Drive system, vehicle and vehicle control methods

Abstract

This invention provides a drive system, a vehicle, and a vehicle control method. The drive system includes a first reducer, a second reducer, a first oil reservoir, and a first valve structure. The first reducer and the second reducer are arranged along the width direction of the vehicle. The first oil reservoir is used to hold lubricating oil, and the oil outlet of the first oil reservoir is connected to the oil inlets of the first reducer and the second reducer, respectively. The oil outlets of the first reducer, the second reducer, and the first oil reservoir are all connected to the first valve structure. When the vehicle is in a first tilted state, the first reducer is higher than the second reducer in the vertical direction, and the first valve structure blocks the oil outlet of the first reducer from the oil outlet of the first reducer from the oil outlet of the first oil reservoir. When the vehicle is in a second tilted state, the second reducer is higher than the first reducer in the vertical direction, and the first valve structure blocks the oil outlet of the second reducer from the oil outlet of the first oil reservoir.

Description

Technical Field

[0001] This invention relates to the field of vehicle technology, and more specifically to a drive system, a vehicle, and a method for controlling the vehicle. Background Technology

[0002] With the development of new energy vehicles, vehicle drive systems typically employ multiple motors, each usually connected to a reducer for better vehicle control. All components of the drive system, such as the motors and reducers, require adequate cooling during operation to ensure stable performance.

[0003] In existing technologies, the drive system uses a shared lubrication system for the motor and reducer to cool and dissipate heat. The lubrication system circulates lubricating oil from a storage container to the inside of the motor and reducer. Lubricating oil remains inside the reducer, and the gears agitate the oil to achieve lubrication and cooling of the reducer's internal components.

[0004] However, when a vehicle is tilted, the lubricating oil that cools the drive system flows to a lower position, resulting in different amounts of lubricating oil in different components of the drive system. The lubrication effect of the less lubricated components will be reduced, thus affecting the overall lubrication effect of the drive system. Summary of the Invention

[0005] One of the objectives of this invention is to provide a drive system, a vehicle, and a method for controlling the vehicle, in order to solve the problem of how to improve the lubrication effect of the drive system.

[0006] In a first aspect, this application provides a drive system suitable for a vehicle, the vehicle being capable of being in a first tilt state or a second tilt state. The drive system includes a first reducer, a second reducer, a first oil reservoir, and a first valve structure. The first reducer and the second reducer are arranged along the width direction of the vehicle. The first oil reservoir is used to contain lubricating oil, and the oil outlet of the first oil reservoir is connected to the oil inlets of the first reducer and the second reducer, respectively. The oil outlets of the first reducer, the second reducer, and the first oil reservoir are all connected to the first valve structure. When the vehicle is in the first tilt state, in the vertical direction, the first reducer is higher than the second reducer, and the first valve structure blocks the oil outlet of the first reducer from the oil outlet of the first reducer from the oil outlet of the first oil reservoir. When the vehicle is in the second tilt state, in the vertical direction, the second reducer is higher than the first reducer, and the first valve structure blocks the oil outlet of the second reducer from the oil outlet of the second reducer from the oil outlet of the first oil reservoir.

[0007] Based on the aforementioned technical features, when in the first tilted state, the first valve structure blocks the oil outlet of the first reducer from the oil return port of the first oil reservoir, preventing the lubricating oil inside the first reducer from flowing into the first oil reservoir from the oil outlet of the first reducer. When in the second tilted state, the first valve structure blocks the oil outlet of the second reducer from the oil return port of the first oil reservoir, preventing the lubricating oil inside the second reducer from flowing into the first oil reservoir from the oil outlet of the second reducer. By controlling the connection and disconnection of the first reducer, the second reducer, and the first oil reservoir through the first valve structure, the difference in lubricating oil volume between the first reducer and the second reducer is reduced when the vehicle tilts, increasing the uniformity of lubricating oil distribution in the first reducer and the second reducer, thereby increasing the stability of the drive system.

[0008] In some embodiments, the first valve structure includes a valve and a valve core. The first valve structure has a valve cavity and a first valve port, a second valve port, and a third valve port communicating with the valve cavity. The first valve port is connected to the oil outlet of the first reducer, the second valve port is connected to the oil outlet of the second reducer, and the third valve port is connected to the oil return port of the first oil storage container. The valve core is movably disposed in the valve cavity to switch between a first working state and a second working state. When the valve core is in the first working state, the valve core blocks the first valve port and the third valve port and opens the second valve port and the third valve port. When the valve core is in the second working state, the valve core opens the first valve port and the third valve port and blocks the second valve port and the third valve port. When the vehicle is in a first tilted state, the valve core is in the first working state. When the vehicle is in a second tilted state, the valve core is in the second working state.

[0009] Based on the above technical features, the first valve structure can use only one valve body to block the oil outlet of the first reducer from the oil return port of the first oil storage container, or to block the oil outlet of the second reducer from the oil return port of the first oil storage container, so as to avoid a large difference in the amount of lubricating oil inside the first reducer and the second reducer, thereby increasing the stability of the drive system.

[0010] In some embodiments, along the height direction of the vehicle, the oil outlets of the first reducer and the second reducer are higher than the first valve structure.

[0011] Based on the above technical features, by having the oil outlets of the first speed reducer and the second speed reducer higher than the first valve structure, a large difference in the amount of lubricating oil inside the first speed reducer and the second speed reducer can be further avoided, thereby increasing the stability of the drive system.

[0012] In some embodiments, the drive system further includes a second valve structure and a second oil reservoir; the second valve structure includes a fourth valve port and a fifth valve port, and the second valve structure is capable of blocking or opening the fourth valve port and the fifth valve port; the fourth valve port is connected to the oil inlet of the first reducer and the oil inlet of the second reducer respectively; the second oil reservoir is used to contain lubricating oil, and the oil replenishment port of the second oil reservoir is connected to the fifth valve port for replenishing lubricating oil to the first reducer and the second reducer.

[0013] Based on the aforementioned technical features, when the vehicle is operating at high speed, under heavy load, or frequently climbing hills, the fourth and fifth valve ports can be connected via the second valve structure. This allows the lubricating oil inside the second oil reservoir to compensate for the lubricating oil flowing into the first and second reducers, ensuring sufficient heat dissipation for both. During normal vehicle operation, the fourth and fifth valve ports of the second valve structure can be blocked to prevent the lubricating oil inside the second oil reservoir from flowing out, thus avoiding any additional workload on the first and second reducers due to excess lubricating oil in the second reservoir.

[0014] In some embodiments, the second valve structure further includes a sixth valve port; the drive system further includes a first pump body, the oil inlet of the first pump body is connected to the oil outlet of the first oil storage container, and the oil outlet of the first pump body is connected to the sixth valve port; the second valve structure can switch between a third operating state and a fourth operating state. When the second valve structure is in the third operating state, the second valve structure opens the sixth valve port and the fifth valve port, and blocks the sixth valve port and the fourth valve port, so that the first pump body delivers the lubricating oil from the first oil storage container to the second oil storage container; when the second valve structure is in the fourth operating state, the second valve structure opens the sixth valve port and the fourth valve port, and blocks the sixth valve port and the fifth valve port, so that the first pump body delivers the lubricating oil from the first oil storage container to the first reducer and the second reducer.

