WO2023273771A1 - 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
WO2023273771A1
WO2023273771A1 PCT/CN2022/096241 CN2022096241W WO2023273771A1 WO 2023273771 A1 WO2023273771 A1 WO 2023273771A1 CN 2022096241 W CN2022096241 W CN 2022096241W WO 2023273771 A1 WO2023273771 A1 WO 2023273771A1
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WO
WIPO (PCT)
Prior art keywords
motor
wheel
gear
shaft
gear reduction
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.)
Ceased
Application number
PCT/CN2022/096241
Other languages
English (en)
French (fr)
Inventor
杨冬生
杨胜麟
高缘
邹小松
李锦鹏
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.)
BYD Co Ltd
Original Assignee
BYD 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
Application filed by BYD Co Ltd filed Critical BYD Co Ltd
Priority to JP2023560215A priority Critical patent/JP7760606B2/ja
Priority to EP22831592.5A priority patent/EP4299351A4/en
Priority to KR1020237032708A priority patent/KR102927466B1/ko
Publication of WO2023273771A1 publication Critical patent/WO2023273771A1/zh
Priority to US18/383,586 priority patent/US20240051387A1/en
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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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
    • B60K7/00—Disposition of motor in, or adjacent to, traction wheel
    • B60K7/0007—Disposition of motor in, or adjacent to, traction wheel the motor being electric
    • 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
    • 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
    • B60K17/043—Transmission unit disposed in on near the vehicle wheel, or between the differential gear unit and the wheel
    • B60K17/046—Transmission unit disposed in on near the vehicle wheel, or between the differential gear unit and the wheel with planetary gearing having orbital motion
    • 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
    • B60K17/354—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles having separate mechanical assemblies for transmitting drive to the front or to the rear wheels or set of wheels
    • 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
    • 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
    • B60K7/00—Disposition of motor in, or adjacent to, traction wheel
    • B60K2007/0061—Disposition of motor in, or adjacent to, traction wheel the motor axle being parallel to the wheel axle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2200/00—Type of vehicle
    • B60Y2200/90—Vehicles comprising electric prime movers
    • B60Y2200/91—Electric vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2300/00—Purposes or special features of road vehicle drive control systems
    • B60Y2300/80—Control of differentials
    • B60Y2300/84—Differential locking
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/0021—Transmissions for multiple ratios specially adapted for electric vehicles
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
    • F16H2200/0034—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising two forward speeds
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H3/087—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
    • F16H3/091—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears including a single countershaft
    • F16H3/0915—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears including a single countershaft with coaxial input and output shafts
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

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 motor is always coupled with the wheels through the reduction gear.
  • drag resistance will be generated when the motor and the reduction gear rotate with each other, which reduces the economy of the vehicle. and battery life.
  • the application aims to solve at least one of the technical problems existing in the prior art. For this reason, the application proposes an electric drive assembly on the one hand, which can reduce or cut off the drag resistance when the motor and the gear reduction mechanism rotate with each other, and improve the economy and cruising range of the vehicle.
  • 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, a first gear reduction mechanism and a first disengagement mechanism, and the first gear reduction mechanism is connected to the first
  • the first disengaging mechanism can be switched between an engaged position and a disengaged position; when the first disengaging mechanism is switched to the engaged position, the power of the first motor can pass through The first gear reduction mechanism is transmitted to the first wheel; when the first disengaging mechanism is switched to the disengaged position, the power transmission between the first motor and the first wheel is interrupted;
  • the second The wheel drive assembly includes a second motor, a second gear reduction mechanism and a second gear reduction mechanism, the second gear reduction mechanism is connected between the second motor and the second wheel, and the second gear reduction mechanism can switch between the engaged position and the disengaged position; when the second diseng
  • the first and second release mechanisms of the electric drive assembly of the front axle or rear axle can be disconnected, so that the motor can be reduced or cut off. And the drag resistance when the gear reduction mechanism rotates with each other, improving the economy and cruising range of the vehicle.
  • the first gear reduction mechanism has two driving gears
  • the engaging position of the first disengaging mechanism includes a first engaging position and a second engaging position
  • the power of the first motor can be transmitted to the first wheel through the first gear transmission path of the first gear reduction mechanism
  • the power of the first motor can be transmitted to the first wheel through the 2nd gear transmission path of the first gear reduction mechanism
  • the second gear reduction mechanism has two driving gears
  • the first The engagement position of the second disengagement mechanism includes a first engagement position and a second engagement position; when the second disengagement mechanism switches to the first engagement position, the power of the second motor can pass through the second gear reduction mechanism
  • the 1st gear transmission path of the second gear reduction mechanism is transmitted to the second wheel; when the second disengaging mechanism is switched to the second engagement position, the power of the second motor can pass through the 2nd gear transmission path of the second gear reduction mechanism to the second wheel.
  • 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 first motor and the second motor are arranged in parallel; one of the first motor and the second motor is spaced in parallel with the axle of the corresponding wheel and in the left-right direction with the axle of the corresponding wheel
  • the projections are partially overlapped, or one of the first motor and the second motor is coaxial with the axle of the corresponding wheel.
  • the motor shaft of the first motor has a single-end output
  • the motor shaft of the second motor has a single-end output
  • the locking mechanism is arranged between the wheel shaft of the first wheel and the second wheel. between the wheel shafts; when the locking mechanism is switched to the engaged position, the wheel shaft of the first wheel is combined with the wheel shaft of the second wheel, so that the first motor and the second motor are dynamically coupled; in the lock
  • the stop mechanism is switched to the disengaged position, the axle of the first wheel is disconnected from the axle of the second wheel, so that the power 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 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 first motor and the second motor are arranged coaxially, and the first gear reduction mechanism and the second gear reduction mechanism are located between the first motor and the second motor.
  • 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 Power to the second motor is interrupted.
  • the axle of the first wheel is coaxial with the axle of the second wheel, the first motor, the second motor, and the axle of the first wheel are spaced parallel to each other, and the first The first motor, the second motor and the axle of the first wheel are arranged in a triangle.
  • 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 is a synchronizer integrated with a one-way clutch.
  • 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 four-wheel drive system has strong battery life.
  • 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, when the automobile selects to use the two-wheel drive mode, the first disengagement mechanism and the electric drive assembly of the front axle or the rear axle are disconnected.
  • the second disengagement mechanism can reduce or cut off the drag resistance when the motor and the gear reduction mechanism rotate with each other, so as to improve the economy and cruising range of the whole vehicle.
  • Fig. 1 is a schematic diagram of the electric drive assembly provided by the first embodiment of the present application
  • Fig. 2 is a left 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 first 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 ninth embodiment of the present application.
  • Fig. 11 is a schematic diagram of the electric drive assembly provided by the tenth embodiment of the present application.
  • Fig. 12 is a schematic diagram of the electric drive assembly provided by the eleventh embodiment of the present application.
  • Fig. 13 is a side view of the electric drive assembly provided by the eleventh embodiment of the present application.
  • Fig. 14 is a schematic diagram of a four-wheel drive system provided by the fifteenth embodiment of the present application.
  • Fig. 15 is a schematic diagram of a four-wheel drive system provided by a sixteenth embodiment of the present application.
  • Fig. 16 is a schematic diagram of a four-wheel drive system provided by the seventeenth embodiment of the present application.
  • Fig. 17 is a schematic diagram of a four-wheel drive system provided by an eighteenth embodiment of the present application.
  • Fig. 18 is a schematic diagram of a four-wheel drive system provided by the nineteenth embodiment of the present application.
  • Fig. 19 is a schematic diagram of a four-wheel drive system provided by a twelfth embodiment of the present application.
  • Fig. 20 is a schematic diagram of a four-wheel drive system provided by the fourteenth embodiment of the present application.
  • Fig. 21 is a schematic diagram of a four-wheel drive system provided by the twentieth embodiment of the present application.
  • Fig. 22 is a schematic diagram of a car provided by the twenty-first 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; 122. The second Reduction gear set; 1221, the second driving gear; 1222, the second driven gear; 1223, the first transition gear; 123, the third reduction gear set; 1231, the third driving gear; 1232, the third driven gear; 124 , the first input shaft; 125, the first output shaft; 126, the first intermediate shaft; 127, the second intermediate shaft; 127a, the first intermediate gear; 128, the housing of the first gear reduction mechanism; 129, the fourth reduction Gear set; 1291, four driving gears; 1292, fourth driven gear; 13, first disengaging mechanism; 14, first planetary gear mechanism; 141, ring gear; 142, planet carrier; 143, sun gear;
  • 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; 2233, the second transition 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 supporting structure ; 229, the seventh reduction gear set; 2291, the seventh driving gear; 2292, the seventh driven gear; 220, the eighth reduction gear set; 2201, the eighth driving gear; 2202, the eighth driven gear; 23, the first Two disengagement mechanisms; 24, locking shaft; 25, locking gear; 26, second planetary gear mechanism; 261, ring gear; 262, planet carrier; 263, sun 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.
  • the electric drive assembly 100 provided by the first embodiment of the present application includes a first wheel drive assembly 1 for driving a first wheel 200 and a second wheel drive assembly 1 for driving a second wheel 300 2, the first wheel 200 is the left wheel, and the second wheel 300 is the right wheel.
  • the first wheel drive assembly 1 includes a first motor 11, a first gear reduction mechanism 12, and a first gear reduction mechanism 13.
  • the first gear reduction mechanism 12 is connected between the first motor 11 and the first wheel 200.
  • the gear mechanism 13 can be switched between the engaged position and the disengaged position; when the first disengaging mechanism 13 is switched to the engaged position, the power of the first motor 11 can be transmitted to the first wheel 200 through the first gear reduction mechanism 12; When the first disengaging mechanism 13 is switched to the disengaged position, the power transmission between the first motor 11 and the first wheel 200 is interrupted.
  • the second wheel drive assembly 2 includes a second motor 21, a second gear reduction mechanism 22, and a second gear reduction mechanism 23.
  • the second gear reduction mechanism 22 is connected between the second motor 21 and the second wheel 300, and the second gear reduction mechanism 22 is connected between the second motor 21 and the second wheel 300.
  • the gear mechanism 13 can be switched between the engaged position and the disengaged position; when the second disengaging mechanism 23 is switched to the engaged position, the power of the second motor 21 can be transmitted to the second wheel 300 through the second gear reduction mechanism 22; When the second disengaging mechanism 23 is switched to the disengaged position, the power transmission between the second motor 21 and the second wheel 300 is interrupted.
  • the electric drive assembly is arranged in an H shape.
  • the first motor 11 and the second motor 21 are slender motors with a small core diameter and a long length.
  • the first motor 11 and the second motor 21 are arranged in parallel, and
  • the motor shaft of the first motor 11 and the motor shaft of the second motor 21 both extend along the left-right direction of the vehicle.
