Vehicle transmission system and vehicle

Abstract

The application relates to a vehicle variable transmission system and a vehicle, and belongs to the technical field of vehicle variable transmission systems. In the vehicle variable transmission system, a first gear ring in a first planetary gear train is in transmission connection with a first wheel body of the vehicle, a second gear ring in a second planetary gear train is in transmission connection with a second wheel body of the vehicle, a controller is in electrical connection with the second motor, the clutch assembly and the attitude detection piece, and is used for: acquiring a rotation angle detected by the attitude detection piece; in the case that the rotation angle is greater than a preset angle, controlling the first gear ring to switch to a free state through the first clutch, controlling the second gear ring to switch to a free state through the second clutch, and controlling an output shaft of the second motor to rotate in a first circumferential direction or a second circumferential direction, wherein the second circumferential direction is the reverse direction of the first circumferential direction. By adopting the application, the transmission efficiency of the vehicle variable transmission system can be improved, so that the overall fuel consumption of the vehicle is reduced.

Description

Technical Field

[0001] The present application relates to the technical field of vehicle speed change systems, and in particular to a vehicle speed change transmission system and a vehicle. Background Art

[0002] With the continuous development of vehicle engineering technology, hybrid power driving mode has gradually become the mainstream driving mode of vehicles.

[0003] At present, the hybrid power driving mode is mainly realized by the vehicle transmission system, which is mostly developed based on the traditional automatic transmission, that is, the motor is simply integrated at the front or rear end of the transmission such as AT, AMT, CVT or DCT.

[0004] The structure of the above-mentioned vehicle transmission system is relatively simple and can meet simple transmission requirements, but the corresponding working mode is relatively single, and the transmission efficiency is low under special working conditions (such as overtaking conditions), which seriously affects the vehicle's fuel saving rate. Summary of the Invention

[0005] The embodiments of the present application provide a vehicle transmission system and a vehicle, which can solve the technical problems existing in the related art. The technical solutions of the vehicle transmission system and the vehicle are as follows:

[0006] In a first aspect, an embodiment of the present application provides a vehicle transmission system, the vehicle transmission system comprising a first motor, a first shaft, a first planetary gear train, a second planetary gear train, a second motor, a first gear shaft, a second gear shaft, a clutch assembly, a posture detection element, and a controller;

[0007] The first shaft is drivingly connected to the output shaft of the first motor;

[0008] The first planetary gear train includes a first sun gear, a first planetary gear set, a first planet carrier, and a first ring gear. The first sun gear is fixedly connected to the first shaft, the first planetary gear set is meshed with the first sun gear, the first planet carrier is matched with the first planetary gear set, and the first ring gear is sleeved outside the first planetary gear set and is in transmission connection with the first wheel body of the vehicle.

[0009] The second planetary gear train includes a second sun gear, a second planetary gear set, a second planet carrier and a second ring gear, wherein the second sun gear is fixedly connected to the first shaft, the second planetary gear set is meshed with the second sun gear, the second planet carrier is matched with the second planetary gear set, and the second ring gear is sleeved outside the second planetary gear set and is in driving connection with the second wheel body of the vehicle;

[0010] The first gear shaft is in driving connection with the output shaft of the second motor and meshes with the first ring gear;

[0011] The second gear shaft is parallel to the first gear shaft and meshes with the first gear shaft and the second gear ring respectively;

[0012] The clutch assembly includes a first clutch and a second clutch, the first clutch is used to control the first ring gear to switch between a locked state and a free state, and the second clutch is used to control the second ring gear to switch between a locked state and a free state;

[0013] The posture detection component is used to detect the rotation angle of the vehicle steering wheel;

[0014] The controller is electrically connected to the second motor, the clutch assembly and the posture detection component, respectively, and is used to: obtain the rotation angle detected by the posture detection component, and when the rotation angle is greater than a preset angle, control the first ring gear to switch to a free state through the first clutch, control the second ring gear to switch to a free state through the second clutch, and control the output shaft of the second motor to rotate in a first circumferential direction or a second circumferential direction, where the second circumferential direction is the opposite of the first circumferential direction.

[0015] In some possible implementations, the controller is used to: obtain the rotation direction and absolute value of the rotation angle detected by the posture detection component; when the absolute value of the rotation angle is greater than the absolute value of the preset angle, control the first ring gear to switch to a free state through the first clutch; control the second ring gear to switch to a free state through the second clutch; when the rotation direction is a first direction, control the output shaft of the second motor to rotate in a first circumferential direction; when the rotation direction is a second direction, control the output shaft of the second motor to rotate in a second axial direction, and the second direction is the opposite of the first direction.

