WO2025246728A1 - 分布式电驱系统及车辆 - Google Patents

分布式电驱系统及车辆

Info

Publication number
WO2025246728A1
WO2025246728A1 PCT/CN2025/090169 CN2025090169W WO2025246728A1 WO 2025246728 A1 WO2025246728 A1 WO 2025246728A1 CN 2025090169 W CN2025090169 W CN 2025090169W WO 2025246728 A1 WO2025246728 A1 WO 2025246728A1
Authority
WO
WIPO (PCT)
Prior art keywords
drive device
drive system
electric drive
distributed electric
reduction gear
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
PCT/CN2025/090169
Other languages
English (en)
French (fr)
Inventor
辛发巧
缪伟
周文太
张安伟
王宝智
麦峰
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Guangzhou Automobile Group Co Ltd
Original Assignee
Guangzhou Automobile Group Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from CN202421172539.0U external-priority patent/CN222522449U/zh
Priority claimed from CN202410666135.5A external-priority patent/CN121062446A/zh
Application filed by Guangzhou Automobile Group Co Ltd filed Critical Guangzhou Automobile Group Co Ltd
Publication of WO2025246728A1 publication Critical patent/WO2025246728A1/zh
Pending legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Classifications

    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/32—Control or regulation of multiple-unit electrically-propelled vehicles

