Multi-mode transmission system and vehicle

Abstract

The present application belongs to the field of vehicle technology, and particularly relates to a multi-mode transmission system and a vehicle, including a front-wheel drive mode, a rear-wheel drive mode and a four-wheel drive mode; the system includes a first subsystem and a second subsystem; the first subsystem and the second subsystem are connected by a transmission shaft; the first subsystem includes a power mechanism, a gear hub, an actuator and a first transmission mechanism; the power mechanism is connected to the gear hub, and the actuator pushes the gear hub to move, so that the transmission system is in a front-wheel drive mode, a rear-wheel drive mode or a four-wheel drive mode; wherein, in the front-wheel drive mode or the rear-wheel drive mode, the first end face of the gear hub is connected to the first transmission mechanism; in the four-wheel drive mode, the two end faces of the gear hub are respectively connected to the first transmission mechanism and the transmission shaft; the second subsystem includes a second transmission mechanism; the power mechanism transmits power to the first transmission mechanism and / or the second transmission mechanism through the gear hub. The scheme realizes the conversion of different drive modes by controlling the gear hub to be located at different positions, so that the whole vehicle can realize three modes.

Description

Technical Field

[0001] The present application relates to the field of vehicles, and in particular to a multi-mode transmission system and a vehicle. Background Art

[0002] At present, pure electric new energy vehicles on the market have front-wheel drive, rear-wheel drive and four-wheel drive driving modes, but these modes do not cover all possible driving combinations. For example, some models only have front-wheel drive and four-wheel drive, and some models only have rear-wheel drive and four-wheel drive modes, and the four-wheel drive mode requires a dual-motor drive system; there is no vehicle that has front-wheel drive, rear-wheel drive and four-wheel drive modes at the same time.

[0003] Due to the complexity and cost of different driving modes, the electric drive system design of pure electric vehicles needs to meet the vehicle's requirements for power performance and range. However, due to technical limitations and cost factors, the current drive system layout cannot fully meet the user's diverse needs for different power modes, which not only limits the flexibility of the vehicle, but also increases development and manufacturing costs. Summary of the invention

[0004] The embodiments of the present application provide a multi-mode transmission system and a vehicle, which are used to simultaneously have three driving modes to meet diverse needs.

[0005] According to a multi-mode transmission system and vehicle provided in the present application, the multi-mode transmission system and vehicle include a front-wheel drive mode, a rear-wheel drive mode and a four-wheel drive mode; the multi-mode transmission system includes a first subsystem and a second subsystem; the first subsystem and the second subsystem are connected by a transmission shaft; the first subsystem includes a power mechanism, a gear hub, an actuator and a first transmission mechanism; the power mechanism is connected to the gear hub, and the actuator is used to push the gear hub to move so that the transmission system is in a front-wheel drive mode, a rear-wheel drive mode or a four-wheel drive mode; wherein, in the front-wheel drive mode or the rear-wheel drive mode, the first end face of the gear hub is connected to the first transmission mechanism; in the four-wheel drive mode, the two end faces of the gear hub are respectively connected to the first transmission mechanism and the transmission shaft; the second subsystem includes a second transmission mechanism; the power mechanism is used to transmit power to the first transmission mechanism and / or the second transmission mechanism through the gear hub.

[0006] In one embodiment, the power mechanism includes: a motor; a first gear; the rotor of the motor is connected to the first gear via a first spline; a second gear; the first gear is meshed with the second gear; and the gear hub is connected to the second gear via a second spline.

[0007] In one embodiment, the first transmission mechanism includes: a first bevel gear; an end face key of the first bevel gear is used to connect with the first end face of the gear hub when the gear hub moves toward the first bevel gear; a second bevel gear; the second bevel gear is meshed with the first bevel gear; a first differential; the second bevel gear is fixed to the housing of the first differential by a first fastener.

[0008] In one embodiment, the transmission shaft includes: a first shaft; an end face of the first shaft close to the gear hub, used to connect with the second end face of the gear hub when the gear hub moves in the direction of the first shaft; a second shaft; the second shaft is fixed to the first shaft by a second fastener; a third shaft is connected to the second shaft, and the third shaft is fixed to the second transmission mechanism by a connecting head.