[0016] In some possible implementations, the vehicle speed transmission system further includes a first speed reducer and a second speed reducer;

[0017] The input end of the first reducer is transmission-connected to the first planetary carrier, and the output end of the first reducer is transmission-connected to the first wheel body;

[0018] The input end of the second reducer is transmission-connected to the second planetary carrier, and the output end of the second reducer is transmission-connected to the second wheel body.

[0019] In some possible implementations, the first reducer and the second reducer are both gear reducers.

[0020] In some possible implementations, the first ring gear and the second ring gear are arranged opposite to each other, the first planet carrier and the second planet carrier are respectively located between the first ring gear and the second ring gear, and the first planet carrier and the second planet carrier are arranged opposite to each other.

[0021] In some possible implementations, the first gear shaft includes a first transmission shaft, a first gear, and a second gear. The first transmission shaft is in driving connection with the output shaft of the second motor. The first gear is sleeved outside the first transmission shaft and meshes with the first ring gear. The second gear is sleeved outside the first transmission shaft.

[0022] The second gear shaft includes a second transmission shaft, a third gear and a fourth gear. The second transmission shaft has an opposite rotation direction to the first transmission shaft. The third gear and the fourth gear are respectively mounted on the outside of the second transmission shaft. The third gear is engaged with the second gear, and the fourth gear is engaged with the second gear ring.

[0023] In some possible implementations, a transmission ratio between the first gear and the first ring gear is equal to a transmission ratio between the fourth gear and the second ring gear.

[0024] In some possible implementations, the first sun gear and the second sun gear are respectively connected to the first shaft through key fitting.

[0025] In some possible implementations, both the first clutch and the second clutch are electromagnetic clutches.

[0026] In a second aspect, an embodiment of the present application provides a vehicle, comprising the vehicle speed transmission system of the first aspect and possible implementations thereof.

[0027] The technical solutions provided by the embodiments of the present application include at least the following beneficial effects:

[0028] An embodiment of the present application provides a vehicle speed transmission system, in which a controller can determine that the vehicle is in a turning mode based on a posture detection component, and control the first ring gear and the second ring gear to switch to a free state when the vehicle is in the turning mode, and control the output shaft of the second motor to rotate in a direction corresponding to the steering direction, thereby reducing the speed and torque of the inner wheel body of the vehicle during turning and increasing the speed and torque of the outer wheel body during turning, thereby avoiding idling of a single-side wheel body under turning conditions, thereby improving the transmission efficiency of the vehicle speed transmission system, and further reducing the overall fuel consumption of the vehicle.

[0029] It should be understood that the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0030] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the following briefly introduces the drawings required for use in the description of the embodiments. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0031] Figure 1 1 is a schematic structural diagram of a vehicle speed transmission system according to an embodiment of the present application;

[0032] Figure 2 It is a structural schematic diagram of a vehicle speed transmission system shown in an embodiment of the present application.

[0033] Legend

[0034] 1. First motor;

[0035] 2. The first axis;

[0036] 3. The first planetary gear train;

[0037] 31. First sun gear; 32. First planetary gear set; 33. First planet carrier; 34. First ring gear;

[0038] 4. Second planetary gear train;

[0039] 41. Second sun gear; 42. Second planetary gear set; 43. Second planet carrier; 44. Second ring gear;

[0040] 5. Second motor;

[0041] 6. First gear shaft;

[0042] 61. First transmission shaft; 62. First gear; 63. Second gear;

[0043] 7. Second gear shaft;

[0044] 71. Second transmission shaft; 72. Third gear; 73. Fourth gear;

[0045] 8. Clutch assembly;

[0046] 81. First clutch; 82. Second clutch;

[0047] 9. Posture detection parts;

[0048] 10. Controller;

[0049] 01. First wheel; 02. Second wheel; 03. First reducer; 04. Second reducer. DETAILED DESCRIPTION

[0050] In order to make the purposes, technical solutions and advantages of the present application clearer, the following further describes the embodiments of the present application with reference to the accompanying drawings.

[0051] Unless otherwise defined, technical terms or scientific terms used herein should be understood as having the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs. The terms "first", "second", "third" and similar terms used in the description and the claims of the present patent application do not denote any order, quantity or importance, but are used to distinguish different components. Similarly, the terms "one" or "a" or similar terms do not denote a quantity limitation, but mean that at least one exists. The terms "include" or "contain" or similar terms mean that the elements or objects appearing before the terms "include" or "contain" cover the elements or objects listed after the terms "include" or "contain" and their equivalents, and do not exclude other elements or objects. The terms "connect" or "connected" or similar terms are not limited to physical or mechanical connections, but can include electrical connections, whether direct or indirect. The terms "upper", "lower", "left", "right" and the like are used only to represent relative positional relationships, and when the absolute positions of the described objects change, the relative positional relationships can also change accordingly.

