WO2023273770A1 - 电驱动总成、四轮驱动系统及汽车 - Google Patents

电驱动总成、四轮驱动系统及汽车 Download PDF

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Publication number
WO2023273770A1
WO2023273770A1 PCT/CN2022/096240 CN2022096240W WO2023273770A1 WO 2023273770 A1 WO2023273770 A1 WO 2023273770A1 CN 2022096240 W CN2022096240 W CN 2022096240W WO 2023273770 A1 WO2023273770 A1 WO 2023273770A1
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WIPO (PCT)
Prior art keywords
motor
wheel
gear
reduction mechanism
shaft
Prior art date
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Ceased
Application number
PCT/CN2022/096240
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English (en)
French (fr)
Inventor
陆国祥
杨胜麟
高缘
索红姣
朱新明
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BYD Co Ltd
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BYD Co Ltd
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Publication of WO2023273770A1 publication Critical patent/WO2023273770A1/zh
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K1/02—Arrangement or mounting of electrical propulsion units comprising more than one electric motor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location or kind of gearing
    • B60K17/06—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location or kind of gearing of change-speed gearing
    • B60K17/08—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location or kind of gearing of change-speed gearing of mechanical type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/34—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles
    • B60K17/356—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles having fluid or electric motor, for driving one or more wheels

Definitions

  • the present application relates to the technical field of automobile drive, in particular to an electric drive assembly, a four-wheel drive system and an automobile.
  • the four-wheel drive system consists of four motors that independently drive the four wheels of the car.
  • the torque and speed of the four wheels can be precisely controlled independently of each other, which brings a series of advantages, such as achieving smaller radius turns and assisting ESP. (Body Electronic Stability System) function, auxiliary steering function and auxiliary braking function, etc.
  • Wheel drive is a solution often adopted by four-wheel drive systems.
  • the left and right drive assemblies often form their own Integrated, or just a simple mechanical connection, the integration level is not high, it takes up a lot of space, and the cost is high.
  • the arrangement of the two motors is usually coaxial, the length in the Y direction is long, and the space utilization rate is low.
  • the present application aims to solve at least one of the technical problems existing in the prior art. For this reason, the present application proposes an electric drive assembly on the one hand, and the application of the electric drive assembly of the present application greatly reduces the length in the Y direction and makes full use of the space in the X direction.
  • the embodiment of the present application also provides a four-wheel drive system, including a front drive axle and a rear drive axle, both of which are provided with the above-mentioned electric drive assembly.
  • the embodiment of the present application also provides an automobile, which includes the above-mentioned electric drive assembly or four-wheel drive system.
  • the electric drive assembly includes: 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 is the left wheel, and the other is the right wheel;
  • the first wheel drive assembly includes a first motor and a first gear reduction mechanism, and the first gear reduction mechanism is connected between the first motor and the first wheel Between;
  • the second wheel drive assembly includes a second motor and a second gear reduction mechanism, the second gear reduction mechanism is connected between the second motor and the second wheel;
  • the axle of the first wheel and The axles of the second wheel are coaxial to form an axle, and the first motor, the second motor, and the axle are spaced parallel to each other, and the first motor, the second motor, and the axle are arranged in a triangle.
  • the two motors are arranged in parallel, the two gear reduction mechanisms are on the same side or both sides of the two motors, and the axle of the first wheel is coaxial with the axle of the second wheel to form a Axle, the first motor, the second motor and the axle are spaced parallel to each other, the first motor, the second motor and the axle are arranged in a triangle, and the two motors can use a slender motor with a small core diameter and a long length, which greatly reduces the Y
  • the length in the direction makes full use of the space in the X direction.
  • the electric control can adopt an all-in-one solution, which can be made into a flat structure and installed above the two motors.
  • the overall structure is compact and the space utilization rate is high, which realizes the high integration of the motor, electric control and gear reduction mechanism.
  • a locking mechanism is provided between the first wheel drive assembly and the second wheel drive assembly, and the locking mechanism can switch between an engaged position and a disengaged position; When the locking mechanism is switched to the engaged position, the first motor is coupled with the second motor; when the locking mechanism is switched to the disengaged position, the power between the first motor and the second motor interruption.
  • the motor shaft of the first motor has a single-end output
  • the motor shaft of the second motor has a single-end output
  • a lock is provided between the axle of the first wheel and the axle of the second wheel.
  • the locking mechanism can be switched between the engaged position and the disengaged position; when the locking mechanism is switched to the engaged position, the axle of the first wheel is combined with the axle of the second wheel, so that all The first motor is power 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 first motor and the second The power to the second electric motor is interrupted.
  • the motor shaft of the first motor outputs at both ends, and the motor shaft of the second motor outputs at one end, and the locking mechanism is arranged on the second end of the motor shaft of the first motor. at the output end; wherein, the first output end of the motor shaft of the first motor is connected to the first wheel through the first gear reduction mechanism, and the output end of the motor shaft of the second motor is through the The second gear reduction mechanism is in transmission connection with the second wheel; when the locking mechanism is switched to the engaged position, the second output end of the motor shaft of the first motor is in transmission connection with the second gear reduction mechanism, so that the first motor is dynamically coupled 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 the power between the first motor and the second motor is interrupted.
  • the motor shaft of the first motor outputs at both ends, and the motor shaft of the second motor outputs at both ends, and the locking mechanism includes a first locking mechanism and a second locking mechanism, wherein, the first output end of the motor shaft of the first motor is connected to the first wheel through the first gear reduction mechanism, and the second output end of the motor shaft of the first motor is connected through the first gear reduction mechanism.
  • the locking mechanism is connected to the second gear reduction mechanism, the first output end of the motor shaft of the second motor is connected to the second wheel through the second gear reduction mechanism, and the motor of the second motor
  • the second output end of the shaft is connected to the first gear reduction mechanism through the second locking mechanism; when the first locking mechanism is switched to the engaged position and the second locking mechanism is switched to the engaged position, The second output end of the motor shaft of the first motor is connected to the second gear reduction mechanism and drives the second wheel, and the second output end of the motor shaft of the second motor is connected to the first gear
  • the speed reduction mechanism drives the first wheel and drives the first wheel, so that the first motor and the second motor are dynamically coupled to jointly drive the first wheel and the second wheel; when the first locking mechanism is switched to When the engaged position and the second locking mechanism are switched to the disengaged 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.
  • 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 dynamically coupled to jointly drive the second wheel; in the first lock When the locking mechanism is switched to the disengaged position and the second locking mechanism is switched to the engaged 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 first motor The second output end of the motor shaft of the motor is disconnected from the second gear reduction mechanism, so that the first motor and the second motor are dynamically coupled to jointly drive the first wheel; when the first locking mechanism switches When the disengagement position is reached 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 motor of the second motor The second output end of the shaft is disconnected from the first gear reduction mechanism, so that the power between the first motor and the second motor is interrupted.
  • the locking mechanism includes a one-way clutch and a synchronizer, and the one-way clutch is connected to the gear hub of the synchronizer; when the shaft where the locking mechanism is located rotates forward , the one-way clutch connects the shaft where the locking mechanism is located with the gear hub of the synchronizer; when the shaft where the locking mechanism is located rotates in the opposite direction, the one-way clutch connects the lock The shaft where the stop mechanism is located is disconnected from the gear hub transmission of the synchronizer.
  • the first gear reduction mechanism is a two-stage reduction mechanism or a three-stage reduction mechanism
  • the second gear reduction mechanism is a two-stage reduction mechanism or a three-stage reduction mechanism; the first gear reduction mechanism and the second The gear reduction mechanism is arranged on the same side or both sides of the first motor and the second motor.
  • a first planetary gear mechanism is arranged between the first gear reduction mechanism and the axle of the first wheel, and a second planetary gear is arranged between the second gear reduction mechanism and the axle of the second wheel mechanism; the ring gear of the first planetary gear mechanism is connected to the output end of the first gear reduction mechanism, and the planet carrier of the first planetary gear mechanism is connected to the axle of the first wheel; or, the first planetary gear
  • the sun gear of the mechanism is connected to the output end of the first gear reduction mechanism, the planet carrier of the first planetary gear mechanism is connected to the axle of the first wheel; the ring gear of the second planetary gear mechanism is connected to the second gear reduction mechanism
  • the output end of the mechanism, the planet carrier of the second planetary gear mechanism is connected to the axle of the second wheel; or, the sun gear of the second planetary gear mechanism is connected to the output end of the second gear reduction mechanism, and the first The planet carrier of the second planetary gear mechanism is connected to the axle of the second wheel.
  • the four-wheel drive system includes a front drive axle and a rear drive axle, both of which are provided with the electric drive assembly as described in any one of the above-mentioned embodiments. Since the four-wheel drive system of the present application is provided with the electric drive assembly of the above-mentioned embodiment, the overall structure of the four-wheel drive system is compact and the space utilization rate is high.
  • the automobile according to the present application is provided with the electric drive assembly or the four-wheel drive system described in any one of the above embodiments. Since the automobile of the present application is provided with the electric drive assembly or the four-wheel drive system of the above-mentioned embodiments, the overall structure of the automobile is compact, the space utilization rate is high, and the high integration of the motor, electric control and gear reduction mechanism is realized.
  • Fig. 1 is a schematic diagram of the electric drive assembly provided by the first embodiment of the present application
  • Fig. 2 is a side view of the electric drive assembly provided by the first embodiment of the present application.
  • Fig. 3 is a right side view of the electric drive assembly provided by the second embodiment of the present application.
  • Fig. 4 is a schematic diagram of the electric drive assembly provided by the third embodiment of the present application.
  • Fig. 5 is a schematic diagram of the electric drive assembly provided by the fourth embodiment of the present application.
  • Fig. 6 is a schematic diagram of the electric drive assembly provided by the fifth embodiment of the present application.
  • Fig. 7 is a schematic diagram of the electric drive assembly provided by the sixth embodiment of the present application.
  • Fig. 8 is a schematic diagram of the electric drive assembly provided by the seventh embodiment of the present application.
  • Fig. 9 is a schematic diagram of the electric drive assembly provided by the eighth embodiment of the present application.
  • Fig. 10 is a schematic diagram of the electric drive assembly provided by the eleventh embodiment of the present application.