[0009] In one embodiment, the second transmission mechanism includes: a third bevel gear; an end face key of the third bevel gear is connected to the third shaft via a fourth spline; a fourth bevel gear; the third bevel gear is meshed with the fourth bevel gear; a second differential; and the fourth bevel gear is fixed to the housing of the second differential via a third fastener.

[0010] In one embodiment, the second differential of the second transmission mechanism has the same internal structure as the first differential of the first transmission mechanism; the wheel speed ratios of the first bevel gear, the second bevel gear, the third bevel gear, and the fourth bevel gear are the same.

[0011] In one embodiment, the first differential includes: a planetary shaft; the planetary shaft is fixed in the housing of the first differential by a winding pin; a planetary wheel, the planetary wheel is connected to the planetary shaft through an inner hole; two half-shaft gears; the planetary wheel is meshed with the two half-shaft gears; a first half-shaft and a second half-shaft; the two half-shaft gears are respectively connected to the first half-shaft and the second half-shaft through a third spline.

[0012] In one embodiment, the actuator fork is installed in an annular groove on a side of the gear hub close to the first transmission mechanism.

[0013] In one embodiment, when the first subsystem is installed at the front end of the vehicle and the second subsystem is installed at the rear end of the vehicle, the rear-wheel drive mode is: the actuator pushes the gear hub in the direction of the transmission shaft, the second end face of the gear hub is connected to the drive shaft, and the first end face of the gear hub is disconnected from the first transmission mechanism; the four-wheel drive mode is: the actuator pushes the gear hub between the first transmission mechanism and the drive shaft, the second end face of the gear hub is connected to the drive shaft, and the first end face is connected to the first transmission mechanism; the front-wheel drive mode is: the actuator pushes the gear hub in the direction of the first transmission mechanism, the first end face of the gear hub is connected to the first transmission mechanism, and the second end face of the gear hub is separated from the drive shaft.

[0014] In one embodiment, when the first subsystem is installed at the rear end of the vehicle and the second subsystem is installed at the front end of the vehicle, the rear-wheel drive mode is: the actuator pushes the gear hub in the direction of the first transmission mechanism, the first end face of the gear hub is connected to the first transmission mechanism, and the second end face of the gear hub is separated from the transmission shaft; the four-wheel drive mode is: the actuator pushes the gear hub between the first transmission mechanism and the transmission shaft, the first end face of the gear hub is connected to the first transmission mechanism, and the second end face of the gear hub is connected to the transmission shaft; the front-wheel drive mode is: the actuator pushes the gear hub in the direction of the transmission shaft, the second end face of the gear hub is connected to the transmission shaft, and the second end face of the gear hub is disconnected from the first transmission mechanism.

[0015] In one embodiment, the second gear includes a third gear, a fourth gear and an intermediate shaft, the third gear and the fourth gear are meshed with the first gear, the third gear and the fourth gear are connected through a synchronizer, the third gear and the fourth gear are connected to the intermediate shaft through bearings, and the intermediate shaft is connected to the gear hub through a fifth spline.

[0016] An embodiment of the present application also provides a vehicle, comprising the above-mentioned multi-mode transmission system.

[0017] The present application optimizes a multi-mode transmission system, which includes a first subsystem and a second subsystem; the first subsystem and the second subsystem are connected by a transmission shaft; the first subsystem includes a power mechanism, a gear hub, an actuator and a first transmission mechanism; the power mechanism is connected to the gear hub, and the actuator is used to push the gear hub to move, so that the transmission system is in front-wheel drive mode, rear-wheel drive mode or four-wheel drive mode; after adopting such a structure, when the gear hub is located at different positions, different drive modes can be converted, so that the whole vehicle can achieve three modes, front-wheel drive, rear-wheel drive and four-wheel drive, so as to switch the whole vehicle drive mode according to the driver's wishes, meet the user's different power mode requirements, and the cost is relatively low. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] In order to more clearly illustrate the technical solution of the embodiments of the present application, the drawings required for use in the embodiments of the present application are briefly introduced below.

