Transmission system, automobile and control method of automobile

Abstract

The invention relates to the technical field of automobile transmission, in particular to a transmission system, an automobile and a control method thereof.The transmission system comprises an input assembly, a first transmission assembly, a second transmission assembly and a control module, and the input assembly is in transmission connection with the first transmission assembly and the second transmission assembly; the control module is used for controlling the magnitude of the transmission torque of the first transmission assembly and the second transmission assembly. The trafficability of the automobile can be improved.

Description

Technical Field

[0001] The present application relates to the field of automobile transmission technology, and in particular to a transmission system, an automobile and a control method thereof. Background Art

[0002] Car is a commonly used means of transportation.

[0003] A car generally includes a power source, a transmission system and two wheels. The power generated by the power source is transmitted to the two wheels through the transmission system to achieve driving.

[0004] In the related art, the transmission system generally uses a differential to allow the rotation speeds of the two wheels to be different when turning, thereby achieving turning. However, when one of the wheels cannot contact the ground, the other wheel is also prone to lose power, and the car's passability is poor. Summary of the invention

[0005] In view of this, the present application provides a transmission system, a vehicle and a control method thereof to improve the vehicle's passability.

[0006] Specifically, the following technical solutions are included:

[0007] A first aspect of the present application provides a transmission system, the transmission system comprising an input component, a first transmission component, a second transmission component and a control module, wherein:

[0008] The input assembly is transmission-connected to the first transmission assembly and the second transmission assembly respectively;

[0009] The control module is used to control the magnitude of the transmission torque of the first transmission assembly and the second transmission assembly.

[0010] Optionally, the input assembly includes a first input shaft and a second input shaft, the first input shaft is drivingly connected to the second input shaft, the first transmission assembly and the second transmission assembly are respectively located at two ends of the second input shaft and are drivingly connected to the second input shaft.

[0011] Optionally, the first input shaft has a first input gear, the second input shaft has a second input gear, and the first input gear and the second input gear are meshed.

[0012] Optionally, the first transmission assembly includes a plurality of first inner clutch plates and a plurality of first outer clutch plates, each first outer clutch plate is connected to the second input shaft, each first inner clutch plate can approach and move away from a first outer clutch plate, and the control module is used to control the engagement and disengagement of each first inner clutch plate with the first outer clutch plate.

[0013] Optionally, the first transmission assembly includes a first output shaft, one end of the first output shaft is connected to the first outer clutch plate so that the first outer clutch plate can drive the first output shaft to rotate, and the other end of the first output shaft has a first output flange.

[0014] Optionally, the second transmission assembly includes a plurality of second inner clutch plates and a plurality of second outer clutch plates, each second outer clutch plate is connected to the second input shaft, each second inner clutch plate can approach and move away from a second outer clutch plate, and the control module is used to control the engagement and disengagement of each second inner clutch plate with the second outer clutch plate.

[0015] Optionally, the second transmission assembly includes a second output shaft, one end of the second output shaft is connected to the second outer clutch plate so that the second outer clutch plate can drive the second output shaft to rotate, and the other end of the second output shaft has a second output flange.

[0016] Optionally, the transmission system comprises a housing, wherein the input assembly, at least a portion of the first transmission assembly and at least a portion of the second transmission assembly are located within the housing.

[0017] A second aspect of the present application provides an automobile, comprising a transmission system according to the above technical solution, a first wheel and a second wheel, wherein the first wheel is transmission-connected to the first output flange, and the second wheel is transmission-connected to the second output flange.

[0018] A third aspect of the present application provides a control method, which is applied to the automobile according to the above technical solution, and comprises:

[0019] When only the first wheel is grounded, increasing the number of engagements of the first inner clutch plate and the first outer clutch plate, and the number of separations of the second inner clutch plate and the second outer clutch plate, by the control module, until the second wheel is grounded;

[0020] When only the second wheel is in contact with the ground, the control module increases the amount of engagement of the second inner clutch plate with the second outer clutch plate and the amount of separation of the first inner clutch plate with the first outer clutch plate until the first wheel is in contact with the ground.

