Reduction gearbox, drive assembly and vehicle

Abstract

A reduction gearbox, a drive assembly and a vehicle. The reduction gearbox (1000) comprises two planetary gear mechanisms (1010, 1020), two connecting mechanisms (1030, 1040), and a differential mechanism (1050). The differential mechanism (1050) comprises a first end (1051) and a second end (1052) arranged opposite each other along a first axis, and a third end (1053) arranged along a second axis. The first end (1051) and the second end (1052) of the differential mechanism (1050) are respectively in transmission connection with the two planetary gear mechanisms (1010, 1020) by means of the two connecting mechanisms (1030, 1040). The differential mechanism (1050) is used for receiving torque output from a first electric motor (240) at the third end (1053). The differential mechanism (1050) may comprise two gears (141, 142) arranged opposite each other along the first axis, and a gear (143) that is arranged on the second axis and engages with the two gears (141, 142) on the first axis, the first axis being orthogonal to the second axis and the second axis being a stationary axis. The reduction gearbox can be applied to new energy vehicles such as electric vehicles and hybrid electric vehicles, and can coordinate the rotational speed and / or torque of wheels on the left and right sides, thereby being beneficial for ensuring the driving safety of the vehicle.

Description

Speed reduction device, drive assembly and vehicle

[0001] The present application claims priority to the Chinese patent application No. 202410672073.9, filed on May 27, 2024, and entitled "Speed reduction device, drive assembly and vehicle", the content of which is incorporated herein by reference in its entirety. TECHNICAL FIELD

[0002] The present application relates to the field of vehicle driving, and more particularly, to a speed reduction device, a drive assembly and a vehicle. BACKGROUND

[0003] With the development of vehicle technology, more and more new chassis technologies are applied to new energy vehicles such as electric vehicles, such as distributed driving technology. Distributed driving technology can drive four wheels of a vehicle through four independent driving motors. Compared with the traditional driving mode, although the distributed driving technology can provide better power performance for the vehicle, such as better climbing performance and faster 100-meter acceleration. However, due to the control accuracy of the motor, when each motor is controlled independently, the torque applied to the left and right wheels is difficult to keep consistent, affecting the driving stability of the vehicle.

[0004] In this regard, how to coordinate the speed and torque of the left and right wheels becomes a problem to be solved. SUMMARY

[0005] The present application provides a speed reduction device, a drive assembly and a vehicle, which can coordinate the speed and / or torque of the left and right wheels, and is beneficial to ensure the driving safety of the vehicle.

[0006] In a first aspect, a speed reduction device is provided, comprising: a first planetary gear mechanism, a second planetary gear mechanism, a first connecting mechanism, a second connecting mechanism and a differential mechanism. The differential mechanism is arranged between the first planetary gear mechanism and the second planetary gear mechanism, and the differential mechanism comprises a first end and a second end arranged opposite along a first axis, and a third end arranged along a second axis. The first connecting mechanism is drivingly connected to the first planetary gear mechanism and the first end of the differential mechanism, the second connecting mechanism is drivingly connected to the second planetary gear mechanism and the second end of the differential mechanism, and the differential mechanism is used for receiving the torque output of the first motor at the third end. The differential mechanism comprises a first gear and a second gear arranged opposite along the first axis, and a third gear arranged along the second axis, the first gear is arranged at the first end, the second gear is arranged at the second end, the first gear and the second gear are respectively engaged with the third gear, and the first axis and the second axis are orthogonal and the second axis is a stationary axis.

[0007] In the present application, since the second axis is a stationary axis, the components arranged along the second axis will not revolve around the first axis when the differential mechanism is working. Since the third end of the differential mechanism is arranged along the second axis, the torque can be input to the reduction device at the third end of the differential mechanism. For the reduction device, by receiving the torque output of the first motor at the third end of the differential mechanism, the arrangement of the first motor is no longer limited by the space between the differential mechanism and the single-sided planetary gear mechanism (i.e., the first planetary gear mechanism or the second planetary gear mechanism), which facilitates flexible arrangement of the first motor in the space between the first planetary gear mechanism and the second planetary gear mechanism, so that the reduction device can be applied to various application scenarios such as a transverse stabilizer bar, a drive assembly, etc.

[0008] For example, when the reduction device is applied to a drive assembly, by rotating the third end of the differential mechanism, the first motor can generate a reverse roll moment acting on its mounting point, which can resist the vehicle roll caused by turning and the like, and play a role in stabilizing the vehicle body.

[0009] In some possible implementation manners, the reduction device can further include a first engagement and disengagement mechanism, which can be used to control the engagement or disengagement between the differential mechanism and the first motor.

[0010] In actual scenarios, in some working conditions, the first motor can output torque to the differential mechanism, and in some other working conditions, the first motor can not output torque to the differential mechanism. In the case where the first engagement and disengagement mechanism is not arranged, when the first motor does not need to output torque to the differential mechanism, the third end of the differential mechanism will drive the rotor of the first motor to rotate.

[0011] In the present application, the engagement and disengagement between the differential mechanism and the first motor is realized by the first engagement and disengagement mechanism, which can match the conditions where the first motor needs to output torque to the differential mechanism or does not need to output torque to the differential mechanism. In particular, in the case where the first motor does not need to work, the first engagement and disengagement mechanism is arranged in a disengaged state, which can avoid the third end of the differential mechanism from driving the rotor of the motor to rotate. On the one hand, the service life of the motor can be improved, and on the other hand, even if the first motor has multiple output ends, the rotation of the third end of the differential mechanism will not interfere with the state of the other output ends of the motor.

[0012] In some possible implementation manners, the third gear can be arranged at the third end. The first engagement and disengagement mechanism can also be used to lock the third gear when in the disengaged state.

[0013] For the application scenarios of the lateral stabilizer, it can be desirable for the lateral stabilizer to be in a passive stabilizer mode under certain working conditions; in the passive stabilizer mode, a torque resisting the vehicle roll can be provided by the torsion bar in the lateral stabilizer without the intervention of the first motor. In this case, if the third gear is not locked, the torsion of the torsion bar will drive the rotation of the planetary gear mechanism and the gears in the differential mechanism, resulting in poor resistance to vehicle roll in the passive stabilizer mode.

[0014] In this application, the first engagement / disengagement mechanism can lock the third gear in the disengaged state; thus, in the passive stabilizer mode, the planetary gear mechanism and the differential mechanism will be locked. In this way, the resistance to vehicle roll in the passive stabilizer mode can be improved.

[0015] In some possible implementation manners, the first engagement / disengagement mechanism can be arranged in the accommodating space formed by the first gear, the second gear, and the third gear. The third gear can be provided with a through hole arranged along the second axis; the speed reduction device can further include a third connecting mechanism arranged through the through hole, and the third connecting mechanism is used to drivingly connect the first engagement / disengagement mechanism to the first motor.

[0016] In this application, by arranging the clutch inside the differential mechanism, the space occupied by the clutch can be reduced, which is conducive to the arrangement of the first motor and can reduce the space required for arranging the drive assembly and the lateral stabilizer.

[0017] In some possible implementation manners, the differential mechanism can be provided with a fourth gear arranged relative to the third gear along the second axis. The engagement state of the first engagement / disengagement mechanism can include a first engagement state and a second engagement state; in the first engagement state, the first engagement / disengagement mechanism can be used to drivingly connect the fourth gear to the first motor; in the second engagement state, the first engagement / disengagement mechanism can be used to drivingly connect the third gear to the first motor.

[0018] That is, in the first engagement state, the side where the fourth gear is located can correspond to the third end of the differential mechanism; in the second engagement state, the side where the third gear is located can correspond to the third end of the differential mechanism.

[0019] In some working conditions, the vehicle can be in a state of insufficient roll force; in other working conditions, the vehicle can be in a state of excessive roll force. Under different working conditions, different directions of applied force are required to maintain the stability of the vehicle body. Especially in the case of needing to switch the direction of the force many times in a short period of time to maintain the stability of the vehicle body, on the one hand, a motor with lower performance often cannot meet the demand; on the other hand, even if a motor with higher performance is used, the extreme working condition will affect the service life and reliability of the motor.

[0020] In the present application, the first engagement / disengagement mechanism has different engagement / disengagement states. By controlling the first engagement / disengagement mechanism to be in different engagement states, different directions of force can be provided to the vehicle even if the rotation direction of the output shaft of the first motor does not change. In this way, the capacity requirement of the first motor can be reduced, the control of the first motor can be simplified, and the service life and reliability of the motor can be improved.

[0021] In some possible implementations, the first planetary gear mechanism can include a first sun gear, a first ring gear, and a first intermediate element disposed between the first sun gear and the first ring gear, the first intermediate element being in driving connection with the first sun gear and the first ring gear. The second planetary gear mechanism can include a second sun gear, a second ring gear, and a second intermediate element disposed between the second sun gear and the second ring gear, the second intermediate element being in driving connection with the second sun gear and the second ring gear. The first connecting mechanism can be in driving connection with the first sun gear of the first planetary gear mechanism and the first end of the differential mechanism. The second connecting mechanism can be in driving connection with the second sun gear of the second planetary gear mechanism and the second end of the differential mechanism.

[0022] In the present application, the first end and the second end of the differential mechanism can be in driving connection with the sun gears of the two planetary gear mechanisms through corresponding connecting mechanisms, respectively. That is, the differential mechanism can be disposed on the side of the sun gears of the planetary gear mechanisms. In this way, the available space between the left and right planetary gear mechanisms can be fully utilized, which is beneficial to the arrangement of the first motor and other related devices.

[0023] In a second aspect, a transverse stabilizer bar is provided, which includes a first motor, a first torsion bar, a second torsion bar, a first planetary gear mechanism, a second planetary gear mechanism, a first connecting mechanism, a second connecting mechanism, and a differential mechanism. The first torsion bar is disposed between the suspension device of the first wheel and the first planetary gear mechanism, and the second torsion bar is disposed between the suspension device of the second wheel and the second planetary gear mechanism. The differential mechanism is disposed between the first planetary gear mechanism and the second planetary gear mechanism. The differential mechanism includes a first end and a second end oppositely disposed along a first axis, and a third end disposed along a second axis. The first connecting mechanism is in driving connection with the first planetary gear mechanism and the first end of the differential mechanism, and the second connecting mechanism is in driving connection with the second planetary gear mechanism and the second end of the differential mechanism. The differential mechanism is configured to receive the torque output of the first motor at the third end. The differential mechanism includes a first gear and a second gear oppositely disposed along the first axis, and a third gear disposed along the second axis. The first gear is disposed at the first end, and the second gear is disposed at the second end. The first gear and the second gear are in meshing engagement with the third gear, respectively. The first axis and the second axis are orthogonal, and the second axis is a stationary axis.