[0019] Figure 1 A schematic diagram of a four-wheel drive mode provided in an embodiment of the present application;

[0020] Figure 2 A schematic diagram of a front-drive mode shown in an embodiment of the present application;

[0021] Figure 3 This is a schematic diagram of a rear-wheel drive mode according to an embodiment of the present application;

[0022] Figure 4A schematic diagram of the structure of a multi-mode transmission system according to an embodiment of the present application;

[0023] Figure 5 A schematic diagram of the installation positions of the first subsystem and the second subsystem shown in an embodiment of the present application;

[0024] Figure 6 This is a schematic diagram of a 2-speed ratio structure shown in an embodiment of the present application.

[0025] The above drawings include the following reference numerals:

[0026] 1-first subsystem, 3-power mechanism, 4-first transmission mechanism, 6-transmission shaft;

[0027] 111 - motor stator, 112 - rotor, 113 - first bearing;

[0028] 101 - first shell, 102 - second shell, 103 - third shell, 104 - eighth shell, 106 - seventh shell;

[0029] 105-first bolt, 107-seventh bolt;

[0030] 121 - first gear, 123 - second gear, 122 - second bearing, 124 - third bearing, 131 - gear hub, 132 - actuator;

[0031] 141 - first bevel gear, 142 - fourth bearing, 143 - fifth bearing, 144 - first nut, 145 - second bevel gear, 108 - third bolt;

[0032] 7- First differential;

[0033] 151 - second housing of the first differential, 152 - twelfth bearing, 155 - thirteenth bearing;

[0034] 163- planetary gear, 165- planetary shaft, 166- winding pin, 161- half shaft gear, 154- first half shaft, 157- second half shaft;

[0035] 153-first oil seal, 156-second oil seal, 176-third oil seal;

[0036] 171 - first shaft, 172 - seventh bearing, 173 - sixth bearing, 174 - first snap ring, 175 - second snap ring;

[0037] 177-second shaft, 109-second bolt;

[0038] 2-second subsystem, 5-second transmission mechanism;

[0039] 178-third shaft, 179-third snap ring;

[0040] 201-fourth housing, 202-fifth housing, 203-sixth housing, 204-fifth bolt, 205-sixth bolt, 206-fourth bolt, 207-fourth oil seal;

[0041] 211 - third bevel gear, 215 - fourth bevel gear, 212 - eighth bearing, 213 - ninth bearing, 214 - second nut;

[0042] 9-third gear, 10-fourth gear, 11-synchronizer, 12-intermediate shaft;

[0043] 8- Second differential;

[0044] 221 - the tenth housing of the second differential, 222 - the tenth bearing, 223 - the eleventh bearing, 224 - the third half shaft, 225 - the fourth half shaft. DETAILED DESCRIPTION

[0045] The technical solutions in the embodiments of the present application will be described below in conjunction with the drawings in the embodiments of the present application.

[0046] Similar reference numerals and letters represent similar items in the following drawings, so once an item is defined in one drawing, it does not need to be further defined and explained in subsequent drawings. At the same time, in the description of this application, the terms "first", "second", etc. are only used to distinguish the description and cannot be understood as indicating or implying relative importance.

[0047] It should also be noted that, unless otherwise clearly specified and limited, the terms "disposed" and "connected" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a direct connection, or an indirect connection through an intermediate medium, or it can be the internal communication of two elements. For ordinary technicians in this field, the specific meanings of the above terms in this application can be understood according to specific circumstances.

[0048] Currently, there is no electric drive system on the market for pure electric new energy vehicles that covers all driving modes and cannot meet users' needs for different power modes.

[0049] Therefore, the embodiment of the present application provides a multi-mode transmission system to solve the problem that the above-mentioned pure electric new energy vehicle model has no electric driving force system covering all driving modes. The embodiment of the present application provides a multi-mode transmission system that can realize the conversion of different driving modes, so that the whole vehicle can realize three modes, namely front drive, rear drive and four-wheel drive, so as to switch the whole vehicle drive mode according to the driver's wishes and meet the user's different power mode requirements.