  • Fig. 11 is a schematic diagram of a four-wheel drive system provided by a twelfth embodiment of the present application.
  • Fig. 12 is a schematic diagram of a car provided by the thirteenth embodiment of the present application.
  • the first wheel drive assembly 11. The first motor; 12. The first gear reduction mechanism; 121. The first reduction gear set; 1211. The first driving gear; 1212. The first driven gear; 1213.
  • the second wheel drive assembly 21. The second motor; 22. The second gear reduction mechanism; 221. The fourth reduction gear set; 2211. The fourth driving gear; 2212. The fourth driven gear; 222. The fifth Reduction gear group; 2221, the fifth driving gear; 2222, the fifth driven gear; 223, the sixth reduction gear group; 2231, the sixth driving gear; 2232, the sixth driven gear; 224, the second input shaft; 225 , the second output shaft; 226, the third intermediate shaft; 227, the fourth intermediate shaft; 227a, the second intermediate gear; 228, the housing of the second gear reduction mechanism; 2281, the intermediate support structure; 229, the seventh gear set ; 2291, the seventh driving gear; 2292, the seventh driven gear; 220, the eighth gear set; 2201, the eighth driving gear; 2202, the eighth driven gear; 23, the second synchronizer; 24, the locking shaft ; 25, locking gear;
  • Locking mechanism 31. The first locking mechanism; 32. The second locking mechanism.
  • the X direction represents the front-rear direction of the car
  • the Y direction represents the left-right direction of the car.
  • FIG. 1 to 2 show the electric drive assembly 100 provided by the first embodiment of the present application, including the first wheel drive assembly 1 for driving the first wheel 200 and the second wheel for driving the second wheel 300
  • the first wheel 200 is a left wheel
  • the second wheel 300 is a right wheel.
  • the first wheel drive assembly 1 includes a first motor 11 and a first gear reduction mechanism 12 , and the first gear reduction mechanism 12 is connected between the first motor 11 and the first wheel 200 .
  • the second wheel drive assembly 2 includes a second motor 21 and a second gear reduction mechanism 22 , and the second gear reduction mechanism 22 is connected between the second motor 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 form an axle.
  • the first motor 11, the second motor 21 and the axle are spaced parallel to each other.
  • the first motor 11, the second motor 21 and the axle are Triangular arrangement (V-shaped arrangement).
  • the first motor 11 and the second motor 21 are arranged side by side in the center, and the first gear reduction mechanism 12 and the second gear reduction mechanism 22 are arranged on both sides of the first motor 11 and the second motor 21 .
  • a locking mechanism 3 is provided between the first wheel drive assembly 1 and the second wheel drive assembly 2, and the locking mechanism 3 can switch between an engaged position and a disengaged position; 3 When switching to the engaged position, the first motor 11 and the second motor 21 are power-coupled; when the locking mechanism 3 is switched to the disengaged position, the connection between the first motor 11 and the second motor 21 power interruption.
  • the motor shaft of the first motor 11 outputs at one end
  • the motor shaft of the second motor 21 outputs at one end
  • the locking mechanism 3 is arranged between the axle 2001 of the first wheel 200 and the axle 3001 of the second wheel 300 Between, that is, the locking mechanism 3 is set at the transmission end.
  • the locking mechanism 3 is designed at the end of the transmission and arranged under the two motors, which can effectively reduce the load and radial size of the gear reduction mechanism, increase the ground clearance, and improve the vehicle passability.
  • the first gear reduction mechanism 12 is a single-block two-stage gear reducer, and 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 reduction gear set 125.
  • An intermediate shaft 126, the first reduction gear set 121 includes a first driving gear 1211 and a first driven gear 1212 that mesh with each other, and the second reduction gear set 122 includes a second driving gear 1221 and a second driven gear 1222 that mesh with each other
  • the first input shaft 124 is connected with the first motor 11
  • the first output shaft 125 is connected with the wheel shaft 2001 of the first wheel 200
  • the first driving gear 1211 is arranged on the first input shaft 124
  • the two driving gears 1221 are arranged on the first intermediate shaft 126
  • the second driven gear 1222 is arranged on the first output shaft 125 .
  • the second gear reduction mechanism 22 is a single-speed two-stage gear reducer, and 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
  • the intermediate shaft 22b the third reduction gear set 22a includes a third driving gear 221a and a third driven gear 222a that mesh with each other
  • the fourth reduction gear set 221 includes a fourth driving gear 2211 and a fourth driven gear 2212 that mesh with each other;
  • the second input shaft 224 is connected with the second motor 21, the second output shaft 225 is connected with the wheel shaft 3001 of the second wheel 300, the third driving gear 221a is arranged on the second input shaft 224, the third driven gear 222a and the fourth
  • the driving gear 2211 is provided on the second intermediate shaft 22 b, 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 mutually spaced and parallel, the first input shaft 124 is coaxially connected with the motor shaft of the first motor 11, and the first intermediate shaft 126 is connected to the second intermediate shaft 22b. coaxial. Both ends of the first input shaft 124 and the first intermediate shaft 126 are rotatably supported on the housing 128 of the first gear reduction mechanism 12 through bearings. 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 mutually spaced and parallel, 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. axis. Both ends of the second input shaft 224 and the second intermediate shaft 22 b are rotatably supported on the housing 228 of the second gear reduction mechanism 22 through bearings. The end of the second output shaft 225 away from the second motor 21 is connected to the axle 3001 of the second wheel 300 , and the end of the second output shaft 225 close to the second motor 21 is connected to the second end of the locking mechanism 3 .
  • the two motors are arranged in parallel, the axle of the first wheel is coaxial with the axle of the second wheel to form the axle, the first motor, the second motor and the axle are spaced apart from each other in parallel, the first motor, the second motor And the axles are arranged in a triangle, and the two motors can be slender motors with small core diameters and long lengths, which greatly reduces the length in the Y direction and makes full use of the space in the X direction.
  • the electric control can adopt an all-in-one solution, which can be made into a flat structure and installed above the two motors.
  • the overall structure is compact and the space utilization rate is high, which realizes the high integration of the motor, electric control and gear reduction mechanism.
  • the final transmission gear of the gear reduction mechanism is under the two motors, and the gears are easy to soak below the oil liquid level when climbing at a large angle, which is conducive to the design of the lubrication scheme and reduces the load on the lubricating oil tank. size.
  • setting the locking mechanism 3 has the following benefits:
  • the locking mechanism can be engaged to output all the torque of the two motors to the wheel on the other side to realize the differential lock function and have a strong ability to get out of trouble.
  • the locking mechanism can be engaged to make the other side of the normal working motor drive two wheels at the same time, so as to realize the low-speed limp function.
  • the locking mechanism is designed at the end of the transmission and arranged on the axis of the second motor.
  • the force of the ground on one wheel is directly transmitted to the other wheel shaft through the wheel shaft and the locking mechanism, and will not affect the first gear reduction mechanism. and the gears of the second gear reduction mechanism generate loads, which can effectively reduce the loads of the gears of the first gear reduction mechanism and the second gear reduction mechanism, thereby reducing the requirements on the radial dimensions of the gears, thereby increasing the ground clearance, Improve vehicle passability.
  • the locking mechanism may also be eliminated.
  • the electric drive assembly 100 provided by the second embodiment of the present application differs from the first embodiment in that the first motor 11 and the second motor 21 are arranged side by side on the left, and the first gear reduction mechanism 12 and the second motor The two-gear reduction mechanism 22 is arranged on the right side of the first motor 11 and the second motor 21 .
  • 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 shells of the first motor 11 and the second motor 21 can be shared.
  • 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, which can reduce the volume of the lubricating oil tank and help reduce the manufacturing process.
  • first motor 11 and the second motor 21 are arranged side by side on the right, and the first gear reduction mechanism 12 and the second gear reduction mechanism 22 are arranged between the first motor 11 and the second motor.
  • the left side of the second motor 21 is also possible.
  • the locking mechanism may also be eliminated.
  • the electric drive assembly 100 provided by the third embodiment of the present application differs from the first embodiment in that the first motor 11 and the second motor 21 are arranged side by side in the center, and a part of the first gear reduction mechanism 12 Arranged on the left side of the first motor 11, the other part is arranged under the first motor 11 and the second motor 21, a 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 on the first Below the motor 11 and the second motor 21.
  • the final transmission gear set of the first gear reduction mechanism 12 (the reduction gear set connected to the first wheel 200, that is, the second reduction gear set 122 in FIG. 4 ) and the final transmission gear set of the second gear reduction mechanism 22
  • the gear set (the reduction gear set connected to the second wheel 300, i.e. the fourth reduction gear set 221 in FIG. 4 ) is located under the first motor 11 and the second motor 21, which greatly reduces the axis of the electric drive assembly 100. to length.
  • this arrangement facilitates the design of the lubrication scheme and reduces the size of the lubricating oil tank.
  • the locking mechanism may also be eliminated.
  • the electric drive assembly 100 provided by the fourth embodiment of the present application is different from the third embodiment in that the first reduction gear mechanism 12 and the second reduction gear mechanism 22 are both single-speed 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 mesh with each other, the second reduction gear set 122 includes a second driving gear 1221 and a second driven gear 1222 that mesh with each other, and the third The reduction gear set 123 includes a third driving gear 1231 and a third driven gear 1232 meshing 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, and the first The driving gear 1211 is arranged on the first input shaft 124, the first driven gear 1212 and the second driving gear 1221 are arranged on the first intermediate shaft 126, and the second driven gear 1222 and the third driving gear 1231 are arranged on the second intermediate shaft. On the
  • the second gear reduction mechanism 22 is a single-block three-stage gear reducer, and 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 Two output shafts 225, a third countershaft 226 and a fourth countershaft 227, the fourth reduction gear set 221 includes a fourth driving gear 2211 and a fourth driven gear 2212 that mesh with each other, and the fifth reduction gear set 222 includes a meshing fourth drive gear 2212.
