Variable speed system, hybrid drive assembly, and flying car

Abstract

This application relates to a transmission system, a hybrid drive assembly, and a flying car. The flying car includes a first motor, a second motor, an engine, a running gear, and a flight mechanism; the transmission system includes a first shaft system, a second shaft system, a third shaft system, and a first transmission system. The first transmission system is connected to the second shaft system and can be selectively connected to the first shaft system and / or the third shaft system. The first shaft system includes a first main shaft and a first clutch; the first main shaft connects the first motor and the engine. The first clutch engages / disengages the linkage between the first transmission system and the first main shaft. The second shaft system includes a second main shaft connected to a second motor. The third shaft system includes a third main shaft, a second clutch, and a third clutch; the second clutch engages / disengages the linkage between the first transmission system and the third main shaft, and the third clutch engages / disengages the linkage between the third main shaft and the running gear or the flight mechanism. The above-described transmission system can achieve multiple drive modes with a relatively simple structure.

Description

Technical Field

[0001] This application relates to the field of transportation technology, and more specifically, to a transmission system, a hybrid drive system, and a flying car. Background Technology

[0002] In recent years, electric vertical takeoff and landing (eVTOL) flying cars have gradually entered the public eye and received increasing attention. Many automotive companies and startups have begun to invest in the field of eVTOL flying cars, dedicated to developing mass-producible eVTOL flying cars. The powertrain system, as the drive system of eVTOL flying cars, is a key core technology that needs to be overcome in the development of eVTOL aircraft.

[0003] Compared to ordinary electric vehicles, electric vertical takeoff and landing (VTOL) aircraft have more stringent requirements for their powertrain systems due to their unique operating characteristics and principles. For example, flying cars need a powertrain system with higher total power output to meet the high power demands of vertical takeoff and landing, while also needing a lighter weight to reduce power consumption and increase range. Currently, a popular trend in the powertrain systems of commercially available VTOL flying cars and publicly disclosed technologies is the use of Distributed Electric Propulsion (DEP). This involves designing multiple rotors, each powered by a separate motor. However, this configuration limits the powertrain system's operational mode. Summary of the Invention

[0004] This application provides a transmission system, a hybrid drive system, and a flying car.

[0005] According to a first aspect of this application, an embodiment provides a transmission system applied to a flying car. The flying car includes a first motor, a second motor, an engine, a running gear, and a flight mechanism. The transmission system includes a first shaft system, a second shaft system, a third shaft system, and a first transmission system. The first shaft system is used to connect to and be driven by the first motor; the second shaft system is used to connect to and be driven by the second motor; the third shaft system is used to selectively connect to either the running gear or the flight mechanism; the first transmission system is driven by the second shaft system and can be selectively driven by the first shaft system and / or the third shaft system. The first shaft system includes a first main shaft and a first clutch. The first main shaft is used to connect to the output end of the first motor; the first main shaft is also used to connect to the engine; the first clutch is coaxially connected to the first main shaft and rotates with the first main shaft. The first transmission system is selectively connected to the first clutch; the first clutch is used to engage or disengage the linkage between the first transmission system and the first main shaft. The second shaft system includes a second main shaft, which is used to connect to the output end of the second motor. The third shaft system includes a third main shaft, a second clutch, and a third clutch. The second clutch is coaxially connected to the third main shaft and rotates with it. The second clutch can be selectively connected to the first transmission system to engage or disengage the linkage between the first transmission system and the third main shaft. The third clutch is coaxially connected to the third main shaft and rotates with it. The third clutch is used to engage or disengage the linkage between the third main shaft and the traveling mechanism or the flight mechanism.

[0006] According to a second aspect of this application, an embodiment of this application provides a hybrid drive assembly applied to a flying car. The flying car includes a running gear and a flight gear. The hybrid drive assembly includes a first motor, a second motor, an engine, and the aforementioned transmission system. A first main shaft is connected to the first motor, a second main shaft is connected to the second motor, and the engine can be selectively connected to the first main shaft.

[0007] According to a third aspect of this application, an embodiment of this application provides a flying car, including a running mechanism, a flying mechanism, and the aforementioned hybrid drive assembly, wherein a third main shaft is selectively connected to the running mechanism or the flying mechanism via a third clutch.

[0008] The transmission system, hybrid drive assembly, and flying car provided in this application embodiment can operate in multiple drive modes, meeting people's diverse needs for drive modes. Furthermore, since the flight mechanism and the running gear share the transmission system and hybrid drive assembly, it helps reduce the overall weight of the hybrid drive assembly and lowers the flight power requirements. The hybrid drive assembly uses a first motor, a second motor, and an engine to provide power, which helps to achieve power backup between fuel power and electric power. Compared to pure electric flying cars, it can significantly improve the driving range of the flying car in both flight and land driving states, and enhance the safety of the flying car. Attached Figure Description

[0009] To more clearly illustrate the technical solution of this application, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0010] Figure 1 A schematic diagram of the structure of the flying car provided in the embodiment of this application is shown.

[0011] Figure 2 A schematic diagram of the hybrid drive system of the flying car provided in an embodiment of this application is shown.

[0012] Figures 3 to 6 It shows Figure 2 The diagram shows the clutch states for various drive modes of the hybrid drive system.

[0013] Figure 7 It shows Figure 2 A schematic diagram of one embodiment of the hybrid drive system.

[0014] Figure 8 It shows Figure 2 A schematic diagram of another implementation of the hybrid drive system.

[0015] Figure 9 It shows Figure 2 A schematic diagram of another implementation of the hybrid drive system.

[0016] Figure 10 It shows Figure 2 A schematic diagram of another embodiment of the hybrid drive system.

[0017] Figure 11 It shows Figure 2 A schematic diagram of another implementation of the hybrid drive system.

[0018] Figure 12 It shows Figure 11 The schematic diagram shows the structure of the second and third transmission systems of the hybrid drive system.

[0019] Figure 13 It shows Figure 2 A schematic diagram of another implementation of the hybrid drive system.

[0020] Figures 14 to 48 It shows Figure 13 The diagram shows the clutch states and transmission links for various drive modes of the hybrid drive system. Detailed Implementation

[0021] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are merely some embodiments of the present application, and not all embodiments. All other embodiments obtained by those skilled in the art based on the embodiments of the present application without creative effort are within the scope of protection of the present application.

[0022] If certain terms are used in the specification and claims to refer to specific components, those skilled in the art will understand that hardware manufacturers may use different names to refer to the same component. The specification and claims do not distinguish components based on differences in name, but rather on differences in function. For example, the term "comprising" used throughout the specification and claims is an open-ended term and should be interpreted as "including but not limited to"; "generally" means that those skilled in the art can solve the technical problem and basically achieve the technical effect within a certain margin of error.

[0023] In this application, unless otherwise expressly specified or limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or merely surface contact. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0024] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this application, "multiple" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0025] The transmission system, hybrid drive assembly, and flying car proposed in this application will be further described below with reference to specific embodiments and accompanying drawings.

[0026] Please see Figure 1 This application provides a transmission system 100, a hybrid drive assembly 200 using the transmission system 100, and a flying car 400 equipped with the hybrid drive assembly 200.

[0027] The flying car 400 can switch between flight mode and land mode. In the embodiments of this application, when the flying car 400 is in flight mode, it should be understood that the flying car 400 leaves the land surface (such as a road) or other driving surface and uses airflow to travel in the air, such as performing flight maneuvers such as hovering, moving forward, moving backward, and flipping; when the flying car 400 is in land mode, it should be understood that the flying car 400 travels on the land surface (such as a road) or other driving surface, using the friction between the flying car 400 and the driving surface to achieve the driving function.

[0028] The flying car 400 includes a body 401, a flight propulsion system 403, a land propulsion system 405, and the aforementioned hybrid drive assembly 200. The body 401 has a passenger compartment providing seating space. The flight propulsion system 403 is connected to the body 401 and enables the flying car 400 to perform flight functions, such as providing thrust to the flying car 400 when in flight mode. The flight propulsion system 403 may include a jet engine and / or a propeller. In this embodiment, the flight propulsion system 403 includes a flight mechanism 4031, which may be a rotor mechanism, such as a propeller, or an engine thruster. The flight mechanism 4031 provides thrust to the flying car 400 in different directions. When the flight mechanism 4031 is a rotor mechanism, it may include a propeller, which may be, but is not limited to, a fixed-pitch propeller or a variable-pitch propeller. Besides the propeller, the flight mechanism 4031 may also include structures such as an arm. The propeller shaft may be connected to the output end of the transmission system 100 to rotate under the drive of the transmission system 100. Alternatively, the arm may also be connected to the output end of the transmission system 100 to rotate under the drive of the transmission system 100. Therefore, the flight mechanism 4031 in this embodiment is not limited to structures such as a propeller or an arm. The land power system 405 is connected to the vehicle body 401 and is used to realize the land-walking function of the flying car 400. In this embodiment, the land power system 405 may include a walking mechanism 4051, which may include wheels or tracks for walking on land.

