ELECTRIC DRIVE SYSTEM AND ELECTRIC VEHICLE

Abstract

The present disclosure relates to an electric drive system and an electric vehicle. The electric drive system is provided for the electric vehicle and comprises a housing (100) and components housed in the housing (100): a traction electric motor (200), wherein the traction electric motor (200) comprises an electric motor output shaft (230); a compressor (300) serving to compress the coolant of the electric vehicle, wherein the compressor (300) comprises a compressor input shaft (310); a transmission (400) serving to transmit drive power from the electric motor output shaft (230) to the compressor input shaft (310); and a reduction gear (500), wherein the reduction gear (500) comprises a reduction gear input shaft (510) coupled to the electric motor output shaft (230) and a reduction gear output shaft (540) which serves to drive an axle of the electric vehicle.

Description

FIELD OF THE INVENTION

[0001] The present disclosure relates to the field of electric drive technology, in particular to an electric drive system and an electric vehicle. STATE OF THE ART

[0002] Electric vehicles are gradually becoming one of the most important modes of transportation due to their advantages, such as zero emissions and high energy efficiency. Current technology often uses separate electric drive systems and refrigerant compression systems. An electric drive system typically includes a traction electric motor, an electric motor drive, a reduction gear, etc., while a refrigerant compression system typically includes a compressor, a drive electric motor, an electric motor drive, etc. In other words, the electric drive system and the refrigerant compression system are each equipped with their own electric motor and drive.In particular, in the coolant compression system, the compressor's drive electric motor and its drive often account for a large portion of the cost and are also the components with the highest risk of thermal overload. Furthermore, the coolant must first pass through the drive electric motor and its drive before reaching the compressor, leading to an undesirable pressure drop and temperature increase of the coolant. Furthermore, with the advancement of electric vehicles, the power of traction electric motors continues to increase. While this enables higher dynamic performance of electric vehicles, it also leads to the problem of underutilization of the traction electric motors.

[0003] In addition, with the increasing demands on the dynamic performance of electric vehicles, more and more electric vehicles are equipped with a dual-motor traction system. This means that there are two independent traction systems, each comprising a drive, a traction electric motor, and a reduction gear, with one system located on the front axle and the other on the rear axle. In most cases, the rear traction system is the main power source, so the front traction system is not in operation. In other words, in most cases, the front traction electric motor is not in operation, and the front wheels rotate as passively driven wheels. The front traction system is only operated when full power is required.

[0004] Therefore, existing electric vehicles have at least the following problems: - Firstly, the utilization of the traction electric motor (especially the front traction electric motor) is too low; - Secondly, the coolant compression system is a cost-intensive component of the electric vehicle, while its drive electric motor and drivetrain account for more than 50% of the total cost; - Thirdly, the coolant must first flow through the drive and the electric motor before reaching the compressor, which leads to an undesirable increase in temperature and pressure of the coolant and impairs heat circulation.

[0005] Therefore, there is an urgent need in this field for a technical solution that reduces the costs of electric vehicles and increases the utilization of traction electric motors. CONTENTS OF THE UTILITY MODEL

[0006] To solve the aforementioned problems of the prior art, the present disclosure provides an improved electric drive system, wherein the electric drive system is used for an electric vehicle and comprises a housing with the components housed therein: a traction electric motor, wherein the traction electric motor includes an electric motor output shaft; a compressor operable to compress the coolant of the electric vehicle, wherein the compressor includes a compressor input shaft; a gear train for transmitting the driving force from the electric motor output shaft to the compressor input shaft; and a reduction gear train, wherein the reduction gear train includes a reduction gear input shaft coupled to the electric motor output shaft and a reduction gear output shaft operable to drive an axle of the electric vehicle.

[0007] According to an optional embodiment of the present disclosure, the electric drive system further comprises a main clutch housed in the housing, wherein the reduction gear input shaft is coupled to the electric motor output shaft via the main clutch.

