Distributed electric drive system and vehicle

Abstract

A distributed electric drive system and a vehicle. The distributed electric drive system comprises a driving electric motor (1), a first transmission device and a second transmission device, wherein the driving electric motor is provided with a first output shaft (11), and the first transmission device and the second transmission device each comprises a reversing device (2) and a transmission shaft (3), each reversing device comprising a first transmission assembly (21), an engagement member (22), and a second transmission assembly (23), each transmission shaft being configured to be in transmission connection with a wheel, and each engagement member being connected to the first output shaft and configured to select one of the first transmission assembly and the second transmission assembly as a connection object; and each first transmission assembly is configured to be capable of being driven by the first output shaft to drive the corresponding transmission shaft to rotate in a first direction, and each second transmission assembly is configured to be capable of being driven by the first output shaft to drive the corresponding transmission shaft to rotate in a second direction, such that the wheels on two sides of the driving electric motor are enabled to rotate in opposite directions. The distributed electric drive system drives the wheels on both sides to move by means of one driving electric motor, and the distributed electric drive system has the advantage of a compact structure.

Description

Distributed electric drive system and vehicle

[0001] This application claims priority to the Chinese patent application filed with the China Patent Office on January 17, 2024, with application number 202410071566.7 and titled “Distributed Electric Drive System and Vehicle”, and claims priority to the Chinese patent application filed with the China Patent Office on January 17, 2024, with application number 202420118467.5 and titled “Distributed Electric Drive System and Vehicle”. The entire contents of the foregoing priorities are incorporated by reference into this application. Technical Field

[0002] The present invention relates to the field of vehicle technology, and primarily to a distributed electric drive system and a vehicle. Background Art

[0003] Existing distributed electric drive technologies all use two motors to independently control the torque and rotation direction of the wheels on either side. This technology allows for independent control of each wheel, thereby optimizing the vehicle's power distribution and handling performance. However, this layout requires a large number of motors, as well as numerous wires and electronic control units to connect and control each motor. Distributed electric drives are generally costly and difficult to deploy. Summary of the Invention

[0004] In view of the above-mentioned deficiencies in the prior art, an object of the present invention is to provide a distributed electric drive system and a vehicle, optimize the layout design of the distributed electric drive system, reduce the structural complexity of the distributed electric drive system and reduce production costs.

[0005] In order to achieve the above object, the present invention adopts the following technical solutions:

[0006] A technical solution in one aspect of the present invention provides a distributed electric drive system, including a drive motor, a first transmission device, and a second transmission device. The drive motor is provided with a first output shaft, and the first output shaft has two axial ends correspondingly connected to the first transmission device and the second transmission device. The first transmission device and the second transmission device each include:

[0007] A reversing device and a drive shaft, the reversing device includes a first transmission assembly, a coupling and a second transmission assembly, the drive shaft is used to be connected to the wheel transmission, the coupling is connected to the first output shaft, the coupling is used to select one of the first transmission assembly and the second transmission assembly as a connection object, the coupling transmits the power of the first output shaft to the connection object by engaging with the connection object, wherein the first transmission assembly is configured to be able to drive the drive shaft to rotate in a first direction under the drive of the first output shaft, and the second transmission assembly is configured to be able to drive the drive shaft to rotate in a second direction under the drive of the first output shaft, and the first direction is opposite to the second direction.

[0008] The first aspect of the present application discloses a distributed electric drive system, which uses a drive motor, the drive motor is provided with a first output shaft, the axial ends of the first output shaft are respectively connected to the first transmission device and the second transmission device, and the output ends of the first transmission device and the second transmission device are correspondingly connected to the wheels. Wherein, the first transmission device and the second transmission device both include a reversing device and a drive shaft, the reversing device includes a first transmission assembly, a coupling member and a second transmission assembly, and the coupling member is provided to select one of the first transmission assembly and the second transmission assembly to engage, the coupling member is used to transmit the rotational power of the first output shaft to the first transmission assembly or the second transmission assembly, and the first transmission assembly and the second transmission assembly rotate in opposite directions, so that the first transmission assembly or the second transmission assembly can drive the drive shaft to rotate in different directions. In this way, through the selective engagement of the coupling member with the first transmission assembly and the second transmission assembly, the drive shaft can rotate in different directions, and then the drive shaft can be driven to rotate the wheels in opposite directions, thereby achieving the function of achieving opposite steering for the wheels on both sides of the drive motor. This distributed electric drive system uses a single drive motor to simultaneously drive the wheels on both sides. It has the advantage of a compact structure, greatly reducing production and manufacturing costs. At the same time, it can adapt to different driving needs, increase the vehicle's controllability and adaptability, and enable it to better cope with complex driving environments and mission requirements.

[0009] According to some technical solutions of the present invention, the first transmission assembly includes a first gear mechanism, an input end of the first gear mechanism can be engaged by the engagement member to rotate under the drive of the first output shaft, and an output end of the first gear mechanism is in transmission connection with the transmission shaft;

[0010] The second transmission assembly includes a second gear mechanism. The input end of the second gear mechanism can be engaged by the engagement member to rotate under the drive of the first output shaft. The output end of the second gear mechanism is in driving connection with the transmission shaft. The second gear mechanism is configured with an idler gear so that the rotation direction of the output end of the second gear mechanism is opposite to the rotation direction of the output end of the first gear mechanism. By providing the idler gear in the second gear mechanism, the rotation direction of the output end can be changed, thereby changing the direction of rotation of the wheel.

[0011] According to some technical solutions of the present invention, the first gear mechanism includes a first driving gear and a first transmission gear, the first transmission gear is connected to the transmission shaft, and the first driving gear is meshed with the first transmission gear;

[0012] The second gear mechanism includes a second driving gear, a second transmission gear, and the idler gear. The first driving gear and the second driving gear are axially spaced and opposed to each other. The engaging member is disposed between the first driving gear and the second driving gear to selectively axially engage with the first driving gear or the second driving gear. The idler gear meshes between the second driving gear and the second transmission gear. The second transmission gear is connected to the transmission shaft. By controlling the engaging member to selectively engage with the first driving gear and the second driving gear on both sides, the idler gear causes the second transmission gear to rotate in the same direction as the second driving gear, thereby driving the transmission shaft to rotate in a second direction that is the same as the rotation direction of the first output shaft, thereby achieving opposite rotation directions of the wheels and realizing flexible switching and direction changes of power.

[0013] According to some technical solutions of the present invention, the first gear mechanism is configured as a reduction gear set.

[0014] According to some technical solutions of the present invention, the second gear mechanism is configured as a reduction gear set. By configuring the first gear mechanism and / or the second gear mechanism as a reduction gear set, the load on the motor can be reduced during low speeds or braking conditions, thereby extending the motor's service life. Furthermore, the reduction gear set can improve the motor's response speed and acceleration, enabling faster vehicle start and acceleration.

[0015] According to some technical solutions of the present invention, the engaging member is one of a brake, a clutch or a synchronizer. Under the action of the engaging member, the first transmission assembly and the second transmission assembly can be connected or disconnected, thereby achieving the purpose of wheel reversing.

[0016] According to some technical solutions of the present invention, the distributed electric drive system also includes a clutch, one end of which is drivingly connected to the drive shaft and the other end of which is connected to the wheel. The introduction of the clutch further enhances the flexibility and controllability of power transmission. By controlling the clamping force of the clutches on both sides of the drive motor, the torque distribution transmitted to the two wheels is controlled.

[0017] According to some technical solutions of the present invention, the distributed electric drive system further includes a reduction mechanism, the input end of which is connected to the drive shaft, and the output end of which is configured for transmission connection to the wheels. This allows the reduction mechanism to adapt to different driving and mission requirements. By adjusting the reduction ratio of the reduction mechanism, it can adapt to different vehicle speeds, loads, and terrain conditions, thereby improving the vehicle's adaptability and performance.

[0018] According to some technical solutions of the present invention, the reduction mechanism includes a first output gear and a second output gear that are meshed together. The first output gear is connected to the transmission shaft, and the second output gear is connected to a second output shaft, which is configured to be transmission-connected to the wheel. Thus, the first and second output gears achieve power transmission through meshing. Specifically, the first output gear is connected to the transmission shaft to receive power from the transmission shaft, while the second output gear is connected to the wheel via the second output shaft to transmit power to the wheel.

[0019] According to some technical solutions of the present invention, the second output shaft is coaxially arranged with the first output shaft. This can reduce the installation space of the distributed electric drive system and the circumferential size of the entire power transmission system, further reducing the complexity of the entire structure.

[0020] According to some technical solutions of the present invention, a clutch is provided on the second output shaft, and the clutch is connected between the second output gear and the wheel.

[0021] According to some technical solutions of the present invention, the distributed electric drive system further includes a housing assembly, comprising a motor housing, a left housing, and a right housing. The two sides of the motor housing are connected to the left housing and the right housing, respectively. The drive motor is mounted within the motor housing, and the axial ends of the first output shaft are supported on the left housing and the right housing, respectively, via bearings. Providing the housing assembly makes the entire distributed electric drive system more stable and compact, increases the structural strength and stability of the entire system, and facilitates improved vehicle controllability and safety.

[0022] The technical solutions of the second aspect of the present invention propose a vehicle, comprising a vehicle body, wheels, and an electric drive system, wherein the wheels are mounted on the vehicle body, and the electric drive system comprises the distributed electric drive system described in any of the above embodiments, and the distributed electric drive system is used to drive the two wheels to move. By incorporating the distributed electric drive system of any of the above embodiments into a vehicle, only one drive motor is required for the entire vehicle, and one drive motor drives the wheels on both sides to move at the same time. This has the advantages of a compact structure and greatly reduced production and manufacturing costs, and can also greatly reduce the overall weight of the vehicle. Furthermore, by providing a reversing device, the wheels on both sides can achieve the function of turning in opposite directions, can adapt to different driving requirements, increase the vehicle's controllability and adaptability, and enable it to better cope with complex driving environments and task requirements. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] FIG1 is a schematic diagram of a distributed electric drive system according to an embodiment of the present application;

[0024] FIG2 is a partially enlarged view of a distributed electric drive system according to an embodiment of the present application.

[0025] The corresponding relationship between the reference numerals and component names is as follows:

[0026] 1 driving motor, 11 first output shaft;

[0027] 2 reversing device, 21 first transmission assembly, 211 first driving gear, 212 first transmission gear, 22 engaging member, 23 second transmission assembly, 231 second driving gear, 232 second transmission gear, 233 idler gear;

[0028] 3. Drive shaft;

[0029] 4 reduction mechanism, 41 first output gear, 42 second output gear, 43 second output shaft;

[0030] 5 housing assembly, 51 motor housing, 52 left housing, 521 first housing member, 522 second housing member, 523 third housing member, 53 right housing;

[0031] 6 Clutch. DETAILED DESCRIPTION

[0032] The present invention provides a distributed electric drive system and vehicle. To make the objectives, technical solutions, and effects of the present invention more clear and explicit, the present invention is further described in detail below with reference to the accompanying drawings and examples. It should be understood that the specific examples described herein are merely illustrative of the present invention and are not intended to limit the scope of protection of the present invention.

[0033] In the description of the present invention, it should be understood that the terms "upper", "lower", "inside", "outside", etc., indicating orientations or positional relationships, are based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present invention.

[0034] In the description of the present invention, it should be noted that, unless otherwise expressly specified or limited, the terms "mounted," "connected," and "connected" should be understood in a broad sense. For example, they may refer to fixed connections, detachable connections, or integral connections; mechanical connections, electrical connections, or mutual communication; direct connections or indirect connections through an intermediate medium; and internal communication between two components or interaction between two components. Those skilled in the art will understand the specific meanings of the above terms in the present invention based on specific circumstances.

[0035] The preferred embodiments of the present application are further described in detail below in conjunction with the drawings of this specification.

[0036] Please refer to Figures 1 and 2 , an embodiment of one aspect of the present application provides a distributed electric drive system, including a drive motor 1 , a first transmission device, and a second transmission device.

[0037] The drive motor 1 includes a first output shaft 11, with the first and second transmission devices connected to their respective axial ends. Thus, the first and second transmission devices are located on either side of the drive motor 1 and are each connected to a wheel. Driven by the first output shaft of the drive motor 1, the first and second transmission devices rotate their connected wheels.

[0038] Among them, the first transmission device and the second transmission device both include a reversing device 2 and a drive shaft 3, the reversing device 2 includes a first transmission component 21, a coupling 22 and a second transmission component 23, the drive shaft 3 is used to be connected to the wheel transmission, the coupling 22 is connected to the first output shaft 11, the coupling 22 is used to select one of the first transmission component 21 and the second transmission component 23 as the connection object, the coupling 22 transmits the power of the first output shaft 11 to the connection object by engaging with the connection object, wherein the first transmission component 21 is configured to be used to drive the drive shaft 3 to rotate in a first direction under the drive of the first output shaft 11, and the second transmission component 23 is configured to be used to drive the drive shaft 3 to rotate in a second direction under the drive of the first output shaft 11, and the first direction is opposite to the second direction.

[0039] To give a more detailed example, taking the counterclockwise rotation of the wheel as the first direction, and the rotation of the wheel in the first direction as the forward direction of the vehicle, when the coupling 22 is connected to the first transmission component 21, the first output shaft 11 of the drive motor 1 rotates to drive the first transmission component 21 to drive the transmission shaft 3 to rotate, and the transmission shaft 3 drives the wheel to rotate in the first direction. In this way, when one side of the wheel needs to be reversed, the second transmission component 23 is selected as the connection object by controlling the coupling 22 connected to the wheel on that side, and the first output shaft 11 of the drive motor 1 rotates to drive the second transmission component 23 to rotate to drive the transmission shaft 3, and the transmission shaft 3 drives the wheel to rotate in the second direction to achieve wheel reversal.

[0040] Furthermore, by controlling the coupling members 22 on both sides of the drive motor 1 to respectively engage the first transmission assembly 21 and the second transmission assembly 23, the wheels on the left and right sides of the distributed electric drive system rotate in different directions, thereby realizing the function of turning left and right or turning around the vehicle. In this way, the function of distributed electric drive is realized by a single drive motor 1. The structure of the distributed electric drive system is compact and simple, greatly reducing production and manufacturing costs. When the distributed electric drive system is applied to a vehicle, the electric drive system of the entire vehicle only needs to be arranged with a single drive motor 1, which greatly reduces the weight and structural complexity of the vehicle. At the same time, it can adapt to different driving requirements, increase the controllability and adaptability of the vehicle, and enable it to better cope with complex driving environments and task requirements.

[0041] In some embodiments, the first transmission assembly 21 includes a first gear mechanism, the input end of which can be engaged by the engagement member 22 to rotate under the drive of the first output shaft 11 , and the output end of the first gear mechanism is in transmission connection with the transmission shaft 3 .

[0042] The second transmission assembly 23 includes a second gear mechanism. The input end of the second gear mechanism can be engaged by a coupling member 22, allowing rotation driven by the first output shaft 11. The output end of the second gear mechanism is in driving connection with the transmission shaft 3. An idler gear 233 is configured within the second gear mechanism to ensure that the output end of the second gear mechanism rotates in the opposite direction to that of the output end of the first gear mechanism. By configuring the first and second gear mechanisms, power can be transmitted through multiple gears, enabling the system to withstand greater torque and power, achieving high-precision and high-efficiency power transmission, and conveniently adjusting speed and direction, thereby improving the vehicle's power transmission performance and handling stability.

[0043] The second transmission assembly 23 is equipped with an idler gear 233. Specifically, an idler gear is a gear that transmits power between two non-contacting transmission gears. The idler gear meshes with both gears to change the rotational direction of the driven gear to match that of the driving gear. By including the idler gear 233 in the second gear mechanism, the output direction of the output can be changed, thereby changing the direction of the wheel.

[0044] In some embodiments, the first gear mechanism includes a first driving gear 211 and a first transmission gear 212 . The first transmission gear 212 is connected to the transmission shaft 3 , and the first driving gear 211 is meshed with the first transmission gear 212 .

[0045] The second gear mechanism includes a second driving gear 231, a second transmission gear 232 and an idler gear 233. The first driving gear 211 and the second driving gear 231 are axially spaced and opposed to each other. The engaging member 22 is provided between the first driving gear 211 and the second driving gear 231 to selectively axially engage with the first driving gear 211 or the second driving gear 231. The idler gear 233 is meshed between the second driving gear 231 and the second transmission gear 232. The second transmission gear 232 is connected to the transmission shaft 3.