[0029] The hybrid drive assembly 200 is connected to the vehicle body 401 and can be selectively connected to the running gear 4051 or the flight gear 4031 to provide power to the running gear 4051 or the flight gear 4031. The hybrid drive assembly 200 includes a first motor 201, a second motor 203, an engine 205, and the aforementioned transmission system 100. The first motor 201, the second motor 203, and the engine 205 are respectively connected to the running gear 4051 or the flight gear 4031 through the transmission system 100, thereby inputting power to the running gear 4051 or the flight gear 4031.

[0030] In some embodiments, the hybrid drive assembly 200 may further include a power battery pack 207, which is electrically connected to the first motor 201 and the second motor 203, respectively, for example, via high-voltage cables. The first motor 201 and the second motor 203 are used to convert the electrical energy input from the power battery pack 207 into mechanical energy, thereby inputting the drive motion into the transmission system 100. Specifically, when the first motor 201 rotates, the power is input to the walking mechanism 4051 or the flight mechanism 4031 through the transmission system 100; when the second motor 203 rotates, the power is input to the walking mechanism 4051 or the flight mechanism 4031 through the transmission system 100.

[0031] In some embodiments, the hybrid drive assembly 200 may further include a fuel tank 209, which is connected to the engine 205 via a fuel line to supply fuel to the engine 205. The engine 205 converts the heat energy from fuel combustion into mechanical energy. When the engine 205 is running, it supplies power to the walking mechanism 4051 or the flight mechanism 4031 via the transmission system 100. The engine 205 may be a diesel engine, a gasoline engine, or other types of engine.

[0032] In this embodiment, the transmission system 100 is provided with a coupler for connecting or disconnecting the motion transmission link. The coupler can be used to connect or disconnect the motion transmission link between any one of the first motor 201, the second motor 203, and the engine 205 and the transmission system 100. It can also be used to connect or disconnect the motion transmission link between the transmission system 100 and the flight mechanism 4031 or the walking mechanism 4051, so that at least one of the first motor 201, the second motor 203, and the engine 205 can selectively transmit motion to the flight mechanism 4031 or the walking mechanism 4051.

[0033] Therefore, at least one of the first motor 201, the second motor 203, and the engine 205 can participate in the driving of the hybrid drive assembly 200, enabling multiple power drive modes: such as a single-motor drive mode with only one motor involved, a dual-motor drive mode with only two motors involved, and a hybrid drive mode with both motors and the engine involved, etc. By having the first motor 201, the second motor 203, and the engine 205 jointly provide power, it helps to achieve power backup between the engine and the motors. Compared to a pure electric flying car, this significantly increases the driving range of the flying car 400 in both flight and land-based states, and also improves the safety of the flying car 400.

[0034] Please see Figure 2In this embodiment of the application, the transmission system 100 includes a first shaft system 32, a second shaft system 34, a third shaft system 36, and a first transmission system 52. The first shaft system 32 and the second shaft system 34 are respectively connected to the third shaft system 36 through the first transmission system 52. The third shaft system 36 can be selectively connected to the walking mechanism 4051 or the flight mechanism 4031, thereby transmitting the motion of the first shaft system 32 and / or the second shaft system 34 to the walking mechanism 4051 or the flight mechanism 4031.

[0035] The first shaft system 32 is connected to the output end of the first motor 201 and is driven by the first motor 201. When the first motor 201 is running, the rotational motion of the first motor 201 can be transmitted from the first shaft system 32 to the third shaft system 36 via the first transmission system 52. In this embodiment, the first shaft system 32 includes a first main shaft 321 and a first clutch 323.

[0036] The first spindle 321 is used to connect to the output end of the first motor 201. For example, the first spindle 321 can be connected to the output shaft of the first motor 201 via a coupling. Further, the first spindle 321 can also be used to connect to the engine 205. As an example, the first spindle 321 may be provided with a first coupling interface 325, which provides a structure for connecting the engine 205. Specific examples of the first coupling interface 325 may include structures such as couplings or coupling couplings, allowing the first spindle 321 to be connected to the output shaft of the engine 205 via the first coupling interface 325. In addition to including structures such as couplings or coupling couplings, the first coupling interface 325 may also include transmission mechanisms, such as gear transmission mechanisms or reducers, to change the direction of motion transmission or achieve the required transmission reduction ratio. When the engine 205 is connected to the first spindle 321 via the first coupling interface 325, the power of the engine 205 can be transmitted to the third shaft system 36 via the first shaft system 32 and the first transmission system 52.

[0037] The first clutch 323 is coaxially connected to the first main shaft 321 and rotates with the first main shaft 321. The first clutch 323 can be selectively connected to the first transmission system 52 to engage or disengage the linkage between the first transmission system 52 and the first main shaft 321. When the first clutch 323 is engaged with the first transmission system 52, the movement of the first main shaft 321 can be transmitted to the first transmission system 52 via the first clutch 323, or the movement of the first transmission system 52 can be transmitted to the first main shaft 321 via the first clutch 323. When the first clutch 323 is disengaged from the first transmission system 52, the movement of the first main shaft 321 is not transmitted to the first transmission system 52 via the first clutch 323, or the movement of the first transmission system 52 is not transmitted to the first main shaft 321 via the first clutch 323. The first clutch 323 can be an electromagnetic clutch, a hydraulic clutch, a friction clutch, or other types of clutch.

[0038] The second shaft system 34 is connected to and driven by the output end of the second motor 203. When the second motor 203 is running, its rotational motion can be transmitted from the second shaft system 34 to the third shaft system 36 via the first transmission system 52. In this embodiment, the second shaft system 34 includes a second main shaft 341. The second main shaft 341 is used to connect to the output end of the second motor 203; for example, the second main shaft 341 can be connected to the output shaft of the second motor 203 via a coupling. Further, the second main shaft 341 can also be used to connect to the engine 205. As an example, the second shaft system 34 can also include a second coupling interface 343, which is disposed on the second main shaft 341 and used to provide a structure for connecting the engine 205. Specific examples of the second coupling interface 343 may include a coupling or a coupling coupling, allowing the second main shaft 341 to be connected to the output shaft of the engine 205 via the second coupling interface 343. In addition to structures such as couplings or coupling couplings, the second coupling interface 343 may also include transmission mechanisms, such as gear transmission mechanisms or reducers, to change the direction of motion transmission or achieve the required transmission reduction ratio. When the engine 205 is connected to the second main shaft 341 through the second coupling interface 343, the power of the engine 205 can be transmitted to the third shaft system 36 via the second shaft system 32 and the first transmission system 52.

[0039] The third shaft system 360 is selectively connected to the first main shaft 321 and / or the second main shaft 341, and is selectively connected to the travel mechanism 4051 or the flight mechanism 4031. The third shaft system 360 includes a third main shaft 361, a second clutch 363, and a third clutch 365.

[0040] The third main shaft 361 can be selectively connected to the first main shaft 321 and the second main shaft 341 via the first clutch 323, the second clutch 363, and the first transmission system 52 to receive or transmit motion. In some embodiments of this application, the third main shaft 361 can also be used to connect to the engine 205. As an example, the third shaft system 36 can also include a third coupling interface 367, which is disposed on the third main shaft 361 and used to provide a structure for connecting to the engine 205. Specific examples of the third coupling interface 367 may include structures such as couplings or coupling couplings, allowing the third main shaft 361 to be connected to the output shaft of the engine 205 through the third coupling interface 367. In addition to including structures such as couplings or coupling couplings, the third coupling interface 367 may also include some transmission mechanisms, such as gear transmission mechanisms or reducers, to change the direction of motion transmission or achieve the required transmission reduction ratio. When the engine 205 is connected to the third main shaft 361 via the third coupling interface 367, the power of the engine 205 can be transmitted via the third shaft system 36 and the first transmission system 52 to at least one of the first shaft system 32, the second shaft system 36, the running mechanism 4051, and the flight mechanism 4031.

[0041] The second clutch 363 is coaxially connected to the third main shaft 361 and rotates with the third main shaft 361. The second clutch 363 can be selectively connected to the first transmission system 52 to engage or disengage the linkage between the first transmission system 52 and the third main shaft 361. When the second clutch 363 is engaged with the first transmission system 52, the movement of the third main shaft 361 can be transmitted to the first transmission system 52 via the second clutch 363, or the movement of the first transmission system 52 can be transmitted to the third main shaft 361 via the second clutch 363. When the second clutch 363 is disengaged from the first transmission system 52, the movement of the third main shaft 361 will not be transmitted to the first transmission system 52 via the second clutch 363, or the movement of the first transmission system 52 will not be transmitted to the third main shaft 361 via the second clutch 363. The second clutch 363 can be an electromagnetic clutch, a hydraulic clutch, a friction clutch, or other types of clutch.