[0008] According to an optional embodiment of the present disclosure, the electric motor output shaft is coupled to the compressor input shaft or an auxiliary shaft via the transmission, wherein the auxiliary shaft is coupled to the compressor input shaft via an auxiliary clutch.

[0009] According to an optional embodiment of the present disclosure, the transmission includes a drive gear non-rotatably connected to the electric motor output shaft and a driven gear non-rotatably connected to the compressor input shaft or the auxiliary shaft, and a drive belt tensioned over the drive gear and the driven gear.

[0010] According to an optional embodiment of the present disclosure, the drive gear and the driven gear are designed as bevel gears oriented in opposite directions, and the transmission further includes a translation mechanism for axially displacing the drive belt.

[0011] According to an optional embodiment of the present disclosure, the translation mechanism is for changing the gear ratio between the drive gear and the driven gear.

[0012] According to an optional embodiment of the present disclosure, the compressor is designed as a swash plate compressor or scroll compressor.

[0013] According to an optional embodiment of the present disclosure, the compressor is designed as a swash plate compressor, the compressor further comprising a swash plate coupled to the compressor input shaft and an angle adjustment mechanism that serves to adjust the inclination angle of the swash plate relative to the compressor input shaft.

[0014] According to an optional embodiment of the present disclosure, the electric drive system further comprises a drive housed in the housing, which serves to drive the traction electric motor.

[0015] According to an optional embodiment of the present disclosure, the traction electric motor is spaced radially from the compressor.

[0016] To solve the aforementioned problems of the prior art, the present disclosure further provides an improved electric vehicle comprising: vehicle wheels; an axle for driving vehicle wheels; and the electric drive system described in the present disclosure, wherein the axle is coupled to the reduction gear output shaft of the electric drive system.

[0017] According to an optional embodiment of the present disclosure, the vehicle wheels comprise the front wheels of the electric vehicle and their axle is the front axle of the electric vehicle and the electric vehicle further comprises rear wheels, a rear axle that serves to drive the rear wheels and a rear traction system that serves to drive the rear axle.

[0018] The present disclosure may be embodied in the form of the embodiments illustrated in the figures. It should be noted, however, that the figures are merely schematic representations, and all variations contemplated within the scope of the present disclosure are to be considered within the scope of the present disclosure. DESCRIPTION OF THE CHARACTERS

[0019] The figures illustrate exemplary embodiments of the present disclosure. These figures should not be construed as necessarily limiting the scope of the present disclosure, wherein: Fig. 1 is a schematic perspective view of the electric drive system according to an embodiment of the present disclosure; Fig. 2 is a schematic perspective view of the electric drive system according to another embodiment of the present disclosure; and Fig. 3 is a schematic perspective view of the electric drive system according to another embodiment of the present disclosure. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0020] Further features and advantages of the present disclosure will become apparent from the following description with reference to the figures. The figures illustrate exemplary embodiments of the present disclosure, and the illustrations of the individual figures are not necessarily to scale. However, the present disclosure may be embodied in many different forms and should not be construed as necessarily limited to the exemplary embodiments shown and disclosed herein. Rather, these exemplary embodiments are merely illustrative of the disclosure and are intended to convey the spirit and nature of the invention to those skilled in the art.

[0021] The present disclosure aims to provide an improved electric drive system for electric vehicles. According to the findings of the present disclosure, the electric drive system can integrate the traction electric motor, which serves to drive the axle (also referred to as the vehicle axle), with the compressor for compressing the coolant, so that the driving force of the traction electric motor can be transmitted to the compressor. That is, the electric drive system according to the present disclosure can both drive the axle and compress the coolant.Therefore, for electric vehicles equipped with the electric drive system described in the present disclosure, it is no longer necessary to provide a separate compressor motor and a corresponding drive for the compressor, which not only saves the manufacturing costs for the compressor motor and the associated drive, but also reduces the costs of providing cooling systems and other auxiliary equipment for the compressor motor and drive. Therefore, the electric drive system according to the present disclosure can significantly reduce the cost of electric vehicles while significantly increasing the utilization rate of the traction electric motor. In particular, the electric drive system according to the present disclosure also enables switching between different operating states to flexibly respond to the different operating conditions of the electric vehicle, thereby improving the user experience.In particular, the electric drive system according to the present disclosure also allows adjustment of the compressor displacement to meet the different thermal management requirements of the electric vehicle, thereby further improving the user experience.

