A distributed drive system and vehicle

Abstract

This utility model discloses a distributed drive system and a vehicle. The distributed drive system includes: a first drive unit comprising a first motor, a first controller, a first reduction gear assembly, and a second reduction gear assembly; a second drive unit comprising a second motor, a second controller, a third reduction gear assembly, and a fourth reduction gear assembly; and a coupling disconnect mechanism; the first drive unit and the second drive unit are arranged parallel to each other along a first direction; the first motor, the first reduction gear assembly, and the second reduction gear assembly are arranged coaxially along a second direction; the second motor, the third reduction gear assembly, and the fourth reduction gear assembly are arranged coaxially along the second direction; and the second reduction gear assembly, the coupling disconnect mechanism, and the fourth reduction gear assembly are arranged along a coaxial line along the first direction. The first drive unit and the second drive unit of this utility model's distributed drive system transmit power longitudinally to the first wheel and the second wheel respectively, resulting in a compact structure, controllable overall longitudinal dimensions, and favorable arrangement of the drive shaft.

Description

Technical Field

[0001] This utility model relates to the field of vehicle power system technology, and in particular to a distributed drive system and a vehicle. Background Technology

[0002] In recent years, with the rapid development of new energy vehicles, distributed electric drive systems, with their advantages such as flexible layout, compact structure, independent torque vector control, and ease of modular chassis design, are gradually becoming a core technology for new energy vehicles and one of the ultimate solutions for achieving autonomous driving in the future. However, distributed electric drive systems require each drive wheel to be equipped with an independent drive motor and an independent reduction mechanism, which places higher demands on the space layout of the vehicle chassis.

[0003] Existing distributed drive systems mostly employ multi-stage parallel shaft reduction schemes for speed and torque adjustment. Due to their simple structure, the integrated motor, reduction mechanism, and controller inevitably result in a larger dimension in one of the X-axis (body width, also known as the lateral direction), Y-axis (body length, also known as the longitudinal direction), and Z-axis (body height) dimensions, making adjustment difficult. Given the limited chassis space and the increasing demand for higher output speeds and torque transmission in high-end models with added air suspension, the chassis has to be redesigned to meet these diverse requirements. A few distributed drive systems utilize multi-stage planetary gear mechanisms for speed and torque adjustment. While their structure is slightly more complex and compact, their larger Y-axis dimension is unfavorable for driveshaft arrangement, and they lack a power coupling disconnection mechanism, making them somewhat inadequate. Utility Model Content

[0004] The purpose of this invention is to provide a distributed drive system and vehicle that makes the overall Y-axis dimension of the system controllable, saves installation space, and facilitates the arrangement of the drive shaft.

[0005] In a first aspect, this utility model provides a distributed driving system, comprising: The first drive unit includes a first motor, a first controller, a first reduction assembly, and a second reduction assembly. The first motor is driven to the first controller and the first reduction assembly, the first reduction assembly is driven to the second reduction assembly, and the second reduction assembly is driven to the first wheel. The second drive unit includes a second motor, a second controller, a third reduction assembly, and a fourth reduction assembly. The second motor is driven to the second controller and the third reduction assembly, respectively. The third reduction assembly is driven to the fourth reduction assembly, and the fourth reduction assembly is driven to the second wheel. A coupling disconnection mechanism, one end of which is connected to the second deceleration assembly in a transmission connection, and the other end of which is connected to the fourth deceleration assembly in a transmission connection; in: The first driving unit and the second driving unit are arranged parallel to each other along a first direction; The first motor, the first reduction assembly, and the second reduction assembly are coaxially arranged along a second direction, and the first direction is orthogonal to the second direction; The second motor, the third reduction assembly, and the fourth reduction assembly are coaxially arranged along the second direction; The second deceleration assembly, the coupling disconnection mechanism, and the fourth deceleration assembly are arranged coaxially along the first direction.

