CN115195460A - Electric drive system and vehicle - Google Patents
Electric drive system and vehicle Download PDFInfo
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- CN115195460A CN115195460A CN202211131304.2A CN202211131304A CN115195460A CN 115195460 A CN115195460 A CN 115195460A CN 202211131304 A CN202211131304 A CN 202211131304A CN 115195460 A CN115195460 A CN 115195460A
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- electric drive
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K17/00—Arrangement or mounting of transmissions in vehicles
- B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
- B60K17/16—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of differential gearing
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K1/00—Arrangement or mounting of electrical propulsion units
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/72—Electric energy management in electromobility
Abstract
The application provides an electric drive system and a vehicle. The electric drive system comprises a drive motor assembly, a differential, an electric drive reducer and a motor controller. The driving motor assembly is used for outputting single power. The differential is connected with the driving motor assembly and is arranged to divide the single power into a first power and a second power which are independent of each other. The electrically driven speed reducer is connected with the differential and is arranged to reduce the speed and increase the torque of the first power and the second power respectively so as to provide two independent output powers. The motor controller is connected with the driving motor assembly and used for controlling the driving motor assembly. In this way, traditional electric drive system has been solved because of power take off point biasing to this application, leads to the transmission shaft to cross whole electric drive system and causes the extravagant problem in space, and the power supply of first power and second power can arrange in a flexible way in order to match the in service behavior of whole car, really realizes variable framework.
Description
Technical Field
The present application relates to the field of vehicle drive, and more particularly to an electric drive system and a vehicle having the same.
Background
At present, new energy automobiles develop more rapidly, and compared with internal combustion engines used by traditional vehicles, electric motors used by the new energy automobiles have higher requirements. The mainstream electric driving system in the market at present is a three-in-one electric driving system, namely, the mainstream electric driving system comprises a driving motor, a motor controller and an electric driving speed reducer. In view of the structure of the traditional parallel shaft speed reducer, most three-in-one electric driving systems are of backpack structures.
However, in the prior art, the power take-off points in a three-in-one electric drive system are offset, which results in a transmission shaft that needs to traverse the entire electric drive system, thereby resulting in wasted space.
Disclosure of Invention
The application provides an electricity system of driving has solved traditional trinity system of driving that drives and has leaded to the transmission shaft to cross whole system of driving that drives and cause the extravagant problem in space because of power take off point biasing.
In order to solve the technical problem, the electric drive system provided by the application comprises a drive motor assembly, a differential mechanism, an electric drive speed reducer and a motor controller. The driving motor assembly is used for outputting single power. The differential is connected with the driving motor assembly and is arranged to divide the single power into a first power and a second power which are independent of each other. The electrically-driven speed reducer is connected with the differential and is arranged to reduce the speed and increase the torque of the first power and the second power respectively so as to provide two independent output powers. The motor controller is connected with the driving motor assembly and used for controlling the driving motor assembly.
Specifically, the electric drive system further comprises a housing structure, and the drive motor assembly, the differential, the electric drive reducer and the motor controller are all mounted on the housing structure.
Specifically, the electric drive system further comprises an oil cooling module, and the oil cooling module is connected to the drive motor assembly.
Specifically, the electrically-driven speed reducer is provided with two speed reducers which are connected to the left side and the right side of the driving motor assembly.
Specifically, the motor controller is arranged in a middle area formed by the driving motor assembly and the two left and right electrically-driven speed reducers.
Specifically, each electrically-driven speed reducer is provided with a spline, and the spline is a power output end of the electrically-driven system.
Specifically, the electrically-driven speed reducer includes an output half shaft in meshing engagement with the splines for transmitting output power to the tire.
Specifically, the electrically-driven speed reducer further comprises a half shaft oil seal piece, wherein the half shaft oil seal piece is arranged on the output half shaft and used for oil sealing the output half shaft.
In particular, the drive motor assembly is connected at one end to the differential, the differential being connected to one of the electrically-driven retarders via a first input shaft, the differential being connected to the other of the electrically-driven retarders via a second input shaft.