[0050] Figure 1The embodiment of the present application provides a schematic diagram of a multi-mode transmission system in a four-wheel drive mode, wherein the multi-mode transmission system has a front-wheel drive mode, a rear-wheel drive mode and a four-wheel drive mode. Figure 1 As shown, the multi-mode transmission system includes a first subsystem 1 and a second subsystem 2; the first subsystem 1 and the second subsystem 2 are connected by a transmission shaft 6. The first subsystem 1 includes a power mechanism 3, a gear hub 131, an actuator 132 and a first transmission mechanism 4; the power mechanism 3 is connected to the gear hub 131, and the actuator 132 is used to push the gear hub 131 to move, so that the transmission system is in a front drive mode, a rear drive mode or a four-wheel drive mode. In one embodiment, the actuator 132 is installed in the annular groove of the gear hub 131 close to the first transmission mechanism 4. Figure 1 The actuator 132 is installed at a fork angle in the ring groove on the right side of the gear hub 131, and can push the gear hub 131 to move left and right.

[0051] In the front-wheel drive mode or the rear-wheel drive mode, the first end surface of the gear hub 131 is connected to the first transmission mechanism 4; in the four-wheel drive mode, the two end surfaces of the gear hub 131 are respectively connected to the first transmission mechanism 4 and the transmission shaft.

[0052] The second subsystem 2 includes a second transmission mechanism 5; the power mechanism 3 transmits power to the first transmission mechanism 4 and / or the second transmission mechanism 5 through the gear hub 131;

[0053] by Figure 1 For example, at this time, the gear hub 131 is located in the middle position, so the two end faces of the gear hub 131 can be connected to the first transmission mechanism 4 on the right and the transmission shaft 6 on the left, respectively. Therefore, the power transmitted from the power mechanism 3 to the gear hub 131 can be transmitted to the first transmission mechanism 4 on the right, and can also be transmitted to the second transmission mechanism 5 on the left connected to the transmission shaft 6 through the transmission shaft 6. Since the first transmission mechanism 4 is used to drive the two front wheels and the second transmission mechanism 5 is used to drive the two rear wheels, when the gear hub 131 is in the current position, the vehicle can achieve a four-wheel drive mode.

[0054] like Figure 2 As shown, by pushing the gear hub 131 to move right, the right end of the gear hub 131 is connected to the first transmission mechanism 4 and is not connected to the transmission shaft 6, so that the front drive mode can be realized. Figure 3 As shown, by pushing the gear hub 131 to move leftward, the left end of the gear hub 131 is connected to the transmission shaft 6 and is not connected to the first transmission mechanism 4, so that the rear-drive mode can be achieved.

[0055] The technical solution provided in the above-mentioned embodiment of the present application can switch the vehicle between the three modes of front-wheel drive, rear-wheel drive and four-wheel drive by controlling the movement of the gear hub 131, and has a simple structure and can meet the different driving needs of users.

[0056] In one embodiment, if Figure 4 As shown, the power mechanism 3 includes: a motor, the motor includes a motor stator 111 and a rotor 112; the motor stator 111 is fixed to the first housing 101; the rotor 112 is fixed to the first housing 101 and the third housing 103 through the first bearing 113, and the first housing 101 and the third housing 103 are fixed by the first bolt 105. The power mechanism 3 also includes a first gear 121 and a second gear 123; the first gear 121 is fixed to the first housing 101 and the second housing 102 through the second bearing 122, and the first gear 121 and the rotor 112 are connected through the first spline; the second gear 123 is fixed to the first housing 101 and the second housing 102 through the third bearing 124, and the second gear 123 is meshed with the first gear 121. The gear hub 131 is connected to the second gear 123 through the second spline.

[0057] In one embodiment, if Figure 4 As shown, the first transmission mechanism 4 includes a first bevel gear 141, a second bevel gear 145, and a first differential 7. The first bevel gear 141 is supported in the second housing 102 by a fourth bearing 142 and a fifth bearing 143, and is fixed in position by a first nut 144; the end face key of the first bevel gear 141 is used to connect with the first end face tooth of the gear hub 131 when the gear hub 131 moves toward the first bevel gear 141, so as to Figure 2 For example, the gear hub 131 moves rightward, and the right end surface of the gear hub is connected to the left end surface of the first bevel gear 141. The first bevel gear 141 is meshed with the second bevel gear 145. The second bevel gear 145 is fixed to the second housing 151 of the first differential by a first fastener. The first fastener can be a third bolt 108.