[0015] According to the above technical features, the first pump body can transport part of the lubricating oil inside the first oil storage container to the second storage container for storage, so as to reduce the total amount of lubricating oil circulating inside the drive system, thereby avoiding excessive lubricating oil circulating in the drive system, which would affect the working efficiency of the first reducer and the second reducer.

[0016] In some embodiments, the second valve further includes a seventh valve port; the drive system further includes a second pump body, the oil inlet of the second pump body is connected to the oil outlet of the first oil storage container, and the oil outlet of the second pump body is connected to the seventh valve port; when the second valve structure is in the third working state, the second valve structure connects the sixth valve port and the fifth valve port, and connects the fourth valve port and the seventh valve port, and neither the sixth valve port nor the fifth valve port is connected to the fourth valve port or the seventh valve port; when the second valve structure is in the fourth working state, the second valve structure connects the sixth valve port and the fourth valve port, and connects the fifth valve port and the seventh valve port, and neither the sixth valve port nor the fourth valve port is connected to the fifth valve port or the seventh valve port.

[0017] Based on the above technical features, the first pump body and the second pump body can cooperate to replenish the second oil storage container and replenish the first reducer and the second reducer. When either the first pump body or the second pump body stops working for some reason, another pump can be used to continue to deliver lubricating oil to the first reducer and the second reducer, and the delivery of lubricating oil to the second oil storage container can be suspended, thereby increasing the stability of the drive system.

[0018] In some embodiments, the drive system further includes a first motor and a second motor, the first motor being drivenly connected to a first reducer, and the second motor being drivenly connected to a second reducer; wherein the first motor includes a first stator, the oil inlet of the first stator being connected to the oil outlet of the second pump body, and the oil outlet of the first stator being connected to the oil return port of the first oil storage container; the second motor includes a second stator, the oil inlet of the second stator being connected to the oil outlet of the second pump body, and the oil outlet of the second stator being connected to the oil return port of the first oil storage container; and / or, the first motor includes a first rotor, the oil inlet of the first rotor being connected to a fourth valve port, and the oil outlet of the first rotor being connected to the oil return port of the first oil storage container; the second motor includes a second rotor, the oil inlet of the second rotor being connected to the fourth valve port, and the oil outlet of the second rotor being connected to the oil return port of the first oil storage container.

[0019] Based on the above technical features, this configuration can further dissipate heat from the first motor and the second motor, thereby increasing the heat dissipation performance of the drive system.

[0020] Secondly, this application also provides a vehicle that includes the drive system provided in this application.

[0021] Thirdly, this application also provides a vehicle control method, which is used in the vehicle provided in this application, and the control method includes: The vehicle attitude information is acquired to determine the vehicle's tilt state. If the vehicle is in a first tilt state, the first valve structure of the control drive system blocks the oil outlet of the first reducer of the drive system from the oil return port of the first oil reservoir of the drive system. If the vehicle is in a second tilt state, the first valve structure blocks the oil outlet of the second reducer of the drive system from the oil return port of the first oil reservoir.

[0022] In some embodiments, the control method further includes: The system obtains the actual temperatures of the first and second reducers and determines whether the actual temperature information is greater than the corresponding preset temperature. If the actual temperature is greater than the preset temperature, it controls the fourth and fifth valve ports of the second valve structure of the drive system to connect so that the second oil reservoir of the drive system can replenish lubricating oil to the first and second reducers.

[0023] Therefore, the above-mentioned technical features of this application have the following beneficial effects: (1) When in the first tilt state, the first valve structure blocks the oil outlet of the first reducer from the oil return port of the first oil reservoir, so that the lubricating oil inside the first reducer cannot flow from the oil outlet of the first reducer into the first oil reservoir. When in the second tilt state, the first valve structure blocks the oil outlet of the second reducer from the oil return port of the first oil reservoir, which can prevent the lubricating oil inside the second reducer from flowing from the oil outlet of the second reducer into the first oil reservoir. By controlling the connection and disconnection of the first reducer, the second reducer and the first oil reservoir through the first valve structure, the difference in the amount of lubricating oil in the first reducer and the second reducer when the vehicle tilts is reduced, the uniformity of the distribution of lubricating oil in the first reducer and the second reducer is increased, and thus the stability of the drive system is increased.

[0024] (2) The first valve structure can use only one valve body to block the oil outlet of the first reducer from the oil return port of the first oil storage container, or block the oil outlet of the second reducer from the oil return port of the first oil storage container, so as to avoid a large difference in the amount of lubricating oil inside the first reducer and the second reducer, thereby increasing the stability of the drive system.

[0025] (3) The fact that the oil outlet of the first speed reducer and the oil outlet of the second speed reducer are higher than the first valve structure can further avoid a large difference in the amount of lubricating oil inside the first speed reducer and the second speed reducer, thereby increasing the stability of the drive system.

[0026] (4) When the vehicle is operating at high speed, under heavy load, or frequently climbing hills, the fourth and fifth valve ports can be connected through the second valve structure to allow the lubricating oil inside the second oil reservoir to compensate for the lubricating oil inside the first and second reducers, so that the second and first reducers can receive sufficient heat dissipation. When the vehicle is in normal operation, the fourth and fifth valve ports of the second valve structure can be blocked to prevent the lubricating oil inside the second oil reservoir from flowing out, thus avoiding the lubricating oil in the second oil reservoir from increasing the workload of the first and second reducers.

[0027] (5) The first pump body can transport part of the lubricating oil inside the first oil storage container to the second storage container for storage, so as to reduce the total amount of lubricating oil circulating inside the drive system, thereby avoiding excessive lubricating oil circulating in the drive system, which would affect the working efficiency of the first reducer and the second reducer.

[0028] (6) The first pump body and the second pump body can cooperate to replenish the second oil storage container and replenish the first reducer and the second reducer. When either the first pump body or the second pump body stops working for some reason, another pump can be used to continue to deliver lubricating oil to the first reducer and the second reducer, and the delivery of lubricating oil to the second oil storage container can be suspended, thereby increasing the stability of the drive system.

[0029] (7) It can effectively increase the heat dissipation performance of the first reducer and the second reducer. Attached Figure Description

[0030] Figure 1 A schematic diagram of the drive system provided in this application when the valve core does not block the first valve port and the second valve port, and the third valve port is connected to both the first valve port and the second valve port; Figure 2 A schematic diagram of the drive system provided in this application when the valve core blocks the first valve port and the third valve port, and the second valve port and the third valve port are open; Figure 3 A schematic diagram of the drive system provided in this application when the valve core blocks the second valve port and the third valve port, and the first valve port and the third valve port are open; Figure 4 A schematic diagram of the drive system provided in this application.

