CN215435961U

CN215435961U - Electric drive assembly, four-wheel drive system and car

Info

Publication number: CN215435961U
Application number: CN202121490113.6U
Authority: CN
Inventors: 白云辉; 杨胜麟; 王坤城; 高缘; 邹小松
Original assignee: BYD Co Ltd
Current assignee: BYD Co Ltd
Priority date: 2021-06-30
Filing date: 2021-06-30
Publication date: 2022-01-07
Anticipated expiration: 2031-06-30

Abstract

The application relates to an electric drive assembly, a four-wheel drive system and an automobile, wherein the electric drive assembly comprises a first wheel drive assembly and a second wheel drive assembly, one of the first wheel and the second wheel is a left wheel, and the other one of the first wheel and the second wheel is a right wheel; the first wheel drive assembly comprises a first motor and a first gear reduction mechanism, and the first gear reduction mechanism is connected between the first motor and a first wheel; the second wheel drive assembly includes a second electric machine and a second gear reduction mechanism connected between the second electric machine and a second wheel. The electric drive assembly adopts double-path transmission, the load of each transmission path is small, and the radial size of the gear can be effectively reduced, so that the passing performance of a vehicle is increased.

Description

Electric drive assembly, four-wheel drive system and car

Technical Field

The application belongs to the technical field of automobile driving, and relates to an electric drive assembly, a four-wheel drive system and an automobile.

Background

The four-wheel drive system has a series of advantages that four motors respectively and independently drive four wheels of an automobile, the torque and the speed of the four wheels can be accurately controlled independently, such as the realization of smaller radius turning, an auxiliary ESP (electronic stability program) function, an auxiliary steering function, an auxiliary braking function and the like, the wheel-side drive is a scheme often adopted by the four-wheel drive system, and in the existing wheel-side drive scheme, a left drive assembly and a right drive assembly are always integrated by themselves or are only connected by simple machinery, so that the integration level is low, the occupied space is large, and the cost is high.

In addition, due to the existing wheel edge driving scheme, the motor drives the wheels through the speed reducer, only one transmission path is provided, the size of the gear of the speed reducer is large, and the passing performance of the vehicle is reduced.

Disclosure of Invention

The technical problem that this application will solve is: aiming at the problems that the prior wheel driving scheme is that a motor drives wheels through a speed reducer, the transmission path is only one, the gear size of the speed reducer is large, and the trafficability of a vehicle is reduced, an electric driving assembly, a four-wheel driving system and the vehicle are provided.

In order to solve the above technical problem, in one aspect, the present application provides an electric drive assembly, including a first wheel drive assembly for driving a first wheel and a second wheel drive assembly for driving a second wheel, one of the first wheel and the second wheel being a left wheel, and the other being a right wheel;

the first wheel drive assembly comprises a first motor and a first gear reduction mechanism, and the first gear reduction mechanism is connected between the first motor and a first wheel;

the second wheel drive assembly comprises a second motor and a second gear reduction mechanism, and the second gear reduction mechanism is connected between the second motor and a second wheel;

the first gear reduction mechanism comprises a first transmission path and a second transmission path, the input ends of the first transmission path and the second transmission path are connected with the first motor, and the output ends of the first transmission path and the second transmission path are connected with the wheel shaft of the first wheel;

and/or the second gear speed reducing mechanism comprises a third transmission path and a fourth transmission path, wherein the input ends of the third transmission path and the fourth transmission path are connected with the second motor, and the output ends of the third transmission path and the fourth transmission path are connected with the wheel shaft of the second wheel.

On the other hand, this application embodiment still provides a four-wheel drive system, including front drive axle and rear drive axle, all be provided with foretell electric drive assembly on front drive axle and the rear drive axle.

In yet another aspect, embodiments of the present application further provide an automobile including the electric drive assembly or the four-wheel drive system described above.

The electric drive assembly comprises a first gear reduction mechanism and a second gear reduction mechanism, wherein the input ends of the first transmission path and the second transmission path are connected with a first motor, and the output ends of the first transmission path and the second transmission path are connected with an axle of a first wheel; and/or the second gear speed reducing mechanism comprises a third transmission path and a fourth transmission path, wherein the input ends of the third transmission path and the fourth transmission path are connected with the second motor, and the output ends of the third transmission path and the fourth transmission path are connected with the wheel shaft of the second wheel. That is, at least one of the first gear reduction mechanism and the second gear reduction mechanism has two-way transmission, the transmission tail end of the first gear reduction mechanism collects two-way power and/or the transmission tail end of the second gear reduction mechanism collects two-way power, and at least one of the first wheel and the second wheel can be driven by the two-way power. Therefore, double-path transmission is adopted, the load of each transmission path is small, the radial size of the gear can be effectively reduced, and the passing performance of the vehicle is improved.

Drawings

FIG. 1 is a schematic view of an electric drive assembly provided in accordance with a first embodiment of the present application;

FIG. 2 is a schematic view of an electric drive assembly provided in a third embodiment of the present application;

FIG. 3 is a schematic view of an electric drive assembly provided in a fourth embodiment of the present application;

FIG. 4 is a schematic view of an electric drive assembly provided in a fifth embodiment of the present application;

FIG. 5 is a schematic view of an electric drive assembly provided in accordance with a sixth embodiment of the present application;

FIG. 6 is a schematic view of an electric drive assembly provided in accordance with a seventh embodiment of the present application;

FIG. 7 is a schematic view of an electric drive assembly provided in accordance with an eighth embodiment of the present application;

FIG. 8 is a schematic view of an electric drive assembly provided in a ninth embodiment of the present application;

FIG. 9 is a schematic view of an electric drive assembly provided in accordance with a tenth embodiment of the present application;

FIG. 10 is a schematic view of an electric drive assembly provided in accordance with a twelfth embodiment of the present application;

FIG. 11 is a schematic view of an electric drive assembly provided in accordance with a fifteenth embodiment of the present application;

FIG. 12 is a schematic view of an electric drive assembly provided in accordance with a sixteenth embodiment of the present application;

FIG. 13 is a schematic illustration of a four wheel drive system according to a seventeenth embodiment of the present application;

fig. 14 is a schematic view of an automobile according to an eighteenth embodiment of the present application.

The reference numerals in the specification are as follows:

10000. an automobile; 1000. a four-wheel drive system; 100. an electric drive assembly; 200. a first wheel; 2001. an axle for the first wheel; 300. A second wheel; 3001. an axle for the second wheel; 400. a front drive axle; 500. a rear drive axle;

1. a first wheel drive assembly; 11. a first motor; 12. a first gear reduction mechanism; 121. a first reduction gear set; 1211. a first drive gear; 1212a, a first path drives a first driven gear; 1212b, the second path drives the first driven gear; 1212. a first driven gear; 122. A second reduction gear set; 1221a, the first path drives the second driving gear; 1221b, the second path drives the second driving gear; 1222. a second driven gear; 128. a housing of the first gear reduction mechanism;

2. a second wheel drive assembly; 21. a second motor; 22. a second gear reduction mechanism; 22a, a third reduction gear set; 221a, a third driving gear; 222a, a third driven gear; 22b, a fourth reduction gear set; 221b, a fourth driving gear; 222b, a fourth driven gear; 224. A second input shaft; 225. a second output shaft; 226. a third intermediate shaft; 227. a fourth intermediate shaft; 228. a housing of the second gear reduction mechanism; 2281. an intermediate support structure; 24. a lock shaft; 25. a lock gear; 223a, a first path of transmission third driven gear; 224a, a second path of transmission third driven gear; 223b, the first path drives the fourth driving gear; 224b, a second path of transmission fourth driving gear;

3. a locking mechanism; 31. a first locking mechanism; 32. and a second locking mechanism.

Detailed Description

In order to make the technical problems, technical solutions and advantageous effects solved by the present application more clear and obvious, the present application is further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the present application and are not intended to limit the present application.

