Electric drive assembly, four-wheel drive system and automobile

Abstract

An electric drive assembly (100), comprising a first wheel drive assembly (1) and a second wheel drive assembly (2), the first wheel drive assembly (1) including a first motor (11), a first gear reduction mechanism (12) and a first separation mechanism (13), and when the first separation mechanism (13) is switched to a joint position, the power of the first motor (11) is transmitted to a first wheel (200) via the first gear reduction mechanism (12), and the second wheel drive assembly (2) including a second motor (21), a second gear reduction mechanism (22) and a second separation mechanism (23), and when the second separation mechanism (23) is switched to a joint position, the power of the second motor (21) is transmitted to a second wheel (300) via the second gear reduction mechanism (22).

Description

[Technical Field]

[0001] This application relates to the field of automotive drive technology, and more particularly to electric drive assemblies, four-wheel drive systems and motor vehicles. [Background technology]

[0002] A four-wheel drive system uses four motors to independently drive the four wheels of a vehicle, allowing the torque and speed of the four wheels to be precisely controlled independently of each other, thereby providing a series of benefits such as a smaller turning radius, auxiliary ESP (electronic stability system) function, auxiliary steering function and auxiliary braking function. All-wheel drive is a commonly used method in four-wheel drive systems, but conventional all-wheel drive methods either integrate the two sets of drive assemblies (left and right) or only have a simple mechanical connection, which results in low integration, large space occupation and high costs.

[0003] Furthermore, in conventional all-wheel drive systems, the motor is always coupled to the wheels through a reduction gear, and when a four-wheel drive vehicle chooses to drive in two-wheel drive mode, the motor and reduction gear create drag resistance as they rotate, reducing the overall vehicle economy and driving range. Summary of the Invention [Problem to be solved by the invention]

[0004] The present application solves at least one of the technical problems existing in the prior art. To this end, one aspect of the present application provides an electric drive assembly that reduces or eliminates the drag resistance associated with the rotation of the motor and gear reduction mechanism, thereby improving the economy and range of the entire vehicle. [Means for solving the problem]

[0005] In another aspect, embodiments of the present application further provide a four-wheel drive system, comprising a front drive axle and a rear drive axle, each of the front drive axle and the rear drive axle being provided with an electric drive assembly as described above.

[0006] In another aspect, embodiments of the present application further provide a motor vehicle including the electric drive assembly or four-wheel drive system described above.

[0007] The electric drive assembly according to the present application comprises a first wheel drive assembly for driving a first wheel and a second wheel drive assembly for driving a second wheel, one of the first wheel and the second wheel being a left wheel and the other being a right wheel, the first wheel drive assembly comprising a first motor, a first gear reduction mechanism and a first separation mechanism, the first gear reduction mechanism being connected between the first motor and the first wheel, the first separation mechanism being switchable between an engagement position and a disengagement position, and when the first separation mechanism is switched to the engagement position, power of the first motor is transmitted to the first wheel via the first gear reduction mechanism. When the first separation mechanism is switched to a detached position, power transmission between the first motor and the first wheel is interrupted; the second wheel drive assembly includes a second motor, a second gear reduction mechanism, and a second separation mechanism, the second gear reduction mechanism is connected between the second motor and the second wheel, the second separation mechanism is switchable between an engaged position and a detached position; when the second separation mechanism is switched to the engaged position, power of the second motor can be transmitted to the second wheel via the second gear reduction mechanism; and when the second separation mechanism is switched to the detached position, power transmission between the second motor and the second wheel is interrupted.

[0008] When a vehicle using the electric drive assembly of the present application is operated in two-wheel drive mode, the first and second separation mechanisms of the electric drive assembly on the front or rear axle can be disconnected, reducing or eliminating the drag resistance associated with the rotation of the motor and gear reduction mechanism, thereby improving the economy and driving range of the entire vehicle.

[0009] In some examples of the present application, the first gear reduction mechanism has two drive ranges, and the engagement positions of the first separation mechanism include a first engagement position and a second engagement position, and when the first separation mechanism is switched to the first engagement position, the power of the first motor can be transmitted to the first wheel via a first-speed transmission path of the first gear reduction mechanism, and when the first separation mechanism is switched to the second engagement position, the power of the first motor can be transmitted to the first wheel via a second-speed transmission path of the first gear reduction mechanism. the second gear reduction mechanism has two drive ranges, and the connecting positions of the second separation mechanism include a first connecting position and a second connecting position, and when the second separation mechanism is switched to the first connecting position, the power of the second motor can be transmitted to the second wheel via a first-speed transmission path of the second gear reduction mechanism, and when the second separation mechanism is switched to the second connecting position, the power of the second motor can be transmitted to the second wheel via a second-speed transmission path of the second gear reduction mechanism.

[0010] In some examples of the present application, a locking mechanism is provided between the first wheel drive assembly and the second wheel drive assembly, the locking mechanism being switchable between an engaged position and a disengaged position, and when the locking mechanism is switched to the engaged position, the first motor is dynamically coupled to the second motor, and when the locking mechanism is switched to the disengaged position, power between the first motor and the second motor is interrupted.

[0011] In some examples of the present application, the first motor is disposed parallel to the second motor, one of the first motor and the second motor is spaced apart parallel to the axle of the corresponding wheel and partially overlaps with the left-right projection of the axle of the corresponding wheel, or one of the first motor and the second motor is coaxial with the axle of the corresponding wheel.

[0012] In some examples of the present application, the motor shaft of the first motor has a single-ended output, the motor shaft of the second motor has a single-ended output, the locking mechanism is provided between the axle of the first wheel and the axle of the second wheel, and when the locking mechanism is switched to an engaged position, the axle of the first wheel is connected to the axle of the second wheel so as to power-couple the first motor to the second motor, and when the locking mechanism is switched to a disengaged position, the axle of the first wheel is disengaged from the axle of the second wheel so as to interrupt power between the first motor and the second motor.

[0013] In some examples of the present application, the motor shaft of the first motor has a double-ended output, and the motor shaft of the second motor has a single-ended output, the locking mechanism is provided on a second output end of the motor shaft of the first motor, the first output end of the motor shaft of the first motor is power-transmittingly connected to the first wheel by the first gear reduction mechanism, and the output end of the motor shaft of the second motor is power-transmittingly connected to the second wheel by the second gear reduction mechanism, and when the locking mechanism is switched to an engaged position, the second output end of the motor shaft of the first motor is power-transmittingly connected to the second gear reduction mechanism so as to power-couple the first motor to the second motor, and when the locking mechanism is switched to a disengaged position, the second output end of the motor shaft of the first motor is disconnected from the second gear reduction mechanism so as to interrupt power between the first motor and the second motor.

[0014] In some examples of the present application, a motor shaft of the first motor has a double-ended output, a motor shaft of the second motor has a double-ended output, the locking mechanism includes a first locking mechanism and a second locking mechanism, a first output end of the motor shaft of the first motor is connected to the first wheel by the first gear reduction mechanism, a second output end of the motor shaft of the first motor is connected to the second gear reduction mechanism by the first locking mechanism, and a first output end of the motor shaft of the second motor is connected to the second wheel by the second gear reduction mechanism, A second output end of a motor shaft of the second motor is connected to the first gear reduction mechanism by the second locking mechanism, and when the first locking mechanism is switched to the engagement position and the second locking mechanism is switched to the engagement position, the first motor is power-coupled to the second motor to drive both the first wheel and the second wheel, and the second output end of the motor shaft of the first motor is power-transmittingly connected to the second gear reduction mechanism to drive the second wheel, and the second output end of the motor shaft of the second motor is power-transmittingly connected to the first gear reduction mechanism to drive the front wheel. a second output end of a motor shaft of the first motor is power-coupled to the second gear reduction mechanism to drive the second wheel, and the second output end of the motor shaft of the second motor is disconnected from the first gear reduction mechanism, and the first locking mechanism is switched to the disengaged position and the second locking mechanism is switched to the engaged position, so that the first motor is power-coupled to the second motor and the second wheel are driven together; a second output end of a motor shaft of the second motor is power-transmittingly connected to the first gear reduction mechanism so as to power-couple the first motor to the second motor and drive the first wheel together, and the second output end of the motor shaft of the first motor is disconnected from the second gear reduction mechanism; when the first locking mechanism is switched to a disengaged position and the second locking mechanism is switched to a disengaged position, the second output end of the motor shaft of the first motor is disconnected from the second gear reduction mechanism so as to interrupt power between the first motor and the second motor;A second output end of the motor shaft of the second motor is disconnected from the first gear reduction mechanism.

[0015] In some examples herein, the first motor is coaxially disposed to the second motor, and the first gear reduction mechanism and the second gear reduction mechanism are located between the first motor and the second motor.

[0016] In some examples of the present application, the motor shaft of the first motor has a single-ended output, the motor shaft of the second motor has a single-ended output, a locking mechanism is provided between the axle of the first wheel and the axle of the second wheel, the locking mechanism is switchable between an engaged position and a disengaged position, and when the locking mechanism is switched to the engaged position, the axle of the first wheel is connected to the axle of the second wheel so as to power-couple the first motor to the second motor, and when the locking mechanism is switched to the disengaged position, the axle of the first wheel is disengaged from the axle of the second wheel so as to interrupt power between the first motor and the second motor.

[0017] In some examples of the present application, the axle of the first wheel is coaxial with the axle of the second wheel, and the first motor, the second motor, and the axle of the first wheel are arranged in a triangular shape, with the three of them being parallel and spaced apart from each other.

[0018] In some examples of the present application, the motor shaft of the first motor has a single-ended output, the motor shaft of the second motor has a single-ended output, a locking mechanism is provided between the axle of the first wheel and the axle of the second wheel, the locking mechanism is switchable between an engaged position and a disengaged position, and when the locking mechanism is switched to the engaged position, the axle of the first wheel is connected to the axle of the second wheel so as to power-couple the first motor to the second motor, and when the locking mechanism is switched to the disengaged position, the axle of the first wheel is disengaged from the axle of the second wheel so as to interrupt power between the first motor and the second motor.

[0019] In some examples of the present application, the motor shaft of the first motor has a double-ended output, and the motor shaft of the second motor has a single-ended output, the locking mechanism is provided on a second output end of the motor shaft of the first motor, the first output end of the motor shaft of the first motor is power-transmittingly connected to the first wheel by the first gear reduction mechanism, and the output end of the motor shaft of the second motor is power-transmittingly connected to the second wheel by the second gear reduction mechanism, and when the locking mechanism is switched to an engaged position, the second output end of the motor shaft of the first motor is power-transmittingly connected to the second gear reduction mechanism so as to power-couple the first motor to the second motor, and when the locking mechanism is switched to a disengaged position, the second output end of the motor shaft of the first motor is disconnected from the second gear reduction mechanism so as to interrupt power between the first motor and the second motor.