[0021] The beneficial effects of the technical solution provided by the embodiment of the present application include at least: the input component can transmit power from the power source, so that the first transmission component and the second transmission component can receive and transmit it to the wheels connected thereto. The control module is used to control the magnitude of the transmission torque of the first transmission component and the second transmission component. By changing the magnitude of the transmission torque according to the actual road conditions, it is beneficial for the car to get out of the pit by distributing the torque to the other wheel when one of the wheels falls into the pit, thereby improving the passability of the car. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings required for use in the description of the embodiments will be briefly introduced below. 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 creative work.

[0023] Figure 1 A schematic diagram of the structure of a transmission system provided in an embodiment of the present application;

[0024] Figure 2 A flow chart of a control method provided in an embodiment of the present application.

[0025] The reference numerals in the figures represent respectively:

[0026] 1. Input assembly; 11. First input shaft; 111. First input gear; 12. Second input shaft; 121. Second input gear;

[0027] 2. first transmission assembly; 21. first inner clutch plate; 22. first outer clutch plate; 23. first output shaft; 231. first output flange;

[0028] 3. Second transmission assembly; 31. Second inner clutch plate; 32. Second outer clutch plate; 33. Second output shaft; 331. Second output flange;

[0029] 4. Control module;

[0030] 5. Shell.

[0031] The above drawings have shown clear embodiments of the present application, which will be described in more detail later. These drawings and text descriptions are not intended to limit the scope of the present application in any way, but to illustrate the concept of the present application to those skilled in the art by referring to specific embodiments. DETAILED DESCRIPTION

[0032] The following will be combined with the drawings in the embodiments of the present application to clearly and completely describe the technical solutions in the embodiments of the present application. Obviously, the described embodiments are part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0033] The directional nouns involved in the embodiments of the present application, such as "upper", "lower", "side", etc., are generally represented by Figure 1 The relative relationship of the orientation shown in the figure is used as the basis, and these orientation terms are used only to more clearly describe the relationship between structures, not to describe absolute orientation. When the product is placed in different postures, the orientation may change, for example, "up" and "down" may be interchangeable.

[0034] Unless otherwise defined, all technical terms used in the embodiments of the present application have the same meanings as commonly understood by those of ordinary skill in the art.

[0035] In order to make the technical solutions and advantages of the present application more clear, the implementation methods of the present application will be further described in detail below with reference to the accompanying drawings.

[0036] A first aspect of the present application provides a transmission system, such as Figure 1 As shown, the transmission system includes an input component 1, a first transmission component 2, a second transmission component 3 and a control module 4, wherein:

[0037] The input assembly 1 is transmission-connected with the first transmission assembly 2 and the second transmission assembly 3 respectively;

[0038] The control module 4 is used to control the magnitude of the transmission torque of the first transmission assembly 2 and the second transmission assembly 3 .

[0039] In the embodiment of the present application, the passenger car drive axle mainly realizes the differential of the wheels on both sides through the differential. The traditional differential is generally an open structure. The power is transmitted to the half-shaft gears on both sides through the differential housing and the planetary gear, and the power is further transmitted to the wheels through the half-shaft. When the vehicle is driving normally, the torque of the wheels on both sides can only be distributed at 50:50. When one side of the wheel slips, due to the characteristic of the open differential that the differential does not differentiate the torque, the wheel on the other side will also lose power. The drive axle of this structure has poor vehicle passability and controllability when facing ice and snow, slippery grass, muddy roads, potholes, and cross-axle roads.

[0040] It can be understood that the input assembly 1 can transmit power from the power source, so that the first transmission assembly 2 and the second transmission assembly 3 can receive and transmit the power to the wheels connected thereto. The control module is used to control the magnitude of the transmission torque of the first transmission assembly 2 and the second transmission assembly 3. By changing the magnitude of the transmission torque according to the actual road conditions, it is beneficial for the vehicle to get out of the pit by distributing the torque to the other wheel when one of the wheels falls into the pit, thereby improving the vehicle's passability.

[0041] In the embodiment of the present application, the input component 1 can be directly connected to a power source such as a motor or an engine to achieve power transmission, or an intermediate mechanism such as a gearbox can be used to achieve power transmission to the power source.

