Transmission structure, drive assembly and vehicle

Abstract

The application discloses a transmission structure, a driving assembly and a vehicle, relates to the technical field of vehicles, and aims to solve the problem of large output torque demand of a vehicle motor. The transmission structure comprises a first transmission assembly, a second transmission assembly and a torque distribution device. The first transmission assembly is suitable for being in driving connection with a first wheel; the second transmission assembly is suitable for being in driving connection with a second wheel; the torque distribution device is in driving connection between the first transmission assembly and the second transmission assembly, and the torque distribution device has a disconnected state and a coupled state; when the torque distribution device is in the coupled state, the torque of one of the first transmission assembly and the second transmission assembly can be transmitted to the other; when the torque distribution device is in the disconnected state, the first transmission assembly and the second transmission assembly respectively transmit torque independently.

Description

Technical Field

[0001] This invention relates to the field of vehicle technology, and more particularly to transmission structures, drive assemblies, and vehicles. Background Technology

[0002] To enhance the user's driving experience, vehicles are equipped with a U-turn function, which involves turning the left and right wheels of the vehicle in opposite directions, causing the vehicle to rotate clockwise or counterclockwise around its center of gravity to achieve a U-turn.

[0003] However, when a vehicle makes a U-turn, the output torque requirement of the vehicle's motor is relatively large. In order to meet the output torque requirement of the motor, the size of the motor needs to be set to be large, which will result in the motor occupying a large space in the vehicle and affecting the vehicle's space configuration. Summary of the Invention

[0004] The purpose of this invention is to provide a transmission structure, drive assembly, and vehicle, aiming to solve the problem of high output torque requirements of vehicle motors.

[0005] To achieve the above objectives, the present invention adopts the following technical solution:

[0006] A first aspect of the present invention provides a transmission mechanism, including a first transmission component, a second transmission component, and a torque distribution device. The first transmission component is adapted to be connected to a first wheel; the second transmission component is adapted to be connected to a second wheel; the torque distribution device is drively connected between the first transmission component and the second transmission component, and the torque distribution device has a disconnected state and a coupled state; when the torque distribution device is in the coupled state, the torque of one of the first transmission component and the second transmission component can be transmitted to the other; when the torque distribution device is in the disconnected state, the first transmission component and the second transmission component transmit torque independently.

[0007] With the above settings, when the torque distribution device is in the disconnected state, the first transmission component can drive the first wheel to rotate independently, and the second transmission component can drive the second wheel to rotate independently, thereby realizing the forward or backward movement of the vehicle.

[0008] When the torque distribution device is in a coupled state, the torque of one of the first transmission component and the second transmission component can be transmitted to the other.

[0009] In this way, when the vehicle makes a U-turn, the torque requirement of the first wheel is relatively small. After part of the torque transmitted by the first transmission component is transmitted to the first wheel, the other part of the torque transmitted by the first transmission component can be transmitted to the second transmission component through the torque distribution device, so as to jointly transmit torque to the second wheel with the second transmission component. This realizes the torque transmission between the first wheel and the second wheel, reducing the torque requirement of the second transmission component.

[0010] In some embodiments, the torque distribution device includes a first transmission section, a second transmission section, and a switching section. The first transmission section is drivenly connected to a first transmission assembly, and the second transmission section is drivenly connected to a second transmission assembly. The switching section is drivenly connected between the first transmission section and the second transmission section, and is used to couple or disconnect the first transmission section and the second transmission section, so that the torque distribution device switches between a coupled state and a disconnected state.

[0011] In some embodiments, the first transmission part includes a first gear, the first transmission assembly includes a first meshing member, and the first gear and the first meshing member are connected in a transmission manner.

[0012] In some embodiments, the second transmission part includes a second gear, and the second transmission assembly includes a second meshing member. The second gear and the second meshing member are connected in a transmission manner.

[0013] In some embodiments, the first meshing element includes a first driving gear and a first driven gear, which form a first primary reducer.

[0014] In some embodiments, the second meshing element includes a second driving gear and a second driven gear, the second driving gear and the second driven gear forming a second primary reducer.

[0015] In some embodiments, the first gear meshes with the first driven gear, and the second gear meshes with the second driving gear.

[0016] In some embodiments, the first meshing element further includes a third gear and a fourth gear, which form a first-stage reducer. The third gear is drively connected to the first driven gear.

[0017] In some embodiments, the third gear is coaxially arranged with the first driven gear and is fixedly connected to the first driven gear.

[0018] In some embodiments, the first gear meshes with the fourth gear, and the second gear meshes with the second driven gear.

[0019] In some embodiments, the second meshing element further includes a fifth gear and a sixth gear, the fifth gear and the sixth gear forming a second-stage reducer. The fifth gear and the second driven gear are drively connected.

[0020] In some embodiments, the fifth gear is coaxially arranged with the second driven gear and is fixedly connected to the second driven gear.

[0021] In some embodiments, the first gear meshes with the third gear, and the second gear meshes with the sixth gear.

[0022] In some embodiments, the first meshing element further includes a first drive shaft adapted to drive between the first driven gear and the first wheel.

[0023] In some embodiments, the second meshing member further includes a second drive shaft, which is adapted to be driveably connected between the second driven gear and the second wheel.

