CN112477570A

CN112477570A - Drive synthesis device and electric vehicle

Info

Publication number: CN112477570A
Application number: CN202011471727.XA
Authority: CN
Inventors: 李载霄; 李喜鹏; 刘磊
Original assignee: Zhejiang Geely Holding Group Co Ltd; Zhejiang Geely New Energy Commercial Vehicle Group Co Ltd
Current assignee: Zhejiang Remote New Energy Commercial Vehicle Group Co ltd; Zhejiang Geely Holding Group Co Ltd
Priority date: 2020-12-15
Filing date: 2020-12-15
Publication date: 2021-03-12
Anticipated expiration: 2040-12-15
Also published as: CN112477570B

Abstract

The present invention provides a drive synthesis device and an electric vehicle. The drive synthesis device includes: a transmission assembly including at least a power source and a reduction gear assembly, and an axle package assembly composed of a final reducer and a differential, the transmission assembly and the axle package assembly being fixed to the vehicle together on the frame. The drive synthesis device of the embodiment of the present invention reduces the unsprung mass and improves the NVH performance by fixing the transmission assembly and the axle bag assembly together on the vehicle frame.

Description

Drive synthesis device and electric vehicle

Technical Field

The present invention relates to the field of vehicle technologies, and in particular, to a drive combining device and an electric vehicle.

Background

With the increasing energy crisis and environmental pollution problems, countries in the world, especially china as the major automobile, have been greatly advocating and paying attention to the development of electric vehicles, and the electric drive systems of electric vehicles have become the key points of research and development of companies. However, in the application field of large-tonnage vehicles, as the vehicles need larger output torque and higher maximum speed is guaranteed, most enterprises adopt a single driving motor with large torque and low rotating speed to match with a speed reducer with fixed speed ratio, which causes the problems of heavy weight, high manufacturing cost, insufficient power performance at medium and high speed and the like of an electric driving system; some enterprises adopt a multi-gear AMT (Automated Mechanical transmission) to replace a speed reducer, so that although the power performance of high speed in a vehicle is improved, power interruption caused by frequent gear shifting is still caused, the comfort is reduced, and the system cost is further increased; in addition, once the motor fails, the vehicle cannot be driven normally.

Moreover, the technical scheme of the conventional pure electric vehicle type power system mainly comprises two types: firstly, the electricity drives the assembly and passes through the transmission shaft and connect the axle, and electricity drives assembly, transmission shaft and axle and is independent each other, links together through the standard component during the whole car of assembly, and electricity drives the assembly and includes motor and automatically controlled, has integral and split type differentiation. The electric drive axle integrates the motor and the axle together, the whole body is directly assembled when the whole vehicle is assembled, the electric drive axle product can be integrated with an electric controller, a speed reducer and a transmission device according to different requirements of the whole vehicle, one or two motors are provided, and if a main speed reducer is omitted, the two motors are respectively connected with the wheel to form a wheel-side motor or a wheel hub motor.

However, in the first of the two solutions, the transmission shaft is provided, the changes to the axle and the motor are small, the weight of the transmission shaft is increased, and the transmission efficiency is reduced. In the second scheme, the electric drive bridge is high in integration level, the space of the whole vehicle is saved, but the mass of the assembly is large, the unsprung mass is increased, and the NVH is influenced.

Disclosure of Invention

One aim of this application is to solve the big technical problem of unsprung mass of vehicle among the prior art.

A further aim of this application is to solve the technical problem that the transmission shaft weight that is used for connecting electric drive assembly and axle among the prior art is big to lead to power transmission inefficiency.

It is another further object of the present application to provide a multi-motor flexible torque transmission assembly that employs multiple sets of low torque, high speed drive motors to meet the high torque requirements of low speed conditions while ensuring medium to high speed power performance, reducing manufacturing costs, and improving reliability of the electric drive system.

It is a still further object of the present invention to improve driving comfort by reducing power interruption and gear shift jerk as much as possible by using a two-speed transmission.