[0052] Nowadays, with the iterative upgrading of vehicle engineering technology, new energy vehicles have gradually become the mainstream development direction in the industry. New energy vehicles include pure electric vehicles and hybrid vehicles. Among them, pure electric vehicles are affected by factors such as inconvenient charging and short driving range, and the actual experience brought to users is not ideal. Accordingly, hybrid vehicles are gradually favored by users, and correspondingly, the hybrid driving mode gradually replaces the pure fuel driving mode of transmission and becomes the mainstream choice in the industry. At present, the hybrid vehicles on the market are mostly developed based on automatic transmissions, specifically by simply integrating an electric motor at the front end or rear end of an AT, AMT, CVT or DCT transmission. The advantage of this approach is that the structure is simple and the required research and development investment is less, but there are also obvious problems accordingly. For example, the vehicle transmission system directly integrates an electric motor at the front end or rear end of an automatic transmission. The fuel saving rate is acceptable in straight line driving conditions, but in special conditions such as turning conditions and overtaking conditions, the transmission efficiency of the vehicle transmission system is low, resulting in high fuel consumption of the vehicle.

[0053] The embodiments of the present application provide a vehicle transmission system, as shown in Figure 1 The vehicle transmission system includes a first electric motor 1, a first shaft body 2, a first planetary gear train 3, a second planetary gear train 4, a second electric motor 5, a first gear shaft 6, a second gear shaft 7, a clutch assembly 8, a posture detection member 9 and a controller 10.

[0054] The first shaft 2 is drivingly connected to the output shaft of the first motor 1. The first planetary gear train 3 includes a first sun gear 31, a first planetary gear set 32, a first planetary carrier 33, and a first ring gear 34. The first sun gear 31 is fixedly connected to the first shaft 2, the first planetary gear set 32 ​​meshes with the first sun gear 31, the first planetary carrier 33 cooperates with the first planetary gear set 32, and the first ring gear 34 is mounted outside the first planetary gear set 32 ​​and drivingly connected to the first wheel body 01 of the vehicle. The second planetary gear train 4 includes a second sun gear 41, a second planetary gear set 42, a second planetary carrier 43, and a second ring gear 44. The second sun gear 41 is fixedly connected to the first shaft 2, the second planetary gear set 42 meshes with the second sun gear 41, the second planetary carrier 43 cooperates with the second planetary gear set 42, and the second ring gear 44 is mounted outside the second planetary gear set 42 and drivingly connected to the second wheel body 02 of the vehicle. The first gear shaft 6 is drivingly connected to the output shaft of the second motor 5 and meshes with the first ring gear 34. The second gear shaft 7 is parallel to the first gear shaft 6 and meshes with the first gear shaft 6 and the second ring gear 44 respectively. The clutch assembly 8 includes a first clutch 81 and a second clutch 82. The first clutch 81 is used to control the first ring gear 34 to switch between a locked state and a free state, and the second clutch 82 is used to control the second ring gear 44 to switch between a locked state and a free state. The posture detection member 9 is used to detect the rotation angle of the vehicle steering wheel. The controller 10 is electrically connected to the second motor 5, the clutch assembly 8 and the posture detection member 9 respectively, and is used to: obtain the rotation angle detected by the posture detection member 9, and when the rotation angle is greater than a preset angle, control the first ring gear 34 to switch to a free state through the first clutch 81, control the second ring gear 44 to switch to a free state through the second clutch 82, and control the output shaft of the second motor 5 to rotate in a first circumferential direction or a second circumferential direction, where the second circumferential direction is the opposite of the first circumferential direction.