[0031] Explanation of reference numerals in the attached figures: 1. First reducer; 2. Second reducer; 3. First oil reservoir; 4. First valve structure; 401. Valve core; 4A. First valve port; 4B. Second valve port; 4C. Third valve port; 5. Second valve structure; 5A. Fourth valve port; 5B. Fifth valve port; 5C. Sixth valve port; 5D. Seventh valve port; 6. Second oil storage container; 7. First pump body; 8. Second pump body; 9. First stator; 10. Second stator; 11. First rotor; 12. Second rotor; 13. First drive shaft; 14. Second drive shaft; 15. Heat exchange device; 16. First filter; 17. Second filter. Detailed Implementation

[0032] The embodiments of the present invention will be described below with reference to the accompanying drawings and preferred embodiments. Those skilled in the art can easily understand other advantages and effects of the present invention from the content disclosed in this specification. The present invention can also be implemented or applied through other different specific embodiments, and various details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of the present invention. It should be understood that the preferred embodiments are only for illustrating the present invention and not for limiting the scope of protection of the present invention.

[0033] It should be noted that the illustrations provided in the following embodiments are only schematic representations of the basic concept of the present invention. Therefore, the drawings only show the components related to the present invention and are not drawn according to the actual number, shape and size of the components in the actual implementation. In the actual implementation, the form, quantity and proportion of each component can be arbitrarily changed, and the layout of the components may also be more complex.

[0034] In the description of the embodiments in this application, the term "and / or" is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Additionally, the character " / " in this document generally indicates that the preceding and following related objects have an "or" relationship.

[0035] In the description of the embodiments of this application, the term "multiple" refers to two or more (including two).

[0036] This application provides a vehicle. For example, the vehicle can be a passenger vehicle or a commercial vehicle. For example, the vehicle can be a pure electric vehicle, a hybrid electric vehicle, etc.

[0037] In some embodiments, the vehicle includes a drive system. The primary function of the drive system is to provide power to the vehicle so that it can be driven by an operator. In some possible embodiments, the drive system may include components such as multiple motors, multiple reducers, and lubrication lines, with one motor connected to one reducer so that the reducer drives the motor, and lubrication lines connected to the motors and reducers to deliver lubricating oil to the motors and reducers.

[0038] like Figures 1 to 3 As shown, in some embodiments, the drive system includes a first reducer 1 and a second reducer 2, which are arranged along the width direction of the vehicle. The main function of the first reducer 1 and the second reducer 2 is to convert the high-speed, low-torque output of the motor into low-speed, high-torque power suitable for driving the vehicle wheels. In some possible embodiments, multiple motors may include a first motor and a second motor. The vehicle may have a first wheel and a second wheel arranged along the width direction of the vehicle. The first reducer is located between the first wheel and the second wheel, and its output end is connected to the first wheel. The first motor is located on the side of the first reducer away from the first wheel and is connected to its input end. The second reducer is also located between the first wheel and the second wheel, and its output end is connected to a second gear. The second motor is located on the side of the second reducer away from the second wheel and is connected to its input end. This application does not limit the specific arrangement of the first reducer 1 and the second reducer 2; they can be selected according to actual cost and design requirements.

[0039] The drive system also includes a first oil reservoir 3, the oil outlet of which is connected to the oil inlet of the first reducer 1 and the oil inlet of the second reducer 2 respectively. The main function of the first oil reservoir 3 is to store the lubricating oil required by the drive system. The lubricating oil in the first oil reservoir 3 can flow through the oil outlet of the first oil reservoir 3 to the oil inlet of the first reducer 1 and the oil inlet of the second reducer 2, and enter the interior of the first reducer 1 and the second reducer 2 so that the gears inside the first reducer 1 and the second reducer 2 can be lubricated.

[0040] In some possible embodiments, the first reducer 1 and the second reducer 2 need to contain a certain volume of lubricating oil so that the gears inside the first reducer 1 and the gears inside the second reducer 2 can agitate the internal lubricating oil to achieve lubrication and cooling. Simultaneously, both the first reducer 1 and the second reducer 2 can be equipped with oil spray ports, which can be directed towards the gear meshing area inside the first reducer 1 and the second reducer 2 to provide lubrication and cooling to the gear meshing area. A portion of the lubricating oil will flow back from the oil outlet of the first reducer 1 and the oil outlet of the second reducer 2 into the first oil storage container 3 to achieve lubricating oil circulation.

[0041] When a vehicle travels on a sloping surface, and the width of the vehicle is aligned with the slope of the surface, the first reducer 1 and the second reducer 2 will tilt with the vehicle, resulting in a height difference between the first reducer 1 and the second reducer 2 in the vertical direction. This creates a tilt angle between the vehicle's width and horizontal direction. When the height of the first reducer 1 is greater than the height of the second reducer 2, the vehicle is in a first tilt state. When the height of the second reducer 2 is greater than the height of the first reducer 1, the vehicle is in a second tilt state.

[0042] In some related technologies, when the vehicle is in a first tilted state, since the height of the first reducer 1 is higher than that of the second reducer in the vertical direction, more lubricating oil in the first reducer 1 may return to the first oil reservoir 3 due to gravity, resulting in insufficient lubricating oil inside the first reducer 1. This leads to insufficient lubrication and cooling of the first reducer 1. Since the first oil reservoir 3 is also tilted, lubricating oil accumulates near the second reducer 2, which may eventually cause lubricating oil to flow back from the oil outlet connected to the second reducer 2 into the second reducer 2. This results in an increase in the amount of lubricating oil inside the second reducer 2, causing over-lubrication and heat dissipation inside the second reducer 2, which generates greater resistance to the gears inside the second reducer 2.

[0043] When the vehicle is in the second tilted state, since the height of the second reducer 2 is higher than that of the first reducer in the vertical direction, more of the lubricating oil in the second reducer 2 may return to the first oil reservoir 3 due to gravity, resulting in insufficient lubricating oil inside the second reducer 2. This leads to insufficient lubrication and cooling of the second reducer 2. Since the second oil reservoir 6 is also tilted, the lubricating oil near the first reducer 1 accumulates, which may eventually cause the lubricating oil to flow back from the oil outlet connected to the first reducer 1 into the first reducer 1. This results in an increase in the amount of lubricating oil inside the first reducer 1, causing over-lubrication and heat dissipation inside the first reducer 1, which generates greater resistance to the gears inside the first reducer 1.

[0044] It is important to note that when the vehicle is slightly tilted, it will not be in either the first or second tilt state. The vehicle will only be in either the first or second tilt state when the tilt angle exceeds a limit angle. The limit angle is the angle between the vehicle's width direction and the horizontal direction. For example, when the vehicle is slightly tilted, it can tilt between 0° and 8° to the right, or between 0° and 8° to the left. When the vehicle tilts to the left by more than 8°, it is in the first tilt state; when the vehicle tilts to the right by more than 8°, it is in the second tilt state. This application does not specify the exact value of the limit angle; it can be determined based on the design of components such as the first reducer 1, the second reducer 2, and the first oil reservoir 3, and through experimental verification.

