Power transmission system and driving equipment

Abstract

The utility model relates to a power transmission system and driving equipment. The power transmission system comprises a first input shaft; the first motor is connected with the first input shaft; a second input shaft; the second motor is connected with the second input shaft; the first output shaft and the first input shaft are arranged at an interval; the second output shaft and the second input shaft are arranged at an interval; the first transmission assembly is arranged between the first input shaft and the first output shaft; the second transmission assembly is arranged between the second input shaft and the second output shaft; the first driving shaft is used for being connected with a first wheel; the second driving shaft is used for being connected with a second wheel; the first coupling mechanism is arranged between the first output shaft and the first driving shaft; and the second coupling mechanism is arranged between the second output shaft and the second driving shaft. According to the power transmission system, the capability of adjusting the rotating speed difference between the first wheel and the second wheel can be greatly improved.

Description

Technical Field

[0001] The present application relates to the field of power technology, and in particular to a power transmission system and a driving device. Background Art

[0002] At present, traditional fuel vehicles usually use oil as an energy source. With the scarcity of resources and the environmental pollution caused by automobile exhaust emissions, the country's restrictions on automobile exhaust emissions are becoming more and more stringent. Therefore, many automobile manufacturers have begun to develop electric vehicles. At present, electric vehicles generally use differentials to achieve the differential function between the left and right wheels. Since the left and right wheels affect each other, the ability of electric vehicles to adjust the differential is relatively low. Utility Model Content

[0003] One of the purposes of the present application is to provide a power transmission system to solve the problem in the prior art that the differential function of the left and right wheels is achieved through a differential, and the electric vehicle has a low ability to adjust the differential due to the mutual influence of the left and right wheels; the second purpose is to provide a driving device.

[0004] In order to achieve the above purpose, the technical solution adopted in this application is as follows:

[0005] A power transmission system for a cabin of a traveling device, comprising:

[0006] A first input shaft;

[0007] a first motor connected to the first input shaft;

[0008] A second input shaft;

[0009] a second motor connected to the second input shaft;

[0010] a first output shaft, spaced apart from the first input shaft;

[0011] a second output shaft, spaced apart from the second input shaft;

[0012] a first transmission assembly, disposed between the first input shaft and the first output;

[0013] a second transmission assembly disposed between the second input shaft and the second output;

[0014] A first driving shaft, used for connecting to a first wheel;

[0015] a second drive shaft, used to connect to a second wheel;

[0016] A first coupling mechanism is disposed between the first output shaft and the first driving shaft;

[0017] The second coupling mechanism is arranged between the second output shaft and the second driving shaft.

[0018] In some optional implementations, the first coupling mechanism has a first connected state and a first separated state, and the second coupling mechanism has a second connected state and a second separated state;

[0019] The power transmission system comprises: a first working mode and a second working mode;

[0020] In the first working mode, the first coupling mechanism is in a first connection state, and the second coupling mechanism is in a second connection state;

[0021] In the second working mode, one of the first coupling mechanism and the second coupling mechanism is in a connected state, and the other of the first coupling mechanism and the second coupling mechanism is in a disconnected state.

[0022] In some optional implementations: the first input shaft and the second input shaft are coaxially spaced apart; the power transmission system further includes:

[0023] The third coupling mechanism is axially arranged between the first input shaft and the second input shaft; wherein the third coupling mechanism is a tooth clutch.

[0024] In some optional implementations: the third coupling mechanism has a third connected state and a third separated state;

[0025] The power transmission system includes: a third working mode and a fourth working mode;

[0026] In the third operation mode, the first coupling mechanism, the second coupling mechanism and the third coupling mechanism are all in a connected state, and the first motor and the second motor are both in a working state;

[0027] In the fourth operating mode, the first coupling mechanism, the second coupling mechanism and the third coupling mechanism are all in a connected state, and one of the first motor and the second motor is in an operating state.

[0028] In some optional implementations: further comprising:

[0029] a first intermediate shaft located between the first input shaft and the first output shaft;

[0030] a second intermediate shaft located between the second input shaft and the second output shaft;

[0031] The first transmission assembly comprises:

[0032] a first set of transmission gears, disposed between the first input shaft and the first intermediate shaft;

[0033] a second set of transmission gears, disposed between the first intermediate shaft and the first output shaft;

[0034] The second transmission assembly comprises:

[0035] a third transmission gear set disposed between the second input shaft and the second intermediate shaft;

[0036] A fourth transmission gear set is arranged between the second intermediate shaft and the second output shaft.

[0037] In some optional implementations: further comprising:

[0038] The shell has a accommodating cavity; part of the first input shaft, part of the second input shaft, the first output shaft, the second output shaft, the first transmission assembly, the second transmission assembly, part of the first drive shaft, part of the second drive shaft, the first coupling mechanism and the second coupling mechanism are arranged in the accommodating cavity; the first motor and the second motor are arranged outside the shell.

[0039] In some optional implementations: further comprising:

[0040] A controller is arranged outside the housing; the controller is electrically connected to the first motor and the second motor respectively; and / or the controller is electrically connected to the first coupling mechanism and the second coupling mechanism respectively;

[0041] Wherein, the first motor and the second motor are both high-frequency permanent magnet synchronous motors.