Definitions

  • This application relates to the field of vehicle technology, and mainly to a distributed electric drive system and vehicle.
  • the purpose of this application is to provide a distributed electric drive system and vehicle, which optimizes the layout design of the distributed electric drive system, improves the integration of the distributed electric drive and reduces the envelope size.
  • Some embodiments of this application propose a distributed electric drive system, including:
  • a speed reduction device with a first input terminal and a second input terminal respectively on opposite sides of the speed reduction device;
  • the first drive device and the second drive device are located on opposite sides of the deceleration device.
  • the first drive device is connected to the first input end, and the second drive device is connected to the second input end.
  • the deceleration device, the first drive device and the second drive device form an accommodating space.
  • the controller has a first mounting part, which is installed in the accommodating space and corresponds vertically to the deceleration device.
  • This application discloses a distributed electric drive system.
  • a reduction gear and a first and second drive unit located on either side form an accommodating space.
  • the controller has a first mounting portion, which corresponds vertically to the reduction gear and is located within the accommodating space formed by the first and second drive units, this significantly reduces the height difference between the controller and the first and second drive units, minimizing the overall height of the distributed electric drive system and making it more compact within a limited space.
  • it facilitates direct connection between the three-phase motor wires of the drive unit and the controller's copper busbar, shortening the connection path and reducing cable bends, thereby improving signal transmission efficiency and reducing potential failure points. It also significantly saves copper usage, reducing the demand for copper materials and thus lowering manufacturing costs.
  • the corresponding two ends of the deceleration device are a first end and a second end.
  • One end of the first mounting part is installed in the accommodating space and is correspondingly arranged with respect to the first end.
  • Second mounting parts are provided on both opposite sides of the other end of the first mounting part, and the two second mounting parts are located on opposite sides of the second end.
  • a groove is formed between the first mounting portion and the second mounting portions on both sides, and the second end of the reduction gear is at least partially located within the groove.
  • a first input terminal and a second input terminal are located on opposite sides of the first terminal, and a first output terminal and a second output terminal are correspondingly provided on opposite sides of the second terminal.
  • the input terminal is connected to the corresponding first or second driving device as the power source for the reduction gear, and the output terminal is connected to other transmission devices as the power output terminal for the reduction gear.
  • a first output shaft and a second output shaft are also included.
  • the first output shaft connects the first output end to the wheel
  • the second output shaft connects the second output end to the wheel.
  • One second mounting portion corresponds vertically to the first output shaft
  • the other second mounting portion corresponds vertically to the second output shaft.
  • a first electrical connector and a second electrical connector are used.
  • the first electrical connector is located above the axial centerline of the first driving device and opposite to the second mounting portion on the same side.
  • the first electrical connector is used to connect the first driving device and the second mounting portion.
  • the second electrical connector is located above the axial centerline of the second driving device and opposite to the second mounting portion on the same side.
  • the second electrical connector is used to connect the second driving device and the second mounting portion.
  • a first opening is provided above the axial center line of the first drive device and on the side facing the first electrical connector, and a second mounting part located on the same side as the first drive device is provided with a second opening.
  • the first opening and the second opening are arranged opposite to each other.
  • One side of the first electrical connector is connected to the first drive device through the first opening, and the other side of the first electrical connector is connected to the second mounting part arranged on the same side through the second opening.
  • a third opening is provided above the axial center line of the second drive device and on the side facing the second electrical connector, and a fourth opening is provided on the second mounting part located on the same side as the second drive device.
  • the third opening and the fourth opening are arranged opposite to each other.
  • One side of the second electrical connector is connected to the second drive device through the third opening, and the other side of the second electrical connector is connected to the second mounting part arranged on the same side through the fourth opening.
  • a reducer is correspondingly arranged on opposite sides of the deceleration device.
  • the reducer on one side has a first input terminal, and the reducer on the other side has a second input terminal.
  • the two reducers are arranged symmetrically at the center or translated along opposite sides of the deceleration device.
  • the reducer includes a primary reduction gear set and a secondary reduction gear set.
  • the primary reduction gear set is located at one end of the corresponding two ends of the reduction device, and the secondary reduction gear set is located at the other end of the corresponding two ends of the reduction device.
  • the output end of the primary reduction gear set is driven and coaxially connected to the input end of the secondary reduction gear set.
  • the first-stage reduction gear set has a first input end
  • the second-stage reduction gear set has a first output end.
  • the first-stage reduction gear set is positioned closer to the first drive device than the second-stage reduction gear set. This reduces interference between the output end of the second-stage reduction gear set and the housing of the first drive device, thereby reducing the likelihood of the drive device needing to move outward to avoid interference, which would increase the axial distance.
  • a locking mechanism is also included, which is connected between two reducers.
  • the locking mechanism engages the two reducers to transfer the deceleration power from one side to the other. Connecting the two reducers with the locking mechanism increases the vehicle's traction.
  • the locking mechanism engages both reducers, while one reducer is engaged, the locking mechanism transfers power to the other, allowing both reducers to work together to provide greater driving force, which helps the vehicle overcome obstacles and get out of trouble.
  • a first input shaft and a second input shaft are further included.
  • the first input shaft is driveably connected between the first drive device and the reducer on the corresponding side
  • the second input shaft is driveably connected between the second drive device and the reducer on the corresponding side.
  • a locking mechanism is disposed between the first input shaft and the second input shaft.
  • the first input shaft and the second input shaft are used for power transmission, transmitting the power of the first drive device and the second drive device to the reducer, while the locking mechanism disposed between the first input shaft and the second input shaft enables synchronous power transmission between the reducers on both sides.
  • the locking mechanism includes a synchronizer.
  • an oil pump assembly is also included.
  • the oil pump assembly is disposed below the first mounting portion and between the first drive device and the second drive device.
  • the tops of both the first and second drive devices protrude upward relative to the top of the oil pump assembly.
  • the oil pump assembly is used to deliver cooling oil to the first and second drive devices.
  • the reduction gear is externally provided with a reduction gear housing, and the reduction gear housing is recessed to form a mounting groove, in which the oil pump assembly is installed.
  • the oil pump assembly is installed in the mounting groove.
  • a sensor device is also included.
  • This sensor device is electrically connected to the first and second drive devices and is used to sense and acquire operating state parameters of the first and second drive devices.
  • the sensor device is positioned above the reduction gear, corresponding vertically to the reduction gear and located between the first and second drive devices.
  • the electrical connection lines between the first drive device and the second drive device are integrated and installed between the first drive device and the second drive device.
  • integrating the electrical connection lines between the first drive device and the second drive device can significantly reduce the axial dimension of the distributed electric drive system, making the entire system more compact, and also reducing the length of the electrical connection lines and the complexity of the installation design.
  • the controller includes a controller housing, which is T-shaped.
  • Some embodiments of this application propose a vehicle characterized by including a vehicle body, wheels, and an electric drive system.
  • the wheels are mounted on the vehicle body, and the electric drive system includes a distributed electric drive system as described in some embodiments of this application, which is used to drive the movement of two wheels.
  • the vehicle disclosed in this application by applying the distributed electric drive system of any of the above embodiments, forms a height difference design between the first drive device and the second drive device, and a reduction device is installed between the first drive device and the second drive device. It makes full use of the space between the first drive device, the second drive device and the reduction device to effectively reduce the height dimension of the electric drive system. Furthermore, in specific combination with the corresponding structural design, it makes full use of the space between the first drive device and the second drive device, thereby effectively reducing the axial dimension of the electric drive system.
  • Figure 1 is a spatial structure diagram of a distributed electric drive system according to an embodiment of this application.
  • Figure 2 is one of the exploded views of a distributed electric drive system according to an embodiment of this application;
  • Figure 3 is a second exploded view of a distributed electric drive system according to an embodiment of this application.
  • Figure 4 is a left view of a distributed electric drive system according to an embodiment of this application.
  • Figure 5 is a schematic diagram of the transmission structure of a distributed electric drive system according to an embodiment of this application.
  • Figure 6 is a schematic diagram of the structure of an oil pump assembly according to an embodiment of this application.
  • the terms “installation,” “connection,” and “linking” should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection, an electrical connection, or a connection that allows communication between them; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication between two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.
  • some embodiments of this application propose a distributed electric drive system, including a reduction gear 1, a first drive device 2, a second drive device 3, and a controller 4.
  • the deceleration device 1 has a first input terminal and a second input terminal on opposite sides.
  • the first driving device 2 and the second driving device 3 are located on opposite sides of the deceleration device 1.
  • the first driving device 2 is connected to the first input terminal, and the second driving device 3 is connected to the second input terminal.
  • the deceleration device 1, the first driving device 2 and the second driving device 3 form an accommodating space 102.
  • the controller 4 has a first mounting part 41, which is vertically aligned with the deceleration device 1 and located between the first driving device 2 and the second driving device 3.
  • the first drive device 2 and the second drive device 3 are used to drive the reduction device 1.
  • the output power of the first drive device 2 and the second drive device 3 can be adjusted according to the actual use requirements.
  • the controller 4 is used to electrically connect with the first drive device 2 and the second drive device 3, thereby controlling the working state of the first drive device 2 and the second drive device 3.
  • both the first drive unit 2 and the second drive unit 3 protrude upwards relative to the reduction gear 1.
  • This arrangement creates an accommodating space 102 between the reduction gear 1 and the first drive units 2 and 3 located on both sides. Since the controller 4 has a first mounting part 41, which corresponds vertically to the reduction gear 1 and is located between the first drive units 2 and 3, the first mounting part 41 can be installed in the aforementioned accommodating space 102. This significantly reduces the height difference between the controller 4 and the first drive units 2 and 3, minimizing the height of the distributed electric drive system and making it more compact within a limited space.