  • the second motor 21 is arranged coaxially with the axle 3001 of the second wheel 300, which greatly reduces the Y-direction length of the electric drive assembly 100 and fully utilizes the X-direction space of the vehicle.
  • the first motor 11 and the second motor 21 are arranged side by side in the front-rear direction, the first gear reduction mechanism 12 and the second gear reduction mechanism 22 are located on the left and right sides of the two motors, and the electric control box can adopt an all-in-one solution to make
  • the flat structure is installed above the two motors, the overall structure is compact, the space utilization rate is high, and the motor, electric control and reducer are highly integrated.
  • the first gear reduction mechanism 12 is a single-speed three-stage gear reducer, and 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 An 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, and the second reduction gear set 122 includes a mutual meshing The second driving gear 1221 and the second driven gear 1222, the third reduction gear set 123 includes the third driving gear 1231 and the third driven gear 1232 meshing with each other; the first input shaft 124 is connected with the first motor 11, the first The output shaft 125 is connected to the wheel shaft 2001 of the first wheel 200, the first 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 The driven gear 1222 and
  • the second driven gear 1222 is an idler gear that is idly sleeved on the shaft (second intermediate shaft 127) where it is located, and the remaining gear gears are fixed gears that are fixed on the shaft where it is located.
  • the mechanism 13 is a first synchronizer S1, which is arranged on one axial side of the second driven gear 1222; the first synchronizer S1 can be selectively engaged and disengaged from the second driven gear 1222 to Realize the combination or disconnection of the second driven gear 1222 and its shaft.
  • the power of the first motor 11 can sequentially pass through the first input shaft 124, the first reduction gear set 121, the second reduction gear set 122, and the third reduction gear set 123 And the first output shaft 125 is transmitted to the first wheel 200 .
  • the first synchronizer S1 is disengaged from the second driven gear 1222 , the power transmission path from the first motor 11 to the first wheel 200 is disconnected at the second driven gear 1222 .
  • 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 fifth driven gear 2222 is an idler gear that is idling on the shaft (the fourth intermediate shaft 227) where it is located, and the rest of the gear gears are fixed gears that are fixed on the shaft where it is located.
  • the mechanism 23 is the second synchronizer S2, and the second synchronizer S2 is arranged on one axial side of the fifth driven gear 2222; the second synchronizer S2 can be selectively engaged and disengaged from the fifth driven gear 2222 to Realize the combination or disconnection of the shaft where the fifth driven gear 2222 is located.
  • the power of the second motor 21 can sequentially pass through the second input shaft 224, the fourth reduction gear set 221, the fifth reduction gear set 222, and the sixth reduction gear set 223 And the second output shaft 225 is transmitted to the second wheel 300 .
  • the second synchronizer is disengaged from the fifth driven gear 2222 , the power transmission path from the second motor 21 to the second wheel 300 is disconnected at the fifth driven gear 1222 .
  • the first synchronizer S1 can disconnect the power of the second reduction gear set 122 and the third reduction gear set 123, and the first motor 11, the first reduction gear set 121 and the second reduction gear set The second reduction gear set 122 will remain stationary.
  • the second synchronizer S2 can disconnect the power of the fifth reduction gear set 222 and the sixth reduction gear set 223 , and the second motor 21 , the fourth reduction gear set 221 and the fifth reduction gear set 222 remain stationary.
  • the first input shaft 124, the first output shaft 125, the first intermediate shaft 126, and the second intermediate shaft 127 are spaced apart and parallel to each other, and the first input shaft 124 is coaxially connected with the motor shaft of the first motor 11. . Both ends of the first input shaft 124 , the first output shaft 125 , the first intermediate shaft 126 and the second intermediate shaft 127 are rotatably supported on the housing 128 of the first gear reduction mechanism 12 through bearings.
  • the second input shaft 224, the third intermediate shaft 226 and the fourth intermediate shaft 227 are mutually spaced and parallel, the second input shaft 224 is coaxially connected with the motor shaft of the second motor 21 or integrally constructed, the second input shaft 224 and the second The output shafts 225 are coaxial and laterally spaced from each other. Both ends of the third intermediate shaft 226 and the fourth intermediate shaft 227 are rotatably supported on the housing 228 of the second gear reduction mechanism 22 through bearings. One end of the second output shaft 225 away from the second motor 21 is rotatably supported on the housing 228 of the second gear reduction mechanism 22, and one end of the second output shaft 225 close to the second motor 21 is rotatably supported on the second motor 21 through a bearing. on the intermediate support structure 2281 of the gear reduction mechanism 22 . An intermediate support structure 2281 is located within the housing 228 .
  • the layout of the first gear reduction mechanism 12 and the second gear reduction mechanism 22 is different, the vertical line L1 between the center line of the first input shaft 124 and the center line of the first intermediate shaft 126 and the first output
  • the included angle between the shaft 125 and the perpendicular line L2 to the central line of the first intermediate shaft 126 is larger than 90 degrees.
  • the angle between the perpendicular line L3 between the centerline of the second input shaft 224 and the centerline of the third intermediate shaft 226 and the perpendicular line between the second output shaft 225 and the centerline of the first intermediate shaft 226 is less than 90 degrees.
  • the second input shaft 224 is coaxial with the second output shaft 225, the perpendicular line L3 between the center line of the second input shaft 224 and the center line of the third intermediate shaft 226 and the second output shaft 125 and The perpendiculars of the centerlines of the third intermediate shaft 226 coincide, that is, the included angle is zero.
  • 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;
  • the locking mechanism 3 is switched to the engaged position, the first motor 11 and the second motor 21 are power coupled;
  • the locking mechanism 3 is switched to the disengaged position, the power between the first motor 11 and the second motor 21 is interrupted.
  • 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 motor shaft of the second motor 21 is a hollow shaft, and the end of the first output shaft 125 away from the first wheel 200 is connected to an end of the locking mechanism 3 through a connecting shaft 4 of the motor passing through the second motor 21, and the locking The other end of the mechanism 3 is connected to one end of the second output shaft 225 , so that the locking mechanism 3 is connected between the axle 2001 of the first wheel 200 and the axle 3001 of the second wheel 300 .
  • the first output shaft 125 , the connecting shaft 4 and the second output shaft 225 are coaxial.
  • the axle 2001 of the first wheel 200 is combined with the axle 3001 of the second wheel 300 through the first output shaft 125, the connecting shaft 4, the locking mechanism 3 and the second output shaft 225, so as to Make the first motor 11 and the second motor 21 power coupling;
  • the axle 2001 of the first wheel 200 is disconnected from the axle 3001 of the second wheel 300, so that the first motor 11 and The power between the second motors 21 is interrupted.
  • 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 automobile (four-wheel drive) applying the electric drive assembly 100 of this embodiment when selecting to use the two-wheel drive mode, disconnect the first disengagement mechanism 13 and the second disengagement mechanism 13 of the electric drive assembly 100 of the front axle or rear axle.
  • the mechanism 23 can reduce or cut off the drag resistance when the first motor 11 and the first gear reduction mechanism 12 and the second motor 11 and the second gear reduction mechanism 22 rotate with each other, so as to improve the economy and cruising range of the vehicle.
  • the position of the first disengaging mechanism 13 is not limited to the second intermediate shaft 127, for example, in an alternative embodiment of the first embodiment, the first disengaging mechanism 13 is arranged on the first input shaft 124, at this time, the second A driving gear 1211 is an idler gear, and other gear gears are fixed gears.
  • the first disengaging mechanism 13 is arranged on the first output shaft 125, at this time, the third driven gear 1232 is an idler gear, and other gear gears are fixed gears.
  • the first disengaging mechanism 13 is arranged on the first intermediate shaft 126, at this time, one of the first driven gear 1212 and the second driving gear 1221 is an idle sleeve gear, other gear gears are fixed gears.
  • the second embodiment of the present application provides an electric drive assembly, which is different from the first embodiment in that the locking mechanism between the first wheel drive assembly and the second wheel drive assembly is eliminated.
  • the second embodiment has fewer parts and lower cost. It is suitable for models that do not need too strong ability to get out of trouble.
  • Figure 4 shows the electric drive assembly 100 provided by the third embodiment of the present application, which is mainly different from the first embodiment in that the first gear reduction mechanism 12 and the second gear reduction mechanism 22 are two-speed multi-stage gears reducer.
  • the first gear reduction mechanism 12 is a two-speed three-stage gear reduction mechanism, and the engaging position of the first disengaging mechanism 13 includes a first engaging position and a second engaging position; when the first disengaging mechanism 13 switches to the first engaging 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; The second-speed transmission path of one gear reduction mechanism 12 is transmitted to the first wheels 200 .
  • the second gear reduction mechanism 22 has two driving gears, and the engaging position of the second disengaging mechanism 22 includes a first engaging position and a second engaging position; when the second disengaging mechanism 23 switches to the first engaging position, the second The power of the 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 speed transmission path of the reduction mechanism 22 is transmitted to the second wheels 300 .
  • 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 Shaft 126 and the 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, and 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
  • 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, the second driven gear 1222 and the third driving gear 1231 are arranged on the first
  • the first driven gear 1212 and the second driving gear 1221 are arranged on the first intermediate shaft 126
  • the third driven gear 1232 and the fourth driving gear 1291 are arranged on the second intermediate shaft 127
  • the fourth driven gear 1232 is arranged on the second intermediate shaft 127.
  • the driven gear 1292 is arranged on the first output shaft 125; the second driven gear 1222 is an idler gear which is idly sleeved on the first input shaft 124, and the other gears are fixed gears which are fixed on the shafts where they are located.
  • the first input shaft 124 is broken into two sections at the first shifting mechanism 13, the first section of the first input shaft 124 is connected with the first motor 11, and the first driving gear 1211 is fixed on the first section of the first input shaft 124.
  • the second driven gear 1222 is loosely sleeved on the second section of the first input shaft 124 , and the third driving gear 1231 is fixed on the second section of the first input shaft 124 .
  • the first disengaging mechanism 13 is the first synchronizer S1, the first synchronizer S1 is arranged between the first driving gear 1211 and the second driven gear 1222, the first synchronizer S1 can be selectively connected with the first driving gear 1211 Engage and disengage with the second driven gear 1222 .
  • the power of the first motor 11 can pass through the first input shaft 124, the first synchronizer S1, the third reduction gear set 123, the fourth reduction gear
  • the gear set 124 and the first output shaft 125 (1st gear power transmission path) are transmitted to the first wheel 200; when the first synchronizer S1 is engaged with the second driven gear 1222 (left position), the power of the first motor 11 can be The transmission is sequentially transmitted to the The first wheel 200.