[0042] In some optional implementations: further comprising:

[0043] A first cooling system, used for cooling the first motor; the first cooling system comprises a first oil pump;

[0044] A second cooling system, used for cooling the second motor; the second cooling system comprises a second oil pump;

[0045] The controller is electrically connected to the first oil pump and the second oil pump respectively, and is used to control the displacement of the first oil pump based on the temperature of the first motor, and is also used to control the displacement of the second oil pump based on the temperature of the second motor.

[0046] In some optional implementations: the first input shaft and the second input shaft are symmetrically arranged about a first neutral plane; and / or,

[0047] The first motor and the second motor are symmetrically arranged about the first neutral plane; and / or,

[0048] The first output shaft and the second output shaft are symmetrically arranged about the first neutral plane; and / or,

[0049] The first transmission assembly and the second transmission assembly are symmetrically arranged about the first neutral plane; and / or,

[0050] The first drive shaft and the second drive shaft are symmetrically arranged about the first neutral plane; and / or,

[0051] The first coupling mechanism and the second coupling mechanism are arranged symmetrically with respect to the first neutral plane.

[0052] A traveling device comprises a vehicle body and the power transmission system according to the embodiment of the present application, wherein the power transmission system is arranged on the vehicle body.

[0053] In some optional implementations: the travel device includes two power transmission systems,

[0054] Two power transmission systems are arranged on the body of the traveling device at intervals along the length direction of the traveling device.

[0055] Beneficial effects of this application:

[0056] (1) When it is necessary to make the first wheel and the second wheel have different speeds, it is only necessary to adjust the output power of at least one of the first motor and the second motor to achieve the different speeds of the first wheel and the second wheel. In addition, the speed of the first wheel can be directly controlled by the first motor, and the speed of the second wheel can be directly controlled by the second motor. The first wheel and the second wheel do not affect each other, thereby greatly improving the ability to adjust the speed difference between the first wheel and the second wheel.

[0057] (2) The two wheels can be driven independently by two different motors, which can realize the distributed drive of the two wheels of the power transmission system. The distributed drive has high output performance and high energy conversion efficiency, and can be widely used in passenger cars and other various types of driving equipment. BRIEF DESCRIPTION OF THE DRAWINGS

[0058] Figure 1 An optional schematic diagram of the power transmission system in the embodiment of the present application;

[0059] Figure 2 is an optional structural schematic diagram of a power transmission system in an embodiment of the present application;

[0060] Figure 3 is an optional principle schematic diagram of a power transmission system in an embodiment of the present application, wherein the power transmission system is in a first working mode;

[0061] Figure 4is an optional principle schematic diagram of a power transmission system in an embodiment of the present application, wherein the power transmission system is in a second working mode;

[0062] Figure 5 is an optional principle schematic diagram of a power transmission system in an embodiment of the present application, wherein the power transmission system is in a third working mode;

[0063] Figure 6 is an optional principle schematic diagram of a power transmission system in an embodiment of the present application, wherein the power transmission system is in a fourth working mode;

[0064] Figure 7 It is a schematic diagram of an optional partial structure of the traveling equipment in the embodiment of the present application.

[0065] Among them, 100, power transmission system; 110, first input shaft; 120, first motor; 130, first output shaft; 140, first transmission assembly; 141, first group of transmission gears; 1411, first input gear; 1412, first intermediate gear; 142, second group of transmission gears; 1421, second intermediate gear; 1422, first output gear; 150, first drive shaft; 160, first coupling mechanism; 170, first wheel; 180, first intermediate shaft; 21 0, second input shaft; 220, second motor; 230, second output shaft; 240, second transmission assembly; 241, third group of transmission gears; 2411, second input gear; 2412, third intermediate gear; 242, fourth group of transmission gears; 2421, fourth intermediate gear; 2422, second output gear; 250, second drive shaft; 260, second coupling mechanism; 270, second wheel; 280, second intermediate shaft; 310, third coupling mechanism; 410, frame. DETAILED DESCRIPTION

[0066] The following will describe the embodiments of the present invention with reference to the accompanying drawings and preferred embodiments. Those skilled in the art can easily understand other advantages and effects of the present invention from the contents disclosed in this specification. The present invention can also be implemented or applied through other different specific embodiments, and the details in this specification can also be modified or changed in various ways based on different viewpoints and applications without departing from the spirit of the present invention. It should be understood that the preferred embodiments are only for illustrating the present invention, not for limiting the scope of protection of the present invention.

[0067] It should be noted that the illustrations provided in the following embodiments are only schematic illustrations of the basic concept of the present invention, and thus the drawings only show components related to the present invention rather than being drawn according to the number, shape and size of components in actual implementation. In actual implementation, the type, quantity and proportion of each component may be changed arbitrarily, and the component layout may also be more complicated.

[0068] The present application embodiment provides a power transmission system 100, such as Figure 1 As shown, the power transmission system 100 includes: a first input shaft 110, a second input shaft 210, a first motor 120, a second motor 220, a first output shaft 130, a second output shaft 230, a first transmission assembly 140, a second transmission assembly 240, a first drive shaft 150, a second drive shaft 250, a first coupling mechanism 160 and a second coupling mechanism 260. The first motor 120 is connected to the first input shaft 110; the second motor 220 is connected to the second input shaft 210; the first output shaft 130 is spaced apart from the first input shaft 110; the second output shaft 230 is spaced apart from the second input shaft 210; the first transmission assembly 140 is disposed between the first input shaft 110 and the first output; the second transmission assembly 240 is disposed between the second input shaft 210 and the second output; the first drive shaft 150 is used to connect to the first wheel 170; the second drive shaft 250 is used to connect to the second wheel 270; the first coupling mechanism 160 is disposed between the first output shaft 130 and the first drive shaft 150; the second coupling mechanism 260 is disposed between the second output shaft 230 and the second drive shaft 250.