[0024] In some possible implementations, the lateral stabilizer can further include a first engagement / disengagement mechanism, which can be configured to control the engagement or disengagement between the differential mechanism and the first motor.

[0025] In some possible implementations, the third gear can be arranged at the third end. The first engagement / disengagement mechanism can be further configured to lock the third gear when in the disengaged state.

[0026] By way of example, in the lateral stabilizer 40, the torsion bars 104 and 204 can be examples of the first and second torsion bars, respectively; the planetary gear mechanisms 160 and 260 can be examples of the first and second planetary gear mechanisms, respectively; the clutch 260 can be an example of the first engagement / disengagement mechanism; the motor 240 can be an example of the first motor; the bevel gears 271 and 272 can be examples of the first and second gears, respectively; and the bevel gear 274 can be an example of the third gear.

[0027] In some possible implementations, the first planetary gear mechanism can include a first sun gear, a first ring gear, and a first intermediate element arranged between the first sun gear and the first ring gear, the first intermediate element being configured to drive connect the first ring gear and the first sun gear. The second planetary gear mechanism can include a second sun gear, a second ring gear, and a second intermediate element arranged between the second sun gear and the second ring gear, the second intermediate element being configured to drive connect the second ring gear and the second sun gear. The first connecting mechanism can be configured to drive connect the first sun gear of the first planetary gear mechanism and the first end of the differential mechanism. The second connecting mechanism can be configured to drive connect the second sun gear of the second planetary gear mechanism and the second end of the differential mechanism.

[0028] In some possible implementations, the lateral stabilizer can further include a first rubber member and a second rubber member. The first and second rubber members can be arranged on a load-bearing structure of the vehicle. The first ring gear can be configured to mate with a concave structure of the first rubber member via a convex structure, and the second ring gear can be configured to mate with a concave structure of the second rubber member via a convex structure.

[0029] Thirdly, a drive assembly is provided, comprising: a first motor, a second motor, a first planetary gear mechanism, a second planetary gear mechanism, a first connecting mechanism, a second connecting mechanism, and a first differential mechanism. The first planetary gear mechanism is disposed between a first wheel and a first output end of the second motor, enabling the second motor to drive the first wheel; the second planetary gear mechanism is disposed between a second wheel and a second output end of the second motor, enabling the second motor to drive the second wheel. The first differential mechanism is disposed between the first and second planetary gear mechanisms, and includes a first end and a second end disposed opposite to each other along a first axis, and a third end disposed along a second axis. The first connecting mechanism drivesly connects the first planetary gear mechanism and the first end of the first differential mechanism, and the second connecting mechanism drivesly connects the second planetary gear mechanism and the second end of the first differential mechanism. The first differential mechanism receives torque output from the first motor at the third end. The first differential mechanism includes a first gear and a second gear disposed opposite to each other along the first axis, and a third gear disposed along the second axis. The first gear is disposed at the first end, the second gear is disposed at the second end, and the first and second gears mesh with the third gear. The first and second axes are orthogonal, and the second axis is a stationary axis.

[0030] In some possible implementations, the drive assembly may also include a first engagement / disengagement mechanism. This first engagement / disengagement mechanism can be used to control the engagement or disengagement between the first differential mechanism and the first motor.

[0031] In some possible implementations, the first engagement / disengagement mechanism can be disposed within the receiving space formed by the first gear, the second gear, and the third gear. The third gear can be provided with a through hole arranged along the second axis; the reduction gear can also include a third connecting mechanism, which can be disposed through the through hole, and the third connecting mechanism can be used to drively connect the first engagement / disengagement mechanism to the first motor.

[0032] In some possible implementations, the first differential mechanism may be provided with a fourth gear positioned relative to the third gear along the second axis. The engagement state of the first engagement / disengagement mechanism may include a first engagement state and a second engagement state. In the first engagement state, the first engagement / disengagement mechanism may be used to drive the fourth gear to the first motor; in the second engagement state, the first engagement / disengagement mechanism may be used to drive the third gear to the first motor.

[0033] In some possible implementations, the first planetary gear mechanism may include a first sun gear, a first ring gear, and a first intermediate element disposed between the first sun gear and the first ring gear, the first intermediate element being capable of drivingly connecting the first ring gear and the first sun gear. The second planetary gear mechanism may include a second sun gear, a second ring gear, and a second intermediate element disposed between the second sun gear and the second ring gear, the second intermediate element being capable of drivingly connecting the second ring gear and the second sun gear. A first connecting mechanism can drivingly connect the first sun gear of the first planetary gear mechanism to a first end of the differential mechanism; a second connecting mechanism can drivingly connect the second sun gear of the second planetary gear mechanism to a second end of the differential mechanism.

[0034] In some possible implementations, the first motor may include a third output terminal and a fourth output terminal. A first engagement / disengagement mechanism may be drive-connected to the third output terminal and may be configured to control the engagement or disengagement between the first differential mechanism and the third output terminal of the first motor. The drive assembly may further include: a third planetary gear mechanism, a fourth planetary gear mechanism, a fourth connecting mechanism, a fifth connecting mechanism, a second differential mechanism, and a second engagement / disengagement mechanism. The second differential mechanism may be disposed between the third and fourth planetary gear mechanisms. The second differential mechanism may include a fourth end and a fifth end disposed opposite each other along a third axis, and a sixth end disposed along a fourth axis. The fourth connecting mechanism may drive-connect the fourth end of the third planetary gear mechanism and the second differential mechanism, and the fifth connecting mechanism may drive-connect the fifth end of the fourth planetary gear mechanism and the second differential mechanism. The second differential mechanism may be used to receive torque output from the fourth output terminal of the second motor at the sixth end. The second differential mechanism may include a fifth gear and a sixth gear arranged opposite to each other along the third axis, and a seventh gear arranged along the fourth axis. The fifth gear may be located at the fourth end, and the sixth gear may be located at the fifth end. The fifth gear and the sixth gear may mesh with the seventh gear respectively. The third axis and the fourth axis are orthogonal, and the fourth axis is a stationary axis.

[0035] In some possible implementations, the drive assembly may also include a second engagement / disengagement mechanism. This second engagement / disengagement mechanism can be used to control the engagement or disengagement between the fourth output terminal of the first motor and the sixth terminal of the second differential mechanism.

[0036] In some possible implementations, the seventh gear can be located at the sixth end, and the second engagement / disengagement mechanism can also be used to lock the seventh gear when it is in the disengaged state.

[0037] For example, in the drive assembly 60, planetary gear mechanisms 110, 210, 160, and 260 can be examples of a first to a fourth planetary gear mechanism, respectively; differential mechanisms 140 and 270 can be examples of a first and a second differential mechanism, respectively; clutches 250 and 260 can be examples of a first engagement / disengagement mechanism and a second engagement / disengagement mechanism, respectively; motor 120 can be an example of a second motor, and motor 240 can be an example of a first motor; bevel gears 141 to 144 can be examples of a first to a fourth gear, respectively; bevel gears 271 and 272 can be examples of a fifth and a sixth gear, respectively; and bevel gear 274 can be an example of a seventh gear.

[0038] Fourthly, a control method is provided. This method can be applied to a deceleration device, or to a stabilizer bar, drive assembly, or vehicle equipped with the deceleration device. The control method can be executed by a control device for the deceleration device, stabilizer bar, or drive assembly; or by a chip or processor in the control device; or by a vehicle equipped with the deceleration device, stabilizer bar, or drive device; or by a computing platform of the vehicle; or by a processor or chip in the computing platform.

[0039] The reduction gear includes a first planetary gear mechanism, a second planetary gear mechanism, a first connecting mechanism, a second connecting mechanism, and a differential mechanism. The differential mechanism is located between the first and second planetary gear mechanisms and includes a first end and a second end arranged opposite each other along a first axis, and a third end arranged along a second axis. The first connecting mechanism drivesly connects the first planetary gear mechanism and the first end of the differential mechanism, and the second connecting mechanism drivesly connects the second planetary gear mechanism and the second end of the differential mechanism. The differential mechanism receives torque output from the first motor at the third end. The differential mechanism includes a first gear and a second gear arranged opposite each other along the first axis, and a third gear arranged along the second axis. The first gear is located at the first end, and the second gear is located at the second end. The first and second gears mesh with the third gear, respectively. The first and second axes are orthogonal, and the second axis is a stationary axis.

[0040] The method includes: acquiring the vehicle's operating condition information, wherein the vehicle is equipped with the deceleration device; and controlling the first motor to output torque in a clockwise or counterclockwise direction based on the operating condition information.

[0041] In some possible implementations, the reduction gear may further include a first engagement / disengagement mechanism for controlling the engagement or disengagement between the first motor and the differential mechanism. The method may also include controlling the first engagement / disengagement mechanism to be in an engaged or disengaged state based on operating condition information.

[0042] In some possible implementations, the differential mechanism may be provided with a fourth gear positioned relative to the third gear along the second axis. The engagement state of the first engagement / disengagement mechanism may include a first engagement state and a second engagement state; in the first engagement state, the first engagement / disengagement mechanism may be used to drive the fourth gear to the first motor; in the second engagement state, the first engagement / disengagement mechanism may be used to drive the third gear to the first motor. Controlling the first engagement / disengagement mechanism to be in an engaged or disengaged state based on operating condition information may include: controlling the first engagement / disengagement mechanism to be in a first engaged state, a second engaged state, or a disengaged state based on the operating condition information.

[0043] Fifthly, a control device is provided, comprising: an acquisition unit for acquiring vehicle operating condition information; and a control unit for controlling a first motor to output torque in a clockwise or counterclockwise direction based on the operating condition information.

[0044] In a sixth aspect, a control device is provided, comprising: a memory for storing a computer program; and a processor for executing the computer program stored in the memory, such that the device performs the methods described in the fourth aspect and any possible implementation thereof.

[0045] In a seventh aspect, a control system is provided, the control system including the control device of the fourth or fifth aspect and any possible implementation thereof, and a deceleration device including the first aspect and any possible implementation thereof, or a lateral stabilizer bar including the second aspect and any possible implementation thereof, or a drive assembly including the third aspect and any possible implementation thereof.

[0046] Eighthly, a vehicle is provided that includes a deceleration device according to the first aspect and any possible implementation thereof, or includes a lateral stabilizer bar according to the second aspect and any possible implementation thereof, or includes a drive assembly according to the third aspect and any possible implementation thereof, or includes a control system according to the sixth aspect and any possible implementation thereof.

[0047] Ninthly, a computer program product is provided, the computer program product comprising: computer program code, which, when run on a computer, causes the computer to perform the methods of the fourth aspect and any possible implementation thereof.

[0048] In a tenth aspect, a computer-readable storage medium is provided, the computer-readable medium storing a computer program that, when run on a computer, causes the computer to perform the methods of the fourth aspect and any possible implementation thereof.