[0020] In some examples of the present application, a motor shaft of the first motor has a double-ended output, a motor shaft of the second motor has a double-ended output, the locking mechanism includes a first locking mechanism and a second locking mechanism, a first output end of the motor shaft of the first motor is connected to the first wheel by the first gear reduction mechanism, a second output end of the motor shaft of the first motor is connected to the second gear reduction mechanism by the first locking mechanism, and a first output end of the motor shaft of the second motor is connected to the second wheel by the second gear reduction mechanism, A second output end of a motor shaft of the second motor is connected to the first gear reduction mechanism by the second locking mechanism, and when the first locking mechanism is switched to the engagement position and the second locking mechanism is switched to the engagement position, the first motor is power-coupled to the second motor to drive both the first wheel and the second wheel, and the second output end of the motor shaft of the first motor is power-transmittingly connected to the second gear reduction mechanism to drive the second wheel, and the second output end of the motor shaft of the second motor is power-transmittingly connected to the first gear reduction mechanism to drive the front wheel. a second output end of a motor shaft of the first motor is power-coupled to the second gear reduction mechanism to drive the second wheel, and the second output end of the motor shaft of the second motor is disconnected from the first gear reduction mechanism, and the first locking mechanism is switched to the disengaged position and the second locking mechanism is switched to the engaged position, so that the first motor is power-coupled to the second motor and the second wheel are driven together; a second output end of a motor shaft of the second motor is power-transmittingly connected to the first gear reduction mechanism so as to power-couple the first motor to the second motor and drive the first wheel together, and the second output end of the motor shaft of the first motor is disconnected from the second gear reduction mechanism; when the first locking mechanism is switched to a disengaged position and the second locking mechanism is switched to a disengaged position, the second output end of the motor shaft of the first motor is disconnected from the second gear reduction mechanism so as to interrupt power between the first motor and the second motor;A second output end of the motor shaft of the second motor is disconnected from the first gear reduction mechanism.

[0021] In some examples herein, the locking mechanism is a synchronizer integrated with a one-way clutch.

[0022] In some examples of the present application, a first planetary gear mechanism is provided between the first gear reduction mechanism and an axle of a first wheel, and a second planetary gear mechanism is provided between the second gear reduction mechanism and an axle of a second wheel, a ring gear of the first planetary gear mechanism is connected to an output end of the first gear reduction mechanism, and a planet carrier of the first planetary gear mechanism is connected to an axle of the first wheel, or a sun gear of the first planetary gear mechanism is connected to an output end of the first gear reduction mechanism, and a planet carrier of the first planetary gear mechanism is connected to an axle of the first wheel, a ring gear of the second planetary gear mechanism is connected to an output end of the second gear reduction mechanism, and a planet carrier of the second planetary gear mechanism is connected to an axle of a second wheel, or a sun gear of the second planetary gear mechanism is connected to an output end of the second gear reduction mechanism, and a planet carrier of the second planetary gear mechanism is connected to an axle of a second wheel.

[0023] The four-wheel drive system according to the present application includes a front drive axle and a rear drive axle, and both the front drive axle and the rear drive axle are provided with the electric drive assembly according to any one of the above embodiments. By providing the four-wheel drive system according to the present application with the electric drive assembly according to the above embodiments, the four-wheel drive system has a strong driving range.

[0024] The vehicle of the present application is provided with the electric drive assembly or the four-wheel drive system described in any one of the above embodiments. Because the vehicle of the present application is provided with the electric drive assembly or the four-wheel drive system of the above embodiments, when the vehicle selects and uses two-wheel drive mode, the first and second decoupling mechanisms of the electric drive assembly of the front axle or rear axle can be disconnected, thereby reducing or eliminating drag resistance associated with the rotation of the motor and the gear reduction mechanism, thereby improving the economy and driving range of the entire vehicle.

[0025] Additional aspects and advantages of the present application will be set forth in part in the description that follows, and in part will be obvious from the description, or may be learned by practice of the present application. [Brief explanation of the drawings]

[0026] [Figure 1] 1 is a schematic diagram illustrating an electric drive assembly according to a first embodiment of the present application; [Figure 2] FIG. 1 is a left side view of an electric drive assembly according to a first embodiment of the present application. [Figure 3] FIG. 1 is a right side view of an electric drive assembly according to a first embodiment of the present application. [Figure 4] FIG. 10 is a schematic diagram illustrating an electric drive assembly according to a third embodiment of the present application. [Figure 5] FIG. 10 is a schematic diagram illustrating an electric drive assembly according to a fourth embodiment of the present application. [Figure 6] FIG. 10 is a schematic diagram illustrating an electric drive assembly according to a fifth embodiment of the present application. [Figure 7] FIG. 10 is a schematic diagram illustrating an electric drive assembly according to a sixth embodiment of the present application. [Figure 8] FIG. 10 is a schematic diagram illustrating an electric drive assembly according to a seventh embodiment of the present invention. [Figure 9] FIG. 13 is a schematic diagram showing an electric drive assembly according to an eighth embodiment of the present invention. [Figure 10] FIG. 13 is a schematic diagram showing an electric drive assembly according to a ninth embodiment of the present application. [Figure 11]FIG. 19 is a schematic diagram showing an electric drive assembly according to a tenth embodiment of the present application. [Figure 12] FIG. 16 is a schematic diagram showing an electric drive assembly according to an eleventh embodiment of the present application. [Figure 13] FIG. 23 is a side view showing an electric drive assembly according to an eleventh embodiment of the present application. [Figure 14] FIG. 22 is a schematic diagram showing a four-wheel drive system according to a fifteenth embodiment of the present invention. [Figure 15] FIG. 20 is a schematic diagram showing a four-wheel drive system according to a sixteenth embodiment of the present invention. [Figure 16] FIG. 22 is a schematic diagram showing a four-wheel drive system according to a seventeenth embodiment of the present invention. [Figure 17] FIG. 20 is a schematic diagram showing a four-wheel drive system according to an eighteenth embodiment of the present invention. [Figure 18] FIG. 20 is a schematic diagram showing a four-wheel drive system according to a nineteenth embodiment of the present invention. [Figure 19] FIG. 22 is a schematic diagram showing a four-wheel drive system according to a twelfth embodiment of the present invention. [Figure 20] FIG. 22 is a schematic diagram showing a four-wheel drive system according to a fourteenth embodiment of the present invention. [Figure 21] FIG. 20 is a schematic diagram showing a four-wheel drive system according to a twentieth embodiment of the present invention. [Figure 22] FIG. 21 is a schematic diagram showing a vehicle according to the 21st embodiment of the present invention. DETAILED DESCRIPTION OF THE INVENTION

[0027] Hereinafter, embodiments of the present application will be described in detail, and examples of the embodiments are shown in the drawings, and throughout the drawings, like or similar reference numerals indicate like or similar elements or elements having like or similar functions. The embodiments described below with reference to the drawings are only examples and are intended to be used to interpret the present application, but cannot be understood as limiting the present application.

[0028] 1-22, which follow, illustrate a motorized drive assembly 100 according to an embodiment of the present invention.

[0029] Hereinafter, the X direction indicates the front-to-rear direction of the automobile, and the Y direction indicates the left-to-right direction of the automobile.

[0030] First Example

[0031] Referring to Figures 1 to 3, an electric drive assembly 100 according to a first embodiment of the present application comprises a first wheel drive assembly 1 for driving a first wheel 200 and a second wheel drive assembly 2 for driving a second wheel 300, where the first wheel 200 is a left wheel and the second wheel 300 is a right wheel.

[0032] The first wheel drive assembly 1 comprises a first motor 11, a first gear reduction mechanism 12 and a first separation mechanism 13, the first gear reduction mechanism 12 is connected between the first motor 11 and the first wheel 200, the first separation mechanism 13 is switchable between an engagement position and a detachment position, when the first separation mechanism 13 is switched to the engagement position, the power of the first motor 11 can be transmitted to the first wheel 200 by the first gear reduction mechanism 12, and when the first separation mechanism 13 is switched to the detachment position, the power transmission between the first motor 11 and the first wheel 200 is interrupted.

[0033] The second wheel drive assembly 2 comprises a second motor 21, a second gear reduction mechanism 22 and a second separation mechanism 23, the second gear reduction mechanism 22 being connected between the second motor 21 and the second wheel 300, the second separation mechanism 13 being switchable between an engagement position and a detachment position, when the second separation mechanism 23 is switched to the engagement position, the power of the second motor 21 can be transmitted to the second wheel 300 by the second gear reduction mechanism 22, and when the second separation mechanism 23 is switched to the detachment position, the power transmission between the second motor 21 and the second wheel 300 is interrupted.

[0034] In this embodiment, the electric drive assembly is arranged in an H-shape, with the first motor 11 and the second motor 21 being long and slender motors with small core diameters. The first motor 11 is arranged parallel to the second motor 21, and the motor shafts of the first motor 11 and the second motor 21 both extend in the left-right direction of the vehicle. The second motor 21 is mounted coaxially on the axle 3001 of the second wheel 300, significantly shortening the length of the electric drive assembly 100 in the Y direction and making full use of the space in the X direction of the vehicle.

[0035] The first motor 11 and the second motor 21 are arranged in parallel in the front-to-rear direction, the first gear reduction mechanism 12 and the second gear reduction mechanism 22 are located on both the left and right sides of the two motors, and the electric control box is made of an all-in-one means, has a flat structure, and is installed above the two motors, resulting in a compact overall structure with high space utilization and a high degree of integration of the motors, electric control box, and reducers.

[0036] The first gear reduction mechanism 12 is a single-speed three-stage gear reducer, and includes a first reduction gear set 121, a second reduction gear set 122, a third reduction gear set 123, a first input shaft 124, a first output shaft 125, a first intermediate shaft 126, and a second intermediate shaft 127. The first reduction gear set 121 includes a first driving gear 1211 and a first driven gear 1212 that mesh with each other. The second reduction gear set 122 includes a second driving gear 1221 and a second driven gear 1222 that mesh with each other. The third reduction gear set The gear 123 includes a third drive gear 1231 and a third driven gear 1232 that mesh with each other, the first input shaft 124 is connected to the first motor 11, the first output shaft 125 is connected to the axle 2001 of the first wheel 200, the first drive gear 1211 is provided on the first input shaft 124, the first driven gear 1212 and the second drive gear 1221 are provided on the first intermediate shaft 126, the second driven gear 1222 and the third drive gear 1231 are provided on the second intermediate shaft 127, and the third driven gear 1232 is provided on the first output shaft 125.

[0037] The second driven gear 1222 is a loose-fitting gear loosely fitted on the shaft on which it is located (second intermediate shaft 127), and the other range gears are fixed gears fixed to the shafts on which they are located. The first separating mechanism 13 is a first synchronizer S1, which is provided on one axial side of the second driven gear 1222 and selectively engages or disengages with the second driven gear 1222 to realize coupling or decoupling of the second driven gear 1222 with the shaft on which it is located. When the first synchronizer S1 is engaged with the second driven gear 1222, the power of the first motor 11 is transmitted to the first wheel 200 via the first input shaft 124, the first reduction gear set 121, the second reduction gear set 122, the third reduction gear set 123, and the first output shaft 125 in this order. When the first synchronizer S1 disengages from the second driven gear 1222, the power transmission path from the first motor 11 to the first wheel 200 is disconnected at the second driven gear 1222.