[0042] The third clutch 365 is coaxially connected to the third main shaft 361 and rotates with the third main shaft 361. The third clutch 365 can be selectively connected to the traveling mechanism 4051 or the flight mechanism 4031 to engage or disengage the linkage between the third main shaft 361 and the traveling mechanism 4051 or the flight mechanism 4031. When the third clutch 365 is engaged with the traveling mechanism 4051, the movement of the third main shaft 361 can be transmitted to the traveling mechanism 4051 through the third clutch 365, thereby enabling the traveling mechanism 4051 to operate and realize the land driving mode of the flying car 400. When the third clutch 365 is disengaged from the traveling mechanism 4051, the movement of the third main shaft 361 will not be transmitted to the traveling mechanism 4051 through the third clutch 365. When the third clutch 365 engages with the flight mechanism 4031, the movement of the third main shaft 361 can be transmitted to the flight mechanism 4031 via the third clutch 365, thereby enabling the flight mechanism 4031 to operate and achieve the flight mode of the flying car 400. When the third clutch 365 disengages from the flight mechanism 4031, the movement of the third main shaft 361 will not be transmitted to the flight mechanism 4031 via the third clutch 365. Therefore, in this embodiment, by reusing a third clutch 365 on the third main shaft 361, the transmission system 100 can selectively output power to the walking mechanism 4051 or the flight mechanism 4031, making the overall structure of the transmission system 100 more streamlined, which is beneficial for reducing the weight of the flying car 100 and improving flight stability. The third clutch 365 can be an electromagnetic clutch, a hydraulic clutch, a friction clutch, or other types of clutch.

[0043] In this embodiment, the first transmission system 52 is connected to the second shaft system 34 via a transmission connection, for example, through a gear or similar structure, to the second main shaft 341 of the second shaft system 34. Furthermore, the first transmission system 52 can be selectively connected to a first clutch 323 and a second clutch 363. Therefore, the first clutch 323 is used to engage or disengage the linkage between the first transmission system 52 and the first main shaft 321, and the second clutch 363 is used to engage or disengage the linkage between the first transmission system 52 and the third main shaft 361. In this embodiment, the first transmission system 52 may include one or more transmission structures. For example, the transmission structure may include a transmission shaft, a gear reducer, or a gear transmission system. The gear set includes, but is not limited to, at least one of the following: cylindrical gears (such as spur gears, helical gears, arc-faced gears, herringbone gears, etc.), bevel gears (such as spur gears, helical gears, arc-faced gears, herringbone gears, etc.), and planetary gear trains. Alternatively, the transmission structure may also be a worm gear transmission system or other mechanical transmission structures to realize the transmission of motion between the first shaft system 32, the second shaft system 34, and the third shaft system 36.

[0044] Therefore, the first transmission system 52, as the motion transmission medium between the first shaft system 32, the second shaft system 34, and the third shaft system 36, changes and adjusts the motion transmission path based on the aforementioned first clutch 323, second clutch 363, and third clutch 365. This allows the hybrid drive assembly 200 and transmission system 100 provided in this application embodiment to provide driving force to the walking mechanism 4051 and the flight mechanism 4031 through at least one of the first motor 201, the second motor 203, and the engine 205. For example, the first motor 201 can be used alone to provide driving force to the walking mechanism 4051 or the flight mechanism 4031, realizing a single-motor pure electric drive mode of the hybrid drive assembly 200; or, the second motor 203 can be used alone to provide driving force to the walking mechanism 4051 or the flight mechanism 4031, realizing a hybrid... The drive assembly 200 can operate in a single-motor pure electric drive mode; it can also operate in a pure fuel drive mode by having the engine 205 provide driving force to the walking mechanism 4051 or the flight mechanism 4031; it can also operate in a single-motor hybrid drive mode by having the first motor 201 and the engine 205 jointly provide driving force to the walking mechanism 4051 or the flight mechanism 4031; it can also operate in a single-motor hybrid drive mode by having the second motor 203 and the engine 205 jointly provide driving force to the walking mechanism 4051 or the flight mechanism 4031; and it can also operate in a dual-motor hybrid drive mode by having the first motor 201, the second motor 203, and the engine 205 jointly provide driving force to the walking mechanism 4051 or the flight mechanism 4031.

[0045] Therefore, the hybrid drive assembly 200 provided in this application embodiment can achieve multiple drive modes, meeting people's diverse needs for drive modes. Furthermore, since the flight mechanism 4031 and the walking mechanism 4051 share the transmission system 100 and the hybrid drive assembly 200, it helps reduce the overall weight of the hybrid drive assembly 200 and lowers the flight power requirement. The hybrid drive assembly 200 uses a first motor 201, a second motor 203, and an engine 205 to provide power, which helps to achieve power backup between fuel power and electric power. Compared with a pure electric flying car, it can significantly improve the driving range of the flying car 400 in both flight and land modes, and improve the safety of the flying car 400.

[0046] Furthermore, when the third clutch 365 is not engaged with the walking mechanism 4051 and the flight mechanism 4031, the operation of the generator 205 can be used to transfer motion to the first motor 201 through the first clutch 323 to achieve the first power generation mode. Alternatively, the motion can be transmitted to the second motor 203 through the first clutch 323, the second clutch 363 and the first transmission system 52 to achieve the second power generation mode. The first power generation mode and the second power generation mode can drive the first motor 201 and the second motor 203 to operate and generate electricity, thereby storing electrical energy in the power battery pack 207. This can effectively provide backup energy conversion and make the operation of the flying car 400 safer and more reliable.

[0047] In this embodiment, the first transmission system 52 includes a first transmission mechanism 521 and a second transmission mechanism 523. The first transmission mechanism 521 is drivenly connected to the second shaft system 34 and can be selectively drivenly connected to the first clutch 323 and the second clutch 363; the second transmission mechanism 523 is drivenly connected to the second shaft system 34 and can be selectively drivenly connected to the first clutch 323 and the second clutch 363. When the first clutch 323 is engaged with the first transmission mechanism 521, linkage between the first shaft system 32 and the second shaft system 34 can be achieved; when the first clutch 323 is engaged with the second transmission mechanism 523, linkage between the first shaft system 32 and the second shaft system 34 can also be achieved. When the second clutch 363 is engaged with the first transmission mechanism 521, linkage between the second shaft system 34 and the third shaft system 36 can be achieved; when the second clutch 363 is engaged with the second transmission mechanism 523, linkage between the second shaft system 34 and the third shaft system 36 can also be achieved. The first transmission mechanism 521 and the second transmission mechanism 523 may each include one or more transmission structures. For example, the transmission structure may include a transmission shaft, a gear reducer, or a gear transmission system, wherein the gear set includes, but is not limited to, at least one of the following: cylindrical gears (such as spur gears, helical gears, arc-faced gears, herringbone gears, etc.), bevel gears (such as spur gears, helical gears, arc-faced gears, herringbone gears, etc.), and planetary gear trains; or, for example, the transmission structure may also be a worm gear transmission system or other mechanical transmission structures, to realize the transmission of motion between the first shaft system 32, the second shaft system 34, and the third shaft system 36.

[0048] In this embodiment, the first transmission mechanism 521 and the second transmission mechanism 523 are respectively connected to the second main shaft 341; the first clutch 323 is used to disengage at least one of the first transmission mechanism 521 and the second transmission mechanism 523 from the first main shaft 321; the second clutch 363 is used to disengage the first transmission mechanism 521 from the third main shaft 361, and to disengage the second transmission mechanism 523 from the third main shaft 361. Therefore, based on the first transmission mechanism 521 and the second transmission mechanism 523 of the first transmission system 52, the hybrid drive assembly 200 provided in this embodiment can have different working modes in both the flight mode and the land mode of the flying car 400. The following will combine... Figures 3 to 6 The various driving modes of the hybrid drive assembly 200 in this embodiment will be introduced.

[0049] Please see Figure 3 When the engine 205 is connected to the first main shaft 321 via the first coupling interface 325 and engaged with the walking mechanism 4051 via the third clutch 365, if both the first clutch 323 and the second clutch 363 are engaged with the second transmission mechanism 523, the hybrid drive system 200 can realize single-motor pure electric drive mode, dual-motor pure electric drive mode, single-motor hybrid drive mode and dual-motor hybrid drive mode in land driving mode. Specifically, the dashed arrows in the diagram indicate the direction of motion transmission. The motion of the first motor 201 can be transmitted sequentially to the traveling mechanism 4051 via the first main shaft 321, the first clutch 323, the second transmission mechanism 523, the second clutch 363, the third main shaft 361, and the third clutch 365. The motion of the second motor 203 can be transmitted sequentially to the traveling mechanism 4051 via the second main shaft 341, the second transmission system 523, the second clutch 363, the third main shaft 361, and the third clutch 365. The motion of the engine 205 can be transmitted sequentially to the traveling mechanism 4051 via the first main shaft 321, the first clutch 323, the second transmission mechanism 523, the second clutch 363, the third main shaft 361, and the third clutch 365. During driving, the required driving source is activated according to the driving requirements, such as activating at least one of the first motor 201, the second motor 203, and the engine 205.