Specifically, the first input shaft extends within a motor shaft of the drive motor assembly toward the other end of the drive motor assembly and out of the motor shaft for meshing engagement with one of the electrically driven speed reducers.
In particular, the electric drive system further comprises a suspension structure having four connection portions for connection mounting with a vehicle frame, the centre of mass of the electric drive system being located at or near the centre position of the four connection portions.
Another technical scheme that this application proposes is: there is provided a vehicle comprising a vehicle frame and an electric drive system connected to the vehicle frame, the electric drive system being as defined in any one of the preceding claims.
The beneficial effect of this application is: compared with the existing electric drive system, the electric drive system provided by the application adopts the differential mechanism to be connected with the drive motor assembly, is arranged to divide the single power output by the drive motor assembly into the first power and the second power which are mutually independent, adopts the electric drive speed reducer connected with the differential mechanism, and is arranged to respectively reduce the speed and increase the torque of the first power and the second power so as to provide two independent output powers; therefore, the independent first power and the independent second power are conveniently distributed on two sides of the electric drive system, a transmission shaft does not need to traverse the whole electric drive system, and therefore the full utilization of space is facilitated. And the power sources of the first power and the second power which are independent of each other can be flexibly arranged to match the use condition of the whole vehicle, so that the variable architecture is really realized. In addition, the differential of the present application can adopt a small differential, which makes it smaller in size, lighter in weight, and less expensive.
Drawings
In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings in the following description are only some embodiments of the present application, and other drawings can be obtained by those skilled in the art without inventive effort, wherein:
FIG. 1 is a schematic perspective view of one embodiment of an electric drive system provided herein;
FIG. 2 is a cross-sectional view of the embodiment of FIG. 1;
FIG. 3 is a cross-sectional view of the drive motor assembly of FIG. 1;
FIG. 4 is a cross-sectional view of the electrically driven retarder of FIG. 1;
FIG. 5 is a cross-sectional view of the differential of FIG. 1;
FIG. 6 is a schematic illustration of another embodiment of an electric drive system provided herein;
FIG. 7 is a schematic view of another perspective in the embodiment of FIG. 6;
FIG. 8 is a schematic view of an electric drive system arrangement of other embodiments provided herein.
Detailed Description
The technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application, and it is obvious that the described embodiments are only a part of the embodiments of the present application, and not all of the embodiments. All other embodiments obtained by a person of ordinary skill in the art without any inventive work according to the embodiments of the present application are within the scope of the present application.
In the description of the embodiments of the present application, it should be noted that the terms "connected" and "connected" are to be interpreted broadly, and may be, for example, fixedly connected, detachably connected, or integrally connected, unless explicitly stated or limited otherwise; can be mechanically or electrically connected; may be directly connected or indirectly connected through an intermediate. Specific meanings of the above terms in the embodiments of the present application can be understood in specific cases by those of ordinary skill in the art.
Referring to fig. 1 and 2, fig. 1 is a schematic perspective view of an embodiment of an electric drive system provided in the present application, and fig. 2 is a cross-sectional view of the embodiment of fig. 1. In one aspect of the present application, an electric drive system is provided. In one embodiment, the electric drive system includes a drive motor assembly 100, a differential 200, an electric drive reducer 300, and a motor controller 400. The driving motor assembly 100 is used for outputting single power; that is, the present application drives the motor assembly 100 to output power as a single power source. The differential 200 is connected to the driving motor assembly 100 and configured to divide the single power output by the driving motor assembly 100 into a first power and a second power that are independent of each other. The electrically-driven retarder 300 is coupled to the differential 200 and is configured to provide a reduction in torque and a torque increase in each of the first and second powers to provide two independent output powers. The motor controller 400 is connected to the driving motor assembly 100 and is configured to control the driving motor assembly 100, so as to control the output of the driving motor assembly 100 according to the requirement.