  • the spatial arrangement of the first drive units 2 and 3 being higher than the reduction gear 1 also improves the efficiency of cooling oil delivery from the first drive units 2 and 3 to the reduction gear 1, thereby improving the cooling effect of the distributed electric drive system during transmission. This results in good heat dissipation performance, which is beneficial for the stable operation of the distributed electric drive system under various working conditions and extends its service life.
  • this layout addresses the problems in existing distributed electric drive systems where the large height difference between the controller 4 and the drive unit increases connection difficulties and leads to messy wiring.
  • the distributed electric drive system design in this application significantly reduces the height difference between the controller 4 and the first drive unit 2 and the second drive unit 3, avoiding the need for the three-phase motor wires of the drive unit to bypass this height difference, thus preventing increased wire length and bending. Long distances and excessive bending can increase cable resistance and affect signal transmission.
  • the three-phase motor wires of the drive unit can be directly connected to the copper busbar of the controller 4, shortening the connection path and reducing cable bending. This improves signal transmission efficiency, reduces fault points, and significantly saves copper usage, reducing the demand for copper materials and thus lowering manufacturing costs.
  • the corresponding two ends of the speed reduction device 1 are a first end and a second end.
  • the first input end and the second input end are located on opposite sides of the first end, and the opposite sides of the second end are respectively provided with a first output end and a second output end.
  • the first end and the second end of the speed reduction device 1 are respectively configured as an input end and an output end, wherein the input end is connected to the corresponding first driving device 2 or second driving device 3 to serve as the power source of the speed reduction device 1, and the output end is correspondingly connected to other transmission devices to serve as the power output end of the speed reduction device 1.
  • one end of the first mounting part 41 is installed in the accommodating space 102 and is correspondingly arranged with the first end. Specifically, as shown in Figures 2 and 4, one end of the first mounting part 41 is vertically corresponding with the first end and is located between the first driving device 2 and the second driving device 3. The other end of the first mounting part 41 is vertically corresponding with the second end.
  • the controller 4 also has a second mounting part 42.
  • the second mounting part 42 is provided on both opposite sides of the other end of the first mounting part 41.
  • the two second mounting parts 42 are located on opposite sides of the second end.
  • the space on one side of the output end of the reduction gear 1 can be fully utilized by further designing the distribution structure of the controller 4.
  • the controller 4 also includes a second mounting part 42 disposed on opposite sides of the other end of the first mounting part 41. In this way, the second mounting part 42 can provide additional space for other auxiliary components or connecting lines.
  • the second mounting part 42 is distributed on opposite sides of the second end of the reduction gear 1.
  • the second mounting part 42 is arranged with the drive device on the corresponding side, thereby further reducing the spatial height of the distributed electric drive system and improving the system integration.
  • the first mounting portion 41 can be configured as an elongated extension
  • the second mounting portion 42 can be configured as an elongated side protrusion, with the two side protrusions located on both sides of the extension.
  • the extension can be vertically aligned with the length of the reduction gear 1, thus making fuller use of the space along the length of the reduction gear 1.
  • the side protrusions can be correspondingly mounted between the second end of the reduction gear 1 and the first drive device 2, or between the second end of the reduction gear 1 and the first drive device 2, thereby better utilizing the space of the distributed electric drive system.
  • the overall shape of the controller 4 is T-shaped, that is, the first mounting part 41 and the second mounting part 42 form a T-shape.
  • the first mounting part 41 is arranged vertically and vertically with the reducer 11, while the second mounting parts 42 on both sides of the first mounting part 41 are distributed on the two outer sides of the second end of the reducer 1 and are arranged opposite to the corresponding first drive device 2 and second drive device 3.
  • this application does not limit the shape of the controller 4 to the T-shape described above. It can also be designed as a convex shape, a tu-shaped shape, etc. As long as the distribution configuration of the first mounting part 41 and the second mounting part 42 described above is included, it is also one of the solutions limited by this application.
  • the first mounting portion 41 and the second mounting portions 42 disposed on both sides form a groove 103, and the second end of the reduction gear 1 is at least partially located within the groove 103.
  • the groove 103 formed by the two second mounting portions 42 and the first mounting portion 41 is positioned towards the side where the second end of the reduction gear 1 is located.
  • This increases the dimension of the second mounting portion 42 along the height direction of the first drive device 2 or the second drive device 3.
  • this allows the controller 4 to accommodate more controller components; on the other hand, without increasing the height dimension of the distributed electric drive system, the reduction gear 1 and the second mounting portion 42 at least partially overlap in the height direction, thereby reducing the height dimension of the distributed electric drive system.
  • the distributed electric drive system also includes a first output shaft 51 and a second output shaft 52.
  • the first output shaft 51 is used to connect the first output end to the wheel
  • the second output shaft 52 is used to connect the second output end to the wheel.
  • One second mounting part 42 corresponds vertically to the first output shaft 51
  • the other second mounting part 42 corresponds vertically to the second output shaft 52.
  • W1 and W2 refer to the left and right wheels, respectively.
  • Connecting the output end of the reduction gear 1 to the wheels via the first output shaft 51 and the second output shaft 52 enhances the overall system's output stability.
  • the output shaft design ensures more direct and efficient power transmission, reducing energy loss and vibration.
  • aligning the second mounting portion 42 vertically with either the first or second output shaft 51, and with the two second mounting portions 42 located on opposite sides of the second end and higher than the corresponding first and second output ends vertically when the distributed electric drive system is applied in a vehicle, it not only fully utilizes the space between the first output shaft 51 and the vehicle floor to install the controller 4, but also allows the second mounting portion 42 of the controller 4 to be positioned opposite the corresponding first and second drive devices. This facilitates direct connection between the three-phase motor wires of the drive device and the controller's copper busbar, significantly saving copper usage and better protecting the controller 4, thereby improving structural stability.
  • the distributed electric drive system also includes a first electrical connector 71 and a second electrical connector 72.
  • the first electrical connector 71 and the second electrical connector 72 are used for electrical control connection with the first drive device 2 and the second drive device 3, respectively.
  • the first electrical connector 71 is located above the axial centerline of the first drive device 2 and is opposite to the second mounting portion 42 located on the same side.
  • the first electrical connector 71 is used to connect the first drive device 2 to the aforementioned second mounting portion 42 located on the same side.
  • the second electrical connector 72 is located above the axial centerline of the second drive device 3 and is opposite to the second mounting portion 42 located on the same side.
  • the second electrical connector 72 is used to connect the second drive device 3 to the aforementioned second mounting portion 42 located on the same side.
  • the electrical connection between the first drive device 2 and the second mounting part 42 is a direct connection structure, avoiding the need for other connections to increase the length and bending degree of the wire, thereby enhancing electrical stability.
  • the electrical connection between the second drive unit 3 and the second mounting part 42 is also a direct connection structure, which can shorten the connection path and reduce the degree of cable bending, thereby improving signal transmission efficiency, reducing fault points, and greatly saving copper usage.
  • first drive device 2 and the second drive device 3 are respectively equipped with motors.
  • first drive device 2 and the second drive device 3 are connected to the reduction device 1 through rotor shafts.
  • the axial center line of the first drive device 2 can be understood as the axis of the rotor shaft.
  • the electrical connector 7 is a high-voltage connector.
  • a sealing ring is provided between the controller 4 and the high-voltage connectors on both sides to provide better dustproof and waterproof effect, and improve the safety and stability of the electrical connection.
  • the first drive device 2 has a first opening 104 above its axial center line and facing the first electrical connector 71.
  • the second mounting part 42 located on the same side as the first drive device 2, has a second opening.
  • the first opening 104 and the second opening are opposite to each other.
  • One side of the first electrical connector 71 is connected to the first drive device 2 through the first opening 104, and the other side of the first electrical connector 71 is connected to the second mounting part on the same side through the second opening.
  • the two sides of the first electrical connector 71 can be connected to the first drive device 2 and the corresponding second mounting part 42 through the openings, realizing a direct connection structure between the first drive device 2 and the controller.
  • a third opening is provided above the axial center line of the second drive device 3 and on the side facing the second electrical connector 72
  • a fourth opening is provided on the second mounting part 42 located on the same side as the second drive device 3.
  • the third opening and the fourth opening are arranged opposite to each other.
  • One side of the second electrical connector 72 is connected to the second drive device 3 through the third opening
  • the other side of the second electrical connector 72 is connected to the second mounting part 42 arranged on the same side through the fourth opening, so that the two sides of the second electrical connector 72 can be connected to the second drive device 3 and the corresponding second mounting part 42 through the openings, realizing a direct connection structure between the second drive device 3 and the controller.
  • a reducer 11 is correspondingly arranged on opposite sides of the reduction device 1.
  • the reducer 11 on one side has a first input end
  • the reducer 11 on the other side has a second input end.
  • the two reducers 11 are arranged symmetrically or translated along opposite sides of the reduction device 1.
  • the stability of the system can be enhanced.
  • This symmetrical or translated design helps to balance the forces and torques within the system, reduce vibration and imbalance, improve the reliability and stability of the system, and also makes fuller use of space, making the entire system more compact and efficient.
  • the reducer includes a primary reduction gear set and a secondary reduction gear set.
  • the primary reduction gear set is located at one end of the corresponding two ends of the reduction device, and the secondary reduction gear set is located at the other end of the corresponding two ends of the reduction device.
  • the output end of the primary reduction gear set is connected to the input end of the secondary reduction gear set and is coaxially arranged.
  • the distributed electric drive system further includes a locking mechanism 8 connected between two reducers 11.
  • the locking mechanism 8 engages the two reducers 11 to transmit the deceleration power of one side to the reducer 11 on the other side.
  • a single drive unit and reducer 11 may not provide sufficient traction to get the vehicle out of trouble.
  • Connecting the two reducers 11 via the locking mechanism 8 increases the vehicle's traction.
  • the locking mechanism 8 engages with the reducers 11 on both sides, with one reducer 11 engaged, the locking mechanism 8 transmits power to the other reducer 11, allowing both reducers 11 to work together and provide greater driving force, helping the vehicle overcome obstacles and get out of trouble.