[0042] In the embodiment of the present application, the control module 4 can be connected to the first transmission assembly 2 and the second transmission assembly 3 through a wiring harness to achieve control of the torque of the first transmission assembly 2 and the second transmission assembly 3.

[0043] In some of the embodiments of this application, Figure 1 As shown, the input assembly 1 includes a first input shaft 11 and a second input shaft 12, the first input shaft 11 is drivingly connected to the second input shaft 12, the first transmission assembly 2 and the second transmission assembly 3 are respectively located at two ends of the second input shaft 12, and are drivingly connected to the second input shaft 12.

[0044] It can be understood that the first input shaft 11 and the second input shaft 12 can transmit power from the power source to the first transmission assembly 2 and the second transmission assembly 3, and at the same time, the first transmission assembly 2 and the second transmission assembly 3 can be staggered from the front components such as the power source to avoid interference between them.

[0045] In the embodiment of the present application, the first input shaft 11 and the second input shaft 12 can achieve power transmission by rotation.

[0046] In the embodiment of the present application, both ends of the first input shaft 11 may be supported by bearings so as to be able to rotate.

[0047] In the embodiment of the present application, both ends of the second input shaft 12 may be supported by bearings so as to be able to rotate.

[0048] In the embodiment of the present application, the first input shaft 11 and the second input shaft 12 are arranged in parallel, which is conducive to the transmission of power by the first input shaft 11 and the second input shaft 12 through rotation.

[0049] In the embodiment of the present application, the first input shaft 11 and the second input shaft 12 can achieve power transmission through direct contact or indirect contact.

[0050] In some of the embodiments of this application, Figure 1 As shown, the first input shaft 11 has a first input gear 111 , and the second input shaft 12 has a second input gear 121 , and the first input gear 111 and the second input gear 121 are meshed.

[0051] It is understandable that the first input shaft 11 can drive the first input gear 111 to rotate by rotating, and the second input gear 121 is engaged with the first input gear 111, so it can be driven by the first input gear 111 to rotate, and then drive the second shaft to rotate, thereby realizing power transmission.

[0052] In the embodiment of the present application, the first input shaft 11 and the first input gear 111 may be connected by welding, key connection, or the like.

[0053] In the embodiment of the present application, the second input shaft 12 and the second input gear 121 can be connected to each other by welding, key connection, etc.

[0054] In the embodiment of the present application, the number of teeth of the first input gear 111 is smaller than the number of teeth of the second input gear 121, so that the power can be decelerated and torque-increased during the power transmission process, so that the first transmission component 2 and the second transmission component 3 can obtain greater torque.

[0055] In the embodiment of the present application, the first transmission assembly 2 and the second transmission assembly 3 are respectively located on opposite sides of the second input shaft 12, which is conducive to balancing the vibration generated during the power transmission process.

[0056] In some of the embodiments of this application, Figure 1 As shown, the first transmission assembly 2 includes a plurality of first inner clutch plates 21 and a plurality of first outer clutch plates 22, each of the first outer clutch plates 22 is connected to the second input shaft 12, each of the first inner clutch plates 21 can approach and move away from a first outer clutch plate 22, and the control module 4 is used to control the engagement and disengagement of each first inner clutch plate 21 with the first outer clutch plate 22.

[0057] It can be understood that when the first inner clutch plate 21 is separated from the first outer clutch plate 22, the first inner clutch plate 21 can be relatively independent from the second input shaft 12, so that the power transmission can be interrupted; when the first inner clutch plate 21 is engaged with the first outer clutch plate 22, the first inner clutch plate 21 can be connected to the second input shaft 12 in a transmission manner, so that the power transmission can be achieved. The number of the first inner clutch plates 21 is multiple, which is conducive to the control module 4 selecting a number of the first inner clutch plates 21 to engage with the first outer clutch plates 22 according to the actual needs, and the remaining first inner clutch plates 21 are separated from the first outer clutch plates 22, so as to change the torque of the transmitted power.

[0058] In the embodiment of the present application, the number of the first inner clutch plates 21 may be 3, 4, or 5, or may be other numbers.

