Driving system of vehicle and vehicle with same

Abstract

The invention discloses a driving system of a vehicle and the vehicle with the driving system, and relates to the technical field of vehicles. The driving system comprises a driving part, a head end transmission assembly, a first transmission assembly, a second transmission assembly, a speed change mechanism and a tail end transmission assembly, the driving part is in transmission connection with the head end transmission assembly, the first transmission assembly is in transmission connection with the head end transmission assembly, and the first transmission assembly is in selective transmission connection with the second transmission assembly through the speed change mechanism. By arranging the multi-stage speed reducing mechanism, the better speed reducing and torque increasing effects can be achieved, so that the power performance of the vehicle is improved, the passenger carrying capacity, the cargo carrying capacity and the gradeability during heavy load of the vehicle are improved, and the central axis of the head end transmission assembly, the central axis of the first transmission assembly and the central axis of the second transmission assembly are parallel. The driving system can be reasonable and compact in structure and small in occupied space, the arrangement difficulty of the driving system can be reduced, arrangement of other systems and assemblies of a vehicle is facilitated, and maintenance is convenient.

Description

Technical Field

[0001] This invention relates to the field of vehicle technology, and in particular to a vehicle drive system and a vehicle having the same. Background Technology

[0002] In related technologies, the drive system plays the role of driving the vehicle. For vehicles, especially heavy trucks, the demand for passenger and cargo carrying capacity and power for climbing hills under heavy load is increasing. However, the current drive system is difficult to meet the power demand of the vehicle, and its architecture is unreasonable, occupies a lot of space, and affects the spatial layout of the vehicle. Summary of the Invention

[0003] The present invention aims to at least solve one of the technical problems existing in the prior art. Therefore, one object of the present invention is to provide a vehicle drive system that improves the vehicle's power performance, and has a reasonable and compact structure, occupies little space, and is easy to maintain.

[0004] The present invention further proposes a vehicle having the above-described drive system.

[0005] A vehicle drive system according to an embodiment of the present invention includes: a drive member, a front-end transmission assembly, the drive member being driveably connected to the front-end transmission assembly; a first transmission assembly, a second transmission assembly, a transmission mechanism, and a rear-end transmission assembly, wherein the first transmission assembly is driveably connected to the front-end transmission assembly and has a transmission ratio greater than 1, the second transmission assembly is driveably connected to the rear-end transmission assembly and has a transmission ratio greater than 1, the first transmission assembly is selectively driveably connected to the second transmission assembly via the transmission mechanism, and the transmission mechanism is operable to make the transmission ratio between the first transmission assembly and the second transmission assembly adjustable; the central axis of the front-end transmission assembly, the central axis of the first transmission assembly, and the central axis of the second transmission assembly are parallel.

[0006] According to the vehicle drive system of the present invention, by setting a multi-stage reduction mechanism, a better deceleration and torque increase effect can be achieved, thereby improving the vehicle's power performance, passenger and cargo carrying capacity, and hill climbing ability under heavy load. Furthermore, by making the central axis of the first transmission component, the central axis of the first transmission component, and the central axis of the second transmission component parallel, the drive system structure can be made reasonable and compact, occupying little space, which helps to reduce the difficulty of the drive system layout, facilitates the layout of other vehicle systems and assemblies, and facilitates maintenance.

[0007] According to some embodiments of the present invention, the head end transmission assembly includes: a head end transmission shaft and a head end transmission gear. The first transmission assembly includes: a first transmission shaft and a first transmission gear. The head end transmission gear is disposed on the head end transmission shaft, and the first transmission gear is disposed on the first transmission shaft. The head end transmission shaft is connected to the driving member for transmission. The head end transmission gear meshes with the first transmission gear and the transmission ratio is greater than 1.

[0008] According to some embodiments of the present invention, the transmission mechanism includes: a plurality of first shift gears and a plurality of second shift gears, wherein the plurality of first shift gears and the plurality of second shift gears mesh one-to-one to form a plurality of pairs of shift gear pairs, wherein the transmission ratios of the plurality of pairs of shift gear pairs are different, and the first transmission component and the second transmission component are selectively connected by any pair of shift gear pairs.