  • the fifth driving gear 2221 and the fifth driven gear 2222, the sixth reduction gear set 223 includes the sixth driving gear 2231 and the sixth driven gear 2232 meshing with each other;
  • the second input shaft 224 is connected with the second motor 21, and the second The output shaft 225 is connected to the wheel shaft 3001 of the second wheel 300,
  • the fourth driving gear 2211 is arranged on the second input shaft 224,
  • the fourth driven gear 2212 and the fifth driving gear 2221 are arranged on the third intermediate shaft 226, and the fifth The driven gear 2222 and the sixth driving gear 2231 are disposed on the fourth intermediate shaft 227
  • the sixth driven gear 2232 is disposed on the second output shaft 227 .
  • the locking mechanism may also be eliminated.
  • the electric drive assembly 100 provided by 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 Engaged in the first idler gear 1213 between the first driving gear 1211 and the first driven gear 1212, the third reduction gear set 22a includes the third driving gear 221a, the third driven gear 222a and the third driving gear 221a and the second idler gear 223a between the third driven gear 222a.
  • the first gear reduction mechanism 12 adds an idler gear, so that the final stage transmission gear set (second reduction gear set 122) of the first gear reduction mechanism 12 can be designed below the two motors, thereby greatly reducing the axial direction of the assembly. length, and the center distance of the first gear reduction mechanism 12 gear sets at all levels will not be too large.
  • the second gear reduction mechanism 22 adds an idler gear, so that the final stage transmission gear set (the fourth reduction gear set 221) of the second gear reduction mechanism 22 can be designed under the two motors, thereby greatly reducing the axial direction of the assembly. length, and the center distance between the gear sets of the second gear reduction mechanism 22 at all levels will not be too large.
  • the locking mechanism may also be eliminated.
  • the electric drive assembly 100 provided by the sixth 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 two-speed three-stage gears slow down.
  • the first gear reduction mechanism 12 is a two-speed multi-stage gear reduction mechanism, the first wheel drive assembly 1 is provided with a first synchronizer 13, and the engaging position of the first synchronizer 13 includes a first engaging position and a second engaging position;
  • the first synchronizer 13 is switched to the first engagement position, the power of the first motor 11 can be transmitted to the first wheel 200 through the first gear transmission path of the first gear reduction mechanism 12; position, the power of the first motor 11 can be transmitted to the first wheels 200 through the second-speed transmission path of the first gear reduction mechanism 12 .
  • the second gear reduction mechanism 22 has two gears, the second wheel drive assembly 2 is provided with a second synchronizer 23, and the engagement position of the second synchronizer 23 includes a first engagement position and a second engagement position;
  • the power of the second motor 21 can be transmitted to the second wheel 300 through the first gear transmission path of the second gear reduction mechanism 22;
  • the second synchronizer 23 is switched to the second engagement position, The power of the second motor 21 can be transmitted to the second wheels 300 through the second-speed transmission path of the second gear reduction mechanism 22 .
  • 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 fourth reduction gear set 129, a first input shaft 124, a first output shaft 125, a first intermediate
  • the second reduction gear set 122 includes a second driving gear 1221 and a second driving gear that mesh with each other.
  • the driven gear 1222, the third reduction gear set 123 includes a third driving gear 1231 and a third driven gear 1232 that mesh with each other, and the fourth reduction gear set 129 includes a fourth driving gear 1291 and a fourth driven gear 1292 that mesh with each other ;
  • the first input shaft 124 is connected with the first motor 11, the first output shaft 125 is connected with the axle 2001 of the first wheel 200, the first driving gear 1211 and the second driven gear 1222 are fixed on the first input shaft 124, the first A driven gear 1212 and the second driving gear 1221 are idly sleeved on the first intermediate shaft 126, the third driven gear 1232 is fixed on the first intermediate shaft 126, the third driven gear 1232 and the fourth driving gear 1291 are fixed on the On the second intermediate shaft 127 , the fourth driven gear 1292 is fixed on the first output shaft 125 .
  • the first synchronizer 13 is disposed between the first driving gear 1211 and the second driven gear 1222 , and the first synchronizer 13 can be selectively engaged and disengaged from the first driving gear 1211 and the second driven gear 1222 .
  • the power of the first motor 11 can pass through the first input shaft 124, the first reduction gear set 121, the third reduction gear set 123, the fourth The reduction gear set 124 and the first output shaft 125 (first gear power transmission path) are transmitted to the first wheel 200; when the first synchronizer 13 is engaged with the second driven gear 1222 (hanging to the left), the power of the first motor 11 It can be transmitted to the first wheel 200 sequentially through the first input shaft 124 , the second reduction gear set 122 , the third reduction gear set 123 , the fourth reduction gear set 124 and the first output shaft 125 (second-speed power transmission path).
  • the power transmission path from the first motor 11 to the first wheel 200 is disconnected at the first synchronizer 13 .
  • the speed ratio of the 1st speed power transmission path is smaller than the speed ratio of the 2nd speed power transmission path.
  • the second gear reduction mechanism 22 is a two-speed multi-stage gear reduction mechanism, and the second gear reduction mechanism 22 includes a fifth gear set 222, a sixth gear set 223, a seventh gear set 229, an eighth gear set 220, and a second input shaft.
  • the sixth reduction gear set 223 includes The sixth driving gear 2231 and the sixth driven gear 2232 meshing with each other
  • the seventh gear set 229 includes the seventh driving gear 2291 and the seventh driven gear 2292 meshing with each other
  • the eighth gear set 220 includes the eighth driving gear 2292 meshing with each other.
  • Gear 2201 and the eighth driven gear 2202 are fixed on the second input shaft 224
  • the second output shaft 225 is connected with the axle 3001 of the second wheel 300
  • the fifth driving gear 2221 and the sixth driven gear 2231 are fixed On the second input shaft 224
  • the fifth driven gear 2222 and the sixth driving gear 2231 are sleeved on the third intermediate shaft 226, the seventh driving gear 2291 is fixed on the third intermediate shaft, and the seventh driven gear 2292 and
  • the eighth driving gear 2201 is fixed on the fourth intermediate shaft 227
  • the eighth driven gear 2202 is fixed on the second output shaft 227 .
  • the second synchronizer 23 is disposed between the fifth driving gear 2221 and the sixth driven gear 2232 , and the second synchronizer 23 can be selectively engaged and disengaged from the fifth driving gear 2221 and the sixth driven gear 2232 .
  • the power of the second motor 21 can pass through the second input shaft 224, the second synchronizer 23, the fifth gear set 222, and the seventh gear set in sequence. 229.
  • the eighth gear set 220 and the second output shaft 225 (1st gear power transmission path) are transmitted to the second wheel 300; when the second synchronizer 23 is engaged with the sixth driven gear 2232 (hanging to the right), the second motor
  • the power of 21 can be sequentially transmitted to the second wheel 300 through the second input shaft 224, the sixth gear set 223, the seventh gear set 229, the eighth gear set 220 and the second output shaft 225 (2nd gear power transmission path).
  • the second synchronizer 23 When the second synchronizer 23 is disengaged from the fifth driving gear 2221 and the sixth driven gear 2232 (in neutral position), the power transmission path from the second motor 21 to the second wheel 300 is disconnected at the second synchronizer 23 .
  • the speed ratio of the 1st speed power transmission path is smaller than the speed ratio of the 2nd speed power transmission path.
  • the two-speed deceleration scheme of the sixth embodiment compared with the single-speed deceleration scheme of the first embodiment, using the low gear (1st gear) can increase the wheel end torque and improve the acceleration and climbing ability of the vehicle, while using the high speed gear (2 gear) can guarantee the maximum speed of the vehicle.
  • the two-speed scheme can adjust the landing point of the motor, try to ensure that the motor works in the high-efficiency zone, and improve economy.
  • the synchronizer is in neutral (neutral position)
  • the decoupling of the motor and the wheels can be realized, the dragging resistance can be reduced, and the cruising range of the vehicle can be improved.
  • the locking mechanism may also be eliminated.
  • FIG. 8 it is the electric drive assembly 100 of the seventh embodiment of the present application, which is different from the first embodiment in that the motor shaft of the first motor 11 outputs at both ends, and the motor shaft of the second motor 21 outputs at one end , the locking mechanism 3 is arranged at the second output end of the motor shaft of the first motor 11; wherein, 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 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 .
  • the second wheel drive assembly 2 also includes a lock shaft 24 and a lock gear 25 that is vacantly 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 locking mechanism 3 is disposed on one side of the locking gear 25 , and the third driven gear 222 a meshes with the locking gear 25 .
  • the locking gear 25 is combined with the locking shaft 24 , and the first motor 11 is in transmission connection with the second gear reduction mechanism 22 through the locking gear 25 .
  • the first motor 11 is power-coupled to the second motor 21 .
  • the locking gear 25 is disconnected from the locking shaft 24, and the power between the first motor 11 and the second motor 21 is interrupted.
  • the second motor 21 is output through one end, and drives the second wheel 300 through the second gear reduction mechanism 22, and the first output end of the first motor 11 drives the first wheel 200 through the first gear reduction mechanism 12, the first motor 11
  • the second output end drives the second wheel 300 through the locking mechanism 3 and the second gear reduction mechanism 22 .
  • the locking mechanism 3 When the second motor 21 fails, the locking mechanism 3 is closed so that the two output terminals of the first motor 11 drive the first wheel 200 and the second wheel 300 respectively to realize the low-speed limp function; when the first motor 11 fails, the locking mechanism is closed
  • the mechanism 3 makes the second output end of the second motor 21 drive in two ways, one way drives the second wheel 300 through the second gear reduction mechanism 22, and the other way through the locking mechanism 3, the rotor of the first motor 11, and the first gear deceleration
  • the mechanism 12 drives the first wheel 200 to realize the low-speed limp function.
  • the locking mechanism 3 is arranged at the front end of the transmission, which effectively utilizes the axial space and shortens the axial size of the reduction mechanism.
  • the locking mechanism may also be eliminated.
  • 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 connected to the first wheel 200 through the first gear reduction mechanism 12, and the first motor The second output end of the motor shaft of 11 is connected with the second gear reduction mechanism 22 through the first locking mechanism 31, and the first output end of the motor shaft of the second motor 21 is transmitted with the second wheel 300 through the second gear reduction mechanism 22.
