CN215435962U - Electric drive assembly, four-wheel drive system and automobile - Google Patents
Electric drive assembly, four-wheel drive system and automobile Download PDFInfo
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- CN215435962U CN215435962U CN202121493643.6U CN202121493643U CN215435962U CN 215435962 U CN215435962 U CN 215435962U CN 202121493643 U CN202121493643 U CN 202121493643U CN 215435962 U CN215435962 U CN 215435962U
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Abstract
本申请涉及一种电驱动总成、四轮驱动系统及汽车，该电驱动总成包括第一车轮驱动总成及第二车轮驱动总成，所述第一车轮驱动总成包括第一电机及第一齿轮减速机构，所述第一齿轮减速机构连接在所述第一电机与第一车轮之间；所述第二车轮驱动总成包括第二电机及第二齿轮减速机构，所述第二齿轮减速机构连接在所述第二电机与第二车轮之间，述第一车轮的轮轴与第二车轮的轮轴同轴以构成车轴，所述第一电机、第二电机及车轴相互平行间隔，所述第一电机、第二电机及车轴呈三角布置，所述第一齿轮减速机构的末级传动齿轮组及第二齿轮减速机构的末级传动齿轮组位于所述第一电机及第二电机的下方。本申请的电驱动总成，缩减了Y向长度，充分利用了X向空间。
The present application relates to an electric drive assembly, a four-wheel drive system and an automobile. The electric drive assembly includes a first wheel drive assembly and a second wheel drive assembly, wherein the first wheel drive assembly includes a first motor and a second wheel drive assembly. a first gear reduction mechanism, the first gear reduction mechanism is connected between the first motor and the first wheel; the second wheel drive assembly includes a second motor and a second gear reduction mechanism, the second The gear reduction mechanism is connected between the second motor and the second wheel, the axle of the first wheel and the axle of the second wheel are coaxial to form the axle, the first motor, the second motor and the axle are parallel and spaced from each other, The first motor, the second motor and the axle are arranged in a triangle, and the final transmission gear set of the first gear reduction mechanism and the final transmission gear set of the second gear reduction mechanism are located in the first motor and the second motor. below. The electric drive assembly of the present application reduces the Y-direction length and makes full use of the X-direction space.
Description
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.
According to the existing wheel edge driving scheme, the two motors are arranged coaxially, the Y-direction length is long, and the space utilization rate is low. In addition, due to the existing wheel-side driving scheme, the final stage transmission gear sets (the reduction gear sets connected with the wheels) of the gear reduction mechanism are usually arranged side by side on both sides of the two motors, resulting in a large axial length of the wheel-side driving.
Disclosure of Invention
The technical problem that this application will solve is: aiming at the problem that the final-stage transmission gear sets (the reduction gear sets connected with wheels) of the gear reduction mechanism are usually arranged on two sides of two motors side by side to cause larger axial length of wheel edge drive, an electric drive assembly, a four-wheel drive system and an automobile 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 wheel shaft of the first wheel is coaxial with the wheel shaft of the second wheel to form an axle, the first motor, the second motor and the axle are mutually parallel and spaced, and the first motor, the second motor and the axle are arranged in a triangular mode.
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 utility model provides an electric drive assembly, the form of arranging of two motors is parallel arrangement, two gear reduction mechanism are in homonymy or both sides of two motors, the shaft of first wheel is coaxial in order to constitute the axletree with the shaft of second wheel, first motor, second motor and axletree interval that is parallel to each other, first motor, second motor and axletree are the triangle and arrange, two motors can adopt that the iron core diameter is little, the longer slender type motor of length, Y has reduced to length by a wide margin, make full use of X is to the space. The electric control can adopt an all-in-one scheme, is made into a flat structure and is arranged above the two motors, 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 mechanism is realized.
