Power transmission device and vehicle

Abstract

The utility model provides a power transmission device and a vehicle and relates to the technical field of vehicles, the power transmission device comprises a first rotating piece and a second rotating piece, the first rotating piece is used for connecting a front axle connecting shaft, and the second rotating piece is used for connecting a rear axle connecting shaft. When the rotating speed of the rear axle connecting shaft is larger than that of the front axle connecting shaft, the second rotating piece and the first rotating piece can be in a coupling state, rear axle torque can be transmitted to the front axle, the front axle torque and the rear axle torque are effectively balanced, and rear wheel slipping caused by too large rear axle torque is avoided; when the rotating speed of the rear axle connecting shaft is smaller than or equal to that of the front axle connecting shaft, the second rotating part and the first rotating part can be decoupled, the differential function of the front axle and the rear axle is achieved, a vehicle is allowed to run and turn normally, and wheels and transmission parts between the front axle and the rear axle cannot be damaged; therefore, on the premise that the turning requirement of the vehicle is met, the phenomenon that rear wheels slip when the vehicle is driven in a pure electric four-wheel drive mode is effectively avoided.

Description

Technical Field

[0001] The utility model relates to the technical field of vehicles, in particular to a power transmission device and a vehicle. Background Art

[0002] With the advancement of new energy vehicle technology, more and more new energy off-road vehicles have come out. At present, new energy off-road vehicles are usually equipped with engines and front axle motors on the front axle, and rear axle motors on the rear axle.

[0003] Affected by the spatial layout, the driving capacity of the front axle motor is usually much lower than that of the rear axle motor, resulting in the front and rear axles being unable to output torque in a strict 50:50 ratio when the vehicle is in pure electric four-wheel drive, and the rear axle output torque may be greater than the front axle output torque. When the vehicle is in an off-road scenario, if the front and rear torques are inconsistent, the rear wheels are prone to slipping. For example, when the vehicle starts on low-adhesion roads such as deserts, the rear axle torque can easily exceed the ground adhesion limit and cause the rear axle to slip. Utility Model Content

[0004] The purpose of the utility model is to provide a power transmission device and a vehicle, which can effectively avoid the rear wheel slipping of the vehicle when the vehicle is driven by pure electric four-wheel drive under the premise of meeting the turning requirements of the vehicle.

[0005] In order to achieve the above-mentioned purpose, in a first aspect, the utility model provides a power transmission device, including a first rotating member and a second rotating member, wherein the first rotating member is used to connect the front axle connecting shaft, and the second rotating member is used to connect the rear axle connecting shaft; wherein,

[0006] When the rotation speed of the rear axle connecting shaft is greater than the rotation speed of the front axle connecting shaft, the second rotating member is in a coupled state with the first rotating member;

[0007] When the rotation speed of the rear axle connecting shaft is less than or equal to the rotation speed of the front axle connecting shaft, the second rotating member is decoupled from the first rotating member.

[0008] In a feasible implementation manner, a coupling structure is provided between the first rotating member and the second rotating member;

[0009] Wherein, the coupling structure comprises a first component and a second component, the first component is connected to the first rotating member, and the second component is connected to the second rotating member;

[0010] When the rotation speed of the rear axle connecting shaft is greater than the rotation speed of the front axle connecting shaft, the coupling structure is in a coupling state, so that the second rotating member drives the first rotating member to rotate;

[0011] When the rotation speed of the rear axle connecting shaft is less than or equal to the rotation speed of the front axle connecting shaft, the coupling structure releases the coupling state so that the second rotating member stops driving the first rotating member to rotate.

[0012] In a feasible implementation manner, the first rotating member and the second rotating member are both annular, and the first rotating member and the second rotating member are mutually sleeved;

[0013] The first component includes at least one first clamping portion, and the second component includes at least one second clamping portion adapted to the at least one first clamping portion.

[0014] In a feasible implementation manner, the first rotating member is sleeved on the outer circumference of the second rotating member, the first clamping portion is a clamping tooth, and the second clamping portion is a clamping block.

[0015] In a feasible implementation manner, the first rotating member is sleeved inside the second rotating member, the second clamping portion is a clamping tooth, and the first clamping portion is a clamping block.

[0016] In a feasible implementation manner, the clamping block is retractable;

[0017] When the engaging block is in a compressed state, the engaging block is decoupled from each of the engaging teeth.