[0009] According to some embodiments of the present invention, the transmission mechanism further includes: a shifter, the first transmission component includes: a first transmission shaft, the second transmission component includes: a second transmission shaft, a plurality of first shift gears are loosely fitted and the shifter is disposed on one of the first transmission shaft and the second transmission shaft, a plurality of second shift gears are disposed on the other of the first transmission shaft and the second transmission shaft, and the shifter can selectively drively connect with one of the first shift gears.

[0010] According to some embodiments of the present invention, the first shift gear has engaging teeth, and the shifter includes: a gear hub and a sliding sleeve, the gear hub being disposed on one of the first drive shaft and the second drive shaft, and the sliding sleeve being movably disposed on the gear hub and selectively engaging with the engaging teeth.

[0011] According to some embodiments of the present invention, there are three first shift gears and two shifters, one of which is disposed between the two first shift gears, and the other of which is disposed on the side of the third first shift gear away from the remaining first shift gears.

[0012] According to some embodiments of the present invention, the transmission ratio of some of the shift gear pairs is greater than 1, and the transmission ratio of other parts of the shift gear pairs is less than or equal to 1.

[0013] According to some embodiments of the present invention, the second transmission component includes: a second transmission shaft and a second transmission gear, the second transmission gear being disposed on the second transmission shaft; the end transmission component includes: an end transmission shaft and an end transmission gear, the second transmission gear meshing with the end transmission gear and having a transmission ratio greater than 1.

[0014] According to some embodiments of the present invention, the end drive assembly further includes: a differential, wherein the housing of the differential integrates the end drive gear, and the differential is drively connected to the end drive shaft.

[0015] The vehicle according to an embodiment of the present invention includes the drive system of the vehicle described above.

[0016] Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0017] The above and / or additional aspects and advantages of the present invention will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which: Figure 1 This is a schematic diagram of the architecture of a drive system according to an embodiment of the present invention.

[0018] Figure label: Drive component 1; Head-end transmission assembly 2; Head-end transmission shaft 21; Head-end transmission gear 22; First transmission assembly 3; first transmission shaft 31; first transmission gear 32; Second transmission assembly 4; second transmission shaft 41; second transmission gear 42; Transmission mechanism 5; first shift gear 51; engagement gear 511; first mating shift gear 512; second mating shift gear 513; third mating shift gear 514; second shift gear 52; shifter 53; gear hub 531; sliding sleeve 532; first shifter 533; second shifter 534; End drive assembly 6; end drive shaft 61; end drive gear 62; 7. Differential; 8. Front housing of reducer; 9. Rear cover of reducer; Drive system 10. Detailed Implementation

[0019] Embodiments of the present invention are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and should not be construed as limiting the present invention.

[0020] The following is for reference. Figure 1 A drive system 10 for a vehicle and a vehicle having the same are described according to embodiments of the present invention.

[0021] like Figure 1As shown, the vehicle drive system 10 according to an embodiment of the present invention includes: a drive component 1, a front-end transmission assembly 2, a first transmission assembly 3, a second transmission assembly 4, a transmission mechanism 5, and a rear-end transmission assembly 6.

[0022] The driving component 1 can be configured as a drive motor, and is connected to the first-end transmission assembly 2. In some embodiments of this application, the driving component 1 and the first-end transmission assembly 2 can be connected by means of, but not limited to, direct connection, coupling connection, gear pair connection, spline connection, etc. The driving component 1 can output power, and the power of the driving component 1 can be transmitted to the first-end transmission assembly 2. Both the first-end transmission assembly 2 and the first transmission assembly 3 can include a drive shaft, and the first transmission assembly 3 is connected to the first-end transmission assembly 2. In some embodiments of this application, the first transmission assembly 3 and the first-end transmission assembly 2 can be connected by means of, but not limited to, gear pair connection.

[0023] The first transmission component 2 can transmit power to the first transmission component 3. The transmission ratio between the first transmission component 3 and the first transmission component 2 is greater than 1. The transmission ratio between the first transmission component 3 and the first transmission component 2 can be, but is not limited to, 5, 10, 20, etc., to achieve a speed reduction and torque increase effect. The second transmission component 4 is connected to the end transmission component 6. The second transmission component 4 may include a transmission shaft. As some embodiments of this application, the second transmission component 4 and the end transmission component 6 can be connected by, but is not limited to, direct connection, coupling connection, gear pair connection, spline connection, etc. The second transmission component 4 can transmit power to the end transmission component 6. The transmission ratio between the second transmission component 4 and the end transmission component 6 is greater than 1. The transmission ratio between the second transmission component 4 and the end transmission component 6 can be, but is not limited to, 5, 10, 20, etc., to achieve a speed reduction and torque increase effect.