The electric drive assembly provided by the embodiment of the application comprises a first wheel drive assembly and a second wheel drive assembly, wherein the first wheel drive assembly is used for driving a first wheel, and the second wheel drive assembly is used for driving a second wheel; the first wheel drive assembly comprises a first motor and a first gear reduction mechanism, and the first gear reduction mechanism is connected between the first motor and a first wheel; the second wheel drive assembly comprises a second motor and a second gear reduction mechanism, and the second gear reduction mechanism is connected between the second motor and a second wheel; the first gear reduction mechanism comprises a first transmission path and a second transmission path, the input ends of the first transmission path and the second transmission path are connected with the first motor, and the output ends of the first transmission path and the second transmission path are connected with the wheel shaft of the first wheel; and/or the second gear speed reducing mechanism comprises a third transmission path and a fourth transmission path, wherein the input ends of the third transmission path and the fourth transmission path are connected with the second motor, and the output ends of the third transmission path and the fourth transmission path are connected with the wheel shaft of the second wheel.

In some embodiments, the first gear reduction mechanism includes a first input gear and a first output gear, the first transmission path includes a first front end gear and a first end gear, the second transmission path includes a second front end gear and a second end gear, the first motor is in driving connection with the first input gear, the first input gear is simultaneously engaged with the first front end gear and the second front end gear, the first front end gear is in driving connection with the first end gear, the second front end gear is in driving connection with the second end gear, the first end gear and the second end gear are simultaneously engaged with the first output gear, and the first output gear is in driving connection with an axle of the first wheel; and/or the second gear reduction mechanism comprises a second input gear and a second output gear, the third transmission path comprises a third front end gear and a third tail end gear, the fourth transmission path comprises a fourth front end gear and a fourth tail end gear, the second motor is in transmission connection with the second input gear, the second input gear is simultaneously meshed with the third front end gear and the fourth front end gear, the third front end gear is in transmission connection with the third tail end gear, the fourth front end gear is in transmission connection with the fourth tail end gear, the third tail end gear and the fourth tail end gear are simultaneously meshed with the second output gear, and the second output gear is in transmission connection with a wheel shaft of the second wheel.

In some embodiments, the transmission end of the first gear reduction mechanism collects two paths of power from the first motor, and the transmission end of the second gear reduction mechanism collects two paths of power from the second motor.

In other embodiments, the transmission end of the first gear reduction mechanism transmits the single-path power from the first motor, and the transmission end of the second gear reduction mechanism collects the two-path power from the second motor.

In other embodiments, the transmission end of the first gear reduction mechanism collects two paths of power from the first motor, and the transmission end of the second gear reduction mechanism transmits one path of power from the second motor.

In other embodiments, the transmission end of the first gear reduction mechanism collects two paths of power from the first motor and the second motor, and the transmission end of the second gear reduction mechanism collects two paths of power from the first motor and the second motor.

In other embodiments, the transmission end of the first gear reduction mechanism collects two paths of power from the first motor and the second motor, and the transmission end of the second gear reduction mechanism collects two paths of power from the second motor.

In other embodiments, the transmission end of the first gear reduction mechanism transmits the single-path power from the first motor, and the transmission end of the second gear reduction mechanism collects the two-path power from the first motor and the second motor.

In other embodiments, the transmission end of the first gear reduction mechanism collects two paths of power from the first motor and the second motor, and the transmission end of the second gear reduction mechanism transmits one path of power from the second motor.

In some embodiments, a locking mechanism is provided between the first and second wheel drive assemblies, the locking mechanism being switchable between an engaged position and a disengaged position;

the first motor is dynamically coupled with the second motor when the locking mechanism is switched to the engaged position; when the lock mechanism is switched to the disengaged position, power between the first motor and the second motor is interrupted.

The locking mechanism has the following advantages:

(1) when the wheel on one side enters a wet and slippery road surface or sinks into a mud pit, the torques of the two motors can be completely output to the wheel on the other side by engaging the locking mechanism, so that the function of the differential lock is realized, and the difficulty escaping capability is extremely strong.

(2) The driving condition of the whole automobile can be combined, the switching between the single-motor driving mode and the double-motor independent driving mode is realized by controlling the engagement and the disengagement of the locking mechanism, the motor is guaranteed to work in a high-efficiency interval as much as possible, the energy consumption is saved, and the endurance mileage of the automobile is improved.

(3) When the motor on one side fails, the locking mechanism is engaged, so that the motor which normally works on the other side drives two wheels simultaneously, and the low-speed limp function is realized.

(4) The locking mechanism is designed at the transmission tail end and is arranged on the axis of the second motor, the acting force of the ground to one wheel is directly transmitted to the other wheel shaft through the wheel shaft and the locking mechanism, no load is generated on the gears of the first gear reduction mechanism and the second gear reduction mechanism, the loads of the gears of the first gear reduction mechanism and the second gear reduction mechanism can be effectively reduced, the requirement on the radial size of the gears is further reduced, the ground clearance is increased, and the vehicle trafficability is improved.

In some embodiments, the first motor is arranged in parallel with the second motor; one of the first motor and the second motor is spaced from the axle of the corresponding wheel in parallel and is overlapped with the projection part of the axle of the corresponding wheel in the left-right direction, or one of the first motor and the second motor is coaxial with the axle of the corresponding wheel.

In some embodiments, the motor shaft of the first motor is single-ended and the motor shaft of the second motor is single-ended, and the locking mechanism is disposed between the axle of the first wheel and the axle of the second wheel; when the locking mechanism is switched to the engaged position, the axle of the first wheel is engaged with the axle of the second wheel, so that the first motor is dynamically coupled with the second motor; when the locking mechanism is switched to the disengaged position, the axle of the first wheel is disconnected from the axle of the second wheel, so that power between the first motor and the second motor is interrupted.

In some embodiments, the motor shaft of the first motor is output at both ends, the motor shaft of the second motor is output at one end, and the locking mechanism is arranged at the second output end of the motor shaft of the first motor; the first output end of the motor shaft of the first motor is in transmission connection with the first wheel through the first gear reduction mechanism, and the output end of the motor shaft of the second motor is in transmission connection with the second wheel through the second gear reduction mechanism; when the locking mechanism is switched to the joint position, the second output end of the motor shaft of the first motor is in transmission connection with the second gear speed reducing mechanism, so that the first motor is in power coupling with the second motor; when the locking mechanism is switched to the disengaged position, the second output end of the motor shaft of the first motor is disconnected from the second gear reduction mechanism, so that power between the first motor and the second motor is interrupted.

In some embodiments, the motor shaft of the first motor is output from both ends, the motor shaft of the second motor is output from both ends, and the locking mechanism comprises a first locking mechanism and a second locking mechanism, wherein the first output end of the motor shaft of the first motor is in transmission connection with the first wheel through the first gear reduction mechanism, the second output end of the motor shaft of the first motor is in transmission connection with the second gear reduction mechanism through the first locking mechanism, the first output end of the motor shaft of the second motor is in transmission connection with the second wheel through the second gear reduction mechanism, and the second output end of the motor shaft of the second motor is in transmission connection with the first gear reduction mechanism through the second locking mechanism;

when the first locking mechanism is switched to the joint position and the second locking mechanism is switched to the joint position, the second output end of the motor shaft of the first motor is in transmission connection with the second gear reduction mechanism and drives the second wheel, and the second output end of the motor shaft of the second motor is in transmission connection with the first gear reduction mechanism and drives the first wheel, so that the first motor and the second motor are in power coupling and drive the first wheel and the second wheel together;

when the first locking mechanism is switched to the engaging position and the second locking mechanism is switched to the disengaging position, the second output end of the motor shaft of the first motor is in transmission connection with the second gear reduction mechanism and drives the second wheel, and the second output end of the motor shaft of the second motor is disconnected from the first gear reduction mechanism, so that the first motor and the second motor are in power coupling and drive the second wheel together;

when the first locking mechanism is switched to a disengagement position and the second locking mechanism is switched to an engagement position, the second output end of the motor shaft of the second motor is in transmission connection with the first gear reduction mechanism, and the second output end of the motor shaft of the first motor is disconnected from the second gear reduction mechanism, so that the first motor and the second motor are in power coupling to jointly drive the first wheel;

when the first locking mechanism is switched to a disengagement position and the second locking mechanism is switched to the disengagement position, the second output end of the motor shaft of the first motor is disconnected from the second gear reduction mechanism, and the second output end of the motor shaft of the second motor is disconnected from the first gear reduction mechanism, so that power between the first motor and the second motor is interrupted.