[0045] The drive system of this application also includes a first valve structure 4, through which the oil outlet of the first reducer 1, the oil outlet of the second reducer 2, and the oil return port of the first oil reservoir 3 are all connected. When in a first tilted state, the first valve structure 4 blocks the oil outlet of the first reducer 1 from the oil return port of the first oil reservoir 3, preventing the lubricating oil inside the first reducer 1 from flowing into the first oil reservoir 3 from its oil outlet. When in a second tilted state, the first valve structure 4 blocks the oil outlet of the second reducer 2 from the oil return port of the first oil reservoir 3, preventing the lubricating oil inside the second reducer 2 from flowing into the first oil reservoir 3 from its oil outlet. With this configuration, when the vehicle is in a first tilt state or a second tilt state, the first valve structure 4 controls the connection and disconnection of the first reducer 1, the second reducer 2 and the first oil reservoir 3, so as to reduce the difference in the amount of lubricating oil in the first reducer 1 and the second reducer 2 when the vehicle tilts, increase the uniformity of the distribution of lubricating oil in the first reducer 1 and the second reducer 2, and thus increase the stability of the drive system.

[0046] like Figures 1 to 3 As shown, in some embodiments, the first valve structure 4 includes a valve and a valve core 401. The first valve structure 4 has a valve cavity and a first valve port 4A, a second valve port 4B, and a third valve port 4C communicating with the valve cavity. The first valve port 4A is connected to the oil outlet of the first reducer 1, so that the lubricating oil inside the first reducer 1 can enter the valve cavity through the first valve port 4A. The third valve port 4C is connected to the oil return port of the first oil storage container 3, so that the lubricating oil originating from the first reducer 1 inside the valve cavity can enter the first oil storage container 3 through the third valve port 4C. The second valve port 4B is connected to the oil outlet of the second reducer 2, so that the lubricating oil inside the second reducer 2 can enter the cavity through the second valve port 4B and enter the first oil storage container 3 through the third valve port 4C.

[0047] When the vehicle is in the first tilt state, the valve core 401 is in the first working state. At this time, the valve core 401 blocks the first valve port 4A and the third valve port 4C, and connects the second valve port 4B and the third valve port 4C. Specifically, the valve core 401 can block the first valve port 4A, so that the first valve port 4A is no longer connected to the valve cavity, while the second valve port 4B and the third valve port 4C are not blocked, so the second valve port 4B and the third valve port 4C are still connected, so that the lubricating oil inside the first reducer 1 cannot enter the first oil reservoir 3, while the lubricating oil of the second reducer 2 can still be transmitted through the first valve structure 4.

[0048] When the vehicle is in the second state, valve core 401 connects the first valve port 4A and the third valve port 4C, while blocking the second valve port 4B and the third valve port 4C. Specifically, valve core 401 can block the second valve port 4B to prevent the valve chamber from communicating with the second valve port 4B, thus preventing the lubricating oil inside the second reducer 2 from entering the first oil reservoir 3 through the second valve port 4B and the third valve port 4C. At the same time, since the first valve port 4A and the third valve port 4C are in a connected state, the first reducer 1 can still transmit lubricating oil through the first valve structure 4.

[0049] With this configuration, the first valve structure 4 can use only one valve body to block the oil outlet of the first reducer 1 from the oil return port of the first oil storage container 3, or to block the oil outlet of the second reducer 2 from the oil return port of the first oil storage container 3, so as to avoid a large difference in the amount of lubricating oil inside the first reducer 1 and the second reducer 2, thereby increasing the stability of the drive system.

[0050] In some examples, the first valve structure can be a three-way valve, etc.

[0051] In some other possible embodiments, the first valve structure 4 may also be composed of two valve bodies, one of which may be provided with a first valve port 4A and a third valve port 4C, and the other valve body may be provided with a second valve port 4B. The cooperation between the two valve bodies can block the first valve port 4A and the third valve port 4C and open the second valve port 4B and the third valve port 4C, or open the first valve port 4A and the third valve port 4C and block the second valve port 4B and the third valve port 4C. This application does not limit the specific structure of the first valve structure 4, and the structure can be selected according to the actual situation such as design and cost.

[0052] like Figures 1 to 3 As shown, in some embodiments, along the height direction of the vehicle, the oil outlets of the first reducer 1 and the second reducer 2 are higher than the first valve structure 4. This can be understood as the first reducer 1 and the second reducer 2 being located on the side of the first oil reservoir 3 closest to the vehicle roof. Taking the vehicle in a first tilted state as an example, the first reducer 1 is higher than the second reducer 2, so the lubricating oil in the first oil reservoir 3 will flow into the second reducer 2. Since the second reducer 2 is higher than the first oil reservoir 3 in the height direction of the vehicle, the lubricating oil in the first oil reservoir 3 needs to overcome the height difference to flow from the return port of the first oil reservoir 3 to the second reducer 2. The height of the lubricating oil must be greater than the height difference for it to flow into the second reducer 2, which to some extent restricts the flow of lubricating oil and effectively increases the tilt angle at which the lubricating oil in the return port of the first oil reservoir 3 flows to the oil reservoir port of the second reducer 2.

[0053] Similarly, when the vehicle is in the second tilted state, since the first reducer 1 is higher than the second oil reservoir 6 in the vehicle's height direction, the lubricating oil in the first oil reservoir 3 needs to overcome the height difference to flow from the return port of the first oil reservoir 3 to the first reducer 1. The height of the lubricating oil must be greater than the height difference for it to flow to the first reducer 1, thus increasing the tilt angle at which the lubricating oil from the return port of the first oil reservoir 3 flows to the oil reservoir port of the first reducer 1. With this configuration, the fact that the oil outlets of the first reducer and the second reducer 2 are higher than the first valve structure 4 further avoids a large difference in the amount of lubricating oil inside the first reducer 1 and the second reducer 2, thereby increasing the stability of the drive system.

[0054] like Figure 4 As shown, in some embodiments, the drive system further includes a second valve structure 5 and a second oil reservoir 6; the second valve structure 5 includes a fourth valve port 5A and a fifth valve port 5B, the fourth valve port 5A being connected to the oil inlet of the first reducer 1 and the oil inlet of the second reducer 2 respectively; the second oil reservoir 6 is used to contain lubricating oil, and the oil replenishment port of the second oil reservoir 6 is connected to the fifth valve port 5B.

[0055] When a vehicle operates at high speed, under heavy load, or frequently climbing hills, the torque and power transmitted by the reducer increase, and the frictional heat generated by gear meshing and bearing operation increases significantly, causing the oil temperature to rise. At this point, the lubricating oil in the first oil reservoir 3 cannot meet the heat dissipation needs of the first reducer 1 and the second reducer 2. More circulating lubricating oil is needed to cool the first reducer 1 and the second reducer 2. During this process, the fourth valve port 5A and the fifth valve port 5B can be connected through the second valve structure 5, allowing the lubricating oil inside the second oil reservoir 6 to compensate for the lubricating oil inside the first reducer 1 and the second reducer 2. This ensures that the second reducer 2 and the first reducer 1 receive sufficient heat dissipation, preventing the first reducer 1 and the second reducer 2 from being at high temperatures and causing internal component wear and failure.