[0024] The first transmission assembly 3 is selectively connected to the second transmission assembly 4 via the transmission mechanism 5. When the first transmission assembly 3 is connected to the second transmission assembly 4 via the transmission mechanism 5, the power of the drive component 1 can be sequentially transmitted to the first transmission assembly 2, the first transmission assembly 3, and the second transmission assembly 4 to drive the corresponding transmission assemblies to rotate. When the first transmission assembly 3 is disconnected from the second transmission assembly 4, the vehicle is in neutral mode. The transmission mechanism 5 is operable to make the transmission ratio between the first transmission assembly 3 and the second transmission assembly 4 adjustable, thereby changing the speed and torque relationship to achieve flexible control of power adjustment so that the power performance provided by the drive system 10 meets the user's needs.

[0025] It should be noted that the transmission ratio between the first transmission assembly 2 and the first transmission assembly 3 is greater than 1, and the first transmission assembly 2 and the first transmission assembly 3 can constitute a first-stage reduction mechanism. The first transmission assembly 3, the second transmission assembly 4, and the transmission mechanism 5 can constitute a second-stage reduction mechanism. The transmission ratio between the second transmission assembly 4 and the last transmission assembly 6 is greater than 1, and the second transmission assembly 4 and the last transmission assembly 6 can constitute a third-stage reduction mechanism. The power of the last transmission assembly 6 can be transmitted to the wheels to drive them to rotate. By setting up a three-stage reduction mechanism, the effect of speed reduction and torque increase can be effectively achieved, thereby improving the vehicle's power performance.

[0026] As some embodiments of this application, the transmission mechanism 5 can make the transmission ratio between the first transmission component 3 and the second transmission component 4 less than or equal to 1, so that the vehicle has good high-speed driving performance.

[0027] Understandably, by setting the transmission mechanism 5, the transmission ratio of the drive system 10 can be switched according to driving needs, so that the drive system 10 can meet the power performance requirements of various road conditions.

[0028] Furthermore, the central axis of the first transmission component 2, the central axis of the first transmission component 3, and the central axis of the second transmission component 4 are parallel. This arrangement makes the drive system 10 simple and compact in structure, occupies less space in the vehicle, improves transmission smoothness, and facilitates maintenance and assembly.

[0029] As some embodiments of this application, the central axis of the first transmission component 2, the central axis of the first transmission component 3, the central axis of the second transmission component 4, and the central axis of the end transmission component 6 are arranged sequentially and parallel to each other. This arrangement can further reduce the space occupied by the drive system 10 and make the drive system 10 more compact.

[0030] In the above embodiments, by setting up a multi-stage reduction mechanism, a better reduction and torque increase effect can be achieved, thereby improving the vehicle's power performance, passenger and cargo carrying capacity, and hill climbing ability under heavy load. Furthermore, by making the central axis of the first transmission component 2, the central axis of the first transmission component 3, and the central axis of the second transmission component 4 parallel, the drive system 10 can be structurally reasonable and compact, occupying little space. This helps to reduce the difficulty of arranging the drive system 10, facilitates the arrangement of other systems and assemblies in the vehicle, and makes maintenance easier.

[0031] As some embodiments of this application, such as Figure 1 As shown, the drive system 10 may also include a reducer front housing 8 and a reducer rear cover 9. The two ends of the first transmission assembly 2, the first transmission assembly 3, the second transmission assembly 4, and the last transmission assembly 6 can be supported on the reducer front housing 8 and the reducer rear cover 9 by bearings to improve the structural stability of the drive system 10.

[0032] The drive system 10 proposed in this application has a large gear ratio and a small gear ratio step, which can increase the range of the drive component 1 in the high-efficiency range, thereby improving the system's power transmission efficiency. Furthermore, the drive system 10 has a large power output, making it suitable for medium and heavy-duty trucks.