In particular, the present invention provides a drive synthesis apparatus comprising: the transmission assembly at least comprises a power source and a reduction gear assembly, and the axle package assembly consists of a main speed reducer and a differential, and the transmission assembly and the axle package assembly are fixed on a frame of a vehicle together.

Optionally, the transmission assembly and the axle pack assembly are connected together by a flange.

Optionally, the output of the reduction gear assembly is directly connected to the final drive.

Optionally, the transmission assembly further comprises a speed change device, an input end of the speed change device is connected with an output end of the reduction gear assembly, and an output end of the speed change device is directly connected with the main speed reducer.

Alternatively, the output ends of the differential are connected to left and right drive shafts of the vehicle, respectively, for transmitting the driving force output from the power source to wheel ends to drive wheels of the vehicle.

Optionally, the left and right drive shafts comprise universal joints, and the left and right drive shafts are configured to be telescopic.

Optionally, the number of the power sources is at least two, the number of the reduction gear assemblies is at least two, and the at least two reduction gear assemblies are connected with the at least two power sources in a one-to-one correspondence manner.

Optionally, each of the power sources includes the driving motor and a motor shaft connected to the driving motor;

each speed reduction gear assembly comprises a first transmission gear connected with the motor shaft and a second transmission gear meshed with the first transmission gear, and the second transmission gear is used as the output end of the speed reduction gear assembly;

optionally, the at least two reduction gear assemblies share one of the second drive gears;

optionally, the at least two power sources are arranged along a circumferential direction of the second transmission gear.

Optionally, the transmission comprises an input shaft assembly, an intermediate shaft assembly, an output shaft assembly and a gear shifting device; wherein

The input shaft assembly comprises an input shaft connected with the second transmission gear and a third transmission gear connected with the input shaft;

the middle shaft assembly comprises a middle shaft, a fourth transmission gear and a fifth transmission gear, wherein the fourth transmission gear and the fifth transmission gear are respectively connected with two ends of the middle shaft;

the output shaft assembly comprises an output shaft connected with the input end of the differential and a sixth transmission gear rotatably arranged on the output shaft, and the sixth transmission gear is meshed with the fifth transmission gear;

the gear shifting device is arranged on the output shaft and is configured to control the output shaft to be connected with the sixth transmission gear or the input shaft;

optionally, when the speed change device works in a first gear, the speed change device controls the output shaft to be connected with the sixth transmission gear so as to transmit the driving force transmitted by the reduction gear assembly to the differential mechanism sequentially through the input shaft, the third transmission gear, the fourth transmission gear, the intermediate shaft, the fifth transmission gear, the sixth transmission gear and the output shaft; when the speed changing device works in a second gear, the gear shifting device controls the output shaft to be connected with the input shaft so as to directly transmit the driving force transmitted by the reduction gear assembly to the differential through the input shaft and the output shaft, and therefore two-gear driving of a vehicle is achieved.

Alternatively, the at least two power sources may be controlled to work in concert or individually.

Optionally, the at least two power sources are arranged in one of the following ways:

forward arrangement, backward arrangement, opposite arrangement.

Optionally, the transmission assembly further comprises at least one dual motor controller, or at least one dual motor controller and a single motor controller, wherein the number of dual motor controllers and single motor controllers is determined according to the number of driving motors.

In particular, the invention also provides an electric vehicle comprising the drive synthesis device.

Optionally, the electric vehicle includes a pure electric heavy truck, a range-extended heavy truck, and a battery replacement heavy truck.

Optionally, the battery replacement heavy card comprises a battery replacement box, and the battery replacement box is quickly replaced through a battery replacement station.

According to the drive synthesis device provided by the embodiment of the invention, the transmission assembly and the axle package assembly are fixed on the frame of the vehicle together, so that the unsprung mass is reduced, and the NVH (noise, vibration and harshness) performance is improved.

Furthermore, the transmission shaft for connecting the electric drive assembly and the axle is omitted, so that the power transmission link is reduced, and the power transmission efficiency is improved.