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 right side view of an electric drive assembly provided by a second embodiment of the present application;
FIG. 3 is a schematic view of an electric drive assembly provided in a third embodiment of the present application;
FIG. 4 is a schematic view of an electric drive assembly provided in a fourth embodiment of the present application;
FIG. 5 is a schematic view of an electric drive assembly provided in a fifth embodiment of the present application;
FIG. 6 is a schematic view of an electric drive assembly provided in accordance with a sixth embodiment of the present application;
FIG. 7 is a schematic illustration of a four wheel drive system provided in a ninth embodiment of the present application;
fig. 8 is a schematic view of an automobile provided in a fourteenth 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; 1212. a first driven gear; 1213. a first idler pulley; 122. A second reduction gear set; 1221. a second driving gear; 1222. a second driven gear; 123. a third reduction gear set; 1231. a third driving gear; 1232. a third driven gear; 124. a first input shaft; 125. A first output shaft; 126. a first intermediate shaft; 127. a second intermediate shaft; 127a, a first intermediate gear; 128. A housing of the first gear reduction mechanism; 129. a fourth reduction gear set; 1291. four driving gears; 1292. A fourth driven gear; 13. a first synchronizer;
2. a second wheel drive assembly; 21. a second motor; 22. a second gear reduction mechanism; 221. a fourth reduction gear set; 2211. a fourth driving gear; 2212. a fourth driven gear; 222. a fifth reduction gear set; 2221. a fifth driving gear; 2222. a fifth driven gear; 223. a sixth reduction gear set; 2231. a sixth driving gear; 2232. a sixth driven gear; 224. a second input shaft; 225. a second output shaft; 226. A third intermediate shaft; 227. a fourth intermediate shaft; 227a, a second intermediate gear; 228. a housing of the second gear reduction mechanism; 2281. a middle support structure; 229. a seventh gear set; 2291. a seventh drive gear; 2292. A seventh driven gear; 220. an eighth gear set; 2201. an eighth driving gear; 2202. an eighth driven gear; 23. a second synchronizer; 24. a lock shaft; 25. a lock gear;
22a, a third reduction gear set; 221a, a third driving gear; 222a, a third driven gear; 223a, a second idler;
24a, a first locking shaft; 25a, a first lock gear; 24b, a second locking shaft; 25b, a second lock 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 axle of the first wheel is coaxial with the axle of the second wheel to form an axle, the first motor, the second motor and the axle are mutually parallel and spaced, and the first motor, the second motor and the axle are arranged in a triangular mode; and the final-stage transmission gear set of the first gear reduction mechanism and the final-stage transmission gear set of the second gear reduction mechanism are positioned below the first motor and the second motor.
In some embodiments, the first gear reduction mechanism comprises a plurality of reduction gear sets, one of the reduction gear sets of the first gear reduction mechanism comprising a drive gear, a driven gear, and an idler gear meshed between the drive gear and the driven gear; the second gear reduction mechanism comprises a plurality of reduction gear sets, and one of the reduction gear sets of the second gear reduction mechanism comprises a driving gear, a driven gear and an idler gear meshed between the driving gear and the driven gear.
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.
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 a locking mechanism is arranged between the axle of the first wheel and the axle of the second wheel and can be switched 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 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 locking mechanism includes a one-way clutch and a synchronizer, the one-way clutch being connected to a hub of the synchronizer; when the shaft where the locking mechanism is located rotates in the positive direction, the one-way clutch connects the shaft where the locking mechanism is located with a gear hub of the synchronizer in a transmission mode; when the shaft where the locking mechanism is located rotates reversely, the one-way clutch disconnects the transmission of the shaft where the locking mechanism is located and the gear hub of the synchronizer.
In some embodiments, the first gear reduction mechanism is a two-stage reduction or a three-stage reduction, and the second gear reduction mechanism is a two-stage reduction or a three-stage reduction;
in some embodiments, the first gear reduction mechanism and the second gear reduction mechanism are arranged on the same side of the first motor and the second motor.
In some embodiments, the first and second gear reduction mechanisms are disposed on opposite sides of the first and second electric motors.
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.
The utility model provides an electric drive assembly, the form of arranging of two motors is parallel arrangement, two gear reduction mechanism are in homonymy or both sides of two motors, the shaft of first wheel is coaxial in order to constitute the axletree with the shaft of second wheel, first motor, second motor and axletree interval that is parallel to each other, first motor, second motor and axletree are the triangle and arrange, two motors can adopt that the iron core diameter is little, the longer slender type motor of length, Y has reduced to length by a wide margin, make full use of X is to the space. The electric control can adopt an all-in-one scheme, is made into a flat structure and is arranged above the two motors, 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 mechanism is realized.
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 output torques of the first motor and the second motor can be different, an electronic differential torque function is achieved, the torques 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) can be positive and negative, and therefore the turning radius is reduced.
(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
Fig. 1 shows an electric drive assembly 100 according to a first embodiment of the present application, which 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 and a second gear reduction mechanism 22, and the second gear reduction mechanism 22 is connected between the second electric machine 21 and the second wheel 300.