[0033] In some embodiments of this application, such as Figure 1 As shown, the first-end transmission assembly 2 may include: a first-end transmission shaft 21 and a first-end transmission gear 22. The first-end transmission gear 22 may be disposed on the first-end transmission shaft 21. As some embodiments of this application, the first-end transmission gear 22 may be interference-fitted with the first-end transmission shaft 21, screwed, keyed, etc. The first transmission assembly 3 includes: a first transmission shaft 31 and a first transmission gear 32. The first transmission gear 32 may be disposed on the first transmission shaft 31. As some embodiments of this application, the first transmission gear 32 may be interference-fitted with the first transmission shaft 31, screwed, keyed, etc.

[0034] The first drive shaft 21 can be connected to the drive component 1, and the first drive gear 22 meshes with the first drive gear 32. The power of the drive component 1 can be transmitted sequentially to the first drive shaft 21, the first drive gear 22, the first drive gear 32, and the first drive shaft 31 to achieve the effect of power transmission. The transmission ratio between the first drive gear 22 and the first drive gear 32 is greater than 1. The transmission ratio between the first drive gear 22 and the first drive gear 32 can be, but is not limited to, 5, 10, 20, etc. In the process of the first drive gear 22 transmitting power to the first drive gear 32, the effect of deceleration and torque increase can be achieved to increase torque and improve the power performance of the vehicle.

[0035] In some embodiments of this application, such as Figure 1 As shown, the transmission mechanism 5 includes: multiple first shift gears 51 and multiple second shift gears 52. The number of first shift gears 51 can be two, three, four, etc., and the number of second shift gears 52 can also be two, three, four, etc. The number of first shift gears 51 can be the same as the number of second shift gears 52. The multiple first shift gears 51 can mesh one-to-one with the multiple second shift gears 52 to form multiple pairs of shift gear pairs. The transmission ratios of the multiple pairs of shift gear pairs are different. As some other embodiments of this application, the transmission mechanism 5 may include three pairs of shift gear pairs, and the transmission ratios of the three pairs of shift gear pairs are all different, which can be 0.8, 1, and 1.2, respectively. The first transmission component 3 and the second transmission component 4 can be selectively connected through any pair of shift gear pairs to adjust the power output of the vehicle according to actual needs to meet the different power requirements of the user.

[0036] As some other embodiments of this application, the transmission mechanism 5 may include three pairs of shift gear pairs, each with a different transmission ratio, which may be 0.5, 1, or 2 respectively. One pair of shift gear pairs is a speed-increasing gear pair, another pair is a speed-reducing gear pair, and the transmission ratio of one pair of shift gear pairs is 1 (at constant speed) to meet different driving needs of the vehicle.

[0037] In some embodiments of this application, such as Figure 1 As shown, the transmission mechanism 5 may also include a gear shifter 53, which can change the torque and speed output by the engine by changing different gear combinations to obtain power that meets the user's requirements.

[0038] The first transmission assembly 3 may include a first transmission shaft 31, the second transmission assembly 4 may include a second transmission shaft 41, a plurality of first shift gears 51 are loosely fitted and a shifter 53 is disposed on one of the first transmission shaft 31 and the second transmission shaft 41, and a plurality of second shift gears 52 are disposed on the other of the first transmission shaft 31 and the second transmission shaft 41.

[0039] For example, multiple first shift gears 51 can be loosely fitted onto the first drive shaft 31, the shifter 53 is disposed on the first drive shaft 31, and multiple second shift gears 52 are disposed on the second drive shaft 41. As some embodiments of this application, multiple second shift gears 52 can be connected to the second drive shaft 41 for transmission. The second shift gears 52 and the second drive shaft 41 can be connected for transmission by means of, but not limited to, direct connection, spline connection, etc.

[0040] Alternatively, multiple first shift gears 51 can be loosely fitted onto the second drive shaft 41, the shifter 53 is located on the second drive shaft 41, multiple second shift gears 52 are located on the first drive shaft 31, and multiple second shift gears 52 can be connected to the first drive shaft 31 for transmission. The second shift gears 52 and the first drive shaft 31 can be connected for transmission by, but not limited to, direct connection, spline connection, etc.