  • the vehicle's power transmission may be interfered with or interrupted.
  • the locking mechanism 8 ensures a stable connection between the two reducers 11, preventing loss or interruption of power transmission. This stability ensures continuous and effective power output, helping to improve the vehicle's ability to get out of trouble.
  • first input shaft 61 and a second input shaft 62.
  • the first input shaft 61 is driveably connected between the first drive device 2 and the corresponding reducer 11
  • the second input shaft 62 is driveably connected between the second drive device 3 and the corresponding reducer 11.
  • a locking mechanism 8 is disposed between the first input shaft 61 and the second input shaft 62, so that the locking mechanism 8 is in an engaged state, transmitting the power of the reducer 11 on one side to the reducer 11 on the other side.
  • the reducer 11 By driving the reducer 11 on the corresponding side respectively with the first drive device 2 and the second drive device 3, and using the first input shaft 61 and the second input shaft 62 for power transmission, the power of the first drive device 2 and the second drive device 3 is transmitted to the reducer 11, and the locking mechanism 8 is disposed between the first input shaft 61 and the second input shaft 62, the power transmission of the reducers 11 on both sides can be realized synchronously.
  • the locking mechanism 8 when it is necessary to synchronously transmit the power to both reducers 11, the locking mechanism 8 is engaged with the first input shaft 61 and the second input shaft 62. At this time, the first input shaft 61 and the second input shaft 62 are connected together, realizing the power transmission between the two reducers 11. When the coordinated operation of the two reducers 11 is not required, the locking mechanism 8 can be disengaged, allowing the two reducers 11 to work independently, achieving distributed drive.
  • the reducer 11 includes a primary reduction gear set 111 and a secondary reduction gear set 112.
  • the primary reduction gear set 111 is located at one end of the corresponding two ends of the reduction device 1
  • the secondary reduction gear set 112 is located at the other end of the corresponding two ends of the reduction device 1.
  • the output end of the primary reduction gear set 111 and the input end of the secondary reduction gear set 112 are connected in a driving connection and coaxially arranged.
  • the primary reduction gear set 111 and the secondary reduction gear set 112 are distributed along the length direction of the reduction device 1. When this distributed electric drive system is applied to a vehicle, it can effectively utilize the space of the reducer 11 along the length direction of the vehicle body.
  • the coaxial connection between the output end of the primary reduction gear set 111 and the input end of the secondary reduction gear set 112 shortens the occupied size along the length direction of the vehicle body, making the overall structure of the distributed electric drive system more compact.
  • the first-stage reduction gear set 111 has a first input end, and the second-stage reduction gear set 112 has a first output end.
  • the first-stage reduction gear set 111 is located closer to the first drive device than the second-stage reduction gear set 112.
  • the reducer 11 with a second input end can also have its first-stage reduction gear set 111 positioned closer to the second drive device than its second-stage reduction gear set 112.
  • the first-stage reduction gear sets 111 of the reducers 11 on both sides are respectively provided with first-stage input gears. These gears are directly connected to the first input shaft 61 or the second input shaft 62 on the corresponding side, thereby transmitting power under the drive of the drive device.
  • the reducer 11 includes a first-stage reduction gear set 111 and a second-stage reduction gear set 112.
  • the first-stage reduction gear set 111 includes a meshing first-stage driving gear 1111 and a first-stage driven gear 1112.
  • the second-stage reduction gear set 112 includes a meshing second-stage driving gear 1121 and a second-stage driven gear 1122.
  • the first input shaft 61 is connected to the first-stage driving gear 1111.
  • the first-stage driven gear 1112 and the second-stage driving gear 1121 are mounted on the same intermediate transmission shaft.
  • the second-stage driven gear 1122 drives the wheels on both sides to rotate through the first output shaft 51 or the second output shaft 52.
  • the locking mechanism 8 can also be located between the first output shaft 51 and the second output shaft 52, which can also transmit the power of one reducer 11 to the other reducer 11.
  • placing the locking mechanism 8 between the first input shaft 61 and the second input shaft 62 allows for more direct and efficient power transmission control since the input shaft is the starting point of power transmission. It also reduces torque loss during transmission, enabling more efficient transmission of torque between the two reducers 11 and achieving faster and more accurate power synchronization between the two reducers 11, thus improving the vehicle's traction and ability to get out of trouble.
  • the first-stage drive gear 1111 is arranged close to the first drive device 2 or the second drive device 3 on the same side, which helps to significantly reduce the axial distance between the first drive device 2 and the second drive device 3.
  • the second-stage reduction gear set 112 is set further away from the first drive device 2 than the first-stage reduction gear set 111. This can avoid interference between the output end of the second-stage reduction gear set 112 and the housing of the first drive device 2, thus preventing the drive device from having to move outward to avoid the situation where the axial distance increases.
  • the locking mechanism 8 includes a synchronizer.
  • the synchronizer reduces impact and vibration between the first input shaft 61 and the second input shaft 62.
  • the synchronizer allows for a smooth transition, reducing impact on the system, lowering vibration and noise, and improving system comfort and stability.
  • the distributed electric drive system further includes an oil pump assembly 9, which is disposed below the first mounting portion 41 and between the first drive device 2 and the second drive device 3.
  • the tops of both the first drive device 2 and the second drive device 3 protrude upwards relative to the top of the oil pump assembly 9.
  • the oil pump assembly 9 is used to supply cooling oil to the first drive device 2 and the second drive device 3.
  • the electric oil pump sub-assembly as an independent structure and integrating it into the oil pump assembly 9, which is used to supply cooling oil to the first drive device 2 and the second drive device 3, it is possible to ensure that the first drive device 2 and the second drive device 3 operate at an appropriate temperature, avoiding malfunctions or safety hazards caused by overheating.
  • the oil pump assembly 9 is installed between the first drive unit 2 and the second drive unit 3, which shortens the oil passage path for the oil pump assembly 9 to deliver cooling oil to both sides. Moreover, the oil pump assembly 9 is integrated below the first mounting part 41 of the controller 4, which helps to reduce the height of the distributed electric drive system. Furthermore, the independently designed electric oil pump sub-assembly can more flexibly adapt to different spatial layout requirements. Depending on the specific vehicle design and the configuration of the electric drive system, the electric oil pump sub-assembly can be placed in a more suitable position, thereby optimizing the layout of the entire system and improving the performance and efficiency of the vehicle.
  • the oil pump assembly 9 includes an electric oil pump motor 91, a pump head 92, and an electric oil pump housing 93.
  • the electric oil pump housing 93 has a mounting cavity, allowing the electric oil pump motor 91 and pump head 92 to be integrated and installed within the mounting cavity.
  • the electric oil pump housing 93 also serves a protective function.
  • the oil pump assembly 9 is bolted to the first drive unit 2 and the second drive unit 3 on both sides, making disassembly and replacement relatively simple. When the electric oil pump malfunctions or needs replacement, it can be quickly removed from the bolted connection and replaced without extensive disassembly of the entire electric drive system. This greatly improves maintenance efficiency and convenience.
  • the reducer 1 is provided with a reducer housing 12 on its exterior, and a portion of the reducer housing 12 is recessed to form a mounting groove 101, in which the oil pump assembly 9 is installed.
  • the oil pump assembly 9 can be accommodated.
  • the space between the reducer 11, the first mounting part 41 of the controller 4, the first drive device 2, and the second drive device 3 can be made more fully utilized, further optimizing the overall size of the system.
  • the oil pump assembly 9 is installed in the mounting groove 101, which can enhance the stability of the oil pump assembly 9 and prevent it from shifting or vibrating during operation.
  • the distributed electric drive system further includes a sensor device, which is electrically connected to the first drive device 2 and the second drive device 3, and is used to sense and acquire the operating status parameters of the first drive device 2 and the second drive device 3.
  • the sensor device is disposed above the deceleration device 1, and is vertically corresponding to the deceleration device 1 and located between the first drive device 2 and the second drive device 3.
  • the sensor device is used to sense and acquire operating status parameters of the first drive unit 2 and the second drive unit 3, such as rotational speed, temperature, and pressure.
  • This real-time monitoring function helps to detect abnormalities in a timely manner and take corresponding measures to deal with them.
  • integrating the sensor device into the area between the first drive unit 2 and the second drive unit 3 can maximize the use of limited space, thereby reducing the axial dimensions of the first drive unit 2 and the second drive unit 3. When applied to vehicles, this can correspondingly reduce the dimensions of the distributed electric drive system along the vehicle width direction.
  • the sensor device includes a resolver signal sensor and an oil temperature signal sensor.
  • the resolver signal sensor is typically used to detect the rotor position of the motor, which is beneficial for precise control of the motor's rotation angle and speed.
  • the oil temperature signal sensor is used to monitor the oil temperature, ensuring that the system operates at a suitable temperature and preventing overheating or damage. Integrating the above-mentioned sensors in the area between the first drive unit 2 and the second drive unit 3 effectively utilizes this space and avoids the additional size increase caused by integration on the end cover side of the first drive unit 2 and the second drive unit 3. Through this integration method, the axial dimension of the distributed electric drive system can be reduced, making it more compact.
  • the electrical connection lines of the first drive device 2 and the second drive device 3 are integrated and installed between the first drive device 2 and the second drive device 3.
  • the first drive device 2 and the second drive device 3 include motors, and the electrical connection lines of the motors and the controller 4 or other devices are integrated in the area between them.
  • this can significantly reduce the axial dimension of the distributed electric drive system, making the entire system more compact; it can also reduce the length and complexity of the electrical connection lines, reducing the risk of signal attenuation, interference, and failure caused by excessively long or complex lines.
  • the controller 4 includes a controller housing, which is T-shaped.
  • the controller housing is configured to correspond to the overall shape of the controller 4.
  • the first mounting part 41 in the T-shape of the controller housing corresponds to the first mounting part 41 of the controller 4 and is positioned above the reducer 11 and between the first drive device 2 and the second drive device 3.
  • the two protruding parts on both sides of the T-shape of the controller housing correspond to the second mounting part 42 of the controller 4.
  • the controller housing is T-shaped and correspondingly installed in the accommodating space formed by the two drive devices and the reducer 1, and between the two sides of the output end of the reducer 1. This makes the overall structure compact.
  • Some embodiments of this application propose a vehicle including a body, wheels, and an electric drive system.
  • the wheels are mounted on the body, and the electric drive system includes a distributed electric drive system as described in any of the above embodiments, which drives the movement of two wheels.
  • a height difference is formed between the first drive device 2 and the second drive device 3, and a reduction gear 1 is installed between the first drive device 2 and the second drive device 3.
  • the height of the electric drive system is effectively reduced by fully utilizing the space between the first drive device 2, the second drive device 3, and the reduction gear 1.
  • the space between the first drive device 2 and the second drive device 3 is fully utilized, thereby effectively reducing the axial dimension of the electric drive system.