  • the first synchronizer S1 is disengaged from the first driving gear 1211 and the second driven gear 1222 (neutral position)
  • the power transmission path from the first motor 11 to the first wheel 200 is disconnected at the first synchronizer S1.
  • 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 three-stage gear reduction mechanism, and the second gear reduction mechanism 22 includes the fifth reduction gear set 222, the sixth reduction gear set 223, the seventh reduction gear set 229, the eighth reduction gear set 220,
  • the fifth reduction gear set 222 includes the fifth driving gear 2221 and the fifth driven gear 2222 meshing with each other
  • the gear set 223 includes a sixth driving gear 2231 and a sixth driven gear 2232 that mesh with each other
  • the seventh reduction gear set 229 includes a seventh driving gear 2291 and a seventh driven gear 2292 that mesh with each other
  • the eighth reduction gear set 220 includes The eighth driving gear 2201 and the eighth driven gear 2202 meshing with each other;
  • the second input shaft 224 is connected with the second motor 21,
  • the second output shaft 225 is connected with the axle 3001 of the second wheel 300,
  • the second input shaft 224 is broken into two sections at the second shifting mechanism 23, the first section of the second input shaft 224 is connected with the second motor 21, and the fifth driving gear 2221 is fixed on the first section of the second input shaft 124.
  • the sixth driven gear 2232 is loosely sleeved on the second segment of the first input shaft 124
  • the seventh driving gear 2291 is fixed on the second segment of the second input shaft 224 .
  • the second disengagement mechanism 23 is the second synchronizer S2, the second synchronizer S2 is arranged between the fifth driving gear 2221 and the sixth driven gear 2232, the second synchronizer S2 can be selectively connected with the fifth driving gear 2221 Engage and disengage with the sixth driven gear 2232.
  • the power of the second motor 21 can pass through the second input shaft 224, the second synchronizer, the seventh reduction gear set 229, and the eighth reduction gear in sequence Group 220 and the second output shaft 225 (first gear power transmission path) are transmitted to the second wheel 300; when the second synchronizer S2 is engaged with the sixth driven gear 2232 (right position), the power of the second motor 21 can be sequentially Through the second input shaft 224, the fifth reduction gear set 222, the sixth reduction gear set 223, the seventh reduction gear set 229, the eighth reduction gear set 220 and the second output shaft 225 (2nd gear power transmission path) 300 for two wheels.
  • the second synchronizer S2 When the second synchronizer S2 is disengaged from the fifth driving gear 2221 and the sixth driven gear 2232 (neutral position), the power transmission path from the second motor 21 to the second wheel 300 is disconnected at the second synchronizer.
  • the speed ratio of the 1st speed power transmission path is smaller than the speed ratio of the 2nd speed power transmission path.
  • the arrangements of the first gear reduction mechanism 12 and the second gear reduction mechanism 22 are different, and the perpendicular line between the centerline of the first input shaft 124 and the centerline of the first intermediate shaft 226 and the first output shaft 125
  • the included angle with the perpendicular to the central line of the first intermediate shaft 226 is greater than 90 degrees.
  • the included angle between the perpendicular line between the centerline of the second input shaft 224 and the centerline of the third intermediate shaft 226 and the perpendicular line between the second output shaft 225 and the centerline of the first intermediate shaft 226 is less than 90 degrees.
  • the second input shaft 224 and the second output shaft 225 are not coaxial (parallel and spaced), and the perpendicular line between the center line of the second input shaft 224 and the center line of the third intermediate shaft 226 and the second
  • the included angle between the output shaft 125 and the perpendicular to the centerline of the first intermediate shaft 226 is an acute angle.
  • the motor shaft of the first motor 11 outputs at both ends
  • 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 .
  • 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
  • the output end of the motor shaft of the second motor 21 is connected to the second wheel through the second gear reduction mechanism 22. 300 transmission connection.
  • 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 a second intermediate gear 227 a meshing with the locking gear 25 is also sheathed in the fourth intermediate shaft 227 , and the second intermediate gear 227 a meshes with the fifth driving gear 2211 .
  • the locking gear 25 is combined with the locking shaft 24, and the first motor 11 is connected to the second input shaft 224 through the locking gear 25, the second intermediate gear 227a and the fifth driving gear 2211. Power coupled with 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 outputs 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 second output end of the first motor 11 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 two-gear deceleration scheme of the third embodiment compared with the single-gear deceleration scheme of the first embodiment, using the low gear (1 gear) can increase the wheel end torque, which improves the acceleration and climbing ability of the vehicle, and using the high speed gear (2 gear) 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 3 is configured as a synchronizer integrated with a one-way clutch, and the one-way clutch is connected between the synchronizer and the locking shaft 24 .
  • the advantage of the integrated one-way clutch of the synchronizer is that before the locking mechanism 3 is engaged, the first motor 11 reverses, and the one-way clutch disconnects the locking shaft 24 from the second wheel 300, which is beneficial to the engagement sleeve and the engagement teeth of the synchronizer.
  • the ring is smoothly engaged, which greatly reduces the execution torque required for locking and improves the ride comfort of the vehicle.
  • the locking mechanism may also be eliminated.
  • the locking mechanism 3 is configured as a synchronizer with an integrated torsion disc. That is, a similar function is achieved by replacing the one-way clutch with a torsion disc.
  • FIG. 5 shows the electric drive assembly 100 provided by the fourth embodiment of the present application, which differs from the third embodiment in that the second intermediate shaft 127 is a hollow shaft that is sleeved on the first intermediate shaft 126 .
  • the second intermediate shaft 127 is coaxially sleeved on the first intermediate shaft 126 , which can reduce the X-direction dimension of the first gear reduction mechanism 12 .
  • Another difference between the fourth embodiment and the third embodiment is that the fourth intermediate shaft 227 of the second gear reduction mechanism 22 is coaxially sleeved on the third intermediate shaft 226, and the locking gear 25 and the fifth driven gear 2222 The meshing is equivalent to omitting the second intermediate gear 227a.
  • the X-direction dimension of the first gear reduction mechanism can be reduced.
  • FIG. 6 shows the electric drive assembly 100 provided by the fifth embodiment of the present application, which differs from the third embodiment in that the structure and arrangement of the first disengaging mechanism 13 are different.
  • 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, the first countershaft 126 and the second countershaft 127, 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 gear that meshes with each other.
  • the driving gear 1221 and the second driven gear 1222, the third reduction gear set 123 includes the third driving gear 1231 and the third driven gear 1232 that mesh with each other
  • the fourth reduction gear set 129 includes the fourth driving gear 1291 and the third driven gear that mesh with each other.
  • the fourth driven gear 1292 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 is fixed on the first input shaft 124, and the second The driven gear 1222 is idling on the first input shaft 124 , the first driven gear 1212 and the second driving gear 1221 are fixed on the first intermediate shaft 126 , and the second intermediate shaft 127 is idling on the first intermediate shaft 126 hollow shaft, the third driving gear 1231 is fixed on the second intermediate shaft 127, the third driven gear 1232 and the fourth driving gear 1291 are fixed on the second intermediate shaft 127, and the fourth driven gear 1292 is fixed on the first output on axis 125.
  • the first shifting mechanism 13 includes a first left synchronizer LS1 and a first right synchronizer RS1, the first left synchronizer LS1 is connected between one end of the first intermediate shaft 126 and the first input shaft 124 for Control the combination and disconnection of the first countershaft 126 and the first input shaft 124; the first right synchronizer RS1 is connected between the other end of the first countershaft 126 and the second driven gear 1222 for controlling the first Combination and disconnection of the intermediate shaft 126 and the second driven gear 1222 .
  • the second intermediate shaft 127 is coaxially sleeved on the first intermediate shaft 126 , which can reduce the X-direction dimension of the first gear reduction mechanism 12 .
  • first input shaft 124 is a complete one without disconnection in the middle, which is equivalent to reducing one shaft, and the assembly is simpler.
  • Another difference between the fifth embodiment and the third embodiment is that the structure and arrangement of the second disengaging mechanism 23 are different.
  • the second gear reduction mechanism 22 includes a fifth reduction gear set 222, a sixth reduction gear set 223, a seventh reduction gear set 229, an eighth reduction gear set 220, a second input shaft 24, a second output shaft 225,
  • the third intermediate shaft 226, the fourth intermediate shaft 227, the fifth reduction gear set 222 includes a fifth driving gear 2221 and a fifth driven gear 2222 that mesh with each other
  • the sixth reduction gear set 223 includes a sixth driving gear 2231 that meshes with each other and the sixth driven gear 2232
  • the seventh reduction gear set 229 includes the seventh driving gear 2291 and the seventh driven gear 2292 that mesh with each other
  • the eighth reduction gear set 220 includes the eighth driving gear 2201 and the eighth driven gear that mesh with each other.
  • Driving gear 2202 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 fifth driving gear 2221 is fixed on the first input shaft 124, the fifth driven gear 2222 and the sixth driving gear 2261 are fixed on the third intermediate shaft 226, the sixth driven gear 2262 and the seventh driving gear 2291 are sleeved on the second input shaft 224, the seventh driven gear 2291 and the eighth driving gear 2201 Fixed on the second intermediate shaft 226 , the eighth driven gear 2202 is fixed on the second output 225 .
  • the second disengagement mechanism 23 includes a second left synchronizer LS2 and a second right synchronizer RS2.
  • the second left synchronizer LS2 is located between the sixth driven gear 2262 and the seventh driving gear 2291, and is used to control the second left synchronizer LS2.
  • Combination and disconnection of the six driven gears 2262, the seventh driving gear 2291 and the second input shaft 224; the second right side synchronizer RS2 is connected to the other side of the seventh driving gear 2291 for controlling the seventh driving gear 2291 Engagement and disconnection with the second input shaft 224 .
  • Fig. 7 shows the electric drive assembly 100 provided by the sixth embodiment of the present application, which differs from the third embodiment in that the arrangement of the first shifting mechanism and the first gear reduction mechanism is different.
  • 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 meshing with each other
  • the second reduction gear set 122 includes a second driving gear 1221, a second driven gear 1222 and a first transition gear 1223 , the first transition gear 1223 meshes with the second driving gear 1221 and the second driven gear 1222 at the same time
  • the third reduction gear set 123 includes the third driving gear 1231 and the third driven gear 1232 meshing with each other;
  • the first input shaft 124 It 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 is fixed on the first input shaft 124
  • the first transition gear 1223 is loosely sleeved on the first input shaft 124
  • the second driven gear 1222 is idle on the second intermediate shaft 127
  • the first driven gear 1212 and the second driving gear 1221 are fixed on the first intermediate shaft 126
  • the third driving gear 1231 is fixed on the second intermediate shaft 127
  • the first intermediate gear 127a is also vacantly sleeved on the second intermediate shaft 127, and the first shifting mechanism 13 includes a first synchronizer S1.