  • the 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 drive assembly 1 also includes a first lock shaft 24a and a first lock gear 25a that is vacantly sleeved on the first lock shaft 24a, the first lock shaft 24a and the second output end of the second motor 21 Connected, the first locking mechanism 31 is arranged on one side of the first locking gear 25a, and the first locking gear 25a meshes with the second driving gear 1221 .
  • the second wheel drive assembly 2 also includes a second locking shaft 24b and a second locking gear 25b that is sleeved on the second locking shaft 24b.
  • the locking shaft 24b is connected to the second output end of the first motor 11,
  • the second locking mechanism 32 is disposed on one side of the second locking gear 25b, and the second locking gear 25 meshes with the third driven gear 222a.
  • Each motor of the present embodiment all has and adopts two-way transmission, and the motor shaft double-end output of the first motor 11, 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 road transmission of the first motor 11), the second output end of the motor shaft of the first motor 11 drives the second wheel 300 through the first locking mechanism 31, the second gear reduction mechanism 22 (the second wheel 300 of the first motor 11 road transmission).
  • the load of each transmission path is small, which can effectively reduce the radial size of the gear, thereby increasing the passability of the vehicle.
  • the electric drive assembly provided by the ninth embodiment of the present application differs from the above embodiments in that a first planetary gear mechanism is provided between the first gear reduction mechanism and the axle of the first wheel 2, and the second gear reduction mechanism is connected to The second planetary gear mechanism is arranged between the axles of the second wheel; the ring gear of the first planetary gear mechanism connects the output end of the first gear reduction mechanism (that is, the ring gear of the first planetary gear mechanism and the final stage of the first gear reduction mechanism The driven gear of the gear set is engaged), the planet 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 on the housing of the first gear reduction mechanism.
  • the ring gear of the second planetary gear mechanism is connected to the output end of the second gear reduction mechanism (that is, the ring gear of the second planetary gear mechanism meshes with the driven gear of the final gear set of the second gear reduction mechanism), and the second planetary gear mechanism
  • the planet carrier of the second wheel is connected to the axle of the second wheel, and the sun gear of the second planetary gear mechanism is fixed on the housing of the second gear reduction mechanism.
  • the final transmission gear of the gear reduction mechanism is connected to the wheel through the planetary gear mechanism, which can effectively reduce the radial size of the gear, thereby increasing the passability of the vehicle.
  • the electric drive assembly provided by the tenth embodiment of the present application differs from the above embodiments in that a first planetary gear mechanism is provided between the first gear reduction mechanism and the axle of the first wheel, and the second gear reduction mechanism is connected to the first wheel shaft.
  • the second planetary gear mechanism is arranged between the axles of the two wheels; the sun gear of the first planetary gear mechanism connects the output end of the first gear reduction mechanism (that is, the sun gear of the first planetary gear mechanism and the final gear of the first gear reduction mechanism
  • the driven gear of the group is coaxially fixed), the planet 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 on 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 (that is, 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 reduction mechanism), and the second planetary gear
  • the planet carrier of the gear mechanism is connected to the wheel shaft of the second wheel, and the ring gear of the second planetary gear mechanism is fixed on the housing of the second gear reduction mechanism.
  • the final transmission gear of the gear reduction mechanism is connected to the wheel through the planetary gear mechanism, which can effectively reduce the radial size of the gear, thereby increasing the passability of the vehicle.
  • the electric drive assembly 100 provided by the eleventh embodiment of the present application is different from the third embodiment in that the locking mechanism 3 is arranged at the front end of the transmission.
  • the motor shaft of the first motor 11 outputs at one end
  • the motor shaft of the second motor 21 outputs at both ends