Landscapes

  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Power Engineering (AREA)
  • Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)

Abstract

一种分布式电驱系统及车辆，分布式电驱系统包括减速装置（1），减速装置（1）的相对两侧对应设有第一输入端和第二输入端；第一驱动装置（2）和第二驱动装置（3）位于减速装置（1）的相对两侧，第一驱动装置（2）与第一输入端连接，第二驱动装置（3）与第二输入端连接，减速装置（1）、第一驱动装置（2）和第二驱动装置（3）围合成容置空间；控制器（4）具有第一安装部（41），第一安装部装（41）设于容置空间内且与减速装置（1）上下对应。

Description

分布式电驱系统及车辆
相关申请的交叉引用
本申请要求于2024年5月27日提交中国专利局，申请号为202410666135.5，申请名称为“分布式电驱系统及车辆”、于2024年5月27日提交中国专利局，申请号为202421172539.0，申请名称为“分布式电驱系统及车辆”的中国专利申请的优先权，其全部内容通过引用结合在本申请中。
技术领域
本申请涉及车辆技术领域，主要涉及一种分布式电驱系统及车辆。
背景技术
现有分布式电驱技术由于集成了双电机及双电控，而电机和控制器的尺寸通常较大，还需要将每个驱动系统连接到车辆的底盘和车身上，导致包络尺寸较大，给整车的布置带来了困难。
发明内容
鉴于上述现有技术的不足之处，本申请的目的在于提供一种分布式电驱系统及车辆，优化分布式电驱系统的布置设计，提升了分布式电驱的集成度并减小包络尺寸。
为了达到上述目的，本申请采取了以下技术方案：
本申请的一些实施例提出了一种分布式电驱系统，包括：
减速装置，减速装置的相对两侧对应设有第一输入端和第二输入端；
第一驱动装置和第二驱动装置，位于减速装置的相对两侧，第一驱动装置与第一输入端连接，第二驱动装置与第二输入端连接，减速装置、第一驱动装置和第二驱动装置围合成容置空间；
控制器，具有第一安装部，第一安装部装设于容置空间内且与减速装置上下对应。
本申请公开一种分布式电驱系统，减速装置与设置在两侧的第一驱动装置和第二驱动装置之间形成容置空间，由于控制器具有第一安装部，且该第一安装部与减速装置上下对应且位于第一驱动装置、第二驱动装置以及减速装置围成的容置空间内，一方面大大缩短控制器与第一驱动装置和第二驱动装置之间的高度差，尽可能降低分布式电驱系统高度尺寸，使其在有限的空间内更加紧凑。另一方面，便于驱动装置的电机三相线与控制器铜排直连，缩短连接路径和减少线缆的弯曲程度，从而起到提高信号传输效率，并减少故障点的作用，还大大节省了用铜量，可以减少对铜材料的需求，从而降低制造成本。
在本申请的一些实施例中，减速装置的相应两端为第一端和第二端，第一安装部的一端装设于容置空间内且与第一端对应设置，第一安装部的另一端的相对两侧上均设置有第二安装部，两个第二安装部位于第二端的相对两侧上。通过将控制器的第二安装部分布在减速装置第二端的相对两侧上，进而能充分利用减速装置第二端的输出端两侧的空间，能进一步降低分布式电驱系统构型的高度尺寸。
在本申请的一些实施例中，第一安装部以及两侧设置的第二安装部之间围合成凹槽，减速装置的第二端至少部分位于凹槽内。通过设置两第二安装部与第一安装部之间围成凹槽，从而增加了第二安装部沿第一驱动装置与第二驱动装置轴向方向上的尺寸，以使控制器容纳更多控制器元件，同时可以在不增加分布式电驱系统的高度尺寸的情况下，使减速装置与第二安装部在高度方向至少部分重合，以减小分布式电驱系统在高度方向的尺寸。
在本申请的一些实施例中，第一输入端和第二输入端对应地位于第一端的相对两侧，第二端的相对两侧对应设有第一输出端与第二输出端。这样，输入端与对应的第一驱动装置或者第二驱动装置连接而作为减速装置的动力来源，输出端对应地与其他传动装置连接而作为减速装置的动力输出端。
在本申请的一些实施例中，还包括第一输出轴和第二输出轴，第一输出轴用于连接第一输出端与车轮，第二输出轴用于连接第二输出端与车轮，其中一个第二安装部与第一输出轴上下对应，另一个第二安装部与第二输出轴上下对应。通过将第二安装部与第一输出轴或第二输出轴上下对应，两个第二安装部位于第二端的相对两侧且沿上下方向高于相应的第一输出端与第二输出端，这样，当分布式电驱系统应用在车辆中，不仅能充分利用第一输出轴与车辆底部之间的空间来安装控制器，能够更好地保护控制器，从而提高结构的稳定性。
在本申请的一些实施例中，第一电连接器和第二电连接器，第一电连接器位于第一驱动装置的轴向中心线上方且与同侧设置的第二安装部相对设置，第一电连接器用于连接第一驱动装置与第二安装部，第二电连接器位于第二驱动装置的轴向中心线上方且与同侧设置的第二安装部相对设置，第二电连接器用于连接第二驱动装置与第二安装部。通过将第一电连接器设置在第一驱动装置的轴向中心线上方且与第二安装部相对设置，使得第一驱动装置与第二安装部之间的电连接呈直连结构，避免其他连接需要增加线的长度和弯曲程度，从而增强电气稳定性。同样地，第二驱动装置与第二安装部之间的电连接也呈直连结构，能缩短连接路径和减少线缆的弯曲程度，从而起到提高信号传输效率，并减少故障点的作用，还大大节省了用铜量。
在本申请的一些实施例中，第一驱动装置的轴向中心线上方且朝向第一电连接器的一侧设有第一开口，与第一驱动装置位于同一侧的第二安装部设有第二开口，第一开口与第二开口相对设置，第一电连接器的一侧通过第一开口与第一驱动装置连接，第一电连接器的另一侧通过第二开口与同侧设置的第二安装部连接。
在本申请的一些实施例中，第二驱动装置的轴向中心线上方且朝向第二电连接器的一侧设有第三开口，与第二驱动装置位于同一侧的第二安装部设有第四开口，第三开口与第四开口相对设置，第二电连接器的一侧通过第三开口与第二驱动装置连接，第二电连接器的另一侧通过第四开口与同侧设置的第二安装部连接。
在本申请的一些实施例中，减速装置的相对两侧上对应地设置有一个减速器，位于其中一侧的减速器设有第一输入端，位于另一侧的减速器设有第二输入端，两个减速器呈中心对称设置或沿减速装置的相对两侧平移设置。通过将两个减速器呈中心对称设置或沿减速装置的相对两侧平移设置，可以增强系统的稳定性，有助于平衡系统内的力和扭矩，减少振动和不平衡现象，还可以更充分地利用空间，使整个系统更加紧凑和高效。
在本申请的一些实施例中，减速器包括一级减速齿轮组和二级减速齿轮组，一级减速齿轮组位于减速装置的相应两端的其中一端上，二级减速齿轮组位于减速装置的相应两端的另外一端上，一级减速齿轮组的输出端与二级减速齿轮组的输入端传动连接且同轴设置。通过将一级减速齿轮组的输入端与二级减速齿轮组的输出端对应地设置在减速装置的相对应的两端上，能有效利用减速器沿车身长度方向的空间利用，一级减速齿轮组的输出端与二级减速齿轮组的输入端之间通过同轴传动连接从而缩短在沿车身长度方向的占用尺寸，使得分布式电驱系统的整体结构更加紧凑。
在本申请的一些实施例中，一级减速齿轮组设有第一输入端，二级减速齿轮组设有第一输出端，一级减速齿轮组相对于二级减速齿轮组更靠近第一驱动装置设置。进而可以降低二级减速齿轮组的输出端与第一驱动装置的壳体造成干涉，以降低驱动装置需向外侧移动避让导致轴向距离增大的情况发生。
在本申请的一些实施例中，还包括锁止机构，锁止机构连接于两个减速器之间，锁止机构通过接合两个减速器，以将其中一侧的减速的动力传递至另一侧的减速器上。通过锁止机构连接两个减速器，可以增加车辆的牵引力，在锁止机构结合两侧的减速器时，在一侧的减速器工作的情况下，锁止机构将动力传递至另一侧的减速器，使得两个减速器共同作用，提供更大的驱动力，有助于车辆克服障碍和脱困。
在本申请的一些实施例中，还包括第一输入轴和第二输入轴，第一输入轴传动连接于第一驱动装置与对应一侧的减速器之间，第二输入轴传动连接于第二驱动装置与对应一侧的减速器之间，锁止机构设置在第一输入轴与第二输入轴之间。具体地，第一输入轴和第二输入轴分别用于动力传递，将第一驱动装置和第二驱动装置的动力传递给减速器，而锁止机构设置在第一输入轴与第二输入轴之间，能够实现两侧减速器的动力同步传递。
在本申请的一些实施例中，锁止机构包括同步器。
在本申请的一些实施例中，还包括油泵总成装置，油泵总成装置设置在第一安装部的下方且位于第一驱动装置和第二驱动装置之间，第一驱动装置和第二驱动装置的顶部均相对于油泵总成装置的顶部向上凸起，油泵总成装置用于向第一驱动装置和第二驱动装置输送冷却油。通过集成设计油泵总成装置，缩短了油泵总成装置向两侧输送冷却油的油道路径，还能使得油泵油道加工工艺也更简单。
在本申请的一些实施例中，减速装置的外部设有减速器壳体，减速器壳体凹设形成安装槽，油泵总成装置安装于安装槽内。这样，一方面能更加充分利用减速器、控制器的第一安装部、第一驱动装置以及第二驱动装置之间的空间，进一步优化系统的整体尺寸；另一方面，油泵总成装置安装于安装槽内，可以增强油泵总成装置的稳定性，防止其在工作过程中发生位移或振动。
在本申请的一些实施例中，还包括传感器装置，传感器装置与第一驱动装置和第二驱动装置电连接，用于感应获取第一驱动装置和第二驱动装置的工作状态参数，传感器装置设置在减速装置的上方，传感器装置与减速装置上下对应且位于第一驱动装置和第二驱动装置之间。通过将传感器装置集成在第一驱动装置和第二驱动装置之间的区域内，能够最大限度地利用有限的空间，从而减少第一驱动装置和第二驱动装置的轴向尺寸，应用在车辆中，相应地可以减少分布式电驱系统沿车宽方向的尺寸。
在本申请的一些实施例中，第一驱动装置和第二驱动装置的电连接线集成安装于第一驱动装置和第二驱动装置之间。相比于现有技术中，将电连接线分散在电机端盖两侧的技术方案而言，通过将第一驱动装置和第二驱动装置的电连接线集成在两者之间，能够很好地减少分布式电驱系统的轴向尺寸，使得整个系统更加紧凑，还减少了电连接线的长度和降低安装设计的复杂性。
在本申请的一些实施例中，控制器包括控制器壳体，控制器壳体呈T字型。
本申请的一些实施例提出了一种车辆，其特征在于，包括车体、车轮以及电驱系统，车轮装设于车体上，电驱系统包括如本申请的一些实施例的分布式电驱系统，分布式电驱系统用于驱动两个车轮运动。
本申请公开的一种车辆，通过应用上述任一实施例的分布式电驱系统，将第一驱动装置和第二驱动装置之间形成高度差设计，减速装置安装于第一驱动装置和第二驱动装置之间，并且充分利用第一驱动装置、第二驱动装置以及减速装置之间的空间而有效地降低电驱系统的高度尺寸，进一步地，具体结合对应的结构设计充分利用第一驱动装置与第二驱动装置之间的空间，从而有效降低电驱系统的轴向尺寸。
附图说明
图1是本申请一实施例的分布式电驱系统的空间结构示意图；
图2是本申请一实施例的分布式电驱系统的爆炸图之一；
图3是本申请一实施例的分布式电驱系统的爆炸图之二；
图4是本申请一实施例的分布式电驱系统的左视图；
图5是本申请一实施例的分布式电驱系统的传动结构示意图；
图6是本申请一实施例的油泵总成装置的结构示意图。
其中，附图标记与部件名称之间的对应关系为：
1减速装置，101安装槽，102容置空间，103凹槽，104第一开口，11减速器，111一
