An electric drive system and vehicle

Abstract

This application discloses an electric drive system and a vehicle, relating to the technical field of vehicles. The electric drive system includes: a motor, comprising a stator, an inner rotor, and an outer rotor; an outer rotor output shaft, comprising a first shaft segment and a second shaft segment, the first shaft segment being fixedly connected to the outer rotor; an inner rotor output shaft, fixedly connected to the inner rotor; a primary reduction mechanism, comprising a primary first drive gear and a primary second drive gear, the primary first drive gear being loosely fitted onto the inner rotor output shaft, and the primary second drive gear being fixedly connected to the second shaft segment; a first switching device, installed on the inner rotor output shaft and the primary first drive gear; under the action of the first switching device, the inner rotor output shaft and the primary first drive gear are dynamically coupled or decoupled; a second switching device, installed on the first shaft segment and the second shaft segment, under the action of the second switching device, the first shaft segment and the second shaft segment are dynamically coupled or decoupled.

Description

Technical Field

[0001] This application relates to the technical field of vehicles, and more particularly to an electric drive system and vehicle. Background Technology

[0002] Electric vehicles use electricity as their power source and are driven by an electric motor, which has the advantage of being environmentally friendly.

[0003] Single-motor electric drive systems have a simple structure, but their driving force is limited. Dual-motor electric drive systems can output driving force through one motor in scenarios with low torque demand, and through both motors in scenarios with high torque demand. Compared to single-motor electric drive systems, dual-motor electric drive systems have improved driving force output, but they are larger, more complex in structure, and more expensive to manufacture.

[0004] In related technologies, single-motor electric drive systems have the technical problem of being unable to output sufficient energy or twist to meet the requirements. Utility Model Content

[0005] Based on this, this application provides an electric drive system and vehicle to solve the problem in the related art that single-motor electric drive systems are unable to output sufficient energy or twist to meet the requirements.

[0006] In a first aspect, embodiments of this application provide an electric drive system, including:

[0007] An electric motor consists of a stator, an inner rotor, and an outer rotor;

[0008] The outer rotor output shaft includes a first shaft segment and a second shaft segment, wherein the first shaft segment is fixedly connected to the outer rotor;

[0009] The inner rotor output shaft is fixedly connected to the inner rotor;

[0010] A single-stage reduction mechanism includes a first-stage first-drive gear and a second-stage first-drive gear. The first-stage first-drive gear is loosely fitted onto the inner rotor output shaft, and the second-stage first-drive gear is fixedly connected to the second shaft segment.

[0011] A first switching device is installed on the inner rotor output shaft and the first-stage first drive gear; under the action of the first switching device, the inner rotor output shaft and the first-stage first drive gear are either dynamically coupled or dynamically separated.

[0012] A second switching device is installed on the first shaft segment and the second shaft segment. Under the action of the second switching device, the first shaft segment and the second shaft segment are either dynamically coupled or dynamically separated.

[0013] In some embodiments, the first switching device includes:

[0014] The first passive component is fixedly connected to the first primary driving gear;

[0015] The first active member is slidably connected to the inner rotor output shaft along the axial direction of the inner rotor output shaft and rotates synchronously with the inner rotor output shaft.

[0016] A first actuator drives the first active member to slide. Under the drive of the first actuator, the first active member has a first position in contact with the first passive member and a second position separated from the first passive member, and can switch between the first position and the second position. When the first active member is in the first position, the inner rotor output shaft and the first-stage first active gear are dynamically coupled. When the first active member is in the second position, the inner rotor output shaft and the first-stage first active gear are dynamically separated.

[0017] In some embodiments, the second switching device includes:

[0018] The second passive component is fixedly connected to the first shaft segment;

[0019] The second driving member is slidably connected to the second shaft segment along the axial direction of the second shaft segment and rotates synchronously with the second shaft segment;

[0020] A second actuator drives the second active member to slide. Under the drive of the second actuator, the second active member has a third position in contact with the second passive member and a fourth position separated from the second passive member, and can switch between the third position and the fourth position. When the second active member is in the third position, the first shaft segment and the second shaft segment are dynamically coupled. When the second active member is in the fourth position, the first shaft segment and the second shaft segment are dynamically separated.

[0021] In some embodiments, the inner rotor output shaft is a hollow shaft, and the inner rotor output shaft is sleeved outside the first shaft segment.

[0022] In some embodiments, the inner rotor, the outer rotor, the stator, the first shaft segment, the second shaft segment, and the inner rotor output shaft are coaxially arranged.

[0023] In some embodiments, the primary reduction mechanism further includes:

[0024] The first stage first driven gear meshes with the first stage first driving gear;

[0025] The first-stage second driven gear meshes with the first-stage second driving gear;

[0026] The intermediate shaft is connected to the first stage first driven gear and the second stage second driven gear.