[0038] The second gear reduction mechanism 22 is a single-speed three-stage gear reducer, and includes a fourth reduction gear set 221, a fifth reduction gear set 222, a sixth reduction gear set 223, a second input shaft 224, a second output shaft 225, a third intermediate shaft 226, and a fourth intermediate shaft 227. The fourth reduction gear set 221 includes a fourth drive gear 2211 and a fourth driven gear 2212 that mesh with each other. The fifth reduction gear set 222 includes a fifth drive gear 2221 and a fifth driven gear 2222 that mesh with each other. The sixth reduction gear set The second input shaft 224 is connected to the second motor 21, the second output shaft 225 is connected to the axle 3001 of the second wheel 300, the fourth drive gear 2211 is provided on the second input shaft 224, the fourth driven gear 2212 and the fifth drive gear 2221 are provided on the third intermediate shaft 226, the fifth driven gear 2222 and the sixth drive gear 2231 are provided on the fourth intermediate shaft 227, and the sixth driven gear 2232 is provided on the second output shaft 227.

[0039] The fifth driven gear 2222 is a loose-fitting gear that is loosely fitted on the shaft on which it is located (the fourth intermediate shaft 227), and the remaining range gears are fixed gears that are fixed to the shafts on which they are located. The second separation mechanism 23 is a second synchronizer S2 that is provided on one axial side of the fifth driven gear 2222 and that is selectively engaged or disengaged with the fifth driven gear 2222 to realize the engagement or disengagement of the shaft on which the fifth driven gear 2222 is located. When the second synchronizer S2 is engaged with the fifth driven gear 2222, the power of the second motor 21 can be transmitted to the second wheel 300 via the second input shaft 224, the fourth reduction gear set 221, the fifth reduction gear set 222, the sixth reduction gear set 223, and the second output shaft 225 in sequence. When the second synchronizer disengages from the fifth driven gear 2222 , the power transmission path from the second motor 21 to the second wheel 300 is cut off at the fifth driven gear 1222 .

[0040] When the electric drive assembly enters the follow mode, the first synchronizer S1 can decouple power from the second reduction gear set 122 and the third reduction gear set 123, and the first motor 11, the first reduction gear set 121, and the second reduction gear set 122 remain stationary. The second synchronizer S2 can decouple power from the fifth reduction gear set 222 and the sixth reduction gear set 223, and the second motor 21, the fourth reduction gear set 221, and the fifth reduction gear set 222 remain stationary.

[0041] In the first embodiment, the first input shaft 124, the first output shaft 125, the first intermediate shaft 126, and the second intermediate shaft 127 are spaced apart and parallel to one another, and the first input shaft 124 is coaxially connected to the motor shaft of the first motor 11. The double ends of the first input shaft 124, the first output shaft 125, the first intermediate shaft 126, and the second intermediate shaft 127 are all rotatably supported by bearings on the case 128 of the first gear reduction mechanism 12. The second input shaft 224, the third intermediate shaft 226, and the fourth intermediate shaft 227 are spaced apart and parallel to one another, and the second input shaft 224 is coaxially connected to or integral with the motor shaft of the second motor 21, and the second input shaft 224 is coaxial with the second output shaft 225 and is laterally spaced apart from one another. The double ends of the third intermediate shaft 226 and the fourth intermediate shaft 227 are both rotatably supported by bearings on the case 228 of the second gear reduction mechanism 22. One end of the second output shaft 225 remote from the second motor 21 is rotatably supported by a bearing on the case 228 of the second gear reduction mechanism 22, and one end of the second output shaft 225 closer to the second motor 21 is rotatably supported by a bearing on an intermediate support structure 2281 of the second gear reduction mechanism 22. The intermediate support structure 2281 is located within the case 228.

[0042] 2 and 3, the first gear reduction mechanism 12 and the second gear reduction mechanism 22 are arranged in different ways, and the angle formed by the perpendicular line L1 between the center line of the first input shaft 124 and the center line of the first intermediate shaft 126 and the perpendicular line L2 between the center line of the first output shaft 125 and the first intermediate shaft 126 is greater than 90 degrees. The angle formed by the perpendicular line L3 between the center line of the second input shaft 224 and the center line of the third intermediate shaft 226 and the perpendicular line between the second output shaft 225 and the first intermediate shaft 226 is less than 90 degrees. Specifically, in the first embodiment, the second input shaft 224 is coaxial with the second output shaft 225, and the perpendicular line L3 between the center line of the second input shaft 224 and the center line of the third intermediate shaft 226 overlaps with the perpendicular line between the center lines of the second output shaft 125 and the third intermediate shaft 226, i.e., the angle formed by them is zero.

[0043] In a first embodiment, referring to FIG. 1 , a locking mechanism 3 is provided between a first wheel drive assembly 1 and a second wheel drive assembly 2, and the locking mechanism 3 is switchable between an engaged position and a disengaged position. When the locking mechanism 3 is switched to the engaged position, the first motor 11 is power-coupled to the second motor 21, and when the locking mechanism 3 is switched to the disengaged position, power between the first motor 11 and the second motor 21 is interrupted.

[0044] In the first embodiment, the motor shaft of the first motor 11 has a single-ended output, the motor shaft of the second motor 21 has a single-ended output, and the locking mechanism 3 is provided between the axle 2001 of the first wheel 200 and the axle 3001 of the second wheel 300, i.e., the locking mechanism 3 is provided at the transmission end.

[0045] The motor shaft of the second motor 21 is a hollow shaft, and one end of the first output shaft 125 remote from the first wheel 200 is connected to one end of the locking mechanism 3 via a single motor connecting shaft 4 that passes through the second motor 21, and the other end of the locking mechanism 3 is connected to one end of the second output shaft 225, thereby connecting the locking mechanism 3 between the axle 2001 of the first wheel 200 and the axle 3001 of the second wheel 300. The first output shaft 125, the connecting shaft 4 and the second output shaft 225 are coaxial. When the locking mechanism 3 is switched to the engaged position, the axle 2001 of the first wheel 200 is connected to the axle 3001 of the second wheel 300 by the first output shaft 125, the connecting shaft 4, the locking mechanism 3 and the second output shaft 225 so as to power-couple the first motor 11 and the second motor 21, and when the locking mechanism 3 is switched to the disengaged position, the axle 2001 of the first wheel 200 is disconnected from the axle 3001 of the second wheel 300 so as to interrupt power between the first motor 11 and the second motor 21.

[0046] The provision of the locking mechanism 3 has the following advantages.

[0047] (1) When one wheel gets stuck on a wet road or in mud, the locking mechanism can be connected so that all of the torque from the two motors is output to the other wheel, realizing a differential lock function and providing extremely high escape capability. (2) By controlling the engagement and disengagement of the locking mechanism according to the overall driving conditions of the vehicle, it is possible to switch between two modes: single-motor drive and dual-motor independent drive, ensuring that the motors operate in the most efficient sections possible, thereby saving energy consumption and increasing the vehicle's range. (3) If one motor fails, by connecting the locking mechanism, the other normally operating motor can drive both wheels simultaneously, realizing the low-speed limp function. (4) The locking mechanism is designed at the transmission end and is arranged on the axis of the second motor, so that the force exerted by the ground on one wheel is directly transmitted to the other axle via the axle and the locking mechanism, without applying load to the gears of the first gear reduction mechanism and the second gear reduction mechanism. This can effectively reduce the load on the gears of the first gear reduction mechanism and the second gear reduction mechanism, and further reduce the requirements for the radial size of the gears, thereby increasing the clearance from the ground and improving the vehicle's passage.

[0048] When a vehicle (four-wheel drive) equipped with the electric drive assembly 100 using this embodiment is used in two-wheel drive mode, the first separation mechanism 13 and the second separation mechanism 23 of the electric drive assembly 100 on the front axle or rear axle can be separated to reduce or eliminate the drag resistance associated with the rotation of the first motor 11 and the first gear reduction mechanism 12, and the second motor 11 and the second gear reduction mechanism 22, thereby improving the economy and cruising range of the entire vehicle.

[0049] The position of the first separation mechanism 13 is not limited to the second intermediate shaft 127. For example, in an alternative embodiment of the first embodiment, the first separation mechanism 13 is provided on the first input shaft 124, in which case the first drive gear 1211 is an air-fit gear and the other range gears are fixed gears.

[0050] In another alternative embodiment of the first embodiment, the first separation mechanism 13 is provided on the first output shaft 125, in which case the third driven gear 1232 is an air-fit gear and the other range gears are fixed gears.

[0051] In another alternative embodiment of the first embodiment, the first separation mechanism 13 is provided on the first intermediate shaft 126, and in this case, one of the first driven gear 1212 and the second driving gear 1221 is an air-fit gear, and the other range gear is a fixed gear.

[0052] Second Example

[0053] A second embodiment of the present application provides an electric drive assembly, which differs from the first embodiment in that the locking mechanism between the first wheel drive assembly and the second wheel drive assembly is cancelled.

[0054] The second embodiment has fewer components and is less expensive than the first embodiment, and is suitable for vehicles that do not require strong escape capability.

[0055] Third Example

[0056] FIG. 4 shows an electric drive assembly 100 according to a third embodiment of the present invention, which differs from the first embodiment mainly in that the first gear reduction mechanism 12 and the second gear reduction mechanism 22 are two-speed multi-stage gear reducers.

[0057] The first gear reduction mechanism 12 is a two-speed three-stage gear reduction mechanism, and the connecting positions of the first separation mechanism 13 include a first connecting position and a second connecting position. When the first separation mechanism 13 is switched to the first connecting position, the power of the first motor 11 can be transmitted to the first wheel 200 through the first-speed transmission path of the first gear reduction mechanism 12, and when the first separation mechanism 13 is switched to the second connecting position, the power of the first motor 11 can be transmitted to the first wheel 200 through the second-speed transmission path of the first gear reduction mechanism 12. The second gear reduction mechanism 22 has two driving ranges, and the connecting positions of the second separation mechanism 22 include a first connecting position and a second connecting position. When the second separation mechanism 23 is switched to the first connecting position, the power of the second motor 21 can be transmitted to the second wheel 300 through the first speed transmission path of the second gear reduction mechanism 22, and when the second separation mechanism 23 is switched to the second connecting position, the power of the second motor 21 can be transmitted to the second wheel 300 through the second speed transmission path of the second gear reduction mechanism 22.