[0024] In some embodiments, the first gear meshes with the first driven gear, and the second gear meshes with the second drive shaft.

[0025] In some embodiments, the first meshing member further includes a third gear and a fourth gear, which form a first-stage reducer. The third gear is drive-connected to a first driven gear. The second meshing member further includes a fifth gear and a sixth gear, which form a second-stage reducer. The fifth gear and the second driven gear are drive-connected. A first drive shaft is adapted to drive between the fourth gear and a first wheel. A first drive shaft is adapted to drive between the sixth gear and the first wheel.

[0026] In some embodiments, the first gear meshes with the fourth gear, and the second gear meshes with the second drive shaft.

[0027] In some embodiments, the switching unit includes a clutch connected between the first transmission unit and the second transmission unit.

[0028] In some embodiments, the transmission mechanism has a first operating state and a second operating state. When the transmission mechanism is in the first operating state, the switching unit drives the first transmission part and the second transmission part to disconnect. When the transmission mechanism is in the second operating state, the switching unit drives the first transmission part and the second transmission part to couple together.

[0029] In some embodiments, the torque distribution device includes a first transmission part, a second transmission part, and a moving member. The first transmission part is driveably connected to a first transmission assembly, and the second transmission part is driveably connected to a second transmission assembly. The first and second transmission parts are fixedly connected. The moving member is movable between a first position and a second position to drive the first and second transmission parts to move. When the torque distribution device is in a disconnected state, the moving member is in the first position, and the first and second transmission parts are disconnected from the first and second transmission assemblies. When the torque distribution device is in a coupled state, the moving member is in the second position, and the first and second transmission parts are driveably connected to the first and second transmission assemblies.

[0030] A second aspect of the present invention provides a drive assembly including the aforementioned transmission mechanism, a first drive member, and a second drive member. The first drive member is driveably connected to a first transmission assembly and is used to transmit power to the first transmission assembly. The second drive member is driveably connected to a second transmission assembly and is used to transmit power to the second transmission assembly.

[0031] In some embodiments, the first drive member is disposed on the side of the first transmission assembly opposite to the second transmission assembly. The second drive member is disposed on the side of the second transmission assembly opposite to the first transmission assembly.

[0032] A third aspect of the present invention provides a vehicle including the transmission mechanism or the drive assembly described above.

[0033] In some embodiments, the vehicle further includes a body, a first wheel, and a second wheel. The first wheel is connected to the underside of the body and is drive-connected to a first transmission assembly. The second wheel is connected to the underside of the body and is drive-connected to a second transmission assembly. Attached Figure Description

[0034] To more clearly illustrate the technical solutions of the embodiments of this application, the drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0035] Figure 1 A schematic diagram of the external structure of a vehicle provided in an embodiment of this application;

[0036] Figure 2 for Figure 1 A schematic diagram of a drive assembly;

[0037] Figure 3 for Figure 1 Schematic diagram of the external structure of the transmission mechanism;

[0038] Figure 4 for Figure 3 The transmission mechanism from Figure 3 A schematic diagram of the external structure when viewed from the Y-direction;

[0039] Figure 5 for Figure 3 The transmission mechanism from Figure 3 A schematic diagram of the external structure when viewed from the X-axis.

[0040] Figure 6 for Figure 1 Another structural diagram of the drive assembly.

[0041] Figure label:

[0042] 100. Vehicle; 10. Body; 20. First wheel; 30. Second wheel; 40. Drive assembly;

[0043] 101. Transmission mechanism; 1. First transmission assembly; 12. First meshing element; 121. First primary reducer; 122. First primary reducer; 13. First drive shaft; 14. First driving gear; 15. First driven gear; 16. Third gear; 17. Fourth gear;

[0044] 2. Second transmission assembly; 22. Second meshing element; 221. Second primary reducer; 222. Second secondary reducer; 23. Second drive shaft; 24. Second driving gear; 25. Second driven gear; 26. Fifth gear; 27. Sixth gear;

[0045] 3. Torque distribution device; 31. First gear; 32. Second gear; 33. Switching unit;

[0046] 4. First driving component; 5. Second driving component. Detailed Implementation

[0047] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0048] In the description of this invention, it should be understood that the terms "upper," "lower," "left," "right," "front," "rear," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or relative positional relationship shown in the accompanying drawings. They are used only for the convenience of describing the invention and for 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 the invention. Unless otherwise specified, the above-described orientation can be flexibly set in practical applications, provided that the relative positional relationship shown in the accompanying drawings is satisfied.

[0049] The terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this invention, unless otherwise stated, "a plurality of" means two or more.

[0050] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," "linking," and "communication" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection. They can refer to a direct connection or an indirect connection through an intermediate medium, or a communication between the internal components of two elements. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0051] In embodiments of the invention, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, article, or apparatus that includes that element.

[0052] In embodiments of the present invention, the terms "exemplary" or "for example" are used to indicate that something is an example, illustration, or description. Any embodiment or design described as "exemplary" or "for example" in embodiments of the present invention should not be construed as being more preferred or advantageous than other embodiments or designs. Rather, the use of the terms "exemplary" or "for example" is intended to present the relevant concepts in a specific manner.

[0053] In the description of this specification, specific features, structures, materials, or characteristics may be combined in any suitable manner in one or more embodiments or examples.