[0006] In a distributed drive system as described above, preferably, the distributed drive system includes a motor housing and a coupling disconnect housing, the first motor and the second motor are disposed in the motor housing, the coupling disconnect mechanism is disposed in the coupling disconnect housing, the first drive unit includes a first reduction housing, a second reduction housing and a first electronic control housing, the first reduction assembly is disposed in the first reduction housing, the second reduction assembly is disposed in the second reduction housing, and the first controller is disposed in the first electronic control housing, the second drive unit includes a third reduction housing, a fourth reduction housing and a second electronic control housing, the third reduction assembly is disposed in the third reduction housing, the fourth reduction assembly is disposed in the fourth reduction housing, and the second controller is disposed in the second electronic control housing; in: The first reduction gear housing and the third reduction gear housing are driven to one end of the motor housing in the second direction. The second reduction gear housing, the fourth reduction gear housing, and the coupling disconnect housing are driven to the other end of the motor housing in the second direction. The first electronic control housing and the second electronic control housing are driven to the third end of the motor housing in the third direction. The third direction is orthogonal to the first direction and the second direction, respectively.

[0007] In the distributed drive system described above, preferably, the first reduction assembly includes a first sun gear, a first planet carrier, first planet gears, and a first ring gear; the first sun gear is driven to the rotor of the first motor; the first planet carrier is driven to the second reduction assembly; the first ring gear is driven to the first reduction housing; and the stator of the first motor is driven to the first controller.

[0008] In the distributed drive system described above, preferably, the second reduction component includes a first active spiral bevel gear, which is connected to the first planetary carrier via a transmission.

[0009] In the distributed drive system described above, preferably, one end of the first active spiral bevel gear is connected to the first wheel via a transmission connection, and the other end of the first active spiral bevel gear is connected to the coupling disconnection mechanism via a transmission connection.

[0010] In the distributed drive system described above, preferably, the third reduction assembly includes a second sun gear, a second planetary carrier, a second planetary gear, and a second ring gear. The second sun gear is driven by the rotor of the second motor, the second planetary carrier is driven by the fourth reduction assembly, the second ring gear is driven by the third reduction housing, and the stator of the second motor is driven by the second controller.

[0011] In the distributed drive system described above, preferably, the fourth reduction component includes a second active spiral bevel gear, which is connected to the second planetary carrier via a transmission.

[0012] In the distributed drive system described above, preferably, one end of the second active spiral bevel gear is connected to the second wheel via a transmission connection, and the other end of the second active spiral bevel gear is connected to the coupling disconnection mechanism via a transmission connection.

[0013] In the distributed drive system described above, preferably, the second reduction component includes a first passive spiral bevel gear, the fourth reduction component includes a second passive spiral bevel gear, and both the first and second passive spiral bevel gears are drive-connected to the coupling disconnect mechanism, which is used to couple or disconnect the first and second passive spiral bevel gears.

[0014] Secondly, the present invention provides a vehicle, including a first wheel and a second wheel, and the vehicle further includes the aforementioned distributed drive system; The second deceleration assembly is connected to the first wheel drive; The fourth deceleration assembly is connected to the second wheel drive; The first wheel, the second deceleration assembly, the coupling disconnection mechanism, the fourth deceleration assembly, and the second wheel are arranged coaxially along the first direction.

[0015] Compared with the prior art, the first drive unit and the second drive unit of the distributed drive system of this utility model are arranged parallel to the first wheel and the second wheel in the longitudinal direction, so as to transmit power longitudinally to the first wheel and the second wheel respectively. The structure is compact, which can save installation space, and the overall longitudinal dimension is controllable, which is beneficial to the arrangement of the drive shaft. Attached Figure Description

[0016] Figure 1 This is a first-person view structural diagram of the distributed drive system provided in an embodiment of this utility model.

[0017] Figure 2 This is a second-view structural diagram of the distributed drive system provided in an embodiment of this utility model.