[0018] In a feasible implementation manner, a groove adapted to the clamping block is provided on the first component or the second component, and the clamping block is connected to the bottom of the groove via an elastic member.

[0019] In a feasible embodiment, a plurality of the engaging teeth are provided, and the plurality of the engaging teeth are connected end to end to form an annular tooth groove.

[0020] In a feasible embodiment, the power transmission device further includes a first gear assembly and a second gear assembly;

[0021] The first rotating member is connected to the front axle connecting shaft through the first gear assembly;

[0022] The second rotating member is connected to the rear axle connecting shaft through the second gear assembly.

[0023] In a second aspect, the utility model provides a vehicle, which includes the power transmission device provided in the first aspect of the utility model.

[0024] Compared with the prior art, the utility model has the following advantages:

[0025] The utility model provides a power transmission device, including a first rotating member and a second rotating member, wherein the first rotating member is used to connect the front axle connecting shaft, and the second rotating member is used to connect the rear axle connecting shaft. On the one hand, when the rotation speed of the rear axle connecting shaft is greater than the rotation speed of the front axle connecting shaft, the second rotating member and the first rotating member can be in a coupled state, so that the rear axle torque can be transmitted to the front axle, thereby effectively balancing the front and rear axle torques, and avoiding the rear wheel slipping due to excessive rear axle torque; on the other hand, when the rotation speed of the rear axle connecting shaft is less than or equal to the rotation speed of the front axle connecting shaft, the second rotating member and the first rotating member can be decoupled, and when the vehicle turns normally, the differential function of the front and rear axles can be realized, that is, the front axle speed is allowed to be greater than the rear axle speed, and thus no damage is caused to the wheels and the transmission components between the front and rear axles. In this way, the utility model can effectively avoid the rear wheel slipping of the vehicle when the vehicle is driven by pure electric four-wheel drive while meeting the turning requirements of the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0027] Figure 1 It is a schematic diagram of a vehicle turning in one embodiment of the utility model.

[0028] Figure 2 It is a structural schematic diagram of a power transmission device in one embodiment of the utility model.

[0029] Figure 3 It is a three-dimensional schematic diagram of a power transmission device in one embodiment of the utility model.

[0030] Figure 4 It is a three-dimensional schematic diagram of the first rotating member in one embodiment of the utility model.

[0031] Figure 5 It is a structural schematic diagram of the second rotating member in one embodiment of the utility model.

[0032] Figure 6 It is a structural schematic diagram of a coupling structure in one embodiment of the utility model.

[0033] Figure 7 It is a structural schematic diagram of another coupling structure in one embodiment of the utility model.

[0034] Figure 8 It is a connection schematic diagram of a clamping block in one embodiment of the utility model.

[0035] Fig. 9 It is a structural schematic diagram of a vehicle in one embodiment of the utility model.

[0036] Explanation of the reference numerals: 1-power transmission device; 11-first rotating member; 12-second rotating member; 121-groove; 131-first clamping portion; 132-second clamping portion; 14-elastic member; 2-front axle connecting shaft; 3-front axle connecting shaft; 4-vehicle. DETAILED DESCRIPTION

[0037] The following will be combined with the drawings in the embodiments of the present application to clearly and completely describe the technical solutions in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0038] In the relevant technology, for new energy off-road vehicles equipped with engines and front and rear motors, the front axle can be driven by pure electricity, a combination of the engine and the front axle motor, or the engine alone; the rear axle is always driven by the rear axle motor.

[0039] In order to maximize the fuel economy of the vehicle, the gear of the front axle is usually smaller than that of ordinary fuel vehicles, and is generally designed to be 2 to 3 gears. The engine generally intervenes at high speeds and mainly uses electricity at low speeds. Since the rear axle motor can cover a larger speed range, the rear axle is generally a single gear.

[0040] Since the front axle has an effective configuration space and is equipped with an engine, the power and torque of the front axle motor are usually much lower than those of the rear axle motor, resulting in the front and rear axles being unable to output torque in a strict 50:50 ratio when the vehicle starts or drives in pure electric four-wheel drive mode. For off-road vehicles, the inconsistent front and rear torques are fatal in off-road scenarios, and the rear wheels can easily slip. For example, when the vehicle starts in the desert, the rear axle torque can easily exceed the ground adhesion limit and cause slippage. Once the rear wheels slip, they will easily sink into the sand and be unable to start.