[0027] In some embodiments, the number of teeth of the first-stage driving gear is greater than the number of teeth of the second-stage driving gear, and the number of teeth of the first-stage driven gear is less than the number of teeth of the second-stage driven gear.

[0028] In some embodiments, the electric drive system further includes a two-stage reduction mechanism, the two-stage reduction mechanism comprising:

[0029] A secondary drive gear is connected to the intermediate shaft;

[0030] The secondary driven gear meshes with the secondary driving gear.

[0031] In some embodiments, the electric drive system further includes:

[0032] The differential is connected to the secondary driven gear.

[0033] Secondly, embodiments of this application provide a vehicle including the electric drive system described in the first aspect.

[0034] This application has at least the following beneficial effects:

[0035] The electric drive system, through the configuration of a first switching device and a second switching device, enables flexible switching between inner rotor drive mode, outer rotor drive mode, dual rotor joint drive mode, and power cut-off mode. Under low-load normal operating conditions, the wheels can be driven independently by either the outer rotor or the inner rotor alone, meeting the high-efficiency needs of daily driving, through the cooperation of the first and second switching devices. In high-load scenarios such as climbing steep slopes or high-speed overtaking, the wheels can be driven jointly by both the inner and outer rotors through the cooperation of the first and second switching devices. Compared to traditional single-motor electric drive systems, this provides greater driving force. Specifically, the power of the inner and outer rotors is output and superimposed through a first-stage first drive gear and a second-stage second drive gear, respectively, improving the total torque and energy output capability of the electric drive system. This effectively compensates for the deficiency of traditional dual-rotor motors in not being able to collaboratively drive the same load, enabling the vehicle to operate under high load conditions. It still possesses sufficient power performance. When the vehicle is in scenarios such as coasting or regenerative braking where motor drive is not required, it can enter a power cut-off mode through the cooperation of the first and second switching devices. At this time, the first switching device cuts off the power connection between the inner rotor output shaft and the first-stage first drive gear, and the second switching device cuts off the power connection between the first and second shaft sections of the outer rotor output shaft. Even if the inner and outer rotors rotate with the stator magnetic field or idle due to inertia, they cannot drive the first-stage first drive gear and the first-stage second drive gear to operate, thereby cutting off the power transmission between the motor and the wheels, avoiding drag resistance from the motor and transmission components on the wheels, and reducing unnecessary energy consumption during vehicle coasting. Especially in regenerative braking scenarios, this power cut-off mode allows the wheels to drive the regenerative braking components more smoothly, reducing the impact of transmission chain idle loss on recovery efficiency and further improving the energy recovery effect. In addition, the electric drive system uses a dual-rotor motor. Compared with the traditional dual-motor electric drive system, the dual-rotor motor has a simpler structure through a coaxial nesting design. It does not require separate installation space for two independent motors, and has the advantages of smaller size and higher integration. It can reduce the overall size of the electric drive system, adapt to the narrow installation environment of vehicle power compartment, chassis and other small installation environments, reserve more space for key components such as battery pack and suspension, and also help reduce production costs. Attached Figure Description

[0036] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0037] Figure 1 This is a schematic diagram of the structure of the electric drive system in power cut-off mode in one or more embodiments of this application.

[0038] Figure 2 This is a schematic diagram of the structure of the electric drive system in the internal rotor drive mode in one or more embodiments of this application.

[0039] Figure 3 This is a schematic diagram of the structure of the electric drive system in external rotor drive mode in one or more embodiments of this application.

[0040] Figure 4 This is a schematic diagram of the structure of the electric drive system in one or more embodiments of this application when it is in the dual rotor common drive mode.

[0041] Explanation of reference numerals in the attached figures:

[0042] 100-Electric drive system, 110-Motor, 111-Stator, 112-Inner rotor, 113-Outer rotor, 120-Outer rotor output shaft, 121-First shaft section, 122-Second shaft section, 130-Inner rotor output shaft, 140-First stage reduction mechanism, 141-First stage first driving gear, 142-First stage second driving gear, 143-First stage first driven gear, 144-First stage second driven gear, 145-Intermediate shaft, 150-First switching device, 151-First driven component, 152-First driving component, 153-First actuator, 160-Second switching device, 161-Second driven component, 162-Second driving component, 163-Second actuator, 170-Second stage reduction mechanism, 171-Second stage driving gear, 172-Second stage driven gear, 180-Differential gear, 200-Wheel, 300-Half shaft. Detailed Implementation

[0043] To make the objectives, technical solutions, and advantages of this application clearer, the technical solutions in the embodiments of this application will be described in more detail below with reference to the accompanying drawings. In the drawings, the same or similar reference numerals denote the same or similar components or components having the same or similar functions throughout. The described embodiments are some, but not all, of the embodiments of this application. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain this application, and should not be construed as limiting this application. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the scope of protection of this application. The embodiments of this application will be described in detail below with reference to the accompanying drawings.