[0058] The first gear reduction mechanism 12 includes a first reduction gear set 121, a second reduction gear set 122, a third reduction gear set 123, a fourth reduction gear set 129, a first input shaft 124, a first output shaft 125, a first intermediate shaft 126, and a second intermediate shaft 127, the first reduction gear set 121 includes a first drive gear 1211 and a first driven gear 1212 that mesh with each other, the second reduction gear set 122 includes a second drive gear 1221 and a second driven gear 1222 that mesh with each other, the third reduction gear set 123 includes a third drive gear 1231 and a third driven gear 1232 that mesh with each other, and the fourth reduction gear set 129 includes a fourth drive gear 1291 and a fourth driven gear 1292 that mesh with each other. and a fourth driven gear 1292, the first input shaft 124 is connected to the first motor 11, the first output shaft 125 is connected to the axle 2001 of the first wheel 200, the first drive gear 1211, the second driven gear 1222 and the third drive gear 1231 are provided on the first input shaft 124, the first driven gear 1212 and the second drive gear 1221 are provided on the first intermediate shaft 126, the third driven gear 1232 and the fourth drive gear 1291 are provided on the second intermediate shaft 127, the fourth driven gear 1292 is provided on the first output shaft 125, the second driven gear 1222 is a loose-fit gear that is loose-fitted on the first input shaft 124, and the remaining gears are fixed gears that are fixed to the shafts on which they are located.

[0059] The first input shaft 124 is separated into two segments by the first separation mechanism 13, the first segment of the first input shaft 124 is connected to the first motor 11, the first drive gear 1211 is fixed to the first segment of the first input shaft 124, the second driven gear 1222 is loosely fitted to the second segment of the first input shaft 124, and the third drive gear 1231 is fixed to the second segment of the first input shaft 124.

[0060] The first separation mechanism 13 is a first synchronizer S1, which is disposed between the first drive gear 1211 and the second driven gear 1222, and the first synchronizer S1 is selectively engaged with or disengaged from the first drive gear 1211 and the second driven gear 1222.

[0061] When the first synchronizer S1 is engaged with the first drive gear 1211 (right-hand position engagement), the power of the first motor 11 is transmitted to the first wheel 200 via the first input shaft 124, the first synchronizer S1, the third reduction gear set 123, the fourth reduction gear set 124, and the first output shaft 125 (first-speed power transmission path), and when the first synchronizer S1 is engaged with the second driven gear 1222 (left-hand position engagement), the power of the first motor 11 is transmitted to the first wheel 200 via the first input shaft 124, the first reduction gear set 121, the second reduction gear set 122, the third reduction gear set 123, the fourth reduction gear set 124, and the first output shaft 125 (second-speed power transmission path). When the first synchronizer S1 disengages from the first drive gear 1211 and the second driven gear 1222 (intermediate position hook), the power transmission path from the first motor 11 to the first wheel 200 is disconnected by the first synchronizer S1. The speed ratio of the first speed power transmission path is smaller than the speed ratio of the second speed power transmission path.

[0062] The second gear reduction mechanism 22 is a two-speed three-stage gear reduction mechanism, and includes a fifth reduction gear set 222, a sixth reduction gear set 223, a seventh reduction gear set 229, an eighth reduction gear set 220, a second input shaft 24, a second output shaft 225, a third intermediate shaft 226, and a fourth intermediate shaft 227. The fifth reduction gear set 222 includes a fifth drive gear 2221 and a fifth driven gear 2222 that mesh with each other. The sixth reduction gear set 223 includes a sixth drive gear 2231 and a sixth driven gear 2232 that mesh with each other. The seventh reduction gear set 229 includes a seventh drive gear 2291 and a seventh driven gear 2292 that mesh with each other. The eighth reduction gear set 220 includes a fifth drive gear 2221 and a fifth driven gear 2222 that mesh with each other. The second input shaft 224 is connected to the second motor 21, the second output shaft 225 is connected to the axle 3001 of the second wheel 300, the fifth drive gear 2221, the sixth driven gear 2231 and the seventh drive gear 2241 are provided on the second input shaft 224, the fifth driven gear 2222 and the sixth drive gear 2231 are provided on the third intermediate shaft 226, the seventh driven gear 2292 and the eighth drive gear 2201 are provided on the fourth intermediate shaft 227, the eighth driven gear 2202 is provided on the second output shaft 227, the sixth driven gear 2232 is a loose-fit gear that is loose-fitted on the second input shaft 224, and the remaining gears are fixed gears that are fixed to the shafts on which they are located.

[0063] The second input shaft 224 is separated into two segments by the second separation mechanism 23, the first segment of the second input shaft 224 is connected to the second motor 21, the fifth drive gear 2221 is fixed to the first segment of the second input shaft 124, the sixth driven gear 2232 is loosely fitted to the second segment of the first input shaft 124, and the seventh drive gear 2291 is fixed to the second segment of the second input shaft 224.

[0064] The second separation mechanism 23 is a second synchronizer S2, which is arranged between the fifth drive gear 2221 and the sixth driven gear 2232, and the second synchronizer S2 is selectively engaged or disengaged with the fifth drive gear 2221 and the sixth driven gear 2232.

[0065] When the second synchronizer S2 is connected to the fifth drive gear 2221 (left-hand position hook), the power of the second motor 21 can be transmitted to the second wheel 300 sequentially through the second input shaft 224, the second synchronizer, the seventh reduction gear set 229, the eighth reduction gear set 220, and the second output shaft 225 (first-speed power transmission path), and when the second synchronizer S2 is connected to the sixth driven gear 2232 (right-hand position hook), the power of the second motor 21 can be transmitted to the second wheel 300 sequentially through the second input shaft 224, the fifth reduction gear set 222, the sixth reduction gear set 223, the seventh reduction gear set 229, the eighth reduction gear set 220, and the second output shaft 225 (second-speed power transmission path). When the second synchronizer S2 disengages from the fifth driving gear 2221 and the sixth driven gear 2232 (intermediate position hook), the power transmission path from the second motor 21 to the second wheel 300 is disconnected by the second synchronizer. The speed ratio of the first speed power transmission path is smaller than the speed ratio of the second speed power transmission path.

[0066] In the third embodiment, the first gear reduction mechanism 12 and the second gear reduction mechanism 22 are arranged in a different manner, and the angle formed by the perpendicular line between the center line of the first input shaft 124 and the center line of the first intermediate shaft 226 and the perpendicular line between the center line of the first output shaft 125 and the first intermediate shaft 226 is greater than 90 degrees. The angle formed by the perpendicular line between the center line of the second input shaft 224 and the center line of the third intermediate shaft 226 and the perpendicular line between the center line of the second output shaft 225 and the first intermediate shaft 226 is less than 90 degrees. Specifically, in the second embodiment, the second input shaft 224 is not coaxial with (parallel to but spaced apart from) the second output shaft 225, and the angle formed by the perpendicular line between the center line of the second input shaft 224 and the center line of the third intermediate shaft 226 and the perpendicular line between the center line of the second output shaft 125 and the first intermediate shaft 226 is an acute angle.

[0067] In the third embodiment, the motor shaft of the first motor 11 has a double-ended output, the motor shaft of the second motor 21 has a single-ended output, and the locking mechanism 3 is provided at the second output end of the motor shaft of the first motor 11. Here, the first output end of the motor shaft of the first motor 11 is power-transmittingly connected to the first wheel 200 by a first gear reduction mechanism 12, and the output end of the motor shaft of the second motor 21 is power-transmittingly connected to the second wheel 300 by a second gear reduction mechanism 22. When the locking mechanism 3 is switched to the engaged position, the second output end of the motor shaft of the first motor 11 is power-transmittingly connected to the second gear reduction mechanism 22 so as to power-couple the first motor 11 and the second motor 21. When the locking mechanism 3 is switched to the disengaged position, the second output end of the motor shaft of the first motor 11 is disconnected from the second gear reduction mechanism 22 so as to interrupt power between the first motor 11 and the second motor 21.

[0068] Specifically, the second wheel drive assembly 2 further includes a lock shaft 24 and a lock gear 25 loosely fitted on the lock shaft 24. The lock shaft 24 is connected to a second output end of the motor shaft of the first motor 11. The lock mechanism 3 is provided on one side of the lock gear 25. A second intermediate gear 227a meshing with the lock gear 25 is loosely fitted on the fourth intermediate shaft 227. The second intermediate gear 227a meshes with a fifth drive gear 2211. When the lock mechanism 3 is switched to the engaged position, the lock gear 25 is coupled to the lock shaft 24, and the first motor 11 is dynamically coupled to the second motor 21 on the second input shaft 224 via the lock gear 25, the second intermediate gear 227a, and the fifth drive gear 2211. When the lock mechanism 3 is switched to the disengaged position, the lock gear 25 is disengaged from the lock shaft 24, and power between the first motor 11 and the second motor 21 is interrupted.

[0069] In the third embodiment, the second motor 21 has a single-ended output and drives the second wheel 300 through the second gear reduction mechanism 22, the first output end of the first motor 11 drives the first wheel 200 through the first gear reduction mechanism 12, and the second output end of the first motor 11 drives the locking mechanism 3 and the second wheel 300 through the second gear reduction mechanism 22.

[0070] When the first wheel 200 collapses, the locking mechanism 3 is closed, and the first motor 11 and the second motor 21 simultaneously drive the second wheel 300 in parallel to achieve escape; when the second wheel 300 collapses, the locking mechanism 3 is closed, and the second motor 21 is connected in series to the first motor 11 to drive the first wheel 200 to achieve escape.

[0071] If the second motor 21 fails, the locking mechanism 3 is closed so that the two output ends of the first motor 11 simultaneously drive the first wheel 200 and the second wheel 300, respectively, thereby realizing the low-speed limp function. If the first motor 11 fails, the locking mechanism 3 is closed so that the second output end of the second motor 21 is split into two and driven, one of which drives the second wheel 300 via the second gear reduction mechanism 22, and the other of which drives the first wheel 200 via the locking mechanism 3, the rotor of the first motor 11, and the first gear reduction mechanism 12, thereby realizing the low-speed limp function.

[0072] The two-speed reduction means of the third embodiment, compared to the one-speed reduction means of the first embodiment, increases wheel-end torque by using a low gear (first gear), improving the vehicle's acceleration and hill-climbing ability, and ensures maximum vehicle speed by using a high gear (second gear). The two-speed means adjusts the motor's landing point to ensure that the motor operates in an efficient section as much as possible, improving economy. In addition, when the synchronizer is placed in neutral (intermediate position), it decouples the motor from the wheels, reducing drag and improving the vehicle's range.

[0073] In the third embodiment, the locking mechanism 3 is installed as a synchronizer integrated with a one-way clutch, and the one-way clutch is connected between the synchronizer and the locking shaft 24. The advantage of integrating the one-way clutch into the synchronizer is that before the locking mechanism 3 is engaged, the first motor 11 is reversed and the one-way clutch separates the locking shaft 24 from the second wheel 300, which helps to smoothly engage the connecting sleeve and connecting ring gear of the synchronizer, greatly reducing the effective torque required when locking, and improving the smoothness of the vehicle.

[0074] In some alternative embodiments of the third embodiment, the locking mechanism may be eliminated.

[0075] In some alternative embodiments of the third embodiment, the locking mechanism 3 is implemented as a synchronizer with an integrated twist disc, i.e., the one-way clutch is replaced by a twist disc to achieve a similar function.

[0076] Fourth Example

[0077] FIG. 5 shows an electric drive assembly 100 according to a fourth embodiment of the present invention, which differs from the third embodiment in that the second intermediate shaft 127 is a hollow shaft loosely fitted into the first intermediate shaft 126.