The transmission assembly provided by the embodiment of the invention adopts at least two power sources which respectively comprise a driving motor, and the driving force output by the power sources is transmitted to the main speed reducer through the speed reducing gear assemblies which are in one-to-one correspondence with the power sources, and then transmitted to the differential mechanism, and then transmitted to the vehicle axle through the differential mechanism so as to drive the wheels to rotate. The scheme of the invention adopts the arrangement of a plurality of groups of driving motors with small torque and high rotating speed to replace the arrangement of the existing single driving motor with large torque and low rotating speed, can meet the requirement of large torque under the low-speed working condition, simultaneously ensure the power performance of medium and high speed, and reduce the manufacturing and purchasing costs. In addition, when a certain driving motor fails, the vehicle can still be driven normally by other driving motors, and the reliability of the electric driving system is improved.

Furthermore, the transmission assembly provided by the invention adopts a two-gear speed change device, so that power interruption and gear shifting pause can be reduced as much as possible, the driving comfort is improved, and meanwhile, compared with the conventional multi-gear AMT transmission, the cost is reduced.

Furthermore, according to the requirements of the working conditions of the vehicle, the multiple power sources can work in a collaborative mode or independently, the power performance of the vehicle is met, meanwhile, the driving motor can be guaranteed to work in a high-efficiency area, the power loss of the driving motor is reduced, and the efficiency of an electric driving system is improved. In addition, the driving motors are reasonably arranged to work in a time-sharing mode, the effect of evenly sharing accumulated damage of the driving motors is achieved, and the failure rate of the driving motors is reduced.

Further, by using an appropriate number of the dual motor controllers and the single motor controller in combination according to the number of the driving motors, the manufacturing cost of the motor controller is reduced.

The above and other objects, advantages and features of the present invention will become more apparent to those skilled in the art from the following detailed description of specific embodiments thereof, taken in conjunction with the accompanying drawings.

Drawings

Some specific embodiments of the invention will be described in detail hereinafter, by way of illustration and not limitation, with reference to the accompanying drawings. The same reference numbers in the drawings identify the same or similar elements or components. Those skilled in the art will appreciate that the drawings are not necessarily drawn to scale. In the drawings:

FIG. 1 is a schematic block diagram of a multi-motor flexible torque centralized driving combination box according to a first embodiment of the present invention;

FIG. 2 is a schematic structural diagram of a multi-motor flexible torque-concentrating driving combination box according to a first embodiment of the present invention;

fig. 3 is a schematic layout of a driving motor according to a first embodiment of the present invention;

FIG. 4 is a schematic block diagram of a multi-motor flexible torque centralized driving combination box according to a second embodiment of the present invention;

FIG. 5 is a schematic structural diagram of a multi-motor flexible torque-concentrating driving combination box according to a second embodiment of the invention;

FIG. 6 is a schematic structural diagram of a multi-motor flexible torque centralized driving combination box according to a third embodiment of the invention;

fig. 7 is a schematic structural view of a multi-motor flexible torque-concentration driving combination box according to a fourth embodiment of the present invention.

Detailed Description

The first embodiment is as follows:

the present invention provides a drive synthesis apparatus, as illustrated with reference to figures 1 to 3, comprising a variator assembly 10 and an axle package assembly 9. Wherein, the derailleur assembly includes power supply 1 and reduction gear assembly 2 at least. The axle package assembly is composed of a main speed reducer 8 and a differential 4. The transmission assembly 10 and the axle package assembly 9 are fixed together to the frame of the vehicle. Compared with the technical scheme that the axle package assembly is fixed on the axle of the vehicle in the prior art, the driving synthesis device of the embodiment of the invention fixes the transmission assembly 10 and the axle package assembly 9 on the frame of the vehicle together, reduces the unsprung mass and improves the NVH performance.

The transmission assembly 10 and the axle package assembly 9 are fixed together as a unit to the vehicle frame by suspension or the like.

The transmission assembly of the present embodiment may include at least a power source 1 and a reduction gear assembly 2. In one embodiment, the transmission assembly may also include a differential 4.