[0069] In the application embodiment, the output power of the first motor 120 can be transmitted to the first output shaft 130 through the first input shaft 110 via the first transmission assembly 140, and the power of the first output shaft 130 can be transmitted to the first wheel 170 through the first coupling mechanism 160 and the first drive shaft 150, so that the first motor 120 can provide power for the first wheel 170 to drive the first wheel 170 to rotate and control the speed of the first wheel 170; the output power of the second motor 220 can be transmitted to the second output shaft 230 through the second input shaft 210 via the second transmission assembly 240, and the power of the second output shaft 230 can be transmitted to the second wheel 270 through the second coupling mechanism 260 and the second drive shaft 250, so that The second motor 220 can provide power for the second wheel 270 to drive the second wheel 270 to rotate and control the speed of the second wheel 270; when the first wheel 170 and the second wheel 270 need to have different speeds, the output power of at least one of the first motor 120 and the second motor 220 can be adjusted to achieve different speeds for the first wheel 170 and the second wheel 270, and the speed of the first wheel 170 can be directly controlled by the first motor 120, and the speed of the second wheel 270 can be directly controlled by the second motor 220, and the first wheel 170 and the second wheel 270 do not affect each other, thereby greatly improving the ability to adjust the speed difference between the first wheel 170 and the second wheel 270. In addition, the two wheels can be driven independently by two different motors, respectively, and the two wheels of the power transmission system 100 can be driven in a distributed manner, and the distributed drive has high output performance and high energy conversion efficiency, and can be widely used in various types of driving equipment such as passenger cars.

[0070] In the application embodiment, the first coupling mechanism 160 may have a first connection state and a first separation state. In the first connection state, the first output shaft 130 and the first drive shaft 150 are connected through the first coupling mechanism 160, and the power at the first output shaft 130 can be transmitted to the first drive shaft 150 through the first coupling mechanism 160. In the first separation state, the first output shaft 130 and the first drive shaft 150 are in a separation state, and the power at the first output shaft 130 cannot be transmitted to the first drive shaft 150. The second coupling mechanism 260 may have a second connection state and a second separation state. In the second connection state, the second output shaft 230 and the second drive shaft 250 are connected through the second coupling mechanism 260, and the power at the second output shaft 230 can be transmitted to the second drive shaft 250 through the second coupling mechanism 260. In the second separation state, the second output shaft 230 and the second drive shaft 250 are in a separation state, and the power at the second output shaft 230 cannot be transmitted to the second drive shaft 250.

[0071] The power transmission system 100 may include: a first working mode and a second working mode; in the first working mode, the first coupling mechanism 160 is in a first connection state, and the second coupling mechanism 260 is in a second connection state; at this time, the output power of the first motor 120 can be transmitted to the first wheel 170, and the output power of the second motor 220 can be transmitted to the second wheel 270. The two motors can independently control the speed of one wheel, so that the two wheels can have the same speed or different speeds. In the second working mode, one of the first coupling mechanism 160 and the second coupling mechanism 260 is in a connected state, and the other of the first coupling mechanism 160 and the second coupling mechanism 260 is in a separated state. At this time, the motor of the first motor 120 and the second motor 220 corresponding to the coupling mechanism in the connected state can transmit the output power to the corresponding wheel, so that the wheel is the driving wheel, and the motor of the first motor 120 and the second motor 220 corresponding to the coupling mechanism in the separated state cannot transmit the output power to the corresponding wheel, so that the wheel is the driven wheel; here, the driving shaft corresponding to the driven wheel will rotate with the driven wheel. Since no transmission assembly is set on the first drive shaft 150 and the second drive shaft 250, the driven wheel does not need to drive the transmission assembly to rotate, which can reduce the energy loss caused by the rotation of the driven wheel.

[0072] For example, Figure 4 As shown, in the second working mode, the second coupling mechanism 260 is in a connected state, and the first coupling mechanism 160 is in a separated state. At this time, the second motor 220 is in a working state, and the output power of the second motor 220 can be transmitted to the second output shaft 230 through the second input shaft 210 via the second transmission assembly 240. The power of the second output shaft 230 can be transmitted to the second wheel 270 through the second coupling mechanism 260 and the second drive shaft 250. At this time, the second wheel 270 is a driving wheel. The first motor 120 is in a non-working state. At this time, the first wheel 170 is a driven wheel, and the first wheel 170 will drive the first drive shaft 150 to rotate with the rotation of the second wheel 270; since the first transmission assembly 140 is not arranged on the first drive shaft 150, the first transmission assembly 140 will not consume energy with the rotation of the first wheel 170, thereby reducing the energy loss caused by the rotation of the first wheel 170.

[0073] Of course, in other embodiments, the first coupling mechanism 160 may only have a first connection state, and the second coupling mechanism 260 may only have a second connection state. At this time, at least one of the first motor 120 and the second motor 220 may be in a working state to provide power through at least one of the first motor 120 and the second motor 220.

