Electric driving assembly, hybrid system and vehicle

Abstract

An electric driving assembly, a hybrid system and a vehicle. The electric driving assembly comprises a reducer assembly and a motor. The reducer assembly comprises a first transmission rotating shaft, and the first transmission rotating shaft is adapted to be connected to a wheel. The motor comprises a first output shaft, and the axial direction of the first output shaft intersects the axial direction of the first transmission rotating shaft.

Description

Electric drive systems, hybrid systems and vehicles

[0001] This application claims priority to Chinese patent application No. 202510220823.3, filed on February 26, 2025, the entire contents of which are incorporated herein by reference. Technical Field

[0002] This disclosure relates to the field of vehicle technology, and more particularly to an electric drive assembly, a hybrid system, and a vehicle. Background Technology

[0003] Vehicles are typically powered by a drive unit, which can be an electric motor, or a combination of an electric motor and an engine. The drive unit also includes transmission components and reduction gears that connect the power unit to the wheels. These components are usually located within the engine compartment. Summary of the Invention

[0004] The purpose of this disclosure is to provide an electric drive assembly, a hybrid system, and a vehicle that addresses the problem of poor compatibility between hybrid systems and compact vehicles.

[0005] In a first aspect, an electric drive assembly is provided, comprising a reducer assembly and at least one motor. The motor includes a first output shaft, and the reducer assembly includes a first drive shaft adapted for transmission connection with a wheel. The axial direction of the first output shaft intersects the axial direction of the first drive shaft.

[0006] In some embodiments of this disclosure, by intersecting the axial direction of the first transmission shaft of the reducer assembly with the axial direction of the first output shaft of the motor, the first output shaft and the first transmission shaft in the electric drive assembly can be staggered. After the first transmission shaft of the reducer assembly is connected to the wheel drive, the motor can be located on one side of the radial direction of the first transmission shaft, and the axial direction of the first transmission shaft is consistent with the width direction of the vehicle. In this way, the overall size of the electric drive assembly along the width direction of the vehicle can be smaller, saving space in the electric drive assembly and facilitating the arrangement of the electric drive assembly in the vehicle, thereby improving the adaptability of the electric drive assembly to compact vehicles.

[0007] In some embodiments, the first output shaft is perpendicular to the first drive shaft.

[0008] In some embodiments, the motor is located on one side of the reducer assembly in the length direction of the vehicle, or the motor is located on one side of the reducer assembly in the height direction of the vehicle.

[0009] In some embodiments, the axial direction of the first output shaft is inclined relative to the length direction of the vehicle.

[0010] In some embodiments, the electric drive assembly includes a plurality of motors arranged around a reducer assembly.

[0011] In some embodiments, the projection of the motor along the axial direction of the first output shaft does not exceed the projection range of the reducer assembly.

[0012] In some embodiments, the electric drive assembly further includes an electronic control box, with the motor connected between the electronic control box and the reducer assembly.

[0013] In some embodiments, the electric drive assembly further includes an electronic control box, wherein at least a portion of the motor and at least a portion of the reducer assembly are located on one side of the electronic control box in a first direction, the first direction being perpendicular to the axial direction of the first output shaft and perpendicular to the axial direction of the first transmission shaft.

[0014] In some embodiments, the plurality of motors includes adjacent first and second motors, with a receiving space formed between the first and second motors. The electric drive assembly also includes an electronic control box, which is housed within the receiving space.

[0015] In some embodiments, the reducer assembly further includes a transmission assembly that is tractively connected between the first output shaft and the first transmission shaft.

[0016] In some embodiments, the transmission assembly includes a first engaging member and a second engaging member. The first engaging member is connected to a first output shaft, and the second engaging member engages with the first engaging member for transmission and is also connected to a first transmission shaft for transmission.

[0017] In some embodiments, the first meshing element includes a first bevel gear, and the second meshing element includes a second bevel gear; the first bevel gear is sleeved on the first output shaft, and the second bevel gear meshes with the first bevel gear for transmission and is also connected to the first transmission shaft for transmission. Alternatively, the first meshing element includes a first helical gear, and the second meshing element includes a second helical gear; the first helical gear is sleeved on the first output shaft, and the second helical gear meshes with the first helical gear for transmission and is also connected to the first transmission shaft for transmission.

[0018] In some embodiments, the reducer assembly further includes a second drive shaft and a first reducer, the first reducer being drive-connected to the second drive shaft and adapted to be drive-connected to a wheel; a second engagement member is connected to the second drive shaft.

[0019] In some embodiments, the reducer assembly further includes a third drive shaft and a second reducer, the third drive shaft being drive-connected between the first reducer and the second reducer, and the second reducer being adapted to be drive-connected to a wheel.

[0020] In some embodiments, the first reducer includes a first driving gear and a first driven gear that mesh with each other, the first driving gear being connected to a second transmission shaft, and the second driven gear being connected to a third transmission shaft. The second reducer includes a second driving gear and a second driven gear that mesh with each other, the second driving gear being connected to the third transmission shaft, and the second driven gear being connected to the first transmission shaft.

[0021] In some embodiments, a portion of the second meshing member is located between the first driven gear and the second driving gear. Alternatively, a portion of the second driving gear is located between the second meshing member and the first driven gear.