[0078] In the fourth embodiment, the second intermediate shaft 127 is fitted coaxially to the first intermediate shaft 126, thereby reducing the size of the first gear reduction mechanism 12 in the X direction.

[0079] Another difference between the fourth embodiment and the third embodiment is that the fourth intermediate shaft 227 of the second gear reduction mechanism 22 is fitted coaxially to the third intermediate shaft 226, and the lock gear 25 meshes with the fifth driven gear 2222, which corresponds to omitting the second intermediate gear 227a. This allows the size of the first gear reduction mechanism in the X direction to be reduced.

[0080] Fifth Example

[0081] FIG. 6 shows an electric drive assembly 100 according to a fifth embodiment of the present invention, which differs from the third embodiment in that the structure and arrangement of the first separation mechanism 13 are different.

[0082] In the fifth embodiment, the first gear reduction mechanism 12 includes a first reduction gear set 121, a second reduction gear set 122, a third reduction gear set 123, a fourth reduction gear set 129, a first input shaft 124, a first output shaft 125, a first intermediate shaft 126, and a second intermediate shaft 127, the first reduction gear set 121 includes a first driving gear 1211 and a first driven gear 1212 that mesh with each other, the second reduction gear set 122 includes a second driving gear 1221 and a second driven gear 1222 that mesh with each other, the third reduction gear set 123 includes a third driving gear 1231 and a third driven gear 1232 that mesh with each other, and the fourth reduction gear set 129 includes a fourth driving gear 1211 and a second driven gear 1212 that mesh with each other. The first input shaft 124 is connected to the first motor 11, the first output shaft 125 is connected to the axle 2001 of the first wheel 200, the first drive gear 1211 is fixed to the first input shaft 124, the second driven gear 1222 is loosely fitted to the first input shaft 124, the first driven gear 1212 and the second drive gear 1221 are fixed to the first intermediate shaft 126, the second intermediate shaft 127 is a hollow shaft loosely fitted to the first intermediate shaft 126, the third drive gear 1231 is fixed to the second intermediate shaft 127, the third driven gear 1232 and the fourth drive gear 1291 are fixed to the second intermediate shaft 127, and the fourth driven gear 1292 is fixed to the first output shaft 125.

[0083] The first separation mechanism 13 includes a first left synchronizer LS1 and a first right synchronizer RS1. The first left synchronizer LS1 is connected between one end of the first intermediate shaft 126 and the first input shaft 124 and is used to control the engagement and disengagement between the first intermediate shaft 126 and the first input shaft 124. The first right synchronizer RS1 is connected between the other end of the first intermediate shaft 126 and the second driven gear 1222 and is used to control the engagement and disengagement between the first intermediate shaft 126 and the second driven gear 1222.

[0084] In the fifth embodiment, the second intermediate shaft 127 is fitted coaxially to the first intermediate shaft 126, thereby reducing the size of the first gear reduction mechanism 12 in the X direction.

[0085] In addition, the first input shaft 124 is a complete single shaft that is not separated midway, which is equivalent to reducing one shaft, making assembly easier.

[0086] Another difference between the fifth embodiment and the third embodiment is that the structure and arrangement of the second separation mechanism 23 are different.

[0087] Specifically, the second gear reduction mechanism 22 includes a fifth reduction gear set 222, a sixth reduction gear set 223, a seventh reduction gear set 229, an eighth reduction gear set 220, a second input shaft 24, a second output shaft 225, a third intermediate shaft 226, and a fourth intermediate shaft 227; the fifth reduction gear set 222 includes a fifth driving gear 2221 and a fifth driven gear 2222 that mesh with each other; the sixth reduction gear set 223 includes a sixth driving gear 2231 and a sixth driven gear 2232 that mesh with each other; the seventh reduction gear set 229 includes a seventh driving gear 2291 and a seventh driven gear 2292 that mesh with each other; and the eighth reduction gear The set 220 includes an eighth drive gear 2201 and an eighth driven gear 2202 that mesh with each other, the second input shaft 224 is connected to the second motor 21, the second output shaft 225 is connected to the axle 3001 of the second wheel 300, the fifth drive gear 2221 is fixed to the first input shaft 124, the fifth driven gear 2222 and the sixth drive gear 2261 are fixed to the third intermediate shaft 226, the sixth driven gear 2262 and the seventh drive gear 2291 are loosely fitted to the second input shaft 224, the seventh driven gear 2291 and the eighth drive gear 2201 are fixed to the second intermediate shaft 226, and the eighth driven gear 2202 is fixed to the second output shaft 225.

[0088] The second separation mechanism 23 includes a second left synchronizer LS2 and a second right synchronizer RS2, the second left synchronizer LS2 being located between the sixth driven gear 2262 and the seventh driving gear 2291 and being used to control the engagement and disengagement of the sixth driven gear 2262, the seventh driving gear 2291 and the second input shaft 224, and the second right synchronizer RS2 being connected to the other side of the seventh driving gear 2291 and being used to control the engagement and disengagement of the seventh driving gear 2291 and the second input shaft 224.

[0089] Sixth Example

[0090] FIG. 7 shows an electric drive assembly 100 according to a sixth embodiment of the present invention, which differs from the third embodiment in the arrangement of the first separation mechanism and the first gear reduction mechanism.

[0091] The first gear reduction mechanism 12 includes a first reduction gear set 121, a second reduction gear set 122, a third reduction gear set 123, a first input shaft 124, a first output shaft 125, a first intermediate shaft 126, and a second intermediate shaft 127. The first reduction gear set 121 includes a first drive gear 1211 and a first driven gear 1212 that mesh with each other. The second reduction gear set 122 includes a second drive gear 1221, a second driven gear 1222, and a first transition gear 1223. The first transition gear 1223 simultaneously meshes with the second drive gear 1221 and the second driven gear 1222. The third reduction gear set 123 includes a second drive gear 1221, a second driven gear 1222, and a first transition gear 1223. The first input shaft 124 is connected to the first motor 11, the first output shaft 125 is connected to the axle 2001 of the first wheel 200, the first drive gear 1211 is fixed to the first input shaft 124, the first transition gear 1223 is loosely fitted to the first input shaft 124, the second driven gear 1222 is loosely fitted to the second intermediate shaft 127, the first driven gear 1212 and the second drive gear 1221 are fixed to the first intermediate shaft 126, the third drive gear 1231 is fixed to the second intermediate shaft 127, and the third driven gear 1232 is fixed to the first output shaft 125.

[0092] A first intermediate gear 127a is further loosely fitted on the second intermediate shaft 127, and the first separation mechanism 13 includes a first synchronizer S1, which is provided on the second intermediate shaft 127 and located between the first intermediate gear 127a and the second driven gear 1222. The first synchronizer S1 selectively couples or disengages the first intermediate gear 127a and the second driven gear 1222, and controls the coupling and disengagement of the first intermediate gear 127a and the second driven gear 1222 with the second intermediate shaft 127, thereby realizing two speeds.

[0093] In the sixth embodiment, the first input shaft 124 is a complete single shaft that is not separated midway, which is equivalent to reducing one shaft, and makes assembly easier.

[0094] Another difference between the sixth embodiment and the third embodiment is the arrangement of the second separation mechanism and the second gear reduction mechanism.

[0095] Specifically, the second gear reduction mechanism 22 includes a fourth gear set 221, a fifth reduction gear set 222, a sixth reduction gear set 223, a second input shaft 24, a second output shaft 225, a third intermediate shaft 226, and a fourth intermediate shaft 227; the fourth gear set 221 includes a fourth drive gear 2211 and a fourth driven gear 2212 that mesh with each other; the fifth reduction gear set 222 includes a fifth drive gear 2221 and a fifth driven gear 2222 that mesh with each other, and a second transition gear 2233 that meshes between the fifth drive gear 2221 and the fifth driven gear 2222; and the sixth reduction gear set 223 includes a fourth drive gear 2211 and a fifth driven gear 2222 that mesh with each other. The second transition gear 2223 includes a sixth drive gear 2231 and a sixth driven gear 2232 that engage with each other, the second transition gear 2223 is loosely fitted to the second input shaft 224, the second input shaft 224 is connected to the second motor 21, the second output shaft 225 is connected to the axle 3001 of the second wheel 300, the fourth drive gear 2211 is fixed to the first input shaft 124, the fourth driven gear 2212 and the fifth drive gear 2221 are fixed to the third intermediate shaft 226, the fifth driven gear 2222 is loosely fitted to the fourth intermediate shaft 227, the sixth drive gear 2231 is fixed to the second intermediate shaft 226, and the sixth driven gear 2232 is fixed to the second output 225.

[0096] The second separation mechanism 23 includes a second synchronizer S2, which is located between the fifth driven gear 2222 and the second intermediate gear 227a and is used to control the coupling and decoupling of the fifth driven gear 2222 and the second intermediate gear 227a with the fourth intermediate shaft 227.

[0097] Seventh Example

[0098] 8 shows a seventh embodiment of the electric drive assembly 100 according to the present application, which differs from the sixth embodiment in that the first transition gear 1223 is a double gear. The larger diameter of the double gear meshes with the second drive gear 1221, and the smaller diameter of the double gear meshes with the second driven gear 1222.

[0099] One difference between the seventh embodiment and the sixth embodiment is that the second transition gear 2223 is a double gear. The larger diameter half of the double gear meshes with the fifth drive gear 2221, and the smaller diameter half of the double gear meshes with the fifth driven gear 2222.

[0100] By adopting the double gears, the sizes of the first transition gear 1223 and the second transition gear 2223 can be reduced, thereby reducing the space occupied by the electric drive assembly 100 in the X direction.

[0101] Eighth Example

[0102] FIG. 9 shows an electric drive assembly 100 according to an eighth embodiment of the present invention. The eighth embodiment differs from the seventh embodiment mainly in the arrangement of the locking mechanism 3.

[0103] In the eighth embodiment, the motor shaft of the first motor 11 has a single-ended output, the motor shaft of the second motor 21 has a double-ended output, and the locking mechanism 3 is provided between the axle 2001 of the first wheel 200 and the axle 3001 of the second wheel 300, i.e., the locking mechanism 3 is provided at the transmission end.

[0104] The motor shaft of the second motor 21 is a hollow shaft, and one end of the second output shaft 225 remote from the second wheel 300 is connected to one end of the locking mechanism 3 via a single connecting shaft 4, and the other end of the locking mechanism 3 is connected to one end of the first output shaft 125, thereby connecting the locking mechanism 3 between the axle 2001 of the first wheel 200 and the axle 3001 of the second wheel 300.

[0105] When the locking mechanism 3 is switched to the engagement position, the second output end of the motor shaft of the second motor 21 is power-connected to the first gear reduction mechanism 12 (specifically, the first output shaft 125) so as to power-couple the first motor 11 and the second motor 21, and when the locking mechanism 3 is switched to the disengagement position, the second output end of the motor shaft of the second motor 21 is disconnected from the first gear reduction mechanism 12 so as to interrupt power between the first motor 11 and the second motor 21.