[0050] In this embodiment, to transmit or disconnect the transmission link between the first motor 201 and the first spindle 321, the first spindle 321 can be connected to the output shaft of the first motor 201 via a coupling (not shown in the figure). When power input to the first motor 201 is required, the coupling is controlled to be in an engaged state, thus enabling linkage between the first motor 201 and the first spindle 321; when power input to the first motor 201 is not required, the coupling is controlled to be in an disengaged state, thus disconnecting the transmission between the first motor 201 and the first spindle 321. This coupling can be an electromagnetic clutch, a hydraulic clutch, a friction clutch, or other types of clutch. Similarly, to transmit or disconnect the transmission link between the second motor 203 and the second spindle 341, the second spindle 341 can also be connected to the output shaft of the second motor 203 via a coupling.

[0051] To transmit or disconnect the transmission link between the engine 205 and the first spindle 321, in some embodiments, the transmission system 100 may further include an engine coupler 38. The engine coupler 38 is connected to the output end of the engine 205 and is used to engage or disengage the kinematic connection between the engine 205 and the first coupling interface 325 on the first spindle 321. The engine coupler 38 may be an electromagnetic clutch, a hydraulic clutch, a friction clutch, or other types of clutch. It should be noted that in other embodiments of this application, the engine 205 may be selectively connected to any one of the first coupling interface 325, the second coupling interface 343, and the third coupling interface 367, in which case the engine coupler 38 is used to engage or disengage the transmission connection between the engine 205 and any one of the first coupling interface 325, the second coupling interface 343, and the third coupling interface 367. It is worth noting that, in this specification, the "clutch" linkage between one component and another component should be understood as "transmitting or disconnecting" the transmission link between one component and another component, so that the movement of one component can be transmitted to another component, or the movement of one component cannot be transmitted to another component; or, so that the movement of another component can be transmitted to one component, or the movement of another component cannot be transmitted to one component.

[0052] Please see Figure 4When the engine 205 is connected to the first main shaft 321 through the first coupling interface 325 and the third clutch 365 is engaged with the walking mechanism 4051, if the first clutch 323 is engaged with the second transmission mechanism 523 and the second clutch 363 is engaged with the first transmission mechanism 361, similarly, based on the transmission structure of the transmission system 100 provided in this embodiment, the hybrid drive system 200 can realize the single-motor pure electric drive mode, the dual-motor pure electric drive mode, the single-motor hybrid drive mode and the dual-motor hybrid drive mode in the land driving mode. Specifically, the dashed arrows in the diagram indicate the direction of motion transmission. The motion of the first motor 201 can be transmitted sequentially to the traveling mechanism 4051 via the first main shaft 321, the first clutch 323, the second transmission mechanism 523, the second main shaft 341, the first transmission mechanism 521, the second clutch 363, the third main shaft 361, and the third clutch 365. The motion of the second motor 203 can be transmitted sequentially to the traveling mechanism 4051 via the second main shaft 341, the first transmission system 521, the second clutch 363, the third main shaft 361, and the third clutch 365. The motion of the engine 205 can be transmitted sequentially to the traveling mechanism 4051 via the first main shaft 321, the first clutch 323, the second transmission mechanism 523, the second main shaft 341, the first transmission mechanism 521, the second clutch 363, the third main shaft 361, and the third clutch 365. During driving, the required driving source is activated according to the driving requirements, such as activating at least one of the first motor 201, the second motor 203, and the engine 205.

[0053] Please see Figure 5When the engine 205 is connected to the first main shaft 321 via the first coupling interface 325 and engaged with the flight mechanism 4031 via the third clutch 365, if both the first clutch 323 and the second clutch 363 are engaged with the second transmission mechanism 523, the hybrid drive system 200 can realize single-motor pure electric drive mode, dual-motor pure electric drive mode, single-motor hybrid drive mode and dual-motor hybrid drive mode in flight mode. Specifically, the dashed arrows in the diagram indicate the direction of motion transmission. The motion of the first motor 201 can be transmitted sequentially to the flight mechanism 4031 via the first main shaft 321, the first clutch 323, the second transmission mechanism 523, the second clutch 363, the third main shaft 361, and the third clutch 365. The motion of the second motor 203 can be transmitted sequentially to the flight mechanism 4031 via the second main shaft 341, the second transmission system 523, the second clutch 363, the third main shaft 361, and the third clutch 365. The motion of the engine 205 can be transmitted sequentially to the flight mechanism 4031 via the first main shaft 321, the first clutch 323, the second transmission mechanism 523, the second clutch 363, the third main shaft 361, and the third clutch 365. During driving, the required drive source is activated according to the driving requirements, such as activating at least one of the first motor 201, the second motor 203, and the engine 205.

[0054] Please see Figure 4When the engine 205 is connected to the first main shaft 321 through the first coupling interface 325 and the third clutch 365 is engaged with the flight mechanism 4031, if the first clutch 323 is engaged with the second transmission mechanism 523 and the second clutch 363 is engaged with the first transmission mechanism 361, similarly, based on the transmission structure of the transmission system 100 provided in this embodiment, the hybrid drive system 200 can realize single-motor pure electric drive mode, dual-motor pure electric drive mode, single-motor hybrid drive mode and dual-motor hybrid drive mode in flight mode. Specifically, the dashed arrows in the diagram indicate the direction of motion transmission. The motion of the first motor 201 can be transmitted sequentially to the flight mechanism 4031 via the first main shaft 321, the first clutch 323, the second transmission mechanism 523, the second main shaft 341, the first transmission mechanism 521, the second clutch 363, the third main shaft 361, and the third clutch 365. The motion of the second motor 203 can be transmitted sequentially to the flight mechanism 4031 via the second main shaft 341, the first transmission system 521, the second clutch 363, the third main shaft 361, and the third clutch 365. The motion of the engine 205 can be transmitted sequentially to the flight mechanism 4031 via the first main shaft 321, the first clutch 323, the second transmission mechanism 523, the second main shaft 341, the first transmission mechanism 521, the second clutch 363, the third main shaft 361, and the third clutch 365. During driving, the required drive source is activated according to the driving requirements, such as activating at least one of the first motor 201, the second motor 203, and the engine 205.

[0055] To save space, other transmission configurations will not be listed in this specification. For example, the first clutch 323 and the second clutch 363 may both be engaged with the first transmission system 521; the first clutch 323 may be engaged with the first transmission system 521 while the second clutch 363 may be engaged with the second transmission system 523; the first clutch 523 may be engaged with both the first and second transmission systems 521 or 523 but the second clutch 363 may be disengaged; the second clutch 523 may be engaged with both the first and second transmission systems 521 or 523 but the first clutch 363 may be disengaged. The specific transmission configuration can be determined based on the structure of the transmission system 100 provided above, and the corresponding drive mode can be achieved.

[0056] Specific examples and transmission relationships of the shaft systems and transmission mechanisms in the embodiments of this application will be described below in conjunction with the specific accompanying drawings.

[0057] Please see Figure 7In this embodiment, the second shaft system 34 further includes a first output gear b and a second output gear a. The first output gear b is coaxially connected to the second main shaft 341 and rotates with the second main shaft 341. For example, the first output gear b can be splined to the second main shaft 341. The first output gear b is drive-connected to the first transmission mechanism 521. When the second main shaft 341 rotates, the first output gear b drives the first transmission mechanism 521 to operate. The second output gear a is coaxially connected to the second main shaft 341 and rotates with the second main shaft 341. For example, the second output gear a can be splined to the second main shaft 341. The second output gear a is drive-connected to the second transmission mechanism 523. When the second main shaft 341 rotates, the second output gear a drives the second transmission mechanism 523 to operate. Both the first output gear b and the second output gear a can be cylindrical gears, such as spur gears, helical gears, arc-shaped gears, herringbone gears, etc.

[0058] The first transmission mechanism 521 includes a first gear d, which is coaxially arranged with the third main shaft 361 and meshes with the first output gear d. Specifically, the third main shaft 361 can pass through the center of the first gear d, and the third main shaft 361 and the first gear d can rotate relative to each other, for example, they can be connected by bearings. The second transmission mechanism 523 includes a second gear c, which is coaxially arranged with the third main shaft 361 and meshes with the second output gear a. Specifically, the third main shaft 361 can pass through the center of the second gear c, and the third main shaft 361 and the second gear c can rotate relative to each other, for example, they can be connected by bearings. In this embodiment, a second clutch 363 is disposed on the third main shaft 361 and located between the first gear d and the second gear c. The second clutch 363 can be selectively connected to the first gear d or the second gear c to disengage the linkage between the first transmission mechanism 521 and the third main shaft 361, or to disengage the linkage between the second transmission mechanism 523 and the third main shaft 361.