[0058] In one embodiment, if Figure 4 As shown, the transmission shaft 6 includes: a first shaft 171, a second shaft 177, and a third shaft 178; the first shaft 171 is supported in the first housing 101 and the third housing 103 through a sixth bearing 173 and a seventh bearing 172, and the sixth bearing 173 is fixed by a first retaining ring 174 and a second retaining ring 175. The end surface of the first shaft 171 close to the gear hub 131 is used to connect with the second end surface of the gear hub 131 when the gear hub 131 moves toward the first shaft 171, see Figure 3 When the gear hub 131 moves to the left, the left end face of the gear hub 131 is connected to the right end face of the first shaft 171. The second shaft 177 is fixed to the first shaft 171 by a second fastener. In one embodiment, the second fastener can be a second bolt 109. The third shaft 178 is fixed to the second transmission mechanism 5 by a connector. The connector can be a third snap ring 179 or a spline or snap ring.

[0059] In one embodiment, the transmission shaft 6 may further include: a third oil seal 176 ; the third oil seal 176 ensures the sealing of the third housing 103 and the first shaft 171 .

[0060] In one embodiment, if Figure 4 As shown, the second transmission mechanism 5 includes: a third bevel gear 211, a fourth bevel gear 215 and a second differential 8; the third bevel gear 211 is connected to the third shaft 178 via a fourth spline; the third bevel gear 211 is supported in the sixth housing 203 via an eighth bearing 212 and a ninth bearing 213, and is fixed via a second nut 214. The third bevel gear 211 is meshed with the fourth bevel gear 215. The fourth bevel gear 215 is fixed to the tenth housing 221 of the second differential via a third fastener. The third fastener may be a fourth bolt 206. The tenth housing 221 of the second differential is fixed to the fourth housing 201 via the tenth bearing 222 and the eleventh bearing 223, and the fourth housing 201 and the fifth housing 202 are fixed via a fifth bolt 204;

[0061] In one embodiment, if Figure 4 As shown, the second transmission mechanism 5 further includes: a fourth oil seal 207; the fourth oil seal 207 seals the sixth housing 203, and the sixth housing 203 and the fourth housing 201 are fixed by a sixth bolt 205;

[0062] In one embodiment, the second differential 8 of the second transmission mechanism 5 has the same internal structure as the first differential 7 of the first transmission mechanism 4; the bevel gears of the first subsystem 1 and the second subsystem 2 (i.e., the first bevel gear 141, the second bevel gear 145, the third bevel gear 211, and the fourth bevel gear 215) have the same wheel speed ratio, which will not cause a speed difference between the front and rear wheels. During driving, the speed of the first shaft 171 is equivalent to that of the first bevel gear 141, and the differentials can be used interchangeably; since the speed difference between the front and rear wheels is small during driving, there is no need to adjust the speed when switching modes, and there is no power interruption during the entire switching process, which will not affect the driving experience.

[0063] In one embodiment, the second housing 151 of the first differential includes: a planetary shaft 165, a planetary wheel 163, two half-shaft gears 161, a first half-shaft 154 and a second half-shaft 157; the planetary shaft 165 is fixed in the second housing 151 of the first differential through a winding pin 166; the planetary wheel 163 is connected to the planetary shaft 165 through an inner hole; the planetary wheel 163 is meshed with the two half-shaft gears 161; the two half-shaft gears 161 are respectively connected to the first half-shaft 154 and the second half-shaft 157 through a third spline, and the first half-shaft 154 and the second half-shaft 157 are sealed by a first oil seal 153 and a second oil seal 156.

[0064] The second bevel gear 145 is fixed to the second housing 151 of the first differential by the third bolt 108, the second housing 151 of the first differential is fixed to the seventh housing 106 and the eighth housing 104 by the twelfth bearing 152 and the thirteenth bearing 155, and the seventh housing 106 and the eighth housing 104 are fixed by the seventh bolt 107;

[0065] It should also be noted that the first subsystem 1 and the second subsystem 2 can be arranged in different positions according to the vehicle model requirements. In one embodiment, the first subsystem 1 is installed at the front end of the vehicle to drive the front wheels; the second subsystem 2 is installed at the rear end of the vehicle to drive the rear wheels. In another embodiment, the first subsystem 1 is installed at the rear end of the vehicle to drive the rear wheels; the second subsystem 2 is installed at the front end of the vehicle to drive the front wheels.