In some embodiments, the first and second motors are coaxially arranged, the first and second gear reduction mechanisms being located between the first and second motors; the single-end output of a motor shaft of the first motor and the single-end output of a motor shaft of the second motor are realized, and a locking mechanism is arranged between a wheel shaft of the first wheel and a wheel shaft of the second wheel and can be switched between an engagement position and a disengagement position; when the locking mechanism is switched to the engaged position, the axle of the first wheel is engaged with the axle of the second wheel, so that the first motor is dynamically coupled with the second motor; when the locking mechanism is switched to the disengaged position, the axle of the first wheel is disconnected from the axle of the second wheel, so that the power of the first motor and the second motor is interrupted.

In some embodiments, the axle of the first wheel is coaxial with the axle of the second wheel, the first motor, the second motor and the axle of the first wheel are spaced parallel to each other, and the first motor, the second motor and the axle of the first wheel are arranged in a triangular manner.

In these embodiments in which the first motor, the second motor, and the axle of the first wheel are arranged in a triangular configuration, the motor shaft of the first motor has a single-ended output, the motor shaft of the second motor has a single-ended output, and a locking mechanism is provided between the axle of the first wheel and the axle of the second wheel, the locking mechanism being switchable between an engaged position and a disengaged position; when the locking mechanism is switched to the engaged position, the axle of the first wheel is engaged with the axle of the second wheel, so that the first motor is dynamically coupled with the second motor; when the locking mechanism is switched to the disengaged position, the wheel shaft of the first wheel and the wheel shaft of the second wheel are disconnected, so that the power of the first motor and the second motor is interrupted.

In the embodiments that the first motor, the second motor and the wheel axle of the first wheel are arranged in a triangular mode, the motor shaft of the first motor is output from both ends, the motor shaft of the second motor is output from one end, and the locking mechanism is arranged at the second output end of the motor shaft of the first motor; the first output end of the motor shaft of the first motor is in transmission connection with the first wheel through the first gear reduction mechanism, and the output end of the motor shaft of the second motor is in transmission connection with the second wheel through the second gear reduction mechanism; when the locking mechanism is switched to the joint position, the second output end of the motor shaft of the first motor is in transmission connection with the second gear speed reducing mechanism, so that the first motor is in power coupling with the second motor; when the locking mechanism is switched to the disengaged position, the second output end of the motor shaft of the first motor is disconnected from the second gear reduction mechanism, so that power between the first motor and the second motor is interrupted.

In the embodiments that the first motor, the second motor and the wheel shaft of the first wheel are arranged in a triangular manner, the two ends of the motor shaft of the first motor are output, the two ends of the motor shaft of the second motor are output, the locking mechanism comprises a first locking mechanism and a second locking mechanism, wherein the first output end of the motor shaft of the first motor is in transmission connection with the first wheel through the first gear reduction mechanism, the second output end of the motor shaft of the first motor is in transmission connection with the second gear reduction mechanism through the first locking mechanism, the first output end of the motor shaft of the second motor is in transmission connection with the second wheel through the second gear reduction mechanism, and the second output end of the motor shaft of the second motor is in transmission connection with the first gear reduction mechanism through the second locking mechanism; when the first locking mechanism is switched to the joint position and the second locking mechanism is switched to the joint position, the second output end of the motor shaft of the first motor is in transmission connection with the second gear reduction mechanism and drives the second wheel, and the second output end of the motor shaft of the second motor is in transmission connection with the first gear reduction mechanism and drives the first wheel, so that the first motor and the second motor are in power coupling and drive the first wheel and the second wheel together; when the first locking mechanism is switched to the engaging position and the second locking mechanism is switched to the disengaging position, the second output end of the motor shaft of the first motor is in transmission connection with the second gear reduction mechanism and drives the second wheel, and the second output end of the motor shaft of the second motor is disconnected from the first gear reduction mechanism, so that the first motor and the second motor are in power coupling and drive the second wheel together; when the first locking mechanism is switched to a disengagement position and the second locking mechanism is switched to an engagement position, the second output end of the motor shaft of the second motor is in transmission connection with the first gear reduction mechanism, and the second output end of the motor shaft of the first motor is disconnected from the second gear reduction mechanism, so that the first motor and the second motor are in power coupling to jointly drive the first wheel; when the first locking mechanism is switched to a disengagement position and the second locking mechanism is switched to the disengagement position, the second output end of the motor shaft of the first motor is disconnected from the second gear reduction mechanism, and the second output end of the motor shaft of the second motor is disconnected from the first gear reduction mechanism, so that power between the first motor and the second motor is interrupted.

In some embodiments, the locking mechanism is a synchronizer that integrates a one-way clutch.

In other embodiments, the locking mechanism is a synchronizer that is an integrated twist disk.

In some embodiments, a first planetary gear mechanism is disposed between the first gear reduction mechanism and the axle of the first wheel, and a second planetary gear mechanism is disposed between the second gear reduction mechanism and the axle of the second wheel.

In some embodiments, the ring gear of the first planetary gear mechanism is connected to the output end of the first gear reduction mechanism, and the carrier of the first planetary gear mechanism is connected to the wheel shaft of the first wheel.

In other embodiments, the sun gear of the first planetary gear mechanism is connected to the output end of the first gear reduction mechanism, and the carrier of the first planetary gear mechanism is connected to the axle of the first wheel.

In some embodiments, the ring gear of the second planetary gear mechanism is connected with the output end of the second gear speed reduction mechanism, and the planet carrier of the second planetary gear mechanism is connected with the wheel shaft of the second wheel.

In other embodiments, the sun gear of the second planetary gear mechanism is connected with the output end of the second gear speed reduction mechanism, and the planet carrier of the second planetary gear mechanism is connected with the wheel shaft of the second wheel.

In some embodiments, the first gear reduction mechanism employs a two-stage reduction.

In other embodiments, the first gear reduction mechanism employs three stages of reduction.

In some embodiments, the second gear reduction mechanism employs a two-stage reduction.

In other embodiments, the second gear reduction mechanism employs three stages of reduction.

According to the electric drive assembly, the transmission tail end of the first gear reduction mechanism collects two paths of power from the first motor and the second motor and/or the transmission tail end of the second gear reduction mechanism collects two paths of power from the first motor and the second motor, namely, at least one of the first wheel and the second wheel can be driven by the two paths of power. Therefore, each transmission path of the two-way transmission path has smaller load, and the radial size of the gear can be effectively reduced, so that the trafficability of the vehicle is increased.

In addition, the electric drive assembly of the present application also has the following beneficial effects:

(1) the first motor drives the first wheel through the first gear reduction mechanism, the second motor drives the second wheel through the second gear reduction mechanism, and the rotation speed difference between the first motor and the second motor can be controlled electronically, so that the electronic differential function is realized, and the vehicle steering function is realized by controlling the rotation speed difference between the two motors.

(2) The first motor and the second motor can have different output torques, have an electronic differential torque function, and can realize the torque-positive-negative-positive of the first wheel and the second wheel (one of the first wheel and the second wheel is a left wheel, and the other is a right wheel), thereby reducing the turning radius.

(3) The auxiliary braking function can be realized by recovering the braking energy of the two motors.

(4) By controlling the auxiliary braking of the two motors, an auxiliary ESP (electronic stability program) function can be realized.

(5) By controlling the difference in the rotational speeds of the two motors, the vehicle steering function is realized, and the function of assisting an EPS (electric power steering) can be realized.