[0059] In some embodiments, the first transmission mechanism 521 may further include a third gear e, which is coaxially arranged with the first main shaft 321 and meshes with the first gear d. Specifically, the first main shaft 321 may pass through the center of the third gear e, and the first main shaft 321 and the third gear e are rotatable relative to each other, for example, they can be connected by a bearing. The second transmission mechanism 523 may further include a fourth gear f, which is coaxially arranged with the first main shaft 321 and meshes with the second gear c. Specifically, the first main shaft 321 may pass through the center of the fourth gear f, and the first main shaft 321 and the fourth gear f are rotatable relative to each other, for example, they can be connected by a bearing. In this embodiment, the first coupler 323 is disposed on the first main shaft 321 and located between the third gear e and the fourth gear f. The first clutch 323 may be selectively connected to the third gear e or the fourth gear f to disengage the linkage between the first transmission mechanism 521 and the first main shaft 321, or to disengage the linkage between the second transmission mechanism 523 and the first main shaft 321.

[0060] In some embodiments, the first shaft system 32 may further include a first input gear m and a second input gear g. The three output gears m are coaxially connected to the first main shaft 321 and rotate with the first main shaft 321. For example, the first input gear m can be splined to the first main shaft 321. The second input gear g meshes with the first input gear m and together with the first input gear m serves as a first coupling interface 325 for connecting the output end of the engine 205 via the engine coupler 38. For example, the gear shaft of the second input gear g can be connected to the engine coupler 38, thereby receiving power input from the engine 205 via the engine coupler 38. It should be understood that, based on the transmission structure provided in this embodiment and the above description of the engagement states of the first clutch 323 and the second clutch 363 in various driving modes, this embodiment can also realize multiple driving modes. Specific engagement states and driving modes will not be elaborated here.

[0061] Based on this embodiment, the first input gear m and the second input gear g are used together as the first coupling interface 325 described above to connect the engine 205. It should be understood that in other embodiments, the first coupling interface 325 may also have other structural forms.

[0062] For example, please see Figure 8 ,exist Figure 8In the illustrated embodiment, the first input gear m and the second input gear g are omitted, and the engine 205 can be directly connected to the first main shaft 321 via the engine coupler 38. In this case, the connection between the first main shaft 321 and the engine coupler 38 serves as the aforementioned first coupling interface 325. This first coupling interface 325 can be a part of the first main shaft 321, such as a shoulder or an output / input flange, as long as the connection between the first main shaft 321 and the engine coupler 38 is achieved. It should be understood that, based on the transmission structure provided in this embodiment and the above description of the engagement states of the first clutch 323 and the second clutch 363 under various driving modes, this embodiment can also achieve multiple driving modes. Specific engagement states and driving modes will not be elaborated here.

[0063] For example, please refer to Figure 9 ,exist Figure 9 In the illustrated embodiment, the first input gear m is omitted, and the engine 205 is indirectly connected to the first main shaft 321 via the engine coupler 38 and the second input gear g. Specifically, in Figure 9 In the illustrated embodiment, the second transmission mechanism 523 is adjusted relative to the above embodiment: the fourth gear f is coaxially mounted on the first main shaft 321 and can rotate relative to the first main shaft 321, and the fourth gear f is not meshed with the second gear c; the gear shaft of the second input gear g is connected to the engine coupler 38, and the second input gear g meshes with the fourth gear f. When the engine coupler 38 is engaged and the first clutch 323 is engaged with the fourth gear f, the driving force of the engine 205 can be transmitted to the first main shaft 321 sequentially via the engine coupler 38, the second input gear g, the fourth gear f, and the first clutch 323. In this embodiment, the second input gear g and the fourth gear f can be considered as the first coupling interface 325 mentioned above; or, the fourth gear f can also be considered as the first coupling interface 325 alone, which is connected to the engine coupler 38 through the second input gear g. Furthermore, in this embodiment, since the fourth gear f does not directly mesh with the second gear c, it achieves a transmission connection with the first main shaft 321 through the first clutch 323. At this time, the first clutch 323 can be used to engage or disengage the transmission link between the engine 205 and the first main shaft 321. Therefore, the engine coupling 38 in this embodiment can be omitted, and the first clutch 323 can replace the function of the engine coupling 38. It should be understood that, based on the transmission structure provided in this embodiment and the above description of the engagement states of the first clutch 323 and the second clutch 363 in various driving modes, this embodiment can also achieve multiple driving modes. Specific engagement states and driving modes will not be elaborated here.

[0064] Figure 9 In the illustrated embodiment, relative to Figure 7 The illustrated embodiment makes a possible adjustment to the detailed structure of the second transmission mechanism 523 and a possible adjustment to the detailed structure of the first coupling interface 325. In other embodiments, Figure 7 The detailed structure of the first transmission mechanism 521 in the illustrated embodiment can also be adjusted and modified in another way, for example... Figure 10 The illustrated embodiment. Relative to Figure 7 The illustrated embodiment, in Figure 10 In the illustrated embodiment, the fourth gear f of the second transmission mechanism 523 is omitted, and the first clutch 323 is used to engage or disengage the linkage between the first transmission mechanism 521 and the first main shaft 321. The transmission system 100 achieves the engagement or disengagement of the transmission links between the first shaft system 32, the second shaft system 34, and the third shaft system 36 through the first clutch 323, the first transmission mechanism 321, and the second clutch 363. It should be understood that, based on the transmission structure provided in this embodiment and the above description of the engagement states of the first clutch 323 and the second clutch 363 in various driving modes, this embodiment can also realize multiple driving modes. The specific engagement states and driving modes will not be described in detail here.

[0065] In some other embodiments, Figure 7 The detailed structure of the first transmission mechanism 521 in the illustrated embodiment can also be adjusted and changed in other ways, for example... Figure 11 The illustrated embodiment. Relative to Figure 7 The illustrated embodiment, in Figure 11 In the illustrated embodiment, the third gear e of the first transmission mechanism is omitted, and the first clutch 323 is used to engage or disengage the linkage between the second transmission mechanism 523 and the first main shaft 321. The transmission system 100 achieves the engagement or disengagement of the transmission links between the first shaft system 32, the second shaft system 34, and the third shaft system 36 through the first clutch 323, the second transmission mechanism 323, and the second clutch 363. It should be understood that, based on the transmission structure provided in this embodiment and the above description of the engagement states of the first clutch 323 and the second clutch 363 in various driving modes, this embodiment can also realize multiple driving modes. The specific engagement states and driving modes will not be described in detail here.

[0066] Furthermore, in the embodiments of this application, in order to meet the speed change requirements of transmitting driving force to the walking mechanism 4051 or the flight mechanism 4031, the transmission system 100 may further include a second transmission system 54 and a third transmission system 56. The second transmission system 54 is used for transmission connection with the walking mechanism 4051, the third transmission system is used for transmission connection with the flight mechanism 4031, and the third clutch 345 can be selectively connected to the second transmission system 54 or the third transmission system 56 to disengage the linkage between the third main shaft 361 and the walking mechanism 4051 or the flight mechanism 4031. In the embodiments of this application, both the second transmission system 54 and the third transmission system 56 may include one or more transmission structures. For example, the transmission structure may include a transmission shaft, a gear reducer, or a gear transmission system, wherein the gear set includes, but is not limited to, at least one of the following: cylindrical gears (such as spur gears, helical gears, arc-faced gears, herringbone gears, etc.), bevel gears (such as spur gears, helical gears, arc-faced gears, herringbone gears, etc.), and planetary gear trains; or, for example, the transmission structure may also be a worm gear transmission system or other mechanical transmission structures, to realize the transmission of motion between the third shaft system 36 and the traveling mechanism 4051 or between the third shaft system 36 and the flying mechanism 4031.

[0067] Please see Figure 12 In this embodiment, the second transmission system 54 includes a first drive gear h and a second drive gear i. The first drive gear h is coaxially arranged with the third main shaft 361, which can pass through the center of the first drive gear h. The third main shaft 361 and the first drive gear h can rotate relative to each other, for example, they can be connected by bearings. The third clutch 365 can selectively engage or disengage with the first drive gear h, thereby disengaging the linkage between the third main shaft 361 and the second transmission system 54 and the traveling mechanism 4051. The second drive gear i meshes with the first drive gear h and is used for transmission connection with the traveling mechanism 4051. In other embodiments, the third transmission system 56 can also be designed with other transmission structures according to actual transmission requirements, which will not be described in detail in this specification.