[0074] The relative positional relationship between the first coupling mechanism 160 and the second coupling mechanism 260 is not limited. For example, the first coupling mechanism 160 and the second coupling mechanism 260 can be coaxially arranged or parallelly arranged. As an example, the first coupling mechanism 160 and the second coupling mechanism 260 can be symmetrically arranged about the first neutral plane; wherein the first neutral plane is the neutral plane of the power transmission system 100 in the width direction, and by arranging the first coupling mechanism 160 and the second coupling mechanism 260 symmetrically about the first neutral plane, the weight distribution of the power transmission system 100 on both sides in the width direction can be made more balanced.

[0075] The structure of the first coupling mechanism 160 is not limited. For example, the first coupling mechanism 160 may be a clutch. As an example, the first coupling mechanism 160 may be a toothed clutch to improve the stability of the power transmitted by the first coupling mechanism 160. The structure of the second coupling mechanism 260 is not limited. For example, the second coupling mechanism 260 may be a clutch. As an example, the second coupling mechanism 260 may be a toothed clutch to improve the stability of the power transmitted by the second coupling mechanism 260.

[0076] In the embodiment of the present application, the shaft of the first motor 120 can be connected to the first input shaft 110 through a connection structure such as a sleeve and a coupling. Of course, the shaft of the first motor 120 can also be directly connected to the first input shaft 110. The shaft of the second motor 220 can be connected to the second input shaft 210 through a connection structure such as a sleeve and a coupling. Of course, the shaft of the second motor 220 can also be directly connected to the second input shaft 210.

[0077] The specific structures of the first motor 120 and the second motor 220 are not limited. For example, the first motor 120 and the second motor 220 can both be high-frequency permanent magnet synchronous motors. The relative positional relationship between the first motor 120 and the second motor 220 is not limited. For example, the first motor 120 and the second motor 220 can be coaxially arranged or parallelly arranged. As an example, the first motor 120 and the second motor 220 can be symmetrically arranged about the first neutral plane; wherein the first neutral plane is the neutral plane of the power transmission system 100 in the width direction, and by arranging the first motor 120 and the second motor 220 to be symmetrically arranged about the first neutral plane, the weight distribution of the power transmission system 100 on both sides in the width direction can be made more balanced.

[0078] The relative positional relationship between the first input shaft 110 and the second input shaft 210 is not limited. For example, the first input shaft 110 and the second input shaft 210 can be coaxially arranged or parallelly arranged. As an example, the first input shaft 110 and the second input shaft 210 can be symmetrically arranged about the first neutral plane; wherein the first neutral plane is the neutral plane of the power transmission system 100 in the width direction, and by arranging the first input shaft 110 and the second input shaft 210 to be symmetrically arranged about the first neutral plane, the weight distribution of the power transmission system 100 on both sides in the width direction can be more balanced. The relative positional relationship between the first output shaft 130 and the second output shaft 230 is not limited. For example, the first output shaft 130 and the second output shaft 230 can be coaxially arranged or parallelly arranged. As an example, the first output shaft 130 and the second output shaft 230 are symmetrically arranged about the first neutral plane, so that the weight distribution of the power transmission system 100 on both sides in the width direction can be more balanced. The relative positional relationship between the first drive shaft 150 and the second drive shaft 250 is not limited. For example, the first drive shaft 150 and the second drive shaft 250 may be coaxially arranged or parallelly arranged. As an example, the first drive shaft 150 and the second drive shaft 250 are symmetrically arranged about the first neutral plane, so that the weight distribution of the power transmission system 100 on both sides in the width direction can be more balanced.

[0079] In one application, the first input shaft 110 and the second input shaft 210 are symmetrically arranged about the first neutral plane; the first motor 120 and the second motor 220 are symmetrically arranged about the first neutral plane; the first output shaft 130 and the second output shaft 230 are symmetrically arranged about the first neutral plane; the first transmission assembly 140 and the second transmission assembly 240 are symmetrically arranged about the first neutral plane; the first drive shaft 150 and the second drive shaft 250 are symmetrically arranged about the first neutral plane; the first coupling mechanism 160 and the second coupling mechanism 260 are symmetrically arranged about the first neutral plane; thereby, the weight distribution on both sides of the width direction of the structure composed of the first input shaft 110, the first motor 120, the first output shaft 130, the first transmission assembly 140, the first drive shaft 150 and the first coupling mechanism 160 and the structure composed of the second input shaft 210, the second motor 220, the second output shaft 230, the second transmission assembly 240, the second drive shaft 250 and the second coupling mechanism 260 is more balanced, so that the power transmission system 100 can work more smoothly. Of course, in other examples, portions of the structure consisting of the first input shaft 110, the first motor 120, the first output shaft 130, the first transmission assembly 140, the first drive shaft 150 and the first coupling mechanism 160 and portions of the structure consisting of the second input shaft 210, the second motor 220, the second output shaft 230, the second transmission assembly 240, the second drive shaft 250 and the second coupling mechanism 260 are symmetrically arranged about the first neutral plane.

[0080] In the embodiment of the present application, the structure of the first transmission assembly 140 is not limited, as long as the first transmission assembly 140 can transmit power between the first input shaft 110 and the first output. For example, the first transmission assembly 140 can be a gear set transmission structure. The structure of the second transmission assembly 240 is not limited, as long as the second transmission assembly 240 can transmit power between the second input shaft 210 and the second output. For example, the second transmission assembly 240 can be a gear set transmission structure.