[0106] Ninth Example

[0107] FIG. 10 shows a motorized drive assembly 100 according to a ninth embodiment of the present application.

[0108] In the ninth embodiment, the motor shaft of the first motor 11 has a double-ended output, the motor shaft of the second motor 21 has a double-ended output, the locking mechanism 3 includes a first locking mechanism 31 and a second locking mechanism 32, the first output end of the motor shaft of the first motor 11 is power-transmitted and connected to the first wheel 200 by the first gear reduction mechanism 12, the second output end of the motor shaft of the first motor 11 is connected to the second gear reduction mechanism 22 by the first locking mechanism 31, the first output end of the motor shaft of the second motor 21 is power-transmitted and connected to the second wheel 300 by the second gear reduction mechanism 22, and the second output end of the motor shaft of the second motor 21 is connected to the first gear reduction mechanism 12 by the second locking mechanism 32.

[0109] When the first locking mechanism 31 is switched to the engagement position and the second locking mechanism 32 is switched to the engagement position, the first motor 11 and the second motor 21 are power-coupled to drive both the first wheel 200 and the second wheel 300, and the second output end of the motor shaft of the first motor 11 is power-transmitted and connected to the second gear reduction mechanism 22 to drive the second wheel 300, and the second output end of the motor shaft of the second motor 21 is power-transmitted and connected to the first gear reduction mechanism 12 to drive the first wheel 200. When the first locking mechanism 31 is switched to the engaged position and the second locking mechanism 32 is switched to the disengaged position, the first motor 11 and the second motor 21 are power-coupled, and the second output end of the motor shaft of the first motor 11 is power-transmittedly connected to the second gear reduction mechanism 22 to drive the second wheel 300 together; when the first locking mechanism 31 is switched to the disengaged position and the second locking mechanism 32 is switched to the engaged position, the first motor 11 and the second motor 21 are power-coupled, and the second output end of the motor shaft of the second motor 21 is power-transmittedly connected to the second gear reduction mechanism 22 to drive the second wheel 300 together; When the first locking mechanism 31 is switched to the disengagement position and the second locking mechanism 32 is switched to the disengagement position, the second output end of the motor shaft of the first motor 11 is disconnected from the second gear reduction mechanism 22 and the second output end of the motor shaft of the second motor 21 is disconnected from the first gear reduction mechanism 12 so as to interrupt the power between the first motor 11 and the second motor 21.

[0110] The first gear reduction mechanism 12 is a one-speed two-stage reduction mechanism, and includes a first reduction gear set 121, a second reduction gear set 122, a first input shaft 124, a first output shaft 125, and a first intermediate shaft 126. The first reduction gear set 121 includes a first driving gear 1211 and a first driven gear 1212 that mesh with each other. The second reduction gear set 122 includes a second driving gear 1211 and a first driven gear 1212 that mesh with each other. 221 and a second driven gear 1222, the first input shaft 124 is connected to a first output end of the first motor 11, the first output shaft 125 is connected to an axle 2001 of the first wheel 200, the first driving gear 1211 is loosely fitted onto the first input shaft 124, the first driven gear 1212 and the second driving gear 1221 are fixed to the first intermediate shaft 126, and the second driven gear 1222 is fixed to the first output shaft 125.

[0111] The second gear reduction mechanism 22 is a one-speed two-stage reduction mechanism, and includes a third reduction gear set 22a, a fourth reduction gear set 22b, a second input shaft 224, a second output shaft 225, and a second intermediate shaft 22c. The third reduction gear set 22a includes a third driving gear 221a and a third driven gear 222a that mesh with each other. The fourth reduction gear set 22b includes a fourth driving gear 221a and a third driven gear 222a that mesh with each other. The second input shaft 224 is connected to the other output end of the second motor 11, the second output shaft 225 is connected to the axle 3001 of the second wheel 300, the third drive gear 221a is loosely fitted onto the second input shaft 224, the third driven gear 222a and the fourth drive gear 221b are fixed to the second intermediate shaft 22c, and the fourth driven gear 222b is fixed to the second output shaft 225.

[0112] The first wheel drive assembly 1 further includes a first lock shaft 24a and a first lock gear 25a loosely fitted onto the first lock shaft 24a, the first lock shaft 24a is connected to one output end of the second motor 21, the first lock mechanism 31 is provided on one side of the first lock gear 25a, and the first lock gear 25a meshes with the first driven gear 1212.

[0113] The second wheel drive assembly 2 further includes a second lock shaft 24b and a second lock gear 25b loosely fitted onto the second lock shaft 24b, the lock shaft 24b is connected to the second output end of the first motor 11, the second lock mechanism 32 is provided on one side of the second lock gear 25b, and the second lock gear 25b meshes with the third driven gear 222a.

[0114] Each motor in this embodiment adopts two-way transmission, and the motor shaft of the first motor 11 outputs at a double end. The first output end of the motor shaft of the first motor 11 drives the first wheel 200 (way 1 transmission of the first motor 11) through the first gear reduction mechanism 12, and the second output end of the motor shaft of the first motor 11 drives the second wheel 300 (way 2 transmission of the first motor 11) through the first locking mechanism 31 and the second gear reduction mechanism 22. The motor shaft of the second motor 21 has double-ended outputs, with a first output end of the motor shaft of the second motor 21 driving the second wheel 300 (way 1 transmission of the second motor 21) via the second gear reduction mechanism 22, and a second output end of the motor shaft of the second motor 21 driving the first wheel 200 (way 2 transmission of the second motor 21) via the second lock mechanism 32 and the first gear reduction mechanism 12. By adopting two-way transmission, the load on each transmission path is small, allowing the radial size of the gears to be reduced, thereby improving the vehicle's passability.

[0115] The position of the first separation mechanism 13 is not limited to on the first input shaft 124; for example, in an alternative embodiment of the ninth embodiment, the first separation mechanism 13 is provided on the first intermediate shaft 126, in which case one of the first driven gear 1212 and the second driving gear 1221 is an air-fit gear, and the other range gear is a fixed gear.

[0116] In another alternative embodiment of the ninth embodiment, the first separation mechanism 13 is provided on the first output shaft 125, in which case the second driven gear 1222 is an air-fit gear and the other range gears are fixed gears.

[0117] The position of the second separation mechanism 23 is not limited to being on the second input shaft 224. For example, in an alternative embodiment of the ninth embodiment, the second separation mechanism 23 is provided on the second intermediate shaft 22c, in which case one of the third driven gear 222a and the fourth drive gear 221b is an air-fit gear, and the other range gear is a fixed gear.

[0118] In another alternative embodiment of the ninth embodiment, the second separation mechanism 23 is provided on the second output shaft 225, in which case the fourth driven gear 222b is an air-fit gear and the other range gears are fixed gears.

[0119] In another alternative embodiment of the ninth embodiment, the first gear reduction mechanism 12 and the second gear reduction mechanism 13 may adopt the two-speed multi-stage gear reduction mechanism or the single-speed three-stage reduction mechanism in the above embodiments.

[0120] Tenth Example

[0121] 11 shows an electric drive assembly 100 according to a tenth embodiment of the present invention, which differs from the above-described embodiments in that the first motor 11 is coaxially disposed with the second motor 21, and the first gear reduction mechanism 12 and the second gear reduction mechanism 22 are located between the first motor 11 and the second motor 21. The electric drive assembly 100 is configured in a T-shape.

[0122] The motor shaft of the first motor 11 has a single-ended output, and the motor shaft of the second motor 21 has a single-ended output. A locking mechanism 3 is provided between the axle 2001 of the first wheel 200 and the axle 3001 of the second wheel 300. The locking mechanism 3 is switchable between an engaged position and a disengaged position. When the locking mechanism 3 is switched to the engaged position, the axle 2001 of the first wheel 200 is connected to the axle 3001 of the second wheel 300 so as to power-couple the first motor 11 and the second motor 21. When the locking mechanism 3 is switched to the disengaged position, the axle 2001 of the first wheel 200 is disconnected from the axle 3001 of the second wheel 300 so as to interrupt power to the first motor 11 and the second motor 21.

[0123] Specifically, the locking mechanism 3 is connected between the output shaft (first output shaft 125) of the first reduction gear mechanism 12 and the output shaft (second output shaft 225) of the second reduction gear mechanism 12. The first output shaft 125, the second output shaft 225 and the axle are coaxial.

[0124] In the tenth embodiment, the first motor 11 and the second motor 21 are flat motors with large iron core diameters and short lengths, the two motors are arranged coaxially, the two gear reduction mechanisms are located between the two motors, and the electric control box is an all-in-one device with a T-shaped structure, with part of the electric control box installed above the input shaft of the gear reduction mechanism and part installed above the motor, resulting in a compact overall structure with high space utilization and a high degree of integration of the motors, electric control box and gear reduction mechanisms.

[0125] Eleventh Example

[0126] Figures 12 and 13 show an electric drive assembly 100 according to an eleventh embodiment of the present application, and the difference between the eleventh embodiment and the preceding embodiment is that the axle 2001 of the first wheel 200 is coaxial with the axle 3001 of the second wheel 300, and the first motor 11, the second motor 21 and the axle 2001 of the first wheel 200 are arranged parallel to each other at intervals, and the first motor 11, the second motor 21 and the axle 2001 of the first wheel 200 are arranged in a triangular shape (V-shaped arrangement).

[0127] In the eleventh embodiment, the motor shaft of the first motor 11 has a single-ended output, the motor shaft of the second motor 21 has a single-ended output, and the locking mechanism 3 is provided between the axle 2001 of the first wheel 200 and the axle 3001 of the second wheel 300, i.e., the locking mechanism 3 is provided at the transmission end.

[0128] The locking mechanism 3 is designed at the transmission end and disposed on the axis of the motor, which effectively reduces the load and radial size of the gear reduction mechanism, increases the ground clearance, and improves vehicle passability.

[0129] Furthermore, the final stage transmission gear set (reduction gear set connected to the first wheel) of the first gear reduction mechanism 12 and the final stage transmission gear set (reduction gear set connected to the second wheel) of the second gear reduction mechanism 22 are located below the first motor 11 and the second motor 21, allowing the axial length of the assembly to be significantly reduced.

[0130] The features of the V-type arrangement are as follows: (1) The motor is a slender motor with a small iron core diameter and a long length. The two motors are arranged in parallel, significantly shortening the length in the Y direction and making full use of the space in the X direction. The gear reduction mechanism is located at the double end of the motor, and the output shafts (i.e., axles) of the two motors and the gear reduction mechanism are arranged in a triangle. The electric control box is an all-in-one device with a flat structure and is installed above the two motors. The overall structure is compact, the space utilization rate is high, and a high degree of integration of the motor, electric control box, and gear reduction mechanism is achieved. (2) With the V-shaped arrangement, the final stage transmission gear of the gear reduction mechanism is located below the two motors. When climbing at a large angle, the gears are likely to be submerged below the oil surface, which is advantageous for the design of the lubrication means and reduces the size of the lubricating oil tank.