[0068] The third transmission system 56 includes a third drive gear j and a fourth drive gear k. The third drive gear j is coaxially arranged with the third main shaft 361, which can pass through the center of the third drive gear j. The third main shaft 361 and the third drive gear j can rotate relative to each other, for example, they can be connected by bearings. The third clutch 365 can selectively engage or disengage with the third drive gear j, thereby disengaging the linkage between the third main shaft 361 and the third transmission system 56 and the flight mechanism 4031. The fourth drive gear k meshes with the third drive gear j and is used for transmission connection with the flight mechanism 4031.

[0069] The third clutch 365 is disposed between the first drive gear h and the third drive gear j, and is coaxially connected to the third main shaft 361 and driven synchronously by the third main shaft 321. The third clutch 365 can be selectively connected to the first drive gear h or the third drive gear j to disengage the linkage between the third main shaft 361 and the walking mechanism 4051 or the flight mechanism 4031.

[0070] Furthermore, in this embodiment, the third transmission system 56 may also include a first bevel gear x and a second bevel gear y. The first bevel gear x is coaxially connected to the fourth drive gear k and rotates with the fourth drive gear k. The second bevel gear y meshes with the first bevel gear x and is used to connect the rotating shaft of the flight mechanism 4031. By setting the first bevel gear x and the second bevel gear y, the direction of the rotating shaft of the rotational motion transmitted from the third shaft system 36 to the third transmission system 56 can be changed, satisfying the specific installation requirements of the flight mechanism 4031. Of course, in other embodiments, the third transmission system 56 can also be designed with other transmission structures according to actual transmission requirements, which will not be elaborated in this specification.

[0071] Please see Figure 13 The following section will describe in detail the specific driving modes of the transmission system 100 and hybrid drive assembly 200 provided in this application, using a specific implementation method from an embodiment of this application. Unless otherwise specified, Figure 13 The embodiments shown can be combined with any one or more features provided in the preceding embodiments, wherein the hybrid drive assembly 200 includes a first motor 201, a second motor 203, an engine 205 and the aforementioned transmission system 100; the transmission system 100 includes a first shaft system 32, a second shaft system 34, a third shaft system 36, a first transmission system 52, a second transmission system 54 and a third transmission system 56.

[0072] based on Figure 13 In the embodiments described herein, in conjunction with Figures 14 to 48 Taking the connection of engine 205 to the first main shaft 321 as an example, the dotted arrow in the figure points to the direction of motion transmission, and the directional words such as "left" and "right" mentioned below are all based on the direction shown in the figure and should not be used as a feature limitation of this case in specific embodiments.

[0073] 1. Single-motor pure electric drive mode in land driving mode

[0074] The single-motor pure electric drive mode in Land Rover mode (hereinafter referred to as Land Rover EV single motor) has six gears, and the specific implementation method is as follows:

[0075] Please see Figure 14In the first gear of the Land EV single motor: the third clutch 365 is positioned to the left to engage with the first drive gear h; the first clutch 323 is positioned to the left to engage with the third gear e; the second clutch 363 is positioned to the right to engage with the second gear c; the engine coupler 38 is in the disengaged state, at which time the first motor 201 is driven.

[0076] Please see Figure 15 Land EV single motor second gear: the third clutch 365 is left-handed to engage with the first drive gear h; the first clutch 323 is left-handed to engage with the third gear e; the second clutch 363 is left-handed to engage with the first gear d; the engine coupler 38 is in the disengaged state, at which time the first motor 201 is driven.

[0077] Please see Figure 16 The Land EV single motor has three gears: the third clutch 365 is positioned to the left to engage with the first drive gear h; the first clutch 323 is positioned in the middle and does not engage with any gear; the second clutch 363 is positioned to the right to engage with the second gear c; the engine coupler 38 is in the disengaged state, at which time the second motor 203 is driven.

[0078] Please see Figure 17 The Land EV single motor four-speed: the third clutch 365 is positioned to the left to engage with the first drive gear h; the first clutch 323 is positioned in the middle and does not engage with any gear; the second clutch 363 is positioned to the left to engage with the first gear d; the engine coupler 38 is in the disengaged state, at which time the second motor 203 is driven.

[0079] Please see Figure 18 The Land EV single motor has five gears: the third clutch 365 is left-handed to engage with the first drive gear h; the first clutch 323 is right-handed to engage with the fourth gear f; the second clutch 363 is left-handed to engage with the first gear d; the engine coupler 38 is in the disengaged state, at which time the first motor 201 is driven.

[0080] Please see Figure 19 The Land Rover EV single motor six-speed: the third clutch 365 is left-handed to engage with the first drive gear h; the first clutch 323 is right-handed to engage with the fourth gear f; the second clutch 363 is right-handed to engage with the second gear c; the engine coupler 38 is in the disengaged state, at which time the first motor 201 is driven.

[0081] 2. Dual-motor pure electric drive mode in land driving mode

[0082] The dual-motor pure electric drive mode in Land Mode (hereinafter referred to as Land EV dual motor) has four gears, and the specific implementation method is as follows:

[0083] Please see Figure 20In the first gear of the dual-motor EV, the third clutch 365 is positioned to the left to engage with the first drive gear h; the first clutch 323 is positioned to the left to engage with the third gear e; the second clutch 363 is positioned to the right to engage with the second gear c; the engine coupler 38 is in the disengaged state, at which time the second motor 203 and the first motor 201 are driven simultaneously.

[0084] Please see Figure 21 Land EV dual motor second gear: the third clutch 365 is left-handed to engage with the first drive gear h; the first clutch 323 is left-handed to engage with the third gear e; the second clutch 363 is left-handed to engage with the first gear d; the engine coupler 38 is in the disengaged state, at which time the second motor 203 and the first motor 201 drive simultaneously.

[0085] Please see Figure 22 The Land Rover EV features a dual-motor, three-speed configuration: the third clutch 365 is positioned to the left to engage with the first drive gear h; the first clutch 323 is positioned to the right to engage with the fourth gear f; the second clutch 363 is positioned to the left to engage with the first gear d; and the engine coupler 38 is in a disengaged state, at which point the second motor 203 and the first motor 201 drive simultaneously.

[0086] Please see Figure 23 The Land Rover EV features a dual-motor four-speed system: the third clutch 365 is positioned to the left to engage with the first drive gear h; the first clutch 323 is positioned to the right to engage with the fourth gear f; the second clutch 363 is positioned to the right to engage with the second gear c; and the engine coupler 38 is in a disengaged state, at which time the second motor 203 and the first motor 201 drive simultaneously.

[0087] 3. Hybrid drive mode in land driving mode

[0088] The hybrid drive mode in land driving mode (hereinafter referred to as land hybrid) has six gears, and the specific implementation method is as follows:

[0089] Please see Figure 24 In the first gear of the land-based hybrid system: the third clutch 365 is positioned to the left to engage with the first drive gear h; the first clutch 323 is positioned in the middle and does not engage with any gear; the second clutch 363 is positioned to the right to engage with the second gear c; the engine coupler 38 is in the engaged state, at which time the engine 205 drives the first motor 201 to generate electricity, and the second motor 203 drives the engine.

[0090] Please see Figure 25 In the second gear of the land-based hybrid system: the third clutch 365 is positioned to the left to engage with the first drive gear h; the first clutch 323 is positioned in the middle and does not engage with any gear; the second clutch 363 is positioned to the left to engage with the first gear d; the engine coupler 38 is in the engaged state, at which time the engine 205 drives the first motor 201 to generate electricity, and the second motor 203 drives the engine.

[0091] Please see Figure 26 Land-based hybrid three-engine one-speed: the third clutch 365 is positioned to the left to engage with the first drive gear h; the first clutch 323 is positioned to the right to engage with the fourth gear f; the second clutch 363 is positioned to the right to engage with the second gear c; the engine coupler 38 is in the engaged state, at which time the three power sources of engine 205, first motor 201 and second motor 203 drive together.

[0092] Please see Figure 27 Land-based hybrid three-engine two-speed: the third clutch 365 is positioned to the left to engage with the first drive gear h; the first clutch 323 is positioned to the right to engage with the fourth gear f; the second clutch 363 is positioned to the left to engage with the first gear d; the engine coupler 38 is in the engaged state, at which time the three power sources of engine 205, first motor 201 and second motor 203 drive together.

[0093] Please see Figure 28 The three-engine, three-speed hybrid system is as follows: the third clutch 365 is positioned to the left to engage with the first drive gear h; the first clutch 323 is positioned to the left to engage with the third gear e; the second clutch 363 is positioned to the right to engage with the second gear c; the engine coupler 38 is engaged, at which time the three power sources, engine 205, first motor 201, and second motor 203, drive together.