The axle 2001 of the first wheel 200 is coaxial with the axle 3001 of the second wheel 300 to constitute an axle, the first motor 11, the second motor 21 and the axle are spaced apart in parallel, and the first motor 11, the second motor 21 and the axle are arranged in a triangular shape (V-shaped arrangement). The first motor 11 and the second motor 21 are arranged side by side and in the center, and the first gear reduction mechanism 12 and the second gear reduction mechanism 22 are arranged on two sides of the first motor 11 and the second motor 21.
A locking mechanism 3 is arranged between the first wheel driving assembly 1 and the second wheel driving assembly 2, and the locking mechanism 3 can be switched between an engagement position and a disengagement position; when the locking mechanism 3 is switched to the engaged position, the first motor 11 is in power coupling with the second motor 21; when the lock mechanism 3 is switched to the disengaged position, the power between the first motor 11 and the second motor 21 is interrupted.
In the first 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 arranged below the two motors, 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.
The first gear reduction mechanism 12 is a single-gear two-stage gear reduction device, 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 first motor 11, the first output shaft 125 is connected to the wheel axle 2001 of the first wheel 200, the first driving gear 1211 is provided on the first input shaft 124, the first driven gear 1212 and the second driving gear 1221 are provided on the first intermediate shaft 126, and the second driven gear 1222 is provided on the first output shaft 125.
The second gear reduction mechanism 22 is a single-gear two-stage gear reducer, the second gear reduction mechanism 22 includes a third reduction gear set 22a, a fourth reduction gear set 221, a second input shaft 224, a second output shaft 225 and a second intermediate shaft 22b, 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 221 includes a fourth driving gear 2211 and a fourth driven gear 2212 that are engaged with each other; the second input shaft 224 is connected to the second motor 21, the second output shaft 225 is connected to the axle 3001 of the second wheel 300, the third driving gear 221a is provided on the second input shaft 224, the third driven gear 222a and the fourth driving gear 2211 are provided on the second intermediate shaft 22b, and the fourth driven gear 2222 is provided on the second output shaft 225.
The first input shaft 124, the first output shaft 125, and the first intermediate shaft 126 are spaced apart from and parallel to each other, the first input shaft 124 is coaxially connected to the motor shaft of the first motor 11, and the first intermediate shaft 126 is coaxial with the second intermediate shaft 22 b. Both ends of the first input shaft 124 and the first intermediate shaft 126 are rotatably supported by a housing 128 of the first gear reduction mechanism 12 through bearings, and one end of the first output shaft 125 is connected to an axle of the first wheel 200, and the other end is connected to a first end of the locking mechanism 3.
The second input shaft 224, the second output shaft 225, and the second intermediate shaft 22b are spaced apart from and parallel to each other, the second input shaft 224 is coaxial with the motor shaft of the second motor 21, and the first output shaft 125 is coaxial with the second output shaft 225. Both ends of the second input shaft 224 and the second intermediate shaft 22b are rotatably supported by a housing 228 of the second reduction gear mechanism 22 through bearings. An end of the second output shaft 225 remote from the second electric machine 21 is connected to the axle 3001 of the second wheel 300, and an end of the second output shaft 225 near the second electric machine 21 is connected to a second end of the locking mechanism 3.
The first motor 11 and the second motor 21 are arranged side by side and in the center, one part of the first gear reduction mechanism 12 is arranged on the left side of the first motor 11, the other part is arranged below the first motor 11 and the second motor 21, one part of the second gear reduction mechanism 22 is arranged on the right side of the second motor 11, and the other part is arranged below the first motor 11 and the second motor 21.
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, i.e., the second reduction gear set 122 in fig. 1) and the final stage transmission gear set of the second gear reduction mechanism 22 (the reduction gear set connected to the second wheel 300, i.e., the fourth reduction gear set 221 in fig. 1) are located below the first electric motor 11 and the second electric motor 21, which greatly reduces the axial length of the electric drive assembly 100. Furthermore, this arrangement facilitates the design of the lubrication scheme and reduces the size of the lubrication oil tank. The V-shaped arrangement is characterized as follows:
(1) the arrangement form of two motors is parallel arrangement, and the shaft of first wheel is coaxial in order to constitute the axletree with the shaft of second wheel, and first motor, second motor and axletree are parallel to each other at interval, and first motor, second motor and axletree are the triangle and arrange, and two motors can adopt the iron core diameter to be little, the longer slender type motor of length, have reduced Y to length by a wide margin, make full use of X to the space. The electric control can adopt an all-in-one scheme, is made into a flat structure and is arranged above the two motors, 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 mechanism is realized.