[0054] This application provides a vehicle, such as Figure 1 As shown, Figure 1 This is a schematic diagram of the external structure of the vehicle 100 provided in the embodiments of this application. The vehicle 100 can be a pure electric vehicle, a hybrid electric vehicle, a plug-in hybrid electric vehicle, a range-extended electric vehicle, a fuel vehicle, etc. The vehicle 100 can also be a sedan, a truck, a bus, a lorry, a trailer, etc. This application does not specifically limit the type of vehicle 100.

[0055] The vehicle 100 includes a body 10 and multiple wheels connected to the underside of the body 10, and the multiple wheels rotate to move the body 10.

[0056] like Figure 1 As shown, the vehicle 100 also includes a drive assembly 40. The drive assembly 40 is connected to the body 10 and is used to drive the wheels to rotate, thereby enabling the vehicle 100 to drive.

[0057] In some embodiments, the vehicle 100 is equipped with a U-turn function. When the vehicle 100 needs to turn around, the wheels on both sides of the vehicle 100 will rotate in opposite directions along the width direction of the vehicle 100. For example, the wheel on the left side of the vehicle 100 rotates forward, and the wheel on the right side of the vehicle 100 rotates backward. This can drive the vehicle body 10 to rotate clockwise around its own center of mass, thereby realizing the U-turn of the vehicle 100.

[0058] Alternatively, the wheel on the left side of vehicle 100 can rotate backward and the wheel on the right side of vehicle 100 can rotate forward, thus causing the vehicle body 10 to rotate counterclockwise around its own center of mass, which can also achieve the same effect of turning the vehicle 100 around in place.

[0059] In this way, compared to turning and making a U-turn while moving forward, the vehicle 100 does not need to occupy too much space when making a U-turn on the spot. Thus, even in a narrow space, the vehicle 100 can still make a U-turn, thereby improving the driving and riding experience of the passengers.

[0060] Research has shown that the output torque required to drive the wheels at different positions to rotate during a 100-degree turn is different.

[0061] Taking a clockwise U-turn as an example, the wheel on the left side of vehicle 100 rotates forward, and the wheel on the right side rotates backward. During this process, for the front wheel at the front of vehicle 100 and the rear wheel at the rear, the output torque driving the inner wheel is greater than the output torque driving the outer wheel. Taking the front wheel at the front of vehicle 100 as an example, when vehicle 100 rotates clockwise, the right front wheel on the right is the inner wheel, and the left front wheel on the left is the outer wheel. Similarly, when vehicle 100 rotates counterclockwise, the right front wheel on the right is the outer wheel, and the left front wheel on the left is the inner wheel.

[0062] Specifically, please refer to Table 1, which shows the simulation results of the torque of each wheel when a vehicle makes a 100° clockwise U-turn in place:

[0063] Table 1

[0064]

[0065]

[0066] It is evident that during the process of vehicle 100 making a U-turn, there is a significant difference in the torque demand between the left and right wheels of vehicle 100.

[0067] In order to meet the driving needs of the vehicle under different conditions, the output torque of the vehicle's drive system needs to meet the maximum output torque requirement of any one wheel. This would result in excessive power demand on the drive system, leading to an excessively large drive system size, which in turn would affect the space configuration of the drive system and the vehicle.

[0068] Based on this, such as Figure 2 , Figure 3 As shown, Figure 2 for Figure 1 A schematic diagram of the structure of the drive assembly 40. Figure 3 for Figure 2 The external structure diagram of the transmission mechanism 101 shows that this application provides a drive assembly 40 that can realize torque transmission function. The drive assembly 40 includes a first drive member 4, a second drive member 5, and a transmission mechanism 101.

[0069] The first driving member is adapted to drive the first wheel 20 to rotate. The second driving member is adapted to drive the second wheel 30 to rotate. The torque output by the first driving member 4 and the second driving member 5 is transmitted through the transmission mechanism 101.

[0070] For example, the drive assembly 40 can be disposed at the front end of the vehicle 100 to achieve torque transmission between the two front wheels of the vehicle 100. The drive assembly 40 can also be disposed at the rear end of the vehicle 100 to achieve torque transmission between the two rear wheels of the vehicle 100.

[0071] For example, a drive assembly 40 can be set at the front and rear ends of the vehicle 100 respectively to realize torque transmission between the wheels at the front and rear ends of the vehicle 100.

[0072] Specifically, such as Figure 2 , Figure 3 As shown, the transmission mechanism 101 includes a first transmission assembly 1 and a second transmission assembly 2. The first transmission assembly 1 is adapted to be connected to the first wheel 20 in a transmission manner. The second transmission assembly 2 is adapted to be connected to the second wheel 30 in a transmission manner.

[0073] Specifically, the first driving member 4 is connected to the first transmission assembly 1 for transmitting power to the first transmission assembly 1. The second driving member 5 is connected to the second transmission assembly 2 for transmitting power to the second transmission assembly 2.

[0074] In this way, the first drive component 4 can drive the first wheel 20 to rotate through the first transmission assembly 1, and the second drive component 5 can drive the second wheel 30 to rotate through the second transmission assembly 2, thereby driving the vehicle 100 to move.