[0059] In the embodiment of the present application, different first inner clutch plates 21 can be engaged with the same first outer clutch plate 22 to achieve power transmission, or can be engaged with different first outer clutch plates 22 to achieve power transmission.

[0060] In the embodiment of the present application, the first inner clutch plate 21 can be engaged with and disengaged from the first outer clutch plate 22 by electromagnetic, electro-hydraulic or electromechanical means.

[0061] In the embodiment of the present application, a cavity for accommodating a first inner clutch plate 21 is formed between the two first outer clutch plates 22 , and the first inner clutch plate 21 engages with or disengages from one of the outer clutch plates by displacement in the cavity.

[0062] In some of the embodiments of this application, Figure 1 As shown, the first transmission assembly 2 includes a first output shaft 23 , one end of which is connected to the first outer clutch plate 22 so that the first outer clutch plate 22 can drive the first output shaft 23 to rotate, and the other end of the first output shaft 23 has a first output flange 231 .

[0063] It can be understood that when the first inner clutch plate 21 is engaged with the first outer clutch plate 22, when the second input shaft 12 rotates, the first inner clutch plate 21 and the first outer clutch plate 22 can drive one end of the first output shaft 23 to rotate to achieve power transmission. The other end of the first output shaft 23 has a first output flange 231, which can be connected to the wheel transmission, and the wheel is driven to rotate under the drive of the first output shaft 23 to achieve power transmission.

[0064] In the embodiment of the present application, the first output shaft 23 and the second input shaft 12 can be arranged colinearly, so as to help reduce the vibration occurring when the power is transmitted in a rotational manner.

[0065] In some of the embodiments of this application, Figure 1 As shown, the second transmission assembly 3 includes a plurality of second inner clutch plates 31 and a plurality of second outer clutch plates 32, each second outer clutch plate 32 is connected to the second input shaft 12, each second inner clutch plate 31 can approach and move away from a second outer clutch plate 32, and the control module 4 is used to control the engagement and disengagement of each second inner clutch plate 31 with the second outer clutch plate 32.

[0066] It can be understood that when the second inner clutch plate 31 is separated from the second outer clutch plate 32, the second inner clutch plate 31 can be relatively independent from the second input shaft 12, so that the power transmission can be interrupted; when the second inner clutch plate 31 is engaged with the second outer clutch plate 32, the second inner clutch plate 31 can be connected to the second input shaft 12 in a transmission manner, so that the power transmission can be achieved. The number of the second inner clutch plates 31 is multiple, which is conducive to the control module 4 selecting a number of second inner clutch plates 31 to engage with the second outer clutch plates 32 according to the actual needs, and the remaining second inner clutch plates 31 are separated from the second outer clutch plates 32, so as to change the torque of the transmitted power.

[0067] In the embodiment of the present application, the number of the second inner clutch plates 31 may be 3, 4, or 5, or may be other numbers.

[0068] In the embodiment of the present application, different second inner clutch plates 31 can be engaged with the same second outer clutch plates 32 to achieve power transmission, or can be engaged with different second outer clutch plates 32 to achieve power transmission.

[0069] In the embodiment of the present application, the second inner clutch plate 31 can be engaged with and disengaged from the second outer clutch plate 32 by electromagnetic, electro-hydraulic or electromechanical means.

[0070] In the embodiment of the present application, a cavity for accommodating a second inner clutch plate 31 is formed between the two second outer clutch plates 32 , and the second inner clutch plate 31 engages with or disengages from one of the outer clutch plates by displacement in the cavity.

[0071] In some of the embodiments of this application, Figure 1 As shown, the second transmission assembly 3 includes a second output shaft 33 , one end of which is connected to the second outer clutch plate 32 so that the second outer clutch plate 32 can drive the second output shaft 33 to rotate, and the other end of the second output shaft 33 has a second output flange 331 .

[0072] It can be understood that when the second inner clutch plate 31 is engaged with the second outer clutch plate 32, when the second input shaft 12 rotates, the second inner clutch plate 31 and the second outer clutch plate 32 can drive one end of the second output shaft 33 to rotate to achieve power transmission, and the other end of the second output shaft 33 has a second output flange 331, which can be connected to the wheel transmission, and the wheel is driven to rotate under the drive of the second output shaft 33 to achieve power transmission.