In the electric drive system of the embodiment, the differential mechanism 200 is connected with the drive motor assembly 100 and is arranged to divide the single power output by the drive motor assembly 100 into a first power and a second power which are independent of each other, and the electric drive reducer 300 connected with the differential mechanism 200 is arranged to respectively reduce the speed and increase the torque of the first power and the second power so as to provide two independent output powers; therefore, the independent first power and the independent second power are conveniently distributed on two sides of the electric drive system, and a transmission shaft does not need to transversely penetrate through the whole electric drive system as in the prior art, so that the full utilization of space is facilitated; for example, the motor controller 400 may be arranged in the space in the middle part of the electric drive system. And the power sources of the first power and the second power which are independent of each other can be flexibly arranged to match the use condition of the whole vehicle, so that the variable architecture is really realized. In addition, the differential of the present application may employ a small differential, which makes it smaller, lighter in weight, and less expensive.
It is noted that the electric drive system of the present application may also be referred to as a single power source distributed drive electric drive system.
Referring to fig. 1 and 2, in some embodiments, the electric drive system further includes a housing structure to which the drive motor assembly 100, the differential 200, the electric drive reducer 300, and the motor controller 400 are mounted. Some or all of the drive motor assembly 100, the differential 200, the electric drive reducer 300, and the motor controller 400 may employ a common housing, or some of the housings may be bolted to others of the housings. In this way, the electric drive system of the embodiments of the present application may be integrated into a single unit for later installation.
In some embodiments, the electric drive system further includes an oil cooling module 500, and the oil cooling module 500 is connected to the driving motor assembly 100, and the connection can be made by bolts or a common housing. The oil-cooled module 500 includes an oil pump, an oil filter, a heat exchanger, etc., and functions to provide lubrication and cooling heat dissipation to the entire electric drive system by absorbing heat from the lubricating oil and exchanging heat with ambient air or a radiator coolant.
In some embodiments, two electrically driven speed reducers 300 are provided, and are connected to the left and right sides of the driving motor assembly 100. The driving motor assembly 100 outputs power as a single power source, and is connected with the electrically-driven speed reducer 300 through bolts or a common housing, so as to reduce the rotation speed of the motor and increase the torque. According to the characteristic curve of the motor, under the condition that the output power of the motor is fixed, the torque is inversely proportional to the rotating speed, namely the torque is smaller when the rotating speed is higher, and the torque is increased when the rotating speed is lower. The electrically-driven speed reducer 300 is provided with a left electrically-driven speed reducer and a right electrically-driven speed reducer 300, and the two electrically-driven speed reducers 300 respectively and independently output power.
In some embodiments, the motor controller 400 is disposed in the middle region formed by the driving motor assembly 100 and the left and right electric-drive reducers 300, and is used for controlling the motor output according to requirements. Similarly, the motor controller 400 is connected to the driving motor assembly 100 by bolts or a common housing. The motor controller is one of key parts of the electric vehicle, and has the functions of converting electric energy stored in the power battery into electric energy required by the driving motor according to instructions of gears, an accelerator, a brake and the like so as to control the running states of the electric vehicle such as starting operation, advancing and retreating speed, climbing force and the like, or helping the electric vehicle to brake and storing part of brake energy into the power battery.
In some embodiments, the electrically driven reducer 300 is provided with splines 341, and the splines 341 are the power output end of the electrically driven system. Similarly, the splines 341 are disposed on the left and right sides, and transmit the output power, which is output to the electrically driven speed reducer 300, and then is reduced in speed and increased in torque, to the wheel transmission system.
Referring to fig. 3, fig. 3 is a sectional view of the driving motor assembly in fig. 1. In some embodiments, the driving motor assembly 100 further includes a motor stator assembly 130, a motor rotor assembly 140, and a motor shaft 150, as well as a motor front shell 110 and a motor rear shell 120. Wherein, the motor front case 110 is connected with the motor rear case 120 by bolts.
Referring to fig. 3 and 5 in combination, fig. 5 is a cross-sectional view of the differential of fig. 1. In some embodiments, the drive-motor assembly 100 is coupled at one end to the differential 200, the differential 200 is coupled to one of the electrically-driven retarders 300 via a first input shaft 390, and the differential 200 is coupled to the other of the electrically-driven retarders 300 via a second input shaft 310.