[0075] For ease of description, the following description of the U-turn process of vehicle 100 will be based on the example of vehicle 100 making a clockwise U-turn, with the first wheel 20 being the right front wheel of vehicle 100 and the second wheel 30 being the left front wheel of vehicle 100.

[0076] like Figure 2 , Figure 3 As shown, the transmission mechanism 101 also includes a torque distribution device 3. The torque distribution device 3 is drively connected between the first transmission component 1 and the second transmission component 2, and the torque distribution device 3 has a disconnected state and a coupled state.

[0077] When the torque distribution device 3 is in a coupled state, the torque of one of the first transmission component 1 and the second transmission component 2 can be transmitted to the other.

[0078] When the torque distribution device 3 is in the disconnected state, the first transmission component 1 and the second transmission component 2 transmit torque separately.

[0079] With the above settings, when the torque distribution device 3 is in the disconnected state, the first transmission component 1 can transmit torque to the first wheel 20 independently, and the second transmission component 2 can transmit torque to the second wheel 30 independently, thereby realizing the forward or backward movement of the vehicle 100.

[0080] When the torque distribution device 3 is in a coupled state, the torque of one of the first transmission component 1 and the second transmission component 2 can be transmitted to the other.

[0081] In this way, during the process of the vehicle 100 making a U-turn, the torque requirement of the first wheel 20 is relatively small. After part of the torque transmitted by the first transmission component 1 is transmitted to the first wheel 20, the other part of the torque transmitted by the first transmission component 1 can be transmitted to the second transmission component 2 through the torque distribution device 3, so as to transmit torque to the second wheel 30 together with the second transmission component 2, thereby realizing the torque transmission between the first wheel 20 and the second wheel 30 and reducing the torque requirement of the second transmission component 2.

[0082] Thus, while meeting the torque requirements of the second wheel 30, the torque required for the second transmission component 2 can be reduced by transmitting torque from the first transmission component 1 to the second transmission component 2, thereby reducing the power requirement of the second drive component 5 and consequently reducing the size of the second drive component 5, which facilitates the spatial arrangement of the second drive component 5.

[0083] Correspondingly, during the counter-clockwise U-turn of vehicle 100, the second transmission component 2 can transmit torque to the first transmission component 1, thereby reducing the power requirement of the first drive component 4 and thus reducing the size of the first drive component 4, facilitating its spatial arrangement. This reduces the size of the drive assembly 40, making the spatial arrangement of the drive assembly 40 and vehicle 100 easier.

[0084] It needs to be explained that, taking a vehicle 100 making a clockwise U-turn as an example, when the first drive component 4 and the second drive component 5 drive the first wheel 20 and the second wheel 30 to rotate respectively, since the output torque of the second drive component 5 is less than the torque requirement of the second wheel 30, the second drive component 5 alone cannot drive the second wheel 30 to rotate, and the second transmission component 2 cannot transmit torque to the first transmission component 1. However, after the first drive component 4 drives the first wheel 20 to rotate, the first drive component 4 can increase the output torque and transmit this part of the torque to the second transmission component 2 through the first transmission component 1 to drive the second wheel 30 to rotate, thereby simultaneously driving the first wheel 20 and the second wheel 30 to rotate, realizing the transmission of torque between the first wheel 20 and the second wheel 30.

[0085] In some embodiments, such as Figure 2 , Figure 3 As shown, the torque distribution device 3 includes a first transmission part, a second transmission part, and a switching part 33. The first transmission part is connected to the first transmission assembly 1, and the second transmission part is connected to the second transmission assembly 2.

[0086] The switching unit 33 is connected between the first transmission unit and the second transmission unit to couple or disconnect the first transmission unit and the second transmission unit so that the torque distribution device 3 switches between the coupled state and the disconnected state.

[0087] It is understandable that when the torque distribution device 3 is in the disconnected state and the coupled state, the first transmission component and the second transmission component will rotate in the same direction as the first transmission assembly 1 and the second transmission assembly 2, respectively.

[0088] In this way, the switching unit 33 drives the first transmission unit and the second transmission unit to disconnect, so that the first transmission unit and the second transmission unit cannot transmit power, and can drive the first transmission unit and the second transmission unit to couple, so that the first transmission unit and the second transmission unit are connected to transmit power, thereby realizing the transmission of torque.

[0089] In other embodiments, the torque distribution device 3 includes a first transmission part, a second transmission part, and a moving part. The first transmission part is capable of being driven to the first transmission assembly 1, and the second transmission part is capable of being driven to the second transmission assembly 2. The first transmission part and the second transmission part are fixedly connected. The moving part is capable of moving between a first position and a second position.

[0090] When the torque distribution device 3 is in the disconnected state, the moving part is in the first position, the first transmission part is disconnected from the first transmission assembly 1, and the second transmission part is disconnected from the second transmission assembly 2.

[0091] When the torque distribution device 3 is in the coupled state, the moving part is in the second position, the first transmission part is connected to the first transmission assembly 1, and the second transmission part is connected to the second transmission assembly 2.

[0092] In this way, the first transmission part and the second transmission part can be driven to move simultaneously by the moving part, so that the first transmission part and the second transmission part are respectively connected or disconnected from the first transmission assembly 1 and the second transmission assembly 2, thereby realizing the switching of the torque distribution device 3 between the disconnected state and the coupled state.