[0056] When the vehicle is in normal operation, the first reducer 1 and the second reducer 2 are at normal temperature and torque. At this time, if there is too much lubricating oil inside the first reducer 1 and the second reducer 2, it will not only fail to increase the lubrication and cooling effect, but will also increase the resistance of gear rotation, thus reducing the working efficiency of the first reducer 1 and the second reducer 2. Therefore, when the first reducer 1 and the second reducer 2 are in normal working condition, the lubricating oil inside the first oil reservoir 3 is sufficient for cooling and lubrication of the first reducer 1 and the second reducer 2. Simultaneously, it can keep the fourth valve port 5A and the fifth valve port 5B of the second valve structure 5 in a blocked state, preventing the lubricating oil inside the second oil reservoir 6 from flowing out and avoiding increasing the workload of the first reducer 1 and the second reducer 2 due to excess lubricating oil in the second oil reservoir 6.

[0057] like Figure 4 As shown, in some embodiments, the second valve structure 5 further includes a sixth valve port 5C, and the drive system further includes a first pump body 7. The oil inlet of the first pump body 7 is connected to the oil outlet of the first oil storage container 3, and the oil outlet of the first pump body 7 is connected to the sixth valve port 5C. The second valve structure 5 can switch between a third working state and a fourth working state. When the first reducer 1 and the second reducer 2 return to normal from a high-temperature state, the second valve structure 5 can be in the third working state. The second valve structure 5 connects the sixth valve port 5C and the fifth valve port 5B, and blocks the sixth valve port 5C and the fourth valve port 5A. At this time, the first pump body 7 can transport part of the lubricating oil inside the first oil storage container 3 to the second storage container for storage, so as to reduce the total amount of lubricating oil circulating inside the drive system, thereby avoiding excessive lubricating oil circulating in the drive system, which would affect the working efficiency of the first reducer 1 and the second reducer 2.

[0058] When there is no need to replenish the second oil reservoir 6, the second valve can be switched to the fourth working state. The second valve structure 5 opens the sixth valve port 5C and the fourth valve port 5A, and blocks the sixth valve port 5C and the fifth valve port 5B. At this time, the lubricating oil in the second oil reservoir 6 can be prevented from flowing to the first reducer 1 and the second reducer 2. At the same time, the lubricating oil in the first oil reservoir 3 can be driven by the first pump body 7 to enter the first reducer 1 and the second reducer 2 through the sixth valve port 5C and the fourth valve port 5A, increasing the circulation speed of the lubricating oil in the drive system, thereby increasing the heat dissipation efficiency of the first reducer 1 and the second reducer 2.

[0059] like Figure 4As shown, in some embodiments, the second valve further includes a seventh valve port 5D; the drive system further includes a second pump body 8, the oil inlet of the second pump body 8 is connected to the oil outlet of the first oil storage container 3, and the oil outlet of the second pump body 8 is connected to the seventh valve port 5D; when the second valve structure 5 is in the third working state, the second valve structure 5 connects the sixth valve port 5C and the fifth valve port 5B, and connects the fourth valve port 5A and the seventh valve port 5D, and neither the sixth valve port 5C nor the fifth valve port 5B is connected to the fourth valve port 5A nor the seventh valve port 5D.

[0060] When the second oil reservoir 6 needs to be replenished with lubricating oil, the second valve can be put into the third working state. At this time, the first pump body 7 drives the lubricating oil through the sixth valve port 5C and the fifth valve port 5B to replenish the lubricating oil in the second oil reservoir 6. The second pump body 8 can drive the lubricating oil in the first oil reservoir 3 through the fourth valve port 5A and the seventh valve port 5D to the first reducer 1 and the second reducer 2 for lubrication and cooling.

[0061] In some possible embodiments, the sixth valve port 5C and the fourth valve port 5A may be connected, and the sixth valve port 5C and the seventh valve port 5D may not be connected. In this case, the sixth valve port 5C can only deliver lubricating oil to the fifth valve port 5B. At the same time, the flow rate of the second pump body 8 can be increased so that the seventh valve port 5D can deliver lubricating oil to both the fifth valve port 5B and the fourth valve port 5A. This allows the seventh valve port 5D to not only deliver lubricating oil to the first reducer 1 and the second reducer 2, but also assist the sixth valve port 5C in replenishing the second oil storage container 6.

[0062] In some other possible embodiments, the fifth valve port 5B may not be connected to the fourth valve port 5A and the seventh valve port 5D. At the same time, since the fourth valve port 5A is blocked from the sixth valve port 5C, the fourth valve port 5A and the seventh valve port 5D only deliver the lubricating oil conveyed by the second pump body 8 to the first reducer 1 and the second reducer 2, while the fifth valve port 5B and the sixth valve port 5C only replenish the lubricating oil to the second oil storage container 6 through the first pump body 7.

[0063] When the second valve structure 5 is in the fourth working state, it connects the sixth valve port 5C and the fourth valve port 5A, and also connects the fifth valve port 5B and the seventh valve port 5D. Neither the sixth valve port 5C nor the fourth valve port 5A connects to the fifth valve port 5B or the seventh valve port 5D. At this time, the lubricating oil driven by the second body enters the second oil reservoir 6 through the seventh valve port 5D and the fifth valve port 5B to replenish the oil in the second oil reservoir 6. Simultaneously, the first pump body 7 drives the lubricating oil from the sixth valve port 5C to the fourth valve port 5A to supply lubricating oil to the first reducer 1 and the second reducer 2. This configuration allows for the replenishment of oil to the second oil reservoir 6 and the first reducer 1 and the second reducer 2 through the cooperation of the first pump body 7 and the second pump body 8. If either the first pump body 7 or the second pump body 8 stops working for some reason, another pump can continue to supply lubricating oil to the first reducer 1 and the second reducer 2, while suspending the supply of lubricating oil to the second oil reservoir 6, thereby increasing the stability of the drive system. In some possible embodiments, when the second oil reservoir 6 does not require replenishment of lubricating oil, the replenishment of oil to the second oil reservoir 6 can be stopped by blocking the fifth valve port 5B from the other valve ports of the second valve structure 5.

[0064] In some possible embodiments, the second valve structure may be a four-way valve including a fourth valve port 5A, a fifth valve port 5B, a sixth valve port 5C, and a seventh valve port 5D. The second valve structure may also be composed of two valve bodies, one of which is a three-way valve including a fourth valve port 5A and a fifth valve port 5B, and the other valve body includes a sixth valve port 5C and a seventh valve port 5D. The two three-way valves cooperate with each other.

[0065] like Figure 4 As shown, in some embodiments, the drive system further includes a first motor and a second motor; the first motor is driven by a first reducer 1, and the second motor is driven by a second reducer 2; the main function of the first motor and the second motor is to provide power to the vehicle. The first motor includes a first rotor 11 and a first drive shaft 13 connected to the first rotor 11. The first motor can be driven by the first reducer 1 through the first drive shaft 13. In some possible embodiments, an oil injection port facing the first rotor 11 can be provided inside the housing of the first motor as the oil inlet of the first rotor 11, and a lubricating oil recovery port below the first rotor 11 can be provided as the oil outlet of the first rotor 11.

[0066] The oil inlet of the first rotor 11 is connected to the fourth valve port 5A, and the oil outlet of the first rotor 11 is connected to the oil return port of the first oil storage container 3. When the first rotor 11 needs to dissipate heat and lubricate, the lubricating oil flowing out through the fourth valve port 5A can enter the oil inlet of the first rotor 11 for spraying, and after flowing through the lubricating oil, it returns to the first oil storage container 3 through the oil outlet of the first rotor 11 and the oil return port of the first oil storage container 3 for circulation.