[0022] In some embodiments, the axial length of the second meshing member is L1, and the axial clearance between the first driven gear and the second driving gear is L2. 2mm ≤ L2 - L1 ≤ 20mm.

[0023] In some embodiments, the electric drive assembly further includes a bearing, the outer ring of which is connected to a reducer assembly, and the inner ring of which is connected to a first output shaft.

[0024] In some embodiments, the reducer assembly includes a gearbox having a mounting cavity and a bearing disposed within the mounting cavity.

[0025] In some embodiments, the gearbox further includes a mounting port communicating with the mounting cavity on one side of the first drive shaft along its axial direction. The electric drive assembly also includes a bearing housing detachably connected to the gearbox to seal the mounting port.

[0026] In some embodiments, along the axial direction of the bearing, a first limiting portion and a second limiting portion are provided on opposite sides of the bearing housing, and the first limiting portion and the second limiting portion are respectively located on both sides of the bearing.

[0027] In some embodiments, the reducer assembly further includes an engagement / disengagement structure connected to the second driven gear and adapted to connect to a wheel. The engagement / disengagement structure is configured to engage or disengage the second driven gear from the wheel drive.

[0028] In some embodiments, the engagement / disengagement structure is a disconnect differential.

[0029] On the other hand, a hybrid system is also provided, which includes the electric drive assembly described above.

[0030] In some embodiments, the hybrid system further includes an engine having a second output shaft that is driveably connected to a reducer assembly and a transmission assembly.

[0031] In some embodiments, the second output shaft is perpendicular to the first output shaft.

[0032] In some embodiments, the reducer assembly further includes a second drive shaft, to which both the first output shaft and the transmission assembly are driveably connected. The hybrid system also includes a first clutch disposed between the engine's second output shaft and the second drive shaft, adapted to control the disconnection or connection between the second drive shaft and the second output shaft.

[0033] On the other hand, a vehicle is also provided that includes the aforementioned electric drive assembly or hybrid system. Attached Figure Description

[0034] To more clearly illustrate the technical solutions of the embodiments of this disclosure, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this disclosure. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0035] Figure 1 is a structural schematic diagram of a vehicle according to some embodiments;

[0036] Figure 2 is a structural diagram of a hybrid system according to some embodiments;

[0037] Figure 3 is a half-sectional view of the electric drive assembly in Figure 2;

[0038] Figure 4 is a structural diagram of an electric drive assembly according to some embodiments;

[0039] Figure 5 is a structural layout diagram of an electric drive assembly according to some embodiments;

[0040] Figure 6 is another structural layout diagram of the electric drive assembly according to some embodiments;

[0041] Figure 7 is another structural layout diagram of the electric drive assembly according to some embodiments;

[0042] Figure 8 is another structural layout diagram of the electric drive assembly according to some embodiments;

[0043] Figure 9 is a structural diagram of a speed reducer assembly according to some embodiments;

[0044] Figure 10 is another structural diagram of a speed reducer assembly according to some embodiments;

[0045] Figure 11 is a structural diagram of a gearbox according to some embodiments;

[0046] Figure 12 is a structural diagram of a bearing housing according to some embodiments;

[0047] Figure 13 is another structural diagram of a bearing housing according to some embodiments;

[0048] Figure 14 is an assembly diagram of a gearbox and a motor according to some embodiments;

[0049] Figure 15 is a schematic diagram of the overall layout of a hybrid system according to some embodiments.

[0050] Reference numerals: 1000, Vehicle; 100, Hybrid system; 10, Electric drive assembly; 101, Motor; 1010, First output shaft; 1011, First motor; 1012, Second motor; 1013, Third motor; 102, Reducer assembly; 1021, First drive shaft; 1022, Second drive shaft; 1023, First reducer; 10231, First drive gear; 10232, First driven gear; 1024, Second reducer; 10241, Second drive gear; 10242, Second driven gear; 1025, Third... 1026. Drive shaft; 1027. Bearing; 1028. Gearbox; 1029. Engagement / disengagement structure; 10281. Differential; 10282. Second clutch; 10283. Drive half-shaft mounting hole; 103. Transmission assembly; 1031. First meshing member; 10310. First bevel gear; 1032. Second meshing member; 10320. Second bevel gear; 104. Bearing housing; 1041. First limiting part; 1042. Second limiting part; 20. Engine; 201. Second output shaft; 30. First clutch; 40. Electrical control box; 51. Accommodation space; 52. Mounting cavity; 601. First drive half-shaft; 602. Second drive half-shaft; 70. Power battery pack; 200. Wheel; 300. Body. Detailed Implementation

[0051] The technical solutions of the embodiments of this disclosure will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this disclosure, and not all embodiments. Based on the embodiments of this disclosure, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of this disclosure.

[0052] In related technologies, the drive unit is usually large in size, while the front compartment space of a compact vehicle is limited, resulting in poor compatibility between the drive unit and the compact vehicle.

[0053] Referring to Figure 1, some embodiments of this disclosure provide a vehicle 1000, which may include a hybrid system 100, wheels 200, and a body 300. The hybrid system 100 is capable of providing power to the wheels 200, causing the wheels 200 to rotate, thereby driving the body 300 to move relative to the road surface.