[0093] In some embodiments, the switching unit 33 includes a clutch connected between the first transmission unit and the second transmission unit. This allows coupling of the first and second transmission units to be achieved by driving them to move towards each other, and disengagement of the first and second transmission units by driving them to move in opposite directions.

[0094] In other embodiments, the switching unit 33 may include a brake that is fixedly connected to one of the first transmission unit and the second transmission unit, and is capable of being connected to or disconnected from the other of the first transmission unit and the second transmission unit.

[0095] For example, the first transmission part may include a first transmission belt, the second transmission part may include a second transmission belt, and the first transmission component 1 and the second transmission component 2 transmit torque through the transmission belt.

[0096] For example, the first transmission part may include a first transmission rod, the second transmission part may include a second transmission rod, and the first transmission component 1 and the second transmission component 2 transmit torque through the transmission rod.

[0097] For example, the first transmission unit includes a first gear 31. The second transmission unit includes a second gear 32.

[0098] With the above configuration, torque is transmitted between the first transmission component 1 and the second transmission component 2 via gears. Compared to the transmission of torque between the first transmission component 1 and the second transmission component 2 via transmission belts, transmission rods, etc., the transmission of torque between the first transmission component 1 and the second transmission component 2 via gears has higher structural strength, thus improving the stability of torque transmission between the first transmission component 1 and the second transmission component 2. Moreover, compared to transmission belts, transmission rods, etc., the structure of gear transmission is easier to implement, which facilitates the configuration of the torque distribution device 3.

[0099] In some embodiments, such as Figure 2, Figure 3 As shown, the first transmission assembly 1 includes a first meshing member 12, a first gear 31, and a transmission connection between the first meshing member 12 and the first gear 31.

[0100] In this way, the first transmission component 1 can transmit torque to the first gear 31 through the first meshing member 12, thereby realizing the transmission of torque.

[0101] In some embodiments, such as Figure 2 , Figure 3 As shown, the second transmission assembly 2 includes a second meshing member 22. The second gear 32 and the second meshing member 22 are connected in a transmission manner.

[0102] In this way, the second transmission component 2 can transmit torque to the second gear 32 through the second meshing member 22, thereby realizing torque transmission.

[0103] Based on this, in some embodiments, such as Figure 3 As shown, the first meshing member 12 includes a first driving gear 14 and a first driven gear 15, which together form a first primary reducer 121.

[0104] Specifically, the first drive gear 14 is fixedly connected to the output shaft of the first drive member 4.

[0105] With the above settings, during the process of the first driving member 4 driving the first wheel 20 to rotate, the torque transmitted by the first driving member 4 can be increased by the first primary reducer 121 and then transmitted to the first wheel 20, which makes it easier to drive the first wheel 20 to rotate.

[0106] In some embodiments, such as Figure 3 As shown, the second meshing member 22 includes a second driving gear 24 and a second driven gear 25, and the second driving gear 24 and the second driven gear 25 form a second primary reducer 221.

[0107] Specifically, the second drive gear 24 is fixedly connected to the output shaft of the second drive member 5.

[0108] With the above settings, during the process of the second drive component 5 driving the second wheel 30 to rotate, the torque transmitted by the second drive component 5 can be increased by the second primary reducer 221 and then transmitted to the second wheel 30, which makes it easier to drive the first wheel 20 to rotate.

[0109] In some embodiments, such as Figure 3 As shown, the first gear 31 meshes with the first driven gear 15, and the second gear 32 meshes with the second driving gear 24.

[0110] With the above settings, when the torque distribution device 3 is in a coupled state, the first driving member 4 can drive the first driving gear 14 to rotate in the same direction, the first driving gear 14 can drive the first driven gear 15 to rotate in the opposite direction, and the first driven gear 15 can drive the first gear 31 to rotate in the opposite direction, that is, the first driving gear 14 can drive the first gear 31 to rotate in the same direction.

[0111] The second driving component 5 can drive the second driving gear 24 to rotate in the same direction, and the second driving gear 24 can drive the second gear 32 to rotate in the opposite direction, that is, the second driving gear 24 can drive the first gear 31 to rotate in the opposite direction.

[0112] Furthermore, since the first gear 31 and the second gear 32 rotate in the same direction when coupled, when the torque distribution device 3 is in the coupled state, the direction of the first gear 31 is matched with the direction of the first meshing member 12, and the direction of the second gear 32 is matched with the direction of the second meshing member 22, thus enabling the transmission of torque between the first gear and the second gear.

[0113] In some embodiments, such as Figure 3 , Figure 4 As shown, Figure 4 for Figure 3 Transmission mechanism 101 from Figure 3 The external structure diagram when viewed from the Y direction shows that the first meshing member 12 also includes a third gear 16 and a fourth gear 17, which together form the first stage reducer 122; the third gear 16 is connected to the first driven gear 15 for transmission.

[0114] With the above settings, during the process of the first driving member 4 driving the first wheel 20 to rotate, the torque transmitted from the first driving member 4 to the first transmission assembly 1 can be increased by the first primary reducer 121 and then transmitted to the first primary reducer 122, and then increased again by the first primary reducer 122 and transmitted to the first wheel 20, which can further facilitate the rotation of the first wheel 20.

