Power device and vehicle with same

Abstract

The utility model discloses a power device and a vehicle with the same. The power device comprises a driving system and a transmission system. The transmission system is connected with the driving system, and the transmission system is connected between the wheels on the two sides; wherein the output performance of the driving system, which is output to the first wheel through the transmission system, is different from the output performance of the driving system, which is output to the second wheel through the transmission system. Thus, the driving system is connected with the wheels on the two sides through the transmission system, so that the output performance of the driving system output to the first wheel through the transmission system is different from the output performance of the driving system output to the second wheel through the transmission system, and different performances are output on the wheels on the two sides to achieve differential control. The structure of the power device is simplified, meanwhile, the number of motors can be reduced, and the production cost is reduced.

Description

Technical Field

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

[0002] In the prior art, during the design process of four-wheel independent vehicles, a power device is often provided for each wheel, so that each motor can provide power output to each wheel separately, so as to realize the four-wheel independent drive of the vehicle. In the related art, the structure of the vehicle adopting four-wheel independent drive is relatively complex, and the production cost of the vehicle is significantly increased. Utility Model Content

[0003] The utility model aims to solve at least one of the technical problems existing in the prior art. To this end, one purpose of the utility model is to provide a power device that can output different performances on the wheels on both sides to achieve differentiated control, while simplifying the structure of the power device, saving the number of motors and reducing production costs.

[0004] Another object of the present invention is to provide a vehicle, wherein the power device as shown above is provided in the vehicle.

[0005] According to an embodiment of the utility model, the power device includes: a drive system and a transmission system; the transmission system is connected to the drive system, and the transmission system is connected between the wheels on both sides; wherein the output performance of the drive system output to the first wheel via the transmission system is different from the output performance of the drive system output to the second wheel via the transmission system.

[0006] According to the power device of the embodiment of the utility model, the drive system is connected to the wheels on both sides by using a transmission system, so that the output performance of the drive system output to the first wheel through the transmission system is different from the output performance of the drive system output to the second wheel through the transmission system, so as to output different performances on the wheels on both sides to achieve differentiated control, which can simplify the structure of the power device, save the number of motors and reduce production costs.

[0007] In some embodiments, the transmission system includes: a first transmission mechanism and a second transmission mechanism, one end of the first transmission mechanism is connected to the drive system, and the other end of the first transmission mechanism is connected to the first wheel; one end of the second transmission mechanism is connected to the drive system, and the other end of the second transmission mechanism is connected to the second wheel, and the output performance of the drive system output to the first wheel via the first transmission mechanism is different from the output performance of the drive system output to the second wheel via the second transmission mechanism.

[0008] In some embodiments, a transmission speed ratio of the first transmission mechanism is different from a transmission speed ratio of the second transmission mechanism.

[0009] In some embodiments, the driving system further includes an adjusting motor connected to the first transmission mechanism.

[0010] In some embodiments, the transmission ratio A of the first transmission mechanism is an adjustable transmission ratio, and the transmission ratio B of the second transmission mechanism is a fixed transmission ratio.

[0011] In some embodiments, when the speed of the regulating motor is 0, the transmission ratio of the first transmission mechanism is A0, and the transmission ratio A0 is not equal to the transmission ratio B.

[0012] In some embodiments, the transmission ratio B and the transmission ratio A0 satisfy the relationship: |(A0-B) / B|*100%≤10%.

[0013] In some embodiments, both the first transmission mechanism and the second transmission mechanism are planetary transmission mechanisms, or; the first transmission mechanism is a planetary transmission mechanism, and the second transmission mechanism is a gear transmission system.

[0014] In some embodiments, the system further comprises: a reducer assembly connected between the transmission system and the wheel;

[0015] In some embodiments, the reducer assembly includes: a first reducer and a second reducer, the first connector is connected between the first transmission mechanism and the first wheel; the second reducer is connected between the second transmission mechanism and the second wheel.

[0016] In some embodiments, the reducer assembly further includes: a third reducer connected between the first transmission mechanism and the adjusting motor.

[0017] A vehicle according to an embodiment of the utility model includes: the power device as described above.

[0018] According to the vehicle of the embodiment of the utility model, in the vehicle shown above, the drive system is connected to the wheels on both sides by using a transmission system, so that the output performance of the drive system output to the first wheel through the transmission system is different from the output performance of the drive system output to the second wheel through the transmission system, so that different performances are output on the wheels on both sides to achieve differentiated control, which can simplify the structure of the power device while saving the number of motors and reducing production costs.