[0054] Referring to Figure 2, the hybrid system 100 may include an electric drive assembly 10 and an engine 20. Depending on the different operating modes of the vehicle 1000, the electric drive assembly 10 can provide power alone, the engine 20 can provide power alone, or the electric drive assembly 10 and the engine 20 can provide power together.

[0055] In related technologies, along the width direction of the vehicle, the engine and motor in the hybrid system are located on opposite sides of the reducer, with the engine's output shaft, the motor's output shaft, and the drive shaft within the reducer parallel to each other. Therefore, this hybrid system has a relatively large dimension along the vehicle's width, making it suitable for medium or large-sized vehicles. However, in compact vehicles, the front engine compartment has a smaller dimension along the width direction, resulting in poor compatibility between the hybrid system and compact vehicles.

[0056] Based on this, some embodiments of this disclosure provide an electric drive assembly and a hybrid system. Utilizing the relatively ample space in the vehicle's front engine compartment along the vehicle's length, height, or other directions, and combined with structural improvements to the hybrid system, the structural compactness of the hybrid system is enhanced, enabling the hybrid system to be adapted to compact vehicles. The structure of the hybrid system in some embodiments of this disclosure is described in detail below with reference to the accompanying drawings.

[0057] Referring to Figures 2 and 3, some embodiments of this disclosure provide a hybrid system 100, which includes an electric drive assembly 10 and an engine 20 drivenly connected to the electric drive assembly 10. At least one of the electric drive assembly 10 and the engine 20 can provide power to the wheels 200 to drive the vehicle 1000.

[0058] The electric drive assembly 10 includes a motor 101 and a reducer assembly 102. The motor 101 has a first output shaft 1010, and the engine 20 has a second output shaft 201. Both the first output shaft 1010 and the second output shaft 201 are drivenly connected to the input end of the reducer assembly 102. The wheel 200 is drivenly connected to the output end of the reducer assembly 102, and the first output shaft 1010 is perpendicular to the second output shaft 201.

[0059] Thus, the motor 101 and the engine 20 can be respectively positioned in different locations on the reducer assembly 102. For example, the motor 101 can be positioned above the reducer assembly 102 along the height direction (i.e., the Z direction) of the vehicle 1000, and the engine 20 can be positioned in front of the reducer assembly 102 along the width direction (i.e., the Y direction) of the vehicle 1000. This reduces the size of the hybrid system 100 along the width direction (i.e., the Y direction) of the vehicle 1000, improving the structural compactness of the hybrid system 100 and its adaptability to compact vehicles.

[0060] Referring to Figures 3 and 4, in some embodiments of this disclosure, the reducer assembly 102 includes a second drive shaft 1022 and a transmission assembly 103, with the first output shaft 1010 and the second drive shaft 1022 being connected via the transmission assembly 103. The hybrid system 100 also includes a first clutch 30, which is disposed between the second output shaft 201 of the engine 20 and the second drive shaft 1022, and is adapted to control the disconnection or connection between the second drive shaft 1022 and the second output shaft 201.

[0061] In this way, when the first clutch 30 disengages the second transmission shaft 1022 from the second output shaft 201, the motor 101 can provide power to the wheels 200; when the first clutch 30 connects the second transmission shaft 1022 to the second output shaft 201, the engine 20 can provide power to the wheels 200. Power can be provided to the wheels 200 by both the engine 20 and the motor 101, or the engine 20 can drive the motor 101 to rotate via the transmission assembly 103, allowing the motor 101 to act as a generator to charge the power battery within the vehicle 1000. This will be explained later in conjunction with the structure of the electric drive assembly 10.

[0062] Referring again to Figures 3 and 4, some embodiments of this disclosure also provide an electric drive assembly 10, which includes a motor 101 and a reducer assembly 102. The motor 101 includes a first output shaft 1010, and the reducer assembly 102 includes a first transmission shaft 1021, which is adapted to be connected to a wheel 200 for transmission. The axial direction of the first output shaft 1010 intersects the axial direction of the first transmission shaft 1021.

[0063] It is understandable that by setting the axial direction of the first transmission shaft 1021 of the reducer assembly 102 to intersect with the axial direction of the first output shaft 1010 of the motor 101, the first output shaft 1010 and the first transmission shaft 1021 in the electric drive assembly 10 can be staggered. After the first transmission shaft 1021 of the reducer assembly 102 is connected to the wheel 200, the motor 101 can be located on one side of the radial direction of the first transmission shaft 1021, and the axial direction of the first transmission shaft 1021 is consistent with the width direction of the vehicle 1000. In this way, the overall size of the electric drive assembly 10 along the width direction of the vehicle 1000 can be smaller, saving space in the electric drive assembly 10, which is beneficial to the arrangement of the electric drive assembly 10 in the engine compartment, thereby improving the adaptability of the electric drive assembly 10 to compact vehicles.

[0064] It should be noted that the above-mentioned "intersection" can be either the first output shaft 1010 and the first transmission shaft 1021 directly intersecting, or the first output shaft 1010 and the first transmission shaft 1021 not directly contacting each other in space, but their projections can intersect.