[0066] Specifically, when the first subsystem 1 is installed at the front end of the vehicle and the second subsystem 2 is installed at the rear end of the vehicle, the multi-mode transmission system according to the present application has three driving modes, as follows:

[0067] See also Figure 1 and 4 , the four-wheel drive mode is: the actuator 132 pushes the gear hub 131 between the first transmission mechanism 4 and the transmission shaft 6, and the second end surface of the gear hub 131 (for example Figure 1 The left end surface of the first end surface (e.g. Figure 1 The right side end face of the gear hub 131 is connected to the first transmission mechanism 4. Specifically, the power of the rotor 112 is transmitted to the second gear 123 through the first gear 121, and the power is transmitted to the gear hub 131 through the second spline in the second gear 123. The actuator 132 pushes the gear hub 131 to the middle position (i.e., between the first transmission mechanism and the transmission shaft), and the second end face of the gear hub 131 is connected to the end face teeth of the first shaft 171, and the first end face is connected to the end face teeth of the first bevel gear 141; at this time, part of the power is transmitted to the rear drive through the first shaft 171, and the other part of the power is transmitted to the first bevel gear 141 through the first end face teeth of the gear hub 131. The first bevel gear 141 transmits the power to the second housing 151 of the first differential through the second bevel gear 145, and finally transmits the power to the wheels on both sides of the front end through the first half shaft 154 and the second half shaft 157. At the same time, part of the power is transmitted to the third shaft 178 through the first shaft 171 and the second shaft 177. The power is transmitted to the tenth housing 221 of the second differential through the third bevel gear 211 and the fourth bevel gear 215 , and finally transmitted to the wheels on both sides of the rear end through the third half shaft 224 and the fourth half shaft 225 .

[0068] See also Figure 2 and 4 , the front drive mode is: the actuator 132 pushes the gear hub 131 toward the direction of the first transmission mechanism 4 (with Figure 2For example, push to the right side), the first end face (right end face) of the gear hub 131 is connected to the first transmission mechanism 4, and the second end face (left end face) of the gear hub 131 is separated from the transmission shaft 6. Specifically, the power of the rotor 112 is transmitted to the second gear 123 through the first gear 121, and the power is transmitted to the gear hub 131 through the second spline in the second gear 123. The actuator 132 pushes the gear hub 131 to the right position, and the second end face of the gear hub 131 is disconnected from the end face teeth of the first shaft 171, and the first end face is connected to the end face teeth of the first bevel gear 141; at this time, the power is transmitted to the first bevel gear 141 through the first end face teeth of the gear hub 131. The first bevel gear 141 transmits the power to the second housing 151 of the first differential through the second bevel gear 145, and finally transmits the power to the front wheels on both sides through the first half shaft 154 and the second half shaft 157.

[0069] In the rear-drive mode, the actuator 132 pushes the gear hub 131 toward the direction of the transmission shaft 6, the second end face (e.g., the left end face) of the gear hub 131 is connected to the transmission shaft 6, and the first end face (e.g., the right end face) of the gear hub 131 is disconnected from the first transmission mechanism 4. Specifically, the power of the rotor 112 is transmitted to the second gear 123 through the first gear 121, and the power is transmitted to the gear hub 131 through the second spline in the second gear 123. At this time, the second end face teeth of the gear hub 131 are connected to the end face teeth of the first shaft 171, and are disconnected from the end face of the first bevel gear 141, so the power is transmitted to the third shaft 178 through the first shaft 171 and the second shaft 177. It is transmitted to the tenth housing 221 of the second differential through the third bevel gear 211 and the fourth bevel gear 215, and finally transmitted to the wheels on both sides of the rear drive through the third half shaft 224 and the fourth half shaft 225.

[0070] Figure 5 is a schematic diagram of the installation positions of the first subsystem 1 and the second subsystem 2, such as Figure 5 As shown, at this time, the first subsystem 1 is installed at the rear end of the vehicle, and the second subsystem 2 is installed at the front end of the vehicle.

[0071] The rear-drive mode is: the actuator 132 pushes the gear hub 131 toward the direction of the first bevel gear 141, the first end face of the gear hub 131 is connected with the first bevel gear 141, and the second end face of the gear hub 131 is separated from the first shaft 171. The power of the rotor 112 is transmitted to the second gear 123 through the first gear 121, and the power is transmitted to the gear hub 131 through the second spline in the second gear 123. All the power is transmitted to the second housing 151 of the first differential through the first bevel gear 141, and finally transmitted to the wheels on both sides of the rear drive through the first half shaft 154 and the second half shaft 157.