The number of the power sources 1 is at least two, and each power source 1 includes a drive motor 1A for outputting a driving force. The performance and geometry of each drive motor 1A is the same to simplify control of the drive motor 1A. It should be noted that the number of power sources 1 shown in fig. 1 to 3 is only schematic, and may be selected according to the requirements of the vehicle application in practical applications, for example, it may be 2, 3, or even more. In a particular embodiment, the number of power sources 1 may be 4. The number of the reduction gear assemblies 2 is the same as that of the power sources 1, and the reduction gear assemblies are connected with the power sources 1 in a one-to-one correspondence manner to transmit driving force, that is, each power source 1 is correspondingly connected with one reduction gear assembly 2. The input of the main reducer 8 is connected to the output of each reduction gear assembly 2, the output of the main reducer 8 is connected to the input of the differential 4, and the output of the differential 4 is connected to the vehicle axle 5 for transmitting the driving force to the vehicle axle 5 to drive the wheels of the vehicle. The vehicle axle 5 may comprise left and right half shafts each serving as a drive shaft, i.e. left and right drive shafts, each half shaft being connected to a wheel. The left and right drive shafts include universal joints, and are configured to be telescopic. Because the axle package assembly in the prior art is arranged on an axle, and the axle package assembly moves along with the movement of wheels, in the embodiment of the invention, the axle package assembly is arranged on a frame, and the axle package is fixed when the wheels move, so that if a left driving shaft and a right driving shaft are not telescopic and have no universal joint, the axle package assembly is easy to break down, and the NVH performance of a vehicle is poor.

By eliminating the transmission shaft for connecting the electric drive assembly and the axle, the power transmission link is reduced, and the power transmission efficiency is improved. And the arrangement of a plurality of groups of driving motors 1A with small torque and high rotating speed is adopted to replace the arrangement of the existing driving motor with single large torque and low rotating speed, so that the requirement of large torque under low-speed working conditions can be met, the power performance of medium and high speed can be ensured, and the manufacturing and purchasing costs can be reduced. In addition, when a certain driving motor 1A has a fault, the vehicle can still be driven normally by other driving motors 1A, and the reliability of the electric driving system is improved. In addition, a speed change device is not required to be arranged in the embodiment, the control of the transmission assembly is simplified, the transmission assembly is particularly suitable for vehicles with low-speed use requirements, and the economy as high as possible can be realized on the premise of meeting the vehicle requirements.

As shown in fig. 2, each power source 1 includes a drive motor 1A and a motor shaft 1B connected to the drive motor 1A. Each reduction gear assembly 2 includes a first transmission gear 2A connected to the motor shaft 1B, and a second transmission gear 2B engaged with the first transmission gear 2A, the second transmission gear 2B serving as an output end of the reduction gear assembly 2. The driving motor 1A is connected with the first transmission gear 2A through the motor shaft 1B, and further connected with the differential mechanism 4 through the second transmission gear 2B, and the driving force output by the driving motor 1A is transmitted to the differential mechanism 4 through the meshing of the first transmission gear 2A and the second transmission gear 2B.

In particular, the at least two reduction gear assemblies 2 may share one second transmission gear 2B, that is to say each reduction gear assembly 2 comprises a respective first transmission gear 2A and one shared second transmission gear 2B. The design can reduce the number of parts and the volume of the transmission assembly, thereby saving the arrangement space of the transmission assembly.

Further, in the case where the reduction gear assembly 2 shares the second transmission gear 2B, the at least two power sources 1 may be arranged along the circumferential direction of the second transmission gear 2B. For example, as shown in fig. 3, the plurality of power sources 1 are distributed in the circumferential direction with the second transmission gear 2B as the axis center. The arrangement mode can enable the structure of the transmission assembly to be more compact, and further saves the arrangement space of the transmission assembly.