[0022] Various optional, but non-limiting, embodiments of the electric drive system according to the present disclosure are described in detail below with reference to the individual figures. The detailed description of these embodiments will facilitate the understanding of the numerous advantages of the electric drive system according to the present disclosure, as described above and elsewhere in this document.

[0023] See Fig. 1, which shows a schematic perspective view of the electric drive system according to an embodiment of the present disclosure. As Fig. 1, the electric drive system 10 primarily comprises a housing 100 and components housed therein, the traction electric motor 200, the compressor 300, the transmission 400, and the reduction gear 500. The traction electric motor 200 can drive the compressor 300 via the transmission 400, so that the compressor 300 can compress the coolant, and the traction electric motor 200 can also drive the axle 20 via the reduction gear 500 to move the vehicle wheels 30 on the road through the axle 20. The individual components of the electric drive system 10 are described in detail below with reference to the figures.

[0024] How Fig. 1, the traction electric motor 200 can, for example, be an AC synchronous motor comprising a stator 210, a rotor 220 coupled to the stator 210 by magnetic force (also referred to as magnetic flux), and an electric motor output shaft 230 connected in a rotationally fixed manner to the rotor 220 and protruding from the rotor 220. The electric motor output shaft 230 defines the electric motor axis XX' or is arranged along the electric motor axis XX'. The term "rotationally fixedly connected" means that the connection between the rotor 220 and the electric motor output shaft 230 is designed such that the electric motor output shaft 230 rotates together with the rotor 220 or synchronously with the rotor 220 about the electric motor axis XX'.In particular, the stator 210 is equipped with a stator winding (not shown) wound thereon, and the rotor 220 carries a permanent magnet (not shown) attached thereto, wherein the stator winding generates a rotating magnetic field upon the passage of alternating current, wherein the rotating magnetic field is coupled to the permanent magnet by magnetic force, causing the permanent magnet to rotate about the electric motor axis XX', which in turn excites the rotor 220 and the electric motor output shaft 230 to rotate about the electric motor axis XX', thereby converting electrical energy into mechanical energy by the traction electric motor 200.It should be noted that although the specific structure of the traction electric motor 200 has been described here as an example of an AC synchronous motor, the traction electric motor 200 may also be embodied in other types, such as a DC synchronous motor, a DC asynchronous motor, an AC asynchronous motor, etc., so that the specific type of the traction electric motor 200 does not limit the scope of the present disclosure.

[0025] As in Fig. 1, the compressor 300 may, for example, be a swash plate compressor defining the compressor axis YY' and including the compressor input shaft 310, the swash plate 320, and a plurality of pistons 330, wherein the compressor input shaft 310 defines the compressor axis YY' or is arranged along the compressor axis YY'. Additionally, the compressor 300 is equipped with a plurality of piston chambers 340, wherein each piston 330 is accommodated in a piston chamber 340 such that it can reciprocate.The swash plate 320 is aligned obliquely relative to the compressor input shaft 310 and is connected on one side in a rotationally fixed manner to the compressor input shaft 310, so that the swash plate 320 rotates together with the compressor input shaft 310 or synchronously with it about the compressor axis YY', while on the other side of the swash plate 320 each piston 330 is connected in a rotationally fixed manner to the swash plate 320, so that each piston 330 moves back and forth about the compressor axis YY' as the swash plate 320 rotates and performs a reciprocating movement along the compressor axis YY' in the respective piston chambers 340, whereby a cycle of suction, compression and discharge of the coolant is carried out in each piston chamber 340.It should be noted that although the specific structure of the compressor 300 has been described here as an example of a swash plate compressor, the compressor 300 may also be embodied in other types, such as the scroll compressor described in other embodiments, so that the specific type of the compressor 300 does not limit the scope of the present disclosure.