[0041] The inventors of the present application have discovered that, in the related art, by setting a hard connection structure between the front and rear axles of the vehicle, although it is possible to ensure the torque balance of the front and rear axles to a certain extent and meet the off-road requirements of the vehicle on unpaved roads, the traditional hard four-wheel drive structure will result in a rigid connection between the front and rear axles, and the differential function of the front and rear axles on paved roads cannot be realized.

[0042] When the front and rear axles of a vehicle are rigidly connected, it is usually not possible to drive on a paved road with good road conditions for a long time, especially it is not possible to turn normally on a paved road. Figure 1, shows a schematic diagram of a vehicle turning. Taking the vehicle turning left as an example, since the turning radius R1 of the left front wheel is greater than the turning radius R3 of the left rear wheel, and the turning radius R2 of the right front wheel is greater than the turning radius R4 of the right rear wheel, therefore, (turning radius R1+turning radius R2)>(turning radius R3+turning radius R4), during the left turn, the wheel speed V2 of the right front wheel> the wheel speed V4 of the right rear wheel> the wheel speed V1 of the left front wheel> the wheel speed V3 of the left rear wheel. Since the average speed of the front axle V 前 =(V1+V2) / 2, average speed of rear axle V 后 =(V3+V4) / 2, the average speed of the front axle V 前 > Average rear axle speed V 后 , that is, there is a speed difference between the front and rear axles. At this time, if the speed difference between the front and rear axles cannot be effectively eliminated, the front and rear axles will interfere with each other due to the different speeds.

[0043] That is to say, when the vehicle turns on a paved road, the traditional hard four-wheel drive structure will not only cause the vehicle to be unable to turn normally, but also easily cause tire wear and damage to the transmission components between the front and rear axles of the vehicle.

[0044] In view of the problems existing in the above-mentioned background technology, the utility model aims to provide a power transmission device, including a first rotating member for connecting the front axle connecting shaft and a second rotating member for connecting the rear axle connecting shaft, wherein the first rotating member and the second rotating member can switch between a coupled state and a decoupled state according to the rotation speeds of the rear axle connecting shaft and the front axle connecting shaft. When the second rotating member is in a coupled state with the first rotating member, the torque of the rear axle can be transmitted to the front axle, thereby effectively balancing the torque of the front and rear axles, avoiding the rear wheel slipping caused by excessive torque of the rear axle, and improving the off-road capability, starting capability and escape capability of the vehicle; when the second rotating member is decoupled from the first rotating member, the differential function of the front and rear axles can be realized, meeting the driving and turning requirements of the vehicle on paved roads without causing damage to the wheels and the transmission components between the front and rear axles.

[0045] Reference Figure 2 The utility model provides a power transmission device 1, including a first rotating member 11 and a second rotating member 12, the first rotating member 11 is used to connect the front axle connecting shaft 2, and the second rotating member 12 is used to connect the rear axle connecting shaft 3.

[0046] In this embodiment, when the rotation speed of the rear axle connecting shaft 3 is greater than the rotation speed of the front axle connecting shaft 2 , the second rotating member 12 and the first rotating member 11 are in a coupled state.

[0047] It should be noted that the coupling state means that the second rotating member 12 is in a connection state with the first rotating member 11. That is, when the second rotating member 12 is in a coupling state with the first rotating member 11, the second rotating member 12 can transmit torque to the first rotating member 11.

[0048] In this embodiment, since the first rotating member 11 is used to connect the front axle connecting shaft 2, and the second rotating member 12 is used to connect the rear axle connecting shaft 3. Therefore, if the speed of the rear axle connecting shaft 3 is greater than the speed of the front axle connecting shaft 2, the speed of the second rotating member 12 will be greater than the speed of the first rotating member 11. Since the second rotating member 12 and the first rotating member 11 can be in a coupled state at this time, the second rotating member 12 can drive the first rotating member 11 to rotate. In this way, the torque output by the rear axle motor can be transmitted to the front axle connecting shaft 2 through the rear axle connecting shaft 3, the second rotating member 12 and the first rotating member 11 in sequence, avoiding the rear wheel slipping and getting stuck due to excessive torque on the rear axle, thereby improving the off-road capability, starting capability and escape capability of the vehicle.

[0049] In this embodiment, when the rotation speed of the rear axle connecting shaft 3 is less than or equal to the rotation speed of the front axle connecting shaft 2 , the second rotating member 12 is decoupled from the first rotating member 11 .