[0081] For example, Figure 1 and Figure 2 As shown, the power transmission system 100 may further include: a first intermediate shaft 180 and a second intermediate shaft 280. The first intermediate shaft 180 is located between the first input shaft 110 and the first output shaft 130; the second intermediate shaft 280 is located between the second input shaft 210 and the second output shaft 230; the first transmission assembly 140 may include: a first group of transmission gears 141 and a second group of transmission gears 142. The first group of transmission gears 141 is arranged between the first input shaft 110 and the first intermediate shaft 180, and the power of the first input shaft 110 can be transmitted to the first intermediate shaft 180 through the first group of transmission gears 141; the second group of transmission gears 142 is arranged between the first intermediate shaft 180 and the first output shaft 130, and the power of the first intermediate shaft 180 can be transmitted to the first output shaft 130 through the second group of transmission gears 142; the second transmission assembly 240 may include: a third group of transmission gears 241 and a fourth group of transmission gears 242. The third group of transmission gears 241 is arranged between the second input shaft 210 and the second intermediate shaft 280, and the power of the second input shaft 210 can be transmitted to the second intermediate shaft 280 through the third group of transmission gears 241; the fourth group of transmission gears 242 is arranged between the second intermediate shaft 280 and the second output shaft 230, and the power of the second intermediate shaft 280 can be transmitted to the second output shaft 230 through the fourth group of transmission gears 242.

[0082] In this example, the relative positional relationship between the first intermediate shaft 180 and the second intermediate shaft 280 is not limited. For example, the first intermediate shaft 180 and the second intermediate shaft 280 can be coaxially arranged or parallel to each other. As an example, the first intermediate shaft 180 and the second intermediate shaft 280 are symmetrically arranged about the first neutral plane.

[0083] In this example, the first transmission gear set 141 is disposed between the first input shaft 110 and the first intermediate shaft 180; the first transmission gear set 141 can transmit the power of the first input shaft 110 to the first intermediate shaft 180; here, the first transmission gear set 141 can be a reduction gear set. The structure of the first transmission gear set 141 is not limited. For example, Figure 1 and Figure 2As shown, the first transmission gear set 141 includes a first input gear 1411 and a first intermediate gear 1412. The first input gear 1411 is fixed to the first input shaft 110, and the first intermediate gear 1412 is fixed to the first intermediate shaft 180;

[0084] In this example, the second transmission gear set 142 is disposed between the first intermediate shaft 180 and the first output shaft 130; the second transmission gear set 142 can transmit the power of the first intermediate shaft 180 to the first output shaft 130; here, the second transmission gear set 142 can be a reduction gear set. The structure of the second transmission gear set 142 is not limited. For example, Figure 1 and Figure 2 As shown, the second transmission gear set 142 includes a second intermediate gear 1421 and a first output gear 1422. The second intermediate gear 1421 is fixed to the first intermediate shaft 180, and the first output gear 1422 is fixed to the first output shaft 130; here, the diameter of the second intermediate gear 1421 may be smaller than that of the first output gear 1422.

[0085] In this example, the third transmission gear set 241 is disposed between the second input shaft 210 and the second intermediate shaft 280; the third transmission gear set 241 can transmit the power of the second input shaft 210 to the second intermediate shaft 280; here, the third transmission gear set 241 can be a reduction gear set. The structure of the third transmission gear set 241 is not limited. For example, Figure 1 and Figure 2 As shown, the third transmission gear set 241 includes a second input gear 2411 and a third intermediate gear 2412. The second input gear 2411 is fixed to the second input shaft 210, and the third intermediate gear 2412 is fixed to the second intermediate shaft 280;

[0086] In this example, the fourth transmission gear set 242 is disposed between the second intermediate shaft 280 and the second output shaft 230; the fourth transmission gear set 242 can transmit the power of the second intermediate shaft 280 to the second output shaft 230; here, the fourth transmission gear set 242 can be a reduction gear set. The structure of the fourth transmission gear set 242 is not limited. For example, Figure 1 and Figure 2 As shown, the fourth transmission gear set 242 includes a fourth intermediate gear 2421 and a second output gear 2422. The fourth intermediate gear 2421 is fixed to the second intermediate shaft 280, and the second output gear 2422 is fixed to the second output shaft 230; here, the diameter of the fourth intermediate gear 2421 may be smaller than the diameter of the second output gear 2422.

[0087] In some optional implementations of the embodiments of the present application, the first input shaft 110 and the second input shaft 210 are coaxially spaced apart; the power transmission system 100 may further include: a third coupling mechanism 310, which is axially arranged between the first input shaft 110 and the second input shaft 210, so that the first input shaft 110 and the second input shaft 210 can be connected through the third coupling mechanism 310, so that the output power of the first motor 120 can also be transmitted through the second input shaft 210, and the output power of the second motor 220 can also be transmitted through the first input shaft 110.