  • 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 a motor 11 is connected to 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 connected to the first wheel 200 through the first gear reduction mechanism 12.
  • the electric drive assembly 100 also includes a locking shaft 24 and a locking gear 25 that is vacantly 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 to lock
  • the mechanism 3 is arranged on one side of the locking gear 25 , and the locking gear 25 is in driving connection with the first gear reduction mechanism 12 .
  • the locking gear 25 is combined with the locking shaft 24, the second motor 121 is connected to the first gear reduction mechanism 12 through the locking gear 25, and the first motor 11 and the second motor 21 power coupling.
  • the locking gear 25 is disconnected from the locking shaft 24, and the power between the first motor 11 and the second motor 21 is interrupted.
  • the first gear reduction mechanism 12 and the second gear reduction mechanism 22 are single-speed and two-stage reduction.
  • the twelfth embodiment of the present application provides a four-wheel drive system 1000, including a front drive axle 400 and a rear drive axle 500, both of which are equipped with the above-mentioned electric drive assembly 100.
  • the fourteenth embodiment of the present application provides an automobile 10000 , including the above-mentioned electric drive assembly 100 or four-wheel drive system 1000 .

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Abstract

电驱动总成(100)，所述电驱动总成(100)具有第一车轮驱动总成(1)及第二车轮驱动总成(2)，所述第一车轮驱动总成(1)包括第一电机(11)及第一齿轮减速机构(12)，所述第一齿轮减速机构(12)连接在所述第一电机(11)与第一车轮(200)之间；所述第二车轮驱动总成(2)包括第二电机(21)及第二齿轮减速机构(22)，所述第二齿轮减速机构(22)连接在所述第二电机(21)与第二车轮(300)之间，所述第一车轮(200)的轮轴与第二车轮(300)的轮轴同轴以构成车轴，所述第一电机(11)、第二电机(21)及车轴相互平行间隔，所述第一电机(11)、第二电机(21)及车轴呈三角布置。

Description

电驱动总成、四轮驱动系统及汽车
相关申请的交叉引用
本申请要求于2021年6月30日提交的申请号为202110744956.2、名称为“电驱动总成、四轮驱动系统及汽车”的中国专利的优先权，其全部内容通过引用结合在本申请中。
技术领域
本申请涉及汽车驱动技术领域，尤其是涉及一种电驱动总成、四轮驱动系统及汽车。
背景技术
四轮驱动系统由四个电机各自独立驱动汽车的四个车轮，四个车轮的转矩和速度可以彼此独立精确控制，由此带来了一系列的优势，如实现更小半径转弯、辅助ESP(车身电子稳定系统)功能、辅助转向功能及辅助制动功能等，轮边驱动是四轮驱动系统常常采纳的方案，在现有的轮边驱动方案中，左右两套驱动总成往往自成一体，或者只是仅仅简单的机械连接，集成度不高，占用空间大，成本高。
现有的轮边驱动方案，两个电机的布置通常为同轴布置，Y向长度较长，空间利用率低。
发明内容
本申请旨在至少解决现有技术中存在的技术问题之一。为此，本申请一方面提出了一种电驱动总成，应用本申请的电驱动总成，大幅缩减了Y向长度，充分利用了X向空间。
另一方面，本申请实施例还提供了一种四轮驱动系统，包括前驱动桥及后驱动桥，所述前驱动桥及后驱动桥上均设置有上述的电驱动总成。
再一方面，本申请实施例还提供了一种汽车，其包括上述的电驱动总成或四轮驱动系统。
根据本申请的电驱动总成包括：用于驱动第一车轮的第一车轮驱动总成及用于驱动第二车轮的第二车轮驱动总成，所述第一车轮与第二车轮中的一个为左侧车轮，另一个为右侧车轮；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；所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。
根据本申请的电驱动总成，两个电机的布置形式为平行布置，两个齿轮减速机构在两个电机的同侧或两侧，第一车轮的轮轴与第二车轮的轮轴同轴以构成车轴，第一电机、第二电机及车轴相互平行间隔，第一电机、第二电机及车轴呈三角布置，两个电机可采用铁心直径小、长度较长的细长型电机，大幅缩减了Y向长度，充分利用了X向空间。电控可以采用多合一方案，做成扁平型结构，安装在两个电机的上方，整体结构紧凑，空间利用率高，实现了电机、电控及齿轮减速机构的高度集成。
在本申请的一些示例中，所述第一车轮驱动总成与第二车轮驱动总成之间设置有锁止机构，所述锁止机构能够在接合位置与脱开位置之间切换；在所述锁止机构切换至接合位置时，所述第一电机与第二电机动力耦合；在所述锁止机构切换至脱开位置时，所述第一电机与所述第二电机之间的动力中断。
在本申请的一些示例中，所述第一电机的电机轴单端输出，所述第二电机的电机轴单端输出，所述第一车轮的轮轴与第二车轮的轮轴之间设置有锁止机构，所述锁止机构能够在接合位置与脱开位置之间切换；在所述锁止机构切换至接合位置时，所述第一车轮的轮轴与第二车轮的轮轴结合，以使得所述第一电机与第二电机动力耦合；在所述锁止机构切换至脱开位置时，所述第一车轮的轮轴与第二车轮的轮轴之间断开，以使得所述第一电机与所述第二电机的动力中断。
在本申请的一些示例中，所述第一电机的电机轴双端输出，所述第二电机的电机轴单端输出，所述锁止机构设置在所述第一电机的电机轴的第二输出端处；其中，所述第一电机的电机轴的第一输出端通过所述第一齿轮减速机构与所述第一车轮传动连接，所述第二电机的电机轴的输出端通过所述第二齿轮减速机构与所述第二车轮传动连接；在所述锁止机构切换至接合位置时，所述第一电机的电机轴的第二输出端与所述第二齿轮减速机构传动连接，以使得所述第一电机与第二电机动力耦合；在所述锁止机构切换至脱开位置时，所述第一电机的电机轴的第二输出端与所述第二齿轮减速机构断开，以使得所述第一电机与所述第二电机之间的动力中断。
在本申请的一些示例中，所述第一电机的电机轴双端输出，所述第二电机的电机轴双端输出，所述锁止机构包括第一锁止机构及第二锁止机构，其中，所述第一电机的电机轴的第一输出端通过所述第一齿轮减速机构与所述第一车轮传动连接，所述第一电机的电机轴的第二输出端通过所述第一锁止机构与所述第二齿轮减速机构连接，所述第二电机的电机轴的第一输出端通过所述第二齿轮减速机构与所述第二车轮传动连接，所述第二电机的电机轴的第二输出端通过所述第二锁止机构与所述第一齿轮减速机构连接；在所述第一锁止机构切换至接合位置且所述第二锁止机构切换至接合位置时，所述第一 电机的电机轴的第二输出端与所述第二齿轮减速机构传动连接并驱动所述第二车轮，所述第二电机的电机轴的第二输出端与所述第一齿轮减速机构传动连接并驱动所述第一车轮，以使得所述第一电机与第二电机动力耦合，共同驱动所述第一车轮和所述第二车轮；在所述第一锁止机构切换至接合位置且所述第二锁止机构切换至脱开位置时，所述第一电机的电机轴的第二输出端与所述第二齿轮减速机构传动连接并驱动所述第二车轮，所述第二电机的电机轴的第二输出端与所述第一齿轮减速机构断开，以使得所述第一电机与第二电机动力耦合，共同驱动所述第二车轮；在所述第一锁止机构切换至脱开位置且所述第二锁止机构切换至接合位置时，所述第二电机的电机轴的第二输出端与所述第一齿轮减速机构传动连接，所述第一电机的电机轴的第二输出端与所述第二齿轮减速机构断开，以使得所述第一电机与第二电机动力耦合，共同驱动所述第一车轮；在所述第一锁止机构切换至脱开位置且所述第二锁止机构切换至脱开位置时，所述第一电机的电机轴的第二输出端与所述第二齿轮减速机构断开，所述第二电机的电机轴的第二输出端与所述第一齿轮减速机构断开，以使得所述第一电机与所述第二电机之间的动力中断。
在本申请的一些示例中，所述锁止机构包括单向离合器及同步器，所述单向离合器连接在所述同步器的齿毂上；在所述锁止机构所处的轴正向旋转时，所述单向离合器将所述锁止机构所处的轴与同步器的齿毂传动连接；在所述锁止机构所处的轴反向旋转时，所述单向离合器将所述锁止机构所处的轴与同步器的齿毂传动断开。
在本申请的一些示例中，所述第一齿轮减速机构为二级减速或三级减速，所述第二齿轮减速机构为二级减速或三级减速；所述第一齿轮减速机构及第二齿轮减速机构布置在第一电机与第二电机的同侧或两侧。
在本申请的一些示例中，所述第一齿轮减速机构与第一车轮的轮轴之间设置第一行星齿轮机构，所述第二齿轮减速机构与第二车轮的轮轴之间设置第二行星齿轮机构；所述第一行星齿轮机构的齿圈连接所述第一齿轮减速机构的输出端，所述第一行星齿轮机构的行星架连接第一车轮的轮轴；或者是，所述第一行星齿轮机构的太阳轮连接所述第一齿轮减速机构的输出端，所述第一行星齿轮机构的行星架连接第一车轮的轮轴；所述第二行星齿轮机构的齿圈连接所述第二齿轮减速机构的输出端，所述第二行星齿轮机构的行星架连接第二车轮的轮轴；或者是，所述第二行星齿轮机构的太阳轮连接所述第二齿轮减速机构的输出端，所述第二行星齿轮机构的行星架连接第二车轮的轮轴。
根据本申请的四轮驱动系统，包括前驱动桥及后驱动桥，所述前驱动桥及后驱动桥上均设置有如上述实施例中任意一项所述的电驱动总成。由于本申请的四轮驱动系统设 置有上述实施例的电驱动总成,因此四轮驱动系统整体结构紧凑，空间利用率高，。
根据本申请的汽车设置有上述实施例中任意一项所述的电驱动总成或所述的四轮驱动系统。由于本申请的汽车设置有上述实施例的电驱动总成或四轮驱动系统,因此汽车整体的结构紧凑，空间利用率高，实现了电机、电控及齿轮减速机构的高度集成。