[0072] The four-wheel drive mode is: the actuator 132 pushes the gear hub 131 between the first bevel gear 141 and the first shaft 171, the first end face of the gear hub 131 is connected to the first bevel gear 141 teeth, and the second end face of the gear hub 131 is connected to the first shaft 171 teeth; the power of the rotor 112 is transmitted to the second gear 123 through the first gear 121, and the power is transmitted to the gear hub 131 through the second spline in the second gear 123. At this time, part of the power is transmitted to the front drive through the first shaft 171, and the other part of the power is transmitted to the first bevel gear 141 through the first end face teeth of the gear hub 131. The first bevel gear 141 transmits the power to the second housing 151 of the first differential through the second bevel gear 145, and finally transmits the power to the wheels on both sides of the rear drive through the first half shaft 154 and the second half shaft 157.

[0073] The front-wheel drive mode is: the actuator 132 pushes the gear hub 131 in the direction of the first shaft 171, the second end face of the gear hub 131 is disconnected from the first bevel gear 141, and the second end face of the gear hub 131 is connected with the first shaft 171. The power of the rotor 112 is transmitted to the second gear 123 through the first gear 121, and the power is transmitted to the gear hub 131 through the second spline in the second gear 123, so the power is transmitted to the third shaft 178 through the gear hub 131, the first shaft 171 and the second shaft 177. It is transmitted to the tenth housing 221 of the second differential through the third bevel gear 211 and the fourth bevel gear 215, and finally transmitted to the front-wheel drive wheels on both sides through the third half shaft 224 and the fourth half shaft 225.

[0074] Figure 6 It is a schematic diagram of the 2-speed ratio structure, such as Figure 6 As shown, the embodiment of the present application provides a multi-mode transmission system, and Figure 4 The difference from the corresponding embodiment is that the second gear 123 includes a third gear 9, a fourth gear 10 and an intermediate shaft 12, the third gear 9 and the fourth gear 10 are meshed and connected with the first gear 121, the third gear 9 and the fourth gear 10 are connected through a synchronizer 11, the third gear 9, the fourth gear 10 and the intermediate shaft 12 are connected through a third bearing 124, and the intermediate shaft 12 and the gear hub 131 are connected through a fifth spline to achieve a 2nd gear ratio.

[0075] The embodiment of the present application also provides a vehicle, which may include the multi-mode transmission system described in any of the above embodiments. The above-mentioned first subsystem 1 can be installed at the front end of the vehicle, and the second subsystem 2 can be installed at the rear end of the vehicle; the positions of the first subsystem 1 and the second subsystem 2 in the vehicle can be interchangeable, and the first subsystem 1 can also be installed at the rear end of the vehicle and the second subsystem 2 can be installed at the front end of the vehicle, which can allow the vehicle to have three driving modes: four-wheel drive, front-wheel drive and rear-wheel drive, to meet various user needs.

[0076] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit it. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or replace some or all of the technical features therein by equivalents. However, these modifications or replacements do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention.

Claims

1. A multi-mode transmission system, characterized in that: Including front-wheel drive mode, rear-wheel drive mode and four-wheel drive mode; the multi-mode transmission system includes a first subsystem and a second subsystem; the first subsystem and the second subsystem are connected by a transmission shaft; The first subsystem includes a power mechanism, a gear hub, an actuator and a first transmission mechanism; the power mechanism is connected to the gear hub, and the actuator is used to push the gear hub to move, so that the transmission system is in a front-wheel drive mode, a rear-wheel drive mode or a four-wheel drive mode; Wherein, in the front-wheel drive mode or rear-wheel drive mode, the first end surface of the gear hub is connected to the first transmission mechanism; in the four-wheel drive mode, the two end surfaces of the gear hub are respectively connected to the first transmission mechanism and the transmission shaft; The second subsystem includes a second transmission mechanism; the power mechanism is used to transmit power to the first transmission mechanism and / or the second transmission mechanism through the gear hub; Wherein, the first transmission mechanism comprises: A first bevel gear; the end face key of the first bevel gear is used to connect with the first end face of the gear hub when the gear hub moves toward the first bevel gear; A second bevel gear; the second bevel gear is meshed with the first bevel gear; First differential; The second bevel gear is fixed to the housing of the first differential by a first fastener.