[0073] In the embodiment of the present application, the second output shaft 33 and the second input shaft 12 can be arranged colinearly, so as to help reduce the vibration occurring when the power is transmitted in a rotational manner.

[0074] In some of the embodiments of this application, Figure 1 As shown, the transmission system includes a housing 5 , and the input assembly 1 , at least a portion of the first transmission assembly 2 , and at least a portion of the second transmission assembly 3 are all located in the housing 5 .

[0075] It can be understood that the housing 5 can accommodate the input assembly 1, at least a portion of the first transmission assembly 2 and at least a portion of the second transmission assembly 3 to protect the three while reducing contamination of the three by external impurities.

[0076] In the embodiment of the present application, the first transmission assembly 2 includes a first output shaft 23, one end of the first output shaft 23 is connected to the first outer clutch plate 22, so that the first outer clutch plate 22 can drive the first output shaft 23 to rotate, and the other end of the first output shaft 23 has a first output flange 231, wherein the end of the first output shaft 23 where the first inner clutch plate 21 is located is located inside the housing 5, and the end where the first output flange 231 is located is located outside the housing 5.

[0077] In the embodiment of the present application, the second transmission assembly 3 includes a second output shaft 33, one end of the second output shaft 33 is connected to the second outer clutch plate 32, so that the second outer clutch plate 32 can drive the second output shaft 33 to rotate, and the other end of the second output shaft 33 has a second output flange 331, wherein the end of the second output shaft 33 where the second inner clutch plate 31 is located is located inside the housing 5, and the end where the second output flange 331 is located is located outside the housing 5.

[0078] A second aspect of the present application provides a car, which includes a transmission system according to the above technical solution, a first wheel and a second wheel, wherein the first wheel is transmission-connected to the first output flange 231 , and the second wheel is transmission-connected to the second output flange 331 .

[0079] It can be understood that, due to the adoption of the transmission system of the above embodiment, the automobile of the present application has the same technical effects as the above embodiment, which will not be described in detail here.

[0080] In the embodiment of the present application, the automobile may be an automobile using an engine as a power source, or an automobile using an electric motor as a power source.

[0081] The third aspect of the present application provides a control method, such as Figure 2 As shown, the control method is applied to the automobile of the above technical solution, and the method includes:

[0082] When only the first wheel is grounded, the control module 4 increases the number of engagements of the first inner clutch plate 21 and the first outer clutch plate 22 and the number of separations of the second inner clutch plate 31 and the second outer clutch plate 32 until the second wheel is grounded;

[0083] When only the second wheel is in contact with the ground, the control module 4 increases the number of second inner clutch plates 31 and second outer clutch plates 32 that are engaged, and the number of first inner clutch plates 21 and first outer clutch plates 22 that are separated, until the first wheel is in contact with the ground.

[0084] It is understandable that if the second wheel is not in contact with the ground, it is generally the first wheel that is trapped in the pit. For the second wheel that is not in contact with the ground, the power it receives cannot be used to drive the car under the action of the ground. By increasing the number of engagements between the first inner clutch plate 21 and the first outer clutch plate 22 through the control module 4, the first wheel can fully use the power to act on the ground until the first wheel is out of trouble. If the first wheel is not in contact with the ground, it is generally the second wheel that is trapped in the pit. For the first wheel that is not in contact with the ground, the power it receives cannot be used to drive the car under the action of the ground. By increasing the number of engagements between the second inner clutch plate 31 and the second outer clutch plate 32 through the control module 4, the second wheel can fully use the power to act on the ground until the second wheel is out of trouble.

[0085] In the embodiment of the present application, when only the first wheel is in contact with the ground, the control module 4 increases the number of the first inner clutch plate 21 and the first outer clutch plate 22 that are engaged, and the number of the second inner clutch plate 31 and the second outer clutch plate 32 that are separated, until the second wheel is in contact with the ground, specifically including:

[0086] Determine whether only the first wheel is in contact with the ground a certain number of times, where the certain number of times is the number of first inner clutch plates 21 that are not engaged with the first outer clutch plate 22;

[0087] Each time it is determined that only the first wheel is in contact with the ground, the control module 4 adds a first inner clutch plate 21 to engage with a first outer clutch plate 22, and adds a second inner clutch plate 31 to separate from the second outer clutch plate 32;

[0088] If it is determined that the first wheel and the second wheel are in contact with each other, the number of the first inner clutch plates 21 and the first outer clutch plates 22 that are engaged is controlled to be the same as the number of the second inner clutch plates 31 and the second outer clutch plates 32 that are engaged.