本申请的附加方面和优点将在下面的描述中部分给出，部分将从下面的描述中变得明显，或通过本申请的实践了解到。
附图说明
图1是本申请第一实施例提供的电驱动总成的示意图；
图2是本申请第一实施例提供的电驱动总成的侧视图；
图3是本申请第二实施例提供的电驱动总成的右侧视图；
图4是本申请第三实施例提供的电驱动总成的示意图；
图5是本申请第四实施例提供的电驱动总成的示意图；
图6是本申请第五实施例提供的电驱动总成的示意图；
图7是本申请第六实施例提供的电驱动总成的示意图；
图8是本申请第七实施例提供的电驱动总成的示意图；
图9是本申请第八实施例提供的电驱动总成的示意图；
图10是本申请第十一实施例提供的电驱动总成的示意图；
图11是本申请第十二实施例提供的四轮驱动系统的示意图；
图12是本申请第十三实施例提供的汽车的示意图。
说明书中的附图标记如下：
10000、汽车；1000、四轮驱动系统；100、电驱动总成；200、第一车轮；2001、第一车轮的轮轴；300、第二车轮；3001、第二车轮的轮轴；400、前驱动桥；500、后驱动桥；
1、第一车轮驱动总成；11、第一电机；12、第一齿轮减速机构；121、第一减速齿轮组；1211、第一主动齿轮；1212、第一从动齿轮；1213、第一惰轮；122、第二减速齿轮组；1221、第二主动齿轮；1222、第二从动齿轮；123、第三减速齿轮组；1231、第三主动齿轮；1232、第三从动齿轮；124、第一输入轴；125、第一输出轴；126、第一中间轴；127、第二中间轴；127a、第一中间齿轮；128、第一齿轮减速机构的壳体；129、第四减速齿轮组；1291、四主动齿轮；1292、第四从动齿轮；13、第一同步器；
2、第二车轮驱动总成；21、第二电机；22、第二齿轮减速机构；221、第四减速齿轮组；2211、第四主动齿轮；2212、第四从动齿轮；222、第五减速齿轮组；2221、第五主动齿轮；2222、第五从动齿轮；223、第六减速齿轮组；2231、第六主动齿轮；2232、第六从动齿轮； 224、第二输入轴；225、第二输出轴；226、第三中间轴；227、第四中间轴；227a、第二中间齿轮；228、第二齿轮减速机构的壳体；2281、间支撑结构；229、第七齿轮组；2291、第七主动齿轮；2292、第七从动齿轮；220、第八齿轮组；2201、第八主动齿轮；2202、第八从动齿轮；23、第二同步器；24、锁止轴；25、锁止齿轮；
22a、第三减速齿轮组；221a、第三主动齿轮；222a、第三从动齿轮；223a、第二惰轮；
24a、第一锁止轴；25a、第一锁止齿轮；24b、第二锁止轴；25b、第二锁止齿轮；
3、锁止机构；31、第一锁止机构；32、第二锁止机构。
具体实施方式
下面详细描述本申请的实施例，所述实施例的示例在附图中示出，其中自始至终相同或类似的标号表示相同或类似的元件或具有相同或类似功能的元件。下面通过参考附图描述的实施例是示例性的，仅用于解释本申请，而不能理解为对本申请的限制。
下面参考图1-图12描述根据本申请实施例的电驱动总成100。
下文中，X向表示汽车的前后方向，Y向表示汽车的左右方向。
第一实施例
图1至图2所示为本申请第一实施例提供的电驱动总成100，包括用于驱动第一车轮200的第一车轮驱动总成1及用于驱动第二车轮300的第二车轮驱动总成2，第一车轮200为左侧车轮，第二车轮300为右侧车轮。
第一车轮驱动总成1包括第一电机11及第一齿轮减速机构12，第一齿轮减速机构12连接在第一电机11与第一车轮200之间。第二车轮驱动总成2包括第二电机21及第二齿轮减速机构22，第二齿轮减速机构22连接在第二电机21与第二车轮300之间。
第一车轮200的轮轴2001与第二车轮300的轮轴3001同轴以构成车轴，第一电机11、第二电机21及车轴三者相互平行间隔，第一电机11、第二电机21及车轴呈三角布置(V型布置)。第一电机11、第二电机21并排居中设置，第一齿轮减速机构12及第二齿轮减速机构22布置在第一电机11与第二电机21的两侧。
所述第一车轮驱动总成1与第二车轮驱动总成2之间设置有锁止机构3，所述锁止机构3能够在接合位置与脱开位置之间切换；在所述锁止机构3切换至接合位置时，所述第一电机11与第二电机21动力耦合；在所述锁止机构3切换至脱开位置时，所述第一电机11与所述第二电机21之间的动力中断。
第一实施例中，第一电机11的电机轴单端输出，第二电机21的电机轴单端输出，锁止机构3设置在第一车轮200的轮轴2001与第二车轮300的轮轴3001之间，即锁止 机构3设置在传动末端。
锁止机构3设计在传动末端，并布置在两个电机的下方，可以有效减小齿轮减速机构的载荷及径向尺寸，增大离地间隙，提高车辆通过性。第一齿轮减速机构12为单挡二级齿轮减速器，第一齿轮减速机构12包括第一减速齿轮组121、第二减速齿轮组122、第一输入轴124、第一输出轴125、及第一中间轴126，第一减速齿轮组121包括相互啮合的第一主动齿轮1211及第一从动齿轮1212，第二减速齿轮组122包括相互啮合的第二主动齿轮1221及第二从动齿轮1222；第一输入轴124与第一电机11连接，第一输出轴125与第一车轮200的轮轴2001连接，第一主动齿轮1211设置在第一输入轴124上，第一从动齿轮1212及第二主动齿轮1221设置在第一中间轴126上，第二从动齿轮1222设置在第一输出轴125上。
第二齿轮减速机构22为单挡二级齿轮减速器，第二齿轮减速机构22包括第三减速齿轮组22a、第四减速齿轮组221、第二输入轴224、第二输出轴225及第二中间轴22b，第三减速齿轮组22a包括相互啮合的第三主动齿轮221a及第三从动齿轮222a，第四减速齿轮组221包括相互啮合的第四主动齿轮2211及第四从动齿轮2212；第二输入轴224与第二电机21连接，第二输出轴225与第二车轮300的轮轴3001连接，第三主动齿轮221a设置在第二输入轴224上，第三从动齿轮222a及第四主动齿轮2211设置在第二中间轴22b上，第四从动齿轮2222设置在第二输出轴225上。
第一输入轴124、第一输出轴125、第一中间轴126相互间隔且平行，第一输入轴124与第一电机11的电机轴同轴连接，第一中间轴126与第二中间轴22b同轴。第一输入轴124、第一中间轴126的两端均通过轴承旋转支撑在第一齿轮减速机构12的壳体128上，第一输出轴125的一端连接第一车轮200的轮轴，另一端连接锁止机构3的第一端。
第二输入轴224、第二输出轴225、第二中间轴22b相互间隔且平行，第二输入轴224与第二电机21的电机轴同轴，第一输出轴125与第二输出轴225同轴。第二输入轴224、第二中间轴22b的两端均通过轴承旋转支撑在第二齿轮减速机构22的壳体228上。第二输出轴225的远离第二电机21的一端与第二车轮300的轮轴3001连接，第二输出轴225的靠近第二电机21的一端连接锁止机构3的第二端。
V型布置的特点如下：
(1)两个电机的布置形式为平行布置，第一车轮的轮轴与第二车轮的轮轴同轴以构成车轴，第一电机、第二电机及车轴相互平行间隔，第一电机、第二电机及车轴呈三角布置，两个电机可采用铁心直径小、长度较长的细长型电机，大幅缩减了Y向长度， 充分利用了X向空间。电控可以采用多合一方案，做成扁平型结构，安装在两个电机的上方，整体结构紧凑，空间利用率高，实现了电机、电控及齿轮减速机构的高度集成。
(2)V型布置，齿轮减速机构的末级传动齿轮在两个电机的下方，大角度爬坡时齿轮容易浸泡在油液液面以下，有利于润滑方案的设计，并减小润滑油箱的尺寸。
此外，设置锁止机构3有以下好处：
设置锁止机构3有以下几个好处：
(1)当一侧车轮进入湿滑路面或陷入泥坑时，可以通过接合锁止机构，将两个电机的扭矩全部输出至另一侧车轮，实现差速锁功能，脱困能力极强。
(2)可以结合整车行驶工况，通过控制锁止机构的接合与脱开，实现单电机驱动和双电机独立驱动两种模式的切换，保证电机尽量工作在高效区间，节省能耗，提高汽车续航里程。
(3)当一侧电机出现故障时，可以通过接合锁止机构，使得另一侧正常工作的电机同时驱动两个车轮，以实现低速跛行功能。
(4)锁止机构设计在传动末端，并布置在第二电机的轴线上，地面对一个车轮的作用力直接经过轮轴和锁止机构传递到另一个轮轴，不会对第一齿轮减速机构及第二齿轮减速机构的齿轮产生载荷，可以有效减小第一齿轮减速机构及第二齿轮减速机构的齿轮的载荷，进而使得对齿轮的径向尺寸要求降低，以此增大离地间隙，提高车辆通过性。
在第一实施例的一些替代实施例中，也可以取消锁止机构。
第二实施例
参见图3，本申请第二实施例提供的电驱动总成100，其与第一实施例不同之处在于，第一电机11、第二电机21并排居左设置，第一齿轮减速机构12及第二齿轮减速机构22布置在第一电机11与第二电机21的右侧。
由于第一齿轮减速机构12及第二齿轮减速机构22布置在第一电机11与第二电机21同一侧，第一电机11及第二电机21的壳体可以共用。
此外，第一齿轮减速机构12及第二齿轮减速机构22布置在第一电机11与第二电机21同一内侧，可以减小润滑油箱的体积，同时有利于降低制造工艺。
在第二实施例的一些替代实施例中，也可以是，第一电机11、第二电机21并排居右设置，第一齿轮减速机构12及第二齿轮减速机构22布置在第一电机11与第二电机21的左侧。
在第二实施例的一些替代实施例中，也可以取消锁止机构。
第三实施例
参见图4，本申请第三实施例提供的电驱动总成100，其与第一实施例不同之处在于，第一电机11、第二电机21并排居中设置，第一齿轮减速机构12的一部分布置在第一电机11的左侧，另一部分布置在第一电机11及第二电机21的下方，第二齿轮减速机构22的一部分布置在第二电机11的右侧，另一部分布置在第一电机11及第二电机21的下方。
此外，第一齿轮减速机构12的末级传动齿轮组(与第一车轮200相连接的减速齿轮组，即图4中的第二减速齿轮组122)及第二齿轮减速机构22的末级传动齿轮组(与第二车轮300相连接的减速齿轮组，即图4中的第四减速齿轮组221)位于第一电机11及第二电机21的下方，大大减小电驱动总成100的轴向长度。此外，该布置方案有利于润滑方案的设计，并减小润滑油箱的尺寸。
在第三实施例的一些替代实施例中，也可以取消锁止机构。
第四实施例
参见图5，本申请第四实施例提供的电驱动总成100，其与第三实施例的不同之处在于第一减速齿轮机构12及第二减速齿轮机构22均为单挡三级齿轮减速。
第一齿轮减速机构12包括第一减速齿轮组121、第二减速齿轮组122、第三减速齿轮组123、第一输入轴124、第一输出轴125、第一中间轴126及第二中间轴127，第一减速齿轮组121包括相互啮合的第一主动齿轮1211及第一从动齿轮1212，第二减速齿轮组122包括相互啮合的第二主动齿轮1221及第二从动齿轮1222，第三减速齿轮组123包括相互啮合的第三主动齿轮1231及第三从动齿轮1232；第一输入轴124与第一电机11连接，第一输出轴125与第一车轮200的轮轴2001连接，第一主动齿轮1211设置在第一输入轴124上，第一从动齿轮1212及第二主动齿轮1221设置在第一中间轴126上，第二从动齿轮1222及第三主动齿轮1231设置在第二中间轴127上，第三从动齿轮1232设置在第一输出轴125上。