[0026] As in Fig. 1, the transmission 400 can, for example, be a belt-and-pulley transmission comprising a drive gear 410 that is non-rotatably connected to and coaxial with the electric motor output shaft 230 of the traction electric motor 200, a driven gear 420 that is non-rotatably connected to and coaxial with the compressor input shaft 310 of the compressor 300, and a drive belt 430 that is tensioned over the drive gear 410 and the driven gear 420. Thus, after the power is supplied via the electric motor output shaft 230, the traction electric motor 200 rotates the drive gear 410, the drive gear 410 rotates the driven gear 420 via the drive belt 430, and the driven gear 420, in turn, rotates the compressor input shaft 310, so that the compressor 300 can compress the coolant.It should be noted that although the specific structure of the transmission 400 has been described here using a belt and pulley transmission as an example, the transmission 400 may also have other types, such as a gear set transmission comprising a drive gear arranged on the electric motor output shaft 230 and an output gear arranged on the compressor input shaft 310 and meshed with the drive gear, etc., therefore the specific type of the transmission 400 should not be construed as limiting the scope of the present disclosure.

[0027] As in Fig. 1, the reduction gear 500 may, for example, be a gear set reduction gear comprising a reduction gear input shaft 510 coupled to the electric motor output shaft 230 of the traction electric motor 200, a drive gear 520 rotatably connected to the reduction gear input shaft 510, an output gear 530 meshing with the drive gear 520, and a reduction gear output shaft 540 rotatably connected to the output gear 530.As a result, the electric motor output shaft 230 of the traction electric motor 200 can transmit the drive force generated by the traction electric motor 200 to the reduction gear input shaft 510, which drive force is transmitted to the reduction gear output shaft 540 according to the gear ratio defined by the drive gear 520 and the driven gear 530, and since the reduction gear output shaft 540 is coupled to the axle 20 via another gear set pair, this drive force can be further transmitted to the axle 20 to drive the vehicle wheels 30 on the road.It should be noted that although the specific structure of the reduction gear 500 has been described here using a gear set reduction gear as an example, the reduction gear 500 may also have other types, such as a planetary gear including a reduction gear input shaft 510 coupled to the electric motor output shaft 230, a sun gear connected to the reduction gear input shaft 510, a fixed ring gear, a planetary gear meshing between the ring gear and the sun gear, and a planetary carrier supporting the planetary gear and connected to the reduction gear output shaft 540, etc., so that the specific type of the reduction gear 500 does not limit the scope of the present disclosure.Furthermore, in embodiments not shown, the reduction gear 500 with its reduction gear output shaft 540 can also be coupled to two axles via a differential, so that both axles can be driven at different speeds.

[0028] Therefore, in the configuration described above, the driving force generated by the traction electric motor 200 can be transmitted to both the compressor 300 for compressing the coolant and the reduction gear 500 for actuating the axle, thereby increasing the utilization of the traction electric motor 200 and eliminating the need for a separate drive electric motor and corresponding drive for the compressor 300. This not only reduces the cost of an electric vehicle equipped with the electric drive system 10, but also eliminates the risk that could arise from a failure of the drive electric motor and the associated drive, thus reducing the cost of the electric vehicle and improving its reliability.Furthermore, by eliminating the need for a separate drive electric motor and associated drive for the compressor 300, the coolant intended for compression by the compressor 300 no longer needs to first flow through the drive electric motor and associated drive before entering the compressor 300, as in the prior art. This allows the coolant to enter the compressor 300 directly, thereby avoiding an undesirable pressure drop and temperature increase of the coolant. It is also worth mentioning that all components of the electric drive system 10 are housed in a single housing 100, which further increases the degree of integration of the electric drive system 10 and thus contributes to further reducing the cost of the electric vehicle and improving the reliability of the electric vehicle.