[0089] In the embodiment of the present application, when only the second wheel is in contact with the ground, the control module 4 increases the number of the second inner clutch plates 31 and the second outer clutch plates 32 that are engaged, and the number of the first inner clutch plates 21 and the first outer clutch plates 22 that are separated, until the first wheel is in contact with the ground, specifically including:

[0090] Determine whether only the second wheel is in contact with the ground a certain number of times, where the certain number of times is the number of the second inner clutch plates 31 that are not engaged with the second outer clutch plates 32;

[0091] Each time it is determined that only the first wheel is in contact with the ground, the control module 4 adds a first inner clutch plate 21 to separate from a first outer clutch plate 22, and adds a second inner clutch plate 31 to engage with a second outer clutch plate 32;

[0092] If it is determined that the first wheel and the second wheel are grounded, the control module 4 controls the number of the first inner clutch plates 21 and the first outer clutch plates 22 to be engaged to be the same as the number of the second inner clutch plates 31 and the second outer clutch plates 32 to be engaged.

[0093] In the embodiment of the present application, the control method further includes:

[0094] When the car sways, determine the direction in which the car sways;

[0095] If the first wheel is located on the outer side when the vehicle is yawed, the control module 4 increases the number of engagements of the first inner clutch plate 21 and the first outer clutch plate 22 according to the yaw angle until the yaw angle returns to zero;

[0096] If the second wheel is located on the outer side when the vehicle is yawed, the control module 4 increases the number of engagements between the second inner clutch plate 31 and the second outer clutch plate 32 according to the yaw angle until the yaw angle returns to zero.

[0097] It can be understood that this is helpful to reduce the impact of the yaw angle on the stability of the vehicle, and is helpful for the actual driving direction of the vehicle to be consistent with the driver's expected direction.

[0098] In the embodiment of the present application, if the first wheel is located on the outer side when the vehicle is yawed, the greater the yaw angle is, the more the first inner clutch plate 21 and the first outer clutch plate 22 are engaged.

[0099] In the embodiment of the present application, the second wheel is located on the outer side when the vehicle is yawed, and the greater the yaw angle, the greater the number of engagements between the second inner clutch plate 31 and the second outer clutch plate 32.

[0100] In the embodiment of the present application, the control method further includes:

[0101] If the yaw angle of the vehicle returns to zero, the control module 4 controls the number of the first inner clutch plates 21 and the first outer clutch plates 22 to be engaged to be the same as the number of the second inner clutch plates 31 and the second outer clutch plates 32 to be engaged.

[0102] The beneficial effects of the present invention are:

[0103] 1. Improve the car's passing performance. In the original open differential, when encountering ice and snow, slippery grass, muddy roads, potholes, and cross-axle roads, one wheel will slip or hang in the air, and the other wheel will also lose power, and the car cannot pass. After adopting the transmission system, the torque of the left and right wheels can be independently controlled to engage and disengage. As long as one side of the wheel is grounded, the torque can be transmitted to the grounded wheel, allowing the car to get out of trouble smoothly.

[0104] 2. Improve the dynamic handling performance of the car. The transmission system has two multi-plate clutches on both sides to control the wheels on both sides separately. The controller coordinates and controls the engagement state of the two multi-plate clutches. The multi-plate clutch engagement torque can be adjusted steplessly from 0 to the maximum value. When the car yaws, the outer wheels can get more torque to keep the car's posture stable, improve the car's handling performance, and enhance the user's driving confidence.

[0105] 3. Improve the fuel economy of the vehicle. When the transmission system is used as an auxiliary drive, the multi-plate clutches on both sides can be disconnected to prevent the transmission system from being reversely dragged, thereby reducing the drag loss of the transmission system and improving the fuel economy of the vehicle.