(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.
In addition, the provision of the locking mechanism 3 has the following advantages:
the provision of the locking mechanism 3 has several 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.
Furthermore, in some alternative embodiments of the first embodiment, the locking mechanism may also be eliminated.
Second embodiment
Referring to fig. 2, the second embodiment of the present application provides an electric drive assembly 100, which is different from the first embodiment in that the first motor 11 and the second motor 21 are arranged side by side on the left (i.e., the first gear reduction mechanism 12 and the second gear reduction mechanism 22 are arranged on the same side of the first motor 11 and the second motor 21).
The first gear reduction mechanism 12 is a single-gear two-stage gear reduction device, 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 first motor 11, the first output shaft 125 is connected to the wheel axle 2001 of the first wheel 200, the first driving gear 1211 is provided on the first input shaft 124, the first driven gear 1212 and the second driving gear 1221 are provided on the first intermediate shaft 126, and the second driven gear 1222 is provided on the first output shaft 125.
The second gear reduction mechanism 22 is a single-gear two-stage gear reducer, the second gear reduction mechanism 22 includes a third reduction gear set 22a, a fourth reduction gear set 221, a second input shaft 224, a second output shaft 225 and a second intermediate shaft 22b, 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 221 includes a fourth driving gear 2211 and a fourth driven gear 2212 that are engaged with each other; the second input shaft 224 is connected to the second motor 21, the second output shaft 225 is connected to the axle 3001 of the second wheel 300, the third driving gear 221a is provided on the second input shaft 224, the third driven gear 222a and the fourth driving gear 2211 are provided on the second intermediate shaft 22b, and the fourth driven gear 2222 is provided on the second output shaft 225.
The first input shaft 124, the first output shaft 125, and the first intermediate shaft 126 are spaced apart from and parallel to each other, the first input shaft 124 is coaxially connected to the motor shaft of the first motor 11, and the first intermediate shaft 126 is coaxial with the second intermediate shaft 22 b. One end of the first output shaft 125 is connected to the axle of the first wheel 200, and the other end is connected to the first end of the locking mechanism 3. The second input shaft 224, the second output shaft 225 and the second intermediate shaft 22b are spaced from and parallel to each other, the second input shaft 224 is coaxial with the motor shaft of the second motor 21, the first output shaft 125 is coaxial with the second output shaft 225, and the second intermediate shaft 22b is freely sleeved on the first intermediate shaft 126. One end of the second output shaft 225 is connected to the axle 3001 of the second wheel 300, and the other end of the second output shaft 225 is connected to a second end of the lock mechanism 3.
The first reduction gear set 121 is disposed on the right side of the first and second electric motors 11 and 21, the second reduction gear set 122 (the final stage transmission gear set of the first gear reduction mechanism 12) is disposed below the first and second electric motors 11 and 21, the third reduction gear set 22a is disposed on the right side of the first and second electric motors 11 and 11, and the fourth reduction gear set 221 (the final stage transmission gear set of the second gear reduction mechanism 22) is disposed below the first and second electric motors 11 and 21.
The final stage transmission gear set of the first gear reduction mechanism 12 (the reduction gear set connected to the first wheel 200, i.e., the second reduction gear set 122 in fig. 1) and the final stage transmission gear set of the second gear reduction mechanism 22 (the reduction gear set connected to the second wheel 300, i.e., the fourth reduction gear set 221 in fig. 1) are located below the first electric motor 11 and the second electric motor 21, so that the axial length of the electric drive assembly 100 is greatly reduced. Furthermore, this arrangement facilitates the design of the lubrication scheme and reduces the size of the lubrication oil tank.
Since the first gear reduction mechanism 12 and the second gear reduction mechanism 22 are disposed on the same side of the first motor 11 as the second motor 21, the housings of the first motor 11 and the second motor 21 can be shared.
In addition, the first gear reduction mechanism 12 and the second gear reduction mechanism 22 are arranged on the same inner side of the first motor 11 and the second motor 21, so that the volume of the lubricating oil tank can be reduced, and the manufacturing process is facilitated to be reduced.