[0044] In the description of this application, it should be noted that, unless otherwise expressly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, an indirect connection through an intermediate medium, or the internal communication between two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0045] In the description of this application, it should be understood that the terms "upper", "lower", "front", "back", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc., indicate the orientation or positional relationship based on the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element 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 this application.

[0046] The terms “first,” “second,” and “third” (if any) in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence.

[0047] Furthermore, the terms “comprising” and “having”, and any variations thereof, are intended to cover non-exclusive inclusion, such that a process, method, system, product, or display that includes a series of steps or units is not necessarily limited to those steps or units that are explicitly listed, but may include other steps or units that are not explicitly listed or that are inherent to such process, method, product, or display.

[0048] Single-motor electric drive systems have a simple structure, but their driving force is limited, making it difficult to output enough energy or twist to meet the demand.

[0049] Dual-motor electric drive systems can output driving force through one motor in scenarios with low torque demand, and through two motors in scenarios with high torque demand. Compared with single-motor electric drive systems, dual-motor electric drive systems have improved driving force output. However, dual-motor electric drive systems are larger in size, more complex in structure, and have higher manufacturing costs.

[0050] Dual-rotor motors can meet the demands of new energy vehicles for efficient and compact drive systems. Compared to single-rotor motors, dual-rotor motors consist of a stator, an inner rotor, and an outer rotor, with the inner and outer rotors arranged coaxially. In some designs, the inner rotor drives one wheel, and the outer rotor drives the other wheel; in others, the inner rotor drives both wheels, and the outer rotor connects to the engine. In these designs, the inner and outer rotors cannot work together to drive the same load. Under high-load conditions such as climbing steep slopes or high-speed overtaking, drive systems equipped with dual-rotor motors struggle to output sufficient energy or torque to meet the demands.

[0051] In view of this, the inventors designed an electric drive system and vehicle. The electric drive system, through the setting of a first switching device and a second switching device, realizes flexible switching between inner rotor drive mode, outer rotor drive mode, dual rotor joint drive mode and power cut-off mode. In high-load scenarios such as climbing steep slopes and high-speed overtaking, the inner rotor and outer rotor can jointly drive the wheels through the cooperation of the first switching device and the second switching device. Specifically, the power of the inner rotor and the outer rotor is output and superimposed through a first-stage first drive gear and a second-stage first drive gear, respectively, which improves the total torque and energy output capability of the electric drive system. This effectively makes up for the defect of traditional dual rotor motors that cannot drive the same load in a coordinated manner, ensuring that the vehicle still has sufficient power performance under high load conditions.

[0052] The electric drive system and vehicle provided in the embodiments of this application are described in detail below with reference to the accompanying drawings.

[0053] like Figure 1 As shown, the electric drive system 100 includes: a motor 110, an outer rotor output shaft 120, an inner rotor output shaft 130, a first-stage reduction mechanism 140, a first switching device 150, and a second switching device 160. The motor 110 includes a stator 111, an inner rotor 112, and an outer rotor 113. The outer rotor output shaft 120 includes a first shaft section 121 and a second shaft section 122, with the first shaft section 121 fixedly connected to the outer rotor 113. The inner rotor output shaft 130 is fixedly connected to the inner rotor 112. The first-stage reduction mechanism 140 includes a first-stage first drive gear 141 and a second-stage first drive gear 142, with the first-stage first drive gear 141 loosely fitted onto the inner rotor output shaft 130, and the second-stage second drive gear 142 fixedly connected to the second shaft section 122. The first switching device 150 is installed on the inner rotor output shaft 130 and the first-stage first drive gear 141; under the action of the first switching device 150, the inner rotor output shaft 130 and the first-stage first drive gear 141 are either dynamically coupled or dynamically separated. The second switching device 160 is installed on the first shaft section 121 and the second shaft section 122. Under the action of the second switching device 160, the first shaft section 121 and the second shaft section 122 are either dynamically coupled or dynamically separated.

[0054] The motor 110 of the electric drive system 100 is a dual-rotor motor, which includes a stator 111 and two rotors, namely an inner rotor 112 and an outer rotor 113. The inner rotor 112 is disposed inside the stator 111, and the outer rotor 113 is sleeved outside the stator 111. The stator 111 has inner and outer coils. When the stator 111 is energized, it generates a rotating magnetic field, which drives the inner rotor 112 and the outer rotor 113 to rotate. The structure of dual-rotor motors varies and is known to those skilled in the art, and will not be described or limited here.