[0065] Referring to Figures 2, 4, and 15, in some embodiments of this disclosure, the electric drive assembly 10 may further include a differential 10281, a first drive shaft 601, and a second drive shaft 602, with the first drive shaft 1021 connected to the differential 10281. The differential 10281 has two drive shaft mounting holes 10283 on each side along the vehicle width direction (Y direction), and the first drive shaft 601 and the second drive shaft 602 are respectively connected to the differential 10281 through the two drive shaft mounting holes 10283. Two wheels 200 are respectively connected to the ends of the first drive shaft 601 and the second drive shaft 602 away from the differential 10281.

[0066] Thus, the power provided by at least one of the motor 101 and the engine 20 is transmitted to the first transmission shaft 1021 after being reduced in speed and increased in torque by the reducer assembly 102. The power transmission path between the first transmission shaft 1021 and the wheel 200 is as follows: the first transmission shaft 1021 first transmits torque to the differential 10281, and then the differential 10281 distributes the power to the first transmission half shaft 601 and the second transmission half shaft 602 according to different working conditions in a certain proportion. Finally, the first transmission half shaft 601 and the second transmission half shaft 602 drive the two wheels 200 on the left and right sides to rotate respectively.

[0067] It should be noted that the transmission assembly 103 can use a gear meshing form. For example, the transmission assembly 103 includes a first meshing member 1031 and a second meshing member 1032. The first meshing member 1031 is connected to the first output shaft 1010, and the second meshing member 1032 meshes with the first meshing member 1031 and is also connected to the first transmission shaft 1021. In this way, the power transmission direction of the motor 101 can be changed by the meshing transmission of the first meshing member 1031 and the second meshing member 1032, thereby providing a compact structure for the electric drive assembly 10 while ensuring normal power transmission.

[0068] The first meshing member 1031 and the second meshing member 1032 mentioned above can be of various types. For example, the first meshing member 1031 can be a first bevel gear 10310 and the second meshing member 1032 can be a second bevel gear 10320, or the first meshing member 1031 can be a first helical gear and the second meshing member 1032 can be a second helical gear. Both gear structures can be used to change the direction of power transmission.

[0069] In some embodiments of this disclosure, the first output shaft 1010 is perpendicular to the first transmission shaft 1021. That is, if the axis of rotation is taken as the axis of rotation of the transmission shaft in the reducer assembly 102, such as the first transmission shaft 1021, the motor 101 can be flexibly arranged around the axis of rotation in any radial direction of the first transmission shaft 1021 according to the spatial structure of the front compartment of the vehicle 1000, effectively improving the flexibility and freedom of the front compartment arrangement.

[0070] Referring to Figure 5, if there is spare space in the front engine compartment along the length of the vehicle 1000, the motor 101 can be placed on one side of the reducer assembly 102 in the length direction (i.e., the left-right direction or the X direction) of the vehicle 1000.

[0071] Referring to Figure 6, if there is spare space in the front engine compartment along the height direction of the vehicle 1000, the motor 101 can be installed on one side of the reducer assembly 102 in the height direction (i.e., the vertical direction or the Z direction) of the vehicle 1000.

[0072] Referring to Figure 7, if there is free space in the front engine compartment relative to the reducer assembly 102 in other angular ranges, the axis of the first output shaft 1010 (as shown in Figure 3) can be tilted relative to the length direction of the vehicle. The tilt angle can be set according to the angle of the free space relative to the reducer assembly 102.

[0073] In this way, on the one hand, the motor 101 and the reducer assembly 102 have more overlapping dimensions along the vehicle width direction, which is conducive to improving the structural compactness of the electric drive assembly 10, thereby improving the adaptability of the hybrid system 100 to the compact vehicle 1000; on the other hand, compared with the intersecting arrangement of the first output shaft 1010 and the first transmission shaft 1021, the perpendicular arrangement of the first output shaft 1010 and the first transmission shaft 1021 can make the transmission assembly 103 more stable in the power transmission process.

[0074] It should be noted that there can be multiple motors 101, arranged around the reducer assembly 102. The multiple motors 101 can be drive motors, generators, or some motors 101 can be drive motors and others can be generators.

[0075] Thus, even though the electric drive assembly 10 includes multiple motors 101, the overall size of the electric drive assembly 10 can be effectively controlled through the above structural arrangement, thereby improving the structural compactness of the electric drive assembly 10 and providing favorable conditions for the installation of the engine 20.

[0076] Referring again to Figures 3 and 6, in some embodiments of this disclosure, the projection of the motor 101 along the axial direction (i.e., the Z-direction) of the first output shaft 1010 does not exceed the projection range of the reducer assembly 102. This allows the motor 101 to be arranged using the area of ​​the reducer assembly 102 across the width of the vehicle 1000, resulting in a more compact assembly between the engine 20 and the reducer assembly 102 after the motor 101 and reducer assembly 102 are assembled. This avoids the motor 101 protruding beyond the reducer assembly 102 and interfering with the installation of the engine 20 and reducer assembly 102, thereby preventing assembly gaps between the engine 20 and the reducer assembly 102 and improving the operational stability of the hybrid system 100.