级减速齿轮组，1111一级主动齿轮，1112一级从动齿轮，112二级减速齿轮组，1121二级主动齿轮，1122二级从动齿轮，12减速器壳体；
2第一驱动装置；
3第二驱动装置；
4控制器，41第一安装部，42第二安装部；
51第一输出轴，52第二输出轴；
61第一输入轴，62第二输入轴；
71第一电连接器，72第二电连接器；
8锁止机构；
9油泵总成装置，91电动油泵电机，92泵头，93电动油泵壳体。
具体实施方式
本申请提供一种分布式电驱系统及车辆，为使本申请的目的、技术方案及效果更加清楚、明确，以下参照附图并举实施例对本申请进一步详细说明。应当理解，此处所描述的具体实施例仅用以解释本申请，并不用于限定本申请的保护范围。
在本申请的描述中，需要理解的是，术语“上”、“下”、“内”、“外”等指示的方位或位置关系为基于附图所示的方位或位置关系，仅是为了便于描述本申请和简化描述，而不是指示或暗示所指的装置或元件必须具有特定的方位、以特定的方位构造和操作，因此不能理解为对本申请的限制。
在本申请的描述中，需要说明的是，除非另有明确的规定和限定，术语“安装”、“相连”、“连接”应做广义理解，例如，可以是固定连接，也可以是可拆卸连接，或一体地连接；可以是机械连接，也可以是电连接或可以相互通讯；可以是直接连接，也可以通过中间媒介间接相连，可以是两个元件内部的连通或两个元件的相互作用关系。对于本领域的普通技术人员而言，可以根据具体情况理解上述术语在本申请中的具体含义。
现有分布式电驱技术由于集成了双电机及双电控，而电机和控制器4的尺寸通常较大，还需要将每个驱动系统连接到车辆的底盘和车身上，导致包络尺寸较大，给整车的布置带来了困难。
基于此，本申请的一些实施例提出了一种分布式电驱系统，包括减速装置1、第一驱动装置2、第二驱动装置3以及控制器4。
请参照附图1至附图4，减速装置1的相对两侧对应设有第一输入端和第二输入端；第一驱动装置2和第二驱动装置3位于减速装置1的相对两侧，第一驱动装置2与第一输入端连接，第二驱动装置3与第二输入端连接，减速装置1、第一驱动装置2和第二驱动装置3之间围合成容置空间102，控制器4，具有第一安装部41，第一安装部41与减速装置1上下对应且位于第一驱动装置2和第二驱动装置3之间。
如附图2所示，第一驱动装置2和第二驱动装置3用于与减速装置1传动连接，在减速装置1作用下，能根据实际使用需求调节第一驱动装置2和第二驱动装置3的输出动力，控制器4用于与第一驱动装置2和第二驱动装置3电连接，从而控制第一驱动装置2和第二驱动装置3的工作状态。
其中，为了优化分布式电驱系统的空间构型设计，通过将第一驱动装置2和第二驱动装置3均相对于减速装置1向上凸起，这样设置使得减速装置1与设置在两侧的第一驱动装置2和第二驱动装置3之间形成容置空间102，由于控制器4具有第一安装部41，且该第一安装部41与减速装置1上下对应且位于第一驱动装置2和第二驱动装置3之间，使得第一安装部41可以安装于上述的容置空间102中，一方面大大缩短控制器4与第一驱动装置2和第二驱动装置3之间的高度差，尽可能降低分布式电驱系统高度尺寸，使其在有限的空间内更加紧凑。另一方面，第一驱动装置2和第二驱动装置3的高于减速装置1设置的空间布局，还有利于由第一驱动装置2和第二驱动装置3流向减速装置1的冷却油输送效率，从而提高分布式电驱系统在传动过程中的冷却效果，具有良好的散热性能从而有利于分布式电驱系统在各种工作条件下稳定运行，延长其使用寿命。
更详细地，该布局可以解决现有的分布式电驱系统构型中由于控制器4与驱动装置之间的高度差太大，从而增加连接的困难度，出现连接线分布杂乱等问题。而本申请设计的分布式电驱系统构型中，大大缩短了控制器4与第一驱动装置2和第二驱动装置3之间的高度尺寸，避免驱动装置的电机三相线需要绕过这个高度差，从而增加线的长度和弯曲程度，而长距离和过多的弯曲可能会增加线缆的电阻，影响信号的传输效果的问题。上述的分布式电驱系统中，便于驱动装置的电机三相线与控制器4铜排直连，缩短连接路径和减少线缆的弯曲程度，从而起到提高信号传输效率，并减少故障点的作用，还大大节省了用铜量，可以减少对铜材料的需求，从而降低制造成本。
在本申请的一些实施例中，减速装置1的相应两端为第一端和第二端，第一输入端和第二输入端对应地位于第一端的相对两侧，第二端的相对两侧对应设有第一输出端与第二输出端。减速装置1的第一端和第二端分别对应地配置为输入端以及输出端，其中，输入端与对应的第一驱动装置2或者第二驱动装置3连接而作为减速装置1的动力来源，输出端对应地与其他传动装置连接而作为减速装置1的动力输出端。
进一步地，第一安装部41的一端装设于容置空间102内且与第一端对应设置，具体地，如图2和图4所示，第一安装部41的一端与第一端上下对应且位于第一驱动装置2和第二驱动装置3之间，第一安装部41的另一端与第二端上下对应，控制器4还具有第二安装部42，第一安装部41的另一端的相对两侧上均设置有第二安装部42，两个第二安装部42位于第二端的相对两侧上。
具体来说，为了进一步降低分布式电驱系统构型的高度尺寸，可以通过进一步设计控制器4的分布结构从而充分利用减速装置1输出端一侧的空间，控制器4还包括设置在第一安装部41的另一端的相对两侧上的第二安装部42，这样，第二安装部42可以为其他辅助部件或连接线路提供额外的空间，第二安装部42分布在减速装置1第二端的相对两侧上，结合上述的实施例方案以及附图可知，第二安装部42与对应一侧的驱动装置排列设置，从而进一步降低分布式电驱系统的空间高度，提高了系统集成度。
在本申请的一些实施例中，第一安装部41可以设置为长条状的延伸部，第二安装部42可以设置为长条状的侧凸部，相应地，两个侧凸部位于延伸部的两侧。进一步地，延伸部可以与减速装置1的长度方向上下对应设置，这样可以更加充分地利用减速装置1沿长度设置的空间，而且，侧凸部可以对应地装设于减速装置1的第二端与第一驱动装置2之间，或装设于减速装置1的第二端与第一驱动装置2之间，进而能够更好地利用分布式电驱系统的空间。
详细地，可参照图1和图2，控制器4的整体形状呈T字型，即第一安装部41与第二安装部42构成T字型，第一安装部41与减速器11上下对应设置，而第一安装部41两侧的第二安装部42则分布在减速装置1的第二端的两个外侧，并与各自对应的第一驱动装置2和第二驱动装置3相对设置。
当然，本申请并不限定控制器4的形状为上述的T字型，还可以设计成凸字形、土字形等，只要包含上述的第一安装部41和第二安装部42的分布构型也属于本申请限定的方案之一。
在本申请的一些实施例中，第一安装部41以及两侧设置的第二安装部42之间围合成凹槽103，减速装置1的第二端至少部分位于凹槽103内。结合附图1所示，两个第二安装部42与第一安装部41之间围合成的凹槽103朝向减速装置1的第二端的所在一侧设置，这样可以增加第二安装部42沿第一驱动装置2或第二驱动装置3的高度方向上的尺寸，一方面可以使控制器4容纳更多控制器元件，另一方面，在不增加分布式电驱系统的高度尺寸的情况下，使减速装置1与第二安装部42在高度方向至少部分重合，以减小分布式电驱系统在高度方向的尺寸。
进一步地，分布式电驱系统还包括第一输出轴51和第二输出轴52，第一输出轴51用于连接第一输出端与车轮，第二输出轴52用于连接第二输出端与车轮，其中一个第二安装部42与第一输出轴51上下对应，另一个第二安装部42与第二输出轴52上下对应。
如附图5所示，附图标示的W1和W2分别指左右两侧的车轮，通过第一输出轴51和第二输出轴52将减速装置1的输出端与车轮连接，可以增强整个系统的输出稳定性。输出轴的设计可以确保动力传输更加直接和高效，减少能量损失和振动，而且通过将第二安装部42与第一输出轴51或第二输出轴52上下对应，两个第二安装部42位于第二端的相对两侧且沿上下方向高于相应的第一输出端与第二输出端，这样，当分布式电驱系统应用在车辆中，不仅能充分利用第一输出轴51与车辆底部之间的空间来安装控制器4，控制器4的第二安装部42与对应的第一驱动装置和第二驱动装置相对设置，从而有利于驱动装置的电机三相线与控制器铜排直连，大大节省了用铜量，还能够更好地保护控制器4，从而提高结构的稳定性。
如图2和图3所示，分布式电驱系统还包括第一电连接器71和第二电连接器72，对应地，第一电连接器71与第二电连接器72分别用于与第一驱动装置2和第二驱动装置3电控连接。其中，第一电连接器71位于第一驱动装置2的轴向中心线上方且与同侧设置的第二安装部42相对设置，第一电连接器71用于连接第一驱动装置2与前述同侧设置的第二安装部42，第二电连接器72位于第二驱动装置3的轴向中心线上方且与同侧设置的第二安装部42相对设置，第二电连接器72用于连接第二驱动装置3与前述同侧设置的第二安装部42。
举例而言，通过将第一电连接器71设置在第一驱动装置2的轴向中心线上方且与第二安装部42相对设置，使得第一驱动装置2与第二安装部42之间的电连接呈直连结构，避免其他连接需要增加线的长度和弯曲程度，从而增强电气稳定性。
同样地，第二驱动装置3与第二安装部42之间的电连接也呈直连结构，能缩短连接路径和减少线缆的弯曲程度，从而起到提高信号传输效率，并减少故障点的作用，还大大节省了用铜量。
更详细地，第一驱动装置2以及第二驱动装置3分别对应地设置有电机，对应地，第一驱动装置2以及第二驱动装置3分别通过转子转轴与减速装置1传动连接，第一驱动装置2的轴向中心线可以理解为转子转轴的轴心线；而电连接器7为高压连接器，控制器4与两侧的高压连接器之间设置密封圈密封，使其具备更好的防尘防水效果，提高电连接的安全性和稳定性。
其中，第一驱动装置2的轴向中心线上方且朝向第一电连接器71的一侧设有第一开口104，与第一驱动装置2位于同一侧的第二安装部42设有第二开口，第一开口104与第二开口相对设置，第一电连接器71的一侧通过第一开口104与第一驱动装置2连接，第一电连接器71的另一侧通过第二开口与同侧设置的第二安装部连接，这样，通过在第一驱动装置2以及第一驱动装置2对应设置的第二安装部42上设有对应的开口，使得第一电连接器71的两侧能通过开口连接第一驱动装置2以及对应一侧的第二安装部42，实现第一驱动装置2与控制器之间的直连结构。
同样地，第二驱动装置3的轴向中心线上方且朝向第二电连接器72的一侧设有第三开口，与第二驱动装置3位于同一侧的第二安装部42设有第四开口，第三开口与第四开口相对设置，第二电连接器72的一侧通过第三开口与第二驱动装置3连接，第二电连接器72的另一侧通过第四开口与同侧设置的第二安装部42连接，使得第二电连接器72的两侧能通过开口连接第二驱动装置3以及对应一侧的第二安装部42，实现第二驱动装置3与控制器之间的直连结构。
进一步地，如图3所示，减速装置1的相对两侧上对应地设置有一个减速器11，位于其中一侧的减速器11设有第一输入端，位于另一侧的减速器11设有第二输入端，两个减速器11呈中心对称设置或沿减速装置1的相对两侧平移设置。通过在减速装置1的相对两侧上设置两个减速器11，每个减速器11对应一个输入端，可以增加系统的驱动能力，从而提高系统的整体效率。更详细地，减速器11对应地设有上述的输入端以及输出端，输入端与对应侧的驱动装置传动连接，输出端可用于与车轮传动连接。进一步地，通过将两个减速器11呈中心对称设置或沿减速装置1的相对两侧平移设置，可以增强系统的稳定性，这种对称或平移的设计有助于平衡系统内的力和扭矩，减少振动和不平衡现象，提高系统的可靠性和稳定性，还可以更充分地利用空间，使整个系统更加紧凑和高效。