[0041] The gear shifter 53 can selectively connect to one of the first shift gears 51. When the gear shifter 53 is located on the first drive shaft 31, the power of the first drive shaft 31 can be transmitted sequentially to the gear shifter 53, the first shift gear 51, the second shift gear 52, and the second drive shaft 41. Alternatively, when the gear shifter 53 is located on the second drive shaft 41, the power of the first drive shaft 31 can be transmitted sequentially to the first shift gear 51, the second shift gear 52, the gear shifter 53, and the second drive shaft 41, thus transmitting the power of the first drive shaft 31 to the second drive shaft 41. This arrangement allows for flexible gear switching to meet different driving needs of the vehicle, and its structure is reasonable and easy to arrange.

[0042] In some embodiments of this application, such as Figure 1 As shown, the first shift gear 51 may have engaging teeth 511, and the shifter 53 may include a gear hub 531 and a sliding sleeve 532. The gear hub 531 may be located on one of the first drive shaft 31 and the second drive shaft 41. For example, the gear hub 531 may be located on the first drive shaft 31. As some embodiments of this application, the gear hub 531 and the first drive shaft 31 may be connected by means of, but not limited to, direct connection, spline connection, etc. Alternatively, the gear hub 531 may be located on the second drive shaft 41, and the gear hub 531 and the second drive shaft 41 may be connected by means of, but not limited to, direct connection, spline connection, etc.

[0043] The following description uses an example where a shifter 53 is located on a first drive shaft 31, and multiple first shift gears 51 are loosely fitted onto the first drive shaft 31. A sliding sleeve 532 is movably mounted on a gear hub 531. The sliding sleeve 532 can move relative to the gear hub 531 along the axial direction of the first drive shaft 31, and can selectively engage with a meshing tooth 511. When the sliding sleeve 532 moves relative to the gear hub 531, it can mesh with the meshing tooth 511 of one of the first shift gears 51, thereby indirectly connecting the first drive shaft 31 to the first shift gear 51. This allows the power from the first drive shaft 31 to be transmitted to the first shift gear 51, and then, through the second shift gear 52, to the second drive shaft 41. In this case, if the transmission ratio between the first shift gear 51 and the corresponding second shift gear 52 is greater than 1, a speed reduction and torque increase effect can be achieved; if the transmission ratio is less than 1, a speed increase effect can be achieved. By setting the gear hub 531 and the sliding sleeve 532, users can quickly and reliably shift gears according to road conditions and vehicle speed requirements to meet power demands.

[0044] In some embodiments of this application, such as Figure 1 As shown, there are three first shift gears 51, namely the first cooperating shift gear 512, the second cooperating shift gear 513, and the third cooperating shift gear 514. Taking the shifter 53 located on the first drive shaft 31 and multiple first shift gears 51 loosely fitted on the first drive shaft 31 as an example, the first cooperating shift gear 512, the second cooperating shift gear 513, and the third cooperating shift gear 514 can be arranged along the axial direction of the first drive shaft 31. There are two shifters 53, namely the first shifter 533 and the second shifter 534. The first shifter 533 and the second shifter 534 can be arranged along the axial direction of the first drive shaft 31.

[0045] One shifter 53 can be located between two first shift gears 51. For example, the first shifter 533 can be located between the first mating shift gear 512 and the second mating shift gear 513. Another shifter 53 is located on the side of the third first shift gear 51 opposite to the other first shift gears 51. For example, the second shifter 534 can be located on the side of the third mating shift gear 514 opposite to the first mating shift gear 512 and the second mating shift gear 513. This arrangement is reasonable, compact, and space-saving, while also providing rapid shifting and quick response. The three first shift gears 51 can have different transmission ratios to form three different gears. This arrangement allows for a larger gear ratio and a smaller gear order, enabling the drive unit 1 to operate within its high-efficiency range, improving the efficiency of the drive system 10, and better meeting the vehicle's diverse power requirements.

[0046] Furthermore, the engagement teeth 511 of the first and second gear shifting gears 512 and 513 can both face the first gear shifter 533, and the engagement teeth 511 of the third gear shifting gear 514 can face the second gear shifter 534. This arrangement can optimize the spatial layout and help improve shifting stability and speed.