  • the first synchronizer S1 is arranged on the second intermediate shaft 127 and is located between the first intermediate gear 127a and Between the second driven gear 1222, the first synchronizer S1 selectively connects and disconnects with the first intermediate gear 127a and the second driven gear 1222, so as to control the first intermediate gear 127a, the second driven gear 1222 and the second driven gear 1222.
  • the combination and disconnection of the second intermediate shaft 127 realizes two gears.
  • the first input shaft 124 is a complete one without disconnection in the middle, which is equivalent to reducing one shaft, and the assembly is simpler.
  • Another difference between it and the third embodiment lies in the arrangement of the second disengaging mechanism and the second gear reduction mechanism.
  • the second gear reduction mechanism 22 includes a fourth gear set 221, a fifth reduction gear set 222, a sixth reduction gear set 223, a second input shaft 24, a second output shaft 225, a third intermediate shaft 226, a fourth The intermediate shaft 227, the fourth gear set 221 includes the fourth driving gear 2211 and the fourth driven gear 2212 that are meshed with each other, and the fifth reduction gear set 222 includes the fifth driving gear 2221 that is meshed with each other, the fifth driven gear 2222 and the meshing
  • the second disengagement mechanism 23 includes a second synchronizer S2, and the second synchronizer S2 is located between the fifth driven gear 2222 and the second intermediate gear 227a, and is used to control the fifth driven gear 2222 and the second intermediate gear 227a and the second intermediate gear 227a. Combination and disconnection of the fourth intermediate shaft 227 .
  • FIG. 8 shows the electric drive assembly 100 provided by the seventh embodiment of the present application, which differs from the sixth embodiment in that the first transition gear 1223 is a dual gear.
  • the larger diameter of the dual gears meshes with the second driving gear 1221, and the smaller diameter of the dual gears meshes with the second driven gear 1222.
  • the second transition gear 2223 is a dual gear.
  • the larger diameter of the dual gears meshes with the fifth driving gear 2221
  • the smaller diameter of the dual gears meshes with the fifth driven gear 2222 .
  • the size of the first transition gear 1223 and the second transition gear 2223 can be reduced, so as to reduce the X-direction space occupied by the electric drive assembly 100 .
  • FIG. 9 shows the electric drive assembly 100 provided by the eighth embodiment of the present application, which is mainly different from the seventh embodiment in that the arrangement of the locking mechanism 3 is different.
  • 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 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 motor shaft of the second motor 21 is a hollow shaft, and one end of the second output shaft 225 away from the second wheel 300 is connected to one end of the locking mechanism 3 through a connecting shaft 4, and the other end of the locking mechanism 3 is connected to the first One end of the output shaft 125 , so that the locking mechanism 3 is connected between the axle 2001 of the first wheel 200 and the axle 3001 of the second wheel 300 .
  • the second output end of the motor shaft of the second motor 21 is in transmission connection with the first gear reduction mechanism 12 (specifically, the first output shaft 125), so that the first motor 11 and the second Two motors 21 are dynamically coupled; when the locking mechanism 3 is switched to the disengaged position, the second output end of the motor shaft of the second motor 21 is disconnected from the first gear reduction mechanism 12, so that the first motor 11 and the second motor Power interruption between 21.
  • FIG. 10 shows an electric drive assembly 100 provided by the ninth embodiment of the present application.
  • the locking mechanism 3 includes a first locking mechanism 31 and a second locking mechanism 32.
  • the first motor The first output end of the motor shaft of 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 first motor 11 is decelerated with the second gear through the first locking mechanism 31.
  • mechanism 22 the first output end of the motor shaft of the second motor 21 is connected to the second wheel 300 through the second gear reduction mechanism 22, and the second output end of the motor shaft of the second motor 21 passes through the second locking mechanism 32 It is connected with the first gear reduction mechanism 12 .
  • the first gear reduction mechanism 12 is a single-speed two-stage reduction mechanism, 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 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;
  • An input shaft 124 is connected to the first output end of the first motor 11, the first output shaft 125 is connected to the axle 2001 of the first wheel 200, the first driving gear 1211 is sleeved on the first input shaft 124, and the first driven
  • the gear 1212 and the second driving gear 1221 are fixed on the first intermediate shaft 126 , and the second driven gear 1222 is fixed on the first output shaft 125 .
  • the second gear reduction mechanism 22 is a single-speed two-stage reduction mechanism, and the second gear reduction mechanism 22 includes a third reduction gear set 22a, a fourth reduction gear set 22b, a second input shaft 224, a second output shaft 225 and a second intermediate gear set.
  • 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 22b includes a fourth driving gear 221b and a fourth driven gear 222b that mesh with each other
  • the second input shaft 224 is connected to the other output end of the second motor 11, the second output shaft 225 is connected to the wheel shaft 3001 of the second wheel 300, the third driving gear 221a is sleeved on the second input shaft 224, and the third driven
  • the gear 222 a and the fourth driving gear 221 b are fixed on the second intermediate shaft 22 c
  • the fourth driven gear 222 b is fixed on the second output shaft 225 .
  • 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, and the first lock shaft 24a is connected to an output end of the second motor 21 , the first locking mechanism 31 is disposed on one side of the first locking gear 25 a, and the first locking gear 25 a meshes with the first driven gear 1212 .
  • 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 position of the first disengaging mechanism 13 is not limited to the first input shaft 124.
  • the first disengaging mechanism 13 is arranged on the first intermediate shaft 126.
  • One of the first driven gear 1212 and the second driving gear 1221 is an idler gear, and the other gears are fixed gears.
  • the first disengaging mechanism 13 is arranged on the first output shaft 125, at this time, the second driven gear 1222 is an idler gear, and the other gear gears are fixed gears.
  • the position of the second disengaging mechanism 23 is not limited to the second input shaft 224.
  • the second disengaging mechanism 23 is arranged on the second intermediate shaft 22c.
  • One of the third driven gear 222a and the fourth driving gear 221b is an idler gear, and the other gears are fixed gears.
  • the second disengaging mechanism 23 is arranged on the second output shaft 225, at this time, the fourth driven gear 222b is an idler gear, and other gear gears are fixed gears.
  • the first gear reduction mechanism 12 and the second gear reduction mechanism 13 may also adopt the two-speed multi-stage gear reduction mechanism or the single-speed three-stage reduction mechanism in the above embodiments.
  • Figure 11 shows the electric drive assembly 100 provided by the tenth embodiment of the present application, which is different from the above embodiments in that the first motor 11 and the second motor 21 are coaxially arranged, the first gear reduction mechanism 12 and the second The two-gear reduction mechanism 22 is located between the first motor 11 and the second motor 21 .
  • the electric drive assembly 100 is arranged in a T shape.
  • the motor shaft of the first motor 11 outputs at one end
  • the motor shaft of the second motor 21 outputs at one end
  • a locking mechanism 3 is arranged between the wheel shaft 2001 of the first wheel 200 and the wheel shaft 3001 of the second wheel 300, and the locking mechanism 3 Can be switched between the engaged position and the disengaged position; when the locking mechanism 3 is switched to the engaged position, the axle 2001 of the first wheel 200 is combined with the axle 3001 of the second wheel 300, so that the first motor 11 and the second motor 21 power coupling; when the locking mechanism 3 is switched to the disengaged position, the axle 2001 of the first wheel 200 is disconnected from the axle 3001 of the second wheel 300, so that the power of the first motor 11 and the second motor 21 is interrupted.
  • the lock mechanism 3 is connected between the output shaft of the first reduction mechanism 12 (the first output shaft 125 ) and the output shaft of the second reduction mechanism 12 (the second output shaft 225 ).
  • the first output shaft 125, the second output shaft 225 and the axle are coaxial.
  • the first motor 11 and the second motor 21 are flat motors with large core diameters and short lengths, the arrangement of the two motors is coaxial, and the two gear reduction mechanisms are in the middle of the two motors.
  • the electronic control adopts an all-in-one solution and is made into a T-shaped structure. A part of the electronic control is installed above the input shaft of the gear reduction mechanism, and a part is installed above the motor. The overall structure is compact and the space utilization rate is high. High integration of control and gear reduction mechanism.
  • Figures 12 to 13 show the electric drive assembly 100 provided by the eleventh embodiment of the present application, which differs from the above embodiments in that the axle 2001 of the first wheel 200 is coaxial with the axle 3001 of the second wheel 300 , the first motor 11, the second motor 21 and the axle 2001 of the first wheel 200 are spaced parallel to each other, and the axle 2001 of the first motor 11, the second motor 21 and the first wheel 200 is in a triangular arrangement (V-shaped arrangement).
  • 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 on 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 arranged at the transmission end.
  • the locking mechanism 3 is designed at the end of the transmission and arranged on the axis of the motor, which can effectively reduce the load and radial dimension of the gear reduction mechanism, increase the ground clearance, and improve the vehicle passability.
  • the final transmission gear set (reduction gear set connected to the first wheel) of the first gear reduction mechanism 12 and the final transmission gear set (reduction gear set connected to the second wheel) of the second gear reduction mechanism 22 ) is located below the first motor 11 and the second motor 21, greatly reducing the axial length of the assembly.
  • the motor adopts a slender motor with a small core diameter and a long length.
  • the two motors are arranged in parallel, which greatly reduces the length in the Y direction and makes full use of the space in the X direction.
  • the gear reduction mechanism is at both ends of the motor.
  • the two motors and the output shaft (that is, the wheel shaft) of the gear reduction mechanism are arranged in a triangle, and the electric control adopts an all-in-one solution, which is made into a flat structure and installed above the two motors.
  • the overall structure is compact and the space utilization rate is high.
  • the high integration of motor, electric control and gear reduction mechanism has been realized.
  • 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.
  • the electric drive assembly 100 provided by the twelfth embodiment of the present application is different from the eleventh embodiment in that the motor shaft of the first motor 11 outputs at both ends, and the motor shaft of the second motor 21 has a single output.
  • the locking mechanism 3 is arranged at the second output end of the motor shaft of the first motor 11, that is, the locking mechanism 3 is arranged at the front end of the transmission.
  • 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 electric drive assembly provided by the thirteenth embodiment of the present application differs from the twelfth embodiment in that the motor shaft of the first motor outputs at one end, the motor shaft of the second motor outputs at both ends, and the locking mechanism is set At the second output end of the motor shaft of the second motor, that is, the locking mechanism is arranged at the transmission front end.
  • the locking mechanism is arranged at the front end of the transmission, which effectively utilizes the axial space and shortens the axial dimension of the reduction mechanism.
  • the electric drive assembly 100 provided by the fourteenth embodiment of the present application is different from the twelfth 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 both ends.