[0049] Eleventhly, a chip is provided, the chip including circuitry for performing the methods of the fourth aspect and any possible implementation thereof. Attached Figure Description

[0050] Figure 1 is a schematic diagram of a vehicle provided in an embodiment of this application;

[0051] Figure 2 is a schematic diagram of another vehicle provided in an embodiment of this application;

[0052] Figure 3 is a schematic diagram of a speed reduction device provided in an embodiment of this application;

[0053] Figure 4 is a schematic diagram of a drive assembly provided in an embodiment of this application;

[0054] Figure 5 is a schematic diagram of another drive assembly provided in an embodiment of this application;

[0055] Figure 6 is a structural schematic diagram of a lateral stabilizer bar provided in an embodiment of this application;

[0056] Figure 7 is a structural schematic diagram of a differential mechanism provided in an embodiment of this application;

[0057] Figure 8 is a schematic diagram of another drive assembly provided in an embodiment of this application;

[0058] Figure 9 is a schematic diagram of another drive assembly provided in an embodiment of this application;

[0059] Figure 10 is a schematic diagram of another drive assembly provided in an embodiment of this application;

[0060] Figure 11 is a schematic diagram of another drive assembly provided in an embodiment of this application;

[0061] Figure 12 is a schematic diagram of another drive assembly provided in an embodiment of this application;

[0062] Figure 13 is a flowchart illustrating a control method provided in an embodiment of this application;

[0063] Figure 14 is a schematic diagram of a control device provided in an embodiment of this application;

[0064] Figure 15 is a schematic diagram of another control device provided in an embodiment of this application. Detailed Implementation

[0065] The technical solutions in this application will now be described with reference to the accompanying drawings.

[0066] For example, Figure 1 is a schematic diagram of a vehicle provided in an embodiment of this application. As shown in Figure 1, in the vehicle 10, different driving devices can provide driving force to the left and right wheels, i.e., a distributed drive method. For example, for the front wheels, the left front wheel 101 can be driven by motor 1, and the right front wheel 201 can be driven by motor 2; for the rear wheels, the left rear wheel 301 and the right rear wheel 401 can be driven by motor 3 and motor 4 respectively. By individually controlling the output of motors 101-401 (such as speed, torque, etc.), individual control of the speed of each wheel and the torque applied to the wheel can be achieved.

[0067] Distributed drive systems can provide vehicles with better power performance, such as improved hill-climbing ability and faster 0-100 km / h acceleration. However, on the one hand, due to limitations in motor control precision, the torque applied to the left and right wheels is difficult to maintain consistently when each motor is controlled individually, affecting vehicle stability. On the other hand, even if distributed drive systems can give the drivetrain superior hill-climbing and 0-100 km / h acceleration performance, these performance advantages may not be noticeable in most everyday driving scenarios, making it difficult for users to perceive the improvements. For example, the superior 0-100 km / h acceleration performance of distributed drive systems might only be noticeable when starting on an open, straight road; in everyday driving, users might prefer a smooth start to ensure safety, making the improvement in 0-100 km / h acceleration less apparent. Similarly, the superior hill-climbing performance of distributed drive systems is often only noticeable on steep inclines, which are rarely encountered in everyday driving. In other words, in everyday driving scenarios, the performance improvements achieved by a distributed drive system may not be effective in enhancing the user's driving experience.

[0068] In view of this, embodiments of this application provide a deceleration device, a lateral stabilizer bar, and a drive assembly to improve vehicle maneuverability and safety, as well as ride comfort and stability.

[0069] For example, FIG2 is a schematic diagram of another vehicle provided in an embodiment of this application. As shown in FIG2, in vehicle 11, the same drive assembly can simultaneously provide driving force to the left and right wheels. For example, for the front wheels, the drive assembly 20 can provide power to the left and right wheels 101 and 201. For example, for the rear wheels, the drive assembly 30 can provide power to the wheels 301 and 401. For example, the drive assemblies 20 and 30 can include one or more drive devices (such as motors). For example, the structure of the drive assembly 30 can be the same as or similar to that of the drive assembly 20.

[0070] In some possible implementations, the same motor can have multiple operating modes, such as drive mode and braking mode. In drive mode, the motor can output positive torque to drive the wheels. In braking mode, the motor can output negative torque to provide braking force to the wheels. In drive mode, the motor can also be called a drive motor; in braking mode, the motor can also be called a brake motor.

[0071] For example, FIG3 is a schematic diagram of a speed reduction device provided in an embodiment of the present application. As shown in FIG3, the speed reduction device 1000 may include a first planetary gear mechanism 1010, a second planetary gear mechanism 1020, a first connecting mechanism 1030, a second connecting mechanism 1040, and a differential mechanism 1050.

[0072] A differential mechanism 1050 may be disposed between a first planetary gear mechanism 1010 and a second planetary gear mechanism 1020. The differential mechanism 1050 may include a first end 1051 and a second end 1052 disposed opposite each other along a first axis, and a third end 1053 disposed along a second axis. A first connecting mechanism 1030 can drively connect the first planetary gear mechanism 1010 to the first end 1051 of the differential mechanism 1030; a second connecting mechanism 1040 can drively connect the second planetary gear mechanism 1020 and the second end 1052 of the differential mechanism 1030.

[0073] The differential mechanism 1050 may include a first gear and a second gear arranged opposite to each other along a first axis, and a third gear arranged along a second axis. The first gear is disposed at a first end 1051, and the second gear is disposed at a second end 1052. The first gear and the second gear mesh with the third gear respectively. The first axis and the second axis are orthogonal, and the second axis is a stationary axis.

[0074] In some embodiments, the first motor may be drive-connected to a first end 1051 / second end 1052 of the differential mechanism 1050. Accordingly, the differential mechanism 1050 may receive the torque output of the first motor at the first end 1051 / second end 1052.

[0075] In some other embodiments, the differential mechanism 1050 may receive the torque output of the first motor at the third end 1053.

[0076] In this embodiment, by receiving the torque output of the first motor at the third end of the differential mechanism 1050, the arrangement of the first motor is no longer limited by the space between the differential mechanism 1050 and the planetary gear mechanism (1010, 1020) on one side. This is beneficial to make full use of the space between the first planetary gear mechanism 1010 and 1020 to flexibly arrange the first motor, so that the reduction device 1000 can be applied to a variety of different application scenarios.

[0077] For example, the speed reduction device 1000 can be applied to different application scenarios.

[0078] In some possible implementations, the reduction gear 1000 can be applied to the drive assembly. For example, it can be applied to at least one of the drive assemblies 20 and 30.

[0079] Assume that the reduction gear 1000 is applied to the drive assembly 20. For example, the planetary gear mechanism 1010 can be connected to the wheel 101 and can provide torque output to the wheel 101; correspondingly, the planetary gear mechanism 1020 can be connected to the wheel 201 and can provide torque output to the wheel 201.

[0080] In some possible implementations, the deceleration device 1000 can be applied to the vehicle's lateral stabilizer bar.

[0081] Assume the stabilizer bar is positioned between wheel 101 and vehicle 201. For example, the stabilizer bar may include two torsion bars, one of which connects planetary gear mechanism 1010 to the suspension device on the wheel 101 side; the other torsion bar connects planetary gear mechanism 1020 to the suspension device on the wheel 201 side.

[0082] The following, with reference to Figures 4 to 10, illustrates the arrangement of the speed reduction device 1000 in different application scenarios.

[0083] For example, FIG4 is a schematic diagram of a drive assembly provided in an embodiment of this application. As shown in FIG4, the drive assembly 20 may include a motor 120, a motor 240, and a reduction gear 21. The reduction gear 21 may correspond to the reduction gear 1000 in FIG3, and the planetary gear mechanisms 110 and 210 in the reduction gear 21 may correspond to the first planetary gear mechanism 1010 and the second planetary gear mechanism 1020, respectively. The motor 240 may correspond to the first motor.

[0084] As shown in Figure 4, the motor 120 may include two output terminals, such as output shafts 121 and 221. For example, the motor 120 may be arranged along the transverse axis of the vehicle, and the two output terminals 121 and 221 of the motor 120 may be arranged in opposite directions.

[0085] The speed reduction device 21 may include a planetary gear mechanism 110, a planetary gear mechanism 210, and a differential mechanism 140.

[0086] In one embodiment, the planetary gear mechanism 110, the planetary gear mechanism 210, and the differential mechanism 140 may be arranged along the lateral axis of the vehicle.

[0087] Planetary gear mechanism 110 can be disposed between one output end of motor 120 (e.g., output shaft 121) and one side wheel (e.g., wheel 101). Planetary gear mechanism 210 can be disposed between the other output end of motor 120 (e.g., output shaft 221) and the other side wheel (e.g., wheel 201).

[0088] The planetary gear mechanism 110 may include a sun gear 111, planet gears 112, a planet carrier 114, and a ring gear 113. The planet carrier 114 may be mounted on the axle 102 of the wheel 101 and may be coaxial with the axle 102. The planet carrier 114 may rotate about the axis of the axle 102. The sun gear 111 meshes with the planet gear 112, and the planet gear 112 meshes with the ring gear 113. Similarly, the planetary gear mechanism 210 may include a sun gear 211, planet gears 212, a planet carrier 214, and a ring gear 213.

[0089] For example, depending on the function of each gear, the gears included in the differential mechanism 140 can be divided into differential bevel gears and reverse bevel gears. For instance, gears 141 and 142 can be differential bevel gears; gears 143 and 144 can be reverse bevel gears. One or more reverse bevel gears can be provided in the differential mechanism 140. In the reduction gear 21, gears 141 and 142 can correspond to the first gear and the second gear, respectively.

[0090] Differential bevel gears and reverse bevel gears can be arranged along mutually orthogonal axes (e.g., axis 1 and axis 2, respectively). For example, differential bevel gears 141 and 142 can be arranged opposite each other along axis 1, and reverse bevel gears 143 and 144 can be arranged opposite each other along axis 2. Axis 1 is a fixed axis, and axis 2 is also a fixed axis. That is, differential bevel gears 141 and 142 can rotate along axis 1, and reverse bevel gear 144 can rotate along axis 2; however, when the above bevel gears rotate, axis 1 and axis 2 are fixed axes. For example, when reverse bevel gear 144 rotates along axis 2, it does not revolve around axis 1.

[0091] The differential mechanism 140 can be disposed between the planetary gear mechanism 110 and the planetary gear mechanism 210. The reduction gear 21 can also be provided with a connecting member, such as a connecting rod 131, that drives the planetary gear mechanism 110 and the differential mechanism 140. Similarly, the reduction gear 21 can also be provided with a connecting member, such as a connecting rod 231, that drives the planetary gear mechanism 210 and the differential mechanism 140. Connecting rods 131 and 231 can correspond to the first transmission connection mechanism 1030 and the second transmission mechanism 1040 in Figure 3, respectively.