[0047] In some embodiments of this application, such as Figure 1 As shown, some shift gear pairs have a transmission ratio greater than 1, while others have a transmission ratio less than or equal to 1. For example, the transmission ratio between the second shift gear 513 and the corresponding second shift gear 52 can be 5, 10, 20, etc., and the transmission ratio between the third shift gear 514 and the corresponding second shift gear 52 can be 5, 10, 20, etc. By selectively engaging the first shifter 533 with the second shift gear 513 and the third shift gear 514, a speed reduction and torque increase effect is achieved. Alternatively, the transmission ratio between the first shift gear 512 and the corresponding second shift gear 52 can be 0.2, 0.5, 1, etc., to achieve a speed increase or constant speed power transmission effect, thereby giving the vehicle good high-speed driving performance.

[0048] In some embodiments of this application, such as Figure 1 As shown, the second transmission assembly 4 includes: a second transmission shaft 41 and a second transmission gear 42. The second transmission gear 42 is disposed on the second transmission shaft 41 and can be connected to the second transmission shaft 41 for transmission. The second transmission gear 42 and the second transmission shaft 41 can be connected for transmission by means of, but not limited to, direct connection, spline connection, etc.

[0049] Furthermore, the end drive assembly 6 may include: an end drive shaft 61 and an end drive gear 62. The second drive gear 42 may mesh with the end drive gear 62. The power of the second drive shaft 41 may be transmitted to the end drive shaft 61 through the second drive gear 42 and the end drive gear 62. The transmission ratio between the second drive gear 42 and the end drive gear 62 may be greater than 1. The transmission ratio between the second drive gear 42 and the end drive gear 62 may be 5, 10, or 20, so as to achieve the effect of deceleration and torque increase, thereby improving the vehicle's power performance, passenger and cargo carrying capacity, and hill climbing ability under heavy load.

[0050] As some embodiments of this application, the first transmission gear 22, the first transmission gear 32, the second transmission gear 42, the first shift gear 51, and the second shift gear 52 can all adopt a high helical tooth and large helix angle design to improve the overlap of gears and improve transmission stability.

[0051] In some embodiments of this application, such as Figure 1 As shown, the end-drive assembly 6 also includes a differential 7, which enables the left and right (or front and rear) wheels to rotate at different speeds. The housing of the differential 7 integrates the end-drive gear 62. As some embodiments of this application, the housing of the differential 7 can be welded to the end-drive gear 62, screwed together, etc.

[0052] In this embodiment, the differential 7 is connected to the end drive shaft 61. As part of some embodiments of this application, the end drive shaft 61 may include two half-shafts, each located at one end of the differential 7 and connected to it. Each half-shaft is connected to one of the two wheels. The power from the end drive gear 62 is sequentially transmitted to the differential 7 as a whole, the half-shafts, and the wheels, thereby driving the wheels to rotate. This allows the left and right wheels to rotate at different speeds, improving the vehicle's steering performance, off-road capability, and power performance.

[0053] The vehicle according to the embodiments of this application includes the drive system 10 of the vehicle described in the above embodiments. By setting a multi-stage reduction mechanism, a better reduction and torque increase effect can be achieved, thereby improving the vehicle's power performance, passenger and cargo carrying capacity, and hill-climbing ability under heavy load. Furthermore, by making the central axis of the first transmission component 2, the central axis of the first transmission component 3, and the central axis of the second transmission component 4 parallel, the drive system 10 can be structurally reasonable and compact, occupying little space, which helps to reduce the difficulty of arranging the drive system 10, facilitates the arrangement of other systems and assemblies of the vehicle, and facilitates maintenance.

[0054] In the description of this invention, it should be understood that the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," and "circumferential" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention.

[0055] In the description of this invention, "first feature" and "second feature" may include one or more of the features.

[0056] In the description of this invention, "a plurality of" means two or more.

[0057] In the description of this invention, the first feature being "above" or "below" the second feature may include the first and second features being in direct contact, or it may include the first and second features not being in direct contact but being in contact through another feature between them.

[0058] In the description of this invention, the terms "above," "over," and "on top" for the first feature and the second feature include the first feature being directly above or diagonally above the second feature, or simply indicating that the first feature is at a higher horizontal level than the second feature.