  • the locking mechanism 3 includes a first locking mechanism 31 and a second locking mechanism 32, the first output end of the motor shaft of the first motor 11 is connected to the first wheel 200 through the first gear reduction mechanism 12, and the second The second output end of the motor shaft of a motor 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 connected with the second wheel through the second gear reduction mechanism 22.
  • 300 transmission connection the second output end of the motor shaft of the second motor 21 is connected with the first gear reduction mechanism 12 through the second locking mechanism 32, that is, the first locking mechanism 31 and the second locking mechanism 32 are arranged at the front end of the transmission .
  • the locking mechanism (the first locking mechanism 31 and the second locking mechanism 32) is arranged at the front end of the transmission, which effectively utilizes the axial space and shortens the axial dimension of the reduction mechanism.
  • Figure 14 shows the electric drive assembly provided by the fifteenth embodiment of the present application, which is different from the above embodiments in that a first planetary gear is arranged between the first gear reduction mechanism 12 and the axle 2001 of the first wheel 200 Mechanism 14, the second planetary gear mechanism 26 is arranged between the second gear reduction mechanism 22 and the axle 3001 of the second wheel 300; the ring gear 141 of the first planetary gear mechanism 14 is connected to the output end of the first gear reduction mechanism 12 (ie The ring gear 141 of a planetary gear mechanism 14 meshes with the driven gear of the final gear set of the first gear reduction mechanism 12), the planet carrier 142 of the first planetary gear mechanism 14 is connected to the wheel shaft 2001 of the first wheel 200, and the first planet The sun gear 143 of the gear mechanism 14 is fixed on the housing 128 of the first gear reduction mechanism 12 .
  • the ring gear 261 of the second planetary gear mechanism 26 is connected to the output end of the second gear reduction mechanism 22 (that is, the ring gear 261 of the second planetary gear mechanism 26 meshes with the driven gear of the final gear set of the second gear reduction mechanism 22 ) , the planet carrier 262 of the second planetary gear mechanism 26 is connected to the axle 3001 of the second wheel 300 , and the sun gear 263 of the second planetary gear mechanism 26 is fixed on the housing 228 of the second gear reduction mechanism 22 .
  • 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.
  • Fig. 15 shows the electric drive assembly 100 provided by the sixteenth embodiment of the present application, which is different from the above-mentioned embodiments in that the first planet is set between the first gear reduction mechanism 12 and the axle 2001 of the first wheel 200 Gear mechanism 14, the second planetary gear mechanism 26 is arranged between the second gear reduction mechanism 22 and the axle 3001 of the second wheel 300;
  • the sun gear 143 of the first planetary gear mechanism 14 is coaxially fixed with the driven gear of the final stage gear set of the first gear reduction mechanism 12), the planet carrier 142 of the first planetary gear mechanism 14 is connected to the wheel shaft 2001 of the first wheel 200,
  • the ring gear 141 of the first planetary gear mechanism 14 is fixed on the housing 128 of the first gear reduction mechanism 12 .
  • the sun gear 263 of the second planetary gear mechanism 26 is connected to the output end of the second gear reduction mechanism 22 (that is, the sun gear 263 of the second planetary gear mechanism 26 is coaxial with the driven gear of the final stage gear set of the second gear reduction mechanism 22 fixed), the planet carrier 262 of the second planetary gear mechanism 26 is connected to the axle 3001 of the second wheel 300 , and the ring gear 261 of the second planetary gear mechanism 26 is fixed on the housing 228 of the second gear reduction mechanism 22 .
  • 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 seventeenth embodiment of the present application provides an electric drive system 100, which is different from the third embodiment in that the first gear reduction mechanism 12 and the second gear reduction mechanism 22 adopt a two-speed two-stage gear reduction mechanism .
  • the eighteenth embodiment of the present application provides an electric drive system 100 , which differs from the third embodiment mainly in that both the first gear reduction mechanism 12 and the second gear reduction mechanism 22 have only one driving gear.
  • the first gear reduction mechanism 12 is a single-speed three-stage gear reducer, and 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 An 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, and the second reduction gear set 122 includes a mutual meshing The second driving gear 1221 and the second driven gear 1222, the third reduction gear set 123 includes the third driving gear 1231 and the third driven gear 1232 meshing with each other; the first input shaft 124 is connected with the first motor 11, the first The output shaft 125 is connected to the wheel shaft 2001 of the first wheel 200, the first 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 The driven gear 1222 and
  • the second driven gear 1222 is an idler gear that is idly sleeved on the shaft (second intermediate shaft 127) where it is located, and the remaining gear gears are fixed gears that are fixed on the shaft where it is located.
  • the mechanism 13 is a first synchronizer S1, which is arranged on one axial side of the second driven gear 1222; the first synchronizer S1 can be selectively engaged and disengaged from the second driven gear 1222 to Realize the combination or disconnection of the second driven gear 1222 and its shaft.
  • the power of the first motor 11 can sequentially pass through the first input shaft 124, the first reduction gear set 121, the second reduction gear set 122, and the third reduction gear set 123 And the first output shaft 125 is transmitted to the first wheel 200 .
  • the first synchronizer S1 is disengaged from the second driven gear 1222 , the power transmission path from the first motor 11 to the first wheel 200 is disconnected at the second driven gear 1222 .
  • 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 fifth driven gear 2222 is an idler gear that is idling on the shaft (the fourth intermediate shaft 227) where it is located, and the rest of the gear gears are fixed gears that are fixed on the shaft where it is located.
  • the mechanism 23 is the second synchronizer S2, and the second synchronizer S2 is arranged on one axial side of the fifth driven gear 2222; the second synchronizer S2 can be selectively engaged and disengaged from the fifth driven gear 2222 to Realize the combination or disconnection of the shaft where the fifth driven gear 2222 is located.
  • the power of the second motor 21 can sequentially pass through the second input shaft 224, the fourth reduction gear set 221, the fifth reduction gear set 222, and the sixth reduction gear set 223 And the second output shaft 225 is transmitted to the second wheel 300 .