[0077] Referring to Figures 2 and 8, in some embodiments of this disclosure, the electric drive assembly 10 further includes an electronic control box 40, which houses an electronic control board. The electronic control board is electrically connected to the motor 101 and the engine 20, and can control at least one of the motor 101 and the engine 20 to operate, enabling the vehicle 1000 to operate in different motion modes. The electronic control box 40 can be positioned in various ways within the electric drive assembly 10, depending on the relative positional relationship between the motor 101 and the reducer.

[0078] For example, referring to Figure 5, when the motor 101 is positioned to the left of the reducer assembly 102 along the length of the vehicle, the control box 40 can be positioned above the motor 101 and the reducer assembly 102 along the height of the vehicle. Referring to Figure 6, when the motor 101 is positioned above the reducer assembly 102 along the height of the vehicle, the control box 40 can be positioned above the motor 101 along the height of the vehicle. Referring to Figure 7, when the motor 101 is tilted relative to the reducer assembly 102, the control box 40 can be tilted relative to the reducer assembly 102 and connected to both the motor 101 and the reducer assembly 102, so that the motor 101, the control box 40, and the reducer assembly 102 abut against each other, thereby ensuring the stability and compactness of the electric drive assembly 10 structure.

[0079] In some embodiments of this disclosure, at least a portion of the motor 101 and at least a portion of the reducer assembly 102 are located on one side of the control box 40 in a first direction, which is perpendicular to the axial direction of the first output shaft 1010 and perpendicular to the axial direction of the first transmission shaft 1021.

[0080] For example, referring to Figure 8, when the electric drive assembly 10 includes a first motor 1011 and a second motor 1012, one end of the first motor 1011 and one end of the second motor 1012 can be connected to the reducer assembly 102. The other end of the first motor 1011 and the other end of the second motor 1012 are inclined towards each other and connected to form a receiving space 51. The electric control box 40 is housed in the receiving space 51, so that the two motors 101, the motor box 101 and the reducer assembly 102 abut against each other, thereby ensuring the structural stability and compactness of the electric drive assembly 10.

[0081] Referring to FIG9, in some embodiments of this disclosure, the reducer assembly 102 further includes a first reducer 1023, which is connected to the second transmission shaft 1022 and is adapted to connect the wheel 200. The second bevel gear 10320 is connected to the second transmission shaft 1022.

[0082] In this way, the torque of the first output shaft 1010 of the motor 101 can be transmitted to the second transmission shaft 1022 through the meshing transmission of the first bevel gear 10310 and the second bevel gear 10320, and then the torque is output to the wheel 200 through the deceleration and torque amplification effect of the first reducer 1023, so that the wheel 200 drives the vehicle 1000 to move.

[0083] Referring again to FIG9, in some embodiments of this disclosure, the reducer assembly 102 further includes a third drive shaft 1025 and a second reducer 1024. The third drive shaft 1025 is driveably connected between the first reducer 1023 and the second reducer 1024, and the second reducer 1024 is adapted to connect the wheel 200.

[0084] In this way, the torque of motor 101 is first transmitted to the third transmission shaft 1025 through the regulation of the first reducer 1023, and then transmitted to the first transmission shaft 1021 through the regulation of the second reducer 1024. That is, the torque of motor 101 can achieve a large transmission ratio through two-stage regulation by the first reducer 1023 and the second reducer 1024, so as to meet the diverse speed and torque requirements of vehicle 1000 under different road conditions. In addition, the large number of gear teeth involved in the meshing process during transmission makes the load distribution more uniform and the transmission smoother.

[0085] Referring again to Figure 9, it should be noted that the first reducer 1023 includes a first driving gear 10231 and a first driven gear 10232 engaged in meshing transmission. The first driving gear 10231 is connected to the second transmission shaft 1022, and the first driven gear 10232 is connected to the third transmission shaft 1025. The second reducer 1024 includes a second driving gear 10241 and a second driven gear 10242 engaged in meshing transmission. The second driving gear 10241 is connected to the third transmission shaft 1025, and the second driven gear 10242 is connected to the first transmission shaft 1021. Thus, by setting the gear ratios of the first driving gear 10231 and the first driven gear 10232, and the second driving gear 10241 and the second driven gear 10242, the reducer assembly 102 can obtain different transmission ratio ranges to adapt to vehicle models with different powertrain configurations.

[0086] Referring again to FIG9, in some embodiments of this disclosure, a portion of the second bevel gear 10320 is located between the first driven gear 10232 and the second driving gear 10241.

[0087] In this way, the gap along the axial direction between the first driven gear 10232 and the second driving gear 10241 located on the third transmission shaft 1025 can be used to accommodate the second bevel gear 10320 on the second transmission shaft 1022. This allows the distance between the second transmission shaft 1022 and the third transmission shaft 1025, as well as the axial dimensions of the second transmission shaft 1022 and the third transmission shaft 1025, to be effectively shortened. This reduces the overall dimensions of the electric drive assembly 10 along the vehicle length and width directions, improving the adaptability of the electric drive assembly 10 to compact vehicles.

[0088] In some embodiments, a portion of the second drive gear 10241 is located between the second bevel gear 10320 and the first driven gear 10232. This also reduces the distance between the second drive shaft 1022 and the third drive shaft 1025, as well as the axial dimensions of the second drive shaft 1022 and the third drive shaft 1025, thereby shortening the overall dimensions of the electric drive assembly 10 along the vehicle length and width directions and improving the adaptability of the electric drive assembly 10 to compact vehicle models.