[0055] The inner rotor output shaft 130 is fixedly connected to the inner rotor 112 and rotates together with the inner rotor 112. The first shaft section 121 of the outer rotor output shaft 120 is fixedly connected to the outer rotor 113 and rotates together with the outer rotor 113. The first-stage second drive gear 142 is fixedly connected to the second shaft section 122 and rotates together with the second shaft section 122.

[0056] The ways in which the inner rotor output shaft 130 and the inner rotor 112 are fixedly connected, the ways in which the first shaft segment 121 and the outer rotor 113 are fixedly connected, and the ways in which the first-stage second drive gear 142 and the second shaft segment 122 are fixedly connected are all varied, such as key connection, interference fit, snap-fit, etc.

[0057] The first stage first drive gear 141 is loosely fitted outside the inner rotor output shaft 130, and the inner rotor output shaft 130 cannot directly drive the first stage first drive gear 141 to rotate.

[0058] Under the action of the first switching device 150, the inner rotor output shaft 130 and the first-stage first drive gear 141 are dynamically coupled. This dynamic coupling means that the inner rotor output shaft 130 and the first-stage first drive gear 141 are linked together, and the rotation of the inner rotor output shaft 130 will drive the first-stage first drive gear 141 to rotate.

[0059] Under the action of the first switching device 150, the inner rotor output shaft 130 and the first-stage first drive gear 141 are separated. This separation means that the inner rotor output shaft 130 and the first-stage first drive gear 141 are not linked, and the rotation of the inner rotor output shaft 130 will not drive the first-stage first drive gear 141 to rotate.

[0060] Under the action of the second switching device 160, the first shaft segment 121 and the second shaft segment 122 are dynamically coupled. This dynamic coupling means that the first shaft segment 121 and the second shaft segment 122 are linked together, and the rotation of the first shaft segment 121 will drive the second shaft segment 122 to rotate.

[0061] Under the action of the second switching device 160, the first shaft segment 121 and the second shaft segment 122 are separated by power. This separation means that the first shaft segment 121 and the second shaft segment 122 are not linked, and the rotation of the first shaft segment 121 will not drive the rotation of the second shaft segment 122.

[0062] The first stage first drive gear 141 and the second stage second drive gear 142 are used to drive the vehicle 200 to rotate the wheels 200.

[0063] The electric drive system 100 has the following operating modes:

[0064] Internal rotor drive mode: such as Figure 2 As shown, the first switching device 150 couples the inner rotor output shaft 130 and the first-stage first drive gear 141, and the second switching device 160 separates the power of the first shaft segment 121 and the second shaft segment 122. The stator 111 drives the inner rotor 112 to rotate, and the rotation of the inner rotor 112 drives the inner rotor output shaft 130 to rotate. The rotation of the inner rotor output shaft 130 drives the first-stage first drive gear 141 to rotate, and the first-stage first drive gear 141 outputs power to drive the wheel 200 to rotate.

[0065] External rotor drive mode: such as Figure 3 As shown, the first switching device 150 separates the power of the inner rotor output shaft 130 and the first-stage first drive gear 141, and the second switching device 160 couples the power of the first shaft segment 121 and the second shaft segment 122. The stator 111 drives the outer rotor 113 to rotate, the rotation of the outer rotor 113 drives the first shaft segment 121 to rotate, the rotation of the first shaft segment 121 drives the second shaft segment 122 to rotate, and then drives the first-stage second drive gear 142 to rotate. The first-stage second drive gear 142 outputs power to drive the wheel 200 to rotate.

[0066] Dual rotor common drive mode: such as Figure 4 As shown, the first switching device 150 power couples the inner rotor output shaft 130 and the first-stage first drive gear 141, and the second switching device 160 power couples the first shaft segment 121 and the second shaft segment 122. The stator 111 drives the inner rotor 112 and the outer rotor 113 to rotate. The rotation of the inner rotor 112 drives the inner rotor output shaft 130 to rotate, and the rotation of the inner rotor output shaft 130 drives the first-stage first drive gear 141 to rotate. The rotation of the outer rotor 113 drives the first shaft segment 121 to rotate, and the rotation of the first shaft segment 121 drives the second shaft segment 122 to rotate, which in turn drives the first-stage second drive gear 142. Both the first-stage first drive gear 141 and the first-stage second drive gear 142 output power to drive the wheel 200 to rotate.

[0067] Power cut-off mode: such as Figure 1As shown, the first switching device 150 separates the power of the inner rotor output shaft 130 and the first-stage first drive gear 141, and the second switching device 160 separates the power of the first shaft segment 121 and the second shaft segment 122. In this way, even if the stator 111 drives the inner rotor 112 and the outer rotor 113 to rotate, it will not drive the first-stage first drive gear 141 and the first-stage second drive gear 142 to rotate. Neither the first-stage first drive gear 141 nor the first-stage second drive gear 142 outputs power to the outside.