Specifically, according to the vehicle working condition requirements, the at least two power sources 1 can work in cooperation or independently, so that the power performance of the vehicle is met, meanwhile, the driving motor 1A can be guaranteed to work in a high-efficiency area, the power loss of the driving motor 1A is reduced, and the efficiency of an electric driving system is improved. In addition, the driving motors 1A are reasonably arranged to work in a time-sharing mode, the effect of evenly sharing accumulated damage of the driving motors 1A can be achieved, and the failure rate of the driving motors 1A is reduced.

In particular, the at least two power sources 1 are in a forward arrangement. The forward arrangement means that all the drive motors 1A are arranged in front of the reduction gear assembly 2. The forward arrangement can simplify the structure of the power source 1 and the reduction gear assembly 2, and simplify the assembly operation of the two. Of course, the power source 1 may be disposed in other manners, such as a rearward disposition, an opposing disposition, and the like.

In addition, as shown in FIG. 1, the transmission assembly of the present embodiment may further include at least one dual motor controller (denoted as DMCU in FIG. 1) 6, or at least one dual motor controller 6 and a single motor controller (denoted as MCU in FIG. 1) 7. The number of the dual motor controllers 6 and the single motor controller 7 is determined according to the number of the driving motors 1A. The dual-motor controller 6 can control the two motors respectively through strategies. In practical applications, the dual motor controller 6 should be used as much as possible. For example, if the number of the driving motors 1A is an even number, the dual-motor controllers 6 are all used, and the number of the dual-motor controllers 6 is half the number of the driving motors 1A. If the number of the driving motors 1A is an odd number, a single motor controller 7 may be used in combination in addition to the dual motor controller 6. By using an appropriate number of the dual motor controllers 6 and the single motor controller 7 in combination according to the number of the drive motors 1A, the manufacturing cost of the motor controller is reduced.

Example two:

referring to fig. 4 and 5, the difference between the second embodiment and the first embodiment is that: the transmission assembly of the present embodiment also includes a speed change device 3 connected between the input of the final drive 8 and the output of each reduction gear assembly 2. At this time, the output end of each reduction gear assembly 2 (i.e., the second transmission gear 2B) is connected to the speed change device 3, and is further connected to the input end of the final drive 8 through the speed change device 3.

Specifically, the driving motor 1A, the reduction gear assembly 2, and the transmission 3 of the present embodiment are all constructed with the inner housing of the transmission 3 as a carrier, so as to improve the integration of the components and make the structure of the transmission assembly more compact.

The transmission 3 includes an input shaft assembly, an intermediate shaft assembly, an output shaft assembly, and a gear shift device 3H. The input shaft assembly comprises an input shaft 3A connected with the second transmission gear 2B and a third transmission gear 3B connected with the input shaft 3A. The input shaft 3A and the third transmission gear 3B may be integrally formed or connected to each other by splines. The middle shaft assembly comprises a middle shaft 3C, a fourth transmission gear 3D and a fifth transmission gear 3E which are respectively connected with two ends of the middle shaft 3C, and the fourth transmission gear 3D is meshed with the third transmission gear 3B. The fourth transmission gear 3D and the fifth transmission gear 3E are connected to the intermediate shaft 3C by a spline or an interference press-fitting method, respectively. The output shaft assembly includes an output shaft 3G connected to the input end of the differential 4 and a sixth transmission gear 3F rotatably mounted on the output shaft 3G, the sixth transmission gear 3F meshing with the fifth transmission gear 3E. The sixth transmission gear 3F is mounted on the output shaft 3G through a needle bearing, and is circumferentially rotatable on the output shaft 3G. The shift device 3H is provided on the output shaft 3G, and is configured to control the output shaft 3G to be connected with the sixth transmission gear 3F or the input shaft 3A. Specifically, the shift device 3H may be mounted on the output shaft 3G by spline interference fit. The shifting device 3H may generally employ a synchronizer.