第二齿轮减速机构22为单挡三级齿轮减速器，第二齿轮减速机构22包括第四减速齿轮组221、第五减速齿轮组222、第六减速齿轮组223、第二输入轴224、第二输出轴225、第三中间轴226及第四中间轴227，第四减速齿轮组221包括相互啮合的第四主动齿轮2211及第四从动齿轮2212，第五减速齿轮组222包括相互啮合的第五主动齿轮2221及第五从动齿轮2222，第六减速齿轮组223包括相互啮合的第六主动齿轮2231及第六从动齿轮2232；第二输入轴224与第二电机21连接，第二输出轴225与第二车轮300的轮轴3001连接，第四主动齿轮2211设置在第二输入轴224上，第四从动齿轮2212及第五主动齿轮2221设置在第三中间轴226上，第五从动齿轮2222及第六主动 齿轮2231设置在第四中间轴227上，第六从动齿轮2232设置在第二输出轴227上。
在第四实施例的一些替代实施例中，也可以取消锁止机构。
第五实施例
参见图6，本申请第五实施例提供的电驱动总成100，其与第一实施例的不同之处在于，第一减速齿轮组121包括第一主动齿轮1211、第一从动齿轮1212及啮合于第一主动齿轮1211、第一从动齿轮1212之间的第一惰轮1213，第三减速齿轮组22a包括第三主动齿轮221a、第三从动齿轮222a及啮合于第三主动齿轮221a与第三从动齿轮222a之间的第二惰轮223a。
第一齿轮减速机构12通过增加一个惰轮，使得第一齿轮减速机构12的末级传动齿轮组(第二减速齿轮组122)可以设计在两个电机的下方，从而大幅减小总成轴向长度，同时第一齿轮减速机构12各级齿轮组中心距不至于过大。
第二齿轮减速机构22通过增加一个惰轮，使得第二齿轮减速机构22的末级传动齿轮组(第四减速齿轮组221)可以设计在两个电机的下方，从而大幅减小总成轴向长度，同时第二齿轮减速机构22各级齿轮组中心距不至于过大。
在第五实施例的一些替代实施例中，也可以取消锁止机构。
第六实施例
参见图7，本申请第六实施例提供的电驱动总成100，其与第一实施例的不同之处在于，第一减速齿轮机构12及第二减速齿轮机构22均为两挡三级齿轮减速。
第一齿轮减速机构12为两挡多级齿轮减速机构，第一车轮驱动总成1设置有第一同步器13，第一同步器13的接合位置包括第一接合位置与第二接合位置；在第一同步器13切换至第一接合位置时，第一电机11的动力能够通过第一齿轮减速机构12的1挡传递路径传递至第一车轮200；在第一同步器13切换至第二接合位置时，第一电机11的动力能够通过第一齿轮减速机构12的2挡传递路径传递至第一车轮200。第二齿轮减速机构22具有两个挡位，第二车轮驱动总成2设置有第二同步器23，第二同步器23的接合位置包括第一接合位置与第二接合位置；在第二同步器23切换至第一接合位置时，第二电机21的动力能够通过第二齿轮减速机构22的1挡传递路径传递至第二车轮300；在第二同步器23切换至第二接合位置时，第二电机21的动力能够通过第二齿轮减速机构22的2挡传递路径传递至第二车轮300。
第一齿轮减速机构12包括第一减速齿轮组121、第二减速齿轮组122、第三减速齿轮组123、第四减速齿轮组129、第一输入轴124、第一输出轴125、第一中间轴126及第二中间轴127，第一减速齿轮组121包括相互啮合的第一主动齿轮1211及第一从 动齿轮1212，第二减速齿轮组122包括相互啮合的第二主动齿轮1221及第二从动齿轮1222，第三减速齿轮组123包括相互啮合的第三主动齿轮1231及第三从动齿轮1232，第四减速齿轮组129包括相互啮合的第四主动齿轮1291及第四从动齿轮1292；第一输入轴124与第一电机11连接，第一输出轴125与第一车轮200的轮轴2001连接，第一主动齿轮1211、第二从动齿轮1222固定在第一输入轴124上，第一从动齿轮1212及第二主动齿轮1221空套在第一中间轴126上，第三从动齿轮1232固定在第一中间轴126上，第三从动齿轮1232及第四主动齿轮1291固定在第二中间轴127上，第四从动齿轮1292固定在第一输出轴125上。
第一同步器13设置在第一主动齿轮1211与第二从动齿轮1222之间，第一同步器13可选择性地与第一主动齿轮1211与第二从动齿轮1222接合与脱开。
第一同步器13与第一主动齿轮1211接合时(挂右位)，第一电机11的动力可依次通过第一输入轴124、第一减速齿轮组121、第三减速齿轮组123、第四减速齿轮组124及第一输出轴125(1挡动力传递路径)传递至第一车轮200；第一同步器13与第二从动齿轮1222接合时(挂左位)，第一电机11的动力可依次通过第一输入轴124、第二减速齿轮组122、第三减速齿轮组123、第四减速齿轮组124及第一输出轴125(2挡动力传递路径)传递至第一车轮200。第一同步器13与第一主动齿轮1211及第二从动齿轮1222脱开时(挂中位)，第一电机11至第一车轮200的动力传递路径在第一同步器13处断开。1挡动力传递路径的速比小于2挡动力传递路径的速比。
第二齿轮减速机构22为两挡多级齿轮减速机构，第二齿轮减速机构22包括第五齿轮组222、第六齿轮组223、第七齿轮组229、第八齿轮组220、第二输入轴224、第二输出轴225、第三中间轴226及第四中间轴227，第五减速齿轮组222包括相互啮合的第五主动齿轮2221及第五从动齿轮2222，第六减速齿轮组223包括相互啮合的第六主动齿轮2231及第六从动齿轮2232，第七齿轮组229包括相互啮合的第七主动齿轮2291及第七从动齿轮2292，第八齿轮组220包括相互啮合的第八主动齿轮2201及第八从动齿轮2202；第二输入轴224与第二电机21连接，第二输出轴225与第二车轮300的轮轴3001连接，第五主动齿轮2221、第六从动齿轮2231固定在第二输入轴224上，第五从动齿轮2222及第六主动齿轮2231空套在第三中间轴226上，第七主动齿轮2291固定在第三中间轴上，第七从动齿轮2292及第八主动齿轮2201固定在第四中间轴227上，第八从动齿轮2202固定在第二输出轴227上。
第二同步器23设置在第五主动齿轮2221与第六从动齿轮2232之间，第二同步器23可选择性地与第五主动齿轮2221与第六从动齿轮2232接合与脱开。
第二同步器23与第五主动齿轮2221接合时(挂左位)，第二电机21的动力可依次通过第二输入轴224、第二同步器23、第五齿轮组222、第七齿轮组229、第八齿轮组220及第二输出轴225(1挡动力传递路径)传递至第二车轮300；第二同步器23与第六从动齿轮2232接合时(挂右位)，第二电机21的动力可依次通过第二输入轴224、第六齿轮组223、第七齿轮组229、第八齿轮组220及第二输出轴225(2挡动力传递路径)传递至第二车轮300。第二同步器23与第五主动齿轮2221与第六从动齿轮2232脱开时(挂中位)，第二电机21至第二车轮300的动力传递路径在第二同步器23处断开。1挡动力传递路径的速比小于2挡动力传递路径的速比。
第六实施例的两挡减速方案，相对于第一实施例的单挡减速方案，使用低速挡(1挡)可以增加轮端扭矩，提升了车辆的加速和爬坡能力，使用高速挡(2挡)可以保证车辆的最高车速。两挡方案可以调整电机的落点，尽量保证电机工作在高效区，提升经济性。另外，当同步器挂空挡时(中位)，可以实现电机与车轮的解耦，减小拖曳阻力，提高车辆的续航里程。
在第六实施例的一些替代实施例中，也可以取消锁止机构。
第七实施例
参见图8，为本申请第七实施例的电驱动总成100，其与第一实施例不同之处在于，第一电机11的电机轴双端输出，第二电机21的电机轴单端输出，锁止机构3设置在第一电机11的电机轴的第二输出端处；其中，第一电机11的电机轴的第一输出端通过第一齿轮减速机构12与第一车轮200传动连接，第二电机21的电机轴的输出端通过第二齿轮减速机构22与第二车轮300传动连接。
在锁止机构3切换至接合位置时，第一电机11的电机轴的第二输出端与第二齿轮减速机构22传动连接，以使得第一电机11与第二电机21动力耦合；在锁止机构3切换至脱开位置时，第一电机11的电机轴的第二输出端与第二齿轮减速机构22断开，以使得第一电机11与第二电机21之间的动力中断。
具体为，第二车轮驱动总成2还包括锁止轴24及空套在锁止轴24上的锁止齿轮25，锁止轴24与第一电机11的电机轴的第二输出端连接，锁止机构3设置在锁止齿轮25的一侧，第三从动齿轮222a与锁止齿轮25啮合。在锁止机构3切换至接合位置时，锁止齿轮25与锁止轴24结合，第一电机11通过锁止齿轮25与第二齿轮减速机构22传动连接。第一电机11与第二电机21动力耦合。在锁止机构3切换至脱开位置时，锁止齿轮25与锁止轴24断开，第一电机11与第二电机21之间的动力中断。
第二电机21通过一端输出，并通过第二齿轮减速机构22驱动第二车轮300，而第 一电机11的第一输出端通过第一齿轮减速机构12驱动第一车轮200，第一电机11的第二输出端通过锁止机构3、第二齿轮减速机构22驱动第二车轮300。
第一车轮200陷坑时，闭合锁止机构3使得第一电机11和第二电机21同时并联地驱动第二车轮300实现脱困；第二车轮300陷坑时，闭合锁止机构3使得第二电机21串联第一电机11驱动第一车轮200实现脱困。
第二电机21失效时，闭合锁止机构3使得第一电机11的两个输出端分别同时驱动第一车轮200和第二车轮300，实现低速跛行功能；第一电机11失效时，闭合锁止机构3使得第二电机21的第二输出端分两路驱动，一路通过第二齿轮减速机构22驱动第二车轮300，另一路通过锁止机构3、第一电机11的转子、第一齿轮减速机构12驱动第一车轮200，实现低速跛行功能。
第七实施例中，锁止机构3设置在传动前端，有效利用了轴向空间，缩短减速机构轴向尺寸。
在第七实施例的一些替代实施例中，也可以取消锁止机构。
第八实施例
参见图9，为本申请第八实施例的电驱动总成100，其与第七实施例不同之处在于，第一电机11的电机轴双端输出，第二电机21的电机轴双端输出，锁止机构3包括第一锁止机构31及第二锁止机构32，第一电机11的电机轴的第一输出端通过第一齿轮减速机构12与第一车轮200传动连接，第一电机11的电机轴的第二输出端通过第一锁止机构31与第二齿轮减速机构22连接，第二电机21的电机轴的第一输出端通过第二齿轮减速机构22与第二车轮300传动连接，第二电机21的电机轴的第二输出端通过第二锁止机构32与第一齿轮减速机构12连接。
在第一锁止机构31切换至接合位置且第二锁止机构32切换至接合位置时，第一电机11的电机轴的第二输出端与第二齿轮减速机构22传动连接并驱动第二车轮300，第二电机21的电机轴的第二输出端与第一齿轮减速机构12传动连接并驱动第一车轮200，以使得第一电机11与第二电机21动力耦合，共同驱动第一车轮200和第二车轮300。在第一锁止机构31切换至接合位置且第二锁止机构32切换至脱开位置时，第一电机11的电机轴的第二输出端与第二齿轮减速机构22传动连接并驱动第二车轮300，第二电机21的电机轴的第二输出端与第一齿轮减速机构12断开，以使得第一电机11与第二电机21动力耦合，共同驱动第二车轮300；在第一锁止机构31切换至脱开位置且第二锁止机构32切换至接合位置时，第二电机21的电机轴的第二输出端与第一齿轮减速机构12传动连接，第一电机11的电机轴的第二输出端与第二齿轮减速机构22断 开，以使得第一电机11与第二电机21动力耦合，共同驱动第一车轮200；在第一锁止机构31切换至脱开位置且第二锁止机构32切换至脱开位置时，第一电机11的电机轴的第二输出端与第二齿轮减速机构22断开，第二电机21的电机轴的第二输出端与第一齿轮减速机构12断开，以使得第一电机11与第二电机21之间的动力中断。