[0055] In this way, the controller 10 can detect the steering wheel angle of the vehicle through the posture detection element 9. When the steering wheel angle is greater than a preset angle, the controller 10 determines that the vehicle has switched from a straight-line driving condition to a turning condition. Then, by controlling the first clutch 81 and the second clutch 82, the first ring gear 34 and the second clutch 82 are switched to a free state. When the vehicle turns toward the first lateral direction, the controller 10 controls the output shaft of the second motor 5 to rotate in a first circumferential direction, causing the first gear shaft 6 and the first ring gear 34 to rotate in the same direction, and the second gear shaft 7 and the second ring gear 44 to rotate in opposite directions, thereby increasing the torque and speed of the first planetary gear set 32 ​​and reducing the torque and speed of the second planetary gear set 42. Alternatively, when the vehicle turns toward the second lateral direction, the controller 10 controls the output shaft of the second motor 5 to rotate in a second circumferential direction, causing the first gear shaft 6 and the first ring gear 34 to rotate in opposite directions, and causing the second gear shaft 7 and the second ring gear 44 to rotate in the same direction, thereby reducing the torque and speed of the first planetary gear set 32 ​​and increasing the torque and speed of the second planetary gear set 42. At the same time, since the first planetary gear set 32 ​​is in driving connection with the vehicle's first wheel 01, and the second planetary gear set 42 is in driving connection with the vehicle's second wheel 02, the first wheel 01 and the second wheel 02 are respectively the two front wheels or the two rear wheels of the vehicle. In other words, during cornering, the vehicle's transmission system can adjust the speed and torque of the two front wheels or the two rear wheels according to the direction of the turn, thereby preventing unilateral wheel idling during cornering. This improves the transmission efficiency of the vehicle's transmission system and, in turn, reduces the vehicle's overall fuel consumption.

[0056] In addition, in the related art, since the motor is directly integrated into the front end or rear end of the automatic transmission, the rated power of each motor is the same. Taking into account the overall torque and speed of the vehicle, each wheel body of the vehicle usually needs to be equipped with a corresponding high-power motor (the power is usually greater than 100kW). In the above-mentioned vehicle speed transmission system, the first motor 1 is used to provide the speed and torque to the first wheel body 01 and the second wheel body 02, and the second motor 5 is only used to perform secondary distribution of the torque and speed provided by the first motor 1. Accordingly, the second motor 5 can be a low-power motor (the power is usually less than 30kW), that is, only one high-power motor and one low-power motor need to be arranged between each pair of first wheel body 01 and second wheel body 02. While improving the transmission efficiency under cornering conditions, it can also reduce the overall weight and overall cost of the vehicle speed transmission system, meeting the lightweight design requirements while improving the competitiveness of the product.

[0057] In some possible embodiments, the posture detection component 9 is used to detect the size and direction of the rotation angle of the vehicle steering wheel.

[0058] The posture detection element 9 may be an angle sensor for detecting the rotation direction and absolute value of the rotation angle of the vehicle steering wheel and generating rotation indication information including the rotation direction and absolute value of the rotation angle of the vehicle steering wheel.

[0059] In one example, the posture detection component 9 detects the size and direction of the rotation angle of the vehicle steering wheel according to a preset period, generates rotation instruction information, and sends the rotation instruction information to the controller 10 according to the preset period.

[0060] Exemplarily, the preset period may be 1 millisecond.

[0061] Exemplarily, the rotation indication information includes a rotation direction indication mark and a rotation angle absolute value indication mark. The rotation direction indication mark can be the symbols "+" and "-" (i.e., plus and minus signs), and the rotation angle absolute value indication mark is an Arabic numeral. The larger the number, the larger the absolute value of the rotation angle.

[0062] Among them, the plus sign indicates that the direction of rotation of the vehicle steering wheel is clockwise, and the minus sign indicates that the direction of rotation of the vehicle steering wheel is counterclockwise.

[0063] In implementation, the controller 10 can obtain the rotation indication information according to the above-mentioned preset period, and determine the rotation direction and the absolute value of the rotation angle of the vehicle steering wheel detected by the posture detection component 9 based on the rotation indication information. When the absolute value of the rotation angle is greater than the absolute value of the preset angle, the first clutch 81 and the second clutch 82 are respectively used to control the first ring gear 34 and the second ring gear 44 to switch to a free state. When the rotation direction indication mark is detected as a plus sign, it is determined that the vehicle steering wheel rotates clockwise, the rotation direction of the vehicle is determined to be the first direction (right direction), and the output shaft of the second motor 5 is controlled to rotate in the first circumferential direction. When the rotation direction indication mark is detected as a minus sign, it is determined that the vehicle steering wheel rotates counterclockwise, the rotation direction of the vehicle is determined to be the second direction (left direction), and the output shaft of the second motor 5 is controlled to rotate in the second circumferential direction.

[0064] Exemplarily, the absolute value of the preset angle may be 10°.