It can be understood that, due to the existence of the differential 200, the single power source is divided into the first power and the second power, and the power sources thereof are the same, so that the power sources inputted by the first input shaft 390 and the second input shaft 310 are the same, when the left and right electrically-driven reducers 300 and the driving motor assembly 100 are located on the same line and the axes of the first input shaft 390, the second input shaft 310 and the motor shaft 150 are also on the same line, the first input shaft 390, the second input shaft 310 and the motor shaft 150 can be set as an integral shaft, thereby reducing the loss of the input power in passing through the connecting structure.
In some embodiments, referring to fig. 3, 4 and 5 in combination, fig. 4 is a sectional view of the electrically driven retarder of fig. 1, wherein the front retarder housing 350 and the rear retarder housing 360 are bolted together. The first input shaft 390 extends within the motor shaft 150 of the drive motor assembly 100 toward the other end of the drive motor assembly 100 and extends out of the motor shaft 150 for meshing engagement with one of the electrically driven speed reducers 300. The motor stator assembly 130 is similar to a conventional motor stator, and is composed of silicon steel laminations and copper wire windings, and is fixedly connected with an inner hole of the motor front shell 110 in an interference fit manner. Similarly, the motor rotor assembly 140 is composed of silicon steel punching sheets and permanent magnets, and is fixedly connected with the motor shaft 150 through interference fit. The two ends of the rotor are press-fitted with rotor end plates 141 in an interference fit manner so as to be used for pressing the rotor assembly and carrying out dynamic balance and weight removal. The motor shaft 150 is fitted at both ends thereof with bearings 154 by interference fit to support high-speed rotation of the motor shaft 150 and perform power output. The motor rotor assembly 140 transmits power to the motor shaft 150 through interference or key fit, then to the differential 200, divides the power into two paths, i.e., left and right, through the differential 200, and transmits the power to the second input shaft 310 and the first input shaft 390 through the transmission spline 211 between the differential 200 and the input shaft.
In some embodiments, the differential 200 on the motor shaft 150 is a small differential assembly, and may further be a split differential assembly. The differential 200 may be mounted to one end of the motor shaft 150 using a unitary differential. Since only the motor shaft 150 is equipped with a differential structure or a power output structure that simultaneously undertakes the motor rotor function and the differential function, in another embodiment, the motor rotor assembly 140 can be directly disposed on the differential housing, and the objective of the present application can also be achieved.
Referring to fig. 4, in some embodiments, the electrically-driven reducer 300 further includes a gear member and a transmission shaft 320, wherein the gear member includes a pinion gear 330 and a bull gear 340. The electrically-driven speed reducer 300 includes an output half shaft 370, the output half shaft 370 being in meshing engagement with the splines 341 for transmitting output power to the tire. When power is input to the first input shaft 390 and the second input shaft 310, power is transmitted through the engagement of the gear teeth of the first input shaft and the second input shaft, the pinion gear 330 is fixedly connected with the transmission shaft 320 through interference fit to move simultaneously, the transmission shaft 320 is engaged with the large gear 340 through the gear teeth of the transmission shaft 320 to transmit power, and finally engaged with the output half shaft 370 through the spline 341 to perform final power output, that is, power is transmitted to the wheel transmission system.
In further embodiments, the first input shaft 390 and the second input shaft 310 are provided with a first input bearing 311 and a second input bearing 312, which are fixedly coupled to the first input shaft 390 and the second input shaft 310 by interference fit to bear the rotation thereof. Similarly, the transmission shaft 320 is provided with a first transmission bearing 321 and a second transmission bearing 322 which are fixedly connected with the transmission shaft 320 through interference fit to bear the rotation of the transmission shaft; the large gear piece 340 is provided with an output bearing 342 which is fixedly connected with the large gear piece 340 in an interference fit manner to bear the rotation of the large gear piece.
It is understood that the electrically driven speed reducer 300 performs speed reduction and torque increase on input power through meshing transmission between gear members, and the speed ratio and the degree of speed reduction and torque increase are changed through the change of the number of gear teeth.