[0131] Twelfth Example

[0132] Referring to Figure 19, an electric drive assembly 100 according to a twelfth embodiment of the present invention is shown. The difference between the twelfth embodiment and the eleventh embodiment is that the motor shaft of the first motor 11 has a double-ended output, the motor shaft of the second motor 21 has a single-ended output, and the locking mechanism 3 is provided at the second output end of the motor shaft of the first motor 11, i.e., the locking mechanism 3 is provided at the front end of the transmission.

[0133] Since the locking mechanism 3 is provided at the front end of the transmission, the axial space is effectively utilized, and the axial size of the reduction mechanism is shortened.

[0134] Thirteenth Example

[0135] The difference between the electric drive assembly according to the thirteenth embodiment of the present application and the twelfth embodiment is that the motor shaft of the first motor has a single-ended output, the motor shaft of the second motor has a double-ended output, and the locking mechanism is provided at the second output end of the motor shaft of the second motor, i.e., the locking mechanism is provided at the front end of the transmission.

[0136] Since the locking mechanism is provided at the front end of the transmission, the axial space is effectively utilized, and the axial size of the reduction mechanism is shortened.

[0137] Fourteenth Example

[0138] Referring to FIG. 20, an electric drive assembly 100 according to a fourteenth embodiment of the present invention is shown. The fourteenth embodiment differs from the twelfth embodiment in that the motor shaft of the first motor 11 has a double-ended output, the motor shaft of the second motor 21 has a double-ended output, the locking mechanism 3 includes a first locking mechanism 31 and a second locking mechanism 32, the first output end of the motor shaft of the first motor 11 is connected to the first wheel 200 by a first gear reduction mechanism 12, and the second The second output end of the motor shaft of the first motor 11 is connected to the second gear reduction mechanism 22 by the first locking mechanism 31, the first output end of the motor shaft of the second motor 21 is connected to the second wheel 300 by the second gear reduction mechanism 22, and the second output end of the motor shaft of the second motor 21 is connected to the first gear reduction mechanism 12 by the second locking mechanism 32, i.e., the first locking mechanism 31 and the second locking mechanism 32 are provided at the front end of the transmission.

[0139] Since the locking mechanisms (first locking mechanism 31 and second locking mechanism 32) are provided at the front end of the transmission, the axial space is effectively utilized, and the axial size of the reduction mechanism is reduced.

[0140] Fifteenth Example

[0141] Figure 14 shows an electric drive assembly according to a fifteenth embodiment of the present application. The fifteenth embodiment differs from the above-described embodiments in that a first planetary gear mechanism 14 is provided between the first gear reduction mechanism 12 and the axle 2001 of the first wheel 200, a second planetary gear mechanism 26 is provided between the second gear reduction mechanism 22 and the axle 3001 of the second wheel 300, a ring gear 141 of the first planetary gear mechanism 14 is connected to the output end of the first gear reduction mechanism 12 (i.e., the ring gear 141 of the first planetary gear mechanism 14 meshes with the driven gear of the final gear set of the first gear reduction mechanism 12), a planet carrier 142 of the first planetary gear mechanism 14 is connected to the axle 2001 of the first wheel 200, and a sun gear 143 of the first planetary gear mechanism 14 is fixed to the case 128 of the first gear reduction mechanism 12.

[0142] The ring gear 261 of the second planetary gear mechanism 26 is connected to the output end of the second gear reduction mechanism 22 (i.e., the ring gear 261 of the second planetary gear mechanism 26 meshes with the driven gear of the final stage gear set of the second gear reduction mechanism 22), the planet carrier 262 of the second planetary gear mechanism 26 is connected to the axle 3001 of the second wheel 300, and the sun gear 263 of the second planetary gear mechanism 26 is fixed to the case 228 of the second gear reduction mechanism 22.

[0143] The final stage transmission gear of the gear reduction mechanism is connected to the wheels by a planetary gear mechanism, which effectively reduces the radial size of the gear and improves the vehicle's passability.

[0144] Sixteenth Example

[0145] Figure 15 shows an electric drive assembly 100 according to a sixteenth embodiment of the present invention. The sixteenth embodiment differs from the above-described embodiments in that a first planetary gear mechanism 14 is provided between the first gear reduction mechanism 12 and the axle 2001 of the first wheel 200, a second planetary gear mechanism 26 is provided between the second gear reduction mechanism 22 and the axle 3001 of the second wheel 300, a sun gear 143 of the first planetary gear mechanism 14 is connected to the output end of the first gear reduction mechanism 12 (i.e., the sun gear 143 of the first planetary gear mechanism 14 is coaxially fixed to the driven gear of the final stage gear set of the first gear reduction mechanism 12), a planet carrier 142 of the first planetary gear mechanism 14 is connected to the axle 2001 of the first wheel 200, and a ring gear 141 of the first planetary gear mechanism 14 is fixed to the case 128 of the first gear reduction mechanism 12.

[0146] The sun gear 263 of the second planetary gear mechanism 26 is connected to the output end of the second gear reduction mechanism 22 (i.e., the sun gear 263 of the second planetary gear mechanism 26 is coaxially fixed to the driven gear of the final stage gear set of the second gear reduction mechanism 22), the planet carrier 262 of the second planetary gear mechanism 26 is connected to the axle 3001 of the second wheel 300, and the ring gear 261 of the second planetary gear mechanism 26 is fixed to the case 228 of the second gear reduction mechanism 22.

[0147] The final stage transmission gear of the gear reduction mechanism is connected to the wheels by a planetary gear mechanism, which effectively reduces the radial size of the gear and improves the vehicle's passability.

[0148] Seventeenth Example

[0149] Referring to FIG. 16, an electric drive system 100 according to a seventeenth embodiment of the present invention is shown. The seventeenth embodiment differs from the third embodiment in that the first gear reduction mechanism 12 and the second gear reduction mechanism 22 are two-speed, two-stage gear reduction mechanisms.

[0150] 18th Example

[0151] Referring to FIG. 17, an electric drive system 100 according to an eighteenth embodiment of the present invention is shown. The main difference between the eighteenth embodiment and the third embodiment is that the first gear reduction mechanism 12 and the second gear reduction mechanism 22 each have only one drive range.

[0152] The first gear reduction mechanism 12 is a single-speed three-stage gear reducer, and includes a first reduction gear set 121, a second reduction gear set 122, a third reduction gear set 123, a first input shaft 124, a first output shaft 125, a first intermediate shaft 126, and a second intermediate shaft 127. The first reduction gear set 121 includes a first driving gear 1211 and a first driven gear 1212 that mesh with each other. The second reduction gear set 122 includes a second driving gear 1221 and a second driven gear 1222 that mesh with each other. The third reduction gear set The gear 123 includes a third drive gear 1231 and a third driven gear 1232 that mesh with each other, the first input shaft 124 is connected to the first motor 11, the first output shaft 125 is connected to the axle 2001 of the first wheel 200, the first drive gear 1211 is provided on the first input shaft 124, the first driven gear 1212 and the second drive gear 1221 are provided on the first intermediate shaft 126, the second driven gear 1222 and the third drive gear 1231 are provided on the second intermediate shaft 127, and the third driven gear 1232 is provided on the first output shaft 125.

[0153] The second driven gear 1222 is a loose-fitting gear that is loosely fitted on the shaft on which it is located (second intermediate shaft 127), and the remaining range gears are fixed gears that are fixed to the shafts on which they are located. The first separation mechanism 13 is a first synchronizer S1 that is provided on one axial side of the second driven gear 1222 and is selectively engaged or disengaged with the second driven gear 1222 to realize coupling or decoupling between the second driven gear 1222 and the shaft on which it is located. When the first synchronizer S1 is engaged with the second driven gear 1222, the power of the first motor 11 is transmitted to the first wheel 200 via the first input shaft 124, the first reduction gear set 121, the second reduction gear set 122, the third reduction gear set 123, and the first output shaft 125 in that order. When the first synchronizer S1 disengages from the second driven gear 1222, the power transmission path from the first motor 11 to the first wheel 200 is disconnected at the second driven gear 1222.

[0154] The second gear reduction mechanism 22 is a single-speed three-stage gear reducer, and includes a fourth reduction gear set 221, a fifth reduction gear set 222, a sixth reduction gear set 223, a second input shaft 224, a second output shaft 225, a third intermediate shaft 226, and a fourth intermediate shaft 227. The fourth reduction gear set 221 includes a fourth drive gear 2211 and a fourth driven gear 2212 that mesh with each other. The fifth reduction gear set 222 includes a fifth drive gear 2221 and a fifth driven gear 2222 that mesh with each other. The sixth reduction gear set The second input shaft 224 is connected to the second motor 21, the second output shaft 225 is connected to the axle 3001 of the second wheel 300, the fourth drive gear 2211 is provided on the second input shaft 224, the fourth driven gear 2212 and the fifth drive gear 2221 are provided on the third intermediate shaft 226, the fifth driven gear 2222 and the sixth drive gear 2231 are provided on the fourth intermediate shaft 227, and the sixth driven gear 2232 is provided on the second output shaft 227.

[0155] The fifth driven gear 2222 is a loose-fitting gear that is loosely fitted on the shaft on which it is located (the fourth intermediate shaft 227), and the remaining range gears are fixed gears that are fixed to the shafts on which they are located. The second separation mechanism 23 is a second synchronizer S2 that is provided on one axial side of the fifth driven gear 2222 and that is selectively engaged with or disengaged from the fifth driven gear 2222 to realize the engagement or disengagement of the shaft on which the fifth driven gear 2222 is located. When the second synchronizer S2 is engaged with the fifth driven gear 2222, the power of the second motor 21 is transmitted to the second wheel 300 via the second input shaft 224, the fourth reduction gear set 221, the fifth reduction gear set 222, the sixth reduction gear set 223, and the second output shaft 225 in that order. When the second synchronizer disengages from the fifth driven gear 2222 , the power transmission path from the second motor 21 to the second wheel 300 is cut off at the fifth driven gear 1222 .

[0156] The motor shaft of the first motor 11 has a double-ended output, and the motor shaft of the second motor 21 has a single-ended output, and the locking mechanism 3 is provided on a second output end of the motor shaft of the first motor 11. The first output end of the motor shaft of the first motor 11 is power-transmittingly connected to a first wheel 200 by a first gear reduction mechanism 12, and the output end of the motor shaft of the second motor 21 is power-transmittingly connected to a second wheel 300 by a second gear reduction mechanism 22. When the locking mechanism 3 is switched to the engaged position, the second output end of the motor shaft of the first motor 11 is power-transmittingly connected to the second gear reduction mechanism 22 so as to power-couple the first motor 11 and the second motor 21, and when the locking mechanism 3 is switched to the disengaged position, the second output end of the motor shaft of the first motor 11 is disconnected from the second gear reduction mechanism 22 so as to interrupt power between the first motor 11 and the second motor 21.

[0157] Specifically, the second wheel drive assembly 2 further includes a lock shaft 24 and a lock gear 25 loosely fitted onto the lock shaft 24, the lock shaft 24 is connected to the second output end of the motor shaft of the first motor 11, the lock mechanism 3 is provided on one side of the lock gear 25, and the lock gear 25 meshes with the first drive gear 2211.