  • the second synchronizer is disengaged from the fifth driven gear 2222 , the power transmission path from the second motor 21 to the second wheel 300 is disconnected at the fifth driven gear 1222 .
  • the motor shaft of the first motor 11 outputs at both ends, the motor shaft of the second motor 21 outputs at one end, and the locking mechanism 3 is arranged at the second output end of the motor shaft of the first motor 11 .
  • the first output end of the motor shaft of the first motor 11 is connected to the first wheel 200 through the first gear reduction mechanism 12, and the output end of the motor shaft of the second motor 21 is connected to the second wheel through the second gear reduction mechanism 22. 300 transmission connection.
  • 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 arranged on one side of the locking gear 25 , and the locking gear 25 meshes with the first driving gear 2211 .
  • the locking gear 25 may also mesh with the first driven gear 2212 .
  • the nineteenth embodiment of the present application provides an electric drive system 100 , which differs from the eleventh embodiment mainly in that the locking mechanism 3 is omitted.
  • first disengaging mechanism 13 is disposed on the second intermediate shaft 127
  • second disengaging mechanism 23 is disposed on the fourth intermediate shaft 227 .
  • the twentieth 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 twenty-first 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)、第一齿轮减速机构(12)及第一脱挡机构(13)，在第一脱挡机构(13)切换至接合位置时，第一电机(11)的动力通过第一齿轮减速机构(12)传递至第一车轮(200)；所述第二车轮驱动总成(2)包括第二电机(21)、第二齿轮减速机构(22)及第二脱挡机构(23)，在第二脱挡机构(23)切换至接合位置时，第二电机(21)的动力通过第二齿轮减速机构(22)传递至第二车轮(300)。

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202110744962.8、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。
此外，由于现有的轮边驱动方案，电机通过减速齿轮始终与车轮保持耦合，四驱车辆在选择使用两驱模式驱动时，电机和减速齿轮随转时产生拖曳阻力，降低了整车经济性和续航里程。
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，可以减小或切断电机和齿轮减速机构随转时的拖曳阻力，提高整车经济性和续航里程。
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、第一齿轮减速机构及第一脱挡机构，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，所述第一脱挡机构能够在接合位置与脱开位置之间切换；在所述第一脱挡机构切换至接合位置时，所述第一电机的动力能够通过所述第一齿轮减速机构传递至所述第一车轮；在所述第一脱挡机构切换 至脱开位置时，所述第一电机与所述第一车轮的动力传递中断；所述第二车轮驱动总成包括第二电机、第二齿轮减速机构及第二脱挡机构，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，所述第二脱挡机构能够在接合位置与脱开位置之间切换；在所述第二脱挡机构切换至接合位置时，所述第二电机的动力能够通过所述第二齿轮减速机构传递至所述第二车轮；在所述第二脱挡机构切换至脱开位置时，所述第二电机与所述第二车轮的动力传递中断。
应用本申请的电驱动总成的汽车，在选择使用两驱模式时，断开前轴或后轴的电驱动总成的第一脱挡机构及第二脱挡机构，可以减小或切断电机和齿轮减速机构随转时的拖曳阻力，提高整车经济性和续航里程。
在本申请的一些示例中，所述第一齿轮减速机构具有两个驱动挡位，所述第一脱挡机构的接合位置包括第一接合位置与第二接合位置；在所述第一脱挡机构切换至第一接合位置时，所述第一电机的动力能够通过所述第一齿轮减速机构的1挡传递路径传递至所述第一车轮；在所述第一脱挡机构切换至第二接合位置时，所述第一电机的动力能够通过所述第一齿轮减速机构的2挡传递路径传递至所述第一车轮；所述第二齿轮减速机构具有两个驱动挡位，所述第二脱挡机构的接合位置包括第一接合位置与第二接合位置；在所述第二脱挡机构切换至第一接合位置时，所述第二电机的动力能够通过所述第二齿轮减速机构的1挡传递路径传递至所述第二车轮；在所述第二脱挡机构切换至第二接合位置时，所述第二电机的动力能够通过所述第二齿轮减速机构的2挡传递路径传递至所述第二车轮。
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，所述第一电机与第二电机平行布置；所述第一电机与第二电机的其中一个与对应车轮的轮轴平行间隔且与对应车轮的轮轴在左右方向上的投影部分重叠，或者所述第一电机与第二电机的其中一个与对应车轮的轮轴同轴。
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，所述锁止机构设置在所述第一车轮的轮轴与第二车轮的轮轴之间；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，所述第一电机与第二电机同轴布置，所述第一齿轮减速机构及第二齿轮减速机构位于所述第一电机与第二电机之间。
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，所述第一车轮的轮轴与第二车轮的轮轴同轴，所述第一电机、第二电机及所述第一车轮的轮轴三者相互平行间隔，所述第一电机、第二电机及所述第一车轮的轮轴呈三角布置。
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，所述锁止机构为集成单向离合器的同步器。
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,因此四轮驱动系统续航能力强。
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,因此汽车在选择使用两驱模式时，断开前轴或后轴的电驱动总成的第一脱挡机构及第二脱挡机构，可以减小或切断电机和齿轮减速机构随转时的拖曳阻力，提高整车经济性和续航里程。
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左侧视图；
图3是本申请第一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是本申请第九实施例提供的电驱动总成的示意图；
图11是本申请第十实施例提供的电驱动总成的示意图；
图12是本申请第十一实施例提供的电驱动总成的示意图；
图13是本申请第十一实施例提供的电驱动总成的侧视图；
图14是本申请第十五实施例提供的四轮驱动系统的示意图；
图15是本申请第十六实施例提供的四轮驱动系统的示意图；
图16是本申请第十七实施例提供的四轮驱动系统的示意图；
图17是本申请第十八实施例提供的四轮驱动系统的示意图；
图18是本申请第十九实施例提供的四轮驱动系统的示意图；
图19是本申请第十二实施例提供的四轮驱动系统的示意图；
图20是本申请第十四实施例提供的四轮驱动系统的示意图；
图21是本申请第二十实施例提供的四轮驱动系统的示意图；
图22是本申请第二十一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；122、第二减速齿轮组；1221、第二主动齿轮；1222、第二从动齿轮；1223、第一过渡齿轮；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、第一脱挡机构；14、第一行星齿轮机构；141、齿圈；142、行星架；143、太阳轮；
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；2233、第二过渡齿轮；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、第七减速齿轮组；2291、第七主动齿轮；2292、第七从动齿轮；220、第八减速齿轮组；2201、第八主动齿轮；2202、第八从动齿轮；23、第二脱挡机构；24、锁止轴；25、锁止齿轮；26、第二行星齿轮机构；261、齿圈；262、行星架；263、太阳轮；
3、锁止机构；31、第一锁止机构；32、第二锁止机构；
4、连接轴。
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22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
参见图1至图3，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、第一齿轮减速机构12及第一脱挡机构13，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，第一脱挡机构13能够在接合位置与脱开位置之间切换；在第一脱挡机构13切换至接合位置时，第一电机11的动力能够通过第一齿轮减速机构12传递至第一车轮200；在第一脱挡机构13切换至脱开位置时，第一电机11与第一车轮200的动力传递中断。
第二车轮驱动总成2包括第二电机21、第二齿轮减速机构22及第二脱挡机构23，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，第二脱挡机构13能够 在接合位置与脱开位置之间切换；在第二脱挡机构23切换至接合位置时，第二电机21的动力能够通过第二齿轮减速机构22传递至第二车轮300；在第二脱挡机构23切换至脱开位置时，第二电机21与第二车轮300的动力传递中断。
本实施例中，电驱动总成呈H型布置，第一电机11及第二电机21采用铁心直径小，长度较长的细长型电机，第一电机11与第二电机21平行布置，且第一电机11的电机轴与第二电机21的电机轴均沿汽车左右方向延伸。第二电机21与第二车轮300的轮轴3001同轴设置，大幅缩减了电驱动总成100的Y向长度，充分利用了汽车的X向空间。
第一电机11与第二电机21在前后方向上并排布置，第一齿轮减速机构12及第二齿轮减速机构22位于两个电机的左右两侧，电控箱可采用多合一方案，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、电控及减速器的高度集成。
第一齿轮减速机构12为单挡三级齿轮减速器，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。
第二从动齿轮1222为空套在其所处的轴(第二中间轴127)上的空套齿轮，其余的挡位齿轮为固定在其所处的轴上的固定齿轮，第一脱挡机构13为第一同步器S1，第一同步器S1设置在第二从动齿轮1222的轴向一侧；第一同步器S1可选择性地与第二从动齿轮1222接合与脱开，以实现第二从动齿轮1222与其所处轴的结合或断开。第一同步器S1与第二从动齿轮1222接合时，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、第二减速齿轮组122、第三减速齿轮组123及第一输出轴125传递至第一车轮200。第一同步器S1与第二从动齿轮1222脱开时，第一电机11至第一车轮200的动力传递路径在第二从动齿轮1222处断开。
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。
第五从动齿轮2222为空套在其所处的轴(第四中间轴227)上的空套齿轮，其余的挡位齿轮为固定在其所处的轴上的固定齿轮，第二脱挡机构23为第二同步器S2，第二同步器S2设置在第五从动齿轮2222的轴向一侧；第二同步器S2可选择性地与第五从动齿轮2222接合与脱开，以实现第五从动齿轮2222其所处轴的结合或断开。第二同步器S2与第五从动齿轮2222接合时，第二电机21的动力可依次通过第二输入轴224、第四减速齿轮组221、第五减速齿轮组222、第六减速齿轮组223及第二输出轴225传递至第二车轮300。第二同步器与第五从动齿轮2222脱开时，第二电机21至第二车轮300的动力传递路径在第五从动齿轮1222处断开。
当电驱动总成进入到随转模式时，第一同步器S1可将第二减速齿轮组122、第三减速齿轮组123的动力断开，第一电机11、第一减速齿轮组121和第二减速齿轮组122将保持静止。第二同步器S2可以将第五减速齿轮组222和第六减速齿轮组223的动力断开，第二电机21、第四减速齿轮组221和第五减速齿轮组222保持静止。
第一实施例中，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。第一输入轴124、第一输出轴125、第一中间轴126及第二中间轴127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。第二输入轴224、第三中间轴226及第四中间轴227相互间隔且平行，第二输入轴224与第二电机21的电机轴同轴连接或一体构造，第二输入轴224与第二输出轴225同轴且在横向上相互间隔。第三中间轴226及第四中间轴227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的靠近第二电机21的一端通过轴承旋转支撑在第二齿轮减速机构22的中间支撑结构2281上。中间支撑结构2281位于壳体228内。
参见图2及图3，第一齿轮减速机构12及第二齿轮减速机构22的布置形式不同，第一输入轴124的中心线与第一中间轴126的中心线的垂线L1和第一输出轴125与第一中间轴126的中心线的垂线L2的夹角大于90度。第二输入轴224的中心线与第三中 间轴226的中心线的垂线L3和第二输出轴225与第一中间轴226的中心线的垂线的夹角小于90度。具体在第一实施例中，第二输入轴224与第二输出轴225同轴，第二输入轴224的中心线与第三中间轴226的中心线的垂线L3和第二输出轴125与第三中间轴226的中心线的垂线重合，即夹角为0。
第一实施例中，参见图1，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，锁止机构3能够在接合位置与脱开位置之间切换；在锁止机构3切换至接合位置时，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与第二电机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。