2. A multi-mode transmission system according to claim 1, characterized in that: The power mechanism comprises: Motor; A first gear; the rotor of the motor is connected to the first gear via a first spline; a second gear; the first gear is meshed with the second gear; and the gear hub is connected to the second gear via a second spline.

3. A multi-mode transmission system according to claim 1, characterized in that: The transmission shaft comprises: A first shaft; an end surface of the first shaft close to the gear hub, used to connect with the second end surface of the gear hub when the gear hub moves toward the first shaft; A second shaft; the second shaft is fixed to the first shaft by a second fastener; The third shaft is connected to the second shaft, and the third shaft is fixed to the second transmission mechanism through a connecting head.

4. A multi-mode transmission system according to claim 3, characterized in that: The second transmission mechanism comprises: A third bevel gear; the end face key of the third bevel gear is connected to the third shaft via a fourth spline; A fourth bevel gear; the third bevel gear is meshed with the fourth bevel gear; Second differential; The fourth bevel gear is fixed to the housing of the second differential by a third fastener.

5. A multi-mode transmission system according to claim 4, characterized in that: The second differential of the second transmission mechanism has the same internal structure as the first differential of the first transmission mechanism; the first bevel gear, the second bevel gear, the third bevel gear and the fourth bevel gear have the same wheel speed ratio.

6. A multi-mode transmission system according to claim 5, characterized in that: The first differential comprises: A planetary shaft; the planetary shaft is fixed in the housing of the first differential through a winding pin; Planetary gear; the planetary gear is connected to the planetary shaft through an inner hole; Two side shaft gears; the planetary gear is meshed with the two side shaft gears; A first half shaft and a second half shaft; the two half shaft gears are connected to the first half shaft and the second half shaft respectively through a third spline.

7. A multi-mode transmission system according to claim 1, characterized in that: The actuator fork is installed in the annular groove of the gear hub on one side close to the first transmission mechanism.

8. A multi-mode transmission system according to claim 1, characterized in that: When the first subsystem is installed at the front end of the vehicle and the second subsystem is installed at the rear end of the vehicle, the rear drive mode is: the actuator pushes the gear hub toward the direction of the transmission shaft, the second end face of the gear hub is connected to the transmission shaft, and the first end face of the gear hub is disconnected from the first transmission mechanism; The four-wheel drive mode is: the actuator pushes the gear hub between the first transmission mechanism and the transmission shaft, the second end face of the gear hub is connected to the transmission shaft, and the first end face is connected to the first transmission mechanism; The front-wheel drive mode is: the actuator pushes the gear hub toward the direction of the first transmission mechanism, the first end surface of the gear hub is connected to the first transmission mechanism, and the second end surface of the gear hub is separated from the transmission shaft.

9. A multi-mode transmission system according to claim 1, characterized in that: When the first subsystem is installed at the rear end of the vehicle and the second subsystem is installed at the front end of the vehicle, the rear drive mode is: the actuator pushes the gear hub toward the direction of the first transmission mechanism, the first end face of the gear hub is connected to the first transmission mechanism, and the second end face of the gear hub is separated from the transmission shaft; The four-wheel drive mode is: the actuator pushes the gear hub between the first transmission mechanism and the transmission shaft, the first end surface of the gear hub is connected to the first transmission mechanism, and the second end surface of the gear hub is connected to the transmission shaft; The front drive mode is: the actuator pushes the gear hub toward the direction of the transmission shaft, the second end surface of the gear hub is connected to the transmission shaft, and the second end surface of the gear hub is disconnected from the first transmission mechanism.

10. A multi-mode transmission system according to claim 2, characterized in that: The second gear includes a third gear, a fourth gear and an intermediate shaft, the third gear and the fourth gear are meshed with the first gear, the third gear and the fourth gear are connected through a synchronizer, the third gear and the fourth gear are connected to the intermediate shaft through a bearing, and the intermediate shaft is connected to the gear hub through a fifth spline.

11. A vehicle, characterized in that: A multi-mode transmission system comprising any one of claims 1-10.

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