[0019] Additional aspects and advantages of the present invention will be given in part in the following description, and in part will become apparent from the following description, or will be learned through the practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] The above and / or additional aspects and advantages of the present invention will become apparent and easily understood from the description of the embodiments in conjunction with the following drawings, in which:

[0021] Figure 1 It is a structural schematic diagram of a power device according to an embodiment of the utility model;

[0022] Figure 2 It is a structural schematic diagram of a power device according to an embodiment of the utility model;

[0023] Figure 3 It is a structural schematic diagram of a power device according to an embodiment of the utility model;

[0024] Figure 4 It is a structural schematic diagram of a power device according to an embodiment of the utility model;

[0025] Figure 5 It is a structural schematic diagram of a power device according to an embodiment of the utility model;

[0026] Figure 6 It is a structural schematic diagram of a power device according to an embodiment of the utility model;

[0027] Figure 7 It is a structural schematic diagram of a power device according to an embodiment of the utility model;

[0028] Reference numerals:

[0029] A power device 10, a first wheel 11, a second wheel 12,

[0030] A drive system 100,

[0031] Transmission system 200, first transmission mechanism 210, second transmission mechanism 220,

[0032] Adjusting motor 300,

[0033] The reducer assembly 400, the first reducer 410, the second reducer 420, the third reducer 430,

[0034] brake 500, first brake 510, second brake 520,

[0035] Transmission shaft 600 , first transmission shaft 610 , second transmission shaft 620 . DETAILED DESCRIPTION

[0036] The embodiments of the present utility model are described in detail below. The embodiments described with reference to the accompanying drawings are exemplary. The embodiments of the present utility model are described in detail below.

[0037] Reference below Figure 1-Figure 7 The power device 10 according to the embodiment of the present invention is described. The power device 10 is drivingly connected to wheels arranged on both sides respectively, and includes: a driving system 100 and a transmission system 200.

[0038] It should be noted that in the process of constructing a four-wheel independent drive vehicle, it is suitable to independently provide a power device 10 on each wheel so that each wheel can be powered by the corresponding connected power device 10 to achieve independent control and use of the four-wheel vehicle. In this way, the structure of the four-wheel independent drive vehicle is relatively complex, making the control of the vehicle more difficult, and multiple power devices 10 will also increase the production cost.

[0039] Therefore, the present application provides a power device 10, which can be connected to the wheels on both sides so that the power device 10 can provide power to the wheels on both sides at the same time, and the output performance acting on the wheels on both sides is different, so as to achieve differentiated control of the two wheels. At the same time, it can also simplify the structure of the vehicle, save the number of motors, and reduce the production cost of the vehicle.

[0040] In some specific embodiments, the transmission system 200 is connected to the drive system 100, and the transmission system is connected between the wheels on both sides; wherein, the output performance of the drive system 100 output to the first wheel 11 via the transmission system 200 is different from the output performance of the drive system 100 output to the second wheel 12 via the transmission system 200.

[0041] Specifically, the power device 10 includes a drive system 100 and a transmission system 200. The drive system 100 is suitable for providing power, and the power is suitable for being transmitted to the wheels on both sides through the transmission system 200 to achieve control of the wheels on both sides. Since the power provided by the drive system 100 is transmitted to the wheels on both sides by the transmission system 200, the output performance is different, so that differentiated control of the wheels on both sides can be achieved.

[0042] Furthermore, in some other specific embodiments, the output performance of the drive system 100 output to the first wheel 11 via the transmission system 200 is the same as the output performance of the drive system 100 output to the second wheel 12 via the transmission system 200, so that the power device 10 can output power accordingly to meet the driving needs of the vehicle.

[0043] According to the power device 10 of the embodiment of the utility model, the drive system 100 is connected to the wheels on both sides by using the transmission system 200, so that the output performance of the drive system 100 output to the first wheel 11 through the transmission system 200 is different from the output performance of the drive system 100 output to the second wheel 12 through the transmission system 200, so as to output different performances on the wheels on both sides to achieve differentiated control, which can simplify the structure of the power device 10 and save the number of motors and reduce production costs.