[0158] In an alternative embodiment of the eighteenth embodiment, the lock gear 25 may mesh with the first driven gear 2212 .

[0159] 19th Example

[0160] Referring to FIG. 18, an electric drive system 100 according to a 19th embodiment of the present invention is shown. The 19th embodiment differs from the 11th embodiment mainly in that the locking mechanism 3 is eliminated.

[0161] The first separation mechanism 13 is provided on the second intermediate shaft 127, and the second separation mechanism 23 is provided on the fourth intermediate shaft 227.

[0162] 20th Example

[0163] Referring to FIG. 21, a four-wheel drive system 1000 according to a twentieth embodiment of the present invention is shown, comprising a front drive axle 400 and a rear drive axle 500, both of which are provided with the electric drive assembly 100 described above.

[0164] 21st Example

[0165] Referring to FIG. 22, a motor vehicle 10000 according to a twenty-first embodiment of the present application is shown, comprising the electric drive assembly 100 or four-wheel drive system 1000 described above.

[0166] In the description herein, references such as "one embodiment," "some embodiments," "examples," "specific examples," or "some examples" mean that the specific features, structures, materials, or characteristics described in combination with the embodiment or example are included in at least one embodiment or example of the present application. In the description herein, exemplary references to the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.

[0167] Although embodiments of the present application have been shown and described, it will be understood that those skilled in the art can make various changes, modifications, substitutions, and variations to these embodiments without departing from the principles and spirit of the present application, and that the scope of the present application is limited by the claims and their equivalents.

[0168] This application claims priority to a Chinese patent application filed on June 30, 2021, bearing application number 202110744962.8 and entitled "Electric Drive Assembly, Four-Wheel Drive System and Automobile," the entire contents of which are incorporated herein by reference. [Explanation of symbols]

[0169] 10000, motor vehicle; 1000, four-wheel drive system; 100, electric drive assembly; 200, first wheel; 2001, first wheel axle; 300, second wheel; 3001, second wheel axle; 400, front drive axle; 500, rear drive axle; 1, first wheel drive assembly; 11, first motor; 12, first gear reduction mechanism; 121, first reduction gear set; 1211, first drive gear; 1212, first driven gear; 122, second reduction gear set; 1221, second drive gear; 1222, second driven gear; 1223, first transition gear; 123, third reduction gear set; 1231, third drive gear; 1232, third driven gear; 124, first input shaft; 125, first output shaft; 126, first intermediate shaft; 127, second intermediate shaft; 127a, first intermediate gear; 128, first gear reduction mechanism case; 129, fourth reduction gear set; 1291, fourth driving gear; 1292, fourth driven gear; 13, first separation mechanism; 14, first planetary gear mechanism; 141, ring gear; 142, planet carrier; 143, sun gear; 2, second wheel drive assembly; 21, second motor; 22, second gear reduction mechanism; 221, fourth reduction gear set; 2211, fourth drive gear; 2212, fourth driven gear; 222, fifth reduction gear set; 2221, fifth drive gear; 2222, fifth driven gear; 223, sixth reduction gear set; 2231, sixth drive gear; 2232, sixth driven gear; 2233, second transition gear; 224, second input shaft; 225, second output shaft; 226, third intermediate shaft Intermediate shaft; 227, fourth intermediate shaft; 227a, second intermediate gear; 228, second gear reduction mechanism case; 2281, intermediate support structure; 229, seventh reduction gear set; 2291, seventh drive gear; 2292, seventh driven gear; 220, eighth reduction gear set; 2201, eighth drive gear; 2202, eighth driven gear; 23, second separation mechanism; 24, lock shaft; 25, lock gear; 26, second planetary gear mechanism; 261, ring gear; 262, planet carrier; 263, sun gear; 3, locking mechanism; 31, first locking mechanism; 32, second locking mechanism; 4. Connecting shaft.

Claims

1. 1. An electric drive assembly comprising: a first wheel drive assembly for driving a first wheel and a second wheel drive assembly for driving a second wheel, one of the first wheel and the second wheel being a left wheel and the other being a right wheel; the first wheel drive assembly includes a first motor, a first gear reduction mechanism, and a first separation mechanism, the first gear reduction mechanism being connected between the first motor and the first wheel, the first separation mechanism being switchable between an engagement position and a disengagement position, and when the first separation mechanism is switched to the engagement position, power of the first motor can be transmitted to the first wheel via the first gear reduction mechanism, and when the first separation mechanism is switched to the disengagement position, power transmission between the first motor and the first wheel is interrupted; the second wheel drive assembly includes a second motor, a second gear reduction mechanism, and a second separation mechanism, the second gear reduction mechanism being connected between the second motor and the second wheel, the second separation mechanism being switchable between an engagement position and a disengagement position, and when the second separation mechanism is switched to the engagement position, power of the second motor can be transmitted to the second wheel via the second gear reduction mechanism, and when the second separation mechanism is switched to the disengagement position, power transmission between the second motor and the second wheel is interrupted; the first motor is disposed in parallel with the second motor; an electric drive assembly, wherein one of the first motor and the second motor is coaxial with the axle of a corresponding wheel;

2. the first gear reduction mechanism has two drive ranges, and a connecting position of the first separation mechanism includes a first connecting position and a second connecting position, and when the first separation mechanism is switched to the first connecting position, power of the first motor can be transmitted to the first wheel via a first-speed transmission path of the first gear reduction mechanism, and when the first separation mechanism is switched to the second connecting position, power of the first motor can be transmitted to the first wheel via a second-speed transmission path of the first gear reduction mechanism, 2. The electric drive assembly according to claim 1, wherein the second gear reduction mechanism has two drive ranges, and the engagement positions of the second separation mechanism include a first engagement position and a second engagement position, and when the second separation mechanism is switched to the first engagement position, the power of the second motor can be transmitted to the second wheel via a first-speed transmission path of the second gear reduction mechanism, and when the second separation mechanism is switched to the second engagement position, the power of the second motor can be transmitted to the second wheel via a second-speed transmission path of the second gear reduction mechanism.

3. a locking mechanism is provided between the first wheel drive assembly and the second wheel drive assembly, the locking mechanism being switchable between an engaged position and a disengaged position; 2. The electric drive assembly of claim 1, wherein when the locking mechanism is switched to an engaged position, the first motor is dynamically coupled to the second motor, and when the locking mechanism is switched to a disengaged position, power between the first motor and the second motor is interrupted.

4. a motor shaft of the first motor outputs at a single end, a motor shaft of the second motor outputs at a single end, and the locking mechanism is provided between an axle of the first wheel and an axle of the second wheel; 4. The electric drive assembly of claim 3, wherein when the locking mechanism is switched to an engaged position, the first wheel axle is joined to the second wheel axle to powerfully couple the first motor to the second motor, and when the locking mechanism is switched to a disengaged position, the first wheel axle is disengaged from the second wheel axle to interrupt power between the first motor and the second motor.

5. a motor shaft of the first motor has a double-ended output, a motor shaft of the second motor has a single-ended output, the locking mechanism is provided at a second output end of the motor shaft of the first motor, the first output end of the motor shaft of the first motor is power-transmittingly connected to the first wheel by the first gear reduction mechanism, and the output end of the motor shaft of the second motor is power-transmittingly connected to the second wheel by the second gear reduction mechanism; 4. The electric drive assembly of claim 3, wherein when the locking mechanism is switched to an engaged position, a second output end of the motor shaft of the first motor is power-transmittingly connected to the second gear reduction mechanism so as to power-couple the first motor to the second motor, and when the locking mechanism is switched to a disengaged position, the second output end of the motor shaft of the first motor is disconnected from the second gear reduction mechanism so as to interrupt power between the first motor and the second motor.

6. a motor shaft of the first motor has a double-ended output, a motor shaft of the second motor has a double-ended output, the locking mechanism includes a first locking mechanism and a second locking mechanism, a first output end of the motor shaft of the first motor is connected to the first wheel by the first gear reduction mechanism, a second output end of the motor shaft of the first motor is connected to the second gear reduction mechanism by the first locking mechanism, a first output end of the motor shaft of the second motor is connected to the second wheel by the second gear reduction mechanism, and a second output end of the motor shaft of the second motor is connected to the first gear reduction mechanism by the second locking mechanism; when the first locking mechanism is switched to the engaged position and the second locking mechanism is switched to the engaged position, the first motor is power-coupled to the second motor to drive both the first wheel and the second wheel, a second output end of a motor shaft of the first motor is power-transmittingly connected to the second gear reduction mechanism to drive the second wheel, and a second output end of a motor shaft of the second motor is power-transmittingly connected to the first gear reduction mechanism to drive the first wheel; when the first locking mechanism is switched to the engaged position and the second locking mechanism is switched to the disengaged position, the first motor is dynamically coupled to the second motor, and a second output end of the motor shaft of the first motor is power-transmittingly connected to the second gear reduction mechanism to drive the second wheel, and the second output end of the motor shaft of the second motor is disconnected from the first gear reduction mechanism, so that the first motor is dynamically coupled to the second motor and the second wheel are driven together; when the first locking mechanism is switched to a disengaged position and the second locking mechanism is switched to an engaged position, a second output end of a motor shaft of the second motor is transmission-connected to the first gear reduction mechanism and the second output end of the motor shaft of the first motor is disconnected from the second gear reduction mechanism so as to power-couple the first motor to the second motor and to drive the first wheel together; 4. The electric drive assembly according to claim 3, wherein when the first locking mechanism is switched to the disengaged position and the second locking mechanism is switched to the disengaged position, a second output end of a motor shaft of the first motor is disconnected from the second gear reduction mechanism and a second output end of a motor shaft of the second motor is disconnected from the first gear reduction mechanism so as to interrupt power between the first motor and the second motor.

7. 6. The electric drive assembly of claim 5, wherein the locking mechanism is a synchronizer with an integrated one-way clutch.

8. a first planetary gear mechanism is provided between the first gear reduction mechanism and an axle of a first wheel, and a second planetary gear mechanism is provided between the second gear reduction mechanism and an axle of a second wheel; a ring gear of the first planetary gear mechanism is connected to an output end of the first gear reduction mechanism, and a planet carrier of the first planetary gear mechanism is connected to an axle of a first wheel, or a sun gear of the first planetary gear mechanism is connected to an output end of the first gear reduction mechanism, and a planet carrier of the first planetary gear mechanism is connected to an axle of a first wheel, 2. The electric drive assembly of claim 1, wherein the ring gear of the second planetary gear mechanism is connected to the output end of the second gear reduction mechanism and the planet carrier of the second planetary gear mechanism is connected to the axle of a second wheel, or the sun gear of the second planetary gear mechanism is connected to the output end of the second gear reduction mechanism and the planet carrier of the second planetary gear mechanism is connected to the axle of a second wheel.

9. A four-wheel drive system comprising a front drive axle and a rear drive axle, each of which is provided with an electric drive assembly according to claim 1.

10. A motor vehicle comprising an electric drive assembly according to any one of claims 1 to 8 or a four-wheel drive system according to claim 9.

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