[0094] Please see Figure 29 Land-based hybrid three-engine four-speed: the third clutch 365 is positioned to the left to engage with the first drive gear h; the first clutch 323 is positioned to the left to engage with the third gear e; the second clutch 363 is positioned to the left to engage with the first gear d; the engine coupler 38 is engaged, at which time the three power sources, engine 205, first motor 201, and second motor 203, drive together.

[0095] 4. On-site power generation mode under land travel mode

[0096] The stationary power generation mode in land-based mode (hereinafter referred to as stationary power generation) has three settings, and the specific implementation method is as follows:

[0097] Please see Figure 30 In the stationary power generation first gear: the third clutch 365 is in the middle and does not engage with any gear; the first clutch 323 is in the middle and does not engage with any gear; the second clutch 363 is in the middle and does not engage with any gear; the engine coupler 38 is in the engaged state, at which time the electric motor 205 runs to make the first motor 201 generate electricity.

[0098] Please see Figure 31In the stationary power generation second gear: the third clutch 365 is in the middle and does not engage with any gear; the first clutch 323 is on the right and engages with the fourth gear f; the second clutch 363 is in the middle and does not engage with any gear; the engine coupler 38 is in the engaged state, at which time the electric motor 205 runs, causing the second motor 203 and the first motor 201 to generate electricity simultaneously.

[0099] Please see Figure 32 The generator operates in three gears: the third clutch 365 is in the middle and does not engage with any gear; the first clutch 323 is on the left to engage with the third gear e; the second clutch 363 is in the middle and does not engage with any gear; the engine coupler 38 is engaged, and at this time the generator 205 operates so that the second motor 203 and the first motor 201 generate electricity simultaneously.

[0100] 5. Single-motor pure electric drive mode in flight mode

[0101] The single-motor pure electric drive mode in flight mode (hereinafter referred to as flight EV single motor) has six levels, and the specific implementation method is as follows:

[0102] Please see Figure 33 In the first gear of the single motor of the flight EV: the third clutch 65 is on the right and engaged with the third drive gear j; the first clutch 323 is on the left and engaged with the third gear e; the second clutch 363 is on the right and engaged with the second gear c; the engine coupler 38 is in the disengaged state, at which time the first motor 201 is driven and the power is output to the flight mechanism 4031.

[0103] Please see Figure 34 In the second gear of the single motor of the flight EV: the third clutch 65 is on the right and engages with the third drive gear j; the first clutch 323 is on the left and engages with the third gear e; the second clutch 363 is on the left and engages with the first gear d; the engine coupler 38 is in the disengaged state, at which time the first motor 201 is driven and the power is output to the flight mechanism 4031.

[0104] Please see Figure 35 The single motor of the flight EV has three gears: the third clutch 65 is on the right and engages with the third drive gear j; the first clutch 323 is in the middle and does not engage with any gear; the second clutch 363 is on the right and engages with the second gear c; the engine coupler 38 is in the disengaged state, at which time the second motor 203 is driven and the power is output to the flight mechanism 4031.

[0105] Please see Figure 36The single motor of the flight EV has four gears: the third clutch 65 is on the right and engages with the third drive gear j; the first clutch 323 is in the middle and does not engage with any gear; the second clutch 363 is on the left and engages with the first gear d; the engine coupler 38 is in the disengaged state, at which time the second motor 203 is driven and the power is output to the flight mechanism 4031.

[0106] Please see Figure 37 The single motor of the flight EV has five gears: the third clutch 65 is on the right and engages with the third drive gear j; the first clutch 323 is on the right and engages with the fourth gear f; the second clutch 363 is on the left and engages with the first gear d; the engine coupler 38 is in the disengaged state, at which time the first motor 201 is driven and the power is output to the flight mechanism 4031.

[0107] Please see Figure 38 The single motor of the flying EV has six gears: the third clutch 65 is on the right and engages with the third drive gear j; the first clutch 323 is on the right and engages with the fourth gear f; the second clutch 363 is on the right and engages with the second gear c; the engine coupler 38 is in the disengaged state, at which time the first motor 201 is driven and the power is output to the flight mechanism 4031.

[0108] 6. Dual-motor pure electric drive mode in flight mode

[0109] The dual-motor pure electric drive mode in flight mode (hereinafter referred to as flight EV dual motor) has four levels, and the specific implementation method is as follows:

[0110] Please see Figure 39 In the first gear of the dual motors of the flight EV: the third clutch 65 is on the right and engaged with the third drive gear j; the first clutch 323 is on the left and engaged with the third gear e; the second clutch 363 is on the right and engaged with the second gear c; the engine coupler 38 is in the disengaged state, at which time the second motor 203 and the first motor 201 are driven simultaneously, and the power is output to the flight mechanism 4031.

[0111] Please see Figure 40 The flight EV dual motors are in two gears: the third clutch 65 is on the right and engages with the third drive gear j; the first clutch 323 is on the left and engages with the third gear e; the second clutch 363 is on the left and engages with the first gear d; the engine coupler 38 is in the disengaged state, at which time the second motor 203 and the first motor 201 are driven simultaneously, and the power is output to the flight mechanism 4031.

[0112] Please see Figure 41The flight EV dual motor has three gears: the third clutch 65 is on the right and engages with the third drive gear j; the first clutch 323 is on the right and engages with the fourth gear f; the second clutch 363 is on the left and engages with the first gear d; the engine coupler 38 is in the disengaged state, at which time the second motor 203 and the first motor 201 drive simultaneously, and the power is output to the flight mechanism 4031.

[0113] Please see Figure 42 The flight EV dual motor has four gears: the third clutch 65 is on the right and engages with the third drive gear j; the first clutch 323 is on the right and engages with the fourth gear f; the second clutch 363 is on the right and engages with the second gear c; the engine coupler 38 is in the disengaged state, at which time the second motor 203 and the first motor 201 drive simultaneously, and the power is output to the flight mechanism 4031.

[0114] 7. Hybrid drive mode in flight mode

[0115] The hybrid drive mode in flight mode (hereinafter referred to as flight hybrid) has six gears, and the specific implementation method is as follows:

[0116] Please see Figure 43 In the first gear of the hybrid flight: the third clutch 65 is on the right and engages with the third drive gear j; the first clutch 323 is in the middle and does not engage with any gear; the second clutch 363 is on the right to engage with the second gear c; the engine coupler 38 is in the engaged state, at which time the engine 205 drives the first motor 201 to generate electricity, the second motor 203 drives, and the power output is sent to the flight mechanism 4031.

[0117] Please see Figure 44 In the second gear of the hybrid flight: the third clutch 65 is on the right and engages with the third drive gear j; the first clutch 323 is in the middle and does not engage with any gear; the second clutch 363 is on the left and engages with the first gear d; the engine coupler 38 is in the engaged state, at which time the engine 205 drives the first motor 201 to generate electricity, and the second motor 203 drives the engine.

[0118] Please see Figure 45 The flight hybrid three-engine one-gear configuration is as follows: the third clutch 65 is on the right and engages with the third drive gear j; the first clutch 323 is on the right and engages with the fourth gear f; the second clutch 363 is on the right and engages with the second gear c; the engine coupler 38 is in the engaged state, at which time the three power sources of engine 205, first motor 201 and second motor 203 drive together and output power to the flight mechanism 4031.

[0119] Please see Figure 46The flight hybrid three-engine two-speed system is as follows: the third clutch 65 is on the right and engages with the third drive gear j; the first clutch 323 is on the right and engages with the fourth gear f; the second clutch 363 is on the left and engages with the first gear d; the engine coupler 38 is in the engaged state, at which time the three power sources of engine 205, first motor 201 and second motor 203 drive together and output power to the flight mechanism 4031.

[0120] Please see Figure 47 The flight hybrid three-engine three-speed system is as follows: the third clutch 65 is on the right and engages with the third drive gear j; the first clutch 323 is on the left and engages with the third gear e; the second clutch 363 is on the right and engages with the second gear c; the engine coupler 38 is in the engaged state, at which time the three power sources of engine 205, first motor 201 and second motor 203 drive together and output power to the flight mechanism 4031.

[0121] Please see Figure 48 The flight hybrid three-engine four-speed system is as follows: the third clutch 65 is on the right and engages with the third drive gear j; the first clutch 323 is on the left and engages with the third gear e; the second clutch 363 is on the left and engages with the first gear d; the engine coupler 38 is in the engaged state, at which time the three power sources of engine 205, first motor 201 and second motor 203 drive together and output power to the flight mechanism 4031.

[0122] above Figure 14 -to Figure 48 The table below shows the correspondence between the various drive modes and the engagement states of the various clutches.