[0115] In some embodiments, such as Figure 3 As shown, the third gear 16 is coaxially arranged with the first driven gear 15 and is fixedly connected to the first driven gear 15.

[0116] With the above configuration, compared to the first-stage reducer 122 and the first primary reducer 121 being connected by the meshing of the third gear 16 and the first driven gear 15, the third gear 16 is coaxially arranged with the first driven gear 15 and is fixedly connected to the first driven gear 15. This results in a higher connection strength between the third gear 16 and the first driven gear 15, which ensures stable torque transmission and saves the space occupied by the first transmission component 1 in the radial direction of the third gear 16, thereby improving the integration of the first transmission component 1 and facilitating the spatial arrangement of the first transmission component 1.

[0117] In some embodiments, the first gear 31 meshes with the fourth gear 17, and the second gear 32 meshes with the second driven gear 25.

[0118] With the above configuration, the torque distribution device 3 can transmit torque between the second primary reducer 221 and the first primary reducer 122. Compared to directly transmitting torque between the first primary reducer 121 and the second primary reducer 221, the torque distribution device 3 operates at a lower speed, thus reducing the possibility of damage during rotation and ensuring its normal function. Furthermore, it reduces the structural strength requirements of the torque distribution device 3, allowing for a smaller size and easier space allocation.

[0119] In some embodiments, such as Figure 3 , Figure 5 As shown, Figure 5 for Figure 3 Transmission mechanism 101 from Figure 3 The external structure diagram when viewed from the X direction shows that the second meshing member 22 also includes a fifth gear 26 and a sixth gear 27. The fifth gear 26 and the sixth gear 27 form a second-stage reducer 222. The fifth gear 26 and the second driven gear 25 are connected in a transmission connection.

[0120] With the above settings, during the process of the second drive member 5 driving the second wheel 30 to rotate, the torque transmitted from the second drive member 5 to the second transmission assembly 2 can be increased by the second primary reducer 221 and then transmitted to the second stage reducer 222, and then increased again by the second stage reducer 222 before being transmitted to the second wheel 30, thus further facilitating the rotation of the second wheel 30.

[0121] In some embodiments, such as Figure 3 As shown, the fifth gear 26 is coaxially arranged with the second driven gear 25 and is fixedly connected to the second driven gear 25.

[0122] With the above configuration, compared to the transmission connection between the second stage reducer 222 and the second primary reducer 221 achieved by meshing the fifth gear 26 with the second driven gear 25, the fifth gear 26 is coaxially arranged with the second driven gear 25 and is fixedly connected to the second driven gear 25. This results in a higher connection strength between the fifth gear 26 and the second driven gear 25, which ensures stable torque transmission and saves the space occupied by the second transmission component 2 in the radial direction of the fifth gear 26, thereby improving the integration of the second transmission component 2 and facilitating the space arrangement of the second transmission component 2.

[0123] Based on this, in some embodiments, such as Figure 3 As shown, the first driving member 4 is located on the side of the first transmission assembly 1 that faces away from the second transmission assembly 2. The second driving member 5 is located on the side of the second transmission assembly 2 that faces away from the first transmission assembly 1.

[0124] With the above arrangement, compared to the first drive component 4 being located between the first transmission assembly 1 and the second transmission assembly 2, or the second drive component 5 being located between the second transmission assembly 2 and the first transmission assembly 1, the first drive component 4 is located on the side of the first transmission assembly 1 facing away from the second transmission assembly 2, and the second drive component 5 is located on the side of the second transmission assembly 2 facing away from the first transmission assembly 1. The first transmission assembly 1 and the second transmission assembly 2 can be arranged close to each other, thereby avoiding the first transmission assembly 1 and the second transmission assembly 2 occupying too much space, thereby further improving the integration of the drive assembly 40 and facilitating the space arrangement of the drive assembly 40.

[0125] In some embodiments, the first gear 31 meshes with the third gear 16, and the second gear 32 meshes with the sixth gear 27.

[0126] With the above configuration, the torque distribution device 3 can transmit torque between the second-stage reducer 222 and the first-stage reducer 122. Compared to directly transmitting torque between the first-stage reducer 122 and the second primary reducer 221, the torque distribution device 3 operates at a lower speed, thus reducing the possibility of damage during rotation and ensuring its normal function. Furthermore, it reduces the structural strength requirements of the torque distribution device 3, allowing for a smaller size and facilitating its spatial arrangement.

[0127] In some embodiments, such as Figure 6 As shown, the first meshing member 12 also includes a first drive shaft, which is adapted to be connected between the first driven gear 15 and the first wheel 20.

[0128] It should be noted that, under the above circumstances, the first driving component 4 and the first transmission shaft are only transmitted through two stages via the first primary reducer 121.

[0129] In this way, the first transmission assembly 1 can transmit torque to the first wheel 20 through the first drive shaft 13, so that the first transmission assembly 1 and the first drive member 4 do not need to be located at the first wheel 20, so as to facilitate the spatial arrangement of the first transmission assembly 1 and the first drive member 4.

[0130] In some embodiments, such as Figure 6 As shown, the second meshing member 22 also includes a second drive shaft, which is adapted to be connected between the second driven gear 25 and the second wheel 30.

[0131] It should be noted that, under the above circumstances, the second drive component 5 and the second transmission shaft are only connected by two-stage transmission through the second primary reducer 221.