[0018] Explanation of reference numerals in the attached figures: 100 - First wheel, 200 - Second wheel; 10-First drive unit, 11-First motor, 111-Rotor of the first motor, 112-Stator of the first motor, 12-First controller, 13-First reduction assembly, 131-First sun gear, 132-First planetary carrier, 133-First planetary gear, 134-First ring gear, 14-Second reduction assembly, 141-First driving spiral bevel gear, 142-First driven spiral bevel gear, 15-First reduction housing, 16-Second reduction housing, 17-First electrical control housing; 20-Second drive unit, 21-Second motor, 211-Rotor of the second motor, 212-Stator of the second motor, 22-Second controller, 23-Third reduction assembly, 231-Second sun gear, 232-Second planetary carrier, 233-Second planetary gear, 234-Second ring gear, 24-Fourth reduction assembly, 241-Second driving spiral bevel gear, 242-Second driven spiral bevel gear, 25-Third reduction housing, 26-Fourth reduction housing, 27-Second electrical control housing; 30 - Coupling disconnection mechanism; 40 - Motor housing; 50 - Coupling disconnects the housing; D1 - First direction, D2 - Second direction, D3 - Third direction. Detailed Implementation

[0019] The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and should not be construed as limiting the present invention.

[0020] Firstly, referring to Figure 1 As shown, this utility model provides a distributed drive system, including a first drive unit 10, a second drive unit 20, and a coupling disconnection mechanism 30, wherein: The first drive unit 10 includes a first motor 11, a first controller 12, a first reduction gear assembly 13, and a second reduction gear assembly 14. The first motor 11 is driven by both the first controller 12 and the first reduction gear assembly 13. The first reduction gear assembly 13 is driven by the second reduction gear assembly 14, which is driven by the first wheel 100. Driven by the first reduction gear assembly 13 and the second reduction gear assembly 14, the torque of the first motor 11 is directly output to the first wheel 100 after two stages of reduction and torque amplification. This reduces the length and inertia of the transmission chain, improves driving efficiency, and reduces the lateral space required for the drive unit.

[0021] Similarly, the second drive unit 20 includes a second motor 21, a second controller 22, a third reduction gear 23, and a fourth reduction gear 24. The second motor 21 is connected to both the second controller 22 and the third reduction gear 23. The third reduction gear 23 is connected to the fourth reduction gear 24, which is then connected to the second wheel 200. Driven by the third reduction gear 23 and the fourth reduction gear 24, the torque of the second motor 21 can be directly output to the second wheel 200 after two stages of reduction and torque amplification. This also reduces the transmission chain length and inertia, improves driving efficiency, and reduces the lateral space required for the drive unit.

[0022] One end of the coupling disconnect mechanism 30 is connected to the second reduction assembly 14, and the other end is connected to the fourth reduction assembly 24. The function of the coupling disconnect mechanism 30 is to couple or disconnect the power transmission between the second reduction assembly 14 and the fourth reduction assembly 24, thereby achieving synchronous coupling of the power of the first motor 11 and the second motor 21, so that the power output of the first wheel 100 and the second wheel 200 is synchronized, preventing power loss and thus improving the vehicle's ability to get out of trouble.

[0023] In the embodiments provided in this application, the first drive unit 10 and the second drive unit 20 are arranged parallel to each other along a first direction D1. The first direction D1 is the left-right direction of the vehicle, which is also the lateral direction (X direction in the background art). The first drive unit 10 and the second drive unit 20 are arranged laterally parallel, so that the first drive unit 10 and the second drive unit 20 are mirror images of each other, which facilitates platform design and modular assembly, and reduces the complexity of frame welding and positioning processes.

[0024] The first motor 11, the first reduction assembly 13, and the second reduction assembly 14 are coaxially arranged along the second direction D2, and the first direction D1 is orthogonal to the second direction D2. Similarly, the second motor 21, the third reduction assembly 23, and the fourth reduction assembly 24 are coaxially arranged along the second direction D2. The second direction D2 is the forward direction of the vehicle, which is also longitudinal (Y-direction in the background art). The components of the first drive unit 10 and the second drive unit 20 are all arranged longitudinally. The rotor 111 of the first motor shares the same axis of rotation with the first reduction assembly 13 and the second reduction assembly 14, and the rotor 211 of the second motor shares the same axis of rotation with the third reduction assembly 23 and the fourth reduction assembly 24, which can reduce the radial load on both sides and the number of bearings.

[0025] The second deceleration assembly 14, the coupling disconnection mechanism 30, and the fourth deceleration assembly 24 are arranged coaxially along the first direction D1. The second deceleration assembly 14, the coupling disconnection mechanism 30, and the fourth deceleration assembly 24 are arranged laterally to form a through-type central transmission axis, so that the coupling disconnection mechanism 30 is located at the middle node of the two deceleration chains and is subjected to symmetrical forces.