[0092] For example, when the differential mechanism 140 is located on the sun gear side of the planetary gear mechanisms 110 and 210, the differential mechanism 140 is connected to the sun gears of the planetary gear mechanisms 110 and 210 respectively via connecting rods 131 and 132, as shown in Figure 4. Alternatively, unlike the arrangement shown in Figure 4, when the differential mechanism 140 is located on the ring gear side of the planetary gear mechanisms 110 and 210, the output shafts 121 and 221 of the motor 120 can be connected to the sun gears of the planetary gear mechanisms 110 and 210 respectively.

[0093] Assume that the two ends of the differential mechanism 140 can be connected to the sun gears 111 and 211 respectively via connecting rods 131 and 231, as shown in Figure 4. In this scenario, the motor 120 can drive the gear ring 113 to rotate via gear 122, and can drive the gear ring 213 to rotate via gear 222. For example, the gear ring 113 can mesh with the gear 122 via the teeth on its outer ring; the gear ring 213 can mesh with the gear 222 via the teeth on its outer ring.

[0094] Differential bevel gear 141 can be disposed at one end of connecting rod 131; the other end of connecting rod 131 can be connected to sun gear 111 for transmission. Similarly, differential bevel gear 142 can be disposed at one end of connecting rod 231; sun gear 211 can be disposed at the other end of connecting rod 231, as shown in Figure 4. Differential bevel gears 141 and 142 can mesh orthogonally with reverse bevel gears 143 and 144.

[0095] The reverse bevel gear 143 can be coaxially arranged with the limiting shaft 145, and the reverse bevel gear 143 can rotate along the axis of the limiting shaft 145; similarly, the reverse bevel gear 144 can be coaxially arranged with the limiting shaft 146. The limiting shafts 145 and 146 can be coaxially arranged, and their axis can be axis 2.

[0096] The positions of the limiting shafts 145 and 146 can be restricted by fixing devices / structures, so that the position of their shafts remains unchanged when the reverse bevel gears 143 and 144 rotate. When the differential mechanism 140 is in differential action, that is, when there is a difference in the rotational speed between the sun gears 111 and 211, the reverse bevel gears 143 and 144 can rotate on their own axes, but do not revolve around the axes of the differential bevel gears 141 and 142.

[0097] In one embodiment, the limiting shafts 145 and 146 can be connected to the reverse bevel gears 143 and 144 by means of threaded connection, key connection, etc.

[0098] In another embodiment, the limiting shaft 145 and the reverse bevel gear 143 can be the same part.

[0099] The motor 240 can be connected to the reverse bevel gear of the differential mechanism 140 and can be used to drive the movement of the reverse bevel gear.

[0100] In one embodiment, the motor 240 may be positioned along the longitudinal axis of the vehicle. The motor 240 may be drively connected to the reverse bevel gear 143 or 144 of the differential mechanism 140. When it is necessary to drive the reverse bevel gear of the differential mechanism, power can be supplied to the motor 240, controlling the motor 240 to output torque to the differential mechanism 140.

[0101] In this embodiment, by driving the reverse bevel gear to rotate, the motor 240 can generate a reverse tilting torque acting on its mounting point, which can resist the vehicle tilt caused by turning and play a role in stabilizing the vehicle body.

[0102] For example, under certain operating conditions, it may not be necessary for the first motor to provide torque to the differential mechanism 1050. For instance, taking the scheme shown in Figure 4 as an example, when there is no clutch between the motor 240 and the reverse bevel gear of the differential mechanism 140, the motor 240 may not need to be powered when it does not need to drive the differential mechanism 140; when the differential mechanism 140 can perform differential action, the reverse bevel gear will rotate, which will simultaneously drive the output shaft and rotor of the motor 240 to rotate.

[0103] However, when the first motor is not required to output torque to the differential mechanism, if the third end of the differential mechanism 1050 drives the rotor of the first motor to rotate, it may affect the lifespan of the first motor. Furthermore, if the first motor has multiple output ends, it may interfere with the status of other output ends. Additionally, due to rotor resistance and rotational inertia, the differential effect of the differential mechanism 1050 may deteriorate.

[0104] In some possible implementations, the reduction gear 1000 may further include a first engagement / disengagement mechanism, which may be disposed between the first motor and the differential mechanism 1050, for controlling the engagement or disengagement between the first motor and the differential mechanism. For example, the engagement / disengagement mechanism may include a clutch, a synchronizer, etc.

[0105] Assuming the first engagement / disengagement mechanism is a clutch, the following description, in conjunction with Figure 5, illustrates the operation of the first engagement / disengagement mechanism.

[0106] For example, FIG5 is a schematic diagram of another drive assembly provided in an embodiment of this application. As shown in FIG5, compared with the scheme shown in FIG4, a clutch 250 is provided between the motor 240 and the differential mechanism 140. The clutch 250 can be used to realize the engagement and disengagement between the motor 240 and the differential mechanism 140.

[0107] When the motor 240 needs to output torque to the differential mechanism 140, the clutch 250 can be controlled to be engaged; at this time, the motor 240 can drive the reverse bevel gear 144 to rotate. When the motor 240 does not need to output torque to the differential mechanism 140, the clutch 250 can be controlled to be disengaged.

[0108] In this embodiment, by providing a clutch between the motor 240 and the differential mechanism 140, the connection between the motor 240 and the differential mechanism 140 can be disconnected when the motor 240 does not need to drive the differential mechanism 140. This approach can, on the one hand, extend the service life of the motor; on the other hand, when the motor 240 has multiple output terminals, disconnecting the connection between the motor 240 and the differential mechanism 140 prevents the differential mechanism 140 from affecting the output status of the other output terminals of the motor 240.

[0109] The above description, using the front-wheel drive assembly 20 of a vehicle as an example and referring to Figures 4 and 5, provides an exemplary illustration of the application of the reduction device 1000 to the drive assembly 20. The following description, referring to Figure 6, provides an exemplary illustration of the application of the reduction device 1000 to the stabilizer bar. The solution described in Figure 6 can be independent of the solutions in Figures 4 and 5, or it can be combined with the solutions described in Figures 4 and 5 to form a new solution. This will be explained uniformly here and will not be repeated below.

[0110] For example, FIG6 is a schematic diagram of a lateral stabilizer bar provided in an embodiment of this application. As shown in FIG6, the lateral stabilizer bar 40 may include a torsion bar 104, a torsion bar 204, and a reduction gear 22; the lateral stabilizer bar 40 may also include a motor 240. The reduction gear 22 may correspond to the reduction gear 1000 in FIG3, and the motor 240 may correspond to the first motor.

[0111] The reduction gear 22 may include a planetary gear mechanism 160, a planetary gear mechanism 260, and a differential mechanism 270. The planetary gear mechanisms 160 and 260 may correspond to the first planetary gear mechanism 1010 and the second planetary gear mechanism 1020 in Figure 3, respectively; the differential mechanism 270 may correspond to the differential mechanism 1050 in Figure 3.

[0112] In one embodiment, planetary gear mechanism 160, planetary gear mechanism 260 and differential mechanism 270 may be arranged along the lateral axis of the vehicle.

[0113] The planetary gear mechanism 160 may include a sun gear 161, a planetary gear 162, a ring gear 163, and a planet carrier 164. One end of the torsion bar 104 may be disposed on the planet carrier 164, and the other end may be disposed on the suspension on the wheel 101 side. Similarly, the planetary gear mechanism 260 may include a sun gear 261, a planetary gear 262, a ring gear 263, and a planet carrier 264. The planet carrier 264 may be connected to the suspension on the wheel 201 side via the torsion bar 204. For example, when the height difference between the suspensions on both sides of the vehicle changes, the torsion bars 104 and 204 will twist, driving the corresponding planet carrier to rotate.

[0114] The differential mechanism 270 may include a differential bevel gear and a reverse bevel gear. Similar to the differential mechanism 140, the rotation axis of the reverse bevel gear in the differential mechanism 270 is a fixed axis. When the reverse bevel gear rotates on its own axis, it does not revolve along the rotation axis of the differential bevel gear. The structure of the differential mechanism 270 is illustrated below with reference to FIG7.

[0115] For example, FIG7 is a schematic diagram of a differential mechanism provided in an embodiment of this application. As shown in FIG7, the differential mechanism 270 may include differential bevel gears 271 and 272, and one or more reverse bevel gears (e.g., bevel gears 273 and 274). In the differential mechanism 270, the differential bevel gears 271 and 272 may be arranged opposite to each other along axis 3, and the reverse bevel gears 273 and / or 274 may be arranged along axis 4. Similar to the differential mechanism 140, axis 3 and axis 4 are fixed axes, and axis 3 may be orthogonal to axis 4; when the reverse bevel gears 273 and 274 rotate along axis 4, they do not revolve around axis 3.

[0116] The differential mechanism 270 can be located between the planetary gear mechanisms 160 and 260, and can be connected to the planetary gear mechanisms 160 and 260 respectively via connecting shafts 105 and 205. For example, as shown in Figure 6, the differential mechanism 270 can be located on the sun gear side of the planetary gear mechanisms 160 and 260.

[0117] The motor 240 can be connected to the reverse bevel gear of the differential mechanism 270. For example, assuming the structure of the differential mechanism 270 is as shown in Figure 7, the output shaft of the motor 240 can be connected to the reverse bevel gear 274 via shaft 276, and can drive the gear to rotate.

[0118] In some possible implementations, an engagement / disengagement mechanism, such as a clutch or synchronizer, can be provided between the motor 240 and the reverse bevel gear of the differential mechanism 270. For example, as shown in Figure 6, the two ends of the clutch 260 can be respectively located at the limit shaft 276 and the output end of the motor 240. When the clutch 260 is engaged, the motor 240 can drive the reverse bevel gear 276 to rotate. When the clutch 260 is disengaged, the motor 240 is disconnected from the differential mechanism 270. In the reduction gear 22, the clutch 260 can correspond to the first engagement / disengagement mechanism.

[0119] In some possible implementations, the clutch 260 can be used to lock the reverse bevel gear connected to the differential mechanism 270 when it is in the disengaged state. For example, when the clutch 260 is in the disengaged state, it can lock the rotation of the limit shaft 276, thus locking the reverse bevel gear 274.

[0120] For example, the lateral stabilizer bar 40 may also include components for securing the deceleration device 22 to the vehicle, such as bushings 106 and 206. For instance, gear rings 163 and 263 may be secured to the vehicle's load-bearing structure (such as a static element like a frame) via bushings 106 and 206, respectively.