[0044] In some embodiments, the transmission system 200 includes: a first transmission mechanism 210 and a second transmission mechanism 220, one end of the first transmission mechanism 210 is connected to the drive system 100, and the other end of the first transmission mechanism 210 is connected to the first wheel 11; one end of the second transmission mechanism 220 is connected to the drive system 100, and the other end of the second transmission mechanism 220 is connected to the second wheel 12, and the output performance of the drive system 100 output to the first wheel 11 through the first transmission mechanism 210 is different from the output performance of the drive system 100 output to the second wheel 12 through the second transmission mechanism 220.

[0045] That is to say, during the specific use of the power device 10, it is suitable for the drive system 100 to provide power, and the driving power can be transmitted to the first wheel 11 and the second wheel 12 on both sides through the first transmission mechanism 210 and the second transmission structure 200 respectively, so that the driving power can act on the first wheel 11 and the second wheel 12 through the first transmission mechanism 210 and the second transmission mechanism 220 to drive the first wheel 11 and the second wheel 12 for output use.

[0046] In some embodiments, the transmission speed ratio of the first transmission mechanism 210 is different from the transmission speed ratio of the second transmission mechanism 220. In this way, by making the transmission speed ratio of the first transmission mechanism 210 different from the transmission speed ratio of the second transmission mechanism 220, the driving power provided by the drive system 100 can be transmitted to the wheels on both sides through different transmission speed ratios, so as to achieve different output performances acting on the wheels on both sides, thereby achieving differentiated control of the vehicle.

[0047] In some embodiments, the drive system 100 further includes an adjustment motor 300, which is connected to the first transmission mechanism 210. In this way, when the transmission speed ratio of the first transmission mechanism 210 is the same as the transmission speed ratio of the second transmission mechanism 220, the first transmission mechanism 210 is also suitable for being connected with the adjustment motor 300, and the adjustment motor 300 can absorb or supplement the driving power acting on the first transmission mechanism 210, so as to achieve the output performance transmitted to the first wheel 11 through the first transmission mechanism 210 and the output performance transmitted to the second wheel 12 through the second transmission mechanism 220 are different or the same, so as to meet the use requirements of the power device 10 for assembly and construction in the vehicle.

[0048] In some embodiments, the transmission ratio A of the first transmission mechanism 210 is an adjustable transmission ratio, and the transmission ratio B of the second transmission mechanism 220 is a fixed transmission ratio.

[0049] That is to say, in order to facilitate the arrangement of the first transmission mechanism 210 and the second transmission mechanism 220 in the power device 10, the transmission ratio of the second transmission mechanism 220 can be set to a fixed value, and the transmission ratio of the first transmission mechanism 210 can be set to an adjustable transmission ratio, so that the transmission ratio of the first transmission mechanism 210 can be adjusted to achieve a difference between its transmission ratio and that of the second transmission mechanism 220, so as to achieve independent control of the two wheels.

[0050] In some embodiments, when the speed of the regulating motor 300 is 0, the transmission ratio of the first transmission mechanism is A0, and the transmission ratio A0 is not equal to the transmission ratio B. In other words, in order to achieve different output performance on both sides, the key is that the speed ratio of one side is adjustable and the speed ratio of the other side is fixed, and there is an adjusting motor 300. This scheme architecture has nothing to do with the size relationship between the transmission ratio A and the transmission ratio B; the reason why the speed ratio A0 is designed to be slightly unequal to the speed ratio B is to make the regulating motor 300 in a low-speed and low-torque working state under most working conditions, rather than a stalled working state, thereby reducing the size of the regulating motor 300 and increasing reliability.

[0051] In some embodiments, the transmission ratio B and the transmission ratio A0 satisfy the relationship: |(A0-B) / B|*100%≤10%. In this way, since |(A0-B) / B|*100%≤10%, the regulating motor 300 can be prevented from being locked, and it is suitable to design the transmission ratio A to be slightly unequal to the transmission ratio B, so as to make the regulating motor 300 in a low-speed and low-torque working state under most working conditions, so as to make the working and use of the regulating motor 300 more reliable.

[0052] Since the regulating motor 300 can have multiple working states, when the regulating motor 300 rotates forward, the regulating motor 300 provides power to drive the vehicle to move, and when the regulating motor 300 rotates reversely, the regulating motor 300 absorbs power to generate electricity, and when the regulating motor 300 is idling or stalled, the regulating motor 300 cannot absorb or provide power to affect the operation of the drive system 100.