[0050] It should be noted that the decoupling state means the connection state between the second rotating member 12 and the first rotating member 11 is released. That is, when the second rotating member 12 is decoupled from the first rotating member 11, the second rotating member 12 cannot transmit torque to the first rotating member 11.

[0051] In this embodiment, when the speed of the rear axle connecting shaft 3 is less than or equal to the speed of the front axle connecting shaft 2, that is, when the speed of the second rotating member 12 is less than or equal to the speed of the first rotating member 11, the second rotating member 12 and the first rotating member 11 can be uncoupled, and at this time, the speed of the first rotating member 11 is allowed to be greater than the speed of the second rotating member 12. In this way, when the vehicle speed is high, the second rotating member 12 and the first rotating member 11 can be uncoupled, and the speed of the front axle connecting shaft 2 is allowed to be greater than the speed of the rear axle connecting shaft 3, so that the vehicle can travel and turn normally on a paved road.

[0052] The utility model provides a power transmission device with a simple structure and flexible use, wherein the first rotating member 11 and the second rotating member 12 can automatically switch between a coupling state and a decoupling state according to the rotation speed changes of the rear axle connecting shaft 3 and the front axle connecting shaft 2, thereby realizing a one-way transmission of the rear axle torque to the front axle torque. In other words, when the rear axle connecting shaft 3 rotates faster, it will drive the front axle connecting shaft 2 to rotate, and when the front axle connecting shaft 2 rotates faster, it will not drive the rear axle connecting shaft 3 to rotate. In this way, not only can the problems of unbalanced torque between the front and rear axles and rear axle slippage of electric four-wheel drive off-road vehicles be solved, but also the problem that the traditional four-wheel drive hard-connected structure cannot realize vehicle turning, so that the vehicle can travel on paved roads without causing damage to the wheels and the transmission components between the front and rear axles.

[0053] In a feasible implementation manner, a coupling structure is provided between the first rotating member 11 and the second rotating member 12 ; the coupling structure comprises a first component and a second component, the first component is connected to the first rotating member 11 , and the second component is connected to the second rotating member 12 .

[0054] In this embodiment, when the rotation speed of the rear axle connecting shaft 3 is greater than the rotation speed of the front axle connecting shaft 2 , the coupling structure is in a coupling state, so that the second rotating member 12 drives the first rotating member 11 to rotate.

[0055] In this embodiment, when the coupling structure is in the coupling state, the second rotating member 12 can drive the first rotating member 11 to rotate. That is to say, the second rotating member 12 can drive the first rotating member 11 as the passive side to rotate as the active side, so that the second rotating member 12 and the first rotating member 11 can achieve speed synchronization, that is, once the coupling structure is in the coupling state, the speed of the rear axle connecting shaft 3 will not be allowed to be greater than the speed of the front axle connecting shaft 2. In this way, not only the torque balance of the front and rear axles is achieved, so that the front and rear axles can output torque in a 50:50 ratio, but also the speed synchronization between the front axle connecting shaft 2 and the rear axle connecting shaft 3 can be achieved.

[0056] In this embodiment, when the rotation speed of the rear axle connecting shaft 3 is less than or equal to the rotation speed of the front axle connecting shaft 2 , the coupling structure is released from the coupling state so that the second rotating member 12 stops driving the first rotating member 11 to rotate.

[0057] In this embodiment, once the speed of the rear axle connecting shaft 3 is greater than the speed of the front axle connecting shaft 2, the coupling structure will be released from the coupling state, so that the second rotating member 12 stops driving the first rotating member 11 to rotate. At this time, the front axle connecting shaft 2 will not drive the rear axle connecting shaft 3 to rotate quickly, and the rear axle connecting shaft 3 will not reversely drag the front axle connecting shaft 2, so that the vehicle can travel and turn normally on the paved road.

[0058] In one possible implementation, refer to Figure 3The first rotating member 11 and the second rotating member 12 are both annular, and the first rotating member 11 and the second rotating member 12 are mutually nested, that is, the first rotating member 11 and the second rotating member 12 have mutually staggered parts, and the coupling structure is arranged on the mutually nested parts of the first rotating member 11 and the second rotating member 12.

[0059] In this embodiment, refer to Figure 4 , Figure 5 and Figure 6 The first component includes at least one first clamping portion 131 , and the second component includes at least one second clamping portion 132 adapted to the at least one first clamping portion 131 .