In some alternative embodiments of the second embodiment, the first motor 11 and the second motor 21 may be arranged side by side on the right, and the first gear reduction mechanism 12 and the second gear reduction mechanism 22 may be arranged on the left side of the first motor 11 and the second motor 21.
In some alternative embodiments of the second embodiment, the locking mechanism may also be eliminated.
Third embodiment
Referring to fig. 3, the third embodiment of the present application provides an electric drive assembly 100 that differs from the first embodiment in that a locking mechanism 3 is provided at the front end of the transmission.
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 arranged at the second output end of the motor shaft of the second motor 21; the 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 second output end of the motor shaft of the second motor 21 is in transmission connection with the first wheel 200 through the first gear reduction mechanism 12; when the locking mechanism 3 is switched to the engagement 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, 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 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.
Specifically, the electric drive assembly 100 further includes a locking shaft 24 and a locking gear 25 that is freely sleeved on the locking shaft 24, the locking shaft 24 is connected to the second output end of the motor shaft of the first motor 11, the locking mechanism 3 is disposed on one side of the locking gear 25, and the locking gear 25 is in transmission connection with the first gear reduction mechanism 12. When the locking mechanism 3 is switched to the engagement position, the locking gear 25 is engaged with the locking shaft 24, the second motor 121 is in transmission connection with the first gear reduction mechanism 12 through the locking gear 25, and the first motor 11 is in power coupling with the second motor 21. 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.
Fourth embodiment
Referring to fig. 4, the electric drive assembly 100 according to the fourth embodiment of the present application is different from the first embodiment in that the first reduction gear mechanism 12 and the second reduction gear mechanism 22 are both single-gear three-stage gear reduction.
The first gear reduction mechanism 12 includes a first reduction gear set 121, a second reduction gear set 122, a third reduction gear set 123, 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 and a first driven gear 1212 that are engaged with each other, the second reduction gear set 122 includes a second driving gear 1221 and a second driven gear 1222 that are engaged with each other, and the third reduction gear set 123 includes a third driving gear 1231 and a third driven gear 1232 that are engaged with each other; the first input shaft 124 is connected to the first motor 11, the first output shaft 125 is connected to the axle 2001 of the first wheel 200, the first drive gear 1211 is provided on the first input shaft 124, the first driven gear 1212 and the second drive gear 1221 are provided on the first intermediate shaft 126, the second driven gear 1222 and the third drive gear 1231 are provided on the second intermediate shaft 127, and the third driven gear 1232 is provided on the first output shaft 125.
The second gear reduction mechanism 22 is a single-gear three-stage gear reducer, the second gear reduction mechanism 22 includes a fourth reduction gear set 221, a fifth reduction gear set 222, a sixth reduction gear set 223, a second input shaft 224, a second output shaft 225, a third intermediate shaft 226 and a fourth intermediate shaft 227, the fourth reduction gear set 221 includes a fourth driving gear 2211 and a fourth driven gear 2212 which are meshed with each other, the fifth reduction gear set 222 includes a fifth driving gear 2221 and a fifth driven gear 2222 which are meshed with each other, and the sixth reduction gear set 223 includes a sixth driving gear 2231 and a sixth driven gear 2232 which are meshed with each other; the second input shaft 224 is connected to the second motor 21, the second output shaft 225 is connected to the axle 3001 of the second wheel 300, the fourth driving gear 2211 is provided on the second input shaft 224, the fourth driven gear 2212 and the fifth driving gear 2221 are provided on the third intermediate shaft 226, the fifth driven gear 2222 and the sixth driving gear 2231 are provided on the fourth intermediate shaft 227, and the sixth driven gear 2232 is provided on the second output shaft 227.
In some alternative embodiments of the fourth embodiment, the locking mechanism may also be eliminated.
Fifth embodiment
Referring to fig. 5, the electric drive assembly 100 according to the fifth embodiment of the present application is different from the first embodiment in that the first reduction gear set 121 includes a first driving gear 1211, a first driven gear 1212, and a first idle gear 1213 engaged between the first driving gear 1211 and the first driven gear 1212, and the third reduction gear set 22a includes a third driving gear 221a, a third driven gear 222a, and a second idle gear 223a engaged between the third driving gear 221a and the third driven gear 222 a.
The first gear reduction mechanism 12 is provided with an idle gear, so that the final stage transmission gear set (the second reduction gear set 122) of the first gear reduction mechanism 12 can be designed below the two motors, thereby greatly reducing the axial length of the assembly, and simultaneously, the center distance of each stage gear set of the first gear reduction mechanism 12 is not too large.