[0053] In addition, the first transmission mechanism 210 and the second transmission mechanism 220 can also be respectively connected to the two wheels on the same side, or the first transmission mechanism 210 and the second transmission mechanism 220 can also be respectively connected to the two wheels on different sides, that is, the first transmission mechanism 210 and the second transmission mechanism 220 can be independently connected to the two wheels, and it is not limited to the two wheels on the same side or the two wheels at the same end, and it can be adjusted according to the design.

[0054] In some embodiments, the first transmission mechanism 210 and the second transmission mechanism 220 are both planetary transmission mechanisms. It is understood that the first transmission mechanism 210 and the second transmission mechanism 220 are set as planetary transmission mechanisms so that the first transmission mechanism 210 and the second transmission mechanism 220 have a higher transmission ratio limit range, so that the driving force can be transmitted to the vehicle road energy on both sides of the vehicle as required for use. In this way, the planetary transmission mechanism has a higher adjustable range so that the transmission system 200 has a higher applicability to meet the power output use of different vehicles.

[0055] Moreover, in some specific embodiments, the first transmission mechanism 210 can be set to an adjustable transmission ratio structure, and the second transmission mechanism 220 can be set to a fixed transmission ratio structure. In this way, the second transmission mechanism 220 is set to a fixed transmission ratio structure according to the requirements, so that the driving performance transmitted to the second wheel 12 connected to the second transmission mechanism 220 is suitable for being determined, so that the output performance of the first wheel 11 is suitable for being fixed, so that the transmission ratio of the first transmission mechanism 210 and the output performance of the adjustment motor 300 are determined according to the requirements of the first wheel 11, so that the torque and speed of both sides can be output differently through the control of the adjustment motor 300, so as to realize the independent driving function of the wheels on both sides.

[0056] In some embodiments, the power device 10 further includes: a reducer assembly 400, which is connected between the transmission system 200 and the wheel. In this way, during the use of the power device 10, a reducer assembly 400 can be provided between the transmission system 200 and the wheel, and the reducer assembly 400 is suitable for reducing speed and increasing torque, which can reduce the power input requirements of the drive system 100 while making the output performance acting on the wheel 11 higher to meet the use.

[0057] In some specific embodiments, the reducer assembly 400 includes: a first reducer 410 and a second reducer 420 , the first connector is connected between the first transmission mechanism 210 and the first wheel 11 ; the second reducer 420 is connected between the second transmission mechanism 220 and the second wheel 12 .

[0058] That is to say, a first reducer 410 is provided between the first transmission mechanism 210 and the first wheel 11, so that the first reducer 410 can reduce speed and increase torque, and while reducing the power requirements of the drive system 100, the output acting on the first wheel 11 can have higher performance, so as to improve the performance of the power device 10 when in use. Similarly, a second reducer 420 is provided between the second transmission mechanism 220 and the second wheel 12, so that the second reducer 420 can reduce speed and increase torque, and while reducing the power requirements of the drive system 100, the output acting on the second wheel 12 can have higher performance, thereby correspondingly improving the performance of the power device 10. In this way, since the first reducer 410 and the second reducer 420 are respectively provided between the two ends of the transmission system 200 and the wheels on both sides, the power device 10 has higher applicability during the construction process to meet the design requirements of various vehicles.

[0059] In some embodiments, the first reducer 410 and the second reducer 420 are both reduction gear pairs. In this way, while simplifying the structure of the first reducer 410 and the second reducer 420, the structure of the first reducer 410 and the second reducer 420 can also be made more reliable to improve the reliability of the power device 10. In addition, the first reducer 410 and the second reducer 420 formed by the reduction gear pair can also reduce the production cost of the power device 10.

[0060] In some embodiments, the reducer assembly 400 further includes: a third reducer 430, which is connected between the first transmission mechanism 210 and the adjustment motor 300. That is to say, the third reducer 430 is suitable for reducing speed and increasing torque on the output performance of the adjustment motor 300. While improving the output performance of the adjustment motor 300, the output performance of the adjustment motor 300 can also be applied to the first transmission mechanism through the third reducer 430 to meet the use requirements of the power device 10, so that the design and use of the adjustment motor 300 can be adjusted according to the requirements, so that the construction and use of the power device 10 have higher applicability to meet the use requirements of different vehicles.