第一车轮驱动总成1还包括第一锁止轴24a及空套在第一锁止轴24a上的第一锁止齿轮25a，第一锁止轴24a与第二电机21的第二输出端连接，第一锁止机构31设置在第一锁止齿轮25a的一侧，第一锁止齿轮25a与第二主动齿轮1221啮合。
第二车轮驱动总成2还包括第二锁止轴24b及空套在第二锁止轴24b上的第二锁止齿轮25b，锁止轴24b与第一电机11的第二输出端连接，第二锁止机构32设置在第二锁止齿轮25b的一侧，第二锁止齿轮25与第三从动齿轮222a啮合。
本实施例的每个电机均具有采用双路传动，第一电机11的电机轴双端输出，第一电机11的电机轴的第一输出端通过第一齿轮减速机构12驱动第一车轮200(第一电机11的第一路传动)，第一电机11的电机轴的第二输出端通过第一锁止机构31、第二齿轮减速机构22驱动第二车轮300(第一电机11的第二路传动)。第二电机21的电机轴双端输出，第二电机21的电机轴的第一输出端通过第二齿轮减速机构22驱动第二车轮300(第二电机21的第一路传动)，第二电机21的电机轴的第二输出端通过第二锁止机构32、第一齿轮减速机构12驱动第一车轮200(第二电机21的第二路传动)。采用双路传动，每条传动路径载荷较小，可以有效减小齿轮径向尺寸，从而增加车辆的通过性。
第九实施例
本申请第九实施例提供的电驱动总成，其与上述实施例的不同之处于，第一齿轮减速机构与第一车轮2的轮轴之间设置第一行星齿轮机构，第二齿轮减速机构与第二车轮的轮轴之间设置第二行星齿轮机构；第一行星齿轮机构的齿圈连接第一齿轮减速机构的输出端(即第一行星齿轮机构的齿圈与第一齿轮减速机构的末级齿轮组的从动齿轮啮合)，第一行星齿轮机构的行星架连接第一车轮的轮轴，第一行星齿轮机构的太阳轮固定在第一齿轮减速机构的壳体上。
第二行星齿轮机构的齿圈连接第二齿轮减速机构的输出端(即第二行星齿轮机构的齿圈与第二齿轮减速机构的末级齿轮组的从动齿轮啮合)，第二行星齿轮机构的行星架连接第二车轮的轮轴，第二行星齿轮机构的太阳轮固定在第二齿轮减速机构的壳体上。
齿轮减速机构的末级传动齿轮通过行星齿轮机构连接车轮，可以有效减小齿轮径向尺寸，从而增加车辆的通过性。
第十实施例
本申请第十实施例提供的电驱动总成，其与上述实施例的不同之处于，第一齿轮减速机构与第一车轮的轮轴之间设置第一行星齿轮机构，第二齿轮减速机构与第二车轮的轮轴之间设置第二行星齿轮机构；第一行星齿轮机构的太阳轮连接第一齿轮减速机构的输出端(即第一行星齿轮机构的太阳轮与第一齿轮减速机构的末级齿轮组的从动齿轮同轴固定)，第一行星齿轮机构的行星架连接第一车轮的轮轴，第一行星齿轮机构的齿圈固定在第一齿轮减速机构的壳体上。
第二行星齿轮机构的太阳轮连接第二齿轮减速机构的输出端(即第二行星齿轮机构的太阳轮与第二齿轮减速机构的末级齿轮组的从动齿轮同轴固定)，第二行星齿轮机构的行星架连接第二车轮的轮轴，第二行星齿轮机构的齿圈固定在第二齿轮减速机构的壳体上。
齿轮减速机构的末级传动齿轮通过行星齿轮机构连接车轮，可以有效减小齿轮径向尺寸，从而增加车辆的通过性。
第十一实施例
参见图10，本申请第十一实施例提供的电驱动总成100，其与第三实施例不同之处在于，锁止机构3设置在传动前端。
本实施例中，第一电机11的电机轴单端输出，第二电机21的电机轴双端输出，锁止机构3设置在第二电机21的电机轴的第二输出端处；其中，第一电机11的电机轴的输出端通过第一齿轮减速机构12与第一车轮200传动连接，第二电机21的电机轴的第二输出端通过第一齿轮减速机构12与第一车轮200传动连接；在锁止机构3切换至接合位置时，第二电机21的电机轴的第二输出端与第一齿轮减速机构12传动连接，以使得第一电机11与第二电机21动力耦合；在锁止机构3切换至脱开位置时，第二电机21的电机轴的第二输出端与第一齿轮减速机构12断开，以使得第一电机11与第二电机21之间的动力中断。
具体为，电驱动总成100还包括锁止轴24及空套在锁止轴24上的锁止齿轮25，锁止轴24与第一电机11的电机轴的第二输出端连接，锁止机构3设置在锁止齿轮25的一侧，锁止齿轮25与第一齿轮减速机构12传动连接。在锁止机构3切换至接合位置时，锁止齿轮25与锁止轴24结合，第二电机121通过锁止齿轮25与第一齿轮减速机构12传动连接，第一电机11与第二电机21动力耦合。在锁止机构3切换至脱开位置时，锁止齿轮25与锁止轴24断开，第一电机11与第二电机21之间的动力中断。
本实施例中，第一齿轮减速机构12及第二齿轮减速机构22为单挡二级减速。
第十二实施例
参见图11，本申请第十二实施例提供一种四轮驱动系统1000，包括前驱动桥400及后驱动桥500，前驱动桥400及后驱动桥500上均设置有上述的电驱动总成100。
第十三实施例
参见图12，本申请第十四实施例提供一种汽车10000，包括上述的电驱动总成100或四轮驱动系统1000。
在本说明书的描述中，参考术语“一个实施例”、“一些实施例”、“示意性实施例”、“示例”、“具体示例”、或“一些示例”等的描述意指结合该实施例或示例描述的具体特征、结构、材料或者特点包含于本申请的至少一个实施例或示例中。在本说明书中，对上述术语的示意性表述不一定指的是相同的实施例或示例。而且，描述的具体特征、结构、材料或者特点可以在任何的一个或多个实施例或示例中以合适的方式结合。
尽管已经示出和描述了本申请的实施例，本领域的普通技术人员可以理解：在不脱离本申请的原理和宗旨的情况下可以对这些实施例进行多种变化、修改、替换和变型，本申请的范围由权利要求及其等同物限定。

Claims (10)

  1. 一种电驱动总成，其中，包括用于驱动第一车轮的第一车轮驱动总成及用于驱动第二车轮的第二车轮驱动总成，所述第一车轮与第二车轮中的一个为左侧车轮，另一个为右侧车轮；
    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；
    所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。
  2. 根据权利要求1所述的电驱动总成，其中，所述第一车轮驱动总成与第二车轮驱动总成之间设置有锁止机构，所述锁止机构能够在接合位置与脱开位置之间切换；
    在所述锁止机构切换至接合位置时，所述第一电机与第二电机动力耦合；在所述锁止机构切换至脱开位置时，所述第一电机与所述第二电机之间的动力中断。
  3. 根据权利要求1所述的电驱动总成，其中，所述第一电机的电机轴单端输出，所述第二电机的电机轴单端输出，所述第一车轮的轮轴与第二车轮的轮轴之间设置有锁止机构，所述锁止机构能够在接合位置与脱开位置之间切换；
    在所述锁止机构切换至接合位置时，所述第一车轮的轮轴与第二车轮的轮轴结合，以使得所述第一电机与第二电机动力耦合；在所述锁止机构切换至脱开位置时，所述第一车轮的轮轴与第二车轮的轮轴之间断开，以使得所述第一电机与所述第二电机的动力中断。
  4. 根据权利要求1所述的电驱动总成，其中，所述第一电机的电机轴双端输出，所述第二电机的电机轴单端输出，所述锁止机构设置在所述第一电机的电机轴的第二输出端处；其中，所述第一电机的电机轴的第一输出端通过所述第一齿轮减速机构与所述第一车轮传动连接，所述第二电机的电机轴的输出端通过所述第二齿轮减速机构与所述第二车轮传动连接；
    在所述锁止机构切换至接合位置时，所述第一电机的电机轴的第二输出端与所述第二齿轮减速机构传动连接，以使得所述第一电机与第二电机动力耦合；在所述锁止机构切换至脱开位置时，所述第一电机的电机轴的第二输出端与所述第二齿轮减速机构断开，以使得所述第一电机与所述第二电机之间的动力中断。
  5. 根据权利要求1所述的电驱动总成，其中，所述第一电机的电机轴双端输出， 所述第二电机的电机轴双端输出，所述锁止机构包括第一锁止机构及第二锁止机构，其中，所述第一电机的电机轴的第一输出端通过所述第一齿轮减速机构与所述第一车轮传动连接，所述第一电机的电机轴的第二输出端通过所述第一锁止机构与所述第二齿轮减速机构连接，所述第二电机的电机轴的第一输出端通过所述第二齿轮减速机构与所述第二车轮传动连接，所述第二电机的电机轴的第二输出端通过所述第二锁止机构与所述第一齿轮减速机构连接；
    在所述第一锁止机构切换至接合位置且所述第二锁止机构切换至接合位置时，所述第一电机的电机轴的第二输出端与所述第二齿轮减速机构传动连接并驱动所述第二车轮，所述第二电机的电机轴的第二输出端与所述第一齿轮减速机构传动连接并驱动所述第一车轮，以使得所述第一电机与第二电机动力耦合，共同驱动所述第一车轮和所述第二车轮；
    在所述第一锁止机构切换至接合位置且所述第二锁止机构切换至脱开位置时，所述第一电机的电机轴的第二输出端与所述第二齿轮减速机构传动连接并驱动所述第二车轮，所述第二电机的电机轴的第二输出端与所述第一齿轮减速机构断开，以使得所述第一电机与第二电机动力耦合，共同驱动所述第二车轮；
    在所述第一锁止机构切换至脱开位置且所述第二锁止机构切换至接合位置时，所述第二电机的电机轴的第二输出端与所述第一齿轮减速机构传动连接，所述第一电机的电机轴的第二输出端与所述第二齿轮减速机构断开，以使得所述第一电机与第二电机动力耦合，共同驱动所述第一车轮；
    在所述第一锁止机构切换至脱开位置且所述第二锁止机构切换至脱开位置时，所述第一电机的电机轴的第二输出端与所述第二齿轮减速机构断开，所述第二电机的电机轴的第二输出端与所述第一齿轮减速机构断开，以使得所述第一电机与所述第二电机之间的动力中断。
  6. 根据权利要求2-5中任意一项所述的电驱动总成，其中，所述锁止机构包括单向离合器及同步器，所述单向离合器连接在所述同步器的齿毂上；
    在所述锁止机构所处的轴正向旋转时，所述单向离合器将所述锁止机构所处的轴与同步器的齿毂传动连接；在所述锁止机构所处的轴反向旋转时，所述单向离合器将所述锁止机构所处的轴与同步器的齿毂传动断开。
  7. 根据权利要求1所述的轮边电驱动总成，其中，所述第一齿轮减速机构为二级减速或三级减速，所述第二齿轮减速机构为二级减速或三级减速；
    所述第一齿轮减速机构及第二齿轮减速机构布置在第一电机与第二电机的同侧或 两侧。
  8. 根据权利要求1所述的电驱动总成，其中，所述第一齿轮减速机构与第一车轮的轮轴之间设置第一行星齿轮机构，所述第二齿轮减速机构与第二车轮的轮轴之间设置第二行星齿轮机构；
    所述第一行星齿轮机构的齿圈连接所述第一齿轮减速机构的输出端，所述第一行星齿轮机构的行星架连接第一车轮的轮轴；或者是，所述第一行星齿轮机构的太阳轮连接所述第一齿轮减速机构的输出端，所述第一行星齿轮机构的行星架连接第一车轮的轮轴；
    所述第二行星齿轮机构的齿圈连接所述第二齿轮减速机构的输出端，所述第二行星齿轮机构的行星架连接第二车轮的轮轴；或者是，所述第二行星齿轮机构的太阳轮连接所述第二齿轮减速机构的输出端，所述第二行星齿轮机构的行星架连接第二车轮的轮轴。
  9. 一种四轮驱动系统，其中，包括前驱动桥及后驱动桥，所述前驱动桥及后驱动桥上均设置有如权利要求1-8中任意一项所述的电驱动总成。
  10. 一种汽车，其中，包括权利要求1-8中任意一项所述的电驱动总成或权利要求9所述的四轮驱动系统。
PCT/CN2022/096240 2021-06-30 2022-05-31 电驱动总成、四轮驱动系统及汽车 Ceased WO2023273770A1 (zh)

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