[0029] As in Fig. 1, the traction electric motor 200 and the compressor 300 are arranged to be offset or shifted from each other by a certain distance in the radial direction, so that the electric motor axis XX' and the compressor axis YY' are offset or shifted from each other by a certain distance in the radial direction, specifically, the electric motor axis XX' and the compressor axis YY' are aligned parallel to each other. In this configuration, the traction electric motor 200 and the compressor 300 are arranged side by side in the radial direction rather than one behind the other in the axial direction, which can significantly reduce the axial size of the electric drive system 10, thus reducing the space required inside the electric vehicle.

[0030] As in Fig. 1, the inclination angle of the swash plate 320 of the compressor 300 relative to the compressor input shaft 310 is adjustable. This inclination angle can be defined, for example, by the angle between the plane of the swash plate 320 and the compressor axis YY'. Furthermore, the compressor 300 can include an angle adjustment device for adjusting the inclination angle, which, for example, includes a solenoid fixed relative to the housing 100 and a permanent magnet attached to the swash plate 320. The solenoid, after being supplied with current, can cause the permanent magnet to translate, thereby changing the inclination angle of the swash plate 320 relative to the compressor input shaft 310. By changing this inclination angle, the stroke of each piston 330 can be changed during the reciprocating movement, thereby adjusting the displacement of the compressor 300.Therefore, the displacement of the compressor 300 can be regulated by adjusting the inclination angle of the swash plate 320 relative to the compressor input shaft 310 to meet the different thermal management requirements of the electric vehicle. In particular, the swash plate 320 can be adjusted so that it is perpendicular to the compressor input shaft 310, i.e., the inclination angle of the swash plate 320 can be set to 90°. In this configuration, none of the pistons 330 reciprocate, thus preventing refrigerant compression. This configuration is suitable for operating conditions of the electric vehicle where thermal management is not required.

[0031] See Fig. 2, which shows a schematic perspective view of the electric drive system according to another embodiment of the present disclosure. The difference between the Fig. 2 and the embodiment shown in Fig. 1 is that the electric drive system 10 additionally comprises a main clutch 610 arranged in the housing 100, an auxiliary clutch 620, and an auxiliary shaft 630, wherein the auxiliary shaft 630 is rotatably mounted in the housing 100 and arranged such that it is coaxially aligned with the compressor input shaft 310 of the compressor 300 and spaced apart in the axial direction. For example, the auxiliary shaft 630 can be supported by bearings (not shown) arranged in the housing 100. The output gear 420 of the gearbox 400 is non-rotatably connected to the auxiliary shaft 630 so that the electric motor output shaft 230 can rotate the auxiliary shaft 630 via the gearbox 400.

[0032] As in Fig. 2, the main clutch 610 is arranged between the electric motor output shaft 230 of the traction electric motor 200 and the reduction gear input shaft 510 of the reduction gear 500, that is, the reduction gear input shaft 510 is coupled to the electric motor output shaft 230 via the main clutch 610. Specifically, the main clutch 610 includes a drive pulley 611 rotatably connected to the electric motor output shaft 230 and a driven pulley 612 rotatably connected to the reduction gear input shaft 510, and can be in an engaged or disengaged state.In the engaged state, the drive pulley 611 and the driven pulley 612 are connected to each other, so that the electric motor output shaft 230 and the reduction gear input shaft 510 are rotationally coupled to each other, whereby the reduction gear input shaft 510 rotates together with the electric motor output shaft 230 or synchronously with it about the electric motor axis XX', that is, the electric motor output shaft 230 can transmit the driving force to the reduction gear input shaft 510. In the disengaged state, the drive pulley 611 and the driven pulley 612 are separated from each other, so that the electric motor output shaft 230 and the reduction gear input shaft 510 are decoupled from each other, whereby the electric motor output shaft 230 cannot transmit driving force to the reduction gear input shaft 510.