[0061] In some specific embodiments, the power device 10 further includes a brake 500, the brake 500 is connected to the transmission system 200, there are multiple brakes 500, and the brake 500 at least includes: a first brake 510 and a second brake 520, the first brake 510 is arranged on the first transmission mechanism 210, and the second brake 520 is arranged on the second transmission mechanism 220. That is to say, during the use of the power device 10, it is suitable to construct a brake 500, and the brake 500 is also suitable for fixing the adjustment element of the planetary mechanism. In a specific design, the transmission ratio of the first transmission mechanism 210 and the second transmission mechanism 220 can be set to be the same. In this case, if the vehicle is moving straight, the regulating motor 300 is in a stalled working state. In order to avoid the impact of the stall on the reliability of the regulating motor 300, the regulating element 300 can be stopped by setting a setting device, so that the torque of the regulating motor 300 can be unloaded, thereby increasing the life of the regulating motor 300.

[0062] While setting the second transmission mechanism 220 as a transmission mechanism with a fixed speed ratio, the design and use of the second brake 520 can also be omitted to simplify the structural design of the power unit 10, so that the construction of the power unit 10 can have higher applicability, allowing the power unit 10 to be built in a variety of vehicles according to needs.

[0063] In some specific embodiments, the power device 10 further includes: a transmission shaft 600, the transmission shaft 600 includes a first transmission shaft 610 and a second transmission shaft 620, the first transmission shaft 610 is connected between the first transmission mechanism 210 and the first wheel 11, and the first transmission shaft 610 is arranged in parallel with the first transmission mechanism 210, and the second transmission shaft 620 is connected between the second transmission mechanism 220 and the second wheel 12, and the second transmission shaft 620 is arranged in parallel with the second transmission mechanism 220. In this way, by providing the transmission shaft 600 in the power device 10, the arrangement of the power device 10 in the vehicle can be adjusted according to the needs, so that the driving force of the drive system 100 can be transmitted to the corresponding wheel through the transmission shaft 600, so as to constitute the use performance of the power device 10. Specifically, the transmission shaft 600 includes: a first transmission shaft 610 and a second transmission shaft 620. The first transmission shaft 610 is used to connect the first transmission mechanism 210 and the first wheel 11, and the second transmission shaft 620 is used to connect the second transmission mechanism 220 and the second wheel 12. During use, the power device 10 is suitable for adjusting the relative positions of the first transmission shaft 610 and the second transmission shaft 620 to realize the arrangement and use of the power device 10 in different vehicles, thereby improving the applicability of the power device 10.

[0064] The vehicle according to the embodiment of the utility model comprises: the power device 10 as described above.

[0065] In some specific embodiments, for example:

[0066] nM---Main drive motor speed

[0067] nD---Adjust the motor speed

[0068] nW1---left wheel speed

[0069] nW2---Right wheel speed

[0070] TM---Total torque of main drive motor

[0071] TM1---The torque provided by the main drive motor to the left transmission system

[0072] TM2---The torque provided by the main drive motor to the right transmission system

[0073] Where: TM = TM1 + TM2

[0074] TD---Adjust motor torque

[0075] TW1---Left wheel torque

[0076] TW2---Right wheel torque

[0077] PM---Main drive motor power

[0078] PM1---The power provided by the main drive motor to the left transmission system

[0079] PM2---The power provided by the main drive motor to the right transmission system

[0080] Where: PM = PM1 + PM2

[0081] PD---Adjust motor power

[0082] PW1---Left wheel power

[0083] PW2---Right wheel power

[0084] The three elements of the planetary mechanism are called input element-Xin, adjustment element--XD, and output element--Xout. The corresponding number of teeth or equivalent number of teeth (the planetary carrier uses the concept of equivalent number of teeth) are defined as: ZXin, ZXD, ZXout

[0085] ZXin---Number of teeth or equivalent number of teeth of planetary mechanism input element

[0086] ZXD---Number of teeth or equivalent number of teeth of planetary mechanism adjustment element

[0087] ZXout---The number of teeth or equivalent number of teeth of the output element of the planetary mechanism

[0088] nXin---the input element speed of the planetary mechanism, its value is equal to the main drive motor speed, that is, nXin=nM

[0089] nXD---the speed of the planetary mechanism adjusting element, it can be seen that nXD=nD / iD