[0088] In the present implementation, the third coupling mechanism 310 may have a third connected state and a third separated state. In the third connected state, the first input shaft 110 and the second input shaft 210 are connected via the third coupling mechanism 310, and the first input shaft 110 and the second input shaft 210 together constitute an input shaft; in the third separated state, the first input shaft 110 and the second input shaft 210 are separated, and the first input shaft 110 and the second input shaft 210 form different input shafts. In the first working mode and the second working mode, the third coupling mechanism 310 is in the third separated state, at which time, the output power of the first motor 120 will not be transmitted to the second input shaft 210, and the output power of the second motor 220 will not be transmitted to the first input shaft 110. For example, Figure 3 As shown, the third coupling mechanism 310 is in the third separated state, the first coupling mechanism 160 is in the first connected state, and the second coupling mechanism 260 is in the second connected state; the output power of the first motor 120 is transmitted to the first wheel 170, and the output power of the second motor 220 is transmitted to the second wheel 270, so that the first motor 120 and the second motor 220 can independently control the output torque and independently control the corresponding wheels. For another example, Figure 4 As shown, the third coupling mechanism 310 is in the third separated state, the first coupling mechanism 160 is in the first separated state, and the second coupling mechanism 260 is in the second connected state. At this time, the output power of the second motor 220 is transmitted to the second wheel 270, so that the second wheel 270 is the driving wheel and the first wheel 170 is the driven wheel; in one application, when one of the first motor 120 and the second motor 220 fails, the other motor of the first motor 120 and the second motor 220 can be used to provide power, thereby improving the safety of the power transmission system 100.

[0089] In this implementation, the structure of the third coupling mechanism 310 is not limited. For example, the third coupling mechanism 310 may be a clutch. As an example, the third coupling mechanism 310 may be a tooth clutch to improve the stability of the power transmitted by the third coupling mechanism 310.

[0090] In this implementation, the power transmission system 100 may include: a third working mode and a fourth working mode; in the third working mode, the first coupling mechanism 160, the second coupling mechanism 260 and the third coupling mechanism 310 are all in a connected state, and the first motor 120 and the second motor 220 are both in a working state, such as Figure 6 As shown, at this time, the output power of the first motor 120 and the output power of the second motor 220 can be transmitted to the first wheel 170 and the second wheel 270 through the first input shaft 110 and the second input shaft 210, so as to improve the driving force of the power transmission system 100, and ensure that the first wheel 170 and the second wheel 270 have the same rotation speed, prevent one of the first wheel 170 and the second wheel 270 from slipping, and thus greatly improve the ability of the power transmission system 100 to get out of trouble. In the fourth working mode, the first coupling mechanism 160, the second coupling mechanism 260 and the third coupling mechanism 310 are all in a connected state, one of the first motor 120 and the second motor 220 is in a working state, and the other of the first motor 120 and the second motor 220 is in a non-working state. At this time, the output power of the motor in the working state is transmitted to the first wheel 170 and the second wheel 270 through the first input shaft 110 and the second input shaft 210. As an example, Figure 5 As shown, the first motor 120 is in a non-working state and the second motor 220 is in a working state. At this time, the output power of the second motor 220 is transmitted to the first wheel 170 and the second wheel 270 through the first input shaft 110 and the second input shaft 210; when the output torque required by the power transmission system 100 is relatively small, one motor can ensure a smaller output torque and ensure that the first wheel 170 and the second wheel 270 have the same rotation speed, thereby greatly reducing the energy consumption of the power transmission system 100.

[0091] In one application, in the normal state, the third coupling mechanism 310 is in the third separated state, and in the special state, the third coupling mechanism 310 is in the third connected state, so that the output power of the first motor 120 and the second motor 220 can be decoupled in the normal state and combined in the special state; in addition, in the normal state, the first coupling mechanism 160 is in the first connected state, and the second coupling mechanism 260 is in the second connected state, and in the special state, the first coupling mechanism 160 is in the first separated state, and the second coupling mechanism 260 is in the second separated state, so that the output shaft and the drive shaft can be combined in the normal state and decoupled in the special state. By matching the three coupling mechanisms in different states, the power transmission system 100 and the driving equipment can realize multiple state power transmission modes, which can improve driving performance, reduce power consumption, and improve the ability to escape from difficulties.

[0092] In some optional implementations of the embodiments of the present application, the power transmission system 100 may also include: a shell, the shell having a accommodating cavity; a portion of the first input shaft 110, a portion of the second input shaft 210, the first output shaft 130, the second output shaft 230, the first transmission assembly 140, the second transmission assembly 240, a portion of the first drive shaft 150, a portion of the second drive shaft 250, a first coupling mechanism 160 and a second coupling mechanism 260 are arranged in the accommodating cavity; here, the first input shaft 110, the second input shaft 210, the first output shaft 130, the second output shaft 230, the first transmission assembly 140, the second transmission assembly 240, the first drive shaft 150, the second drive shaft 250, the first coupling mechanism 160 and the second coupling mechanism 260 form a reduction gear box structure through the shell as a whole, so that the power transmission system 100 as a whole is neater and easier to install and use.

[0093] In this implementation, part of the first input shaft 110 is located in the housing, and the remaining part of the first input shaft 110 is located outside the housing to connect with the shaft of the first motor 120. Part of the second input shaft 210 is located in the housing, and the remaining part of the second input shaft 210 is located outside the housing to connect with the shaft of the second motor 220.

[0094] In this implementation, part of the first drive shaft 150 is located in the housing, and the remaining part of the first drive shaft 150 is located outside the housing to connect with the first wheel 170. Part of the second drive shaft 250 is located in the housing, and the remaining part of the second drive shaft 250 is located outside the housing to connect with the second wheel 270.

[0095] In this implementation, the first motor 120 and the second motor 220 are arranged outside the shell, the first motor 120 may include a first shell, the second motor 220 may include a second shell, the first shell and the shell may be connected by bolts, and the second shell and the shell may be connected by bolts; the first shell and the second shell may be symmetrically arranged on both sides of the shell.