[0033] As in Fig. 2, the auxiliary clutch 620 is arranged between the compressor input shaft 310 of the compressor 300 and the auxiliary shaft 630, that is, the auxiliary shaft 630 is coupled to the compressor input shaft 310 via the auxiliary clutch 620. Specifically, the auxiliary clutch 620 includes a drive pulley 621 rotatably connected to the auxiliary shaft 630 and a driven pulley 622 rotatably connected to the compressor input shaft 310, and can be in an engaged or disengaged state. In the engaged state, the drive pulley 621 and the driven pulley 622 are connected to each other, so that the auxiliary shaft 630 and the compressor input shaft 310 are rotationally coupled to each other, whereby the compressor input shaft 310 rotates together with the auxiliary shaft 630 or synchronously with the auxiliary shaft 630 about the compressor axis YY', that is, the auxiliary shaft 630 can transmit the drive force to the compressor input shaft 310.In the disconnected state, the drive pulley 621 and the driven pulley 622 are separated from each other, so that the auxiliary shaft 630 and the compressor input shaft 310 are decoupled from each other, whereby the auxiliary shaft 630 cannot transmit drive force to the compressor input shaft 310.

[0034] In the configuration described above, by adjusting the state of the main clutch 610 and the auxiliary clutch 620, the electric drive system 10 can be adapted to various operating conditions of the electric vehicle, contributing to further improving the user experience. Specifically, when both the main clutch 610 and the auxiliary clutch 620 are engaged, the driving force generated by the traction electric motor 200 is transmitted to both the compressor 300 and the reduction gear 500, allowing the electric drive system 10 to simultaneously compress the coolant and drive the axle. This is suitable for operating conditions of the electric vehicle where both thermal management and drive power requirements exist.When the main clutch 610 is placed in the engaged state and the auxiliary clutch 620 is placed in the disengaged state, the driving force generated by the traction electric motor 200 is transmitted exclusively to the reduction gear 500 and not to the compressor 300, so that the electric drive system 10 can only drive the axle but cannot compress coolant, which is suitable for operating conditions of the electric vehicle in which only a drive requirement is present but no thermal management is required.When the main clutch 610 is placed in the disengaged state and the auxiliary clutch 620 is placed in the engaged state, the driving force generated by the traction electric motor 200 is transmitted exclusively to the compressor 300 and not to the reduction gear 500, so that the electric drive system 10 can only compress the coolant but not drive the axle, which is suitable for operating conditions of the electric vehicle in which only thermal management is required but there is no need for propulsion.When the main clutch 610 and the auxiliary clutch 620 are both disengaged, the driving force generated by the traction electric motor 200 is not transmitted to either the compressor 300 or the reduction gear 500, so the electric drive system 10 can neither compress the coolant nor drive the axle, which is suitable for operating conditions of the electric vehicle where neither thermal management nor propulsion is required. It should also be noted that the electric drive system 10 in the embodiment shown in FIG. Fig. 2 comprises both the main clutch 610 and the auxiliary clutch 620, but this is not necessarily the case, since the electric drive system 10 can also comprise only one of the two clutches, either the main clutch 610 or the auxiliary clutch 620, in embodiments not shown.

[0035] See Fig. 3, which shows a schematic perspective view of the electric drive system according to another embodiment of the present disclosure. The difference between the Fig. 3 and the embodiment shown in Fig. 2 is that the compressor 300 and the transmission 400 are configured differently.