[0121] In some embodiments, bushings 106 and 206 may include elastic elements, such as those made of elastic materials like rubber. For example, bushings 106 and 206 may have concave structures, and gear rings 163 and 263 may have convex structures that cooperate with them, as shown in Figure 6. In this way, bushings 106 and 206 can, on the one hand, fix the deceleration device 22, and on the other hand, bushings 106 and 206 can absorb road vibrations to a certain extent.

[0122] When the suspension bounce on both sides of wheels 101 and 201 is inconsistent (for example, the vehicle has lateral tilt due to turning, or the road surface is uneven, resulting in inconsistent suspension bounce on both sides), the torsion of torsion bars 104 and 204 will be different, resulting in different angular positions of planetary carriers 164 and 264.

[0123] In one embodiment, when the clutch 260 is engaged, the motor 260 drives the reverse bevel gear 274 to rotate, and the lateral stabilizer bar 40 can actively apply a torque to the vehicle in the opposite direction of the roll, which can suppress vehicle body sway, improve vehicle stability, and enhance ride comfort.

[0124] In another embodiment, when the clutch 260 is disengaged, the motor 240 is disconnected from the differential mechanism 270; correspondingly, the lateral stabilizer bar 40 can be switched from an active stabilizer bar to a passive stabilizer bar mode. For example, when the clutch 260 is disengaged and does not have the effect of locking the reverse bevel gear 274, the differential mechanism 270 can adaptively differential the sun gears 161 and 261. In this mode, the difference in the degree of torsion of the torsion bars 104 and 204 will be reduced due to the differential action of the differential mechanism 270, and this type of passive stabilizer bar may have a relatively weak resistance to vehicle roll. For another example, when the clutch 260 is disengaged and can lock the reverse bevel gear 274, the locking of the reverse bevel gear 274 will prevent the differential bevel gears 271 and 272, and the sun gears 161 and 261 from rotating. In this scenario, when the torsion bars 104 and 204 twist, the gears in the planetary carriers 160 and 260 and the differential mechanism 270 are locked. In this configuration, the passive stabilizer bar provides relatively good resistance to vehicle roll.

[0125] The above description, in conjunction with Figure 6, illustrates an example of the application of the deceleration device 1000 to a lateral stabilizer bar. The following description, in conjunction with Figure 8, illustrates possible combinations of Figures 4 and 6.

[0126] For example, Figure 8 is a schematic diagram of another drive assembly provided in an embodiment of this application. Components in Figure 8 that have the same or similar functions as those in Figures 4-6 are numbered the same as them, and their specific functions can be referred to the description above.

[0127] Compared to the scheme shown in Figure 4, in the scheme shown in Figure 8, the motor 240 may include multiple output terminals (such as output terminals 241 and 242); compared to the drive assembly 20 in Figure 4, the drive assembly 50 may also include a reduction gear 22. The drive assembly 50 can be understood as an extension or deformation of the drive assembly 20; the reduction gear 51 in the drive assembly 50 can be understood as an extension or deformation of the reduction gear 21; in the scheme shown in Figure 8, the lateral stabilizer bar formed by the torsion bar 104, the torsion bar 204, and the reduction gear 22 can correspond to the lateral stabilizer bar 40 in Figure 6.

[0128] As shown in Figure 8, one output end of the motor 240 (e.g., output shaft 241) can be connected to the reverse bevel gear of the differential mechanism 140. The other output end of the motor 240 (e.g., output shaft 242) can be connected to the reverse bevel gear of the differential mechanism 270. For example, assuming the structure of the differential mechanism 270 is as shown in Figure 7, the output shaft 242 of the motor 240 can be connected to the reverse bevel gear 274 via shaft 276, which can drive the gear to rotate.

[0129] Similar to the arrangement shown in Figure 5, a clutch 250 can be provided between the output shaft 241 of the motor 240 and the differential mechanism 140; similar to the arrangement shown in Figure 6, a clutch 260 can be provided between the output shaft 242 of the motor 240 and the differential mechanism 240.

[0130] In this embodiment of the application, by setting an engagement and disengagement structure at each output terminal of the motor 240, the engagement and disengagement between the device driven by each output terminal and the motor 240 can be realized, which can prevent the device driven by a certain output terminal from affecting the operation of the motor 240 and thus interfering with the output state of other output terminals.

[0131] The arrangement of the first engagement disconnection mechanism is illustrated above in conjunction with Figures 5 to 8.

[0132] In some possible implementations, the engagement / disengagement mechanism can also be arranged in other ways. For example, for the reduction gear 1000, the first gear, second gear, and third gear of the differential mechanism 1050 can surround and form a receiving space, in which the first engagement / disengagement mechanism can be disposed. In this scenario, the third gear can be provided with a through hole arranged along the second axis, and the reduction gear 1000 can also include a third connecting mechanism disposed through the through hole, which can drive the first engagement / disengagement mechanism to the first motor. By controlling the engagement and disengagement between a certain gear in the differential mechanism and the third connecting mechanism, the first engagement / disengagement mechanism can control the engagement or disengagement between the differential mechanism and the first motor.

[0133] In some possible implementations, when the first engagement / disengagement mechanism is located within the receiving space, the first engagement / disengagement mechanism can have different engagement states. In different engagement states, the first engagement / disengagement mechanism can drive different gears in the differential mechanism 1050 to the first motor. For example, in the first engagement state, a fourth gear, positioned along the second axis and relative to the third gear, can be driven to the first motor. As another example, in the second engagement state, the third gear can be driven to the first motor.

[0134] Referring to Figure 9, the above arrangement of the first engagement / disengagement mechanism will be described exemplarily using the engagement / disengagement device as a clutch as an example.

[0135] For example, FIG9 is a schematic diagram of another drive assembly provided in an embodiment of this application. The drive assembly 60 shown in FIG9 can be understood as an extension or variation of drive assemblies 20 and 50. In FIG9, components that have the same or similar functions as those in FIG4-8 are numbered the same as those in FIG4-8, and their specific functions can be referred to the above description.

[0136] As shown in Figure 9, the drive assembly 60 may include a motor 120, a motor 240, and a reduction gear 61. The drive assembly 60 may also include a reduction gear 22. The reduction gear 61 can be understood as an extension or variation of the reduction gears 21 and 51. The bevel gear 143 can be considered as an example of a third gear, and the bevel gear 144 can be considered as an example of a fourth gear.

[0137] As shown in Figure 9, compared to the reduction gear 51, in the reduction gear 61, the reverse bevel gear 143 can rotate along the axis of the limiting shaft 147. The limiting shaft 147 can be a hollow shaft structure, through which the output shaft 241 can pass. The clutch 250 can be located in the differential mechanism 140, for example, in the space formed by the small ends of the bevel gears 141-144. When the clutch 250 is engaged, it can drive a certain reverse bevel gear to the output shaft 241, allowing the output shaft 241 to drive the reverse bevel gear to rotate. Alternatively, when the clutch 250 is disengaged, the movement of the reverse bevel gears 143 and 144 will no longer be affected by the movement of the output shaft 241.

[0138] In one embodiment, the clutch 250 may be coupled to the differential mechanism 140. That is, the differential mechanism in the reduction gear 51, located between the planetary gear mechanisms 110 and 210, may be equipped with a clutch or have a clutch function. An external drive device (such as a motor 240) may be provided on the reverse bevel gear side of the differential mechanism. When the clutch is engaged, the external drive device can drive the reverse bevel gear 143 or 144 to rotate; when the clutch is disengaged, the transmission connection between the external drive device and the reverse bevel gear is disconnected.

[0139] In this embodiment of the application, by placing the clutch inside the differential mechanism, the space occupied by the clutch can be reduced, which is beneficial to the arrangement of the drive device and can reduce the space required for the arrangement of the drive assembly.

[0140] In another embodiment, the clutch 250 may include multiple engagement states (e.g., engagement state #1, engagement state #2). For example, when in engagement state #1, the output shaft 241 of the motor 240 can be driven to the reverse bevel gear 143. By driving the reverse bevel gear 143, torque can be provided to the vehicle at the motor's mounting position to maintain vehicle stability. As another example, when in engagement state #2, the clutch 250 can drive the reverse bevel gear 144 to the motor 240.

[0141] In real-world scenarios, under certain conditions, a vehicle may experience insufficient roll force, while under other conditions, it may experience excessive roll force. Different conditions require the application of forces in different directions to maintain vehicle stability. Furthermore, the directions of the forces used to resist left and right roll are also different. In this embodiment, when the rotation direction of the output shaft 241 of the motor 240 remains unchanged, driving the reverse bevel gears 143 and 144 respectively provides forces in different directions to the vehicle at their mounting positions. By setting different engagement states for the clutch 250, the need to apply forces in different directions to the vehicle can be met without changing the rotation direction of the motor 240, simplifying the control of the motor 240.

[0142] In some possible implementations, for the differential mechanism 270, the limiting shaft of the reverse bevel gear can also be a hollow shaft structure, and the output shaft 242 can be disposed in this hollow shaft. For example, similar to the clutch 250, one end of the clutch 260 can be disposed on the output shaft 242, and the other end can be disposed on the reverse bevel gear of the differential mechanism 270.

[0143] In one embodiment, similar to clutch 250, clutch 260 may include multiple engagement states (e.g., engagement state #3 and engagement state #4). In different engagement states, clutch 260 connects different reverse bevel gears in differential mechanism 270 to motor 240. For example, assuming differential mechanism 270 adopts the structure shown in FIG. 5, in engagement state #3, clutch 260 can connect reverse bevel gear 274 to motor 240. As another example, in engagement state #4, motor 240 is connected to reverse bevel gear 273 via clutch 260, and can drive reverse bevel gear 273 to rotate.

[0144] In real-world scenarios, vehicles may exhibit different states of roll under varying operating conditions. In this embodiment, the motor 240 is connected to different reverse bevel gears in the differential mechanism 270 under different engagement states, enabling the vehicle to flexibly provide anti-roll torque under different operating conditions.

[0145] In some possible implementations, for the reduction gear 1000, an engagement / disengagement mechanism may be provided between the differential mechanism 1050 and a static element (such as the housing of the reduction gear 1000). This engagement / disengagement mechanism can be used to lock the differential mechanism 1050 in the engaged state.

[0146] In some possible implementations, the speed reduction device 1000 may also include a braking mechanism that can be used to control the rotational speed of intermediate elements (such as planet carriers and planet gears) in the first planetary gear mechanism / second planetary gear mechanism.

[0147] In some possible implementations, for the reduction gear 1000, an engagement / disengagement mechanism may be provided between the differential mechanism 1050 and the first planetary gear mechanism / second planetary gear mechanism to control the engagement or disengagement between the differential mechanism 1050 and the first planetary gear mechanism / second planetary gear mechanism.