Based on the above structure, the transmission 3 can realize two gears: a first gear and a second gear. When the speed changing device 3 works in the first gear, the gear shifting device 3H controls the output shaft 3G to be connected with the sixth transmission gear 3F, so that the driving force transmitted by the reduction gear assembly 2 is transmitted to the differential 4 sequentially through the input shaft 3A, the third transmission gear 3B, the fourth transmission gear 3D, the intermediate shaft 3C, the fifth transmission gear 3E, the sixth transmission gear 3F and the output shaft 3G. When the transmission 3 operates in the second gear, the gear shifting device 3H controls the output shaft 3G to be directly connected to the input shaft 3A, so that the driving force transmitted from the reduction gear assembly 2 is directly transmitted to the differential 4 through the input shaft 3A and the output shaft 3G, thereby realizing two-gear driving of the vehicle.

The derailleur assembly of this embodiment adopts two to keep off speed change gear, can reduce power interruption and shift and pause and frustrate as far as possible, improves the driving comfort, simultaneously, compares with current many grades of AMT derailleur, the cost is reduced.

The mode of operation of the transmission assembly will now be described in more detail based on the arrangement in which 4 power sources 1 are used and the transmission 3 is shifted in two gears.

In the actual running process of the vehicle, the combination of the 4 power sources 1 and the two-gear speed changing device 3 can generate eight different pure electric drive working modes, and the control relationship of each working mode and the combination of the gear of the speed changing device 3 and the power source 1 is shown in the following table.

When only 1 drive motor 1A is operated and the transmission 3 is in the first gear state, the first-gear electric-only drive mode EV1 is defined. The EV1 working mode is suitable for being used under the condition of no load, level roads or low-grade road sections and low-speed cruising, can save the electric energy consumption, and can reduce the mechanical fatigue damage of the driving motor because a single driving motor is adopted for driving and other driving motors do not work.

When only 1 drive motor 1A is operated and the transmission 3 is in the second gear state, the second-gear electric-only drive mode EV2 is defined. The EV2 mode of operation is suitable for use during idle conditions, flat road or high speed cruising.

When there are 2 drive motors 1A operating and the transmission 3 is in the first gear state, the third gear electric only drive mode EV3 is defined. The EV3 working mode is suitable for being used under the conditions of no-load working condition, flat road starting, light-load low-speed running and the like.

When there are 2 drive motors 1A operating and the transmission 3 is in the second gear state, the fourth gear electric only drive mode EV4 is defined. The EV4 working mode is suitable for being used under the conditions of no load or light load, level road running, high-speed cruising and the like.

When there are 3 drive motors 1A operating and the transmission 3 is in the first gear state, the fifth-gear electric-only drive mode EV5 is defined. The EV5 working mode is suitable for being used during starting or flat road running and low-speed running under the medium-load or standard-load working condition.

When there are 3 drive motors 1A operating and the transmission 3 is in the second gear state, the sixth gear electric only drive mode EV6 is defined. The EV6 mode of operation is suitable for use during mid-load or standard load conditions, on flat road, at high cruise speeds.

When the 4 drive motors 1A are simultaneously operated and the transmission 3 is in the first gear state, a seventh-gear electric-only drive mode EV7 is defined. The EV7 working mode is suitable for being used under the conditions of low speed and large torque demand, such as starting and climbing a large slope under the full-load or overload working condition, and can meet the demand of large torque starting and climbing under the full-load or overload condition.

When the 4 drive motors 1A are simultaneously operated and the transmission 3 is in the first gear state, an eighth-gear electric only drive mode EV8 is defined. The EV8 working mode is suitable for being used under the conditions of full load or overload, level road starting, small-gradient uphill, high-speed cruising and the like.

According to the vehicle working condition requirement in this embodiment, multiunit driving motor can cooperate or the work alone, and cooperatees with gear change mechanism's difference, when satisfying vehicle dynamic performance, can guarantee that driving motor works in the high-efficient district, reduces driving motor power loss, improves electric drive system's efficiency.