[0090] nXout---the speed of the output element of the planetary mechanism, it can be seen that nXout=nW1*iR

[0091] nXout0---The speed of the output element of the planetary mechanism when the motor speed is adjusted to 0

[0092] TXin---Planetary mechanism input element torque, its value is equal to the torque provided by the main drive motor to the left transmission system, that is, TXin = TM1

[0093] TXD---Torque of the planetary mechanism adjustment element, it can be seen that TXD = TD*iD = (ZXD / ZXin)*Txin

[0094] TXout---The torque of the output element of the planetary mechanism. It can be seen that TXout=TW1 / iR=(ZXout / ZXin)*Txin

[0095] PXin---Planetary mechanism input element power, its value is equal to the power provided by the main drive motor to the left transmission system, that is, PXin = PM1

[0096] PXD---The power of the planetary mechanism adjustment element, which is provided by the adjustment motor, that is, PXD = PD

[0097] PXout---The power of the output element of the planetary mechanism, it can be seen that PXout=PW1

[0098] iY=nM / nW2---Total speed ratio of the right reduction system, which is a fixed speed ratio

[0099] iZ=nM / nW1=iX*iR---Total speed ratio of left transmission system, which is variable speed ratio

[0100] iZ0=iX0*iR---When the motor speed is adjusted to 0, the total speed ratio of the left speed change system, this value is fixed iR---The speed ratio of the left reducer (that is, the speed ratio of the rear fixed speed ratio reduction gear set of the left speed change system)

[0101] iX=nM / nXout---speed ratio of planetary mechanism, which is a variable speed ratio

[0102] iX0=nM / nXout0=ZXout / ZXin---When the motor speed is adjusted to 0, the planetary mechanism speed ratio, this value is fixed iD---Adjust the motor reduction gear ratio, its value is fixed

[0103] It can be inferred that:

[0104] iZ=iX*iR~variable

[0105] iZ0=iX0*iR~fixed

[0106] For the main drive motor, further requirements should include:

[0107] nM=nW2*iY=nW1*iZ

[0108] TM2=TW2 / iY

[0109] TM1=TW1 / iZ0

[0110] TM=TM1+TM2=TW1 / iZ0+TW2 / iY

[0111] The following is the solution for adjusting the motor speed and torque:

[0112] For planetary mechanisms, the following relationships exist:

[0113] The torque ratio of each component is fixed, and the speed ratio changes with the speed of the regulating component.

[0114] │TXin│:│TXD│:│TXout│=ZXin:ZXD:ZXout

[0115] According to the power balance relationship of the planetary mechanism, it can be deduced that:

[0116] TXin*nXin±TXD*nXD±TXout*nXout=0

[0117] ==>nXin±(ZXD / ZXin)*nXD±(ZXout / ZXin)*nXout=0

[0118] Let nXin=nM, nXout=nW1*iR, nXD=nD / iD, iX0=ZXout / ZXin, nXout=nW1*iR

[0119] Substituting into the above formula, we can get:

[0120] nM±(ZXD / ZXin)*(nD / iD)±iX0*nW1*iR=0

[0121] ==>nM±(ZXD / ZXin)*(nD / iD)±iZ0*nW1=0

[0122] ==>nD=(nM±iZ0*nW1)*ZXin*iD / (±ZXD)==>nD=(nW1*iZ±iZ0*nW1)*ZXin*iD / (±ZXD)==>nD=(iZ±iZ0)*nW1*ZXin*iD / (±ZXD)

[0123] Since iZ0 is the speed ratio when nD=0, iZ=iZ0, so the above formula should be:

[0124] nD=(iZ-iZ0)*nW1*ZXin*iD / (±ZXD)

[0125] Note: For the NGW planetary mechanism shown in the figure, the above formula can be further simplified to:

[0126] nD=(-nW1*iZ+(k+1)*nW1*iR)*iD / k (k is the gear ratio between the ring gear and the sun gear)

[0127] Further, TXD = (ZXD / ZXin)*Txin = (ZXD / ZXin)*TM1, substituting TM1 = TW1 / iZ0

[0128] ==>TXD=(ZXD / ZXin)*(TW1 / iZ0)

[0129] ==>TD=TXD / iD=(ZXD / ZXin)*(TW1 / iZ0) / iD

[0130] The above formula can be further simplified to:

[0131] TD=k*(TW1 / iZ0) / iD=(k / (k+1))*TW1 / (iR*iD)

[0132] The following three cases are analyzed:

[0133] According to the previous analysis, iZ0 and iY are both fixed values.