[0026] Furthermore, the distributed drive system includes a motor housing 40 and a coupling disconnect housing 50. The first motor 11 and the second motor 21 are disposed in the motor housing 40, and the coupling disconnect mechanism 30 is disposed in the coupling disconnect housing 50. Through the motor housing 40 and the coupling disconnect housing 50, the first motor 11, the second motor 21 and the coupling disconnect mechanism 30 are isolated. On the one hand, this can realize the modular isolation of the drive source and the disconnect function, prevent wear particles generated by the coupling disconnect mechanism 30 from entering the motor cavity, and improve the insulation reliability and lubricant cleanliness of the motor. On the other hand, the housing separation design means that the motor does not need to be completely disassembled during disassembly and maintenance, reducing after-sales maintenance time.

[0027] The first drive unit 10 includes a first reduction housing 15, a second reduction housing 16, and a first electronic control housing 17. A first reduction assembly 13 is disposed within the first reduction housing 15, a second reduction assembly 14 is disposed within the second reduction housing 16, and a first controller 12 is disposed within the first electronic control housing 17. The second drive unit 20 includes a third reduction housing 25, a fourth reduction housing 26, and a second electronic control housing 27. A third reduction assembly 23 is disposed within the third reduction housing 25, a fourth reduction assembly 24 is disposed within the fourth reduction housing 26, and a second controller 22 is disposed within the second electronic control housing 27. Both the first drive unit 10 and the second drive unit 20 form multiple independent sealed cavities. The independence of the housings allows for adaptation to different wheelbases by changing the housing length or interface, improving platform versatility.

[0028] The first reduction housing 15 and the third reduction housing 25 are driven to one end of the motor housing 40 in the second direction D2, and the second reduction housing 16, the fourth reduction housing 26, and the coupling disconnect housing 50 are driven to the other end of the motor housing 40 in the second direction D2. By concentrating the first reduction housing 15 and the third reduction housing 25 at the same end of the motor housing 40, and arranging the second reduction housing 16, the fourth reduction housing 26, and the coupling disconnect housing 50 at opposite ends of the motor housing 40, the first reduction assembly 13 and the third reduction assembly 23 are respectively located on the same side of the first motor 11 and the second motor 21, and the second reduction assembly 14 and the fourth reduction assembly 24 are respectively located on opposite sides of the first motor 11 and the second motor 21. That is, an axial arrangement layout of "high speed-low speed-disconnection" sequence is formed, which can shorten the overhang length of the high-speed gear shaft and reduce the bending deformation and vibration noise of the high-speed shaft. At the same time, the coupling disconnect mechanism 30 is located between the second reduction assembly 14 and the fourth reduction assembly 24 (low speed stage), ensuring that the torque transmission path is symmetrical when disconnecting / engaging, and avoiding additional bending moment acting on the wheel bearing.

[0029] Reference Figure 2 As shown, the first electronic control housing 17 and the second electronic control housing 27 are drively connected to the third direction D3 end of the motor housing 40. The third direction D3 is orthogonal to the first direction D1 and the second direction D2, respectively. The third direction D3 is parallel to the direction of gravity and is also a vertical direction (Z direction in the background art). The first electronic control housing 17 and the second electronic control housing 27 are stacked on top of the motor housing 40 along the vertical direction (third direction D3), which can enhance the heat exchange on the radiator surface by utilizing natural convection and the windward airflow when the vehicle is moving, reducing the need for additional cooling fans.

[0030] In one feasible implementation, the first reduction assembly 13 includes a first sun gear 131, a first planetary carrier 132, a first planetary gear 133, and a first ring gear 134. The first sun gear 131 is driven to the rotor 111 of the first motor, the first planetary carrier 132 is driven to the second reduction assembly 14, the first ring gear 134 is driven to the first reduction housing 15, and the stator 112 of the first motor is driven to the first controller 12.