The present application will now be described in detail with reference to the following drawings and examples.

Hereinafter, the X direction indicates the front-rear direction of the automobile, and the Y direction indicates the left-right direction of the automobile.

First embodiment

Referring to fig. 1, an electric drive assembly 100 provided in the first embodiment of the present application includes a first wheel drive assembly 1 for driving a first wheel 200 and a second wheel drive assembly 2 for driving a second wheel 300, where the first wheel 200 is a left-side wheel and the second wheel 300 is a right-side wheel.

The first wheel driving assembly 1 includes a first electric motor 11 and a first gear reduction mechanism 12, and the first gear reduction mechanism 12 is connected between the first electric motor 11 and the first wheel 200.

The second wheel drive assembly 2 includes a second electric machine 21, a second gear reduction mechanism 22, and a second shift-out mechanism 23, and the second gear reduction mechanism 22 is connected between the second electric machine 21 and the second wheel 300.

In this embodiment, the electric drive assembly is arranged in an H shape, the first motor 11 and the second motor 21 are long and thin motors with small iron core diameter and long length, the first motor 11 and the second motor 21 are arranged in parallel, and the motor shaft of the first motor 11 and the motor shaft of the second motor 21 both extend along the left and right directions of the automobile. The second motor 21 is coaxially disposed with the axle 3001 of the second wheel 300, so that the Y-direction length of the electric drive assembly 100 is greatly reduced, and the X-direction space of the automobile is fully utilized.

First motor 11 and second motor 21 are arranged side by side in the front and back direction, and first gear reduction mechanism 12 and second gear reduction mechanism 22 are located the left and right sides of two motors, and the electric cabinet can adopt the scheme of unifying more, makes the flat structure, installs the top at two motors, and overall structure is compact, and space utilization is high, has realized the high integration of motor, automatically controlled and reduction gear.

The first gear reduction mechanism 12 includes a first reduction gear set 121, a second reduction gear set 122, a first input shaft 124, a first output shaft 125, a first intermediate shaft 126, and a second intermediate shaft 127, the first reduction gear set 121 includes a first driving gear 1211 (i.e., a first input gear), a first driving gear 1212a and a second driving gear 1212b, the first driving gear 1211 is engaged with the first driving gear 1212a (a first front end gear) and the second driving gear 1212b (a second front end gear), the second reduction gear set 122 includes a first driving gear 1221a, a second driving gear 1221b and a second driven gear 1222 (i.e., a first output gear), the second driven gear 1222 is engaged with the first driving gear 1221a (i.e., a first end gear) and the second driving gear 1221b (i.e., a second end gear); the first input shaft 124 is connected to an output end of a motor shaft of the first motor 11, the first output shaft 125 is connected to a wheel axle 2001 of the first wheel 200, the first driving gear 1211 is fixed to the first input shaft 124, the first path of driving first driven gear 1212a and the first path of driving second driving gear 1221a are fixed to the first intermediate shaft 126, and the second path of driving first driven gear 1212b and the second path of driving second driving gear 1221b are fixed to the second intermediate shaft 127.

The second gear reduction mechanism 22 includes a third reduction gear set 22a, a fourth reduction gear set 22b, a second input shaft 224, a second output shaft 225 and a third intermediate shaft 226, the third reduction gear set 22a includes a third driving gear 221a and a third driven gear 222a that are engaged with each other, and the fourth reduction gear set 22b includes a fourth driving gear 221b and a fourth driven gear 222b that are engaged with each other; the second input shaft 224 is connected to an output end of a motor shaft of the second motor 11, the second output shaft 225 is connected to a wheel shaft 3001 of the second wheel 300, the third driving gear 221a is fixed to the second input shaft 224, the third driven gear 222a and the fourth driving gear 221b are fixed to the third intermediate shaft 226, and the fourth driven gear 222b is fixed to the second output shaft 225.

In the first embodiment, the first input shaft 124, the first output shaft 125, the first intermediate shaft 126 and the second intermediate shaft 127 are spaced apart from and parallel to each other, and the first input shaft 124 is coaxially connected to the motor shaft of the first motor 11. Both ends of the first input shaft 124, the first output shaft 125, the first intermediate shaft 126, and the second intermediate shaft 127 are rotatably supported by a housing 128 of the first gear reduction mechanism 12 through bearings. The second input shaft 224, the second output shaft 225 and the third intermediate shaft 226 are spaced apart and parallel to each other. Both ends of the third intermediate shaft 226 are rotatably supported by a housing 228 of the second gear reduction mechanism 22 through bearings. An end of the second output shaft 225 remote from the second motor 21 is rotatably supported by a bearing on the housing 228 of the second gear reduction mechanism 22, an end of the second output shaft 225 close to the second motor 21 is rotatably supported by a bearing on the intermediate support structure 2281 of the second gear reduction mechanism 22, and an end of the second input shaft 224 remote from the second motor 21 is rotatably supported by a bearing on the intermediate support structure 2281 of the second gear reduction mechanism 22. An intermediate support structure 2281 is located within the housing 228.

In the first embodiment, the first motor 11 is arranged in parallel with the second motor 21.

In the electric drive assembly according to the first embodiment of the present application, the first gear reduction mechanism 12 includes a first transmission path and a second transmission path, input ends (the first driving gear 1211) of the first transmission path and the second transmission path are connected to the first motor 11, and output ends (the second driven gear 1222) of the first transmission path and the second transmission path are connected to the axle 2001 of the first wheel 200. Thus, the transmission end (the second driven gear 1222) of the first gear reduction mechanism 12 collects two power to drive the first wheel 200. The first transmission path is, the first motor 11, the first driving gear 1211, the first driven gear 1212a, the second driving gear 1221a, the second driven gear 1222, and the first wheel 200. The second transmission path is the first motor 11, the first driving gear 1211, the second driven gear 1212b, the second driving gear 1221b, the second driven gear 1222, and the first wheel 200. The drive end of the second gear reduction mechanism 22 transmits the one-way power from the second electric motor 21 to drive the second wheel 300. The single-path power is, the second electric machine 21-the third reduction gear set 22 a-the fourth reduction gear set 22 b-the second wheel 300.

That is, the first wheel 200 is driven by two-way power. In this way, the driving of the first wheel 200 adopts two-way transmission, the load of each transmission path is small, and the radial size of the gear in the first gear reduction mechanism 12 can be effectively reduced, so that the passing performance of the vehicle is increased.

Second embodiment

A second embodiment of the present application provides an electric drive assembly that differs from the first embodiment in that the first wheel and the second wheel interchange positions.

Third embodiment

Referring to fig. 2, a third embodiment of the present application provides an electric drive assembly that differs from the first embodiment in that:

the second gear reduction mechanism 22 includes a third reduction gear set 22a, a fourth reduction gear set 22b, a second input shaft 224, a second output shaft 225, a third intermediate shaft 226 and a fourth intermediate shaft 227, the third reduction gear set 22a includes a third driving gear 221a (i.e., a second input gear), a first driving third driven gear 223a (i.e., a third front end gear) and a second driving third driven gear 224a (i.e., a fourth front end gear), the third driving gear 221a is simultaneously engaged with the first driving third driven gear 223a and the second driving third driven gear 224a, the fourth reduction gear set 22b includes a first driving fourth driving gear 223b (i.e., a third end gear), a second driving fourth driving gear 224b (i.e., a fourth end gear) and a fourth driven gear 222b (i.e., a second output gear), the fourth driven gear 222b is simultaneously driven by the first driving fourth driving gear 223b and the second driving fourth driving gear 224b And (4) meshing. The second input shaft 224 is connected to an output end of a motor shaft of the second motor 11, the second output shaft 225 is connected to a wheel shaft 3001 of the second wheel 300, the third driving gear 221a is fixed to the second input shaft 224, the first driving gear 223a and the first driving gear 223b are fixed to the third intermediate shaft 226, the second driving gear 224a and the second driving gear 224b are fixed to the third intermediate shaft 227, and the fourth driving gear 222b is fixed to the second output shaft 225.