Example three:

referring to fig. 6, the difference between the third embodiment and the second embodiment is: the plurality of power sources 1 are arranged in an opposing manner. The opposed arrangement means that a part of the drive motor 1A is arranged in front of the reduction gear assembly 2 and another part of the drive motor 1A is arranged behind the reduction gear assembly 2. For example, for 2 power sources 1, one of the driving motors 1A is arranged in front of the reduction gear assembly 2 and the other driving motor 1A is arranged behind the reduction gear assembly 2, so that it is beneficial to arrange other components or systems of the vehicle at a free side position in front of the reduction gear assembly 2 to meet the arrangement of the system of the whole vehicle.

Example four:

referring to fig. 7, the difference between the fourth embodiment and the second embodiment is: the plurality of power sources 1 are arranged in a rearward direction. The rearward arrangement means that all the drive motors 1A are arranged rearward of the reduction gear assembly 2. The arrangement mode can save axial length space, is beneficial to reserving space in the axial direction of the whole vehicle to install other parts or systems, and meets the requirement of arrangement of the system of the whole vehicle.

Example five:

the difference between the fifth embodiment and the first embodiment is that the transmission assembly 10 is integrated as one unit, and the axle bag assembly 9 is integrated as another unit, and the two are connected together by flanges and fixed on the frame by suspension elements and the like.

Example six:

the drive synthesis apparatus includes a transmission assembly 10 and an axle package assembly 9. The transmission assembly 10 includes at least a power source 1 and a reduction gear assembly 2. The axle package assembly 9 is composed of a main reducer 8 and a differential 4. The transmission assembly 10 and the axle package assembly 9 are fixed together to the frame of the vehicle. The transmission assembly 10 is a transmission assembly in the prior art, and will not be described herein.

Based on the same technical concept, the embodiment of the invention also provides an electric vehicle, which comprises the driving combination device described in any embodiment or the embodiment combination. The electric vehicle includes but is not limited to a pure electric heavy truck, an extended range heavy truck, a battery replacement heavy truck and the like.

Further, the embodiment of the invention also provides a battery replacement card, which comprises a battery replacement box, and the battery replacement box can be quickly replaced through a battery replacement station.

According to any one or a combination of multiple optional embodiments, the embodiment of the present invention can achieve the following advantages:

Thus, it should be understood by those skilled in the art that while various exemplary embodiments of the present invention have been illustrated and described in detail herein, many other variations or modifications which conform to the general principles of the invention may be directly determined or derived from the disclosure herein without departing from the spirit and scope of the invention. Accordingly, the scope of the invention should be understood and interpreted to cover all such other variations or modifications.

Claims

1. A drive synthesis apparatus, comprising: the transmission assembly at least comprises a power source and a reduction gear assembly, and the axle package assembly consists of a main speed reducer and a differential, and the transmission assembly and the axle package assembly are fixed on a frame of a vehicle together.

2. The drive synthesis apparatus of claim 1, wherein the transmission assembly and the axle package assembly are flanged together.

3. The drive synthesis apparatus of claim 1, wherein the output of the reduction gear assembly is directly connected to the final drive.

4. The drive synthesis apparatus of claim 1, wherein the transmission assembly further comprises a transmission, an input of the transmission being connected to an output of the reduction gear assembly, an output of the transmission being directly connected to the final drive.

5. The drive synthesis apparatus according to any one of claims 1 to 4, wherein the output ends of the differentials are connected to left and right drive shafts of the vehicle, respectively, for transmitting the drive force output by the power source to wheel ends to drive wheels of the vehicle.

6. The drive synthesis apparatus of claim 5, wherein the left and right drive shafts comprise universal joints and are configured to be telescopic.

7. The drive synthesis apparatus according to claim 6, wherein the number of the power sources is at least two, the number of the reduction gear assemblies is at least two, and at least two of the reduction gear assemblies are connected to the at least two power sources in one-to-one correspondence.

8. The drive synthesis apparatus of claim 7, wherein each of the power sources comprises the drive motor and a motor shaft connected to the drive motor;

9. The drive synthesis apparatus of claim 8, wherein the transmission includes an input shaft assembly, an intermediate shaft assembly, an output shaft assembly, and a shifting device; wherein

10. An electric vehicle characterized by comprising the drive synthesis apparatus according to any one of claims 1 to 9.