[0031] The first sun gear 131, first planetary carrier 132, first planetary gears 133, and first ring gear 134 constitute an NGW planetary gear set, enabling coaxial reduction and minimizing radial dimensions. The rotation center of the NGW planetary gear set coincides with the axis of the first motor 11, avoiding additional radial loads on the bearings of the first motor 11 and extending bearing life. The first ring gear 134 is fixedly connected to the first reduction housing 15 for transmission, and the first planetary carrier 132 outputs power to directly convert the high-speed, low-torque of the first motor 11 into low-speed, high-torque, reducing the module and noise of subsequent gear pairs. The stator 112 of the first motor is directly controlled by the first controller 12, forming a modular unit integrating "motor-planetary gears-power electronics," which reduces the number of high-voltage wiring harness connection points across the housing and lowers the risk of seal failure.

[0032] Furthermore, the second reduction assembly 14 includes a first driving spiral bevel gear 141, which is connected to the first planetary carrier 132 via a transmission. The coaxial torque output by the first planetary carrier 132 is turned 90° by the first driving spiral bevel gear 141 and converted into a lateral torque that is collinear with the axis of the first wheel 100.

[0033] Furthermore, one end of the first driving spiral bevel gear 141 is connected to the first wheel 100 via a transmission, and the other end of the first driving spiral bevel gear 141 is connected to the coupling disconnection mechanism 30 via a transmission. The gear shaft of the first driving spiral bevel gear 141 serves as a through shaft, with one end driving the wheel and the other end having a reserved coupling interface, so that the disconnection / engagement position is located at the very end of the torque transmission chain. When disconnected, there is no dragging gear pair on the side of the first wheel 100, reducing the loss of sliding energy.

[0034] The coupling force is transmitted bidirectionally along the same axis, avoiding the formation of additional axial force on the first active spiral bevel gear 141, keeping the tooth surface meshing position unchanged, and preventing early pitting corrosion caused by meshing misalignment.

[0035] The coupling disconnection mechanism 30 is arranged at the end of the reduction chain of the first drive unit 10. When engaged, it only needs to withstand the amplified torque. The size of the mechanism can be minimized, saving axial space and reducing rotational inertia, thereby improving engagement response speed and system reliability.

[0036] Similarly, the third reduction assembly 23 includes a second sun gear 231, a second planetary carrier 232, a second planetary gear 233, and a second ring gear 234. The second sun gear 231 is driven to the rotor 211 of the second motor, the second planetary carrier 232 is driven to the fourth reduction assembly 24, the second ring gear 234 is driven to the third reduction housing 25, and the stator 212 of the second motor is driven to the second controller 22.

[0037] The third reduction assembly 23 adopts the same NGW planetary gear structure as the first reduction assembly 13, realizing the platform sharing of sun gear, planet carrier, planet gear, and gear ring parts, which helps to reduce mold opening costs and spare parts types.

[0038] The second gear ring 234 is fixedly connected to the third reduction housing 25 for transmission. The output of the second planetary carrier 232 causes the second motor 21 to instantly reduce speed and increase torque at high speed, thereby reducing the pitch line speed of the second active spiral bevel gear 241 and reducing the risk of tooth surface scuffing. The stator 212 of the second motor is directly controlled by the second controller 22, forming an independent electric drive channel, which can implement torque vector differential with the first motor 11 to improve the vehicle's yaw response speed.

[0039] Furthermore, the fourth reduction assembly 24 includes a second driving spiral bevel gear 241, which is connected to the second planetary carrier 232. The coaxial torque output by the second planetary carrier 232 is turned 90° by the second driving spiral bevel gear 241 and converted into a lateral torque that is collinear with the axis of the second wheel 200, maintaining the symmetry of the left and right drive chains and simplifying the arrangement of the main reducer.

[0040] Furthermore, one end of the second driving spiral bevel gear 241 is connected to the second wheel 200 for transmission, and the other end of the second driving spiral bevel gear 241 is connected to the coupling disconnection mechanism 30 for transmission. The gear shaft of the second driving spiral bevel gear 241 serves as a through shaft, with one end driving the second wheel 200 and the other end having a reserved coupling interface, so that the disconnection / engagement position is located at the very end of the torque chain. When disconnected, there is no dragging gear pair on the side of the second wheel 200, reducing the loss of sliding energy.