在本申请的一些实施例中，减速器包括一级减速齿轮组和二级减速齿轮组，一级减速齿轮组位于减速装置的相应两端的其中一端上，二级减速齿轮组位于减速装置的相应两端的另外一端上，一级减速齿轮组的输出端与二级减速齿轮组的输入端传动连接且同轴设置。
在本申请的一些实施例中，分布式电驱系统还包括锁止机构8，锁止机构8连接于两个减速器11之间，锁止机构8通过接合两个减速器11，以将其中一侧的减速的动力传递至另一侧的减速器11上。
具体而言，当车辆陷入泥泞、雪地或其他低附着力路面时，单个驱动装置以及减速器11可能无法提供足够的牵引力使车辆脱困，通过锁止机构8连接两个减速器11，可以增加车辆的牵引力，在锁止机构8结合两侧的减速器11时，在一侧的减速器11工作的情况下，锁止机构8将动力传递至另一侧的减速器11，使得两个减速器11共同作用，提供更大的驱动力，有助于车辆克服障碍和脱困。而且，在复杂路况下，车辆的动力传输可能会受到干扰或中断，可以通过锁止机构8中的设置确保两个减速器11之间的稳定连接，防止动力传输过程中的损失或中断，这种稳定性确保了持续、有效的动力输出，有助于提高车辆的脱困能力。
进一步地，还包括第一输入轴61和第二输入轴62，第一输入轴61传动连接于第一驱动装置2与对应一侧的减速器11之间，第二输入轴62传动连接于第二驱动装置3与对应一侧的减速器11之间，锁止机构8设置在第一输入轴61与第二输入轴62之间，以使锁止机构8处于接合状态下，将驱动一侧的减速器11的动力传递至另一侧的减速器11上。通过将第一驱动装置2和第二驱动装置3分别驱动对应一侧的减速器11，第一输入轴61和第二输入轴62分别用于动力传递，将第一驱动装置2和第二驱动装置3的动力传递给减速器11，而锁止机构8设置在第一输入轴61与第二输入轴62之间，能够实现两侧减速器11的动力同步传递。
通常地，当第一驱动装置2启动时，其动力通过第一输入轴61传递给对应一侧的减速器11，驱动减速器11工作，同样地，第二驱动装置3的动力通过第二输入轴62传递给另一侧的减速器11。请参照附图5，当需要将两侧减速器11的动力进行同步传递时，锁止机构8处于结合第一输入轴61与第二输入轴62的状态，此时第一输入轴61与第二输入轴62被连接在一起，实现了两侧减速器11的动力传递。当不需要两侧减速器11协同工作时，锁止机构8可以处于分离状态，使两侧减速器11独立工作，实现分布式驱动。这样可以更好地适应不同的工况和需求，提高系统的灵活性和效率。这样，能够提高车辆的牵引力和脱困能力，使其更好地适应复杂路况和恶劣环境，同时，系统的集成度和灵活性也得到了提高。
在本申请的一些实施例中，减速器11包括一级减速齿轮组111和二级减速齿轮组112，一级减速齿轮组111位于减速装置1的相应两端的其中一端上，二级减速齿轮组112位于减速装置1的相应两端的另外一端上，一级减速齿轮组111的输出端与二级减速齿轮组112的输入端传动连接且同轴设置。通过将一级减速齿轮组111的输入端与二级减速齿轮组112的输出端对应地设置在减速装置1的相对应的两端上，结合图3所示，减速装置1的相对应的两端也可以理解为减速装置1的长度方向，一级减速齿轮组111和二级减速齿轮组112沿减速装置1的长度方向分布，当该分布式电驱系统应用在车辆上时，能有效利用减速器11沿车身长度方向的空间利用，一级减速齿轮组111的输出端与二级减速齿轮组112的输入端之间通过同轴传动连接从而缩短在沿车身长度方向的占用尺寸，使得分布式电驱系统的整体结构更加紧凑。
以设有第一输入端的减速器11举例，一级减速齿轮组111设有第一输入端，二级减速齿轮组112设有第一输出端，一级减速齿轮组111相对于二级减速齿轮组112更靠近第一驱动装置设置。
需要说明的是，设有第二输入端的减速器11，其一级减速齿轮组111同样可以相对于其二级减速齿轮组112更靠近第二驱动装置设置。
具体地，两侧的减速器11的一级减速齿轮组111分别设置第一级传入齿轮，该齿轮直接与对应一侧的第一输入轴61或者第二输入轴62连接，从而在驱动装置的带动下进行动力传递。请参照附图3和图5，减速器11包括一级减速齿轮组111和二级减速齿轮组112，其中，一级减速齿轮组111包括相啮合的一级主动齿轮1111和一级从动齿轮1112，二级减速齿轮组112包括相啮合的二级主动齿轮1121和二级从动齿轮1122，第一输入轴61与一级主动齿轮1111相连接，一级从动齿轮1112与二级主动齿轮1121设置于同一个中间传动轴上，二级从动齿轮1122则通过第一输出轴51或第二输出轴52带动两侧的车轮转动。锁止机构8还可以设置在第一输出轴51和第二输出轴52之间，同样能起到将其中一侧的减速器11的动力传递至另一侧的减速器11上。但将锁止机构8设置在第一输入轴61与第二输入轴62之间，由于输入轴是动力传递的起始点，因此在此位置控制动力传递可以更加直接和高效，而且还能减少扭矩在传递过程中的损失，两侧减速器11的扭矩能够更加高效地传递，更加迅速、准确地实现两侧减速器11的动力同步，提高了车辆的牵引力和脱困能力。
更详细举例而言，为了进一步缩短分布式电驱系统的轴向尺寸，将一级主动齿轮1111靠近对应所在同一侧的第一驱动装置2或第二驱动装置3布置，从而有利于大幅减小第一驱动装置2与第二驱动装置3之间的轴向距离，另一方面，以靠近第一驱动装置2的减速器举例而言，二级减速齿轮组112相对于一级减速齿轮组111更加远离第一驱动装置2设置，这样可以避免二级减速齿轮组112的输出端与第一驱动装置2的壳体造成干涉，而使得驱动装置需向外侧移动避让导致轴向距离增大的情况发生。
进一步地，锁止机构8包括同步器。其中，同步器能够减小第一输入轴61与第二输入轴62之间的冲击和振动。在接合和分离过程中，同步器可以平滑地过渡，减少了对系统的冲击，降低了振动和噪音，提高了系统的舒适性和稳定性。
在本申请的一些实施例中，分布式电驱系统还包括油泵总成装置9，油泵总成装置9设置在第一安装部41的下方且位于第一驱动装置2和第二驱动装置3之间，第一驱动装置2和第二驱动装置3的顶部均相对于油泵总成装置9的顶部向上凸起，油泵总成装置9用于向第一驱动装置2和第二驱动装置3输送冷却油。本申请的分布式电驱系统中，通过将电动油泵子总成设计为独立结构，并集成设计成油泵总成装置9，油泵总成装置9用于向第一驱动装置2和第二驱动装置3输送冷却油，从而能够确保第一驱动装置2和第二驱动装置3在适当的温度下工作，避免过热导致的故障或安全隐患。具体来说，油泵总成装置9装设于第一驱动装置2和第二驱动装置3之间，缩短了油泵总成装置9向两侧输送冷却油的油道路径，而且油泵总成装置9集成设置在控制器4的第一安装部41下方，有利于减少分布式电驱系统的高度，而且，独立设计的电动油泵子总成可以更加灵活地适应不同的空间布局需求，可以根据具体的车辆设计和电驱系统的配置，电动油泵子总成放置在更加合适的位置，从而优化整个系统的布局，提高车辆的性能和效率。
详细地，请参照附图6，油泵总成装置9包括电动油泵电机91、泵头92和电动油泵壳体93，其中，电动油泵壳体93设有安装腔体，使得电动油泵电机91和泵头92能集成安装于安装腔体内，电动油泵壳体93起到保护的作用。进一步地，油泵总成装置9与两侧的第一驱动装置2和第二驱动装置3之间采用螺栓连接，其拆卸和更换过程相对简单。当电动油泵出现故障或需要更换时，可以快速地将其从螺栓连接处拆下并进行更换，而无需对整个电驱系统进行深入的拆卸。这大大提高了维修效率和便利性。
进一步地，减速装置1的外部设有减速器壳体12，减速器壳体12的部分凹设形成安装槽101，油泵总成装置9安装于安装槽101内。通过将减速器壳体12的凹设形成安装槽101从而能够容纳油泵总成装置9，一方面能更加充分利用减速器11、控制器4的第一安装部41、第一驱动装置2以及第二驱动装置3之间的空间，进一步优化系统的整体尺寸；另一方面，油泵总成装置9安装于安装槽101内，可以增强油泵总成装置9的稳定性，防止其在工作过程中发生位移或振动。
在本申请的一些实施例中，分布式电驱系统还包括传感器装置，传感器装置与第一驱动装置2和第二驱动装置3电连接，用于感应获取第一驱动装置2和第二驱动装置3的工作状态参数，传感器装置设置在减速装置1的上方，传感器装置与减速装置1上下对应且位于第一驱动装置2和第二驱动装置3之间。
其中，传感器装置用于感应获取第一驱动装置2和第二驱动装置3的工作状态参数，如转速、温度、压力等，这种实时监测功能有助于及时发现异常情况，并采取相应的措施进行应对。相比于现有技术而言，将传感器装置集成在第一驱动装置2和第二驱动装置3之间的区域内，能够最大限度地利用有限的空间，从而减少第一驱动装置2和第二驱动装置3的轴向尺寸，应用在车辆中，相应地可以减少分布式电驱系统沿车宽方向的尺寸。
更详细举例而言，传感器装置包括旋变信号传感器和油温信号传感器，其中旋变信号传感器通常用于检测电机的转子位置，有利于精确控制电机的旋转角度和速度；油温信号传感器用于监测油温，确保系统在适宜的温度下工作，防止过热或损坏。将上述的传感器集成在第一驱动装置2和第二驱动装置3之间的区域，有效利用了这一空间，避免了在第一驱动装置2和第二驱动装置3的端盖侧集成所带来的额外尺寸增加，通过这种集成方式，可以减少分布式电驱系统的轴向尺寸，使其更加紧凑。
在本申请的一些实施例中，第一驱动装置2和第二驱动装置3的电连接线集成安装于第一驱动装置2和第二驱动装置3之间。详细地，第一驱动装置2和第二驱动装置3包括电机，电机与控制器4或者是其他装置的电连接线集成在它们之间的区域内，相比于现有技术中，将电连接线分散在电机端盖两侧的技术方案而言，能够很好地减少分布式电驱系统的轴向尺寸，使得整个系统更加紧凑；还能减少了电连接线的长度和复杂性，降低了因线路过长或过于复杂而产生的信号衰减、干扰和故障风险。
在本申请的一些实施例中，控制器4包括控制器壳体，控制器壳体呈T字型。
具体地，控制器壳体与控制器4的整体形状对应设置，其中，控制器壳体T字型中的第一安装部41与控制器4的第一安装部41对应，并对应设置在减速器11上方以及第一驱动装置2和第二驱动装置3之间，控制器壳体T字型中的两侧凸起部与控制器4的第二安装部42对应，结合上述的结构设置，控制器壳体呈T字型对应地装设于两驱动装置与减速装置1形成的容纳空间，以及减速装置1输出端的两侧之间，可使整体结构紧凑，另一方面可缩短控制器壳体与第一驱动装置2及第二驱动装置3之间的高度差，从而便于电机三相线与控制器4铜排直连，缩短连接路径，节省用铜量。
本申请的一些实施例提出了一种车辆，包括车体、车轮以及电驱系统，车轮装设于车体上，电驱系统包括如上述任一实施例的分布式电驱系统，分布式电驱系统用于驱动两个车轮运动。通过采用上述任一实施例的分布式电驱系统，将第一驱动装置2和第二驱动装置3之间形成高度差设计，减速装置1安装于第一驱动装置2和第二驱动装置3之间，并且充分利用第一驱动装置2、第二驱动装置3以及减速装置1之间的空间而有效地降低电驱系统的高度尺寸，进一步地，具体结合对应的结构设计充分利用第一驱动装置2与第二驱动装置3之间的空间，从而有效降低电驱系统的轴向尺寸。
可以理解的是，对本领域普通技术人员来说，可以根据本申请的技术方案及其发明构思加以等同替换或改变，而所有这些改变或替换都应属于本申请的保护范围。