[0059] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0060] Although embodiments of the invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the claims and their equivalents.

Claims

1. A drive system (10) for a vehicle, characterized in that, include: The driving component (1) and the head end transmission assembly (2) are connected in a transmission manner; The system comprises a first transmission assembly (3), a second transmission assembly (4), a speed change mechanism (5), and an end transmission assembly (6). The first transmission assembly (3) is connected to the first end transmission assembly (2) with a transmission ratio greater than 1. The second transmission assembly (4) is connected to the end transmission assembly (6) with a transmission ratio greater than 1. The first transmission assembly (3) is selectively connected to the second transmission assembly (4) through the speed change mechanism (5). The speed change mechanism (5) is operable to make the transmission ratio between the first transmission assembly (3) and the second transmission assembly (4) adjustable. The central axis of the first transmission component (2), the central axis of the first transmission component (3), and the central axis of the second transmission component (4) are parallel.

2. The drive system (10) of the vehicle according to claim 1, characterized in that, The first end transmission assembly (2) includes: a first end transmission shaft (21) and a first end transmission gear (22). The first transmission assembly (3) includes: a first transmission shaft (31) and a first transmission gear (32). The first end transmission gear (22) is disposed on the first end transmission shaft (21), and the first transmission gear (32) is disposed on the first transmission shaft (31). The first end transmission shaft (21) is connected to the driving member (1) in a transmission connection. The first end transmission gear (22) meshes with the first transmission gear (32) and the transmission ratio is greater than 1.

3. The drive system (10) of the vehicle according to claim 1, characterized in that, The transmission mechanism (5) includes: a plurality of first shift gears (51) and a plurality of second shift gears (52). The plurality of first shift gears (51) and the plurality of second shift gears (52) mesh one-to-one to form a plurality of pairs of shift gear pairs. The transmission ratios of the plurality of pairs of shift gear pairs are different. The first transmission component (3) and the second transmission component (4) are selectively connected by any pair of shift gear pairs.

4. The drive system (10) of the vehicle according to claim 3, characterized in that, The transmission mechanism (5) further includes a shifter (53). The first transmission assembly (3) includes a first transmission shaft (31). The second transmission assembly (4) includes a second transmission shaft (41). A plurality of first shift gears (51) are loosely fitted and the shifter (53) is disposed in one of the first transmission shaft (31) and the second transmission shaft (41). A plurality of second shift gears (52) are disposed in the other of the first transmission shaft (31) and the second transmission shaft (41). The shifter (53) can selectively drive to one of the first shift gears (51).

5. The drive system (10) of the vehicle according to claim 4, characterized in that, The first shift gear (51) has engagement teeth (511), and the shifter (53) includes a gear hub (531) and a sliding sleeve (532). The gear hub (531) is disposed in one of the first drive shaft (31) and the second drive shaft (41), and the sliding sleeve (532) is movably disposed in the gear hub (531) and selectively engages with the engagement teeth (511).

6. The drive system (10) of the vehicle according to claim 5, characterized in that, There are three first shift gears (51) and two shifters (53). One shifter (53) is located between two first shift gears (51), and the other shifter (53) is located on the side of the third first shift gear (51) away from the other first shift gears (51).

7. The drive system (10) of the vehicle according to claim 3, characterized in that, The transmission ratio of some of the shift gear pairs is greater than 1, while the transmission ratio of other shift gear pairs is less than or equal to 1.

8. The drive system (10) of the vehicle according to claim 1, characterized in that, The second transmission assembly (4) includes: a second transmission shaft (41) and a second transmission gear (42), wherein the second transmission gear (42) is disposed on the second transmission shaft (41); The end drive assembly (6) includes: an end drive shaft (61) and an end drive gear (62), wherein the second drive gear (42) meshes with the end drive gear (62) and the transmission ratio is greater than 1.

9. The drive system (10) of the vehicle according to claim 8, characterized in that, The end drive assembly (6) further includes a differential (7), the housing of which is integrated with the end drive gear (62), and the differential (7) is connected to the end drive shaft (61) for transmission.

10. A vehicle, characterized in that, Includes at least one drive system (10) for a vehicle according to any one of claims 1-9.

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