In the electric drive assembly 100 according to the second embodiment of the present application, the first gear reduction mechanism 12 includes a first transmission path and a second transmission path, input ends (the first driving gear 1211) of the first transmission path and the second transmission path are connected to the first motor 11, and output ends (the second driven gear 1222) of the first transmission path and the second transmission path are connected to the axle 2001 of the first wheel 200. Thus, the transmission end (the second driven gear 1222) of the first gear reduction mechanism 12 collects two power to drive the first wheel 200. The first transmission path is, the first motor 11, the first driving gear 1211, the first driven gear 1212a, the second driving gear 1221a, the second driven gear 1222, and the first wheel 200. The second transmission path is the first motor 11, the first driving gear 1211, the second driven gear 1212b, the second driving gear 1221b, the second driven gear 1222, and the first wheel 200.

The second gear reduction mechanism 22 includes a first transmission path and a second transmission path, input ends (the third driving gear 221a) of which are both connected to the second electric motor 21, and output ends (the fourth driven gear 222b) of which are both connected to the axle 3001 of the second wheel 300. Thus, the transmission end (fourth driven gear 222b) of the second gear reduction mechanism 22 collects two power to drive the second wheel 300. The first transmission path is, the second motor 21, the third driving gear 221a, the first transmission third driven gear 223a, the first transmission fourth driving gear 223b, the fourth driven gear 222b, and the second wheel 300. The second transmission path is the second motor 21, the third driving gear 221a, the second driven gear 224a, the fourth driving gear 224b, the fourth driven gear 222b, and the second wheel 300.

That is, in the present embodiment, both the first wheel 200 and the second wheel 300 are driven by two-way power. In this way, the driving of the first wheel 200 and the second wheel 300 adopts double-path transmission, the load of each transmission path is small, and the radial size of the gears in the first gear reduction mechanism 12 and the second gear reduction mechanism 22 can be effectively reduced, so that the passing performance of the vehicle is improved.

Fourth embodiment

Referring to fig. 3, the fourth embodiment of the present application provides an electric drive assembly, which is different from the third embodiment in that the motor shaft of the first motor 11 is output at both ends, the motor shaft of the second motor 21 is output at one end, and the locking mechanism 3 is disposed at the second output end of the motor shaft of the first motor 11. The first output end of the motor shaft of the first motor 11 is in transmission connection with the first wheel 200 through the first gear reduction mechanism 12, and the output end of the motor shaft of the second motor 21 is in transmission connection with the second wheel 300 through the second gear reduction mechanism 22. When the locking mechanism 3 is switched to the engagement position, the second output end of the motor shaft of the first motor 11 is in transmission connection with the second gear speed reducing mechanism 22, so that the first motor 11 is in power coupling with the second motor 21; when the locking mechanism 3 is switched to the disengaged position, the second output end of the motor shaft of the first motor 11 is disconnected from the second gear reduction mechanism 22, so that the power between the first motor 11 and the second motor 21 is interrupted.

Specifically, the second wheel drive assembly 2 further includes a lock shaft 24 and a lock gear 25 that is freely sleeved on the lock shaft 24, the lock shaft 24 is connected to the second output end of the motor shaft of the first motor 11, the lock mechanism 3 is disposed on one side of the lock gear 25, and the lock gear 25 is engaged with the second path transmission third driven gear 224 a. When the lock mechanism 3 is switched to the engaged position, the lock gear 25 is engaged with the lock shaft 24, and the first electric motor 11 is power-coupled to the second electric motor 21 at the second intermediate shaft 224 through the lock gear 25, the second driven gear 224 a. When the lock mechanism 3 is switched to the disengaged position, the lock gear 25 is disconnected from the lock shaft 24, and the power between the first motor 11 and the second motor 21 is interrupted.

When the first wheel 200 is trapped in the pit, the locking mechanism 3 is closed, so that the first motor 11 and the second motor 21 simultaneously drive the second wheel 300 in parallel to realize trapping removal; when the second wheel 300 is trapped in a pit, the locking mechanism 3 is closed, so that the second motor 21 is connected with the first motor 11 in series to drive the first wheel 200 to realize the escaping.

When the second motor 21 fails, the locking mechanism 3 is closed, so that the two output ends of the first motor 11 respectively drive the first wheel 200 and the second wheel 300 at the same time, and the low-speed limp function is realized; when the first motor 11 fails, the locking mechanism 3 is closed, so that one output end of the second motor 21 is driven by two paths, one path drives the second wheel 300 through the second gear reduction mechanism 22, and the other path drives the first wheel 200 through the locking mechanism 3, the rotor of the first motor 11 and the first gear reduction mechanism 12, and the low-speed limp function is realized.

In the fourth embodiment, when the locking mechanism 3 is switched to the engaged position, the transmission end of the second gear reduction mechanism 22 collects two paths of power from the first motor 11 and the second motor 21. The transmission end of the first gear reduction mechanism 11 collects two paths of power from the first motor 11.

Fifth embodiment

Referring to fig. 4, the electric drive assembly according to the fifth embodiment of the present invention is different from the third embodiment in that the motor shaft of the first motor 11 is output from both ends, the motor shaft of the second motor 21 is output from both ends, the locking mechanism 3 includes a first locking mechanism 31 and a second locking mechanism 32, the first output end of the motor shaft of the first motor 11 is in transmission connection with the first wheel 200 through the first gear reduction mechanism 12, the second output end of the motor shaft of the first motor 11 is connected with the second gear reduction mechanism 22 through the first locking mechanism 31, the first output end of the motor shaft of the second motor 21 is in transmission connection with the second wheel 300 through the second gear reduction mechanism 22, and the second output end of the motor shaft of the second motor 21 is connected with the first gear reduction mechanism 12 through the second locking mechanism 32.

When the first locking mechanism 31 is switched to the engaged position and the second locking mechanism 32 is switched to the engaged position, the second output end of the motor shaft of the first motor 11 is in transmission connection with the second gear reduction mechanism 22 and drives the second wheel 300, and the second output end of the motor shaft of the second motor 21 is in transmission connection with the first gear reduction mechanism 12 and drives the first wheel 200, so that the first motor 11 and the second motor 21 are in power coupling and jointly drive the first wheel 200 and the second wheel 300. When the first locking mechanism 31 is switched to the engaged position and the second locking mechanism 32 is switched to the disengaged position, the second output end of the motor shaft of the first motor 11 is in transmission connection with the second gear reduction mechanism 22 and drives the second wheel 300, and the second output end of the motor shaft of the second motor 21 is disconnected from the first gear reduction mechanism 12, so that the first motor 11 and the second motor 21 are in power coupling and jointly drive the second wheel 300; when the first locking mechanism 31 is switched to the disengaged position and the second locking mechanism 32 is switched to the engaged position, the second output end of the motor shaft of the second motor 21 is in transmission connection with the first gear reduction mechanism 12, and the second output end of the motor shaft of the first motor 11 is disconnected from the second gear reduction mechanism 22, so that the first motor 11 and the second motor 21 are in power coupling to jointly drive the first wheel 200; when the first locking mechanism 31 is switched to the disengaged position and the second locking mechanism 32 is switched to the disengaged position, the second output end of the motor shaft of the first motor 11 is disconnected from the second gear reduction mechanism 22, and the second output end of the motor shaft of the second motor 21 is disconnected from the first gear reduction mechanism 12, so that the power between the first motor 11 and the second motor 21 is interrupted.

The first gear reduction mechanism 12 is a single-gear two-stage reduction mechanism, the first gear reduction mechanism 12 includes a first reduction gear set 121, a second reduction gear set 122, a first input shaft 124, a first output shaft 125 and a first intermediate shaft 126, the first reduction gear set 121 includes a first driving gear 1211 and a first driven gear 1212 that are engaged with each other, and the second reduction gear set 122 includes a second driving gear 1221 and a second driven gear 1222 that are engaged with each other; the first input shaft 124 is connected to the other output end of the first motor 11, the first output shaft 125 is connected to the axle 2001 of the first wheel 200, the first driving gear 1211 is loosely fitted on the first input shaft 124, the first driven gear 1212 and the second driving gear 1221 are fixed to the first intermediate shaft 126, and the second driven gear 1222 is fixed to the first output shaft 125.