[0096] In this implementation, the power transmission system 100 may also include a controller, which is arranged outside the shell; the controller is electrically connected to the first motor 120 and the second motor 220 respectively; the controller can control whether the first motor 120 is working and control the output power of the first motor 120, and the controller can also control whether the second motor 220 is working and control the output power of the second motor 220.

[0097] The controller can also be electrically connected to the first coupling mechanism 160 and the second coupling mechanism 260, respectively. In this case, the first coupling mechanism 160 and the second coupling mechanism 260 can be electromagnetic coupling mechanisms. As an example, the first coupling mechanism 160 can be a first electromagnetic clutch, and the second coupling mechanism 260 can be a second electromagnetic clutch; the first coupling mechanism 160 can be controlled to be in a first connected state or a first separated state by the controller; the second coupling mechanism 260 can be controlled to be in a second connected state or a second separated state by the controller. When the power transmission system 100 includes a third coupling mechanism 310, the controller can also be electrically connected to the third coupling mechanism 310. In this case, the third coupling mechanism 310 can be an electromagnetic coupling mechanism. As an example, the third coupling mechanism 310 can be a third electromagnetic clutch, and the third coupling mechanism 310 can be controlled to be in a third connected state or a third separated state by the controller.

[0098] In this implementation, the powertrain system 100 may further include: a first cooling system and a second cooling system. The first cooling system is used to cool the first motor 120; the first cooling system includes a first oil pump; the second cooling system is used to cool the second motor 220; the second cooling system includes a second oil pump; a controller is electrically connected to the first oil pump and the second oil pump, respectively, and the controller is used to control the displacement of the first oil pump based on the temperature of the first motor 120, and the controller is also used to control the displacement of the second oil pump based on the temperature of the second motor 220.

[0099] The first cooling system may further include a first filtering structure, a first cooling structure and a first oil circuit. The first filtering structure may be arranged on the first oil circuit. The first cooling structure is used to cool the first motor 120. When the first oil pump is working, the first oil pump allows the cooling oil to flow through the first cooling structure through the first oil circuit, thereby cooling the first motor 120. The larger the displacement of the first oil pump, the stronger the cooling capacity of the first cooling system. When the temperature of the first motor 120 is high, the displacement of the first oil pump can be controlled to increase by the controller. When the temperature of the first motor 120 is low, the displacement of the first oil pump can be controlled to decrease by the controller. The second cooling system may further include a second filtering structure, a second cooling structure and a second oil circuit. The second filtering structure may be arranged in the second oil circuit. The second cooling structure is used to cool the second motor 220. When the second oil pump is working, the second oil pump allows the cooling oil to flow through the second cooling structure through the second oil circuit, thereby cooling the second motor 220. The larger the displacement of the second oil pump, the stronger the cooling capacity of the second cooling system. When the temperature of the second motor 220 is high, the displacement of the second oil pump can be controlled to increase by the controller. When the temperature of the second motor 220 is low, the displacement of the second oil pump can be controlled to decrease by the controller.

[0100] Here, the first cooling system and the second cooling system are independently arranged, and the displacement of the first oil pump can be controlled according to the temperature of the first motor 120, and the displacement of the second oil pump can be controlled according to the temperature of the second motor 220. Since the controller can independently control the displacement of the first oil pump and the displacement of the second oil pump, respectively, it is possible to more accurately and independently control the temperature of the first motor 120 and the temperature of the second motor 220.

[0101] In the embodiment of the present application, the first input shaft 110 , the second input shaft 210 , the first intermediate shaft 180 , the second intermediate shaft 280 , the first output shaft 130 , the second output shaft 230 , the first drive shaft 150 and the second drive shaft 250 may all be supported by bearings.

[0102] The embodiment of the present application also describes a traveling device, including a vehicle body and a power transmission system 100 of the embodiment of the present application, wherein the power transmission system 100 is arranged on the vehicle body.

[0103] In the embodiment of the present application, the structure of the traveling device is not limited. For example, the traveling device may be an electric vehicle.

[0104] In the embodiment of the present application, the traveling device may be provided with one power transmission system 100 or two power transmission systems 100. Figure 7 As shown, the traveling device may include two power transmission systems 100, which are arranged at intervals on the body of the traveling device along the length direction of the traveling device; for example, the two power transmission systems 100 are respectively arranged in the front cabin and the rear cabin of the frame 410. The internal structure and parts of the power transmission systems 100 in the front cabin and the rear cabin are completely universal, so that the design schemes and parts of the front and rear electric drive assemblies can be highly universal and platform-based, and only the local structure of the suspension mounting seat of the power transmission system 100 assembly structure is adaptively adjusted according to the layout of the whole vehicle, which has the advantages of high R&D efficiency, high production efficiency, low difficulty in parts control and low parts cost.