[0041] The coupling force is transmitted bidirectionally along the same axis, avoiding the formation of additional axial force on the second active spiral bevel gear 241, keeping the tooth surface meshing position unchanged, and preventing early pitting corrosion caused by meshing misalignment.

[0042] The coupling disconnection mechanism 30 is located at the end of the reduction chain of the second drive unit 20. When engaged, it only needs to withstand the amplified torque. The size of the mechanism can be minimized, saving axial space and reducing rotational inertia, thereby improving engagement response speed and system reliability.

[0043] The second reduction assembly 14 includes a first passive spiral bevel gear 142, and the fourth reduction assembly 24 includes a second passive spiral bevel gear 242. Both the first passive spiral bevel gear 142 and the second passive spiral bevel gear 242 are connected to the coupling disconnection mechanism 30. The coupling disconnection mechanism 30 is used to couple or disconnect the first passive spiral bevel gear 142 and the second passive spiral bevel gear 242.

[0044] The first passive spiral bevel gear 142 and the second passive spiral bevel gear 242 are orthogonally meshed with the first active spiral bevel gear 141 and the second active spiral bevel gear 241, respectively, to complete 90° torque steering and simultaneously undertake the final stage reduction function, thereby further reducing the speed of the high-speed side gear pair, reducing the tooth surface slip speed, and suppressing scuffing and noise.

[0045] The two passive spiral bevel gears are arranged coaxially and share a coupling disconnection mechanism 30. The coupling disconnection mechanism 30 is located between the last stage gears on both sides. When engaged, it forms a rigid through shaft, realizing the torque coupling output of the first wheel 100 and the second wheel 200, which improves the off-road extrication capability. When disconnected, the passive bevel gears on both sides have no mechanical connection, eliminating the loss of sliding and dragging, and extending the gear life.

[0046] The coupling / disconnection function acts directly on the last stage large-diameter driven bevel gear, which can use its own rotational inertia as a engagement buffer to reduce the impact of engagement impact torque on the front planetary gear set and motor bearings, thereby improving system reliability.

[0047] Based on the above embodiments, when the distributed drive system and coupling disconnection mechanism 30 of this application are in different states, the power transmission of the first motor 11 and the second motor 21 includes the following situations: 1. When the distributed drive system is operating under normal distributed drive conditions: the coupling disconnection mechanism 30 is in the disconnected state, the first motor 11 is in the current drive state (as a drive motor), part of the power is transmitted from the rotor 111 of the first motor to the first wheel 100 through the first reduction assembly 13 and the second reduction assembly 14, the second motor 21 is in the current drive state (as a drive motor), and the other part of the power is transmitted from the rotor 211 of the second motor to the second wheel 200 through the third reduction assembly 23 and the fourth reduction assembly 24.

[0048] 2. When the distributed drive system is operating under normal power recovery conditions: the coupling disconnection mechanism 30 is in the disconnected state, the first motor 11 is in the torque drive state (as a generator), part of the power is transmitted by the first wheel 100, through the second reduction assembly 14, and through the first reduction assembly 13 to the rotor 111 of the first motor, the second motor 21 is in the torque drive state (as a generator), and the other part of the power is transmitted by the second wheel 200, through the fourth reduction assembly 24, and through the third reduction assembly 23 to the rotor 211 of the second motor.

[0049] 3. When the distributed drive system operates in the coupled escape drive mode: the first motor 11 is in the current drive state (as a drive motor). Part of the power is transmitted from the rotor 111 of the first motor through the first reduction assembly 13 and the second reduction assembly 14 to the first wheel 100. The second motor 21 is in the current drive state (as a drive motor). The other part of the power is transmitted from the rotor 211 of the second motor through the third reduction assembly 23 and the fourth reduction assembly 24 to the second wheel 200. The coupling disconnection mechanism 30 is in the coupling state. At this time, the two parts of power are coupled between the first passive spiral bevel gear 142 and the second passive spiral bevel gear 242. The power of one or both of the first motor 11 and the second motor 21 is driven by the first wheel 100 and the second wheel 200.