[0134] 1. If there is a design iZ0=iY

[0135] 1) When the vehicle is moving straight normally, nW1=nW2, TW1=TW2, PW1=PW2, iZ=iY

[0136] It can be seen that at this time: iZ = iZ0, indicating that under this condition, the total speed ratio of the left transmission system is equal to the total speed ratio of the left transmission system when the speed of the regulating motor is 0, which means that under this straight-ahead condition, the regulating motor is in a non-rotating state, that is, nD = 0 (derivation: nD = (iZ-iZ0)*nW1*ZXin*iD / (±ZXD) = 0

[0137] ), the torque relationship remains unchanged, that is, it is still

[0138] TD=TXD / iD=(ZXD / ZXin)*(TW1 / iZ0) / iD=(ZXD / ZXin)*(TW2 / iZ0) / iD,

[0139] It can be seen that the regulating motor is in a stalled working state at this time.

[0140] At this time, the main drive motor:

[0141] nM=nW2*iY

[0142] TM1=TM2=TW2 / iY

[0143] TM=TM1+TM2=2*TW2 / iY

[0144] 2) When the vehicle needs to turn right, the following conditions should apply: nW1>nW2, TW1>TW2, PW1>PW2, iZ<iY

[0145] Since the speed and torque of the left wheel are greater than those of the right wheel, the torque provided by the main drive motor to the left wheel is also greater than that of the right wheel. However, since the speed provided by the main drive motor to the left and right sides is the same, it is necessary to rotate the adjusting motor to realize the wheel speed adjustment function. At the same time, since the power increase provided by the main drive motor to the left side is not enough to meet the power increase at the left wheel end, the adjusting motor needs to input power to the planetary mechanism system at this time, that is, the adjusting motor is in the driving working state at this time.

[0146] │nD│>0, TD=(ZXD / ZXin)*(TW1 / iZ0) / iD>(ZXD / ZXin)*(TW2 / iZ0) / iD

[0147] At this time, the main drive motor:

[0148] nM=nW2*iY=nW1*iZ

[0149] TM2=TW2 / iY

[0150] TM1=TW1 / iZ0

[0151] TM=TM1+TM2=TW1 / iZ0+TW2 / iY

[0152] 3) When the vehicle needs to turn left, it should have: nW1<nW2, TW1<TW2, PW1<PW2, iZ>iY

[0153] Since the speed and torque of the left wheel are both smaller than those of the right wheel, the torque provided by the main drive motor to the left wheel is also smaller than that of the right wheel. However, since the speed provided by the main drive motor to the left and right sides is the same, it is necessary to rotate the adjusting motor to realize the wheel speed adjustment function. At the same time, since the power reduction provided by the main drive motor to the left transmission system is smaller than the power reduction at the left wheel end, the adjusting motor needs to absorb power from the planetary mechanism system at this time, that is, the adjusting motor is in the power generation working state at this time.

[0154] │nD│>0, TD=(ZXD / ZXin)*(TW1 / iZ0) / iD<(ZXD / ZXin)*(TW2 / iZ0) / iD

[0155] At this time, the main drive motor:

[0156] nM=nW2*iY=nW1*iZ

[0157] TM2=TW2 / iY

[0158] TM1=TW1 / iZ0

[0159] TM=TM1+TM2=TW1 / iZ0+TW2 / iY

[0160] 2. If there is a design iZ0<iY

[0161] 1) When the vehicle is moving straight normally, nW1=nW2, TW1=TW2, PW1=PW2, iZ=iY

[0162] At this time, the main drive motor:

[0163] nM=nW2*iY=nW1*iZ

[0164] TM2=TW2 / iY

[0165] TM1=TW1 / iZ0

[0166] TM=TM1+TM2=TW1 / iZ0+TW2 / iY

[0167] Because iZ0<iY, TM1>TM2, and then PM1>PM2. It can be seen that the power provided by the main drive motor to the left transmission system is greater than that of the right side. When the vehicle is moving straight normally, the required torque and power of the wheels on both sides are the same. This means that the main drive motor provides surplus power to the left transmission system at this time. Therefore, it is necessary to start the regulating motor for adjustment to absorb the surplus power. Therefore, the regulating motor is in the power generation working state at this time.