[0089] Referring to Figure 10, if the distance between the first driven gear 10232 and the second driving gear 10241 is L2, and the thickness of the second bevel gear 10320 is L1, then 2mm ≤ L2 - L1 ≤ 20mm. For example, the value of L2 - L1 can be 2mm, 4mm, 6mm, 8mm, 10mm, 12mm, 14mm, 16mm, 18mm, or 20mm, etc.

[0090] It is understandable that there are certain errors in the processing and installation of components such as the drive shaft and gears in the reducer assembly 102. If L2-L1 is less than 2mm, combined with the thermal expansion and deformation of the components during the operation of the reducer, it may cause motion interference between the first driven gear 10232, the second driving gear 10241 and the second bevel gear 10320, resulting in damage to the reducer assembly 102. If L2-L1 is greater than 20mm, it will increase the dimension of the drive shaft along the axial direction, which is not conducive to improving the structural compactness of the electric drive assembly 10.

[0091] Referring to Figures 10 and 11, in some embodiments of this disclosure, the electric drive assembly 10 further includes a bearing 1026, the outer ring of which is connected to the reducer assembly 102, and the inner ring of which is connected to the first output shaft 1010. The reducer assembly 102 includes a gearbox 1027, which has a mounting cavity 52. ​​The bearing 1026 is disposed within the mounting cavity 52 to provide stable load-bearing for the rotation of the first output shaft 1010 within the gearbox 1027.

[0092] Referring again to Figure 11, in some embodiments of this disclosure, the gearbox 1027 is further provided with a mounting port communicating with the mounting cavity 52 on one side in the axial direction of the first transmission shaft 1021. The electric drive assembly 10 also includes a bearing housing 104, which is detachably connected to the gearbox 1027 to seal the mounting port.

[0093] In this way, during assembly, the bearing 1026 and the first bevel gear 10310 can be installed on the first output shaft 1010, and the second bevel gear 10320 can be installed on the second transmission shaft 1022. Then, the bearing 1026 is placed in the mounting cavity 52 through the mounting port on the gearbox 1027, so that the first bevel gear 10310 and the second bevel gear 10320 can mesh with each other. Finally, the bearing housing 104 is connected to the gearbox 1027. In this way, the assembly of the bevel gear assembly and the gearbox 1027 is convenient, and after the bearing housing 104 is connected to the gearbox 1027, it can provide stable radial positioning of the bearing 1026.

[0094] Referring to Figures 11, 12, and 13, in some embodiments of this disclosure, along the axial direction of the bearing 1026, the bearing housing 104 has a first limiting portion 1041 and a second limiting portion 1042 on opposite sides, and the first limiting portion 1041 and the second limiting portion 1042 respectively abut against the two sides of the bearing 1026. In this way, the bearing 1026 can be axially limited by the first limiting portion 1041 and the second limiting portion 1042, ensuring that the axial position of the first output shaft 1010 of the motor 101 and the second bevel gear 10320 located thereon remains stable, thereby ensuring that the power of the electric drive assembly 10 can be smoothly transmitted.

[0095] Referring to Figure 14, in some embodiments, the gearbox 1027 and the motor 101 can be detachably installed, such as by threaded connection or pin connection. In this way, the gearbox 1027 assembly line and the motor 101 assembly line can be assembled into their respective components in parallel before final assembly, thereby reducing the manufacturing difficulty and cost of the housing and facilitating assembly in the production line process.

[0096] Referring again to FIG9, in some embodiments of this disclosure, the reducer assembly 102 further includes an engagement / disengagement structure 1028, which is connected to the second driven gear 10242 and is drivenly connected to the wheel 200. The engagement / disengagement structure 1028 is configured to drively connect or disconnect the second driven gear 10242 from the wheel 200 in order to control whether the power of the hybrid system 100 is delivered to the wheel 200.

[0097] In some embodiments of this disclosure, the engagement / disengagement structure 1028 is a disconnect differential, such as an electronically disconnect differential. In this way, the differential 10281 and the second clutch 10282 are integrated into one unit to form an electronically disconnect differential, which helps to reduce the overall size of the electric drive assembly 10 and the hybrid system 100 and improve the adaptability of the hybrid system 100 to the compact vehicle 1000.

[0098] In other embodiments, the engagement / disengagement structure 1028 may also be a friction clutch or an electromagnetic clutch, etc.

[0099] Referring to Figures 9 and 15, the hybrid system 100 of some embodiments of this disclosure includes four operating modes: engine direct drive mode, pure electric drive mode, series drive mode, and parallel drive mode. For ease of explanation, the motor in the front compartment of the vehicle is referred to as the first motor 1011, and the motor connected to the rear drive axle is referred to as the third motor 1013.

[0100] In engine direct drive mode, the first clutch 30 and the second clutch 10282 in the hybrid system 100 are both engaged. The first motor 1011 and the third motor 1013 are not working, while the engine 20 is operating. The torque of the engine 20 is transmitted to the first drive shaft 1021 through the reducer assembly 102, and then drives the first drive half-shaft 601 and the second drive half-shaft 602 to rotate through the differential 10281, thereby driving the two wheels 200 located on the first drive half-shaft 601 and the second drive half-shaft 602 to rotate, thus driving the vehicle 1000. In addition, the engine 20 can also drive the first motor 1011 to rotate, and perform kinetic energy recovery and charging during braking or coasting.