[0060] In this embodiment, the first clamping portion 131 and / or the second clamping portion 132 can be set to be multiple, so that when the rotation speed of the rear axle connecting shaft 3 is greater than the rotation speed of the front axle connecting shaft 2, the first component and the second component can be quickly in a coupled state, and at the same time make the coupling state more stable, effectively avoiding damage to the coupling structure due to a large impact, and even if part of the first clamping portion 131 and / or the second clamping portion 132 fails, the remaining first clamping portion 131 and / or the second clamping portion 132 can still start the coupling effect.

[0061] In an example, taking the case where the front axle connecting shaft 2 and the rear axle connecting shaft 3 rotate counterclockwise when the vehicle is traveling, when the rotation speed of the rear axle connecting shaft 3 is greater than the rotation speed of the front axle connecting shaft 2, that is, the rotation speed of the second rotating member 12 is greater than the rotation speed of the first rotating member 11, the second rotating member 12 rotates counterclockwise relative to the first rotating member 11, and when the second clamping portion 132 rotates to the first clamping portion 131, the second clamping portion 132 and the first clamping portion 131 are in a clamping state, that is, in a coupled state, and then the second clamping portion 132 can drive the first clamping portion 131 to rotate.

[0062] In another example, taking the case where the front axle connecting shaft 2 and the rear axle connecting shaft 3 rotate counterclockwise when the vehicle is traveling, when the rotation speed of the rear axle connecting shaft 3 is less than or equal to the rotation speed of the front axle connecting shaft 2, that is, the rotation speed of the second rotating member 12 is less than or equal to the rotation speed of the first rotating member 11, the second rotating member 12 stops rotating or rotates clockwise relative to the first rotating member 11. At this time, the second clamping portion 132 and the first clamping portion 131 are disengaged from the clamping state, that is, the coupling state is released, and the second clamping portion 132 stops driving the first clamping portion 131 to rotate.

[0063] In the specific implementation, continue to refer to Figure 6 , the first rotating member 11 can be sleeved on the outer periphery of the second rotating member 12, in which case the first clamping portion 131 is a clamping tooth and the second clamping portion 132 is a clamping block; or, referring to Figure 7, the first rotating member 11 can be sleeved inside the second rotating member 12, in which case the second clamping portion 132 is a clamping tooth, and the first clamping portion 131 is a clamping block. It should be noted that, Figure 6 It is a structural diagram of a coupling structure with the rear axis as the viewpoint. Figure 7 It is a structural diagram of another coupling structure with the front axis as the viewpoint.

[0064] In this embodiment, the first rotating member 11 and the second rotating member 12 can select corresponding sleeve modes and specific coupling structures according to needs. In other words, the first rotating member 11 can be sleeved inside or outside the second rotating member 12, and the clamping block can be set on the first component or the second component, that is, the coupling structure between the first rotating member (11) and the second rotating member (12) can include at most four structures, and this embodiment does not make specific restrictions.

[0065] In this embodiment, continue to refer to Figure 6 and Figure 7 In order to ensure the coupling effect and reduce the production cost, the coupling structure may include a clamping block and a plurality of clamping teeth, wherein the plurality of clamping teeth are connected end to end to form an annular tooth groove. By arranging a plurality of adjacent clamping teeth, the clamping block only needs a very short stroke to be clamped with the clamping teeth, thereby quickly entering the coupling state.

[0066] In a feasible implementation manner, the engaging block is retractable; when the engaging block is in a compressed state, the engaging block is decoupled from each engaging tooth.

[0067] In this embodiment, the clamping block is configured to be retractable so that the clamping block can achieve corresponding state changes according to the relative rotation speed changes of the rear axle connecting shaft 3 and the front axle connecting shaft 2. That is, when the rotation speed of the rear axle connecting shaft 3 is faster, for example, when the rear wheel connected to the rear axle connecting shaft 3 slips, the clamping block is not in a compressed state, and the clamping block can be in a coupled state with the corresponding clamping teeth; when the rotation speed of the rear axle connecting shaft 3 is slower, the clamping block can be in a compressed state, so that the clamping block is decoupled from each clamping tooth.