[0068] The electric drive system 100, through the configuration of the first switching device 150 and the second switching device 160, achieves flexible switching between inner rotor drive mode, outer rotor drive mode, dual rotor joint drive mode, and power cut-off mode. Under low-load normal operating conditions, the wheels 200 can be driven independently by the outer rotor 113 or the inner rotor 112 alone through the cooperation of the first switching device 150 and the second switching device 160, meeting the high-efficiency needs of daily driving. In high-load scenarios such as climbing steep slopes and high-speed overtaking, the wheels 200 can be driven jointly by the inner rotor 112 and the outer rotor 113 through the cooperation of the first switching device 150 and the second switching device 160. Compared with the traditional single-motor electric drive system, its driving force is greater. Specifically, the power of the inner rotor 112 and the outer rotor 113 is output and superimposed through the first stage first drive gear 141 and the second stage second drive gear 142, respectively, improving the total torque and energy output capability of the electric drive system 100. This also effectively makes up for the defect that the traditional dual rotor motor cannot drive the same load in a coordinated manner, so that the vehicle can still drive the same load even under high-load conditions. It possesses sufficient power performance; when the vehicle is in scenarios such as coasting or regenerative braking where the motor 110 is not required to drive it, the power cut-off mode can be entered through the cooperation of the first switching device 150 and the second switching device 160. At this time, the first switching device 150 cuts off the power connection between the inner rotor output shaft 130 and the first-stage first drive gear 141, and the second switching device 160 cuts off the power connection between the first shaft section 121 and the second shaft section 122 of the outer rotor output shaft 120. Even if the inner rotor 112 and the outer rotor 113 rotate with the magnetic field of the stator 111 or idle due to inertia, they cannot drive the first-stage first drive gear 141 and the first-stage second drive gear 142 to operate, thereby cutting off the power transmission between the motor 110 and the wheel 200, avoiding the drag resistance of the motor 110 and the transmission components on the wheel 200, and reducing unnecessary energy consumption when the vehicle is coasting; especially in the regenerative braking scenario, this power cut-off mode allows the wheel 200 to drive the regenerative braking components more smoothly, reducing the impact of transmission chain idle loss on the recovery efficiency, and further improving the energy recovery effect. In addition, the electric drive system 100 adopts a dual rotor motor. Compared with the traditional dual-motor electric drive system, the dual rotor motor adopts a coaxial nested design, which has a simpler structure. It does not require the reservation of separate installation space for two independent motors. It has the advantages of smaller size and higher integration, which can reduce the overall volume of the electric drive system 100, adapt to the narrow installation environment of vehicle power compartment, chassis and other small installation environments, reserve more space for key components such as battery pack and suspension, and also help to reduce production costs.

[0069] The first switching device 150 and the second switching device 160 can be clutches, synchronizers, etc., and are not limited in this application. The clutch can be an embedded clutch, a friction clutch, etc. The embedded clutch can be a claw clutch, a dog-tooth clutch, etc., and the friction clutch can be a wet friction clutch, a dry friction clutch, etc. The structure and installation method of the clutch, synchronizer, etc. are known to those skilled in the art and will not be described in detail here.

[0070] In some embodiments, the first switching device 150 includes a first passive member 151, a first active member 152, and a first actuator 153. The first passive member 151 is fixedly connected to a first-stage first-drive gear 141; along the axial direction of the inner rotor output shaft 130, the first active member 152 is slidably connected to the inner rotor output shaft 130 and rotates synchronously with the inner rotor output shaft 130; the first actuator 153 drives the first active member 152 to slide, and under the drive of the first actuator 153, the first active member 152 has a first position in contact with the first passive member 151 and a second position separated from the first passive member 151, and can switch between the first position and the second position; when the first active member 152 is in the first position, the inner rotor output shaft 130 and the first-stage first-drive gear 141 are dynamically coupled; when the first active member 152 is in the second position, the inner rotor output shaft 130 and the first-stage first-drive gear 141 are dynamically separated.

[0071] The first passive component 151 is fixedly connected to the first primary drive gear 141. When the first passive component 151 rotates, it will drive the first primary drive gear 141 to rotate together. The first passive component 151 and the first drive gear 141 can be fixedly connected by welding, bolting, snap-fitting, or other methods.

[0072] The first driving member 152 is slidably connected to the inner rotor output shaft 130 along the axial direction and can rotate synchronously with the inner rotor output shaft 130. Under the action of the first actuator 153, the first driving member 152 can slide along the axial direction of the inner rotor output shaft 130 and has a first position and a second position. When the first driving member 152 is in the first position, the first driving member 152 and the first driven member 151 are in contact, so that when the first driving member 152 rotates, it can drive the first driven member 151 to rotate together, thereby making the inner rotor output shaft 130 and the first stage first driving gear 141 dynamically coupled; when the first driving member 152 is in the second position, the first driving member 152 and the first driven member 151 are separated, and when the first driving member 152 rotates, it will not drive the first driven member 151 to rotate, thereby making the inner rotor output shaft 130 and the first stage first driving gear 141 dynamically separated.