The second gear reduction mechanism 22 is a single-gear two-stage reduction mechanism, the second gear reduction mechanism 22 includes a third reduction gear set 22a, a second fourth reduction gear set 22b, a second input shaft 224, a second output shaft 225 and a second intermediate shaft 22c, the third reduction gear set 22a includes a third driving gear 221a and a third driven gear 222a which are engaged with each other, and the fourth reduction gear set 22b includes a fourth driving gear 221b and a fourth driven gear 222b which are engaged with each other; the second input shaft 224 is connected to the other output end of the second motor 11, the second output shaft 225 is connected to the axle 3001 of the second wheel 300, the third driving gear 221a is loosely fitted on the second input shaft 224, the third driven gear 222a and the fourth driving gear 221b are fixed to the second intermediate shaft 22c, and the fourth driven gear 222b is fixed to the second output shaft 225.

The first wheel driving assembly 1 further includes a first locking shaft 24a and a first locking gear 25a that is freely sleeved on the first locking shaft 24a, the first locking shaft 24a is connected with an output end of the second motor 21, the first locking mechanism 31 is disposed at one side of the first locking gear 25a, and the first locking gear 25a is engaged with the first driven gear 1212.

The second wheel drive assembly 2 further includes a second lock shaft 24b and a second lock gear 25b loosely fitted on the second lock shaft 24b, the lock shaft 24b is connected to one output end of the first electric motor 11, the second lock mechanism 32 is provided on one side of the second lock gear 25b, and the second lock gear 25 is engaged with the third driven gear 222 a.

In this embodiment, the first wheel 200 and the second wheel 300 are both driven by two-way power, that is, the power of the first motor 11 and the power of the second motor 21 are transmitted to the first wheel 200 in two ways, and the power of the first motor 11 and the power of the second motor 21 are transmitted to the second wheel 300 in two ways. Specifically, the two ends of the motor shaft of the first motor 11 output, the first output end of the motor shaft of the first motor 11 drives the first wheel 200 through the first gear reduction mechanism 12 (the first path transmission of the first motor 11), and the second output end of the motor shaft of the first motor 11 drives the second wheel 300 through the first locking mechanism 31 and the second gear reduction mechanism 22 (the second path transmission of the first motor 11). The motor shaft of the second motor 21 is output from both ends, the first output end of the motor shaft of the second motor 21 drives the second wheel 300 through the second gear reduction mechanism 22 (the first path transmission of the second motor 21), and the second output end of the motor shaft of the second motor 21 drives the first wheel 200 through the second locking mechanism 32 and the first gear reduction mechanism 12 (the second path transmission of the second motor 21). And by adopting double-path transmission, the load of each transmission path is small, and the radial size of the gear can be effectively reduced, so that the passing performance of the vehicle is improved.

In an alternative embodiment of the fifth embodiment, the first gear reduction mechanism 12 and the second gear reduction mechanism 22 may employ a two-speed multi-stage gear reduction mechanism or a single-speed three-stage gear reduction mechanism.

Sixth embodiment

Referring to fig. 5, the electric drive assembly 100 according to the sixth embodiment of the present application is different from the above embodiments in that the first motor 11 and the second motor 21 are coaxially arranged, and the first gear reduction mechanism 12 and the second gear reduction mechanism 22 are located between the first motor 11 and the second motor 21. Electric drive assembly 100 is generally T-shaped in configuration.

A single-ended output of a motor shaft of the first motor 11, a single-ended output of a motor shaft of the second motor 21, and a lock mechanism 3 provided between the axle 2001 of the first wheel 200 and the axle 3001 of the second wheel 300, the lock mechanism 3 being switchable between an engaged position and a disengaged position; when the lock mechanism 3 is switched to the engaged position, the axle 2001 of the first wheel 200 is engaged with the axle of the second wheel 200, so that the first motor 11 is power-coupled with the second motor 21; when the lock mechanism 3 is switched to the disengaged position, the axle 2001 of the first wheel 200 is disconnected from the axle 3001 of the second wheel 300, so that the power of the first motor 11 and the second motor 21 is interrupted.

Specifically, the locking mechanism 3 is connected between the output shaft of the first reduction mechanism 12 (first output shaft 125) and the output shaft of the second reduction mechanism 22 (second output shaft 225). The first output shaft 125, the second output shaft 225, and the axle are coaxial.

In the sixth embodiment, the first motor 11 and the second motor 21 are flat motors with large iron core diameter and short length, the two motors are arranged coaxially, the two gear reduction mechanisms are arranged between the two motors, an all-in-one scheme is adopted for electric control, the two motors are made into a T-shaped structure, one part of the electric control is arranged above an input shaft of the gear reduction mechanism, and the other part of the electric control is arranged above the motors, so that the whole structure is compact, the space utilization rate is high, and the high integration of the motors, the electric control and the gear reduction mechanisms is realized.

Seventh embodiment

Referring to fig. 6, a seventh embodiment of the present application provides an electric drive assembly 100 that differs from the sixth embodiment described above primarily in that the locking mechanism 3 is eliminated.

Therefore, the first wheel driving assembly and the second wheel driving assembly are relatively independent, and the control is simpler.

Eighth embodiment

Referring to fig. 7, an electric drive assembly according to an eighth embodiment of the present disclosure is different from the above embodiments in that an axle 2001 of a first wheel 200 is coaxial with an axle 3001 of a second wheel 300, three of a first motor 11, a second motor 21, and the axle 2001 of the first wheel 200 are spaced apart from each other in parallel, and the axle 2001 of the first wheel 200, the first motor 11, the second motor 21, and the first wheel 11 are disposed in a triangular shape (V-shaped disposition).

In the eighth embodiment, the motor shaft of the first motor 11 is output at one end, the motor shaft of the second motor 21 is output at one end, and the lock mechanism 3 is disposed between the axle 2001 of the first wheel 200 and the axle 3001 of the second wheel 300, that is, the lock mechanism 3 is disposed at the end of the transmission.

The locking mechanism 3 is designed at the transmission tail end and is arranged on the axis of the motor, so that the load and the radial size of the gear speed reducing mechanism can be effectively reduced, the ground clearance is increased, and the vehicle trafficability is improved.

In addition, the final stage transmission gear set of the first gear reduction mechanism 12 (the reduction gear set connected to the first wheel 200) and the final stage transmission gear set of the second gear reduction mechanism 22 (the reduction gear set connected to the second wheel 300) are located below the first motor 11 and the second motor 21, which greatly reduces the axial length of the assembly.

The V-shaped arrangement is characterized as follows:

(1) the motor adopts the iron core diameter little, the longer slender type motor of length, the form of arranging of two motors is parallel arrangement, Y has been reduced to length by a wide margin, make full use of X is to the space, gear reduction mechanism is at the both ends of motor, two motors and gear reduction mechanism's output shaft (being the shaft) become the triangle and arrange, automatically controlled adoption unification scheme more, make flat structure, install the top at two motors, overall structure is compact, space utilization is high, the motor has been realized, automatically controlled and gear reduction mechanism's high integration.

(2) The V-shaped arrangement is adopted, a final-stage transmission gear of the gear speed reducing mechanism is arranged below the two motors, and the gear is easily soaked below the liquid level of oil liquid when climbing at a large angle, so that the design of a lubricating scheme is facilitated, and the size of a lubricating oil tank is reduced.

Ninth embodiment

Referring to fig. 8, the tenth embodiment of the present application provides an electric drive assembly that differs from the ninth embodiment in that the locking mechanism 3 is eliminated.