[0067] In some possible embodiments, a cooling oil passage can be provided inside the first drive shaft 13. The oil inlet of the cooling oil passage can serve as the oil inlet of the first drive shaft 13, and the oil outlet of the cooling oil passage can serve as the oil outlet of the first drive shaft 13. In other possible embodiments, an oil spray port facing the first drive shaft 13 can also be provided as the oil inlet of the first drive shaft 13. This application does not specify the specific structure and oil passage of the first drive shaft 13, and the selection can be made according to the actual design and cost considerations. The oil inlet of the first drive shaft 13 can be connected to the fourth valve port 5A, and the oil outlet of the first drive shaft 13 can be connected to the oil return port of the first oil storage container 3.

[0068] The second motor may also include a second rotor 12 and a second drive shaft 14. The second motor can be connected to the first reducer 1 via the second drive shaft 14. In some possible embodiments, an oil inlet facing the second rotor 12 can be provided inside the housing of the second motor as the oil inlet of the second rotor 12, and a lubricating oil recovery port below the second rotor 12 can be provided as the oil outlet of the second rotor 12. The oil inlet of the second rotor 12 is connected to the fourth valve port 5A, and the oil outlet of the second rotor 12 is connected to the return port of the first oil storage container 3. When the second rotor 12 needs to dissipate heat and lubricate, the lubricating oil flowing out through the fourth valve port 5A can enter the oil inlet of the second rotor 12 for injection, and after flowing through the lubricating oil, it can return to the first oil storage container 3 through the oil outlet of the second rotor 12 and the return port of the first oil storage container 3 for circulation.

[0069] In some possible embodiments, the second drive shaft 14 may also include an oil inlet and an oil outlet. In some possible embodiments, a cooling oil passage may also be provided inside the second drive shaft 14, with the oil inlet of the cooling oil passage serving as the oil inlet of the second drive shaft 14, and the oil outlet of the cooling oil passage serving as the oil outlet of the second drive shaft 14. In other possible embodiments, an oil injection port facing the second drive shaft 14 may be provided as the oil inlet of the second drive shaft 14. This application does not specify the specific structure and oil passage of the second drive shaft 14; selection can be made according to actual design and cost considerations. The oil inlet of the second drive shaft 14 can be connected to the fourth valve port 5A, and the oil outlet of the second drive shaft 14 can be connected to the oil return port of the first oil storage container 3.

[0070] With this configuration, lubricating oil can be simultaneously supplied to the first reducer 1, the second reducer 2, the first rotor 11, the second rotor 12, the first drive shaft 13, and the second drive shaft 14 through the fourth valve port 5A of the second valve structure 5, so as to dissipate heat from the first reducer 1, the second reducer 2, the first rotor 11, the second rotor 12, the first drive shaft 13, and the second drive shaft 14, thereby increasing the heat dissipation performance of the drive system.

[0071] like Figure 4 As shown, in some embodiments, the first motor further includes a first stator 9, the oil inlet of the first stator 9 being connected to the oil outlet of the second pump body 8, and the oil outlet of the first stator 9 being connected to the oil return port of the first oil storage container 3. In some possible embodiments, a heat dissipation circuit may be provided inside the first stator 9, the oil inlet of the heat dissipation circuit may serve as the oil inlet of the first stator 9, and the oil outlet of the heat dissipation circuit may serve as the oil outlet of the first stator 9. In other possible embodiments, the oil inlet of the first stator 9 may also be an oil injection port facing the first stator 9. This application does not limit the specific structure of the first stator 9, and the structure can be selected according to design and cost considerations.

[0072] The second motor also includes a second stator 10. The oil inlet of the second stator 10 is connected to the oil outlet of the second pump body 8, and the oil outlet of the second stator 10 is connected to the oil return port of the first oil storage container 3. In some possible embodiments, a heat dissipation circuit may also be provided inside the second stator 10. The oil inlet of the heat dissipation circuit can serve as the oil inlet of the second stator 10, and the oil outlet of the heat dissipation circuit can serve as the oil outlet of the second stator 10. In other possible embodiments, the oil inlet of the second stator 10 may also be an oil injection port facing the second stator 10. This application does not limit the specific structure of the second stator 10, and the choice can be made according to the actual situation such as design and cost.

[0073] The second pump body 8 can drive the lubricating oil inside the first oil reservoir 3 to the oil inlet of the first stator 9 and the oil inlet of the second stator 10, and then return the oil from the oil outlet of the first stator 9 and the oil outlet of the second stator 10 to the oil return port of the first oil reservoir 3, thereby dissipating heat from the first stator 9 and the second stator 10. This arrangement can further dissipate heat from the first motor and the second motor, thereby increasing the heat dissipation performance of the drive system.

[0074] In some possible embodiments, after the lubricating oil flows out of the outlet of the second pump body 8, it splits into two branches. The lubricating oil in the first branch flows to the second valve structure 5, while the lubricating oil in the second branch flows to the first stator 9 and the second stator 10. The second pump body 8 can serve as the main pump body for driving the lubricating oil. When the drive system is at normal operating temperature, the second valve body may only have the fourth valve port 5A and the fifth valve port 5B connected. While the first pump body 7 drives the lubricating oil to dissipate heat for the first stator 9 and the second stator 10, it also dissipates heat for the first reducer 1, the second reducer 2, the first rotor 11, the second rotor 12, the first drive shaft 13, and the second drive shaft 14 through the fourth valve port 5A and the seventh valve port 5D of the second pump body 8.

[0075] In some possible embodiments, the temperature relationship between the reducer and the motor can be determined by judging the rotor speed and torque value. When the motor speed is low and the torque is high, the first and second motors need to output a large current to generate high torque. At this time, the copper loss (proportional to the square of the current) increases significantly, causing the temperature of the first stator 9 and the second stator 10 to rise. However, the input speed of the first reducer 1 and the second reducer 2 is low, the gear meshing frequency is low, the oil churning loss and frictional heat are relatively small, and the heat generation rate is not high. Therefore, centralized heat dissipation is required for the first stator 9 and the second stator 10. At this time, the seventh valve port 5D and the fifth valve port 5B can be blocked, and the sixth valve port 5C can be connected to the fourth valve port 5A. The first pump body 7 provides lubricating oil for the first reducer 1, the second reducer 2, the first rotor 11, the second rotor 12, the first drive shaft 13, and the second drive shaft 14 to dissipate heat. The second pump body 8 pumps oil for the first stator 9 and the second stator 10, and makes the oil pumping rate of the first pump body 7 greater than the oil pumping rate of the second pump body 8, so that the first pump body 7 delivers more and faster flow rate lubricating oil to the first stator 9 and the second stator 10, thereby increasing the heat dissipation rate of the first stator 9 and the second stator 10.