[0065] Thus, in the vehicle transmission system, since the first gear shaft 6 and the second gear shaft 7 are meshed with each other, they rotate in opposite directions. Therefore, when the first motor 1 rotates in a constant direction, when the second motor 5 rotates in the first circumferential direction, the first gear shaft 6 and the first ring gear 34 rotate in the same direction, while the second gear shaft 7 and the second ring gear 44 rotate in opposite directions. When the second motor 5 rotates in the second circumferential direction, the first gear shaft 6 and the first ring gear 34 rotate in opposite directions, while the second gear shaft 7 and the second ring gear 44 rotate in the same direction. That is, during cornering, this vehicle transmission system can simultaneously reduce the speed and torque of the vehicle's inner wheels while simultaneously increasing the speed and torque of the vehicle's outer wheels, thereby preventing the wheels from spinning and slipping, improving the transmission efficiency of the vehicle transmission system, and ultimately reducing the vehicle's overall fuel consumption.

[0066] It can be understood that the above embodiment only takes the posture detection component 9 as an example for detecting the rotation of the vehicle steering wheel. The posture detection component 9 can also be set on other components of the steering system between the vehicle steering wheel and the wheel body. The embodiment of the present application does not limit this.

[0067] In one example, the rotation speed of the second motor 5 is positively correlated with the absolute value of the rotation angle.

[0068] In some possible embodiments, the vehicle transmission system further includes a first reducer 03 and a second reducer 04 .

[0069] like Figure 2 As shown, the input end of the first reducer 03 is transmission-connected to the first planetary carrier 33, the output end of the first reducer 03 is transmission-connected to the first wheel body 01, the input end of the second reducer 04 is transmission-connected to the second planetary carrier 43, and the output end of the second reducer 04 is transmission-connected to the second wheel body 02.

[0070] In this way, the minimum rotation speed of the first wheel body 01 and the second wheel body 02 of the vehicle can be reduced, thereby improving the handling performance of the entire vehicle.

[0071] In one example, the first reducer 03 and the second reducer 04 are both gear reducers.

[0072] See also Figure 2 The outer ring of the first planetary carrier 33 has a gear structure, and the first reducer 03 includes a first-stage gear and a second-stage gear that are transmission-connected. The first-stage gear meshes with the gear structure of the outer ring of the first planetary carrier 33, and the number of teeth on the first-stage gear is greater than the number of teeth on the second-stage gear. The outer ring of the second planetary carrier 43 has a gear structure, and the second reducer 04 includes a first-stage gear and a second-stage gear that are transmission-connected. The first-stage gear meshes with the gear structure of the outer ring of the second planetary carrier 43, and the number of teeth on the first-stage gear is greater than the number of teeth on the second-stage gear.

[0073] Optionally, the first-stage gear, the gear structure of the outer ring of the first planet carrier 33 , and the gear structure of the outer ring of the second planet carrier 43 may all be helical gears.

[0074] In this way, the noise level of the vehicle during driving can be reduced.

[0075] In a possible embodiment, the first planet carrier 33 and the second planet carrier 43 are both disposed between the first ring gear 34 and the second ring gear 44 .

[0076] See also Figure 2 The first ring gear 34, the first planetary carrier 33, the second planetary carrier 43, and the second ring gear 44 are respectively mounted on the outside of the first shaft body 2 and arranged sequentially in the radial direction of the first shaft body 2. The first ring gear 34 and the second ring gear 44 are arranged opposite each other in the axial direction of the first shaft body 2 and are rotatably connected to the first shaft body 2 via bearings.

[0077] In this way, the loads generated by the first ring gear 34 , the first planet carrier 33 , the second planet carrier 43 and the second ring gear 44 can be evenly distributed on the first shaft body 2 , avoiding stress concentration on the first shaft body 2 , thereby increasing the service life of the first shaft body 2 .

[0078] The first sun gear 31 is fixedly connected to the first shaft 2. The inner ring of the first ring gear 34 has a gear structure and is at least partially encircled by the outer surface of the first sun gear 31. The first planetary gear set 32 ​​includes multiple planetary gears, each located between the outer ring of the first sun gear 31 and the inner ring of the first ring gear 34. Each planetary gear meshes with the outer ring of the first sun gear 31 and the inner ring of the first ring gear 34. The first planetary carrier 33 is located between the first ring gear 34 and the second ring gear 44. The first planetary carrier 33 includes multiple connecting portions and a first transmission portion, each of which is fixedly connected to a different planetary gear. The first transmission portion has a cylindrical structure and is fixedly connected to the multiple connecting portions and is parallel to the first shaft 2. In operation, the multiple planetary gears revolve around the first sun gear 31, driving the first planetary carrier 33 to rotate, thereby outputting speed and torque to the first wheel 01 of the vehicle.