[0036] In contrast to the swash plate compressor, which is Fig. 1 and Fig. 2, the Fig. 3, the compressor 300 is a scroll compressor comprising a static scroll disk 350 fixed relative to the housing 100 and a scroll disk 360 movable relative to the static scroll disk 350, wherein the movable scroll disk 360 is coupled on one side to the compressor input shaft 310 so that it moves translationally or orbitally with the rotation of the compressor input shaft 310 about the compressor axis YY' and on the other side interacts with the static scroll disk 350 so that the coolant is compressed by the orbital movement of the movable scroll disk 360 between the static scroll disk 350 and the movable scroll disk 360. In contrast to the cylindrical wheels which are shown in Fig. 1 and Fig. 2, the drive gear 410 and the driven gear 420 of the transmission 400 in Fig. 3 are bevel gears that are oriented in opposite directions, i.e., they taper or become narrower in opposite directions. Furthermore, the transmission 400 includes a translation device 440, wherein the translation device 440 is coupled to the drive belt 430 and serves to translate the drive belt 430 along the axes of the drive gear 410 and the driven gear 420 (i.e., the electric motor axis XX' and the compressor axis YY'). In other words, the translation device 440 is configured to translate the drive belt 430 in the axial direction.In this configuration, the axial displacement of the drive belt 430 causes the drive belt 430 to slide on the tapered surfaces of the drive gear 410 and the driven gear 420. Since the drive gear 410 and the driven gear 420 are oriented in opposite directions, the aforementioned displacement of the drive belt 430 can change the gear ratio between the drive gear 410 and the driven gear 420. For example, in the embodiment shown in FIG. Fig. 3, a shift of the drive belt 430 to the left can reduce the gear ratio between the drive gear 410 and the driven gear 420, while a shift of the drive belt 430 to the right can increase the gear ratio between the drive gear 410 and the driven gear 420. By adjusting the gear ratio between the drive gear 410 and the driven gear 420, the displacement of the compressor 300 can be regulated to meet the different thermal management requirements of the electric vehicle. Although both the configuration of the transmission 400 in Fig. 3 as well as the configuration of the compressor 300 in Fig. 1 and Fig. 2 can be used to adjust the delivery rate of the compressor 300, these two configurations can also be combined to regulate the delivery rate of the compressor 300 over a wider range and thus meet more diverse thermal management requirements of the electric vehicle.

[0037] As in Fig. 1 to Fig. 3, the electric drive system 10 may further include a drive 700 for operating the traction electric motor 200, wherein the drive 700 includes, for example, an inverter, a circuit board, a power interface, and other power electronic components to rotate the electric motor output shaft 230 of the traction electric motor 200 at the desired speed and provide the desired torque.

[0038] It should be noted that although different configurations and types of the individual components of the electric drive system have been presented in the various embodiments described above, those skilled in the art will understand that the various configurations and types of the individual components, as long as they do not conflict with one another, can be combined in any way, and these combinations also fall within the scope of the present disclosure.

[0039] Furthermore, the present disclosure aims to provide an improved electric vehicle comprising the electric drive system 10 described herein and an axle 20 for driving the vehicle wheels 30, wherein the axle 20 is coupled to the reduction gear output shaft 540 of the reduction gear 500 of the electric drive system 10 such that, as previously described, the driving force generated by the traction electric motor 200, when the main clutch 610 (if present) is engaged, is transmitted via the reduction gear 500 to the axle 20 to rotate the vehicle wheels 30.

[0040] In particular, axle 20 is the front axle of the electric vehicle, and wheels 30 are the front wheels of the electric vehicle, so that when main clutch 610 (if present) is engaged, the drive force generated by traction electric motor 200 is transmitted to the front axle, thereby driving the front wheels. The electric vehicle also includes a rear axle (not shown) for driving the rear wheels, and a rear traction system (not shown) for driving the rear axle. The rear traction system may also include components such as a traction electric motor, a drive, a reduction gear, and a clutch to rotate the rear wheels via the rear axle.In this configuration, the electric drive system 10 can be considered as a deep integration of the compressor with the front traction system of the electric vehicle, in other words, the electric drive system 10 replaces the front traction system and the compression system originally present in the electric vehicle, thereby reducing the cost of the electric vehicle while increasing the utilization of the traction electric motor.