The second gear reduction mechanism 22 is additionally provided with an idle gear, so that a final stage transmission gear set (a fourth reduction gear set 221) of the second gear reduction mechanism 22 can be designed below the two motors, the axial length of the assembly is greatly reduced, and the center distance of each stage gear set of the second gear reduction mechanism 22 is not too large.
In some alternative embodiments of the fifth embodiment, the locking mechanism may also be eliminated.
Sixth embodiment
Referring to fig. 6, an electric drive assembly 100 according to a sixth embodiment of the present invention is different from the third embodiment in that the first motor 11 has two ends outputting a motor shaft, the second motor 21 has two ends outputting a 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.
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 electric drive assembly 100 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 engaged with the second driving gear 1221.
The electric drive assembly 100 further includes a second locking shaft 24b and a second locking gear 25b which is freely sleeved on the second locking shaft 24b, the locking shaft 24b is connected with the second output end of the first motor 11, the second locking mechanism 32 is arranged on one side of the second locking gear 25b, and the second locking gear 25 is meshed with the third driven gear 222 a.
Each motor of the embodiment adopts a two-way transmission, two ends of a motor shaft of the first motor 11 output, a 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-way transmission of the first motor 11), and a 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-way 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.
Seventh embodiment
A seventh embodiment of the present application provides an electric drive assembly, which is different from the above 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.
Eighth embodiment
An electric drive assembly according to an eighth embodiment of the present application is different from the above-described embodiments in that a first planetary gear mechanism is provided between the first gear reduction mechanism and the axle of the first wheel, and a second planetary gear mechanism is provided 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 with the output end of the second gear speed reducing mechanism (namely, the sun gear of the second planetary gear mechanism is coaxially fixed 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 gear ring 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.
Ninth embodiment
Referring to fig. 7, a ninth 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.
Tenth embodiment
Referring to fig. 8, a tenth 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 (12)
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| Application Number | Priority Date | Filing Date | Title |
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| CN202121493643.6U CN215435962U (en) | 2021-06-30 | 2021-06-30 | Electric drive assembly, four-wheel drive system and automobile |
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| CN202121493643.6U CN215435962U (en) | 2021-06-30 | 2021-06-30 | Electric drive assembly, four-wheel drive system and automobile |
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| CN215435962U true CN215435962U (en) | 2022-01-07 |
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| CN115465068A (en) * | 2022-09-20 | 2022-12-13 | 北京汽车集团越野车有限公司 | Dual-motor electric drive assembly integrated device and vehicle having same |
| WO2023024451A1 (en) * | 2021-08-24 | 2023-03-02 | 华为技术有限公司 | Power assembly and electric vehicle |
| WO2023207569A1 (en) * | 2022-04-29 | 2023-11-02 | 比亚迪股份有限公司 | Electric drive assembly, four-wheel drive system and vehicle |
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| WO2023024451A1 (en) * | 2021-08-24 | 2023-03-02 | 华为技术有限公司 | Power assembly and electric vehicle |
| WO2023207569A1 (en) * | 2022-04-29 | 2023-11-02 | 比亚迪股份有限公司 | Electric drive assembly, four-wheel drive system and vehicle |
| CN119176013A (en) * | 2022-08-31 | 2024-12-24 | 比亚迪股份有限公司 | Electric drive assembly, four-wheel drive system and vehicle |
| CN117656797A (en) * | 2022-08-31 | 2024-03-08 | 比亚迪股份有限公司 | Electric drive assembly, four-wheel drive system and vehicle |
| CN117656796A (en) * | 2022-08-31 | 2024-03-08 | 比亚迪股份有限公司 | Electric drive assembly, four-wheel drive system and vehicle |
| CN119176008A (en) * | 2022-08-31 | 2024-12-24 | 比亚迪股份有限公司 | Electric drive assembly, four-wheel drive system and vehicle |
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| CN117656796B (en) * | 2022-08-31 | 2026-03-20 | 比亚迪股份有限公司 | Electric drive system, four-wheel drive system and vehicle |
| CN119176008B (en) * | 2022-08-31 | 2026-05-05 | 比亚迪股份有限公司 | Electric drive assembly, four-wheel drive system and vehicle |
| CN115465068A (en) * | 2022-09-20 | 2022-12-13 | 北京汽车集团越野车有限公司 | Dual-motor electric drive assembly integrated device and vehicle having same |
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