Claims (16)

  1. 一种分布式电驱系统，其特征在于，包括：
    减速装置，所述减速装置的相对两侧对应设有第一输入端和第二输入端；
    第一驱动装置和第二驱动装置，位于所述减速装置的相对两侧，所述第一驱动装置与所述第一输入端连接，所述第二驱动装置与所述第二输入端连接，所述减速装置、所述第一驱动装置和所述第二驱动装置围合成容置空间；
    控制器，具有第一安装部，所述第一安装部装设于所述容置空间内且与所述减速装置上下对应。
  2. 根据权利要求1所述的分布式电驱系统，其特征在于，
    所述减速装置的相应两端为第一端和第二端，所述第一安装部的一端装设于所述容置空间内且与所述第一端对应设置，所述控制器还具有第二安装部，所述第二安装部设于所述第一安装部的另一端的相对两侧上，两个所述第二安装部位于所述第二端的相对两侧上。
  3. 根据权利要求2所述的分布式电驱系统，其特征在于，
    所述第一安装部以及两侧设置的所述第二安装部之间围合成凹槽，所述减速装置的第二端至少部分位于所述凹槽内。
  4. 根据权利要求2所述的分布式电驱系统，其特征在于，
    所述第一输入端和所述第二输入端对应地位于所述第一端的相对两侧，所述第二端的相对两侧对应设有第一输出端与第二输出端；
    还包括第一输出轴和第二输出轴，所述第一输出轴用于连接所述第一输出端与车轮，所述第二输出轴用于连接所述第二输出端与车轮，其中一个所述第二安装部与所述第一输出轴上下对应，另一个所述第二安装部与所述第二输出轴上下对应。
  5. 根据权利要求2所述的分布式电驱系统，其特征在于，还包括：
    第一电连接器和第二电连接器，所述第一电连接器位于所述第一驱动装置的轴向中心线上方且与同侧设置的所述第二安装部相对设置，所述第一电连接器用于连接所述第一驱动装置与同侧设置的所述第二安装部，所述第二电连接器位于所述第二驱动装置的轴向中心线上方且与同侧设置的所述第二安装部相对设置，所述第二电连接器用于连接所述第二驱动装置与同侧设置的所述第二安装部。
  6. 根据权利要求5所述的分布式电驱系统，其特征在于，
    所述第一驱动装置的轴向中心线上方且朝向所述第一电连接器的一侧设有第一开口，与所述第一驱动装置位于同一侧的所述第二安装部设有第二开口，所述第一开口与所述第二开口相对设置，所述第一电连接器的一侧通过所述第一开口与所述第一驱动装置连接，所述第一电连接器的另一侧通过所述第二开口与同侧设置的所述第二安装部连接；
    所述第二驱动装置的轴向中心线上方且朝向所述第二电连接器的一侧设有第三开口，与所述第二驱动装置位于同一侧的所述第二安装部设有第四开口，所述第三开口与所述第四开口相对设置，所述第二电连接器的一侧通过所述第三开口与所述第二驱动装置连接，所述第二电连接器的另一侧通过所述第四开口与同侧设置的所述第二安装部连接。
  7. 根据权利要求1所述的分布式电驱系统，其特征在于，
    所述减速装置的相对两侧上对应地设置有一个减速器，位于其中一侧的所述减速器设有所述第一输入端，位于另一侧的所述减速器设有所述第二输入端，两个所述减速器呈中心对称设置或沿所述减速装置的相对两侧平移设置。
  8. 根据权利要求7所述的分布式电驱系统，其特征在于，
    所述减速器包括一级减速齿轮组和二级减速齿轮组，所述一级减速齿轮组位于所述减速装置的相应两端的其中一端上，所述二级减速齿轮组位于所述减速装置的相应两端的另外一端上，所述一级减速齿轮组的输出端与所述二级减速齿轮组的输入端传动连接且同轴设置。
  9. 根据权利要求8所述的分布式电驱系统，其特征在于，
    所述一级减速齿轮组设有所述第一输入端，所述二级减速齿轮组设有第一输出端，所述一级减速齿轮组相对于所述二级减速齿轮组更靠近所述第一驱动装置设置。
  10. 根据权利要求7所述的分布式电驱系统，其特征在于，
    还包括锁止机构，所述锁止机构连接于两个所述减速器之间，所述锁止机构通过接合两个所述减速器，以将其中一侧的所述减速的动力传递至另一侧的所述减速器上。
  11. 根据权利要求10所述的分布式电驱系统，其特征在于，
    还包括第一输入轴和第二输入轴，所述第一输入轴传动连接于所述第一驱动装置与对应一侧的所述减速器之间，所述第二输入轴传动连接于所述第二驱动装置与对应一侧的所述减速器之间，所述锁止机构设置在所述第一输入轴与所述第二输入轴之间；
    所述锁止机构包括同步器。
  12. 根据权利要求1至11任一项所述的分布式电驱系统，其特征在于，还包括：
    油泵总成装置，所述油泵总成装置设置在所述第一安装部的下方且位于所述第一驱动装置和所述第二驱动装置之间，所述第一驱动装置和所述第二驱动装置的顶部均相对于所述油泵总成装置的顶部向上凸起，所述油泵总成装置用于向所述第一驱动装置和第二驱动装置输送冷却油。
  13. 根据权利要求12所述的分布式电驱系统，其特征在于，
    所述减速装置的外部设有减速器壳体，所述减速器壳体凹设形成安装槽，所述油泵总成装置安装于所述安装槽内。
  14. 根据权利要求1至11任一项所述的分布式电驱系统，其特征在于，还包括：
    传感器装置，所述传感器装置与所述第一驱动装置和所述第二驱动装置电连接，用于感应获取所述第一驱动装置和所述第二驱动装置的工作状态参数，所述传感器装置设置在所述减速装置的上方，所述传感器装置与所述减速装置上下对应且位于所述第一驱动装置和所述第二驱动装置之间。
  15. 根据权利要求1至11任一项所述的分布式电驱系统，其特征在于，
    所述第一驱动装置和所述第二驱动装置的电连接线集成安装于所述第一驱动装置和所述第二驱动装置之间；和/或
    所述控制器包括控制器壳体，所述控制器壳体呈T字型。
  16. 一种车辆，其特征在于，包括车体、车轮以及电驱系统，所述车轮装设于所述车体上，所述电驱系统包括如权利要求1至11任意一项所述的分布式电驱系统，所述分布式电驱系统用于驱动两个所述车轮运动。
PCT/CN2025/090169 2024-05-27 2025-04-21 分布式电驱系统及车辆 Pending WO2025246728A1 (zh)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
CN202421172539.0 2024-05-27
CN202421172539.0U CN222522449U (zh) 2024-05-27 2024-05-27 分布式电驱系统及车辆
CN202410666135.5A CN121062446A (zh) 2024-05-27 2024-05-27 分布式电驱系统及车辆
CN202410666135.5 2024-05-27

Publications (1)

Publication Number Publication Date
WO2025246728A1 true WO2025246728A1 (zh) 2025-12-04

Family

ID=97869508

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/CN2025/090169 Pending WO2025246728A1 (zh) 2024-05-27 2025-04-21 分布式电驱系统及车辆

Country Status (1)

Country Link
WO (1) WO2025246728A1 (zh)

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2017158377A (ja) * 2016-03-04 2017-09-07 Ntn株式会社 ２モータ車両駆動装置
CN206528309U (zh) * 2016-12-07 2017-09-29 亦维电动车科技（上海）有限公司 纯电动汽车双电机总成悬置结构
CN216942655U (zh) * 2022-03-18 2022-07-12 蜂巢传动科技河北有限公司 动力总成壳体结构及动力驱动总成
CN115195460A (zh) * 2022-09-16 2022-10-18 浙江凌昇动力科技有限公司 电驱系统及车辆
CN116985616A (zh) * 2023-08-30 2023-11-03 华为数字能源技术有限公司 分布式动力总成及电动车辆
CN222522449U (zh) * 2024-05-27 2025-02-25 广州汽车集团股份有限公司 分布式电驱系统及车辆

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2017158377A (ja) * 2016-03-04 2017-09-07 Ntn株式会社 ２モータ車両駆動装置
CN206528309U (zh) * 2016-12-07 2017-09-29 亦维电动车科技（上海）有限公司 纯电动汽车双电机总成悬置结构
CN216942655U (zh) * 2022-03-18 2022-07-12 蜂巢传动科技河北有限公司 动力总成壳体结构及动力驱动总成
CN115195460A (zh) * 2022-09-16 2022-10-18 浙江凌昇动力科技有限公司 电驱系统及车辆
CN116985616A (zh) * 2023-08-30 2023-11-03 华为数字能源技术有限公司 分布式动力总成及电动车辆
CN222522449U (zh) * 2024-05-27 2025-02-25 广州汽车集团股份有限公司 分布式电驱系统及车辆

Similar Documents

Publication Publication Date Title
CN101410289B (zh) 电动助力转向装置及其组装方法
US7216732B2 (en) Shaft drive unit, in particular an electrical drive unit for driving a wheel shaft with a transverse shaft structure
CN111976470B (zh) 一种液冷型电动叉车集成动力系统及其控制方法
CN104956114B (zh) 车辆的电动制动装置
EP4722012A1 (en) Oil-cooled powertrain and electric vehicle
WO2013102484A1 (en) Motor - reducer with integrated brake and inverter for direct transmission to the wheel of an electrically driven vehicle
CN110065911B (zh) 一种中大吨位电动叉车集成动力系统及其控制方法
CN222522449U (zh) 分布式电驱系统及车辆
WO2015041274A1 (ja) 車両用駆動装置
CN114132375A (zh) 电动转向助力系统及其助力装置
WO2025246728A1 (zh) 分布式电驱系统及车辆
CN201423920Y (zh) 一体式电机和变速箱
CN221292940U (zh) 分布式电驱系统及车辆
CN121062446A (zh) 分布式电驱系统及车辆
WO2025218521A1 (zh) 分布式电驱系统及车辆
CN222807105U (zh) 一种多功能固定装置、机器人关节执行器及机器人
CN107487172A (zh) 用于汽车的电动助力装置以及混合动力系统
CN114228472B (zh) 一种混合动力车辆的驱动装置
CN213768366U (zh) 一种带应急救援接口的串联多电机的滚筒驱动装置
CN117922522A (zh) 一种驻车制动执行机构及电子机械制动执行机构
CN118457187A (zh) 一种车辆驱动系统及车辆
CN216447378U (zh) 一种车用集成化辅机分动箱轮系结构
CN117719319A (zh) 双电机电驱动总成
JP2006520299A (ja) 車輪駆動アセンブリ
JP2023065018A (ja) 車両用駆動装置

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 25814507

Country of ref document: EP

Kind code of ref document: A1