[0079] The second sun gear 41 is fixedly connected to the first shaft 2. The inner ring of the second ring gear 44 has a gear structure and is at least partially encircled by the outer side of the second sun gear 41. The second planetary gear set 42 includes multiple planetary gears, which are respectively located between the outer side of the second sun gear 41 and the inner ring of the second ring gear 44. Each planetary gear meshes with the outer ring of the second sun gear 41 and the outer ring of the second ring gear 44. The second planetary carrier 43 is located between the first ring gear 34 and the second ring gear 44. The second planetary carrier 43 includes multiple connecting portions and a second transmission portion, each of which is fixedly connected to a different planetary gear. The second transmission portion has a cylindrical structure and is fixedly connected to the multiple connecting portions and is parallel to the first shaft 2. In practice, the multiple planetary gears revolve around the second sun gear 41, driving the second planetary carrier 43 to rotate, thereby outputting speed and torque to the vehicle's second wheel body 02.

[0080] In one example, the first sun gear 31 and the second sun gear 41 can be integrally formed with the first shaft body 2. In this way, the connection strength between the first sun gear 31, the second sun gear 41 and the first shaft body 2 can be improved.

[0081] Of course, the first sun gear 31 and the second sun gear 41 can be fixedly connected to the outer ring of the first shaft 2 by key connection or interference fit, which is not limited in this embodiment of the present application.

[0082] In some possible embodiments, the first gear shaft 6 and the second gear shaft 7 are both step-processed parts.

[0083] See also Figure 2 The first gear shaft 6 includes a first transmission shaft 61, a first gear 62, and a second gear 63. The first transmission shaft 61 is drivingly connected to the output shaft of the second motor 5. The first gear 62 is mounted on the outside of the first transmission shaft 61 and meshes with the first ring gear 34. The second gear 63 is mounted on the outside of the first transmission shaft 61. The second gear shaft 7 includes a second transmission shaft 71, a third gear 72, and a fourth gear 73. The second transmission shaft 71 rotates in the opposite direction to the first transmission shaft 61. The third gear 72 and the fourth gear 73 are respectively mounted on the outside of the second transmission shaft 71. The third gear 72 meshes with the second gear 63, and the fourth gear 73 meshes with the second ring gear 44.

[0084] Exemplarily, the first gear 62 and the second gear 63 can be fixedly connected to the outer ring of the first transmission shaft 61 by a key connection, and the third gear 72 and the fourth gear 73 can be fixedly connected to the outer ring of the second transmission shaft 71 by a key connection.

[0085] In this way, the processing cost of the first gear shaft 6 and the second gear shaft 7 can be reduced.

[0086] In one example, the transmission ratio between the first gear 62 and the first ring gear 34 is equal to the transmission ratio between the fourth gear 73 and the second ring gear 44. In this way, the second motor 5, the first gear shaft 6, and the second gear shaft 7 can form a differential mechanism, so that the torque and speed increase of the first ring gear 34 are equal to the torque and speed decrease of the second ring gear 44, or the torque and speed decrease of the first ring gear 34 are equal to the torque and speed increase of the second ring gear 44.

[0087] In one example, the gear ratio between the first gear 62 and the first ring gear 34 is 1:2, and the gear ratio between the third gear 72 and the second ring gear 44 is 1:2.

[0088] For example, the gear ratio between the first gear 62 and the first ring gear 34 is 50:100, and the gear ratio between the third gear 72 and the second ring gear 44 is 50:100.

[0089] In this example, the rotation speed of the second motor 5 is proportional to the absolute value of the rotation angle, and the maximum rotation speed of the second motor 5 is half of the current rotation speed of the first motor 1 .

[0090] In one example, the first clutch 81 and the second clutch 82 are both electromagnetic clutches.

[0091] In one example, the first shaft 2 is connected to the output shaft of the first motor 1 via a universal joint, and the first transmission shaft 61 is connected to the output shaft of the second motor 5 via a universal joint. This can reduce the overall cost of the vehicle transmission system.