In some embodiments, the electrically-driven speed reducer 300 further includes a half-shaft oil seal 343, and the half-shaft oil seal 343 is disposed on the output half-shaft 370 and oil seals the output half-shaft 370. The half shaft oil seal 343 is in contact engagement with the output half shaft 370 and performs relative movement. The output half shaft 370 is ensured to rotate and isolated from external impurity contamination while protecting the stability of the bearing and oil in the electrically driven speed reducer 300.
Referring to fig. 6, fig. 6 is a schematic view of an electric drive system according to another embodiment of the present disclosure. In this embodiment, the electric drive system further comprises a suspension structure 21, the suspension structure 21 having four connection portions (points 11-14 in the figure) for connection mounting to the vehicle frame, the centre of mass 17 of the electric drive system being located at or near the centre of the four connection portions (points 11-14 in the figure). It will be appreciated that when the center of mass 17 of the electric drive system is at or near its center, the output half shafts 370 on either side can be equally sized to achieve the same effect with the smallest dimension of equal length due to structural stability for forces on the electric drive system and suspension forces, while the center of mass 17 is at or near its center, which is more space efficient and advantageous for electric drive arrangements and vehicle arrangements.
Referring again to fig. 2 and 7 in combination, fig. 7 is a schematic view of another perspective in the embodiment of fig. 6. The drive motor assembly 100 and the left and right electric drive reducers 300 form an intermediate space region A1, which can be used to arrange the motor controller 400, the oil cooling module 500, and the like, without affecting the outer envelope size of the entire electric drive system. In addition, as shown in FIG. 7, the output half shaft 370 may be equally long left and right, thereby facilitating vehicle layout.
With continued reference to fig. 8, fig. 8 is a schematic diagram of an electric drive system arrangement according to another embodiment provided herein. The differential 200 divides the single power source into a first power and a second power, which are respectively transmitted to the first input shaft 390 and the second input shaft 310 through the transmission splines 211 correspondingly arranged on the left side and the right side, and the first power and the second power are input to the left and the right electrically-driven reducers 300 through the first input shaft 390 and the second input shaft 310 to be subjected to speed reduction and torque increase, and finally the power is output to the output half shaft 370 through the splines 341. Because the power output positions of the left spline 341 and the right spline are independent and do not influence each other, various structural arrangement forms of power output can be realized. The left and right output half shafts 370 may be arranged non-coaxially and staggered with respect to each other. The triangular structure shown in fig. 8-a, the coaxial structure shown in fig. 8-b, and the linear structure shown in fig. 8-c are all the layout structures that can be realized by the electric drive system of the present application, but are not limited to the above four structures, and other similar structures are also protected by the present application.
Similarly, because the left and right output half shafts 370 can be flexibly adjusted to realize distributed power output, the two electrically-driven speed reducers 300 of the present application are completely the same and can be different according to requirements, and the two electrically-driven speed reducers 300 can also be designed in a differentiated manner.
In another aspect of the present application, a vehicle is also presented, the vehicle including a frame and an electric drive system of any of the above embodiments coupled to the frame. Therefore, the vehicle of the present application also has all the advantages of the electric drive system described above, and will not be described in detail herein.
In the description of the present application, reference to the description of the terms "one embodiment," "some embodiments," "an example," "a specific example," or "some examples," etc., means that a particular feature, mechanism, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the present application. In this specification, the schematic representations of the terms used above are not necessarily intended to refer to the same embodiment or example. Furthermore, the particular features, mechanisms, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples. Moreover, various embodiments or examples and features of various embodiments or examples described in this specification can be combined and combined by one skilled in the art without being mutually inconsistent.
The above embodiments are merely examples and are not intended to limit the scope of the present disclosure, and all modifications, equivalents, and flow charts using the contents of the specification and drawings of the present disclosure, which are directly or indirectly applied to other related technical fields, are included in the scope of the present disclosure.
Claims (12)
1. An electric drive system, characterized in that the electric drive system comprises:
the driving motor assembly is used for outputting single power;
a differential connected with the driving motor assembly and configured to divide the single power into a first power and a second power which are independent of each other;
an electrically driven speed reducer connected to the differential and configured to reduce speed and increase torque of the first power and the second power, respectively, to provide two independent output powers; and
and the motor controller is connected with the driving motor assembly and is used for controlling the driving motor assembly.