[0148] The braking mechanism, the engagement / disengagement mechanism for locking the differential mechanism 1050, and the engagement / disengagement mechanism for controlling the engagement or disengagement between the differential mechanism 1050 and the first planetary gear mechanism / second planetary gear mechanism in the aforementioned deceleration device 1000 can be independent solutions or can be combined with each other.

[0149] Referring to Figure 10, and taking the engagement disconnection device as an example, the arrangement of the above two engagement disconnection mechanisms and braking mechanisms will be described exemplarily.

[0150] For example, FIG10 is a schematic diagram of another drive assembly provided in an embodiment of this application. As shown in FIG10, the drive assembly 70 may include a motor 120, a motor 240, and a reduction gear 71. The drive assembly 70 can be understood as an extension or modification of the drive assemblies 20, 50, and 60; the reduction gear 71 can be understood as an extension or modification of the reduction gears 21, 51, and 61. In some possible implementations, the drive assembly 70 may also include a reduction gear 22.

[0151] In one embodiment, the reduction gear 71 may include a clutch 150, which may be disposed between the differential mechanism 140 and the static element 155. For example, as shown in FIG10, a reverse bevel gear 144 may be disposed at one end of a limiting shaft 146, and the clutch 150 may be disposed at the other end of the limiting shaft 146. When the clutch 150 is engaged, the limiting shaft 146 and the static element 155 are relatively stationary, and the reverse bevel gear 144 is locked, thereby locking the differential mechanism 140. When the clutch 150 is disengaged, the reverse bevel gear 144 can rotate, and the differential mechanism 140 can operate normally. As another example, the static element may include the housing of the reduction gear 71, a bracket disposed on the housing, etc.

[0152] In another embodiment, the reduction gear 71 may include a clutch 170, which may be disposed between the differential mechanism 140 and the planetary gear mechanism 110 or 210. In this scenario, a connecting mechanism including multiple connecting shafts may replace the connecting rod 131 or 231. For example, as shown in FIG10, the two ends of the clutch 170 may be respectively disposed on connecting shafts 232 and 233, the differential bevel gear 142 may be disposed on the other end of connecting shaft 232, and the sun gear 211 may be disposed on the other end of connecting shaft 233. Connecting shafts 232 and 233 may be coaxially arranged.

[0153] By controlling the engagement or disengagement of the clutch 170, the engagement or disengagement of the sun gear 211 and the differential mechanism 140 can be achieved. For example, when the clutch 170 is engaged, the connecting mechanism formed by the connecting shafts 232 and 233 and the clutch 170 can perform the same or similar function as the connecting rod 231. When the clutch 170 is disengaged, the sun gear 211 and the differential mechanism 140 are disconnected, and the rotational speed and torque of the sun gears 111 and 211 can be independent of each other.

[0154] In another embodiment, redundant braking mechanisms 180 and / or 190 can be provided in the space between planetary gear mechanisms 110 and 210. These redundant braking mechanisms 180 and 190 can provide additional braking torque when the braking torque provided by the motor 120 is insufficient, thereby ensuring vehicle safety.

[0155] In the schemes shown in Figures 4 to 10 above, the differential mechanism 140 is disposed on the sun gear side of the planetary gear mechanisms 110 and 210. The following, with reference to Figure 11, provides an exemplary description of the scheme in which the differential mechanism 140 is disposed on the gear ring side of the planetary gear mechanisms 110 and 210.

[0156] For example, FIG11 is a schematic diagram of another drive assembly provided in an embodiment of this application. As shown in FIG11, the drive assembly 80 may include a motor 120, a motor 240, and a reduction gear 81. In some possible implementations, the drive assembly 80 may also include a reduction gear 22. The drive assembly 80 can be understood as an extension or modification of drive assemblies 20, 50, 60, and 70; the reduction gear 81 can be understood as an extension or modification of reduction gears 21, 51, 61, and 71.

[0157] As shown in Figure 11, unlike the drive assembly 20 shown in Figure 4, in the drive assembly 80, the motor 120 is located on the sun gear side of the planetary gear mechanisms 110 and 210, and the output shafts 121 and 221 of the motor 120 are respectively connected to the sun gears 111 and 211 for transmission. The gear 122 can be located on the connecting rod 131 and can transmit power between the connecting rod 131 and the gear ring 113. The reduction device 81 can be used as an example of a scheme in which the differential mechanism 140 is located on the gear ring side of the planetary gear mechanisms 110 and 210.

[0158] In the schemes shown in Figures 4 to 11 above, the differential mechanism 140 receives the torque output of the motor 240 through one end of the reverse bevel gear. The following, with reference to Figure 12, provides an exemplary description of the scheme in which the differential mechanism 140 receives the torque output of the motor 240 at one end of the differential gear.

[0159] For example, FIG12 is a schematic diagram of another drive assembly provided in an embodiment of this application. As shown in FIG12, the drive assembly 90 may include a motor 120, a motor 240, and a reduction gear 91. The drive assembly 90 can be understood as an extension or modification of drive assemblies 20, 50, 60, 70, and 80; the reduction gear 91 can be understood as an extension or modification of reduction gears 21, 51, 61, 71, and 81.

[0160] As shown in Figure 12, unlike the drive assembly 20 shown in Figure 4, in the drive assembly 90, the two output ends of the motor 240 can drive the differential gear 142 and the sun gear 232 respectively. In this scenario, the connecting mechanism consisting of the motor 240, connecting rods 232 and 233 can replace the connecting rod 231. For the reduction gear 1000, this embodiment can serve as an example of a scheme in which the torque output of the first motor is received at the first / second end of the differential mechanism 1050.

[0161] The above describes the connection methods between the components in the drive assembly in conjunction with Figures 3 to 12. The following section will briefly introduce the working modes involved, taking drive assembly 20 as an example, in conjunction with possible working scenarios.

[0162] Scenario 1: A scenario where wheels 101 and 201 are driven by a single motor.

[0163] For example, in a scenario where wheels 101 and 201 are driven by a single motor 120, when the motor 120 rotates, the planet carrier 114 can be driven to move through the transmission assembly consisting of the output shaft 121, gear 122 and gear ring 113, thereby driving wheel 101; the planet carrier 214 can be driven to move through the transmission assembly consisting of the output shaft 221, gear 222 and gear ring 213, thereby driving wheel 201.

[0164] In one embodiment, it is assumed that the output shafts 121 and 221 have the same external output, and correspondingly, the gears 122 and 222 have the same motion state, and the gear rings 113 and 213 have the same motion state. For example, when the difference in road conditions causes the rotational speed of wheel 101 to be greater than that of wheel 201, the rotational speed of planet carrier 114 is correspondingly greater than that of planet carrier 214, and there is a relative rotation between sun gear 111 and sun gear 211. The relative speed difference between sun gears 111 and 211 will cause the reverse bevel gears 143 and 144 to rotate; the differential action of the differential mechanism 140 will make the rotational speeds of sun gears 111 and 211 tend to be consistent, realizing adaptive differential speed between the left and right wheels.

[0165] In a design scheme where no clutch 250 is provided between the motor 240 and the differential mechanism 140 (for example, the scheme shown in Figure 4), in the scenario where a single motor 120 drives the wheels 101 and 201, it is not necessary to supply power to the motor 240; during the process of the differential 140 achieving the differential effect, it can drive the output shaft and rotor of the motor 240 to rotate.

[0166] In a design scheme where a clutch 250 is provided between the motor 240 and the differential mechanism 140 (for example, the scheme shown in Figure 5), when a single motor 120 drives the wheels 101 and 201, the clutch 250 can be controlled to be in an open state, thereby disconnecting the connection between the motor 240 and the differential mechanism 140.

[0167] Scenario 2: The scenario where motor 240 provides additional torque through differential mechanism 140.

[0168] When the motor 120 drives the wheels 101 and 201, the vehicle may be at risk of tilting during cornering or other scenarios.

[0169] For example, to prevent vehicle roll and improve vehicle stability, motor 240 can be controlled to provide additional torque. When motor 240 rotates, it drives the reverse bevel gear in differential mechanism 140 to rotate via output shaft 241, thereby driving sun gear 111 and sun gear 211 to rotate. At this time, the rotation directions of sun gear 111 and sun gear 211 can be opposite. In this scenario, motor 240 can provide a lateral torque to the vehicle at its mounting point to resist roll, thus playing a role in actively stabilizing the vehicle body.

[0170] In one embodiment, different lateral torques are required to be provided to the vehicle under different operating conditions. By controlling the rotation direction of the motor 240 (clockwise or counterclockwise), the reverse bevel gear in the differential mechanism 140 can be driven to rotate around its axis in different directions, thereby providing the required torque at the mounting point of the motor 240.

[0171] Compared to drive assembly 20, drive assemblies 50 and 60 can be equipped with a reduction gear 22, allowing for more operating modes. The following section uses drive assembly 50 as an example to briefly introduce the other operating modes involved.

[0172] Scenario 3: The vertical motor provides additional torque through differential mechanism 270.

[0173] For example, to prevent vehicle roll and improve vehicle stability, the clutch 260 can be controlled to be engaged; when the clutch 260 is engaged, the differential mechanism 270 can be driven to the motor 240. The lateral stabilizer bar formed by the torsion bars 104, 204 and the reduction gear 22 is in active stabilizer bar mode.

[0174] When motor 240 rotates, it drives the reverse bevel gear in differential mechanism 270 to rotate via output shaft 241, which in turn drives sun gears 161 and 261 to rotate; the sun gears 161 and 261 rotate in opposite directions. Since ring gears 163 and 263 are stationary, planetary carriers 164 and 264 rotate under the drive of sun gears 161 and 261, driving torsion bars 104 and 204 to rotate. The torsion bars 104 and 204 rotate in opposite directions, providing a force to resist suspension deformation and thus actively stabilizing the vehicle body.

[0175] For the operating modes of the lateral stabilizer bar 40, please refer to the description in Scenario 3 above.

[0176] Compared to drive assembly 50, in drive assembly 60, clutch 250 can be located inside differential mechanism 140; moreover, clutch 250 can have multiple engagement states. In different engagement states, clutch 250 can connect different reverse bevel gear drives in differential mechanism 140 to motor 140. Accordingly, drive assembly 60 can have a wider range of operating modes.

[0177] Assuming that when clutch 250 drives the reverse bevel gear 143 to motor 240, the additional force applied by motor 240 to the vehicle points to the right side of the vehicle, or has a component pointing to the right; the engagement state of clutch 250 at this time can be called engagement state #1. When clutch 250 drives the reverse bevel gear 144 to motor 240, the additional force applied by motor 240 to the vehicle points to the left side of the vehicle, or has a component pointing to the left; the engagement state of clutch 250 at this time can be called engagement state #2. For example, based on the reverse bevel gear driven by motor 240, the above scenario two can be further divided into scenario two A and scenario two B.