[0132] In this way, the second transmission assembly 2 can transmit torque to the second wheel 30 through the second drive shaft 23, so that the second transmission assembly 2 and the second drive member 5 do not need to be located at the second wheel 30, so as to facilitate the spatial arrangement of the second transmission assembly 2 and the second drive member 5.

[0133] In some embodiments, the first gear 31 meshes with the first driven gear 15, and the second gear 32 meshes with the second drive shaft.

[0134] With the above settings, when the torque distribution device 3 is in a coupled state, the torque transmitted from the first transmission component 1 to the second transmission component 2 can be directly transmitted to the second wheel 30, which can reduce energy loss during torque transmission and improve energy utilization.

[0135] Furthermore, the torque distribution device 3 can transmit torque between the first primary reducer 121 and the second drive shaft. Compared to directly transmitting torque between the first primary reducer 121 and the second primary reducer 221, the torque distribution device 3 operates at a lower speed, thus reducing the possibility of damage during rotation and ensuring its normal function. This also reduces the structural strength requirements of the torque distribution device 3, allowing for a smaller size and facilitating its spatial arrangement.

[0136] In other embodiments, such as Figure 6 As shown, the first drive shaft is adapted to be connected between the fourth gear 17 and the first wheel 20. The first drive shaft is also adapted to be connected between the sixth gear 27 and the first wheel 20.

[0137] It should be noted that, in the above configuration, the first drive member 4 and the first transmission shaft undergo a three-stage transmission via a first primary reducer 121 and a first secondary reducer 122. The second drive member 5 and the second transmission shaft undergo a three-stage transmission via a second primary reducer 221 and a second secondary reducer 222.

[0138] The first gear 31 meshes with the fourth gear 17, and the second gear 32 meshes with the second drive shaft.

[0139] With the above configuration, the torque distribution device 3 can transmit torque between the first primary reducer 122 and the second drive shaft. Compared to directly transmitting torque between the first primary reducer 121 and the second drive shaft, the torque distribution device 3 operates at a lower speed, thus reducing the possibility of damage during rotation and ensuring its normal function. Furthermore, it reduces the structural strength requirements of the torque distribution device 3, allowing for a smaller size and facilitating its spatial arrangement.

[0140] Based on this, the drive assembly 40 has a first operating state and a second operating state. When the drive assembly 40 is in the first operating state, the switching unit 33 drives the first transmission unit and the second transmission unit to disconnect. When the drive assembly 40 is in the second operating state, the switching unit 33 drives the first transmission unit and the second transmission unit to couple together.

[0141] In this way, through the cooperation of the first transmission unit, the second transmission unit, and the switching unit 33, the drive assembly 40 can switch between the first operating state and the second operating state to meet the needs of the vehicle 100 under different driving conditions.

[0142] Specifically, when the vehicle 100 is moving forward and backward normally, the switching unit 33 drives the first transmission unit and the second transmission unit to disconnect, so that the first transmission unit and the second transmission unit cannot transmit power, thus ensuring the normal operation of the vehicle 100.

[0143] During the process of the vehicle 100 making a U-turn, the switching unit 33 drives the first transmission unit and the second transmission unit to couple and connect, so that the first transmission component 1 and the second transmission component 2 transmit torque through the first transmission unit and the second transmission unit, thereby reducing the power requirements of the first drive component 4 and the second drive component 5, thereby reducing the volume of the drive assembly 40 and facilitating the space setting of the drive assembly 40.

[0144] The above are merely specific embodiments of the present invention, but the scope of protection of the present invention is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in the present invention should be included within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the scope of the claims.

Claims

1. A transmission mechanism, characterized in that, include: A first transmission assembly (1) is adapted to be connected to a first wheel (20) in a transmission manner; The second transmission assembly (2) is adapted to be connected to the second wheel (30) in a transmission connection; The torque distribution device (3) is connected between the first transmission component (1) and the second transmission component (2). The torque distribution device (3) has a disconnected state and a coupled state. When the torque distribution device (3) is in the coupled state, the torque of one of the first transmission component (1) and the second transmission component (2) can be transmitted to the other; When the torque distribution device (3) is in the disconnected state, the first transmission component (1) and the second transmission component (2) transmit torque separately.

2. The transmission mechanism according to claim 1, characterized in that, The torque distribution device (3) includes a first transmission part, a second transmission part and a switching part (33). The first transmission part is connected to the first transmission assembly (1) and the second transmission part is connected to the second transmission assembly (2). The switching unit (33) is connected between the first transmission unit and the second transmission unit to couple or disconnect the first transmission unit and the second transmission unit so that the torque distribution device (3) switches between the coupled state and the disconnected state.

3. The transmission mechanism according to claim 2, characterized in that, The first transmission part includes a first gear (31), and the first transmission assembly (1) includes a first meshing member (12). The first gear (31) and the first meshing member (12) are connected in a transmission manner.

4. The transmission mechanism according to claim 3, characterized in that, The second transmission unit includes a second gear (32), and the second transmission assembly (2) includes a second meshing member (22); the second gear (32) and the second meshing member (22) are connected in a transmission manner.

5. The transmission mechanism according to claim 4, characterized in that, The first meshing member (12) includes a first driving gear (14) and a first driven gear (15), which together form a first primary reducer (121).