[0073] These embodiments simplify the structure of the first switching device 150 by fixing the first passive component 151 to the first primary drive gear 141 and mounting the first drive component 152 on the inner rotor output shaft 130 and allowing it to switch between a first position and a second position, thereby enabling the inner rotor output shaft 130 and the first primary drive gear 141 to be dynamically coupled or decoupled. At the same time, this connection method helps to shorten the power transmission path from the inner rotor output shaft 130 to the first primary drive gear 141 and reduce energy loss in intermediate links.

[0074] In some embodiments, one of the first passive member 151 and the first active member 152 is a friction disc, and the other is a steel sheet. The friction disc has a good coefficient of friction and elastic buffering characteristics, while the steel sheet has high strength and rigidity. When the two are in contact, the friction disc can form a stable frictional coupling with the steel sheet through its own friction surface, which can effectively buffer the impact of the moment of power engagement.

[0075] In some embodiments, the first active member 152 is engaged with the inner rotor output shaft 130 via a spline to achieve the following: the first active member 152 is slidably connected to the inner rotor output shaft 130 along the axis of the inner rotor output shaft 130 and can rotate together with the inner rotor output shaft 130.

[0076] In some embodiments, the second switching device 160 includes a second passive member 161, a second active member 162, and a second actuator 163. The second passive member 161 is fixedly connected to the first shaft segment 121; along the axial direction of the second shaft segment 122, the second active member 162 is slidably connected to the second shaft segment 122 and rotates synchronously with the second shaft segment 122; the second actuator 163 drives the second active member 162 to slide, and under the drive of the second actuator 163, the second active member 162 has a third position in contact with the second passive member 161 and a fourth position separated from the second passive member 161, and can switch between the third position and the fourth position; when the second active member 162 is in the third position, the first shaft segment 121 and the second shaft segment 122 are dynamically coupled; when the second active member 162 is in the fourth position, the first shaft segment 121 and the second shaft segment 122 are dynamically separated.

[0077] The second passive member 161 is fixedly connected to the first shaft segment 121 and rotates together with the first shaft segment 121. This connection can be achieved through welding, bolting, snap-fitting, or other methods. The second active member 162 is slidably connected to the second shaft segment 122 along its axial direction and rotates synchronously with it. Under the action of the second actuator 163, the second active member 162 can slide along the axial direction of the second shaft segment 122 and has a third and a fourth position. When the second active member 162 is in the third position, the second active member 162 and the second passive member 161 are in contact. When the second passive member 161 rotates, it can drive the second active member 162 to rotate, thereby causing the second shaft segment 122 to rotate, realizing the dynamic coupling of the first shaft segment 121 and the second shaft segment 122. When the second active member 162 is in the fourth position, the second active member 162 and the second passive member 161 are separated. When the second passive member 161 rotates, it will not drive the second active member 162 to rotate, and thus will not drive the second shaft segment 122 to rotate, realizing the dynamic separation of the first shaft segment 121 and the second shaft segment 122.

[0078] These embodiments simplify the structure of the second switching device 160 by fixing the second passive component 161 to the first shaft segment 121 and installing the second active component 162 on the second shaft segment 122, which can be switched between the third and fourth positions. This allows the first shaft segment 121 and the second shaft segment 122 to be dynamically coupled or decoupled, and at the same time, this connection method can shorten the power transmission path from the first shaft segment 121 to the second shaft segment 122, and reduce frictional losses and power attenuation caused by the transfer of multiple components.

[0079] In some embodiments, one of the second passive member 161 and the second active member 162 is a friction disc, and the other is a steel sheet. The friction disc has a good coefficient of friction and elastic buffering characteristics, while the steel sheet has high strength and rigidity. When the two are in contact, the friction disc can form a stable frictional coupling with the steel sheet through its own friction surface, which can effectively buffer the impact of the moment of power engagement.

[0080] In some embodiments, the second driving member 162 engages with the second shaft segment 122 via a spline to achieve the following: the second driving member 162 is slidably connected to the second shaft segment 122 along the axis of the second shaft segment 122 and can rotate together with the second shaft segment 122.

[0081] Both the first actuator 153 and the second actuator 163 are actuators. Actuators can be divided into electromagnetic actuators, hydraulic actuators, etc. The structures of actuators are diverse and known to those skilled in the art, and are not limited or described in detail in this application.

[0082] In some embodiments, the inner rotor output shaft 130 is a hollow shaft, and the inner rotor output shaft 130 is sleeved outside the first shaft segment 121.