[0178] Scenario 2A: Clutch 250 is in the engaged state #1.

[0179] For example, if the vehicle is at risk of rolling to the left and is understeering to the right, the motor 240 may need to provide a lateral force to the right to maintain vehicle stability. In this scenario, the clutch 250 can be controlled to be in the engaged state #1, enabling the motor 240 to provide the required lateral force to the vehicle.

[0180] Scenario 2B: Clutch 250 is in the engaged state #2.

[0181] For example, if the vehicle is at risk of rolling to the right and is understeering to the left, the motor 240 may need to provide a leftward lateral force to maintain vehicle stability. In this scenario, the clutch 250 can be controlled to be engaged #2, enabling the motor 240 to provide the required lateral force to the vehicle.

[0182] The above examples illustrate the possible operating modes of the speed reducer 1000 in different application scenarios. The control method in conjunction with the speed reducer 1000 is described below with reference to Figure 13.

[0183] For example, Figure 13 is a schematic flowchart of a control method provided in an embodiment of this application. The method 1300 shown in Figure 13 can be used in conjunction with the deceleration device described above. This method 500 may include:

[0184] S510 obtains vehicle operating condition information.

[0185] For example, vehicle operating condition information such as wheel speed, wheel slip ratio, motor drive mode, and user operating intention can be obtained.

[0186] S520 controls the first motor to output torque in a clockwise or counterclockwise direction based on the operating conditions.

[0187] In some possible implementations, the deceleration device may include at least one engagement / disengagement mechanism. The method may also include controlling at least one engagement / disengagement mechanism to be in an engaged or disengaged state based on operating condition information.

[0188] For example, based on the vehicle's operating condition information, each of the at least one engagement / disengagement mechanism included in the deceleration device can be controlled to be in an engaged or disengaged state.

[0189] For example, regarding the scheme shown in Figure 5, in scenario one, the clutch 250 can be controlled to be in the disengaged state; in scenario two, the clutch 250 can be controlled to be in the engaged state. As another example, regarding the scheme shown in Figure 9, in scenario twoA, the clutch 250 can be controlled to be in the engaged state #1; in scenario twoB, the clutch 250 can be controlled to be in the engaged state #2. As yet another example, regarding the schemes shown in Figures 6, 8, 9, 10, and 11, based on the vehicle's operating conditions, when the lateral stabilizer bar composed of torsion bars 104, 204, and the reduction gear 22 needs to operate in active stabilizer bar mode, the clutch 260 can be controlled to be in the engaged state; when the lateral stabilizer bar needs to operate in passive stabilizer bar mode, the clutch 260 can be controlled to be in the disengaged state.

[0190] This application also provides an apparatus for implementing any of the above control methods. For example, an apparatus is provided that includes a unit for implementing the steps performed by the chip, controller, deceleration device, lateral stabilizer bar, drive assembly, etc. in any of the above methods.

[0191] For example, please refer to Figure 14, which is a schematic diagram of a control device provided in an embodiment of this application. The control device 600 (hereinafter referred to as device 600) may include an acquisition unit 610 and a control unit 620.

[0192] The acquisition unit 610 can be used to acquire the vehicle's operating condition information. The control unit 620 can be used to control the first motor to output torque in a clockwise or counterclockwise direction based on the operating condition information.

[0193] In some possible implementations, the control unit 620 can also be used to: control at least one engagement / disengagement mechanism to be in an engaged or disengaged state based on operating condition information.

[0194] The division of units in the above device is only a logical functional division. In actual implementation, they can be fully or partially integrated into a single physical entity, or they can be physically separated. All units of the above device can be implemented entirely through processor-invoked software, entirely through hardware circuitry, or partially through processor-invoked software with the remainder implemented through hardware circuitry.

[0195] In specific implementation, the acquisition unit 610 can be implemented by at least one transceiver or transceiver-related circuitry, and the control unit 620 can be implemented by at least one processor or processor-related circuitry. In one example, one or more processors can acquire vehicle operating condition information. In one example, one or more processors can control the first engagement / disengagement mechanism to be in an engaged or disengaged state based on the operating condition information. In one example, one or more processors can determine a target operating mode based on the operating condition information. In one example, one or more processors can control the second engagement / disengagement mechanism to be in an engaged or disengaged state based on the operating condition information. Exemplarily, in specific implementation, the device 600 can be a control module of the deceleration device 1000, or a lateral stabilizer bar 1000, or a control module of the drive assembly of the deceleration device 1000, or a computing platform of the vehicle 1000 with the deceleration device, or it can be a chip or processor of the aforementioned control module or computing platform.

[0196] For example, FIG15 is a schematic block diagram of another control device provided in an embodiment of this application. The control device 700 (hereinafter referred to as device 700) may include: a processor 710, an interface circuit 720, and a memory 730. The processor 710, the interface circuit 720, and the memory 730 are connected through internal connection paths. The memory 730 is used to store instructions, and the processor 710 is used to execute the instructions stored in the memory 730, so that the interface circuit 720 can receive / send some parameters. Optionally, the memory 730 may be coupled to the processor 710 through an interface, or it may be integrated with the processor 710.

[0197] It should be noted that the aforementioned interface circuit 720 may include, but is not limited to, transceiver devices such as input / output interfaces, to enable communication between device 700 and other devices or communication networks. For example, the interface circuit 720 can be used to obtain vehicle operating information. As another example, the interface circuit 720 can be used to control the state of the engagement / disengagement mechanism.

[0198] This application also provides a computer program product, which includes computer program code that, when run on a computer, causes the computer to execute any possible implementation of the above method 500.

[0199] This application also provides a chip, including circuitry, for executing the method 500 and any possible implementation thereof in the embodiments of this application.

[0200] This application also provides a lateral stabilizer bar, which may include a first motor, a first torsion bar, a second torsion bar, a first planetary gear mechanism, a second planetary gear mechanism, a first connecting mechanism, a second connecting mechanism, and a differential mechanism. For example, the lateral stabilizer bar is shown in Figure 6.

[0201] This application also provides a drive assembly that may include a first motor, a second motor, a first planetary gear mechanism, a second planetary gear mechanism, a first connecting mechanism, a second connecting mechanism, and a first differential mechanism. For example, the solutions shown in Figures 4, 5, and 8.

[0202] In some possible implementations, the drive assembly includes a differential mechanism and a planetary gear mechanism for forming a stabilizer bar (e.g., the schemes shown in Figures 8 to 11). For ease of distinction, the differential mechanism for forming the stabilizer bar (e.g., differential mechanism 270) can be referred to as the second differential mechanism; the two planetary gear mechanisms for forming the stabilizer bar (e.g., planetary gear mechanisms 160 and 260) can be referred to as the third planetary gear mechanism (e.g., planetary gear mechanism 160) and the fourth planetary gear mechanism (e.g., planetary gear mechanism 260), respectively.

[0203] This application also provides a control system, which may include a control device 600 or 700, and any of the above-mentioned possible deceleration devices, lateral stabilizer bars, or drive assemblies.

[0204] This application also provides a vehicle that includes any of the above-described possible deceleration devices, stabilizer bars, or drive assemblies, or includes the above-described control system.

[0205] The term "vehicle" in this application embodiment is used in a broad sense, and can refer to transportation vehicles (such as commercial vehicles, passenger cars, motorcycles, flying cars, trains, etc.), industrial vehicles (such as forklifts, trailers, tractors, etc.), engineering vehicles (such as excavators, bulldozers, cranes, etc.), agricultural equipment (such as lawnmowers, harvesters, etc.), amusement equipment, toy vehicles, etc. This application embodiment does not specifically limit the type of vehicle. For example, the vehicles in this application may include pure electric vehicles (pure electric vehicle / battery electric vehicle, pure EV / battery EV), hybrid electric vehicles (HEV), range-extended electric vehicles (REEV), plug-in hybrid electric vehicles (PHEV), or new energy vehicles (NEV), etc.

[0206] Those skilled in the art will recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0207] Those skilled in the art will understand that, for the sake of convenience and brevity, the specific working processes of the systems, devices, and units described above can be referred to the corresponding processes in the foregoing method embodiments, and will not be repeated here.

[0208] In the several embodiments provided in this application, it should be understood that the disclosed systems, apparatuses, and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between apparatuses or units may be electrical, mechanical, or other forms.

[0209] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0210] In addition, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit.

[0211] If the aforementioned functions are implemented as software functional units and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or a portion of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0212] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A speed reduction device characterized by, The differential mechanism is arranged between the first planetary gear mechanism and the second planetary gear mechanism, the differential mechanism comprises a first end and a second end arranged opposite along a first axis, and a third end arranged along a second axis, the first connecting mechanism is in transmission connection with the first planetary gear mechanism and the first end of the differential mechanism, the second connecting mechanism is in transmission connection with the second planetary gear mechanism and the second end of the differential mechanism, and the differential mechanism is used for receiving a torque output of the first motor at the third end. The differential mechanism comprises a first gear and a second gear arranged opposite along the first axis, and a third gear arranged along a second axis, the first gear is arranged at the first end, the second gear is arranged at the second end, the first gear and the second gear are respectively in meshing with the third gear, and the first axis and the second axis are orthogonal and the second axis is a stationary axis. The speed reduction device further comprises a first engagement / disengagement mechanism for controlling engagement or disengagement between the differential mechanism and the first motor.

2. The speed reduction device of claim 1, wherein The third gear is arranged at the third end, and the first engagement / disengagement mechanism is further used for locking the third gear when in a disengaged state.

3. The speed reduction device of claim 2, wherein, 4. The speed reduction device according to claim 2 or 3, wherein The first engagement / disengagement mechanism is arranged in an accommodation space formed by the first gear, the second gear and the third gear; The third gear is provided with a through hole arranged along the second axis; The speed reduction device further comprises a third connecting mechanism, the third connecting mechanism is arranged through the through hole, and the third connecting mechanism is used for transmission connection between the first engagement / disengagement mechanism and the first motor.

5. The speed reduction device according to claim 4, wherein The differential mechanism is provided with a fourth gear arranged opposite to the third gear along the second axis, The engagement state of the first engagement / disengagement mechanism comprises a first engagement state and a second engagement state; In the first engagement state, the first engagement / disengagement mechanism is used for transmission connection between the fourth gear and the first motor; In the second engagement state, the first engagement / disengagement mechanism is used for transmission connection between the third gear and the first motor.