第二电机21的电机轴为空心轴，第一输出轴125的远离第一车轮200的一端通过一根穿过第二电机21的电机的连接轴4连接至锁止机构3的一端，锁止机构3的另一端连接在第二输出轴225的一端，以此，锁止机构3连接于第一车轮200的轮轴2001与第二车轮300的轮轴3001之间。第一输出轴125、连接轴4及第二输出轴225同轴。在锁止机构3切换至接合位置时，第一车轮200的轮轴2001与第二车轮300的轮轴3001通过第一输出轴125、连接轴4、锁止机构3及第二输出轴225结合，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，第一车轮200的轮轴2001与第二车轮300的轮轴3001断开，以使得第一电机11与第二电机21之间的动力中断。
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。
应用本实施例的电驱动总成100的汽车(四驱)，在选择使用两驱模式时，断开前轴或后轴的电驱动总成100的第一脱挡机构13及第二脱挡机构23，可以减小或切断第一电机11与第一齿轮减速机构12和第二电机11与第二齿轮减速机构22随转时的拖曳阻力，提高整车经济性和续航里程。
第一脱挡机构13的位置并不限于第二中间轴127，例如，在第一实施例的一个替代实施例中，第一脱挡机构13设置在第一输入轴124上，此时，第一主动齿轮1211为空套齿轮，其它挡位齿轮为固定齿轮。
在第一实施例的另一个替代实施例中，第一脱挡机构13设置在第一输出轴125上，此时，第三从动齿轮1232为空套齿轮，其它挡位齿轮为固定齿轮。
在第一实施例的另一个替代实施例中，第一脱挡机构13设置在第一中间轴126上，此时，第一从动齿轮1212及第二主动齿轮1221中的其中一个为空套齿轮，其它挡位齿轮为固定齿轮。
第二实施例
本申请第二实施例提供了一种电驱动总成，其与第一实施例的区别在于，取消第一车轮驱动总成与第二车轮驱动总成之间的锁止机构。
第二实施例相对于第一实施例，减少了零部件，成本更低。适用于不需要太强脱困能力的车型。
第三实施例
图4所示为本申请第三实施例提供的电驱动总成100，其与第一实施例主要不同之处在于，第一齿轮减速机构12及第二齿轮减速机构22为两挡多级齿轮减速器。
第一齿轮减速机构12为两挡三级齿轮减速机构，第一脱挡机构13的接合位置包括第一接合位置与第二接合位置；在第一脱挡机构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；在第一脱挡机构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具有两个驱动挡位，第二脱挡机构22的接合位置包括第一接合位置与第二接合位置；在第二脱挡机构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；在第二脱挡机构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及第三主动齿轮1231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，第三从动齿轮1232及第四主动齿轮1291设置在第二中间轴127上，第四从动齿轮1292设置在第一输出轴125上；第二从动齿轮1222为空套在第一输入轴124上的空套齿轮，其余齿轮为固定在其所处的轴上的固定齿轮。
第一输入轴124在第一脱挡机构13处断开为两段，第一输入轴124的第一段与第一电机11连接，第一主动齿轮1211固定在第一输入轴124的第一段上，第二从动齿轮1222空套在第一输入轴124的第二段上，第三主动齿轮1231固定在第一输入轴124的第二段上。
第一脱挡机构13为第一同步器S1，第一同步器S1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S1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S1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、第一同步器S1、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S1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S1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S1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为两挡三级齿轮减速机构，第二齿轮减速机构22包括第五减速齿轮组222、第六减速齿轮组223、第七减速齿轮组229、第八减速齿轮组220、第二输入轴24、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，第七减速齿轮组229包括相互啮合 的第七主动齿轮2291及第七从动齿轮2292，第八减速齿轮组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及第七主动齿轮2241设置在第二输入轴224上，第五从动齿轮2222及第六主动齿轮2231设置在第三中间轴226上，第七从动齿轮2292及第八主动齿轮2201设置在第四中间轴227上，第八从动齿轮2202设置在第二输出轴227上；第六从动齿轮2232为空套在第二输入轴224上的空套齿轮，其余齿轮为固定在其所处的轴上的固定齿轮。
第二输入轴224在第二脱挡机构23处断开为两段，第二输入轴224的第一段与第二电机21连接，第五主动齿轮2221固定在第二输入轴124的第一段上，第六从动齿轮2232空套在第一输入轴124的第二段上，第七主动齿轮2291固定在第二输入轴224的第二段上。
第二脱挡机构23为第二同步器S2，第二同步器S2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S2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S2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、第七减速齿轮组229、第八减速齿轮组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S2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、第五减速齿轮组222、第六减速齿轮组223、第七减速齿轮组229、第八减速齿轮组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S2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。
第三实施例中，第一齿轮减速机构12及第二齿轮减速机构22的布置形式不同，第一输入轴124的中心线与第一中间轴226的中心线的垂线和第一输出轴125与第一中间轴226的中心线的垂线的夹角大于90度。第二输入轴224的中心线与第三中间轴226的中心线的垂线和第二输出轴225与第一中间轴226的中心线的垂线的夹角小于90度。具体在第二实施例中，第二输入轴224与第二输出轴225不同轴(平行间隔)，第二输入轴224的中心线与第三中间轴226的中心线的垂线和第二输出轴125与第一中间轴226的中心线的垂线的夹角为锐角。
第三实施例中，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，第四中间轴227中还空套有与锁止齿轮25啮合的第二中间齿轮227a，第二中间齿轮227a与第五主动齿轮2211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、第二中间齿轮227a及第五主动齿轮2211在第二输入轴224处与第二电机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。
第三实施例中，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。
第三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。
第三实施例中，锁止机构3设置为集成单向离合器的同步器，单向离合器连接在同步器与锁止轴24之间。同步器集成单向离合器的好处是，锁止机构3接合前，第一电 机11反转，单向离合器将锁止轴24与第二车轮300断开，有利于同步器的接合套与接合齿圈顺利接合，大大减小锁止时需要的执行扭矩，提高了车辆平顺性。
在第三实施例的一些替代实施例中，也可以取消锁止机构。
在第三实施例的一些替代实施例中，锁止机构3设置为集成扭转盘的同步器。即，用扭转盘代替单向离合器，实现类似功能。
第四实施例
图5所示为本申请第四实施例提供的电驱动总成100，其与第三实施例一个不同之处在于，第二中间轴127为空套在第一中间轴126上的空心轴。
第四实施例中，第二中间轴127同轴套设在第一中间轴126上，可以降低第一齿轮减速机构12的X向尺寸。
第四实施例与第三实施例的另一个不同在于，第二齿轮减速机构22的第四中间轴227同轴套设在第三中间轴226上，锁止齿轮25与第五从动齿轮2222啮合，相当于省略了第二中间齿轮227a。可以减小第一齿轮减速机构的X向尺寸。
第五实施例
图6所示为本申请第五实施例提供的电驱动总成100，其与第三实施例一个不同之处在于，第一脱挡机构13的结构、布置不同。
第五实施例中，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固定在第一输入轴124上，第二从动齿轮1222空套在第一输入轴124上，第一从动齿轮1212及第二主动齿轮1221固定在第一中间轴126上，第二中间轴127为空套在第一中间轴126上的空心轴，第三主动齿轮1231固定在第二中间轴127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。
第一脱挡机构13包括第一左侧同步器LS1及第一右侧同步器RS1，第一左侧同步器LS1连接在第一中间轴126的一端与第一输入轴124之间，用于控制第一中间轴126与第一输入轴124的结合与断开；第一右侧同步器RS1连接在第一中间轴126的另一端 与第二从动齿轮1222之间，用于控制第一中间轴126与第二从动齿轮1222的结合与断开。
第五实施例中，第二中间轴127同轴套设在第一中间轴126上，可以降低第一齿轮减速机构12的X向尺寸。
另外，第一输入轴124为完整的一根，中间没有断开，相当于减少了一根轴，装配更简单。
第五实施与第三实施例另一个不同之处在于，第二脱挡机构23的结构、布置不同。
具体为，第二齿轮减速机构22包括第五减速齿轮组222、第六减速齿轮组223、第七减速齿轮组229、第八减速齿轮组220、第二输入轴24、第二输出轴225、第三中间轴226、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，第七减速齿轮组229包括相互啮合的第七主动齿轮2291及第七从动齿轮2292，第八减速齿轮组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固定在第一输入轴124上，第五从动齿轮2222及第六主动齿轮2261固定在第三中间轴226上，第六从动齿轮2262、第七主动齿轮2291空套在第二输入轴224上，第七从动齿轮2291及第八主动齿轮2201固定在第二中间轴226上，第八从动齿轮2202固定在第二输出225上。
第二脱挡机构23包括第二左侧同步器LS2及第二右侧同步器RS2，第二左侧同步器LS2位于第六从动齿轮2262、第七主动齿轮2291之间，用于控制第六从动齿轮2262、第七主动齿轮2291与第二输入轴224的结合与断开；第二右侧同步器RS2连接于第七主动齿轮2291的另一侧，用于控制第七主动齿轮2291与第二输入轴224的结合与断开。
第六实施例
图7所示为本申请第六实施例提供的电驱动总成100，其与第三实施例一个不同之处在于，第一脱挡机构、第一齿轮减速机构的布置不同。
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包括第二主动齿轮1221、第二从动齿轮1222及第一过渡齿轮1223，第一过渡齿轮1223同时与第二主动齿轮1221、第二从动齿轮1222啮合，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固定在第一输入轴124上，第一过渡齿轮1223空套在第一输入轴124上，第二从动齿轮1222空套在第二中间轴127上，第一从动齿轮1212及第二主动齿轮1221固定在第一中间轴126上，第三主动齿轮1231固定在第二中间轴127上，第三从动齿轮1232固定在第一输出轴125上。
第二中间轴127上还空套有第一中间齿轮127a，第一脱挡机构13包括第一同步器S1，第一同步器S1设置在第二中间轴127上且位于第一中间齿轮127a与第二从动齿轮1222之间，第一同步器S1选择性与第一中间齿轮127a及第二从动齿轮1222的结合与断开，以控制第一中间齿轮127a及第二从动齿轮1222与第二中间轴127的结合与断开，实现两挡。
第六实施例中，第一输入轴124为完整的一根，中间没有断开，相当于减少了一根轴，装配更简单。
其与第三实施例另一个不同之处在于，第二脱挡机构、第二齿轮减速机构的布置不同。
具体为，第二齿轮减速机构22包括第四齿轮组221、第五减速齿轮组222、第六减速齿轮组223、第二输入轴24、第二输出轴225、第三中间轴226、第四中间轴227，第四齿轮组221包括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、第五从动齿轮2222及啮合于第五主动齿轮2221与第五从动齿轮2222之间的第二过渡齿轮2233，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，第二过渡齿轮2223空套在第二输入轴224上；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固定在第一输入轴124上，第四从动齿轮2212及第五主动齿轮2221固定在第三中间轴226上，第五从动齿轮2222空套在第四输中间轴227上，第六主动齿轮2231固定在第二中间轴226上，第六从动齿轮2232固定在第二输出225上。
第二脱挡机构23包括第二同步器S2，第二同步器S2位于第五从动齿轮2222与第二中间齿轮227a之间，用于控制第五从动齿轮2222及第二中间齿轮227a与第四中间轴227的结合与断开。
第七实施例
图8所示为本申请第七实施例提供的电驱动总成100，其与第六实施例一个不同之处在于，第一过渡齿轮1223为双联齿轮。双联齿轮中的直径较大的一个与第二主动齿 轮1221啮合，双联齿轮中的直径较小的一个与第二从动齿轮1222啮合。
其与第六实施例一个不同之处在于，第二过渡齿轮2223为双联齿轮。双联齿轮中的直径较大的一个与第五主动齿轮2221啮合，双联齿轮中的直径较小的一个与第五从动齿轮2222啮合。
采用双联齿轮，可以降低第一过渡齿轮1223及第二过渡齿轮2223的尺寸，以减小电驱动总成100的X向空间占用。
第八实施例
图9所示为本申请第八实施例提供的电驱动总成100，其与第七实施例主要不同之处在于，锁止机构3的布置不同。
第八实施例中，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。
第二电机21的电机轴为空心轴，第二输出轴225的远离第二车轮300的一端通过一根连接轴4连接至锁止机构3的一端，锁止机构3的另一端连接在第一输出轴125的一端，以此，锁止机构3连接于第一车轮200的轮轴2001与第二车轮300的轮轴3001之间。
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(具体为第一输出轴125)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。
第九实施例
图10所示为本申请第九实施例提供的电驱动总成100。
第九实施例中，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所述第一齿轮减速机构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。
第一齿轮减速机构12为单挡二级减速机构，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的第一输出端连接，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空套在第一输入轴124上，第一从动齿轮1212及第二主动齿轮1221固定在第一中间轴126上，第二从动齿轮1222固定在第一输出轴125上。