[0068] In a specific implementation, the coupling device can be controlled by electrical control, that is, the clamping block can be provided with a magnetic material, and a magnetic attraction device is provided on the first clamping portion 131 or the second clamping portion 132. When the rotation speed of the rear axle connecting shaft 3 is greater than the rotation speed of the front axle connecting shaft 2, the magnetic attraction device is in a stopped working state, and the clamping block and the clamping tooth can enter a coupled state; when the rotation speed of the rear axle connecting shaft 3 is less than or equal to the rotation speed of the front axle connecting shaft 2, the magnetic attraction device is energized to enter a working state, and attracts the clamping block to move toward the end away from the clamping tooth, so that the clamping block is decoupled from each clamping tooth. At this time, the clamping block will not be able to contact any clamping tooth.

[0069] In a feasible implementation, considering that the control accuracy of the electric control method is limited and it is susceptible to interference, and in order to reduce the cost, refer to Figure 8 The first component or the second component is provided with a groove 121 adapted to the clamping block, and the clamping block is connected to the bottom of the groove 121 through an elastic member 14. The elastic member 14 can be a spring.

[0070] Specifically, when the second rotating member 12 is sleeved on the inside of the first rotating member 11, the first clamping portion 131 is a clamping tooth, and the second clamping portion 132 is a clamping block. At this time, the second component in the coupling structure is provided with a groove 121 adapted to the clamping block; when the second rotating member 12 is sleeved on the outer periphery of the first rotating member 11, the second clamping portion 132 is a clamping tooth, and the first clamping portion 131 is a clamping block. At this time, the first component in the coupling structure is provided with a groove 121 adapted to the clamping block.

[0071] In a specific implementation, a first inclined surface and a first contact surface are provided at one end of the clamping block facing the clamping tooth; a second inclined surface and a second contact surface are provided at one end of the clamping tooth facing the clamping block. When the rotation speed of the rear axle connecting shaft 3 is greater than the rotation speed of the front axle connecting shaft 2, the first contact surface and the second contact surface conflict with each other. At this time, the clamping block and the clamping tooth enter a coupling state, so that the second rotating member 12 can drive the first rotating member 11 to rotate; when the rotation speed of the rear axle connecting shaft 3 is less than or equal to the rotation speed of the front axle connecting shaft 2, the first contact surface and the second contact surface are out of conflict. When the first inclined surface contacts any second inclined surface, due to the presence of the elastic member 14, the clamping tooth can push the clamping block to move to the bottom of the groove 121, so that the clamping block and the corresponding clamping tooth are released from the coupling state. Therefore, the second rotating member 12 will not reversely drag the first rotating member 11, that is, the second rotating member 12 will not prevent the first rotating member 11 from rotating at a faster speed, thereby realizing the differential function of the front and rear axles.

[0072] In a feasible embodiment, the power transmission device further includes a first gear assembly and a second gear assembly (not shown in the figure). The first rotating member 11 is connected to the front axle connecting shaft 2 through the first gear assembly; the second rotating member 12 is connected to the rear axle connecting shaft 3 through the second gear assembly.

[0073] In this embodiment, the first gear assembly is used to achieve speed synchronization between the first rotating member 11 and the front axle connecting shaft 2; the second gear assembly is used to achieve speed synchronization between the second rotating member 12 and the rear axle connecting shaft 3. That is to say, when the second rotating member 12 is in a coupled state with the first rotating member 11, the rear axle connecting shaft 3 can sequentially transmit torque to the front axle connecting shaft 2 through the second gear assembly, the second rotating member 12, the first rotating member 11 and the first gear assembly; when the second rotating member 12 is uncoupled from the first rotating member 11, the front axle connecting shaft 2 only needs to drive the first rotating member 11 to rotate through the first gear assembly; the rear axle connecting shaft 3 only needs to drive the second rotating member 12 to rotate through the second gear assembly.

[0074] It should be noted that the first gear assembly and the second gear assembly may adopt a gear transmission device in the prior art, and the specific structure thereof will not be described in detail in this embodiment.

[0075] Second, refer to Fig. 9 The utility model further provides a vehicle 4, which is equipped with the power transmission device 1 provided in the first aspect of the utility model. Since the power transmission device 1 has the above advantages, the vehicle 4 provided with the power transmission device 1 also has the above advantages accordingly. The specific implementation method will not be repeated here.

[0076] It should be noted that the various embodiments in this specification are described in a progressive manner, and each embodiment focuses on the differences from other embodiments. The same or similar parts between the various embodiments can be referenced to each other.