[0101] In pure electric drive mode, the first clutch 30 is disengaged, the second clutch 10282 is engaged, the engine 20 is not working, and at least one of the first motor 1011 and the third motor 1013 is working, enabling the vehicle 1000 to drive in front-wheel drive, rear-wheel drive or four-wheel drive mode, thereby improving the performance and driving pleasure of the vehicle 1000.

[0102] In series drive mode, the first clutch 30 is engaged and the second clutch 10282 is disengaged. At this time, the first motor 1011 acts as a generator 101, and the engine 20 drives the first motor 1011 to generate electricity to charge the power battery pack 70. The third motor 1013 then obtains power from the power battery pack 70 and drives the vehicle 1000. This mode can effectively improve the driving range of the vehicle 1000 and solve the range anxiety problem for users.

[0103] In parallel drive mode, both the first clutch 30 and the second clutch 10282 are connected, and the engine 20 and the first motor 1011 work together to drive the vehicle 1000. This can effectively improve the power performance of the vehicle 1000. The third motor 1013 can realize four-wheel drive as needed.

[0104] In the description of this disclosure, it should be understood that the terms "upper," "lower," "left," "right," "front," "rear," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or relative positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this disclosure and for simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this disclosure. Unless otherwise specified, the above-mentioned orientational descriptions can be flexibly set in practical applications, provided that the relative positional relationships shown in the accompanying drawings are satisfied.

[0105] The terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this disclosure, unless otherwise stated, "a plurality of" means two or more.

[0106] In the description of this disclosure, it should be noted that, unless otherwise expressly specified and limited, the terms "installation," "connection," "linking," and "communication" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection. They can refer to a direct connection or an indirect connection through an intermediate medium, or a connection within two components. Those skilled in the art can understand the specific meaning of the above terms in this disclosure according to the specific circumstances.

[0107] In embodiments of this disclosure, the terms "comprising," "including," or any other variations thereof are intended to cover a non-exclusive inclusion, such that a process, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, article, or apparatus that includes that element.

[0108] In this disclosure, the terms "exemplary" or "for example" are used to indicate that something is an example, illustration, or illustration. Any embodiment or design described as "exemplary" or "for example" in this disclosure should not be construed as being more preferred or advantageous than other embodiments or designs. Rather, the use of terms such as "exemplary" or "for example" is intended to present the relevant concepts in a specific manner.

[0109] In the description of this specification, specific features, structures, materials, or characteristics may be combined in any suitable manner in one or more embodiments or examples.

[0110] The above are merely specific embodiments of this disclosure, but the scope of protection of this disclosure 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 disclosure should be included within the scope of protection of this disclosure. Therefore, the scope of protection of this disclosure should be determined by the scope of the claims.

Claims

1. An electric drive assembly (10), comprising: At least one motor (101), the motor (101) including a first output shaft (1010); as well as A speed reducer assembly (102) is driven to the first output shaft (1010), and the speed reducer assembly (102) further includes a first drive shaft (1021) adapted to be driven to a wheel (200). The axial direction of the first output shaft (1010) intersects the axial direction of the first transmission shaft (1021).

2. The electric drive assembly (10) according to claim 1, wherein, The axial direction of the first output shaft (1010) is perpendicular to the axial direction of the first transmission shaft (1021).

3. The electric drive assembly (10) according to claim 1 or 2, wherein, The motor (101) is located on one side of the reducer assembly (102) in the vehicle length direction, or the motor (101) is located on one side of the reducer assembly (102) in the vehicle height direction.

4. The electric drive assembly (10) according to any one of claims 1-3, wherein, The axis of the first output shaft (1010) is inclined relative to the length direction of the vehicle.

5. The electric drive assembly (10) according to any one of claims 1-4, wherein, The at least one motor (101) includes a plurality of motors (101) arranged around the reducer assembly (102).

6. The electric drive assembly (10) according to claim 5, wherein, Along the axial direction of the first output shaft (1010), the projection of the motor (101) does not exceed the projection range of the reducer assembly (102).

7. The electric drive assembly (10) according to claim 6 further includes an electric control box (40), wherein the motor (101) is connected between the electric control box (40) and the reducer assembly (102).

8. The electric drive assembly (10) according to claim 6 further includes an electronic control box (40), wherein at least a portion of the motor (101) and at least a portion of the reducer assembly (102) are located on one side of the electronic control box (40) in a first direction, the first direction being perpendicular to the axial direction of the first output shaft (1010) and perpendicular to the axial direction of the first transmission shaft (1021).

9. The electric drive assembly (10) according to any one of claims 5-8, wherein, The plurality of motors (101) include an adjacent first motor (1011) and a second motor (1012), and a receiving space (51) is formed between the first motor (1011) and the second motor (1012); The electric drive assembly (10) also includes an electronic control box (40) housed in the receiving space (51).

10. The electric drive assembly (10) according to any one of claims 1-9, wherein, The reducer assembly (102) also includes: A transmission assembly (103) is connected between the first output shaft (1010) and the first transmission shaft (1021).