[0083] Setting the inner rotor output shaft 130 as a hollow shaft and sleeved on the first shaft section 121 of the outer rotor output shaft 120 can reduce the radial space occupied by the electric drive system 100, adapt to the narrow installation environment such as vehicle chassis and power compartment, and reserve more space for the arrangement of components such as battery pack and suspension system.

[0084] In some embodiments, a bearing is provided between the inner rotor output shaft 130 and the first shaft segment 121.

[0085] In some embodiments, the inner rotor 112, the outer rotor 113, the stator 111, the first shaft segment 121, the second shaft segment 122, and the inner rotor output shaft 130 are coaxially arranged.

[0086] This design reduces the radial space occupied by the electric drive system 100, adapts to narrow installation environments such as vehicle chassis and power compartment, and allows for more space to be reserved for components such as battery pack and suspension system.

[0087] In some embodiments, the primary reduction mechanism 140 further includes: a primary first driven gear 143, a primary second driven gear 144, and an intermediate shaft 145. The primary first driven gear 143 meshes with the primary first driving gear 141; the primary second driven gear 144 meshes with the primary second driving gear 142; and the intermediate shaft 145 is connected to the primary first driven gear 143 and the primary second driven gear 144.

[0088] When the first-stage driving gear 141 rotates, it drives the meshing first-stage driven gear 143 to rotate; when the second-stage driving gear 142 rotates, it drives the meshing second-stage driven gear 144 to rotate. It can be understood that the number of teeth on the first-stage driven gear 143 is greater than the number of teeth on the first-stage driving gear 141, thus achieving a first-stage reduction in speed and torque increase. Similarly, the number of teeth on the second-stage driven gear 144 is greater than the number of teeth on the second-stage driving gear 142, also achieving a first-stage reduction in speed and torque increase. The intermediate shaft 145 links the first-stage driven gear 143 and the second-stage driven gear 144, allowing the torque transmitted by the first-stage driving gear 141 and the second-stage driving gear 142 to be superimposed on the intermediate shaft 145.

[0089] In some embodiments, the number of teeth of the first-stage driving gear 141 is greater than the number of teeth of the second-stage driving gear 142, and the number of teeth of the first-stage driven gear 143 is less than the number of teeth of the second-stage driven gear 144.

[0090] With this design, the first-stage driving gear 141 and the first-stage driven gear 143 cooperate to form a smaller speed ratio, while the second-stage driving gear 142 and the second-stage driven gear 144 cooperate to form a larger speed ratio. The difference between the first and second speed ratios can be adapted to different power demand scenarios. For example, when the vehicle is climbing a steep slope at low speed, the external rotor drive mode can be used to transmit power through the first-stage second driving gear 142 and the first-stage second driven gear 144 to obtain greater torque output to cope with slope resistance. When the vehicle is cruising at high speed, the internal rotor drive mode can be used to transmit power through the first-stage first driving gear 141 and the first-stage first driven gear 143, reducing the high-speed operation loss of the motor 110, improving driving efficiency, and helping to cope with complex application scenarios.

[0091] In some embodiments, the electric drive system 100 further includes a secondary reduction mechanism 170, which includes a secondary drive gear 171 and a secondary driven gear 172. The secondary drive gear 171 is connected to the intermediate shaft 145, and the secondary driven gear 172 meshes with the secondary drive gear 171.

[0092] When the secondary drive gear 171 rotates synchronously with the intermediate shaft 145, it drives the meshing secondary driven gear 172 to rotate. It is understood that the number of teeth on the secondary drive gear 171 is less than the number of teeth on the secondary driven gear 172, in order to achieve a two-stage reduction and torque amplification effect, further amplifying the torque output of the motor 110. For example, when climbing a steep slope, the torque after the first-stage reduction and torque amplification is further amplified by the second-stage reduction and torque amplification, allowing the wheels 200 to obtain stronger driving force and easily cope with slope resistance; another example is when starting under heavy load, the superimposed effect of the two-stage reduction and torque amplification can quickly increase the initial torque, avoiding insufficient power or overload problems caused by excessive load on the motor 110.

[0093] In some embodiments, the electric drive system 100 further includes a differential 180, which is connected to a secondary driven gear 172.

[0094] Specifically, the secondary driven gear 172 is fixedly connected to the housing of the differential 180, and the rotation of the secondary driven gear 172 drives the differential to rotate together. The differential 180 can compensate for the speed difference between the left and right wheels 200 when the vehicle is turning: when the vehicle is turning, the travel radius of the inner wheel 200 is smaller than that of the outer wheel 200. The differential 180 can automatically adjust the power distribution between the left and right wheels 200 through its internal gear structure, so that the two wheels 200 rotate smoothly at different speeds. The structure of the differential 180 is known to those skilled in the art and will not be described or limited here.