6. The transmission mechanism according to claim 5, characterized in that, The second meshing member (22) includes a second driving gear (24) and a second driven gear (25), which together form a second primary reducer (221).

7. The transmission mechanism according to claim 6, characterized in that, The first gear (31) meshes with the first driven gear (15), and the second gear (32) meshes with the second driving gear (24).

8. The transmission mechanism according to claim 6, characterized in that, The first meshing member (12) further includes a third gear (16) and a fourth gear (17), the third gear (16) and the fourth gear (17) forming a first-stage reducer (122); the third gear (16) is connected to the first driven gear (15) in a transmission connection.

9. The transmission mechanism according to claim 8, characterized in that, The third gear (16) is coaxially arranged with the first driven gear (15) and is fixedly connected to the first driven gear (15).

10. The transmission mechanism according to claim 9, characterized in that, The first gear (31) meshes with the fourth gear (17), and the second gear (32) meshes with the second driven gear (25).

11. The transmission mechanism according to claim 9, characterized in that, The second meshing member (22) further includes a fifth gear (26) and a sixth gear (27), wherein the fifth gear (26) and the sixth gear (27) form a second-stage reducer (222); the fifth gear (26) and the second driven gear (25) are connected in a transmission.

12. The transmission mechanism according to claim 11, characterized in that, The fifth gear (26) is coaxially arranged with the second driven gear (25) and is fixedly connected to the second driven gear (25).

13. The transmission mechanism according to claim 12, characterized in that, The first gear (31) meshes with the third gear (16), and the second gear (32) meshes with the sixth gear (27).

14. The transmission mechanism according to claim 6, characterized in that, The first meshing member (12) further includes a first drive shaft, which is adapted to drive between the first driven gear (15) and the first wheel (20).

15. The transmission mechanism according to claim 14, characterized in that, The second meshing member (22) further includes a second drive shaft adapted to drive between the second driven gear (25) and the second wheel (30).

16. The transmission mechanism according to claim 15, characterized in that, The first gear (31) meshes with the first driven gear (15), and the second gear (32) meshes with the second drive shaft.

17. The transmission mechanism according to claim 15, characterized in that, The first meshing member (12) further includes a third gear (16) and a fourth gear (17), the third gear (16) and the fourth gear (17) forming a first-stage reducer (122); the third gear (16) is connected to the first driven gear (15) in a transmission connection; The second meshing member (22) further includes a fifth gear (26) and a sixth gear (27), wherein the fifth gear (26) and the sixth gear (27) form a second-stage reducer (222); the fifth gear (26) and the second driven gear (25) are connected in a transmission. The first drive shaft is adapted to be connected between the fourth gear (17) and the first wheel (20); The first drive shaft is adapted to be connected between the sixth gear (27) and the first wheel (20).

18. The transmission mechanism according to claim 17, characterized in that, The first gear (31) meshes with the fourth gear (17), and the second gear (32) meshes with the second drive shaft.

19. The transmission mechanism according to any one of claims 2-18, characterized in that, The switching unit (33) includes a clutch connected between the first transmission unit and the second transmission unit.

20. The transmission mechanism according to any one of claims 2-18, characterized in that, The transmission mechanism has a first working state and a second working state; When the transmission mechanism is in the first working state, the switching unit (33) drives the first transmission unit and the second transmission unit to disconnect; When the transmission mechanism is in the second working state, the switching part (33) drives the first transmission part and the second transmission part to couple together.

21. The transmission mechanism according to claim 1, characterized in that, The torque distribution device (3) includes a first transmission part, a second transmission part, and a moving part. The first transmission part is capable of being connected to the first transmission assembly (1), and the second transmission part is capable of being connected to the second transmission assembly (2). The first transmission part and the second transmission part are fixedly connected. The moving part is capable of moving between a first position and a second position to drive the first transmission part and the second transmission part to move. When the torque distribution device (3) is in the disconnected state, the moving part is in the first position, the first transmission part is disconnected from the first transmission assembly (1), and the second transmission part is disconnected from the second transmission assembly (2); When the torque distribution device (3) is in a coupled state, the moving part is in the second position, the first transmission part is connected to the first transmission assembly (1) and the second transmission part is connected to the second transmission assembly (2).

22. A drive assembly, characterized in that, include: The transmission mechanism as described in any one of claims 1-21; The first driving member (4) is connected to the first transmission assembly (1) for transmitting power to the first transmission assembly (1); The second drive component (5) is connected to the second transmission assembly (2) for transmitting power to the second transmission assembly (2).

23. The drive assembly according to claim 22, characterized in that, The first driving member (4) is located on the side of the first transmission assembly (1) opposite to the second transmission assembly (2); the second driving member (5) is located on the side of the second transmission assembly (2) opposite to the first transmission assembly (1).

24. A vehicle, characterized in that, include: The transmission mechanism as described in any one of claims 1-21; Alternatively, the drive assembly as described in claim 22 or 23.

25. The vehicle according to claim 24, characterized in that, Also includes: Body (10); The first wheel (20) is connected to the underside of the vehicle body (10) and is connected to the first transmission assembly (1) in a transmission connection. The second wheel (30) is connected to the underside of the vehicle body (10) and is connected to the second transmission assembly (2) in a transmission connection.

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