[0168] Adjust the motor at this time:

[0169] nD=(iZ-iZ0)*nW1*ZXin*iD / (±ZXD)==>│nD│>0

[0170] TD=TXD / iD=(ZXD / ZXin)*(TW1 / iZ0) / iD=(ZXD / ZXin)*(TW2 / iZ0) / iD

[0171] 2) When the vehicle needs to turn right, the following conditions should apply: nW1>nW2, TW1>TW2, PW1>PW2, iZ<iY

[0172] When the vehicle turns right, the torque and power of the left wheel must be greater than those of the right side. If the torque and power of the right wheel maintain the original level, it means that the torque and power of the left wheel need to be increased. Since the speed provided by the main drive motor to the left and right sides is the same, the power increase provided by the main drive motor to the left transmission system is insufficient to meet the power increase on the left wheel end. Therefore, the motor needs to be adjusted to reduce the power generation, and it may even be necessary to adjust the motor to enter the driving state to meet the power increase demand on the left wheel end. From the perspective of speed conditions, since the main drive motor cannot adjust the speed, the increase in the left wheel speed also needs to be completed by adjusting the motor.

[0173] Adjust the motor at this time:

[0174] nD=(iZ-iZ0)*nW1*ZXin*iD / (±ZXD)~Since nW1 increases and nM remains unchanged, iZ becomes smaller. According to the formula, before the rotation direction of nD is reversed, the motor speed nD is adjusted to become smaller.

[0175] TD=TXD / iD=(ZXD / ZXin)*(TW1 / iZ0) / iD>(ZXD / ZXin)*(TW2 / iZ0) / iD~the motor torque is adjusted to increase.

[0176] At this time, the main drive motor:

[0177] nM=nW2*iY=nW1*iZ

[0178] TM2=TW2 / iY

[0179] TM1=TW1 / iZ0

[0180] TM=TM1+TM2=TW1 / iZ0+TW2 / iY

[0181] 3) When the vehicle needs to turn left, it should have: nW1<nW2, TW1<TW2, PW1<PW2, iZ>iY

[0182] When the vehicle turns left, the torque and power of the left wheel are smaller than those of the right. If the torque and power of the right wheel maintain the original level, it means that the torque and power of the left wheel need to be reduced. Since the speed provided by the main drive motor to the left and right sides is the same, this results in the power reduction provided by the main drive motor to the left transmission system being smaller than the power reduction at the left wheel end. Therefore, at this time, the motor needs to be adjusted to increase the power generation power to absorb the surplus power in order to meet the power reduction demand at the left wheel end. From the perspective of speed conditions, since the main drive motor cannot adjust the speed, the reduction in the left wheel speed also needs to be achieved by adjusting the motor.

[0183] Adjust the motor at this time:

[0184] nD=(iZ-iZ0)*nW1*ZXin*iD / (±ZXD)~Since nW1 decreases and nM remains unchanged, iZ increases. According to the formula, nD increases.

[0185] TD=TXD / iD=(ZXD / ZXin)*(TW1 / iZ0) / iD<(ZXD / ZXin)*(TW2 / iZ0) / iD~Adjust the motor torque to reduce

[0186] At this time, the main drive motor:

[0187] nM=nW2*iY=nW1*iZ

[0188] TM2=TW2 / iY

[0189] TM1=TW1 / iZ0

[0190] TM=TM1+TM2=TW1 / iZ0+TW2 / iY

[0191] 3. If there is a design iZ0>iY

[0192] 1) When the vehicle is moving straight normally, nW1=nW2, TW1=TW2, PW1=PW2, iZ=iY

[0193] At this time, the main drive motor:

[0194] nM=nW2*iY=nW1*iZ

[0195] TM2=TW2 / iY

[0196] TM1=TW1 / iZ0

[0197] TM=TM1+TM2=TW1 / iZ0+TW2 / iY

[0198] Because iZ0>iY, TM1<TM2, and then PM1<PM2. It can be seen that the power provided by the main drive motor to the left transmission system is less than that of the right side. When the vehicle is moving straight normally, the required torque and power of the wheels on both sides are the same. This means that the power provided by the main drive motor to the left transmission system is insufficient. Therefore, it is necessary to start the adjustment motor to make up for the insufficient power. Therefore, the adjustment motor is in the driving working state at this time.

[0199] