Distributed electric drive system and vehicle

Abstract

A distributed electric drive system and a vehicle. The distributed electric drive system comprises a speed reduction device (1), two opposite sides of the speed reduction device (1) being correspondingly provided with a first input end and a second input end; a first driving device (2) and second driving device (3) located on the two opposite sides of the speed reduction device (1), the first driving device (2) being connected to the first input end, the second driving device (3) being connected to the second input end, and the speed reduction device (1), the first driving device (2) and the second driving device (3) defining an accommodating space; and a controller (4) having a first mounting part (41), the first mounting part (41) being arranged in the accommodating space and corresponding to the speed reduction device (1) in the up-down direction.

Description

Distributed electric drive systems and vehicles

[0001] Cross-reference to related applications

[0002] This application claims priority to Chinese patent applications filed on May 27, 2024, with application number 202410666135.5 and title "Distributed Electric Drive System and Vehicle", and filed on May 27, 2024, with application number 202421172539.0 and title "Distributed Electric Drive System and Vehicle", the entire contents of which are incorporated herein by reference. Technical Field

[0003] This application relates to the field of vehicle technology, and mainly to a distributed electric drive system and vehicle. Background Technology

[0004] Existing distributed electric drive technology integrates dual motors and dual electronic controls. Since the size of the motors and controllers is usually large, and each drive system needs to be connected to the vehicle's chassis and body, the envelope size is large, which brings difficulties to the overall vehicle layout. Summary of the Invention

[0005] In view of the shortcomings of the prior art, the purpose of this application is to provide a distributed electric drive system and vehicle, which optimizes the layout design of the distributed electric drive system, improves the integration of the distributed electric drive and reduces the envelope size.

[0006] To achieve the above objectives, this application adopts the following technical solution:

[0007] Some embodiments of this application propose a distributed electric drive system, including:

[0008] A speed reduction device, with a first input terminal and a second input terminal respectively on opposite sides of the speed reduction device;

[0009] The first drive device and the second drive device are located on opposite sides of the deceleration device. The first drive device is connected to the first input end, and the second drive device is connected to the second input end. The deceleration device, the first drive device and the second drive device form an accommodating space.

[0010] The controller has a first mounting part, which is installed in the accommodating space and corresponds vertically to the deceleration device.

[0011] This application discloses a distributed electric drive system. A reduction gear and a first and second drive unit located on either side form an accommodating space. Because the controller has a first mounting portion, which corresponds vertically to the reduction gear and is located within the accommodating space formed by the first and second drive units, this significantly reduces the height difference between the controller and the first and second drive units, minimizing the overall height of the distributed electric drive system and making it more compact within a limited space. Furthermore, it facilitates direct connection between the three-phase motor wires of the drive unit and the controller's copper busbar, shortening the connection path and reducing cable bends, thereby improving signal transmission efficiency and reducing potential failure points. It also significantly saves copper usage, reducing the demand for copper materials and thus lowering manufacturing costs.

[0012] In some embodiments of this application, the corresponding two ends of the deceleration device are a first end and a second end. One end of the first mounting part is installed in the accommodating space and is correspondingly arranged with respect to the first end. Second mounting parts are provided on both opposite sides of the other end of the first mounting part, and the two second mounting parts are located on opposite sides of the second end. By distributing the second mounting parts of the controller on opposite sides of the second end of the deceleration device, the space on both sides of the output end of the second end of the deceleration device can be fully utilized, further reducing the height of the distributed electric drive system configuration.

[0013] In some embodiments of this application, a groove is formed between the first mounting portion and the second mounting portions on both sides, and the second end of the reduction gear is at least partially located within the groove. By forming a groove between the two second mounting portions and the first mounting portion, the size of the second mounting portion along the axial direction of the first and second drive devices is increased, allowing the controller to accommodate more controller components. At the same time, the reduction gear and the second mounting portion can at least partially overlap in the height direction without increasing the height of the distributed electric drive system, thereby reducing the height of the distributed electric drive system.

[0014] In some embodiments of this application, a first input terminal and a second input terminal are located on opposite sides of the first terminal, and a first output terminal and a second output terminal are correspondingly provided on opposite sides of the second terminal. Thus, the input terminal is connected to the corresponding first or second driving device as the power source for the reduction gear, and the output terminal is connected to other transmission devices as the power output terminal for the reduction gear.

[0015] In some embodiments of this application, a first output shaft and a second output shaft are also included. The first output shaft connects the first output end to the wheel, and the second output shaft connects the second output end to the wheel. One second mounting portion corresponds vertically to the first output shaft, and the other second mounting portion corresponds vertically to the second output shaft. By aligning the second mounting portions vertically with the first or second output shaft, and with the two second mounting portions located on opposite sides of the second end and higher than the corresponding first and second output ends in the vertical direction, when the distributed electric drive system is applied in a vehicle, not only can the space between the first output shaft and the bottom of the vehicle be fully utilized to install the controller, but the controller can also be better protected, thereby improving the stability of the structure.

[0016] In some embodiments of this application, a first electrical connector and a second electrical connector are used. The first electrical connector is located above the axial centerline of the first driving device and opposite to the second mounting portion on the same side. The first electrical connector is used to connect the first driving device and the second mounting portion. The second electrical connector is located above the axial centerline of the second driving device and opposite to the second mounting portion on the same side. The second electrical connector is used to connect the second driving device and the second mounting portion. By placing the first electrical connector above the axial centerline of the first driving device and opposite to the second mounting portion, the electrical connection between the first driving device and the second mounting portion is a direct connection structure, avoiding the need for other connections to increase the length and bending degree of the wire, thereby enhancing electrical stability. Similarly, the electrical connection between the second driving device and the second mounting portion is also a direct connection structure, which can shorten the connection path and reduce the bending degree of the cable, thereby improving signal transmission efficiency, reducing failure points, and greatly saving copper usage.

[0017] In some embodiments of this application, a first opening is provided above the axial center line of the first drive device and on the side facing the first electrical connector, and a second mounting part located on the same side as the first drive device is provided with a second opening. The first opening and the second opening are arranged opposite to each other. One side of the first electrical connector is connected to the first drive device through the first opening, and the other side of the first electrical connector is connected to the second mounting part arranged on the same side through the second opening.

[0018] In some embodiments of this application, a third opening is provided above the axial center line of the second drive device and on the side facing the second electrical connector, and a fourth opening is provided on the second mounting part located on the same side as the second drive device. The third opening and the fourth opening are arranged opposite to each other. One side of the second electrical connector is connected to the second drive device through the third opening, and the other side of the second electrical connector is connected to the second mounting part arranged on the same side through the fourth opening.

[0019] In some embodiments of this application, a reducer is correspondingly arranged on opposite sides of the deceleration device. The reducer on one side has a first input terminal, and the reducer on the other side has a second input terminal. The two reducers are arranged symmetrically at the center or translated along opposite sides of the deceleration device. By arranging the two reducers symmetrically at the center or translated along opposite sides of the deceleration device, the stability of the system can be enhanced, it helps to balance the forces and torques within the system, reduces vibration and imbalance, and makes fuller use of space, making the entire system more compact and efficient.

[0020] In some embodiments of this application, the reducer includes a primary reduction gear set and a secondary reduction gear set. The primary reduction gear set is located at one end of the corresponding two ends of the reduction device, and the secondary reduction gear set is located at the other end of the corresponding two ends of the reduction device. The output end of the primary reduction gear set is driven and coaxially connected to the input end of the secondary reduction gear set. By correspondingly setting the input end of the primary reduction gear set and the output end of the secondary reduction gear set at the corresponding two ends of the reduction device, the space utilization of the reducer along the length of the vehicle body can be effectively utilized. The coaxial drive connection between the output end of the primary reduction gear set and the input end of the secondary reduction gear set shortens the occupied size along the length of the vehicle body, making the overall structure of the distributed electric drive system more compact.

[0021] In some embodiments of this application, the first-stage reduction gear set has a first input end, and the second-stage reduction gear set has a first output end. The first-stage reduction gear set is positioned closer to the first drive device than the second-stage reduction gear set. This reduces interference between the output end of the second-stage reduction gear set and the housing of the first drive device, thereby reducing the likelihood of the drive device needing to move outward to avoid interference, which would increase the axial distance.

[0022] In some embodiments of this application, a locking mechanism is also included, which is connected between two reducers. The locking mechanism engages the two reducers to transfer the deceleration power from one side to the other. Connecting the two reducers with the locking mechanism increases the vehicle's traction. When the locking mechanism engages both reducers, while one reducer is engaged, the locking mechanism transfers power to the other, allowing both reducers to work together to provide greater driving force, which helps the vehicle overcome obstacles and get out of trouble.

[0023] In some embodiments of this application, a first input shaft and a second input shaft are further included. The first input shaft is driveably connected between the first drive device and the reducer on the corresponding side, and the second input shaft is driveably connected between the second drive device and the reducer on the corresponding side. A locking mechanism is disposed between the first input shaft and the second input shaft. Specifically, the first input shaft and the second input shaft are used for power transmission, transmitting the power of the first drive device and the second drive device to the reducer, while the locking mechanism disposed between the first input shaft and the second input shaft enables synchronous power transmission between the reducers on both sides.

[0024] In some embodiments of this application, the locking mechanism includes a synchronizer.

[0025] In some embodiments of this application, an oil pump assembly is also included. The oil pump assembly is disposed below the first mounting portion and between the first drive device and the second drive device. The tops of both the first and second drive devices protrude upward relative to the top of the oil pump assembly. The oil pump assembly is used to deliver cooling oil to the first and second drive devices. By integrating the design of the oil pump assembly, the oil passage path for delivering cooling oil to both sides is shortened, and the oil passage processing technology is also simplified.

[0026] In some embodiments of this application, the reduction gear is externally provided with a reduction gear housing, and the reduction gear housing is recessed to form a mounting groove, in which the oil pump assembly is installed. This allows for more efficient use of the space between the reduction gear, the first mounting portion of the controller, the first drive device, and the second drive device, further optimizing the overall system dimensions. Furthermore, installing the oil pump assembly in the mounting groove enhances its stability and prevents displacement or vibration during operation.

[0027] In some embodiments of this application, a sensor device is also included. This sensor device is electrically connected to the first and second drive devices and is used to sense and acquire operating state parameters of the first and second drive devices. The sensor device is positioned above the reduction gear, corresponding vertically to the reduction gear and located between the first and second drive devices. By integrating the sensor device into the area between the first and second drive devices, the limited space can be utilized to the maximum extent, thereby reducing the axial dimensions of the first and second drive devices. When applied to vehicles, this correspondingly reduces the dimensions of the distributed electric drive system along the vehicle width direction.

[0028] In some embodiments of this application, the electrical connection lines between the first drive device and the second drive device are integrated and installed between the first drive device and the second drive device. Compared with the prior art, which disperses the electrical connection lines on both sides of the motor end cover, integrating the electrical connection lines between the first drive device and the second drive device can significantly reduce the axial dimension of the distributed electric drive system, making the entire system more compact, and also reducing the length of the electrical connection lines and the complexity of the installation design.

[0029] In some embodiments of this application, the controller includes a controller housing, which is T-shaped.

[0030] Some embodiments of this application propose a vehicle characterized by including a vehicle body, wheels, and an electric drive system. The wheels are mounted on the vehicle body, and the electric drive system includes a distributed electric drive system as described in some embodiments of this application, which is used to drive the movement of two wheels.

[0031] The vehicle disclosed in this application, by applying the distributed electric drive system of any of the above embodiments, forms a height difference design between the first drive device and the second drive device, and a reduction device is installed between the first drive device and the second drive device. It makes full use of the space between the first drive device, the second drive device and the reduction device to effectively reduce the height dimension of the electric drive system. Furthermore, in specific combination with the corresponding structural design, it makes full use of the space between the first drive device and the second drive device, thereby effectively reducing the axial dimension of the electric drive system. Attached Figure Description

[0032] Figure 1 is a spatial structure diagram of a distributed electric drive system according to an embodiment of this application;

[0033] Figure 2 is one of the exploded views of a distributed electric drive system according to an embodiment of this application;

[0034] Figure 3 is a second exploded view of a distributed electric drive system according to an embodiment of this application;

[0035] Figure 4 is a left view of a distributed electric drive system according to an embodiment of this application;

[0036] Figure 5 is a schematic diagram of the transmission structure of a distributed electric drive system according to an embodiment of this application;

[0037] Figure 6 is a schematic diagram of the structure of an oil pump assembly according to an embodiment of this application.

[0038] The correspondence between the reference numerals and component names in the attached drawings is as follows: 1. Reduction gear, 101. Mounting groove, 102. Accommodating space, 103. Groove, 104. First opening, 11. Reducer, 111. First stage reduction gear set, 1111. First stage driving gear, 1112. First stage driven gear, 112. Second stage reduction gear set, 1121. Second stage driving gear, 1122. Second stage driven gear, 12. Reducer housing; 2. First drive device; 3. Second drive device; 4. Controller, 41. First mounting part, 42. Second mounting part; 51. First output shaft, 52. Second output shaft; 61. First input shaft, 62. Second input shaft; 71. First electrical connector, 72. Second electrical connector; 8. Locking mechanism; 9. Oil pump assembly, 91. Electric oil pump motor, 92. Pump head, 93. Electric oil pump housing. Detailed Implementation

[0039] This application provides a distributed electric drive system and vehicle. To make the purpose, technical solution, and effects of this application clearer and more explicit, the following detailed description is provided with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only for explaining this application and are not intended to limit the scope of protection of this application.

[0040] In the description of this application, it should be understood that the terms "upper", "lower", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application.

[0041] In the description of this application, it should be noted that, unless otherwise expressly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection, an electrical connection, or a connection that allows communication between them; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication between two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0042] Existing distributed electric drive technology integrates dual motors and dual electronic controls. The size of the motors and controllers is usually large, and each drive system needs to be connected to the chassis and body of the vehicle, resulting in a large envelope size, which makes the layout of the whole vehicle difficult.

[0043] Based on this, some embodiments of this application propose a distributed electric drive system, including a reduction gear 1, a first drive device 2, a second drive device 3, and a controller 4.

[0044] Please refer to Figures 1 to 4. The deceleration device 1 has a first input terminal and a second input terminal on opposite sides. The first driving device 2 and the second driving device 3 are located on opposite sides of the deceleration device 1. The first driving device 2 is connected to the first input terminal, and the second driving device 3 is connected to the second input terminal. The deceleration device 1, the first driving device 2 and the second driving device 3 form an accommodating space 102. The controller 4 has a first mounting part 41, which is vertically aligned with the deceleration device 1 and located between the first driving device 2 and the second driving device 3.

[0045] As shown in Figure 2, the first drive device 2 and the second drive device 3 are used to drive the reduction device 1. Under the action of the reduction device 1, the output power of the first drive device 2 and the second drive device 3 can be adjusted according to the actual use requirements. The controller 4 is used to electrically connect with the first drive device 2 and the second drive device 3, thereby controlling the working state of the first drive device 2 and the second drive device 3.

[0046] In order to optimize the spatial configuration design of the distributed electric drive system, both the first drive unit 2 and the second drive unit 3 protrude upwards relative to the reduction gear 1. This arrangement creates an accommodating space 102 between the reduction gear 1 and the first drive units 2 and 3 located on both sides. Since the controller 4 has a first mounting part 41, which corresponds vertically to the reduction gear 1 and is located between the first drive units 2 and 3, the first mounting part 41 can be installed in the aforementioned accommodating space 102. This significantly reduces the height difference between the controller 4 and the first drive units 2 and 3, minimizing the height of the distributed electric drive system and making it more compact within a limited space. Furthermore, the spatial arrangement of the first drive units 2 and 3 being higher than the reduction gear 1 also improves the efficiency of cooling oil delivery from the first drive units 2 and 3 to the reduction gear 1, thereby improving the cooling effect of the distributed electric drive system during transmission. This results in good heat dissipation performance, which is beneficial for the stable operation of the distributed electric drive system under various working conditions and extends its service life.

[0047] More specifically, this layout addresses the problems in existing distributed electric drive systems where the large height difference between the controller 4 and the drive unit increases connection difficulties and leads to messy wiring. The distributed electric drive system design in this application significantly reduces the height difference between the controller 4 and the first drive unit 2 and the second drive unit 3, avoiding the need for the three-phase motor wires of the drive unit to bypass this height difference, thus preventing increased wire length and bending. Long distances and excessive bending can increase cable resistance and affect signal transmission. In the aforementioned distributed electric drive system, the three-phase motor wires of the drive unit can be directly connected to the copper busbar of the controller 4, shortening the connection path and reducing cable bending. This improves signal transmission efficiency, reduces fault points, and significantly saves copper usage, reducing the demand for copper materials and thus lowering manufacturing costs.

[0048] In some embodiments of this application, the corresponding two ends of the speed reduction device 1 are a first end and a second end. The first input end and the second input end are located on opposite sides of the first end, and the opposite sides of the second end are respectively provided with a first output end and a second output end. The first end and the second end of the speed reduction device 1 are respectively configured as an input end and an output end, wherein the input end is connected to the corresponding first driving device 2 or second driving device 3 to serve as the power source of the speed reduction device 1, and the output end is correspondingly connected to other transmission devices to serve as the power output end of the speed reduction device 1.

[0049] Furthermore, one end of the first mounting part 41 is installed in the accommodating space 102 and is correspondingly arranged with the first end. Specifically, as shown in Figures 2 and 4, one end of the first mounting part 41 is vertically corresponding with the first end and is located between the first driving device 2 and the second driving device 3. The other end of the first mounting part 41 is vertically corresponding with the second end. The controller 4 also has a second mounting part 42. The second mounting part 42 is provided on both opposite sides of the other end of the first mounting part 41. The two second mounting parts 42 are located on opposite sides of the second end.

[0050] Specifically, in order to further reduce the height of the distributed electric drive system configuration, the space on one side of the output end of the reduction gear 1 can be fully utilized by further designing the distribution structure of the controller 4. The controller 4 also includes a second mounting part 42 disposed on opposite sides of the other end of the first mounting part 41. In this way, the second mounting part 42 can provide additional space for other auxiliary components or connecting lines. The second mounting part 42 is distributed on opposite sides of the second end of the reduction gear 1. As can be seen from the above embodiment and the accompanying drawings, the second mounting part 42 is arranged with the drive device on the corresponding side, thereby further reducing the spatial height of the distributed electric drive system and improving the system integration.

[0051] In some embodiments of this application, the first mounting portion 41 can be configured as an elongated extension, and the second mounting portion 42 can be configured as an elongated side protrusion, with the two side protrusions located on both sides of the extension. Furthermore, the extension can be vertically aligned with the length of the reduction gear 1, thus making fuller use of the space along the length of the reduction gear 1. Moreover, the side protrusions can be correspondingly mounted between the second end of the reduction gear 1 and the first drive device 2, or between the second end of the reduction gear 1 and the first drive device 2, thereby better utilizing the space of the distributed electric drive system.

[0052] In detail, referring to Figures 1 and 2, the overall shape of the controller 4 is T-shaped, that is, the first mounting part 41 and the second mounting part 42 form a T-shape. The first mounting part 41 is arranged vertically and vertically with the reducer 11, while the second mounting parts 42 on both sides of the first mounting part 41 are distributed on the two outer sides of the second end of the reducer 1 and are arranged opposite to the corresponding first drive device 2 and second drive device 3.

[0053] Of course, this application does not limit the shape of the controller 4 to the T-shape described above. It can also be designed as a convex shape, a tu-shaped shape, etc. As long as the distribution configuration of the first mounting part 41 and the second mounting part 42 described above is included, it is also one of the solutions limited by this application.

[0054] In some embodiments of this application, the first mounting portion 41 and the second mounting portions 42 disposed on both sides form a groove 103, and the second end of the reduction gear 1 is at least partially located within the groove 103. Referring to Figure 1, the groove 103 formed by the two second mounting portions 42 and the first mounting portion 41 is positioned towards the side where the second end of the reduction gear 1 is located. This increases the dimension of the second mounting portion 42 along the height direction of the first drive device 2 or the second drive device 3. On the one hand, this allows the controller 4 to accommodate more controller components; on the other hand, without increasing the height dimension of the distributed electric drive system, the reduction gear 1 and the second mounting portion 42 at least partially overlap in the height direction, thereby reducing the height dimension of the distributed electric drive system.

[0055] Furthermore, the distributed electric drive system also includes a first output shaft 51 and a second output shaft 52. The first output shaft 51 is used to connect the first output end to the wheel, and the second output shaft 52 is used to connect the second output end to the wheel. One second mounting part 42 corresponds vertically to the first output shaft 51, and the other second mounting part 42 corresponds vertically to the second output shaft 52.

[0056] As shown in Figure 5, W1 and W2 refer to the left and right wheels, respectively. Connecting the output end of the reduction gear 1 to the wheels via the first output shaft 51 and the second output shaft 52 enhances the overall system's output stability. The output shaft design ensures more direct and efficient power transmission, reducing energy loss and vibration. Furthermore, by aligning the second mounting portion 42 vertically with either the first or second output shaft 51, and with the two second mounting portions 42 located on opposite sides of the second end and higher than the corresponding first and second output ends vertically, when the distributed electric drive system is applied in a vehicle, it not only fully utilizes the space between the first output shaft 51 and the vehicle floor to install the controller 4, but also allows the second mounting portion 42 of the controller 4 to be positioned opposite the corresponding first and second drive devices. This facilitates direct connection between the three-phase motor wires of the drive device and the controller's copper busbar, significantly saving copper usage and better protecting the controller 4, thereby improving structural stability.

[0057] As shown in Figures 2 and 3, the distributed electric drive system also includes a first electrical connector 71 and a second electrical connector 72. Correspondingly, the first electrical connector 71 and the second electrical connector 72 are used for electrical control connection with the first drive device 2 and the second drive device 3, respectively. The first electrical connector 71 is located above the axial centerline of the first drive device 2 and is opposite to the second mounting portion 42 located on the same side. The first electrical connector 71 is used to connect the first drive device 2 to the aforementioned second mounting portion 42 located on the same side. The second electrical connector 72 is located above the axial centerline of the second drive device 3 and is opposite to the second mounting portion 42 located on the same side. The second electrical connector 72 is used to connect the second drive device 3 to the aforementioned second mounting portion 42 located on the same side.

[0058] For example, by setting the first electrical connector 71 above the axial center line of the first drive device 2 and opposite to the second mounting part 42, the electrical connection between the first drive device 2 and the second mounting part 42 is a direct connection structure, avoiding the need for other connections to increase the length and bending degree of the wire, thereby enhancing electrical stability.

[0059] Similarly, the electrical connection between the second drive unit 3 and the second mounting part 42 is also a direct connection structure, which can shorten the connection path and reduce the degree of cable bending, thereby improving signal transmission efficiency, reducing fault points, and greatly saving copper usage.

[0060] More specifically, the first drive device 2 and the second drive device 3 are respectively equipped with motors. Correspondingly, the first drive device 2 and the second drive device 3 are connected to the reduction device 1 through rotor shafts. The axial center line of the first drive device 2 can be understood as the axis of the rotor shaft. The electrical connector 7 is a high-voltage connector. A sealing ring is provided between the controller 4 and the high-voltage connectors on both sides to provide better dustproof and waterproof effect, and improve the safety and stability of the electrical connection.

[0061] The first drive device 2 has a first opening 104 above its axial center line and facing the first electrical connector 71. The second mounting part 42, located on the same side as the first drive device 2, has a second opening. The first opening 104 and the second opening are opposite to each other. One side of the first electrical connector 71 is connected to the first drive device 2 through the first opening 104, and the other side of the first electrical connector 71 is connected to the second mounting part on the same side through the second opening. In this way, by having corresponding openings on the first drive device 2 and the corresponding second mounting part 42, the two sides of the first electrical connector 71 can be connected to the first drive device 2 and the corresponding second mounting part 42 through the openings, realizing a direct connection structure between the first drive device 2 and the controller.

[0062] Similarly, a third opening is provided above the axial center line of the second drive device 3 and on the side facing the second electrical connector 72, and a fourth opening is provided on the second mounting part 42 located on the same side as the second drive device 3. The third opening and the fourth opening are arranged opposite to each other. One side of the second electrical connector 72 is connected to the second drive device 3 through the third opening, and the other side of the second electrical connector 72 is connected to the second mounting part 42 arranged on the same side through the fourth opening, so that the two sides of the second electrical connector 72 can be connected to the second drive device 3 and the corresponding second mounting part 42 through the openings, realizing a direct connection structure between the second drive device 3 and the controller.

[0063] Further, as shown in Figure 3, a reducer 11 is correspondingly arranged on opposite sides of the reduction device 1. The reducer 11 on one side has a first input end, and the reducer 11 on the other side has a second input end. The two reducers 11 are arranged symmetrically or translated along opposite sides of the reduction device 1. By arranging two reducers 11 on opposite sides of the reduction device 1, each reducer 11 corresponding to an input end, the driving capability of the system can be increased, thereby improving the overall efficiency of the system. More specifically, the reducer 11 is correspondingly provided with the aforementioned input end and output end. The input end is connected to the driving device on the corresponding side, and the output end can be used for connection to the wheel drive. Furthermore, by arranging the two reducers 11 symmetrically or translated along opposite sides of the reduction device 1, the stability of the system can be enhanced. This symmetrical or translated design helps to balance the forces and torques within the system, reduce vibration and imbalance, improve the reliability and stability of the system, and also makes fuller use of space, making the entire system more compact and efficient.

[0064] In some embodiments of this application, the reducer includes a primary reduction gear set and a secondary reduction gear set. The primary reduction gear set is located at one end of the corresponding two ends of the reduction device, and the secondary reduction gear set is located at the other end of the corresponding two ends of the reduction device. The output end of the primary reduction gear set is connected to the input end of the secondary reduction gear set and is coaxially arranged.

[0065] In some embodiments of this application, the distributed electric drive system further includes a locking mechanism 8 connected between two reducers 11. The locking mechanism 8 engages the two reducers 11 to transmit the deceleration power of one side to the reducer 11 on the other side.

[0066] Specifically, when a vehicle gets stuck in mud, snow, or other low-traction surfaces, a single drive unit and reducer 11 may not provide sufficient traction to get the vehicle out of trouble. Connecting the two reducers 11 via the locking mechanism 8 increases the vehicle's traction. When the locking mechanism 8 engages with the reducers 11 on both sides, with one reducer 11 engaged, the locking mechanism 8 transmits power to the other reducer 11, allowing both reducers 11 to work together and provide greater driving force, helping the vehicle overcome obstacles and get out of trouble. Moreover, in complex road conditions, the vehicle's power transmission may be interfered with or interrupted. The locking mechanism 8 ensures a stable connection between the two reducers 11, preventing loss or interruption of power transmission. This stability ensures continuous and effective power output, helping to improve the vehicle's ability to get out of trouble.

[0067] Furthermore, it also includes a first input shaft 61 and a second input shaft 62. The first input shaft 61 is driveably connected between the first drive device 2 and the corresponding reducer 11, and the second input shaft 62 is driveably connected between the second drive device 3 and the corresponding reducer 11. A locking mechanism 8 is disposed between the first input shaft 61 and the second input shaft 62, so that the locking mechanism 8 is in an engaged state, transmitting the power of the reducer 11 on one side to the reducer 11 on the other side. By driving the reducer 11 on the corresponding side respectively with the first drive device 2 and the second drive device 3, and using the first input shaft 61 and the second input shaft 62 for power transmission, the power of the first drive device 2 and the second drive device 3 is transmitted to the reducer 11, and the locking mechanism 8 is disposed between the first input shaft 61 and the second input shaft 62, the power transmission of the reducers 11 on both sides can be realized synchronously.

[0068] Normally, when the first drive unit 2 is activated, its power is transmitted to the corresponding reducer 11 via the first input shaft 61, driving the reducer 11 to work. Similarly, the power of the second drive unit 3 is transmitted to the reducer 11 on the other side via the second input shaft 62. Referring to Figure 5, when it is necessary to synchronously transmit the power to both reducers 11, the locking mechanism 8 is engaged with the first input shaft 61 and the second input shaft 62. At this time, the first input shaft 61 and the second input shaft 62 are connected together, realizing the power transmission between the two reducers 11. When the coordinated operation of the two reducers 11 is not required, the locking mechanism 8 can be disengaged, allowing the two reducers 11 to work independently, achieving distributed drive. This allows for better adaptation to different working conditions and needs, improving the system's flexibility and efficiency. This enhances the vehicle's traction and ability to get out of trouble, making it better suited to complex road conditions and harsh environments. Simultaneously, the system's integration and flexibility are also improved.

[0069] In some embodiments of this application, the reducer 11 includes a primary reduction gear set 111 and a secondary reduction gear set 112. The primary reduction gear set 111 is located at one end of the corresponding two ends of the reduction device 1, and the secondary reduction gear set 112 is located at the other end of the corresponding two ends of the reduction device 1. The output end of the primary reduction gear set 111 and the input end of the secondary reduction gear set 112 are connected in a driving connection and coaxially arranged. By correspondingly setting the input end of the primary reduction gear set 111 and the output end of the secondary reduction gear set 112 at the corresponding two ends of the reduction device 1, as shown in Figure 3, the corresponding two ends of the reduction device 1 can also be understood as the length direction of the reduction device 1. The primary reduction gear set 111 and the secondary reduction gear set 112 are distributed along the length direction of the reduction device 1. When this distributed electric drive system is applied to a vehicle, it can effectively utilize the space of the reducer 11 along the length direction of the vehicle body. The coaxial connection between the output end of the primary reduction gear set 111 and the input end of the secondary reduction gear set 112 shortens the occupied size along the length direction of the vehicle body, making the overall structure of the distributed electric drive system more compact.

[0070] Taking a reducer 11 with a first input end as an example, the first-stage reduction gear set 111 has a first input end, and the second-stage reduction gear set 112 has a first output end. The first-stage reduction gear set 111 is located closer to the first drive device than the second-stage reduction gear set 112.

[0071] It should be noted that the reducer 11 with a second input end can also have its first-stage reduction gear set 111 positioned closer to the second drive device than its second-stage reduction gear set 112.

[0072] Specifically, the first-stage reduction gear sets 111 of the reducers 11 on both sides are respectively provided with first-stage input gears. These gears are directly connected to the first input shaft 61 or the second input shaft 62 on the corresponding side, thereby transmitting power under the drive of the drive device. Referring to Figures 3 and 5, the reducer 11 includes a first-stage reduction gear set 111 and a second-stage reduction gear set 112. The first-stage reduction gear set 111 includes a meshing first-stage driving gear 1111 and a first-stage driven gear 1112. The second-stage reduction gear set 112 includes a meshing second-stage driving gear 1121 and a second-stage driven gear 1122. The first input shaft 61 is connected to the first-stage driving gear 1111. The first-stage driven gear 1112 and the second-stage driving gear 1121 are mounted on the same intermediate transmission shaft. The second-stage driven gear 1122 drives the wheels on both sides to rotate through the first output shaft 51 or the second output shaft 52. The locking mechanism 8 can also be located between the first output shaft 51 and the second output shaft 52, which can also transmit the power of one reducer 11 to the other reducer 11. However, placing the locking mechanism 8 between the first input shaft 61 and the second input shaft 62 allows for more direct and efficient power transmission control since the input shaft is the starting point of power transmission. It also reduces torque loss during transmission, enabling more efficient transmission of torque between the two reducers 11 and achieving faster and more accurate power synchronization between the two reducers 11, thus improving the vehicle's traction and ability to get out of trouble.

[0073] More specifically, in order to further shorten the axial dimension of the distributed electric drive system, the first-stage drive gear 1111 is arranged close to the first drive device 2 or the second drive device 3 on the same side, which helps to significantly reduce the axial distance between the first drive device 2 and the second drive device 3. On the other hand, taking the reducer close to the first drive device 2 as an example, the second-stage reduction gear set 112 is set further away from the first drive device 2 than the first-stage reduction gear set 111. This can avoid interference between the output end of the second-stage reduction gear set 112 and the housing of the first drive device 2, thus preventing the drive device from having to move outward to avoid the situation where the axial distance increases.

[0074] Furthermore, the locking mechanism 8 includes a synchronizer. The synchronizer reduces impact and vibration between the first input shaft 61 and the second input shaft 62. During engagement and disengagement, the synchronizer allows for a smooth transition, reducing impact on the system, lowering vibration and noise, and improving system comfort and stability.

[0075] In some embodiments of this application, the distributed electric drive system further includes an oil pump assembly 9, which is disposed below the first mounting portion 41 and between the first drive device 2 and the second drive device 3. The tops of both the first drive device 2 and the second drive device 3 protrude upwards relative to the top of the oil pump assembly 9. The oil pump assembly 9 is used to supply cooling oil to the first drive device 2 and the second drive device 3. In the distributed electric drive system of this application, by designing the electric oil pump sub-assembly as an independent structure and integrating it into the oil pump assembly 9, which is used to supply cooling oil to the first drive device 2 and the second drive device 3, it is possible to ensure that the first drive device 2 and the second drive device 3 operate at an appropriate temperature, avoiding malfunctions or safety hazards caused by overheating. Specifically, the oil pump assembly 9 is installed between the first drive unit 2 and the second drive unit 3, which shortens the oil passage path for the oil pump assembly 9 to deliver cooling oil to both sides. Moreover, the oil pump assembly 9 is integrated below the first mounting part 41 of the controller 4, which helps to reduce the height of the distributed electric drive system. Furthermore, the independently designed electric oil pump sub-assembly can more flexibly adapt to different spatial layout requirements. Depending on the specific vehicle design and the configuration of the electric drive system, the electric oil pump sub-assembly can be placed in a more suitable position, thereby optimizing the layout of the entire system and improving the performance and efficiency of the vehicle.

[0076] In detail, please refer to Figure 6. The oil pump assembly 9 includes an electric oil pump motor 91, a pump head 92, and an electric oil pump housing 93. The electric oil pump housing 93 has a mounting cavity, allowing the electric oil pump motor 91 and pump head 92 to be integrated and installed within the mounting cavity. The electric oil pump housing 93 also serves a protective function. Furthermore, the oil pump assembly 9 is bolted to the first drive unit 2 and the second drive unit 3 on both sides, making disassembly and replacement relatively simple. When the electric oil pump malfunctions or needs replacement, it can be quickly removed from the bolted connection and replaced without extensive disassembly of the entire electric drive system. This greatly improves maintenance efficiency and convenience.

[0077] Furthermore, the reducer 1 is provided with a reducer housing 12 on its exterior, and a portion of the reducer housing 12 is recessed to form a mounting groove 101, in which the oil pump assembly 9 is installed. By forming the mounting groove 101 through the recess of the reducer housing 12, the oil pump assembly 9 can be accommodated. On the one hand, the space between the reducer 11, the first mounting part 41 of the controller 4, the first drive device 2, and the second drive device 3 can be made more fully utilized, further optimizing the overall size of the system. On the other hand, the oil pump assembly 9 is installed in the mounting groove 101, which can enhance the stability of the oil pump assembly 9 and prevent it from shifting or vibrating during operation.

[0078] In some embodiments of this application, the distributed electric drive system further includes a sensor device, which is electrically connected to the first drive device 2 and the second drive device 3, and is used to sense and acquire the operating status parameters of the first drive device 2 and the second drive device 3. The sensor device is disposed above the deceleration device 1, and is vertically corresponding to the deceleration device 1 and located between the first drive device 2 and the second drive device 3.

[0079] The sensor device is used to sense and acquire operating status parameters of the first drive unit 2 and the second drive unit 3, such as rotational speed, temperature, and pressure. This real-time monitoring function helps to detect abnormalities in a timely manner and take corresponding measures to deal with them. Compared with the prior art, integrating the sensor device into the area between the first drive unit 2 and the second drive unit 3 can maximize the use of limited space, thereby reducing the axial dimensions of the first drive unit 2 and the second drive unit 3. When applied to vehicles, this can correspondingly reduce the dimensions of the distributed electric drive system along the vehicle width direction.

[0080] More specifically, the sensor device includes a resolver signal sensor and an oil temperature signal sensor. The resolver signal sensor is typically used to detect the rotor position of the motor, which is beneficial for precise control of the motor's rotation angle and speed. The oil temperature signal sensor is used to monitor the oil temperature, ensuring that the system operates at a suitable temperature and preventing overheating or damage. Integrating the above-mentioned sensors in the area between the first drive unit 2 and the second drive unit 3 effectively utilizes this space and avoids the additional size increase caused by integration on the end cover side of the first drive unit 2 and the second drive unit 3. Through this integration method, the axial dimension of the distributed electric drive system can be reduced, making it more compact.

[0081] In some embodiments of this application, the electrical connection lines of the first drive device 2 and the second drive device 3 are integrated and installed between the first drive device 2 and the second drive device 3. Specifically, the first drive device 2 and the second drive device 3 include motors, and the electrical connection lines of the motors and the controller 4 or other devices are integrated in the area between them. Compared with the prior art, which disperses the electrical connection lines on both sides of the motor end cover, this can significantly reduce the axial dimension of the distributed electric drive system, making the entire system more compact; it can also reduce the length and complexity of the electrical connection lines, reducing the risk of signal attenuation, interference, and failure caused by excessively long or complex lines.

[0082] In some embodiments of this application, the controller 4 includes a controller housing, which is T-shaped.

[0083] Specifically, the controller housing is configured to correspond to the overall shape of the controller 4. The first mounting part 41 in the T-shape of the controller housing corresponds to the first mounting part 41 of the controller 4 and is positioned above the reducer 11 and between the first drive device 2 and the second drive device 3. The two protruding parts on both sides of the T-shape of the controller housing correspond to the second mounting part 42 of the controller 4. With the above structural configuration, the controller housing is T-shaped and correspondingly installed in the accommodating space formed by the two drive devices and the reducer 1, and between the two sides of the output end of the reducer 1. This makes the overall structure compact. On the other hand, it can shorten the height difference between the controller housing and the first drive device 2 and the second drive device 3, thereby facilitating the direct connection between the three-phase lines of the motor and the copper busbar of the controller 4, shortening the connection path, and saving copper usage.

[0084] Some embodiments of this application propose a vehicle including a body, wheels, and an electric drive system. The wheels are mounted on the body, and the electric drive system includes a distributed electric drive system as described in any of the above embodiments, which drives the movement of two wheels. By employing the distributed electric drive system of any of the above embodiments, a height difference is formed between the first drive device 2 and the second drive device 3, and a reduction gear 1 is installed between the first drive device 2 and the second drive device 3. Furthermore, the height of the electric drive system is effectively reduced by fully utilizing the space between the first drive device 2, the second drive device 3, and the reduction gear 1. Further, by specifically combining the corresponding structural design, the space between the first drive device 2 and the second drive device 3 is fully utilized, thereby effectively reducing the axial dimension of the electric drive system.

[0085] It is understood that those skilled in the art can make equivalent substitutions or changes based on the technical solution and inventive concept of this application, and all such changes or substitutions should fall within the protection scope of this application.