[0041] Above, optional, but non-limiting, embodiments of the electric drive system and the electric vehicle according to the present disclosure have been described in detail with reference to the figures. It is obvious to those of ordinary skill in the art that changes and additions to the technology and structure, as well as new combinations of features in the individual embodiments, without departing from the spirit and content of the present disclosure, should be considered within the scope of the present disclosure. Accordingly, such changes and additions that are conceivable within the framework of the teachings of the present disclosure are considered part of this disclosure. The scope of the present disclosure also includes equivalent technology that was known on the filing date of the present disclosure, as well as equivalent technology that has not yet been foreseen.

Claims

[1] Electric drive system, wherein the electric drive system is intended for an electric vehicle, characterized by that the electric drive system comprises a housing (100) and the following components accommodated in the housing (100): a traction electric motor (200), wherein the traction electric motor (200) comprises an electric motor output shaft (230); a compressor (300) provided for compressing the coolant of the electric vehicle, the compressor (300) comprising a compressor input shaft (310); a transmission (400) for transmitting drive power from the electric motor output shaft (230) to the compressor input shaft (310); and a reduction gear (500), the reduction gear (500) comprising a reduction gear input shaft (510) coupled to the electric motor output shaft (230) and a reduction gear output shaft (540) for driving an axle of the electric vehicle. [2] Electric drive system according to claim 1, characterized by that the electric drive system further comprises a main clutch (610) housed in the housing (100) and that the reduction gear input shaft (510) is coupled to the electric motor output shaft (230) via the main clutch (610). [3] Electric drive system according to claim 1, characterized bythat the electric motor output shaft (230) is coupled via the transmission (400) to the compressor input shaft (310) or an auxiliary shaft (630), wherein the auxiliary shaft (630) is coupled to the compressor input shaft (310) via an auxiliary clutch (620). [4] Electric drive system according to claim 3, characterized by that the transmission (400) comprises a drive gear (410) which is connected in a rotationally fixed manner to the electric motor output shaft (230), a driven gear (420) which is connected in a rotationally fixed manner to the compressor input shaft (310) or the auxiliary shaft (630), and a drive belt (430) which is tensioned over the drive gear (410) and the driven gear (420). [5] Electric drive system according to claim 4, characterized bythat the drive gear (410) and the driven gear (420) are designed as bevel gears oriented in opposite directions and that the transmission (400) further comprises a translation mechanism (440) for axially displacing the drive belt (430). [6] Electric drive system according to claim 5, characterized by that the translation mechanism (440) serves to change the transmission ratio between the drive gear (410) and the driven gear (420). [7] Electric drive system according to one of claims 1 to 6, characterized by that the compressor (300) is designed as a swash plate compressor or scroll compressor. [8] Electric drive system according to one of claims 1 to 6, characterized bythat the compressor (300) is designed as a swash plate compressor, wherein the compressor (300) further comprises a swash plate (320) coupled to the compressor input shaft (310) and an angle adjustment mechanism which serves to adjust the angle of inclination of the swash plate (320) relative to the compressor input shaft (310). [9] Electric drive system according to one of claims 1 to 6, characterized by that the electric drive system further comprises a drive (700) accommodated in the housing (100) which serves to drive the traction electric motor (200). [10] Electric drive system according to one of claims 1 to 6, characterized by that the traction electric motor (200) is spaced radially from the compressor (300). [11] Electric vehicle, characterized by that the electric vehicle includes: Vehicle wheels (30); an axle (20) for driving the vehicle wheels (30); and an electric drive system according to any one of claims 1 to 10, wherein the axle (20) is coupled to the reduction gear output shaft (540) of the reduction gear (500) of the electric drive system. [12] Electric vehicle according to claim 11, characterized by that the vehicle wheels (30) are the front wheels of the electric vehicle, the axle (20) is the front axle of the electric vehicle and that the electric vehicle further comprises rear wheels, a rear axle which serves to drive the rear wheels and a rear traction system which serves to drive the rear axle.

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