[0077] It should also be noted that, in this article, the orientation or position relationship indicated by the terms "center", "up", "down", "left", "right", "vertical", "horizontal", "inside", "outside", etc. is based on the orientation or position relationship shown in the drawings, which is only for the convenience of describing the utility model and simplifying the description, and does not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the utility model. In addition, relational terms such as "first" and "second" are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply that there is any such actual relationship or order between these entities or operations, nor can they be understood as indicating or implying relative importance. Moreover, the terms "include", "comprise" or any other variant thereof are intended to cover non-exclusive inclusion, so that a process, method, article or terminal device including a series of elements includes not only those elements, but also includes other elements not explicitly listed, or also includes elements inherent to such process, method, article or terminal device. Without more restrictions, an element defined by the phrase "comprising a ..." does not exclude the existence of other identical elements in the process, method, article or terminal device comprising the element.

[0078] The technical solution provided by the present application is described in detail above. The principle and implementation method of the present application are described in this article using specific examples. The description of the above embodiments is only used to help understand the present application, and the content of this specification should not be understood as limiting the present application. At the same time, for those of ordinary skill in the art, according to the present application, there will be different forms of changes in the specific implementation methods and application scopes. It is not necessary and impossible to list all the implementation methods here, and the obvious changes or modifications derived therefrom are still within the scope of protection of the present application.

Claims

1. A power transmission device, characterized in that: It comprises a first rotating member (11) and a second rotating member (12), wherein the first rotating member (11) is used to connect the front axle connecting shaft, and the second rotating member (12) is used to connect the rear axle connecting shaft; wherein, When the rotation speed of the rear axle connecting shaft is greater than the rotation speed of the front axle connecting shaft, the second rotating member (12) and the first rotating member (11) are in a coupled state; When the rotation speed of the rear axle connecting shaft is less than or equal to the rotation speed of the front axle connecting shaft, the second rotating member (12) is decoupled from the first rotating member (11).

2. The power transmission device according to claim 1, characterized in that: A coupling structure is provided between the first rotating member (11) and the second rotating member (12); wherein: The coupling structure comprises a first component and a second component, the first component is connected to the first rotating member (11), and the second component is connected to the second rotating member (12); When the rotation speed of the rear axle connecting shaft is greater than the rotation speed of the front axle connecting shaft, the coupling structure is in a coupling state, so that the second rotating member (12) drives the first rotating member (11) to rotate; When the rotation speed of the rear axle connecting shaft is less than or equal to the rotation speed of the front axle connecting shaft, the coupling structure releases the coupling state so that the second rotating member (12) stops driving the first rotating member (11) to rotate.

3. The power transmission device according to claim 2, characterized in that: The first rotating member (11) and the second rotating member (12) are both annular, and the first rotating member (11) and the second rotating member (12) are sleeved with each other; The first component comprises at least one first clamping portion (131), and the second component comprises at least one second clamping portion (132) adapted to the at least one first clamping portion (131).

4. The power transmission device according to claim 3, characterized in that: The first rotating member (11) is sleeved on the outer circumference of the second rotating member (12); the first clamping portion (131) is a clamping tooth; and the second clamping portion (132) is a clamping block.

5. The power transmission device according to claim 3, characterized in that: The first rotating member (11) is sleeved inside the second rotating member (12), the second clamping portion (132) is a clamping tooth, and the first clamping portion (131) is a clamping block.

6. The power transmission device according to claim 4 or 5, characterized in that: The clamping block is retractable; When the engaging block is in a compressed state, the engaging block is decoupled from each of the engaging teeth.

7. The power transmission device according to claim 4 or 5, characterized in that: A groove (121) adapted to the clamping block is provided on the first component or the second component, and the clamping block is connected to the bottom of the groove (121) via an elastic member (14).

8. The power transmission device according to claim 4 or 5, characterized in that: The engaging teeth are provided in plurality, and the plurality of engaging teeth are connected end to end to form an annular tooth groove.

9. The power transmission device according to claim 1, characterized in that: The power transmission device also includes a first gear assembly and a second gear assembly; The first rotating member (11) is connected to the front axle connecting shaft via the first gear assembly; The second rotating member (12) is connected to the rear axle connecting shaft via the second gear assembly.

10. A vehicle, characterized in that: A power transmission device comprising any one of claims 1 to 9.

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