第二齿轮减速机构22为单挡二级减速机构，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22b、第二输入轴224、第二输出轴225及第二中间轴22c，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22b包括相互啮合的第四主动齿轮221b及第四从动齿轮222b；第二输入轴224与第二电机11的另一个输出端连接，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空套在第二输入轴224上，第三从动齿轮222a及第四主动齿轮221b固定在第二中间轴22c上，第四从动齿轮222b固定在第二输出轴225上。
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的一个输出端连接，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与第一从动齿轮1212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。
第一脱挡机构13的位置并不限于第一输入轴124上，例如，在第九实施例的一个替代实施例中，第一脱挡机构13设置在第一中间轴126上，此时，第一从动齿轮1212及第二主动齿轮1221的其中一个为空套齿轮，其它挡位齿轮为固定齿轮。
在第九实施例的另一个替代实施例中，第一脱挡机构13设置在第一输出轴125上，此时，第二从动齿轮1222为空套齿轮，其它挡位齿轮为固定齿轮。
第二脱挡机构23的位置并不限于第二输入轴224上，例如，在第九实施例的一个替代实施例中，第二脱挡机构23设置在第二中间轴22c上，此时，第三从动齿轮222a及第四主动齿轮221b的其中一个为空套齿轮，其它挡位齿轮为固定齿轮。
在第九实施例的另一个替代实施例中，第二脱挡机构23设置在第二输出轴225上，此时，第四从动齿轮222b为空套齿轮，其它挡位齿轮为固定齿轮。
在第九实施例的另一个替代实施例中，第一齿轮减速机构12及第二齿轮减速机构13也可以采用上述实施例中的两挡多级齿轮减速机构或者单挡三级减速机构。
第十实施例
图11所示为本申请第十实施例提供的电驱动总成100，其与上述实施例不同之处在于，第一电机11与第二电机21同轴布置，第一齿轮减速机构12及第二齿轮减速机构22位于第一电机11与第二电机21之间。电驱动总成100呈T型布置。
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，第一车轮200的轮轴2001与第二车轮300的轮轴3001之间设置有锁止机构3，锁止机构3能够在接合位置与脱开位置之间切换；在锁止机构3切换至接合位置时，第一车轮200的轮轴2001与第二车轮300的轮轴3001结合，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，第一车轮200的轮轴2001与第二车轮300的轮轴3001断开，以使得第一电机11与第二电机21的动力中断。
具体地，锁止机构3连接在第一减速机构12的输出轴(第一输出轴125)与第二减速机构12的输出轴(第二输出轴225)之间。第一输出轴125、第二输出轴225及轮轴同轴。
第十实施例中，第一电机11与第二电机21采用铁心直径大，长度短的扁平型电机，两个电机的布置形式为同轴布置，两个齿轮减速机构在两个电机的中间，电控采用多合一方案，做成T型结构，电控的一部分安装在齿轮减速机构的输入轴的上方，一部分安装在电机的上方，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。
第十一实施例
图12至图13所示为本申请第十一实施例提供的电驱动总成100，其与上述实施例不同之处在于，第一车轮200的轮轴2001与第二车轮300的轮轴3001同轴，第一电机11、第二电机21及第一车轮200的轮轴2001三者相互平行间隔，第一电机11、第二电机21及第一车轮200的轮轴2001呈三角布置(V型布置)。
第十一实施例中，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，并布置在电机的轴线上，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。
此外，第一齿轮减速机构12的末级传动齿轮组(与第一车轮相连接的减速齿轮组)及第二齿轮减速机构22的末级传动齿轮组(与第二车轮相连接的减速齿轮组)位于第一电机11及第二电机21的下方，大大减小总成的轴向长度。
V型布置的特点如下：
(1)电机采用铁心直径小，长度较长的细长型电机，两个电机的布置形式为平行布置，大幅缩减了Y向长度，充分利用了X向空间，齿轮减速机构在电机的两端，两个电机和齿轮减速机构的输出轴(即轮轴)成三角布置，电控采用多合一方案，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。
第十二实施例
参见图19，本申请第十二实施例提供的电驱动总成100，其与第十一实施例不同之 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，即锁止机构3设置在传动前端。
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。
第十三实施例
本申请第十三实施例提供的电驱动总成，其与第十二实施例不同之处在于，第一电机的电机轴单端输出，第二电机的电机轴双端输出，锁止机构设置在第二电机的电机轴的第二输出端处，即锁止机构设置在传动前端。
锁止机构设置在传动前端，有效利用了轴向空间，缩短减速机构轴向尺寸。
第十四实施例
参见图20，本申请第十四实施例提供的电驱动总成100，其与第十二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，即第一锁止机构31及第二锁止机构32设置在传动前端。
锁止机构(第一锁止机构31及第二锁止机构32)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。
第十五实施例
图14所示为本申请第十五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12与第一车轮200的轮轴2001之间设置第一行星齿轮机构14，第二齿轮减速机构22与第二车轮300的轮轴3001之间设置第二行星齿轮机构26；第一行星齿轮机构14的齿圈141连接第一齿轮减速机构12的输出端(即第一行星齿轮机构14的齿圈141与第一齿轮减速机构12的末级齿轮组的从动齿轮啮合)，第一行星齿轮机构14的行星架142连接第一车轮200的轮轴2001，第一行星齿轮机构14的太阳轮143固定在第一齿轮减速机构12的壳体128上。
第二行星齿轮机构26的齿圈261连接第二齿轮减速机构22的输出端(即第二行星齿轮机构26的齿圈261与第二齿轮减速机构22的末级齿轮组的从动齿轮啮合)，第二行星齿轮机构26的行星架262连接第二车轮300的轮轴3001，第二行星齿轮机构26的太阳轮263固定在第二齿轮减速机构22的壳体228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。
第十六实施例
图15所示为本申请第十六实施例提供的电驱动总成100，其与上述实施例的不同之处于，第一齿轮减速机构12与第一车轮200的轮轴2001之间设置第一行星齿轮机构14，第二齿轮减速机构22与第二车轮300的轮轴3001之间设置第二行星齿轮机构26；第一行星齿轮机构14的太阳轮143连接第一齿轮减速机构12的输出端(即第一行星齿轮机构14的太阳轮143与第一齿轮减速机构12的末级齿轮组的从动齿轮同轴固定)，第一行星齿轮机构14的行星架142连接第一车轮200的轮轴2001，第一行星齿轮机构14的齿圈141固定在第一齿轮减速机构12的壳体128上。
第二行星齿轮机构26的太阳轮263连接第二齿轮减速机构22的输出端(即第二行星齿轮机构26的太阳轮263与第二齿轮减速机构22的末级齿轮组的从动齿轮同轴固定)，第二行星齿轮机构26的行星架262连接第二车轮300的轮轴3001，第二行星齿轮机构26的齿圈261固定在第二齿轮减速机构22的壳体228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。
第十七实施例
参见图16，本申请第十七实施例提供电驱动系统100，其与第三实施例不同之处在于，第一齿轮减速机构12及第二齿轮减速机构22采用了两挡二级齿轮减速机构。
第十八实施例
参见图17，本申请第十八实施例提供电驱动系统100，其与第三实施例的不同之处主要在于第一齿轮减速机构12与第二齿轮减速机构22均只有一个驱动挡位。
第一齿轮减速机构12为单挡三级齿轮减速器，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。
第二从动齿轮1222为空套在其所处的轴(第二中间轴127)上的空套齿轮，其余的挡位齿轮为固定在其所处的轴上的固定齿轮，第一脱挡机构13为第一同步器S1，第一同步器S1设置在第二从动齿轮1222的轴向一侧；第一同步器S1可选择性地与第二从动齿轮1222接合与脱开，以实现第二从动齿轮1222与其所处轴的结合或断开。第一同步器S1与第二从动齿轮1222接合时，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、第二减速齿轮组122、第三减速齿轮组123及第一输出轴125传递至第一车轮200。第一同步器S1与第二从动齿轮1222脱开时，第一电机11至第一车轮200的动力传递路径在第二从动齿轮1222处断开。
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。
第五从动齿轮2222为空套在其所处的轴(第四中间轴227)上的空套齿轮，其余的挡位齿轮为固定在其所处的轴上的固定齿轮，第二脱挡机构23为第二同步器S2，第二同步器S2设置在第五从动齿轮2222的轴向一侧；第二同步器S2可选择性地与第五从动齿轮2222接合与脱开，以实现第五从动齿轮2222其所处轴的结合或断开。第二同步器S2与第五从动齿轮2222接合时，第二电机21的动力可依次通过第二输入轴224、第四减速齿轮组221、第五减速齿轮组222、第六减速齿轮组223及第二输出轴225传递至第二车轮300。第二同步器与第五从动齿轮2222脱开时，第二电机21至第二车轮300的动力传递路径在第五从动齿轮1222处断开。
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，锁止齿轮25与第一主动齿轮2211啮合。
在第十八实施例的一替代实施例中，锁止齿轮25也可以与第一从动齿轮2212啮合。
第十九实施例
参见图18，本申请第十九实施例提供电驱动系统100，其与第十一实施例的不同之处主要在于，取消了锁止机构3。
此外，第一脱挡机构13设置在了第二中间轴127上，第二脱挡机构23设置在了第四中间轴227上。
第二十实施例
参见图21，本申请第二十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。
第二十一实施例
参见图22，本申请第二十一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 (17)

  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、第一齿轮减速机构及第一脱挡机构，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，所述第一脱挡机构能够在接合位置与脱开位置之间切换；在所述第一脱挡机构切换至接合位置时，所述第一电机的动力能够通过所述第一齿轮减速机构传递至所述第一车轮；在所述第一脱挡机构切换至脱开位置时，所述第一电机与所述第一车轮的动力传递中断；
    所述第二车轮驱动总成包括第二电机、第二齿轮减速机构及第二脱挡机构，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，所述第二脱挡机构能够在接合位置与脱开位置之间切换；在所述第二脱挡机构切换至接合位置时，所述第二电机的动力能够通过所述第二齿轮减速机构传递至所述第二车轮；在所述第二脱挡机构切换至脱开位置时，所述第二电机与所述第二车轮的动力传递中断。
  2. 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具有两个驱动挡位，所述第一脱挡机构的接合位置包括第一接合位置与第二接合位置；在所述第一脱挡机构切换至第一接合位置时，所述第一电机的动力能够通过所述第一齿轮减速机构的1挡传递路径传递至所述第一车轮；在所述第一脱挡机构切换至第二接合位置时，所述第一电机的动力能够通过所述第一齿轮减速机构的2挡传递路径传递至所述第一车轮；
    所述第二齿轮减速机构具有两个驱动挡位，所述第二脱挡机构的接合位置包括第一接合位置与第二接合位置；在所述第二脱挡机构切换至第一接合位置时，所述第二电机的动力能够通过所述第二齿轮减速机构的1挡传递路径传递至所述第二车轮；在所述第二脱挡机构切换至第二接合位置时，所述第二电机的动力能够通过所述第二齿轮减速机构的2挡传递路径传递至所述第二车轮。
  3. 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。
  4. 根据权利要求2或3所述的电驱动总成，其中，所述第一电机与第二电机平行布置；
    所述第一电机与第二电机的其中一个与对应车轮的轮轴平行间隔且与对应车轮的轮轴在左右方向上的投影部分重叠，或者所述第一电机与第二电机的其中一个与对应车轮的轮轴同轴。
  5. 根据权利要求4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，所述锁止机构设置在所述第一车轮的轮轴与第二车轮的轮轴之间；
    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4中任意一项所述的电驱动总成，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。
  7. 根据权利要求4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。
  8. 根据权利要求1-7中任意一项所述的电驱动总成，其中，所述第一电机与第二电机同轴布置，所述第一齿轮减速机构及第二齿轮减速机构位于所述第一电机与第二电机之间。
  9. 根据权利要求8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断开，以使得所述第一电机与所述第二电机的动力中断。
  10. 根据权利要求1-9中任意一项所述的电驱动总成，其中，所述第一车轮的轮轴与第二车轮的轮轴同轴，所述第一电机、第二电机及所述第一车轮的轮轴三者相互平行间隔，所述第一电机、第二电机及所述第一车轮的轮轴呈三角布置。
  11. 根据权利要求10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。
  12. 根据权利要求10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。
  13. 根据权利要求10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。
  14. 根据权利要求6所述的电驱动总成，其中，所述锁止机构为集成单向离合器的同步器。
  15. 根据权利要求1-14中任意一项所述的电驱动总成，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。
  16. 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1-15任意一项所述的电驱动总成。
  17. 一种汽车，其中，包括权利要求1-15任意一项所述的电驱动总成或权利要求16所述的四轮驱动系统。
PCT/CN2022/096241 2021-06-30 2022-05-31 电驱动总成、四轮驱动系统及汽车 Ceased WO2023273771A1 (zh)

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