6. The speed reduction device according to any one of claims 1 to 5, wherein The first planetary gear mechanism comprises a first sun gear, a first ring gear, and a first intermediate element arranged between the first sun gear and the first ring gear, the first intermediate element is in transmission connection with the first ring gear and the first sun gear; The second planetary gear mechanism comprises a second sun gear, a second ring gear, and a second intermediate element arranged between the second sun gear and the second ring gear, the second intermediate element is in transmission connection with the second ring gear and the second sun gear; The first connecting mechanism is in transmission connection with the first sun gear of the first planetary gear mechanism and the first end of the differential mechanism; ​ The second connecting mechanism transmits power between the second sun gear of the second planetary gear mechanism and the second end of the differential mechanism.

7. A stabilizer bar, characterized by The first motor, the first torsion bar, the second torsion bar, the first planetary gear mechanism, the second planetary gear mechanism, the first connecting mechanism, the second connecting mechanism and the differential mechanism, The first torsion bar is arranged between a suspension device of a first wheel and the first planetary gear mechanism, and the second torsion bar is arranged between a suspension device of a second wheel and the second planetary gear mechanism; The differential mechanism is arranged between the first planetary gear mechanism and the second planetary gear mechanism, and includes a first end and a second end arranged opposite to each other along a first axis, and a third end arranged along a second axis, the first connecting mechanism transmits power between the first planetary gear mechanism and the first end of the differential mechanism, and the second connecting mechanism transmits power between the second planetary gear mechanism and the second end of the differential mechanism, and the differential mechanism is configured to receive a torque output of the first motor at the third end; The differential mechanism includes a first gear and a second gear arranged opposite to each other along the first axis, and a third gear arranged along the second axis, the first gear is arranged at the first end, the second gear is arranged at the second end, and the first gear and the second gear are respectively engaged with the third gear, the first axis and the second axis are orthogonal, and the second axis is a stationary axis.

8. A stabilizer bar according to claim 7, characterized in that The lateral stabilizer further includes a first engagement / disengagement mechanism configured to control engagement or disengagement between the differential mechanism and the first motor.

9. A stabilizer bar according to claim 8, characterized in that The third gear is arranged at the third end, and the first engagement / disengagement mechanism is further configured to lock the third gear when in a disengaged state.

10. A stabilizer bar according to any one of claims 7 to 9, characterized in that The first planetary gear mechanism includes a first sun gear, a first ring gear, and a first intermediate element arranged between the first sun gear and the first ring gear, the first intermediate element transmits power between the first ring gear and the first sun gear; The second planetary gear mechanism includes a second sun gear, a second ring gear, and a second intermediate element arranged between the second sun gear and the second ring gear, the second intermediate element transmits power between the second ring gear and the second sun gear; The first connecting mechanism transmits power between the first sun gear of the first planetary gear mechanism and the first end of the differential mechanism; The second connecting mechanism transmits power between the second sun gear of the second planetary gear mechanism and the second end of the differential mechanism.

11. A stabilizer bar according to claim 10, characterized in that The lateral stabilizer further includes a first rubber member and a second rubber member, and the first rubber member and the second rubber member are arranged on a load-bearing structure of a vehicle; The first ring gear is matched with a concave structure of the first rubber member through a convex structure, and the second ring gear is matched with a concave structure of the second rubber member through a convex structure.

12. A drive assembly characterized by, The first motor, the second motor, the first planetary gear mechanism, the second planetary gear mechanism, the first connecting mechanism, the second connecting mechanism and the first differential mechanism, The first planetary gear mechanism is arranged between the first wheel and a first output end of the second motor, so that the second motor drives the first wheel; The second planetary gear mechanism is arranged between the second wheel and a second output end of the second motor, so that the second motor drives the second wheel; The first differential mechanism is arranged between the first planetary gear mechanism and the second planetary gear mechanism, the first differential mechanism comprises a first end and a second end arranged opposite along a first axis, and a third end arranged along a second axis, the first connecting mechanism is in transmission connection between the first planetary gear mechanism and the first end of the first differential mechanism, the second connecting mechanism is in transmission connection between the second planetary gear mechanism and the second end of the first differential mechanism, and the first differential mechanism is used for receiving the torque output of the first motor at the third end; The first differential mechanism comprises a first gear and a second gear arranged opposite along a first axis, and a third gear arranged along a second axis, the first gear is arranged at the first end, the second gear is arranged at the second end, and the first gear and the second gear are in mesh with the third gear, the first axis and the second axis are orthogonal and the second axis is a stationary axis.

13. The drive assembly of claim 12, wherein, The drive assembly further comprises a first engagement / disengagement mechanism for controlling the engagement or disengagement between the first differential mechanism and the first motor.

14. The drive assembly according to claim 12 or 13, wherein The first engagement / disengagement mechanism is arranged in a receiving space formed by the first gear, the second gear and the third gear; The third gear is provided with a through hole arranged along the second axis; The speed reduction device further comprises a third connecting mechanism arranged through the through hole, and the third connecting mechanism is used for transmission connection between the first engagement / disengagement mechanism and the first motor.

15. The drive assembly according to claim 14, wherein The first differential mechanism is provided with a fourth gear arranged opposite to the third gear along the second axis, The engagement state of the first engagement / disengagement mechanism comprises a first engagement state and a second engagement state; In the first engagement state, the first engagement / disengagement mechanism is used for transmission connection between the fourth gear and the first motor; In the second engagement state, the first engagement / disengagement mechanism is used for transmission connection between the third gear and the first motor.

16. The drive assembly according to any one of claims 12 to 15, wherein The first planetary gear mechanism comprises a first sun gear, a first ring gear, and a first intermediate element arranged between the first sun gear and the first ring gear, the first intermediate element is in transmission connection between the first ring gear and the first sun gear; The second planetary gear mechanism comprises a second sun gear, a second ring gear, and a second intermediate element arranged between the second sun gear and the second ring gear, the second intermediate element is in transmission connection between the second ring gear and the second sun gear; The first connecting mechanism is in transmission connection with the first sun gear of the first planetary gear mechanism and the first end of the differential mechanism. The second connecting mechanism is in transmission connection with the second sun gear of the second planetary gear mechanism and the second end of the differential mechanism.

17. The drive assembly according to any one of claims 12 to 16, wherein, The first motor comprises a third output end and a fourth output end, the first engagement / disengagement mechanism is in transmission connection with the third output end and configured to control engagement or disengagement between the first differential mechanism and the third output end of the first motor. The drive assembly further comprises a third planetary gear mechanism, a fourth planetary gear mechanism, a fourth connecting mechanism, a fifth connecting mechanism, a second differential mechanism and a second engagement / disengagement mechanism. The second differential mechanism is arranged between the third planetary gear mechanism and the fourth planetary gear mechanism, the second differential mechanism comprises a fourth end and a fifth end arranged opposite along a third axis and a sixth end arranged along a fourth axis, the fourth connecting mechanism is in transmission connection with the third planetary gear mechanism and the fourth end of the second differential mechanism, the fifth connecting mechanism is in transmission connection with the fourth planetary gear mechanism and the fifth end of the second differential mechanism, and the second differential mechanism is configured to receive torque output of a fourth output end of a second motor at the sixth end. The second differential mechanism comprises a fifth gear and a sixth gear arranged opposite along the third axis and a seventh gear arranged along the fourth axis, the fifth gear is arranged at the fourth end, the sixth gear is arranged at the fifth end, the fifth gear and the sixth gear are respectively in mesh with the seventh gear, and the third axis and the fourth axis are orthogonal and the fourth axis is a stationary axis.

18. The drive assembly of claim 17, wherein, The drive assembly further comprises a second engagement / disengagement mechanism configured to control disengagement or engagement between the fourth output end of the first motor and the sixth end of the second differential mechanism.

19. The drive assembly of claim 18, wherein, The seventh gear is arranged at the sixth end, and the second engagement / disengagement mechanism is further configured to lock the seventh gear when in a disengaged state.

20. A control method characterized by, The application is applied to a deceleration device, or a transverse stabilizer, a drive assembly or a vehicle provided with the deceleration device, The deceleration device comprises a first planetary gear mechanism, a second planetary gear mechanism, a first connecting mechanism, a second connecting mechanism and a differential mechanism, The differential mechanism is arranged between the first planetary gear mechanism and the second planetary gear mechanism, the differential mechanism comprises a first end and a second end arranged opposite along a first axis and a third end arranged along a second axis, the first connecting mechanism is in transmission connection with the first planetary gear mechanism and the first end of the differential mechanism, the second connecting mechanism is in transmission connection with the second planetary gear mechanism and the second end of the differential mechanism, and the differential mechanism is configured to receive torque output of a first motor at the third end. The differential mechanism comprises a first gear and a second gear arranged opposite along the first axis, and a third gear arranged along a second axis, the first gear is arranged at the first end, the second gear is arranged at the second end, the first gear and the second gear are respectively engaged with the third gear, the first axis and the second axis are orthogonal and the second axis is a stationary axis; The method comprises: Obtaining working condition information of a vehicle, the vehicle being provided with the speed reduction device; According to the working condition information, the first motor is controlled to output torque in a clockwise direction or a counterclockwise direction.

21. The method of claim 20, wherein, The speed reduction device further comprises a first engagement and disengagement mechanism for controlling engagement or disengagement between the differential mechanism and the first motor, and the method further comprises: According to the working condition information, the first engagement and disengagement mechanism is controlled to be in an engaged state or a disengaged state.

22. The method according to claim 21, wherein The differential mechanism is provided with a fourth gear arranged opposite the third gear along the second axis; The engaged state of the first engagement and disengagement mechanism comprises a first engaged state and a second engaged state; In the first engaged state, the first engagement and disengagement mechanism is used to drivingly connect the fourth gear to the first motor; In the second engaged state, the first engagement and disengagement mechanism is used to drivingly connect the third gear to the first motor; The control of the first engagement and disengagement mechanism to be in the engaged state or the disengaged state according to the working condition information comprises: According to the working condition information, the first engagement and disengagement mechanism is controlled to be in the first engaged state, the second engaged state or the disengaged state.

23. A control device characterized by comprising: Comprise: A memory for storing a computer program; A processor for executing the computer program stored in the memory to enable the device to perform the method according to any one of claims 20 to 22.

24. A control system characterized by, Comprise the control device according to claim 22, and comprise the speed reduction device according to any one of claims 1 to 6, or comprise the transverse stabilizer according to any one of claims 7 to 11, or comprise the drive assembly according to any one of claims 12 to 19.

25. A vehicle characterized by Comprise the speed reduction device according to any one of claims 1 to 6, or comprise the transverse stabilizer according to any one of claims 7 to 11, or comprise the drive assembly according to any one of claims 12 to 19, or comprise the control system according to claim 24.

26. A computer-readable storage medium, characterized in that, Instructions stored thereon, the instructions being executed by a processor to enable the processor to implement the method according to any one of claims 20 to 22.

27. A chip, characterized by The chip comprises a circuit for executing the method according to any one of claims 20 to 22.

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