[0046] Specifically, the first driving gear 211 and the second driving gear 231 are axially spaced apart from each other, the coupling 22 is connected to the first output shaft 11 of the drive motor 1, the first driving gear 211 and the second driving gear 231 are sleeved on the first output shaft 11 of the drive motor 1, and the coupling 22 is located between the first driving gear 211 and the second driving gear 231. By controlling the coupling 22 to selectively engage with the first driving gear 211 or the second driving gear 231 on both sides, the first driving gear 211 or the second driving gear 231 rotates with the first output shaft 11, and the wheel rotation direction is changed under the action of the idler gear, thereby realizing flexible switching of power and change of direction.

[0047] In detail, please refer to Figure 2. When the coupling member 22 is connected to the first driving gear 211, the rotation direction of the first driving gear 211 is the same as the rotation direction of the first output shaft 11, and the first transmission gear 212 is engaged with the first driving gear 211, thereby driving the first transmission gear 212 and the transmission shaft 3 to rotate along a first direction opposite to the rotation direction of the first output shaft 11. When the coupling member 22 is connected to the second driving gear 231, under the action of the idler gear 233, the rotation direction of the second transmission gear 232 is the same as the rotation direction of the second driving gear 231, thereby driving the transmission shaft 3 to rotate along a second direction that is the same as the rotation direction of the first output shaft 11.

[0048] In certain embodiments, the first gear mechanism is configured as a reduction gear set.

[0049] In certain embodiments, the second gear mechanism is configured as a reduction gear set. By configuring the first and / or second gear mechanisms as reduction gear sets, the load on the motor during low speeds or braking conditions can be reduced, extending the motor's service life. Furthermore, the reduction gear set can improve the motor's response speed and acceleration, enabling faster vehicle launch and acceleration.

[0050] In some embodiments, the coupling member 22 is a brake, a clutch, or a synchronizer. Thus, the coupling member 22 can connect or disconnect the first transmission assembly and the second transmission assembly, thereby achieving the purpose of wheel reversing.

[0051] For example, the coupling member 22 of the present application adopts a synchronizer, through which the first transmission component and the second transmission component can be smoothly connected or disconnected. The application of the synchronizer can reduce the impact caused by selecting to engage the first transmission component or the second transmission component, so as to achieve smooth power transmission and switching operations.

[0052] In some embodiments, the distributed electric drive system further includes a clutch 6 , one end of which is connected to the drive shaft 3 and the other end of which is connected to the wheels. The introduction of the clutch 6 further enhances the flexibility and controllability of power transmission. By controlling the pressing force of the clutch 6 on both sides of the drive motor 1, the torque distribution transmitted to the two wheels can be controlled.

[0053] Specifically, when the vehicle needs to accelerate or travel on slippery roads, more torque can be distributed to the drive wheels to improve acceleration performance and handling stability. When the vehicle needs to decelerate or travel on bumpy roads, more torque can be distributed to the driven wheels to increase braking effectiveness and reduce the impact of bumps on the vehicle. Alternatively, based on requirements such as U-turns and direction changes, the clamping force of the left and right clutches can be controlled to achieve torque transmission and distribution between the left and right wheels. By precisely controlling clutch operation, more precise speed control and power transmission can be achieved to meet various driving needs and mission requirements.

[0054] In certain embodiments, the distributed electric drive system further includes a reduction gear mechanism 4, the input of which is connected to the drive shaft 3, and the output of which is connected to the wheels. The introduction of reduction gear mechanism 4 further reduces the speed of power transmission from the drive motor 1 to the wheels, achieving more efficient and smoother power output, which helps improve the vehicle's handling and stability, particularly at low speeds or during braking. In this way, reduction gear mechanism 4 can adapt to different driving needs and mission requirements. By adjusting the reduction ratio of reduction gear mechanism 4, it can adapt to different vehicle speeds, loads, and terrain conditions, thereby improving the vehicle's adaptability and performance.

[0055] For example, the reduction mechanism 4 can be a gear reduction mechanism or a planetary gear reduction mechanism. The gear reduction mechanism has high transmission efficiency and stability, while the planetary gear reduction mechanism has high load capacity and compact structure, and can be applied to vehicles with different requirements.

[0056] In certain embodiments, the reduction mechanism 4 includes a first output gear 41 and a second output gear 42 that mesh with each other. The first output gear 41 is connected to the transmission shaft 3, and the second output gear 42 is connected to a second output shaft 43, which is configured to be in transmission connection with the wheels. Thus, the first output gear 41 and the second output gear 42 are meshed with each other to achieve power transmission. The first output gear 41 is connected to the transmission shaft 3 to receive power from the transmission shaft 3, while the second output gear 42 is connected to the wheels via the second output shaft 43 to transmit power to the wheels.