[0106] In the present application, the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance. The term "plurality" refers to two or more than two, unless otherwise clearly defined.

[0107] Those skilled in the art will readily appreciate other embodiments of the present application after considering the specification and practicing the present application disclosed herein. The present application is intended to cover any variations, uses or adaptations of the present application, which follow the general principles of the present application and include common knowledge or customary techniques in the art that are not disclosed in the present application. The specification and examples are intended to be exemplary only.

[0108] It should be understood that the present application is not limited to the precise structures that have been described above and shown in the drawings, and that various modifications and changes may be made without departing from the scope thereof. The scope of the present application is limited only by the appended claims.

Claims

1. A transmission system, characterized in that: The transmission system comprises an input component (1), a first transmission component (2), a second transmission component (3) and a control module (4), wherein: The input component (1) is respectively connected in transmission with the first transmission component (2) and the second transmission component (3); The control module (4) is used to control the magnitude of the transmitted torque of the first transmission component (2) and the second transmission component (3).

2. The transmission system according to claim 1, characterized in that: The input assembly (1) comprises a first input shaft (11) and a second input shaft (12); the first input shaft (11) is drivingly connected to the second input shaft (12); the first transmission assembly (2) and the second transmission assembly (3) are respectively located at two ends of the second input shaft (12) and are drivingly connected to the second input shaft (12).

3. The transmission system according to claim 2, characterized in that: The first input shaft (11) has a first input gear (111), and the second input shaft (12) has a second input gear (121), and the first input gear (111) and the second input gear (121) are meshed.

4. The transmission system according to claim 2, characterized in that: The first transmission assembly (2) comprises a plurality of first inner clutch plates (21) and a plurality of first outer clutch plates (22), each of the first outer clutch plates (22) being connected to the second input shaft (12), each of the first inner clutch plates (21) being able to approach and move away from a first outer clutch plate (22), and the control module (4) being used to control the engagement and disengagement of each first inner clutch plate (21) with the first outer clutch plate (22).

5. The transmission system according to claim 4, characterized in that: The first transmission assembly (2) comprises a first output shaft (23), one end of the first output shaft (23) is connected to the first outer clutch plate (22), so that the first outer clutch plate (22) can drive the first output shaft (23) to rotate, and the other end of the first output shaft (23) has a first output flange (231).

6. The transmission system according to claim 5, characterized in that: The second transmission assembly (3) comprises a plurality of second inner clutch plates (31) and a plurality of second outer clutch plates (32), each second outer clutch plate (32) being connected to the second input shaft (12), each second inner clutch plate (31) being able to approach and move away from a second outer clutch plate (32), and the control module (4) being used to control the engagement and disengagement of each second inner clutch plate (31) with the second outer clutch plate (32).

7. The transmission system according to claim 6, characterized in that: The second transmission assembly (3) comprises a second output shaft (33), one end of the second output shaft (33) is connected to the second outer clutch plate (32) so that the second outer clutch plate (32) can drive the second output shaft (33) to rotate, and the other end of the second output shaft (33) has a second output flange (331).

8. The transmission system according to claim 1, characterized in that: The transmission system comprises a housing (5), wherein the input component (1), at least a portion of the first transmission component (2) and at least a portion of the second transmission component (3) are all located in the housing (5).

9. A car, characterized in that: The automobile comprises the transmission system as claimed in claim 7, a first wheel and a second wheel, wherein the first wheel is transmission-connected to the first output flange (231), and the second wheel is transmission-connected to the second output flange (331).

10. A control method, characterized in that: The control method is applied to the automobile as claimed in claim 9, and the method comprises: When only the first wheel is grounded, the control module (4) increases the number of engagements of the first inner clutch plate (21) and the first outer clutch plate (22), and the number of separations of the second inner clutch plate (31) and the second outer clutch plate (32), until the second wheel is grounded; When only the second wheel is in contact with the ground, the control module (4) increases the number of engagements of the second inner clutch plate (31) and the second outer clutch plate (32), and the number of separations of the first inner clutch plate (21) and the first outer clutch plate (22), until the first wheel is in contact with the ground.

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