11. The electric drive assembly (10) according to claim 10, wherein, The transmission assembly (103) includes a first meshing member (1031) and a second meshing member (1032). The first meshing member (1031) is connected to the first output shaft (1010), and the second meshing member (1032) meshes with the first meshing member (1031) and is connected to the first transmission shaft (1021).

12. The electric drive assembly (10) according to claim 11, wherein, The first meshing member (1031) includes a first bevel gear (10310), and the second meshing member (1032) includes a second bevel gear (10320); the first bevel gear (10310) is sleeved on the first output shaft (1010), and the second bevel gear (10320) meshes with the first bevel gear (10310) for transmission, and is also connected to the first transmission shaft (1021) for transmission. Alternatively, the first meshing member (1031) includes a first helical gear, and the second meshing member (1032) includes a second helical gear; the first helical gear is sleeved on the first output shaft (1010), the second helical gear meshes with the first helical gear and is connected to the first transmission shaft (1021) for transmission.

13. The electric drive assembly (10) according to claim 11 or 12, wherein, The reducer assembly (102) further includes a second transmission shaft (1022) and a first reducer (1023), the first reducer (1023) being connected to the second transmission shaft (1022) and adapted to be connected to the wheel (200); the second meshing member (1032) is connected to the second transmission shaft (1022).

14. The electric drive assembly (10) according to claim 13, wherein, The reducer assembly (102) further includes a third drive shaft (1025) and a second reducer (1024), the third drive shaft (1025) being drive-connected between the first reducer (1023) and the second reducer (1024), and the second reducer (1024) being adapted to be drive-connected to the wheel (200).

15. The electric drive assembly (10) according to claim 14, wherein, The first reducer (1023) includes a first driving gear (10231) and a first driven gear (10232) that mesh with each other. The first driving gear (10231) is connected to the second transmission shaft (1022), and the first driven gear (10232) is connected to the third transmission shaft (1025). The second reducer (1024) includes a second driving gear (10241) and a second driven gear (10242) that mesh with each other. The second driving gear (10241) is connected to the third transmission shaft (1025), and the second driven gear (10242) is connected to the first transmission shaft (1021).

16. The electric drive assembly (10) according to claim 15, wherein, A portion of the second meshing member (1032) is located between the first driven gear (10232) and the second driving gear (10241); Alternatively, a portion of the second driving gear (10241) may be located between the second meshing member (1032) and the first driven gear (10232).

17. The electric drive assembly (10) according to claim 16, wherein, The axial length of the second meshing member (1032) is L1, and the axial clearance between the first driven gear (10232) and the second driving gear (10241) is L2; ​​wherein, 2mm≤L2-L1≤20mm.

18. The electric drive assembly (10) according to any one of claims 15-17 further includes a bearing (1026), the outer ring of which is connected to the reducer assembly (102), and the inner ring of which is connected to the first output shaft (1010).

19. The electric drive assembly (10) according to claim 18, wherein, The reducer assembly (102) also includes a gearbox (1027), which has a mounting cavity (52), and the bearing (1026) is located in the mounting cavity (52).

20. The electric drive assembly (10) according to claim 19, wherein, The gearbox (1027) is also provided with a mounting port communicating with the mounting cavity (52) on one side of the first transmission shaft (1021) along the axial direction; The electric drive assembly (10) also includes a bearing housing (104) which is detachably connected to the gearbox (1027) to seal the mounting port.

21. The electric drive assembly (10) according to claim 20, wherein, Along the axial direction of the bearing (1026), the bearing housing (104) is provided with a first limiting part (1041) and a second limiting part (1042) on opposite sides, and the first limiting part (1041) and the second limiting part (1042) are respectively located on both sides of the bearing (1026).

22. The electric drive assembly (10) according to claim 21, wherein, The reducer assembly (102) further includes an engagement / disengagement structure (1028) connected to the second driven gear (10242) and adapted to connect the wheel (200). The engagement / disengagement structure (1028) is configured to drive or disconnect the second driven gear (10242) from the wheel (200).

23. The electric drive assembly (10) according to claim 22, wherein, The engagement / disengagement structure (1028) is a disconnect differential.

24. A hybrid system (100) comprising an electric drive assembly (10) according to any one of claims 1-23.

25. The hybrid system (100) according to claim 24 further includes an engine (20) having a second output shaft (201) which is drivenly connected to the reducer assembly (102) and to the transmission assembly (103).

26. The hybrid system (100) according to claim 25, wherein, The second output shaft (201) is perpendicular to the first output shaft (1010).

27. The hybrid system (100) according to claim 25 or 26, wherein, The reducer assembly (102) further includes a second transmission shaft (1022), and the first output shaft (1010) and the transmission assembly (103) are both connected to the second transmission shaft (1022). The hybrid system (100) further includes a first clutch (30), which is located between the second output shaft (201) and the second transmission shaft (1022) of the engine (20) and is adapted to control the disconnection or connection between the second transmission shaft (1022) and the second output shaft (201).

28. A vehicle (1000) comprising an electric drive assembly (10) according to any one of claims 1-23, or a hybrid system (100) according to any one of claims 24-27.

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