[0050] 4. When the distributed drive system operates in the coupled recovery mode: the first motor 11 is in torque drive mode (acting as a generator), and part of the power is transmitted by the first wheel 100, through the second reduction assembly 14, and through the first reduction assembly 13 to the rotor 111 of the first motor. The second motor 21 is in torque drive mode (acting as a generator), and the other part of the power is transmitted by the second wheel 200, through the fourth reduction assembly 24, and through the third reduction assembly 23 to the rotor 211 of the second motor. The coupling disconnection mechanism 30 is in the coupling mode. At this time, the two parts of power are coupled between the first passive spiral bevel gear 142 and the second passive spiral bevel gear 242. The power of the first wheel 100 and the second wheel 200 is recovered through one or both of the first motor 11 and the second motor 21.

[0051] It should be noted that, since the first motor 11 and the first reduction assembly 13 are arranged coaxially, and the second motor 21 and the third reduction assembly 23 are arranged coaxially, the first motor 11 and the second motor 21 can each form a lubrication and cooling chamber independently, or the two motors can jointly form a lubrication and cooling chamber; the first reduction assembly 13 and the first motor 11, and the third reduction assembly 23 and the second motor 21 can each form a lubrication and cooling chamber independently, or the first reduction assembly 13 and the third reduction assembly 23 can each form a lubrication and cooling chamber jointly with the corresponding motors, and the corresponding second reduction assembly 14 and the fourth reduction assembly 24 can each form a lubrication and cooling chamber independently. The lubrication of the distributed drive system of this application can use a variety of lubricating coolants (at least two) to adapt to the long-term operation conditions of the vehicle at extreme tilt angles. The independent lubrication and cooling of each part of the first drive unit 10 and the second drive unit 20 can improve the efficiency and life of the system and reduce the system maintenance cost.

[0052] Secondly, the present invention provides a vehicle, including a first wheel 100 and a second wheel 200, and the vehicle also includes the aforementioned distributed drive system. The second reduction assembly 14 is connected to the first wheel 100 via a transmission. The fourth reduction gear 24 is connected to the second wheel 200 via a transmission. The first wheel 100, the second deceleration assembly 14, the coupling disconnection mechanism 30, the fourth deceleration assembly 24, and the second wheel 200 are arranged coaxially along the first direction D1.

[0053] The first wheel 100 and the second wheel 200 each use an independent motor-reduction chain to provide electrical differential, which can reduce the overall vehicle weight and transmission loss, and increase the driving range per charge.

[0054] When the coupling disconnection mechanism 30 is disconnected, the first wheel 100 and the second wheel 200 are connected to the motor through their respective reduction chains. There is no additional bias force, which can improve the wheel bearing life and steering return performance.

[0055] The coupling disconnection mechanism 30 disconnects when the single motor meets the operating conditions, eliminating drag torque and gear churning oil loss; it engages on off-road or low-friction surfaces to achieve the function of a rigid through-shaft, improving the vehicle's ability to get out of trouble and its functional safety level. The structure of the first drive unit 10 and the second drive unit 20 enables the conversion of high-speed, low-torque at the motor end to low-speed, high-torque at the wheel end, reducing the motor diameter and cost, while also reducing the gear pitch speed, suppressing high-speed noise, and meeting the NVH requirements of electric vehicles.

[0056] The first electronic control housing 17 and the second electronic control housing 27 are integrated above the motor housing 40. The high-voltage wiring harness does not cross the housing, reducing the risk of sealing interface and EMC. At the same time, the vehicle's oncoming air and natural convection cooling are utilized to reduce the power consumption of additional fans and further improve the vehicle's energy consumption index. The above description, based on the embodiments shown in the drawings, details the structure, features, and effects of this utility model. The above description is only a preferred embodiment of this utility model, but the scope of implementation of this utility model is not limited to what is shown in the drawings. Any changes made in accordance with the concept of this utility model, or modifications to equivalent embodiments, that do not exceed the spirit covered by the specification and drawings, shall be within the protection scope of this utility model.