[0092] The technical solutions provided by the embodiments of the present application include at least the following beneficial effects:

[0093] The embodiment of the present application provides a vehicle transmission system, in which a first shaft 2 is drivingly connected to the output shaft of a first motor 1. A first planetary gear train 3 includes a first sun gear 31, a first planetary gear set 32, a first planetary carrier 33, and a first ring gear 34. The first sun gear 31 is fixedly connected to the first shaft 2, the first planetary gear set 32 ​​is meshed with the first sun gear 31, the first planetary carrier 33 cooperates with the first planetary gear set 32, and the first ring gear 34 is mounted outside the first planetary gear set 32 ​​and is transmission-connected to the first wheel body 01 of the vehicle. A second planetary gear train 4 includes a second sun gear 41, a second planetary gear set 42, a second planetary carrier 43, and a second ring gear 44. The second sun gear 41 is fixedly connected to the first shaft 2, the second planetary gear set 42 is meshed with the second sun gear 41, the second planetary carrier 43 cooperates with the second planetary gear set 42, and the second ring gear 44 is mounted outside the second planetary gear set 42 and is transmission-connected to the second wheel body 02 of the vehicle. The first gear shaft 6 is drivingly connected to the output shaft of the second motor 5 and meshes with the first ring gear 34. The second gear shaft 7 is parallel to the first gear shaft 6 and meshes with the first gear shaft 6 and the second ring gear 44, respectively. The clutch assembly 8 includes a first clutch 81 and a second clutch 82. The first clutch 81 is used to control the switching of the first ring gear 34 between a locked state and a free state, and the second clutch 82 is used to control the switching of the second ring gear 44 between a locked state and a free state. The posture detector 9 is used to detect the rotation angle of the vehicle steering wheel. The controller 10 is electrically connected to the second motor 5, the clutch assembly 8, and the posture detector 9. It is configured to: obtain the rotation angle detected by the posture detector 9. If the rotation angle is greater than a preset angle, the controller 10 controls the switching of the first ring gear 34 to a free state via the first clutch 81 and the switching of the second ring gear 44 to a free state via the second clutch 82. The controller 10 controls the output shaft of the second motor 5 to rotate in either a first circumferential direction or a second circumferential direction, with the second circumferential direction being the opposite of the first circumferential direction. In this way, the controller 10 can detect the rotation angle of the vehicle steering wheel through the posture detection member 9. When the rotation angle is greater than a preset angle, it determines that the vehicle has switched from a straight-line driving condition to a turning condition. Then, by controlling the first clutch 81 and the second clutch 82, the first ring gear 34 and the second clutch 82 are switched to a free state. When the vehicle turns toward the first side, the controller 10 controls the output shaft of the second motor 5 to rotate in the first circumferential direction, causing the first gear shaft 6 and the first ring gear 34 to rotate in the same direction, and causing the second gear shaft 7 and the second ring gear 44 to rotate in the opposite direction, thereby increasing the torque and speed of the first planetary gear set 32 ​​and reducing the torque and speed of the second planetary gear set 42.Or, when the vehicle turns to the second side, the controller 10 controls the output shaft of the second motor 5 to rotate in the second circumferential direction, so that the first gear shaft 6 and the first ring gear 34 rotate in opposite directions, and the second gear shaft 7 and the second ring gear 44 rotate in the same direction, thereby reducing the torque and rotating speed of the first planetary gear set 32 and increasing the torque and rotating speed of the second planetary gear set 42. At the same time, since the first planetary gear set 32 is drivingly connected with the first wheel body 01 of the vehicle, and the second planetary gear set 42 is drivingly connected with the second wheel body 02 of the vehicle, the first wheel body 01 and the second wheel body 02 are two wheel bodies on the front side or two wheel bodies on the rear side of the vehicle. That is, the vehicle variable transmission system can adjust the rotating speed and torque of the two wheel bodies on the front side or the two wheel bodies on the rear side according to the turning direction in the turning working condition, so that the single wheel body can be prevented from idling in the turning working condition, thereby improving the transmission efficiency of the vehicle variable transmission system, and further, reducing the overall fuel consumption of the vehicle.

[0094] The embodiment of the present application provides a vehicle comprising the vehicle variable transmission system.

[0095] The above only describes optional embodiments of the present application, and does not limit the present application. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present application shall be included in the protection scope of the present application.