Tenth embodiment

Referring to fig. 9, the electric drive assembly 100 according to the tenth embodiment of the present application is different from the tenth embodiment in that the motor shaft of the first motor 11 is output at one end, the motor shaft of the second motor 21 is output at two ends, and the locking mechanism 3 is disposed at the second output end of the motor shaft of the second motor 21, that is, the locking mechanism 3 is disposed at the front end of the transmission.

The locking mechanism 3 is arranged at the front end of the transmission, so that the axial space is effectively utilized, and the axial size of the speed reducing mechanism is shortened.

Eleventh embodiment

The electric drive assembly provided by the eleventh embodiment of the present application is different from the tenth embodiment in that the motor shaft of the first motor is output at both ends, the motor shaft of the second motor is output at one end, and the locking mechanism is disposed at the second output end of the motor shaft of the first motor, that is, the locking mechanism is disposed at the front end of the transmission.

The locking mechanism is arranged at the front end of the transmission, so that the axial space is effectively utilized, and the axial size of the speed reducing mechanism is shortened.

Twelfth embodiment

Referring to fig. 10, an electric drive assembly 100 according to a twelfth embodiment of the present invention is different from the twelfth embodiment in that the motor shaft of the first motor 11 outputs from both ends, the motor shaft of the second motor 21 outputs from both ends, the locking mechanism 3 includes a first locking mechanism 31 and a second locking mechanism 32, the first output end of the motor shaft of the first motor 11 is in transmission connection with the first wheel 200 through the first gear reduction mechanism 12, the second output end of the motor shaft of the first motor 11 is in transmission connection with the second gear reduction mechanism 22 through the first locking mechanism 31, the first output end of the motor shaft of the second motor 21 is in transmission connection with the second wheel 300 through the second gear reduction mechanism 22, and the second output end of the motor shaft of the second motor 21 is in transmission connection with the first gear reduction mechanism 12 through the second locking mechanism 32, that is, the first locking mechanism 31 and the second locking mechanism 32 are disposed at the front end of the transmission.

The lock mechanism 3 (the first lock mechanism 31 and the second lock mechanism 32) is provided at the front end of the transmission, and the axial space is effectively utilized, and the axial size of the reduction mechanism is shortened.

Thirteenth embodiment

A thirteenth embodiment of the present application provides an electric drive assembly, which is different from the above-described embodiments in that a first planetary gear mechanism is disposed between the first gear reduction mechanism and the axle of the first wheel, and a second planetary gear mechanism is disposed between the second gear reduction mechanism and the axle of the second wheel; the ring gear of the first planetary gear mechanism is connected to the output end of the first gear reduction mechanism (i.e., the ring gear of the first planetary gear mechanism is meshed with the driven gear of the final-stage gear set of the first gear reduction mechanism), the carrier of the first planetary gear mechanism is connected to the wheel shaft of the first wheel, and the sun gear of the first planetary gear mechanism is fixed to the housing of the first gear reduction mechanism.

The ring gear of the second planetary gear mechanism is connected with the output end of the second gear speed reducing mechanism (namely, the ring gear of the second planetary gear mechanism is meshed with the driven gear of the final gear set of the second gear speed reducing mechanism), the planet carrier of the second planetary gear mechanism is connected with the wheel shaft of the second wheel, and the sun gear of the second planetary gear mechanism is fixed on the shell of the second gear speed reducing mechanism.

The final transmission gear of the gear reduction mechanism is connected with the wheel through the planetary gear mechanism, so that the radial size of the gear can be effectively reduced, and the passing performance of the vehicle is improved.

Fourteenth embodiment

A fourteenth embodiment of the present application provides an electric drive assembly, which is different from the above-described embodiments in that a first planetary gear mechanism is disposed between the first gear reduction mechanism and the axle of the first wheel, and a second planetary gear mechanism is disposed between the second gear reduction mechanism and the axle of the second wheel; the sun gear of the first planetary gear mechanism is connected to the output end of the first gear reduction mechanism (i.e., the sun gear of the first planetary gear mechanism is coaxially fixed to the driven gear of the final gear set of the first gear reduction mechanism), the carrier of the first planetary gear mechanism is connected to the wheel shaft of the first wheel, and the ring gear of the first planetary gear mechanism is fixed to the housing of the first gear reduction mechanism.

The sun gear of the second planetary gear mechanism is connected to the output end of the second gear reduction mechanism (i.e., the sun gear of the second planetary gear mechanism is coaxially fixed to the driven gear of the final gear set of the second gear reduction mechanism), the carrier of the second planetary gear mechanism is connected to the wheel shaft of the second wheel, and the ring gear of the second planetary gear mechanism is fixed to the housing 228 of the second gear reduction mechanism.

Fifteenth embodiment

Referring to fig. 11, the electric drive assembly 100 according to the fifteenth embodiment of the present application is different from the third embodiment in that the motor shaft of the first motor 11 is single-ended and the motor shaft of the second motor 21 is single-ended, and the locking mechanism 3 is disposed between the axle 2001 of the first wheel 200 and the axle 3001 of the second wheel 300, that is, the locking mechanism 3 is disposed at the end of the transmission.

The motor shaft of the second motor 21 is a hollow shaft, one end of the first output shaft 125 far away from the first wheel 200 is connected to one end of the locking mechanism 3 through a connecting shaft 4 passing through the motor of the second motor 21, and the other end of the locking mechanism 3 is connected to one end of the second output shaft 225, so that the locking mechanism 3 is connected between the axle 2001 of the first wheel 200 and the axle 3001 of the second wheel 300. The first output shaft 125, the connecting shaft 4, and the second output shaft 225 are coaxial. When the lock mechanism 3 is switched to the engaged position, the axle 2001 of the first wheel 200 and the axle 3001 of the second wheel 300 are combined through the first output shaft 125, the connecting shaft 4, the lock mechanism 3, and the second output shaft 225, so that the first motor 11 and the second motor 21 are power-coupled; when the lock mechanism 3 is switched to the disengaged position, the axle 2001 of the first wheel 200 is disconnected from the axle 3001 of the second wheel 300, so that the power between the first motor 11 and the second motor 21 is interrupted.

Sixteenth embodiment

Referring to fig. 12, an electric drive assembly 100 according to a sixteenth embodiment of the present invention is different from the sixteenth embodiment in that the motor shaft of the first motor 11 outputs from both ends of the motor shaft, the second motor 21 outputs from both ends of the motor shaft, the locking mechanism 3 includes a first locking mechanism 31 and a second locking mechanism 32, a first output end of the motor shaft of the first motor 11 is drivingly connected to the first wheel 200 through the first gear reduction mechanism 12, a second output end of the motor shaft of the first motor 11 is drivingly connected to the second gear reduction mechanism 22 through the first locking mechanism 31, a first output end of the motor shaft of the second motor 21 is drivingly connected to the second wheel 300 through the second gear reduction mechanism 22, and a second output end of the motor shaft of the second motor 21 is connected to the first gear reduction mechanism 12 through the second locking mechanism 32.

The first wheel driving assembly 1 further includes a first locking shaft 24a and a first locking gear 25a that is freely sleeved on the first locking shaft 24a, the first locking shaft 24a is connected with the second output end of the second motor 21, the first locking mechanism 31 is disposed on one side of the first locking gear 25a, and the first locking gear 25a is meshed with the first driven gear 1212.

Seventeenth embodiment

Referring to fig. 13, a seventeenth embodiment of the present application provides a four-wheel drive system 1000, which includes a front drive axle 400 and a rear drive axle 500, wherein the electric drive assembly 100 is disposed on both the front drive axle 400 and the rear drive axle 500.

Eighteenth embodiment

Referring to fig. 14, an eighteenth embodiment of the present application provides an automobile 10000 including the electric drive assembly 100 or the four-wheel drive system 1000 described above.

The above description is only exemplary of the present application and should not be taken as limiting the present application, as any modification, equivalent replacement, or improvement made within the spirit and principle of the present application should be included in the protection scope of the present application.