2. The electric drive system of claim 1 further comprising a housing structure, the drive motor assembly, the differential, the electric drive reducer, and the motor controller all being mounted on the housing structure.
3. The electric drive system of claim 1 further comprising an oil cooling module coupled to the drive motor assembly.
4. The electric drive system of claim 1, wherein there are two electric drive retarders connected to the left and right sides of the drive motor assembly.
5. The electric drive system of claim 4, wherein the motor controller is disposed in an intermediate region between the drive motor assembly and the left and right electric drive retarders.
6. The electric drive system as defined in claim 4 wherein each of said electric drive reducers is provided with splines, said splines being the power take-off of said electric drive system.
7. The electric drive system of claim 6, wherein the electric drive reduction includes an output half shaft in meshing engagement with the splines for transmitting output power to the tire.
8. The electric drive system of claim 7, wherein the electric drive reducer further includes a half shaft oil seal disposed on and oil sealing the output half shaft.
9. The electric drive system of claim 4 wherein the drive motor assembly is coupled at one end to the differential, the differential being coupled to one of the electrically driven retarders via a first input shaft, the differential being coupled to the other of the electrically driven retarders via a second input shaft.
10. The electric drive system of claim 9 wherein the first input shaft extends within a motor shaft of the drive motor assembly toward the other end of the drive motor assembly and out of the motor shaft for meshing engagement with one of the electric drive retarders.
11. The electric drive system of any one of claims 1-10 further comprising a suspension structure having four attachment portions for attachment to a vehicle frame, the center of mass of the electric drive system being located at or near the center of the four attachment portions.
12. A vehicle, characterized in that the vehicle comprises a vehicle frame and an electric drive system connected to the vehicle frame, the electric drive system being an electric drive system according to any one of claims 1-11.
Priority Applications (4)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202211131304.2A CN115195460A (en) | 2022-09-16 | 2022-09-16 | Electric drive system and vehicle |
| CN202320225716.6U CN219312511U (en) | 2022-09-16 | 2023-01-18 | Electric drive system and vehicle |
| PCT/CN2023/090391 WO2024055593A1 (en) | 2022-09-16 | 2023-04-24 | Power output assembly, powertrain, and vehicle |
| PCT/CN2023/096415 WO2024055631A1 (en) | 2022-09-16 | 2023-05-25 | Electric drive transmission system and vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202211131304.2A CN115195460A (en) | 2022-09-16 | 2022-09-16 | Electric drive system and vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN115195460A true CN115195460A (en) | 2022-10-18 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202211131304.2A Pending CN115195460A (en) | 2022-09-16 | 2022-09-16 | Electric drive system and vehicle |
| CN202320225716.6U Active CN219312511U (en) | 2022-09-16 | 2023-01-18 | Electric drive system and vehicle |
Family Applications After (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202320225716.6U Active CN219312511U (en) | 2022-09-16 | 2023-01-18 | Electric drive system and vehicle |
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Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2024055593A1 (en) * | 2022-09-16 | 2024-03-21 | 浙江凌昇动力科技有限公司 | Power output assembly, powertrain, and vehicle |
| WO2024055631A1 (en) * | 2022-09-16 | 2024-03-21 | 浙江凌昇动力科技有限公司 | Electric drive transmission system and vehicle |
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| WO2020176866A1 (en) * | 2019-02-28 | 2020-09-03 | Allison Transmission, Inc. | Axle assembly for low floor vehicle |
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- 2023-01-18 CN CN202320225716.6U patent/CN219312511U/en active Active
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Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2024055593A1 (en) * | 2022-09-16 | 2024-03-21 | 浙江凌昇动力科技有限公司 | Power output assembly, powertrain, and vehicle |
| WO2024055631A1 (en) * | 2022-09-16 | 2024-03-21 | 浙江凌昇动力科技有限公司 | Electric drive transmission system and vehicle |
Also Published As
| Publication number | Publication date |
|---|---|
| CN219312511U (en) | 2023-07-07 |
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