[0076] Conversely, when the motor speed is high but the torque is low, the gear speed is extremely high, leading to a significant increase in the meshing frequency and a substantial increase in frictional heat and oil churning losses. At this time, the motor output torque is low, the current is low, and copper and iron losses are relatively small, resulting in less heat generation. Alternatively, the seventh valve port 5D and the fifth valve port 5B can be blocked, allowing the sixth valve port 5C to connect with the fourth valve port 5A. This also ensures that the oil pumping rate of the first pump body 7 is lower than that of the second pump body 8, enabling the second pump body 8 to deliver more and faster-flowing lubricating oil to the first reducer 1, the second reducer 2, the first rotor 11, the second rotor 12, the first drive shaft 13, and the second drive shaft 14, thereby increasing the heat dissipation rate.

[0077] In some other possible embodiments, only the seventh valve port 5D may be blocked so that the fifth valve port 5B and the sixth valve port 5C simultaneously deliver lubricating oil to the fourth valve port 5A, thereby increasing the total amount of lubricating oil flowing into the first reducer 1, the second reducer 2, the first rotor 11, the second rotor 12, the first drive shaft 13, and the second drive shaft 14, and thus increasing the heat dissipation efficiency.

[0078] like Figure 4 As shown, in some embodiments, the drive system may further include a heat exchange device 15. The oil inlet of the heat exchange device 15 may be connected to the oil outlet of the second pump body 8, and the oil outlet of the heat exchange device 15 may be connected to the seventh valve port 5D, the oil inlet of the first stator 9, and the oil inlet of the second stator 10. A circulating coolant may be provided inside the heat exchange device 15, which can exchange heat with the lubricating oil to cool the lubricating oil.

[0079] like Figure 4 As shown, in some embodiments, the drive system may further include a first filter 16 and a second filter 17. The oil inlet of the first filter 16 can be connected to the oil outlet of the first oil storage container 3, and the oil outlet of the first filter can be connected to the oil inlet of the first pump body 7, so as to filter the lubricating oil entering the first pump body 7, prevent impurities from entering the first pump body 7, and avoid damage to the first pump body 7. The oil inlet of the second filter 17 can be connected to the oil outlet of the first oil storage container 3, and the oil outlet of the second filter can be connected to the oil inlet of the second pump body 8, so as to filter the lubricating oil entering the second pump body 8, prevent impurities from entering the second pump body 8, and avoid damage to the second pump body 8.

[0080] like Figures 1 to 4 As shown, this application also provides a vehicle control method. This control scheme is used in the vehicle provided in this application. The control method includes: S101. Obtain vehicle attitude information and determine the vehicle's tilt state; In some possible embodiments, a level sensor can be installed on the vehicle. When the vehicle tilts, the level sensor can determine the tilt angle and, based on the tilt angle, classify the vehicle's tilt state. The vehicle's tilt state mainly includes a first tilt state and a second tilt state. The first tilt state can be observed from the front of the vehicle along the direction from the front to the rear, where the vehicle is tilted to the left. The second tilt state can be observed from the front of the vehicle along the direction from the rear, where the vehicle is tilted to the right. This application does not specifically limit the first and second tilt states; they can be selected according to the actual situation.

[0081] S1011. If the vehicle is in the first tilt state, the first valve structure 4 of the control drive system blocks the oil outlet of the first reducer 1 of the drive system from the oil return port of the first oil reservoir 3 of the drive system. Specifically, when in the first tilted state, the height of the first reducer 1 is higher than that of the second reducer 2 and the first oil reservoir 3 in the vertical direction. Blocking the oil outlet of the first reducer 1 from the oil return port of the first oil reservoir 3 of the drive system can prevent a large amount of lubricating oil from the first reducer 1 from flowing into the first oil reservoir 3 due to gravity, thus avoiding insufficient lubrication inside the first reducer 1.

[0082] For example, when the vehicle tilts to the left at an angle greater than 8°, the vehicle will be in the first tilt state. Due to the effect of gravity, the lubricating oil in the first reducer 1 is less, while the lubricating oil in the second reducer 2 is more. At this time, the oil outlet of the first reducer 1 is blocked from the oil return port of the first oil reservoir 3 of the drive system to prevent the lubricating oil inside the first reducer 1 from being lost.

[0083] S1012. If the vehicle is in the second tilt state, the first valve structure 4 blocks the oil outlet of the second reducer 2 of the drive system from the oil return port of the first oil storage container 3.

[0084] Specifically, when in the second tilted state, in the vertical direction, the height of the second reducer 2 is higher than that of the first reducer 1 and the first oil reservoir 3. Blocking the oil outlet of the second reducer 2 from the oil return port of the first oil reservoir 3 of the drive system can prevent a large amount of lubricating oil from the second reducer 2 from flowing into the first oil reservoir 3 due to gravity, thus avoiding insufficient lubrication inside the second reducer 2.

[0085] For example, when the vehicle tilts to the right at an angle greater than 8°, the vehicle will be in a second tilt state. Due to the effect of gravity, the lubricating oil in the second reducer 2 is less, while the lubricating oil in the first reducer 1 is more. At this time, the oil outlet of the second reducer 2 is blocked from the oil return port of the first oil reservoir 3 of the drive system to prevent the lubricating oil inside the first reducer 1 from being lost.

[0086] For example, the first valve structure 4 can be a solenoid valve. The vehicle can be equipped with a processor and a controller. The processor can receive and analyze the information from the level sensor, and then control the valve port of the first valve body structure to open or close through the controller. This application does not specifically limit the first valve structure 4 and its control method, but can limit it according to functional requirements and actual factors such as cost.

[0087] S102. Obtain the actual temperatures of the first reducer 1 and the second reducer 2, and determine whether the actual temperature information is greater than the corresponding preset temperature; in some possible embodiments, the temperature sensors inside the first reducer 1 and the second reducer 2 can be used to determine whether the first reducer 1 and the second reducer 2 exceed the preset temperature.

[0088] S1021. If the actual temperature is higher than the preset temperature, the fourth valve port 5A and the fifth valve port 5B of the second valve structure 5 of the control drive system are connected, so that the second oil reservoir 6 of the drive system replenishes lubricating oil to the first reducer 1 and the second reducer 2. By increasing the total amount of lubricating oil in the first reducer 1 and the second reducer 2, the first reducer 1 and the second reducer 2 can be better cooled. At the same time, the lubricating oil replenished into the first reducer 1 and the second reducer 2 also increases the amount of lubricating oil circulating in the drive system when it circulates, thereby increasing the heat dissipation efficiency of other components in the drive system. For example, the preset temperature can be 80° or 90°. This application does not limit the specific value of the preset temperature, and it can be selected according to the type of reducer and design and other actual conditions.

[0089] The amount of oil supplied by the second oil reservoir 6 to the first reducer 1 and the second reducer 2 can be determined based on the temperature of components such as the first reducer 1, the second reducer 2, the first stator 9, and the second stator 10 in the drive system. When the internal temperature of the drive system is high, the second oil reservoir 6 can release more lubricating oil. This application does not limit the specific amount of lubricating oil released by the second oil reservoir 6; it can be selected based on experiments and actual heat generation. Similarly, when the first reducer 1 and the second reducer 2 return to normal temperature from a high-temperature state, the excess lubricating oil can be transferred back to the second oil reservoir 6 through the first pump body 7 of the drive system to prevent excessive lubricating oil circulating in the drive system from burdening the size of the reducers. The amount of lubricating oil transferred back to the second oil reservoir 6 by the first pump body 7 is not specifically limited; it can be selected based on the type of lubricating oil and the type of reducer, among other practical considerations.