Claims

1. A vehicle transmission system, characterized in that: The vehicle speed transmission system comprises a first motor (1), a first shaft (2), a first planetary gear train (3), a second planetary gear train (4), a second motor (5), a first gear shaft (6), a second gear shaft (7), a clutch assembly (8), a posture detection element (9) and a controller (10); The first shaft (2) is in driving connection with the output shaft of the first motor (1); The first planetary gear train (3) comprises a first sun gear (31), a first planetary gear set (32), a first planetary carrier (33) and a first ring gear (34); the first sun gear (31) is fixedly connected to the first shaft (2); the first planetary gear set (32) is meshed with the first sun gear (31); the first planetary carrier (33) is matched with the first planetary gear set (32); the first ring gear (34) is sleeved outside the first planetary gear set (32) and is transmission-connected to the first wheel body (01) of the vehicle; The second planetary gear train (4) comprises a second sun gear (41), a second planetary gear set (42), a second planetary carrier (43) and a second ring gear (44); the second sun gear (41) is fixedly connected to the first shaft (2); the second planetary gear set (42) is meshed with the second sun gear (41); the second planetary carrier (43) is matched with the second planetary gear set (42); the second ring gear (44) is sleeved outside the second planetary gear set (42) and is transmission-connected to the second wheel body (02) of the vehicle; The first gear shaft (6) is in driving connection with the output shaft of the second motor (5) and meshes with the first ring gear (34); The second gear shaft (7) is parallel to the first gear shaft (6), and is meshed with the first gear shaft (6) and the second gear ring (44) respectively; The clutch assembly (8) includes a first clutch (81) and a second clutch (82), wherein the first clutch (81) is used to control the first ring gear (34) to switch between a locked state and a free state, and the second clutch (82) is used to control the second ring gear (44) to switch between a locked state and a free state; The posture detection member (9) is used to detect the rotation angle of the vehicle steering wheel; The controller (10) is electrically connected to the second motor (5), the clutch assembly (8) and the attitude detection member (9) respectively, and is used to: obtain the rotation angle detected by the attitude detection member (9); when the rotation angle is greater than a preset angle, control the first gear ring (34) to switch to a free state through the first clutch (81); control the second gear ring (44) to switch to a free state through the second clutch (82); and control the output shaft of the second motor (5) to rotate in a first circumferential direction or a second circumferential direction, wherein the second circumferential direction is opposite to the first circumferential direction.

2. The vehicle transmission system according to claim 1, wherein: The controller (10) is used to: obtain the rotation direction and the absolute value of the rotation angle detected by the posture detection component (9); when the absolute value of the rotation angle is greater than the absolute value of the preset angle, control the first gear ring (34) to switch to a free state through the first clutch (81); control the second gear ring (44) to switch to a free state through the second clutch (82); when the rotation direction is the first direction, control the output shaft of the second motor (5) to rotate in a first circumferential direction; when the rotation direction is the second direction, control the output shaft of the second motor (5) to rotate in a second circumferential direction, and when the rotation direction is the second direction, control the output shaft of the second motor (5) to rotate in a second circumferential direction, wherein the second direction is the opposite of the first direction.

3. The vehicle transmission system according to claim 1, wherein: The vehicle speed transmission system further comprises a first speed reducer (03) and a second speed reducer (04); The input end of the first reducer (03) is in transmission connection with the first planet carrier (33), and the output end of the first reducer (03) is in transmission connection with the first wheel body (01); The input end of the second reducer (04) is transmission-connected to the second planetary carrier (43), and the output end of the second reducer (04) is transmission-connected to the second wheel body (02).

4. The vehicle transmission system according to claim 3, wherein: The first reducer (03) and the second reducer (04) are both gear reducers.

5. The vehicle transmission system according to claim 1, wherein: The first ring gear (34) and the second ring gear (44) are arranged opposite to each other, the first planet carrier (33) and the second planet carrier (43) are respectively located between the first ring gear (34) and the second ring gear (44), and the first planet carrier (33) and the second planet carrier (43) are arranged opposite to each other.

6. The vehicle transmission system according to claim 1, wherein: The first gear shaft (6) includes a first transmission shaft (61), a first gear (62) and a second gear (63); the first transmission shaft (61) is in transmission connection with the output shaft of the second motor (5); the first gear (62) is sleeved outside the first transmission shaft (61) and meshes with the first gear ring (34); the second gear (63) is sleeved outside the first transmission shaft (61); The second gear shaft (7) comprises a second transmission shaft (71), a third gear (72) and a fourth gear (73); the second transmission shaft (71) has a rotation direction opposite to that of the first transmission shaft (61); the third gear (72) and the fourth gear (73) are respectively mounted on the outside of the second transmission shaft (71); the third gear (72) is meshed with the second gear (63); and the fourth gear (73) is meshed with the second gear ring (44).

7. The vehicle transmission system according to claim 6, wherein: The transmission ratio between the first gear (62) and the first ring gear (34) is equal to the transmission ratio between the fourth gear (73) and the second ring gear (44).

8. The vehicle transmission system according to claim 1, wherein: The first sun gear (31) and the second sun gear (41) are respectively connected to the first shaft (2) through key fitting.

9. The vehicle transmission system according to claim 1, wherein: The first clutch (81) and the second clutch (82) are both electromagnetic clutches.

10. A vehicle, characterized in that: The vehicle comprises a vehicle speed transmission system according to any one of claims 1 to 9.

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