[0123] Table 1 Correspondence between Drive Mode and Clutch Engagement State

[0124]

[0125]

[0126] Therefore, the transmission system 100 and hybrid drive system 200 provided in the embodiments of this application couple the drive of the flight propulsion system 403 and the drive of the land propulsion system 401 into a single power system. A coupling device (multiple clutches) is used to select the output component to switch the application scenarios of the power system, achieving integration and lightweighting of the two power systems. Furthermore, the transmission system 100 integrates an engine 205 and two motors (i.e., the first motor 201 and the second motor 203) into a multi-power system, enabling various operating modes such as pure electric single-motor drive, dual-motor drive, single-motor drive with simultaneous engine power generation, parking power generation (e.g., both motors generating power simultaneously), and simultaneous three-motor drive. Through optimized control of the system logic, multiple gear ratios for a single motor can be achieved in pure electric mode; and by introducing multiple gear ratios, the high-efficiency speed range of the motor is expanded, reducing the performance requirements of the motor and decreasing its size.

[0127] In this embodiment, both the first motor 201 and the second motor 203 can be used as a drive motor and a generator. The most suitable motor can be selected for power generation based on the efficiency range of the engine 205. When the speed of the engine 205 changes, the most suitable operating condition can be flexibly selected, i.e., one generates electricity and the other drives, thus weakening the definition of the generator and adapting to the needs of different driving states.

[0128] In summary, the transmission system, hybrid drive assembly, and flying car provided in this application embodiment can operate in multiple drive modes, meeting people's diverse needs for drive modes. Furthermore, since the flight mechanism 4031 and the walking mechanism 4051 share the transmission system 100 and the hybrid drive assembly 200, it helps reduce the overall weight of the hybrid drive assembly 200 and lowers the flight power requirements. The hybrid drive assembly 200 uses a first motor 201, a second motor 203, and an engine 205 for power, which helps to achieve power backup between fuel power and electric power. Compared to a pure electric flying car, it can significantly increase the driving range of the flying car 400 in both flight and land modes, and improve the safety of the flying car 400.

[0129] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0130] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application.

Claims

1. A transmission system, characterized in that, Applied to flying cars, the flying car includes a first motor, a second motor, an engine, a running gear, and a flight mechanism; the transmission system includes: A first shaft system is used to connect to the first motor and is driven by the first motor; The second shaft system is used to connect the second motor and is driven by the second motor; A third axis system is used to selectively connect the traveling mechanism or the flying mechanism; and A first transmission system is connected to the second shaft system and can be selectively connected to the first shaft system and / or the third shaft system. The first shaft system includes a first main shaft and a first clutch. The first main shaft is used to connect to the output end of the first motor. The first main shaft is also used to connect to the engine. The first clutch is coaxially connected to the first main shaft and rotates with the first main shaft. The first transmission system can be selectively connected to the first clutch; the first clutch is used to disengage the linkage between the first transmission system and the first main shaft; the first transmission system includes a first transmission mechanism and a second transmission mechanism, and the first clutch is used to disengage the linkage between at least one of the first transmission mechanism and the second transmission mechanism and the first main shaft; The second shaft system includes a second main shaft, which is used to connect to the output end of the second motor; the first transmission mechanism and the second transmission mechanism are respectively connected to the second main shaft. The third shaft system includes a third main shaft, a second clutch, and a third clutch; The second clutch is coaxially connected to the third main shaft and rotates with the third main shaft; the second clutch can be selectively connected to the first transmission system to engage or disengage the linkage between the first transmission mechanism and the third main shaft, and to engage or disengage the linkage between the second transmission mechanism and the third main shaft. The third clutch is coaxially connected to the third main shaft and rotates with the third main shaft; the third clutch is used to engage or disengage the linkage between the third main shaft and the traveling mechanism or the flying mechanism.

2. The transmission system as described in claim 1, characterized in that, The second shaft system further includes a first output gear and a second output gear. The first output gear is coaxially connected to the second main shaft and rotates with the second main shaft. The first output gear is driven by the first transmission mechanism. The second output gear is coaxially connected to the second main shaft and rotates with the second main shaft. The second output gear is driven by the second transmission mechanism.

3. The transmission system as described in claim 2, characterized in that, The first transmission mechanism includes a first gear, which is coaxially arranged with the third main shaft and meshes with the first output gear; The second transmission mechanism includes a second gear, which is coaxially arranged with the third main shaft and meshes with the second output gear; the second clutch can be selectively connected to the first gear or the second gear to disengage the linkage between the first transmission mechanism and the third main shaft, or to disengage the linkage between the second transmission mechanism and the third main shaft.

4. The transmission system as described in claim 3, characterized in that, The first transmission mechanism further includes a third gear, which is coaxially arranged with the first main shaft and meshes with the first gear; the second transmission mechanism further includes a fourth gear, which is coaxially arranged with the first main shaft and meshes with the second gear; the first clutch can be selectively connected to the third gear or the fourth gear to disengage the linkage between the first transmission mechanism and the first main shaft, or to disengage the linkage between the second transmission mechanism and the first main shaft.

5. The transmission system as described in claim 4, characterized in that, The first transmission mechanism further includes a third gear, which is coaxially arranged with the first main shaft and meshes with the first gear; the first clutch is selectively connected to the third gear to disengage the linkage between the first transmission mechanism and the first main shaft.

6. The transmission system as described in claim 5, characterized in that, The second transmission mechanism further includes a fourth gear, which is coaxially arranged with the first main shaft and meshes with the second gear; the first clutch is selectively connected to the fourth gear to disengage the linkage between the second transmission mechanism and the first main shaft.

7. The transmission system as described in claim 6, characterized in that, The first transmission mechanism further includes a third gear, which is coaxially arranged with and meshes with the first main shaft; the second transmission mechanism further includes a fourth gear, which is coaxially arranged with the first main shaft; the first clutch can be selectively connected to the third gear or the fourth gear to disengage the linkage between the first transmission mechanism and the first main shaft, or to disengage the linkage between the second transmission mechanism and the first main shaft; the first shaft system further includes a second input gear, which is used to connect to the output end of the engine and meshes with the fourth gear.

8. The transmission system according to any one of claims 1 to 7, characterized in that, The transmission system also includes an engine coupler, which is used to connect to the output end of the engine and to engage or disengage the transmission connection between the engine and any one of the first main shaft, the second main shaft, and the third main shaft.

9. The transmission system as described in claim 8, characterized in that, The first shaft system further includes a first input gear and a second input gear. The first input gear is coaxially connected to the first main shaft and rotates with the first main shaft. The second input gear meshes with the first input gear. The second input gear is used to connect the output end of the engine via the engine coupler.

10. The transmission system according to any one of claims 1 to 7, characterized in that, The transmission system further includes a second transmission system and a third transmission system. The second transmission system is used to drive the walking mechanism, and the third transmission system is used to drive the flight mechanism. The third clutch can be selectively connected to the second transmission system or the third transmission system to disengage the linkage between the third main shaft and the walking mechanism or the flight mechanism.

11. The transmission system as described in claim 10, characterized in that, The second transmission system includes a first drive gear and a second drive gear. The first drive gear is coaxially arranged with the third main shaft, and the second drive gear meshes with the first drive gear and is used for transmission connection with the walking mechanism. The third transmission system includes a third drive gear and a fourth drive gear. The third drive gear is coaxially arranged with the third main shaft, and the fourth drive gear meshes with the third drive gear and is used for transmission connection with the flight mechanism. The third clutch can be selectively connected to the first drive gear or the third drive gear to disengage the linkage between the third main shaft and the walking mechanism or the flight mechanism.

12. The transmission system as described in claim 11, characterized in that, The third transmission system further includes a first bevel gear and a second bevel gear. The first bevel gear is coaxially connected to the four drive gears, and the second bevel gear meshes with the first bevel gear and is used to connect the rotating shaft of the flight mechanism.

13. The transmission system according to any one of claims 1 to 7, characterized in that, The first spindle is provided with a first coupling interface for connecting the engine; the second spindle is provided with a second coupling interface for connecting the engine.

14. The transmission system as described in claim 13, characterized in that, The third spindle is provided with a third coupling interface for connecting the engine, and the engine can be selectively connected to any one of the first coupling interface, the second coupling interface, and the third coupling interface.

15. The transmission system as described in claim 14, characterized in that, The first coupling interface includes a coupling for connection to the output end of the engine; and / or... The second coupling interface includes a coupling for connection to the output end of the engine; and / or... The third coupling interface includes a coupling for connection to the output end of the engine.

16. A hybrid drive system, characterized in that, Applied to flying cars, the flying car includes a running gear and a flight gear, and the hybrid drive assembly includes: First motor; Second motor; Engine; and The transmission system as described in any one of claims 1 to 15, wherein the first spindle is connected to the first motor, the second spindle is connected to the second motor, and the engine is selectively connected to the first spindle.

17. A flying car, characterized in that, include: Walking mechanism; Flight organization; as well as The hybrid drive assembly as described in claim 16; The third spindle can be selectively connected to the walking mechanism or the flying mechanism via the third clutch.

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