[0057] Of course, the number of teeth and the speed ratio of the first output gear 41 and the second output gear 42 can be adjusted as needed. By changing the number of teeth and the speed ratio, the reduction ratio of the reduction mechanism can be changed to adapt to different vehicle designs and usage requirements.

[0058] In some embodiments, the second output shaft 43 is coaxially arranged with the first output shaft 11. Specifically, referring to FIG2 , the first output shaft 11 and the second output shaft 43 of the drive motor 1 are coaxially arranged. This can reduce the installation space of the distributed electric drive system and the circumferential size of the entire power transmission system, further reducing the complexity of the entire structure.

[0059] Furthermore, in combination with the first gear mechanism of the fixed-axis gear train adopted in the first transmission assembly 21 and the second gear mechanism of the fixed-axis gear train adopted in the second transmission assembly 23, the fixed-axis gear train means that the axis center lines of each gear are fixed and are not affected by the bending deformation and various movements of the shaft, thereby ensuring the stability and efficiency of power transmission, further reducing the circumferential size and structural complexity of the distributed electric drive system, and reducing the circumferential envelope, thereby improving the heat dissipation performance of the vehicle and reducing the noise level, thereby improving the comfort and performance of the vehicle.

[0060] In certain embodiments, a clutch 6 is provided on the second output shaft 43, connected between the second output gear 42 and the wheels. Specifically, referring to FIG2 , the second output shaft 43 serves as the output end of the reduction mechanism 4 . The second output gear 42 is sleeved on one axial end of the second output shaft 43 , and the other axial end of the second output shaft 43 is connected to the wheels. A clutch 6 is provided on the second output shaft 43 , connected to the second output shaft 43 between the second output gear 42 and the wheels. By controlling the pressing force of the clutch 6 , the torque distribution transmitted by the electric drive system to both wheels is controlled, thereby achieving more precise speed control and power transmission to meet various driving needs and mission requirements.

[0061] In some embodiments, the distributed electric drive system also includes a housing assembly 5, which includes a motor housing 51, a left housing 52 and a right housing 53. The two sides of the motor housing 51 are respectively connected to the left housing 52 and the right housing 53. The drive motor 1 is installed in the motor housing 51, and the axial ends of the first output shaft 11 are respectively supported on the left housing 52 and the right housing 53 by bearings.

[0062] Among them, the two sides of the motor housing 51 are respectively connected to the left housing 52 and the right housing 53, and the drive motor 1 is installed in the motor housing 51, so that the drive motor 1 can be better protected during operation, which is conducive to improving the service life and reliability of the drive motor 1. By providing the housing assembly 5, the entire distributed electric drive system is more stable and compact, increasing the structural strength and stability of the entire system, which is conducive to improving the vehicle's controllability and safety. Moreover, the axial ends of the first output shaft 11 are supported by bearings on the left housing 52 and the right housing 53 respectively. This design allows the first output shaft 11 to be better supported and protected during operation, which is conducive to improving the service life and stability of the first output shaft.

[0063] In more detail, the left housing 52 includes a first housing 521, a second housing 522, and a third housing 523. The second housing 522 is connected between the first and third housings 521, 523. One axial end of the first output shaft 11 of the drive motor 1 is connected to the first housing 521 via a bearing. The first and second housings 521, 522 enclose a space for accommodating the deflection device 2, while the second and third housings 522, 523 enclose a space for accommodating the reduction mechanism 4 and the transmission shaft 3. The configuration of the right housing 53 can be consistent with that of the left housing 52.

[0064] The second aspect of the present application discloses a vehicle, comprising a vehicle body, wheels, and an electric drive system, wherein the wheels are mounted on the vehicle body, and the electric drive system comprises a distributed electric drive system as in any of the above-mentioned embodiments, wherein the distributed electric drive system is used to drive the movement of two wheels. By incorporating the distributed electric drive system of any of the above-mentioned embodiments into a vehicle, only one drive motor is required for the entire vehicle, and the one drive motor simultaneously drives the movement of the wheels on both sides, thereby having the advantages of a compact structure, greatly reducing production and manufacturing costs, and greatly reducing the overall weight of the vehicle. Furthermore, by providing a reversing device, the wheels on both sides can achieve the function of turning in opposite directions, which can adapt to different driving requirements, thereby increasing the vehicle's controllability and adaptability, and enabling it to better cope with complex driving environments and mission requirements.

[0065] It is understandable that those skilled in the art can make equivalent substitutions or changes based on the technical solution and inventive concept of the present invention, and all such changes or substitutions should fall within the scope of protection of the present invention.

Claims

1. A distributed electric drive system, characterized in that, It includes a driving motor, a first transmission device and a second transmission device. The driving motor is provided with a first output shaft. Axial ends of the first output shaft are correspondingly connected to the first transmission device and the second transmission device. Both the first transmission device and the second transmission device include: a commutation device and a transmission shaft. The commutation device includes a first transmission component, an engaging member and a second transmission component. The transmission shaft is used for driving connection with a wheel. The engaging member is connected to the first output shaft. The engaging member is used for selecting one of the first transmission component and the second transmission component as a connection object. The engaging member transmits the power of the first output shaft to the connection object by engaging with the connection object. Wherein, the first transmission component is configured to be able to drive the transmission shaft to rotate in a first direction under the drive of the first output shaft. The second transmission component is configured to be able to drive the transmission shaft to rotate in a second direction under the drive of the first output shaft. The first direction is opposite to the second direction.

2. The distributed electric drive system according to claim 1, wherein the first transmission component includes a first gear mechanism. An input end of the first gear mechanism can be engaged by the engaging member to rotate under the drive of the first output shaft. An output end of the first gear mechanism is in driving connection with the transmission shaft; the second transmission component includes a second gear mechanism. An input end of the second gear mechanism can be engaged by the engaging member to rotate under the drive of the first output shaft. An output end of the second gear mechanism is in driving connection with the transmission shaft. An idle gear is arranged in the second gear mechanism so that a rotation direction of an output end of the second gear mechanism is opposite to a rotation direction of an output end of the first gear mechanism.

3. The distributed electric drive system according to claim 2, wherein the first gear mechanism includes a first driving gear and a first transmission gear. The first transmission gear is connected to the transmission shaft. The first driving gear meshes with the first transmission gear; the second gear mechanism includes a second driving gear, a second transmission gear and the idle gear. The first driving gear and the second driving gear are axially spaced and opposite to each other. The engaging member is arranged between the first driving gear and the second driving gear to selectively axially engage with the first driving gear or the second driving gear. The idle gear meshes between the second driving gear and the second transmission gear. The second transmission gear is connected to the transmission shaft.

4. The distributed electric drive system according to claim 1, wherein the engaging member is one of a brake, a clutch or a synchronizer.

5. The distributed electric drive system according to claim 1, wherein, It further includes: a clutch. One end of the clutch is in driving connection with the transmission shaft. The other end of the clutch is used for connection with the wheel.

6. The distributed electric drive system according to any one of claims 1-5, characterized in that, It further includes: a reduction mechanism. An input end of the reduction mechanism is connected to the transmission shaft. The output end of the reduction mechanism is used for driving connection with the wheel.

7. The distributed electric drive system according to claim 6, wherein The reduction mechanism includes a first output gear and a second output gear that are in meshing transmission. The first output gear is connected to the transmission shaft, and the second output gear is connected to a second output shaft. The second output shaft is used for driving connection with the wheel.

8. The distributed electric drive system according to claim 7, wherein the second output shaft is coaxially arranged with the first output shaft; and / or a clutch is provided on the second output shaft, and the clutch is connected between the second output gear and the wheel.

9. The distributed electric drive system according to any one of claims 1-5, characterized in that It further includes: a housing assembly, which includes a motor housing, a left housing, and a right housing. The two sides of the motor housing are respectively connected to the left housing and the right housing. The drive motor is installed in the motor housing, and the axial two ends of the first output shaft are respectively supported on the left housing and the right housing through bearings.

10. A vehicle, characterized in that, It includes a vehicle body, wheels, and an electric drive system. The wheels are installed on the vehicle body. The electric drive system includes the distributed electric drive system according to any one of claims 1 to 9. The distributed electric drive system is used to drive the two wheels to move.

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