Claims

1. An electric drive assembly comprising a first wheel drive assembly for driving a first wheel and a second wheel drive assembly for driving a second wheel, one of the first and second wheels being a left side wheel and the other being a right side wheel;

2. The electric drive assembly of claim 1, wherein the first gear reduction mechanism comprises a first input gear and a first output gear, the first transmission path comprises a first front end gear and a first end gear, the second transmission path comprises a second front end gear and a second end gear, the first motor is in driving connection with the first input gear, the first input gear is simultaneously in meshing engagement with the first front end gear and the second front end gear, the first front end gear is in driving connection with the first end gear, the second front end gear is in driving connection with the second end gear, the first end gear and the second end gear are simultaneously in meshing engagement with the first output gear, and the first output gear is in driving connection with an axle of the first wheel;

and/or the second gear reduction mechanism comprises a second input gear and a second output gear, the third transmission path comprises a third front end gear and a third tail end gear, the fourth transmission path comprises a fourth front end gear and a fourth tail end gear, the second motor is in transmission connection with the second input gear, the second input gear is simultaneously meshed with the third front end gear and the fourth front end gear, the third front end gear is in transmission connection with the third tail end gear, the fourth front end gear is in transmission connection with the fourth tail end gear, the third tail end gear and the fourth tail end gear are simultaneously meshed with the second output gear, and the second output gear is in transmission connection with a wheel shaft of the second wheel.

3. An electric drive assembly according to claim 1, wherein a locking mechanism is provided between the first and second wheel drive assemblies, the locking mechanism being switchable between an engaged position and a disengaged position;

4. The electric drive assembly of claim 3, wherein the first electric machine is arranged in parallel with the second electric machine;

one of the first motor and the second motor is spaced from the axle of the corresponding wheel in parallel and is overlapped with the projection part of the axle of the corresponding wheel in the left-right direction, or one of the first motor and the second motor is coaxial with the axle of the corresponding wheel.

5. The electric drive assembly of claim 4, wherein the first motor has a single ended output on a motor shaft and the second motor has a single ended output on a motor shaft, and the locking mechanism is disposed between a wheel axle of the first wheel and a wheel axle of the second wheel;

when the locking mechanism is switched to the engaged position, the axle of the first wheel is engaged with the axle of the second wheel, so that the first motor is dynamically coupled with the second motor; when the locking mechanism is switched to the disengaged position, the axle of the first wheel is disconnected from the axle of the second wheel, so that power between the first motor and the second motor is interrupted.

6. The electric drive assembly of claim 4, wherein the motor shaft of the first motor is double ended output and the motor shaft of the second motor is single ended output, the locking mechanism being disposed at the second output of the motor shaft of the first motor; the first output end of the motor shaft of the first motor is in transmission connection with the first wheel through the first gear reduction mechanism, and the output end of the motor shaft of the second motor is in transmission connection with the second wheel through the second gear reduction mechanism;

when the locking mechanism is switched to the joint position, the second output end of the motor shaft of the first motor is in transmission connection with the second gear speed reducing mechanism, so that the first motor is in power coupling with the second motor; when the locking mechanism is switched to the disengaged position, the second output end of the motor shaft of the first motor is disconnected from the second gear reduction mechanism, so that power between the first motor and the second motor is interrupted.

7. The electric drive assembly of claim 4, wherein the first motor has a motor shaft with a double-ended output and the second motor has a motor shaft with a double-ended output, and the locking mechanism comprises a first locking mechanism and a second locking mechanism, wherein the first output of the motor shaft of the first motor is in transmission connection with the first wheel through the first gear reduction mechanism, the second output of the motor shaft of the first motor is in transmission connection with the second gear reduction mechanism through the first locking mechanism, the first output of the motor shaft of the second motor is in transmission connection with the second wheel through the second gear reduction mechanism, and the second output of the motor shaft of the second motor is in transmission connection with the first gear reduction mechanism through the second locking mechanism;

8. The electric drive assembly of claim 1, wherein the first and second electric machines are coaxially arranged, the first and second gear reduction mechanisms being located between the first and second electric machines.

9. An electric drive assembly according to claim 8, wherein the first motor has a single ended output on the motor shaft and the second motor has a single ended output on the motor shaft, and a locking mechanism is provided between the axle of the first wheel and the axle of the second wheel, the locking mechanism being switchable between an engaged position and a disengaged position;

when the locking mechanism is switched to the engaged position, the axle of the first wheel is engaged with the axle of the second wheel, so that the first motor is dynamically coupled with the second motor; when the locking mechanism is switched to the disengaged position, the axle of the first wheel is disconnected from the axle of the second wheel, so that the power of the first motor and the second motor is interrupted.

10. The electric drive assembly of claim 1, wherein the axle of the first wheel is coaxial with the axle of the second wheel, and wherein the first motor, the second motor, and the axle of the first wheel are spaced apart from one another in parallel, the first motor, the second motor, and the axle of the first wheel being triangularly arranged.

11. An electric drive assembly according to claim 10, wherein the first motor has a single ended output on the motor shaft and the second motor has a single ended output on the motor shaft, and a locking mechanism is provided between the axle of the first wheel and the axle of the second wheel, the locking mechanism being switchable between an engaged position and a disengaged position;

when the locking mechanism is switched to the engaged position, the axle of the first wheel is engaged with the axle of the second wheel, so that the first motor is dynamically coupled with the second motor; when the locking mechanism is switched to the disengaged position, the wheel shaft of the first wheel and the wheel shaft of the second wheel are disconnected, so that the power of the first motor and the second motor is interrupted.

12. The electric drive assembly of claim 10 wherein the motor shaft of the first motor is double ended output and the motor shaft of the second motor is single ended output, the second output of the motor shaft of the first motor having a locking mechanism disposed thereon; the first output end of the motor shaft of the first motor is in transmission connection with the first wheel through the first gear reduction mechanism, and the output end of the motor shaft of the second motor is in transmission connection with the second wheel through the second gear reduction mechanism;

13. The electric drive assembly of claim 10, wherein the motor shaft of the first motor is double ended and output and the motor shaft of the second motor is double ended, the electric drive assembly further comprising a locking mechanism, the locking mechanism comprising a first locking mechanism and a second locking mechanism, wherein the first output of the motor shaft of the first motor is drivingly connected to the first wheel through the first gear reduction mechanism, the second output of the motor shaft of the first motor is drivingly connected to the second gear reduction mechanism through the first locking mechanism, the first output of the motor shaft of the second motor is drivingly connected to the second wheel through the second gear reduction mechanism, and the second output of the motor shaft of the second motor is drivingly connected to the first gear reduction mechanism through the second locking mechanism;

14. The electric drive assembly of claim 3, wherein the locking mechanism is a synchronizer incorporating a one-way clutch.

15. The electric drive assembly of claim 1, wherein a first planetary gear mechanism is disposed between the first gear reduction mechanism and the axle of the first wheel, and a second planetary gear mechanism is disposed between the second gear reduction mechanism and the axle of the second wheel;

the gear ring of the first planetary gear mechanism is connected with the output end of the first gear speed reducing mechanism, and the planet carrier of the first planetary gear mechanism is connected with the wheel shaft of a first wheel; or, the sun gear of the first planetary gear mechanism is connected with the output end of the first gear reduction mechanism, and the planet carrier of the first planetary gear mechanism is connected with the wheel axle of the first wheel;

the gear ring of the second planetary gear mechanism is connected with the output end of the second gear speed reducing mechanism, and the planet carrier of the second planetary gear mechanism is connected with the wheel shaft of a second wheel; or the sun gear of the second planetary gear mechanism is connected with the output end of the second gear speed reducing mechanism, and the planet carrier of the second planetary gear mechanism is connected with the wheel shaft of the second wheel.

16. A four wheel drive system comprising front and rear drive axles each having an electric drive assembly as claimed in any one of claims 1 to 15 provided thereon.

17. A vehicle comprising an electric drive assembly according to any one of claims 1 to 15 or a four wheel drive system according to claim 16.