[0095] Based on the same inventive concept, this application also provides a vehicle including the above-described electric drive system 100.

[0096] Since the vehicle includes the aforementioned electric drive system 100, it naturally possesses all the beneficial effects of the electric drive system 100, which will not be elaborated upon here.

[0097] In some embodiments, the vehicle includes a wheel 200 and a half-shaft 300, one side of the half-shaft 300 being connected to the wheel 200 and the other end being connected to the differential 180.

[0098] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this application.

Claims

1. An electric drive system, characterized in that, include: The motor (110) includes a stator (111), an inner rotor (112), and an outer rotor (113); The outer rotor output shaft (120) includes a first shaft segment (121) and a second shaft segment (122), wherein the first shaft segment (121) is fixedly connected to the outer rotor (113); The inner rotor output shaft (130) is fixedly connected to the inner rotor (112); The first-stage reduction mechanism (140) includes a first-stage first-drive gear (141) and a second-stage first-drive gear (142). The first-stage first-drive gear (141) is loosely fitted onto the inner rotor output shaft (130), and the second-stage first-drive gear (142) is fixedly connected to the second shaft segment (122). A first switching device (150) is installed on the inner rotor output shaft (130) and the first stage first drive gear (141); under the action of the first switching device (150), the inner rotor output shaft (130) and the first stage first drive gear (141) are either dynamically coupled or dynamically separated. The second switching device (160) is installed on the first shaft segment (121) and the second shaft segment (122). Under the action of the second switching device (160), the first shaft segment (121) and the second shaft segment (122) are dynamically coupled or dynamically separated.

2. The electric drive system according to claim 1, characterized in that, The first switching device (150) includes: The first passive component (151) is fixedly connected to the first primary drive gear (141); The first active member (152) is slidably connected to the inner rotor output shaft (130) along the axial direction of the inner rotor output shaft (130) and rotates synchronously with the inner rotor output shaft (130); A first actuator (153) drives the first active member (152) to slide. Under the drive of the first actuator (153), the first active member (152) has a first position in contact with the first passive member (151) and a second position separated from the first passive member (151), and can switch between the first position and the second position. When the first active member (152) is in the first position, the inner rotor output shaft (130) and the first-stage first active gear (141) are dynamically coupled. When the first active member (152) is in the second position, the inner rotor output shaft (130) and the first-stage first active gear (141) are dynamically separated.

3. The electric drive system according to claim 1, characterized in that, The second switching device (160) includes: The second passive component (161) is fixedly connected to the first shaft segment (121); The second active member (162) is slidably connected to the second shaft segment (122) along the axial direction of the second shaft segment (122) and rotates synchronously with the second shaft segment (122); The second actuator (163) drives the second active member (162) to slide. Under the drive of the second actuator (163), the second active member (162) has a third position in contact with the second passive member (161) and a fourth position separated from the second passive member (161), and can switch between the third position and the fourth position. When the second active member (162) is in the third position, the first shaft segment (121) and the second shaft segment (122) are dynamically coupled. When the second active member (162) is in the fourth position, the first shaft segment (121) and the second shaft segment (122) are dynamically separated.

4. The electric drive system according to any one of claims 1-3, characterized in that, The inner rotor output shaft (130) is a hollow shaft, and the inner rotor output shaft (130) is sleeved outside the first shaft segment (121).

5. The electric drive system according to claim 4, characterized in that, The inner rotor (112), the outer rotor (113), the stator (111), the first shaft segment (121), the second shaft segment (122), and the inner rotor output shaft (130) are coaxially arranged.

6. The electric drive system according to any one of claims 1-3, characterized in that, The primary reduction mechanism (140) also includes: The first stage first driven gear (143) meshes with the first stage first driving gear (141); The first-stage second driven gear (144) meshes with the first-stage second driving gear (142); The intermediate shaft (145) is connected to the first stage first driven gear (143) and the second stage second driven gear (144).

7. The electric drive system according to claim 6, characterized in that, The number of teeth of the first-stage first driving gear (141) is greater than the number of teeth of the first-stage second driving gear (142), and the number of teeth of the first-stage first driven gear (143) is less than the number of teeth of the first-stage second driven gear (144).

8. The electric drive system according to claim 6, characterized in that, The electric drive system (100) further includes a secondary reduction mechanism (170), the secondary reduction mechanism (170) comprising: A secondary drive gear (171) is connected to the intermediate shaft (145); The secondary driven gear (172) meshes with the secondary driving gear (171).

9. The electric drive system according to claim 8, characterized in that, The electric drive system (100) also includes: The differential (180) is connected to the secondary driven gear (172).

10. A vehicle, characterized in that, The electric drive system (100) includes any one of claims 1-9.

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