[0105] Here, the traveling device has two first wheels 170 and two second wheels 270; as an example, the first wheel 170 in one power transmission system 100 can be the left front wheel of the traveling device, and the second wheel 270 in one power transmission system 100 can be the right front wheel of the traveling device; the first wheel 170 in another power transmission system 100 can be the left rear wheel of the traveling device, and the second wheel 270 in another power transmission system 100 can be the right rear wheel of the traveling device; by setting two power transmission systems 100 in the traveling device, the four wheels of the traveling device can control the speed through independent motors, and there is no need to set a differential mechanism; at the same time, different motors can also output different torques based on needs to adapt to different driving conditions, thereby greatly improving the adaptability of the traveling device. In addition, the four wheels can be driven independently by different motors, and the four-wheel distributed drive of the traveling device can be realized. The distributed drive can improve the upper limit of the driving performance of the traveling device, and significantly improve the stability, controllability and escape ability of the traveling device; the distributed electric drive assembly has high output performance and high energy conversion efficiency, and can be widely used in various types of traveling devices at all levels such as passenger cars.

[0106] The above embodiments are only preferred embodiments for fully illustrating the present invention, and the protection scope of the present invention is not limited thereto. Any equivalent substitution or change made by a person skilled in the art based on the present invention is within the protection scope of the present invention.

Claims

1. A power transmission system, characterized in that: include: A first input shaft; a first motor connected to the first input shaft; A second input shaft; a second motor connected to the second input shaft; a first output shaft, spaced apart from the first input shaft; a second output shaft, spaced apart from the second input shaft; a first transmission assembly, disposed between the first input shaft and the first output; a second transmission assembly disposed between the second input shaft and the second output; A first drive shaft, used to connect with a first wheel; a second drive shaft, used to connect to a second wheel; A first coupling mechanism, disposed between the first output shaft and the first drive shaft; The second coupling mechanism is arranged between the second output shaft and the second driving shaft.

2. The power transmission system according to claim 1, characterized in that: The first coupling mechanism has a first connected state and a first separated state, and the second coupling mechanism has a second connected state and a second separated state; The power transmission system comprises: a first working mode and a second working mode; In the first working mode, the first coupling mechanism is in a first connection state, and the second coupling mechanism is in a second connection state; In the second working mode, one of the first coupling mechanism and the second coupling mechanism is in a connected state, and the other of the first coupling mechanism and the second coupling mechanism is in a disconnected state.

3. The power transmission system according to claim 1, characterized in that: The first input shaft and the second input shaft are coaxially spaced apart; the power transmission system further comprises: The third coupling mechanism is axially arranged between the first input shaft and the second input shaft; wherein the third coupling mechanism is a tooth clutch.

4. The power transmission system according to claim 3, characterized in that: The third coupling mechanism has a third connected state and a third separated state; The power transmission system includes: a third working mode and a fourth working mode; In the third operation mode, the first coupling mechanism, the second coupling mechanism and the third coupling mechanism are all in a connected state, and the first motor and the second motor are both in a working state; In the fourth operating mode, the first coupling mechanism, the second coupling mechanism and the third coupling mechanism are all in a connected state, and one of the first motor and the second motor is in an operating state.

5. The power transmission system according to claim 1, characterized in that: Also includes: a first intermediate shaft located between the first input shaft and the first output shaft; a second intermediate shaft located between the second input shaft and the second output shaft; The first transmission assembly comprises: a first set of transmission gears, disposed between the first input shaft and the first intermediate shaft; a second set of transmission gears, disposed between the first intermediate shaft and the first output shaft; The second transmission assembly comprises: a third transmission gear set disposed between the second input shaft and the second intermediate shaft; A fourth transmission gear set is arranged between the second intermediate shaft and the second output shaft.

6. The power transmission system according to claim 1, characterized in that: Also includes: The shell has a accommodating cavity; part of the first input shaft, part of the second input shaft, the first output shaft, the second output shaft, the first transmission assembly, the second transmission assembly, part of the first drive shaft, part of the second drive shaft, the first coupling mechanism and the second coupling mechanism are arranged in the accommodating cavity; the first motor and the second motor are arranged outside the shell.

7. The power transmission system according to claim 6, characterized in that: Also includes: A controller, arranged outside the housing; The controller is electrically connected to the first motor and the second motor respectively; And / or, the controller is electrically connected to the first coupling mechanism and the second coupling mechanism respectively; Wherein, the first motor and the second motor are both high-frequency permanent magnet synchronous motors.

8. The power transmission system according to claim 7, characterized in that: Also includes: A first cooling system, used for cooling the first motor; the first cooling system comprises a first oil pump; a second cooling system, used for cooling the second motor; The second cooling system includes a second oil pump; The controller is electrically connected to the first oil pump and the second oil pump respectively, and is used to control the displacement of the first oil pump based on the temperature of the first motor, and is also used to control the displacement of the second oil pump based on the temperature of the second motor.

9. The power transmission system according to any one of claims 1 to 7, characterized in that: The first input shaft and the second input shaft are symmetrically arranged about a first neutral plane; and / or, The first motor and the second motor are symmetrically arranged about the first neutral plane; and / or, The first output shaft and the second output shaft are symmetrically arranged about the first neutral plane; and / or, The first transmission assembly and the second transmission assembly are symmetrically arranged about the first neutral plane; and / or, The first drive shaft and the second drive shaft are symmetrically arranged about the first neutral plane; and / or, The first coupling mechanism and the second coupling mechanism are arranged symmetrically with respect to the first neutral plane.

10. A traveling device, characterized in that: It comprises a vehicle body and a power transmission system as claimed in any one of claims 1 to 9, wherein the power transmission system is arranged on the vehicle body.

11. The traveling device according to claim 10, characterized in that: The traveling device comprises two power transmission systems, and the two power transmission systems are arranged on the vehicle body of the traveling device at intervals along the length direction of the traveling device.

Images