[0090] The above embodiments are merely preferred embodiments provided to fully illustrate the present invention, and the scope of protection of the present invention is not limited thereto. Equivalent substitutions or modifications made by those skilled in the art based on the present invention are all within the scope of protection of the present invention.

Claims

1. A drive system, characterized in that, The drive system is applicable to a vehicle, the vehicle being capable of being in a first tilt state or a second tilt state, the drive system comprising: A first reducer (1) and a second reducer (2) are arranged along the width direction of the vehicle. The first oil storage container (3) is used to hold lubricating oil. The oil outlet of the first oil storage container (3) is connected to the oil inlet of the first reducer (1) and the oil inlet of the second reducer (2). The first valve structure (4) is connected to the oil outlet of the first reducer (1), the oil outlet of the second reducer (2) and the oil return port of the first oil storage container (3). When the vehicle is in the first tilt state, in the vertical direction, the first reducer (1) is higher than the second reducer (2), and the first valve structure (4) blocks the oil outlet of the first reducer (1) from the oil return port of the first oil storage container (3). When the vehicle is in the second tilt state, in the vertical direction, the second reducer (2) is higher than the first reducer (1), and the first valve structure (4) blocks the oil outlet of the second reducer (2) from the oil return port of the first oil storage container (3); The first valve structure (4) includes a valve and a valve core (401). The first valve structure (4) is provided with a valve cavity and a first valve port (4A), a second valve port (4B), and a third valve port (4C) connected to the valve cavity. The first valve port (4A) is connected to the oil outlet of the first reducer (1), the second valve port (4B) is connected to the oil outlet of the second reducer (2), and the third valve port (4C) is connected to the oil return port of the first oil storage container (3). The valve core (401) is movably disposed within the valve cavity to switch between a first working state and a second working state. When the valve core (401) is in the first working state, the valve core (401) blocks the first valve port (4A) and the third valve port (4C) and connects the second valve port (4B) and the third valve port (4C). When the valve core (401) is in the second working state, the valve core (401) connects the first valve port (4A) and the third valve port (4C) and blocks the second valve port (4B) and the third valve port (4C). When the vehicle is in the first tilt state, the valve core (401) is in the first working state, and when the vehicle is in the second tilt state, the valve core (401) is in the second working state.

2. The drive system according to claim 1, characterized in that, Along the height direction of the vehicle, the oil outlet of the first reducer (1) and the oil outlet of the second reducer (2) are higher than the first valve structure (4).

3. The drive system according to claim 1, characterized in that, Also includes: The second valve structure (5) includes a fourth valve port (5A) and a fifth valve port (5B), and the second valve structure (5) can block or open the fourth valve port (5A) and the fifth valve port (5B); the fourth valve port (5A) is connected to the oil inlet of the first reducer (1) and the oil inlet of the second reducer (2) respectively. The second oil storage container (6) is used to hold lubricating oil. The oil replenishment port of the second oil storage container (6) is connected to the fifth valve port (5B) and is used to replenish lubricating oil to the first reducer (1) and the second reducer (2).

4. The drive system according to claim 3, characterized in that, The second valve structure (5) also includes a sixth valve port (5C); The drive system also includes a first pump body (7), the oil inlet of the first pump body (7) is connected to the oil outlet of the first oil storage container (3), and the oil outlet of the first pump body (7) is connected to the sixth valve port (5C). The second valve structure (5) can switch between the third working state and the fourth working state. When the second valve structure (5) is in the third working state, the second valve structure (5) opens the sixth valve port (5C) and the fifth valve port (5B) and blocks the sixth valve port (5C) and the fourth valve port (5A) so that the first pump body (7) delivers the lubricating oil in the first oil storage container (3) to the second oil storage container (6). When the second valve structure (5) is in the fourth working state, the second valve structure (5) connects the sixth valve port (5C) and the fourth valve port (5A) and blocks the sixth valve port (5C) and the fifth valve port (5B) so that the first pump body (7) delivers the lubricating oil in the first oil storage container (3) to the first reducer (1) and the second reducer (2).

5. The drive system according to claim 4, characterized in that, The second valve also includes a seventh valve port (5D); The drive system also includes: The second pump body (8) has an oil inlet connected to the oil outlet of the first oil storage container (3) and an oil outlet connected to the seventh valve port (5D). When the second valve structure (5) is in the third working state, the second valve structure (5) connects the sixth valve port (5C) and the fifth valve port (5B), and connects the fourth valve port (5A) and the seventh valve port (5D). Neither the sixth valve port (5C) nor the fifth valve port (5B) is connected to the fourth valve port (5A) nor the seventh valve port (5D). When the second valve structure (5) is in the fourth working state, the second valve structure (5) connects the sixth valve port (5C) and the fourth valve port (5A), and connects the fifth valve port (5B) and the seventh valve port (5D). Neither the sixth valve port (5C) nor the fourth valve port (5A) connects to the fifth valve port (5B) nor the seventh valve port (5D).

6. The drive system according to claim 5, characterized in that, It also includes a first motor and a second motor, the first motor being driven by the first reducer (1), and the second motor being driven by the second reducer (2); The first motor includes a first stator (9), the oil inlet of the first stator (9) is connected to the oil outlet of the second pump body (8), and the oil outlet of the first stator (9) is connected to the oil return port of the first oil storage container (3). The second motor includes a second stator (10), the oil inlet of the second stator (10) is connected to the oil outlet of the second pump body (8), and the oil outlet of the second stator (10) is connected to the oil return port of the first oil storage container (3). And / or, the first motor includes a first rotor (11), the oil inlet of the first rotor (11) is connected to the fourth valve port (5A), the oil outlet of the first rotor (11) is connected to the oil return port of the first oil storage container (3), and the second motor includes a second rotor (12), the oil inlet of the second rotor (12) is connected to the fourth valve port (5A), and the oil outlet of the second rotor (12) is connected to the oil return port of the first oil storage container (3).

7. A vehicle, characterized in that, Includes the drive system described in any one of claims 1-6.

8. A method for controlling a vehicle, characterized in that, For use in the vehicle of claim 7, the control method includes: Obtain vehicle attitude information and determine the vehicle's tilt state; If the vehicle is in a first tilt state, the first valve structure of the drive system is controlled to block the oil outlet of the first reducer of the drive system from the oil return port of the first oil reservoir of the drive system; If the vehicle is in the second tilt state, the first valve structure blocks the oil outlet of the second reducer of the drive system from the oil return port of the first oil reservoir.

9. The vehicle control method according to claim 8, characterized in that, Also includes: Obtain the actual temperatures of the first reducer and the second reducer, and determine whether the actual temperature information is greater than the preset temperature; If the actual temperature is greater than the preset temperature, the fourth and fifth valve ports of the second valve structure of the drive system are connected so that the second oil storage container of the drive system replenishes lubricating oil for the first reducer and the second reducer.

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