Claims

1. A distributed electric drive system, characterized by, The application relates to a distributed electric drive system. The application comprises: a deceleration device, opposite sides of which are provided with a first input end and a second input end; a first driving device and a second driving device, which are located on opposite sides of the deceleration device, the first driving device is connected with the first input end, the second driving device is connected with the second input end, and the deceleration device, the first driving device and the second driving device enclose a containing space; a controller, which has a first mounting part, the first mounting part is arranged in the containing space and corresponds to the deceleration device up and down.

2. The distributed electric drive system according to claim 1, wherein the opposite ends of the deceleration device are a first end and a second end, one end of the first mounting part is arranged in the containing space and corresponds to the first end, the controller further has a second mounting part, the second mounting part is arranged on the opposite sides of the other end of the first mounting part, and the two second mounting parts are located on the opposite sides of the second end.

3. The distributed electric drive system according to claim 2, wherein a groove is enclosed between the first mounting part and the second mounting parts arranged on the opposite sides, and the second end of the deceleration device is at least partially located in the groove.

4. The distributed electric drive system according to claim 2, wherein the first input end and the second input end correspondingly are located on the opposite sides of the first end, and the opposite sides of the second end are provided with a first output end and a second output end; 5. The distributed electric drive system of claim 2, wherein, the application further comprises a first output shaft and a second output shaft, the first output shaft is used for connecting the first output end and a wheel, and the second output shaft is used for connecting the second output end and a wheel, one of the second mounting parts corresponds to the first output shaft up and down, and the other of the second mounting parts corresponds to the second output shaft up and down. The application further comprises: a first electric connector and a second electric connector, the first electric connector is located above the axial center line of the first driving device and is oppositely arranged with the second mounting part arranged on the same side, the first electric connector is used for connecting the first driving device and the second mounting part arranged on the same side, the second electric connector is located above the axial center line of the second driving device and is oppositely arranged with the second mounting part arranged on the same side, and the second electric connector is used for connecting the second driving device and the second mounting part arranged on the same side.

6. The distributed electric drive system according to claim 5, wherein a first opening is arranged on one side of the axial center line of the first driving device and towards the first electric connector, the second mounting part arranged on the same side as the first driving device is provided with a second opening, the first opening and the second opening are oppositely arranged, one side of the first electric connector is connected with the first driving device through the first opening, and the other side of the first electric connector is connected with the second mounting part arranged on the same side through the second opening. The third opening is arranged on one side of the second electric connector above the axial center line of the second driving device and faces the second electric connector, the fourth opening is arranged on the second mounting portion on the same side as the second driving device, the third opening is arranged opposite to the fourth opening, one side of the second electric connector is connected to the second driving device through the third opening, and the other side of the second electric connector is connected to the second mounting portion arranged on the same side through the fourth opening.

7. The distributed electric drive system of claim 1, wherein, Corresponding to the opposite sides of the deceleration device, one decelerator is arranged on each side, the decelerator arranged on one side is provided with the first input end, the decelerator arranged on the other side is provided with the second input end, and the two decelerators are arranged in a central symmetry or are arranged in translation along the opposite sides of the deceleration device.

8. The distributed electric drive system of claim 7, wherein, The decelerator comprises a first-stage deceleration gear set and a second-stage deceleration gear set, the first-stage deceleration gear set is arranged on one of the corresponding two ends of the deceleration device, the second-stage deceleration gear set is arranged on the other of the corresponding two ends of the deceleration device, and the output end of the first-stage deceleration gear set is in transmission connection and coaxial arrangement with the input end of the second-stage deceleration gear set.

9. The distributed electric drive system of claim 8, wherein, The first-stage deceleration gear set is provided with the first input end, the second-stage deceleration gear set is provided with a first output end, and the first-stage deceleration gear set is arranged closer to the first driving device relative to the second-stage deceleration gear set.

10. The distributed electric drive system of claim 7, wherein, Further comprising a locking mechanism, the locking mechanism is connected between the two decelerators, and the locking mechanism transmits the power of the decelerator on one side to the decelerator on the other side by engaging the two decelerators.

11. The distributed electric drive system of claim 10, wherein, Further comprising a first input shaft and a second input shaft, the first input shaft is in transmission connection between the first driving device and the decelerator on the corresponding side, the second input shaft is in transmission connection between the second driving device and the decelerator on the corresponding side, and the locking mechanism is arranged between the first input shaft and the second input shaft; The locking mechanism comprises a synchronizer.

12. The distributed electric drive system of any one of claims 1-11, wherein, Further comprising: An oil pump assembly device, the oil pump assembly device is arranged below the first mounting portion and between the first driving device and the second driving device, the top of the first driving device and the second driving device is protruded upward relative to the top of the oil pump assembly device, and the oil pump assembly device is used to deliver cooling oil to the first driving device and the second driving device.

13. The distributed electric drive system of claim 12, wherein, The outside of the deceleration device is provided with a decelerator housing, the decelerator housing is recessed to form a mounting groove, and the oil pump assembly device is mounted in the mounting groove.

14. The distributed electric drive system of any one of claims 1-11, wherein, Further comprising: A sensor device is electrically connected with the first driving device and the second driving device, and is used for sensing and obtaining working state parameters of the first driving device and the second driving device. The sensor device is arranged above the decelerating device, and corresponds to the decelerating device in up-down direction and is located between the first driving device and the second driving device.

15. The distributed electric drive system according to any one of claims 1 to 11, characterized in that, The electric connection lines of the first driving device and the second driving device are integrally arranged between the first driving device and the second driving device; and / or The controller comprises a controller housing, and the controller housing is in T shape.

16. A vehicle characterized by comprising: A vehicle comprises a vehicle body, wheels and an electric drive system. The wheels are arranged on the vehicle body, and the electric drive system comprises the distributed electric drive system according to any one of claims 1 to 11, and is used for driving the two wheels to move.

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