Claims

1. A distributed driver system, characterized in that, include: The first drive unit includes a first motor, a first controller, a first reduction assembly, and a second reduction assembly. The first motor is driven to the first controller and the first reduction assembly, the first reduction assembly is driven to the second reduction assembly, and the second reduction assembly is driven to the first wheel. The second drive unit includes a second motor, a second controller, a third reduction assembly, and a fourth reduction assembly. The second motor is driven to the second controller and the third reduction assembly, respectively. The third reduction assembly is driven to the fourth reduction assembly, and the fourth reduction assembly is driven to the second wheel. A coupling disconnection mechanism, one end of which is connected to the second deceleration assembly in a transmission connection, and the other end of which is connected to the fourth deceleration assembly in a transmission connection; in: The first driving unit and the second driving unit are arranged parallel to each other along a first direction; The first motor, the first reduction assembly, and the second reduction assembly are coaxially arranged along a second direction, and the first direction is orthogonal to the second direction; The second motor, the third reduction assembly, and the fourth reduction assembly are coaxially arranged along the second direction; The second deceleration assembly, the coupling disconnection mechanism, and the fourth deceleration assembly are arranged coaxially along the first direction.

2. The distributed drive system according to claim 1, characterized in that, The distributed drive system includes a motor housing and a coupling disconnect housing. The first motor and the second motor are disposed in the motor housing, and the coupling disconnect mechanism is disposed in the coupling disconnect housing. The first drive unit includes a first reduction housing, a second reduction housing, and a first electronic control housing. The first reduction assembly is disposed in the first reduction housing, the second reduction assembly is disposed in the second reduction housing, and the first controller is disposed in the first electronic control housing. The second drive unit includes a third reduction housing, a fourth reduction housing, and a second electronic control housing. The third reduction assembly is disposed in the third reduction housing, the fourth reduction assembly is disposed in the fourth reduction housing, and the second controller is disposed in the second electronic control housing. in: The first reduction gear housing and the third reduction gear housing are driven to one end of the motor housing in the second direction. The second reduction gear housing, the fourth reduction gear housing, and the coupling disconnect housing are driven to the other end of the motor housing in the second direction. The first electronic control housing and the second electronic control housing are driven to the third end of the motor housing in the third direction. The third direction is orthogonal to the first direction and the second direction, respectively.

3. The distributed drive system according to claim 2, characterized in that, The first reduction gear assembly includes a first sun gear, a first planet carrier, first planet gears, and a first ring gear. The first sun gear is driven to the rotor of the first motor, the first planet carrier is driven to the second reduction gear assembly, the first ring gear is driven to the first reduction housing, and the stator of the first motor is driven to the first controller.

4. The distributed drive system according to claim 3, characterized in that, The second reduction gear includes a first active spiral bevel gear, which is connected to the first planetary carrier via a transmission.

5. The distributed drive system according to claim 4, characterized in that, One end of the first active spiral bevel gear is connected to the first wheel via a transmission, and the other end of the first active spiral bevel gear is connected to the coupling disconnection mechanism via a transmission.

6. The distributed drive system according to claim 2, characterized in that, The third reduction assembly includes a second sun gear, a second planetary carrier, a second planetary gear, and a second ring gear. The second sun gear is driven by the rotor of the second motor, the second planetary carrier is driven by the fourth reduction assembly, the second ring gear is driven by the third reduction housing, and the stator of the second motor is driven by the second controller.

7. The distributed drive system according to claim 6, characterized in that, The fourth reduction assembly includes a second active spiral bevel gear, which is connected to the second planetary carrier via a transmission.

8. The distributed drive system according to claim 7, characterized in that, One end of the second active spiral bevel gear is connected to the second wheel via a transmission, and the other end of the second active spiral bevel gear is connected to the coupling disconnection mechanism via a transmission.

9. The distributed drive system according to claim 1, characterized in that, The second reduction assembly includes a first passive spiral bevel gear, and the fourth reduction assembly includes a second passive spiral bevel gear. Both the first and second passive spiral bevel gears are connected to the coupling disconnection mechanism, which is used to couple or disconnect the first and second passive spiral bevel gears.

10. A vehicle comprising a first wheel and a second wheel, characterized in that, The vehicle further includes the distributed drive system according to any one of claims 1 to 9; The second deceleration assembly is connected to the first wheel drive; The fourth deceleration assembly is connected to the second wheel drive; The first wheel, the second deceleration assembly, the coupling disconnection mechanism, the fourth deceleration assembly, and the second wheel are arranged coaxially along the first direction.

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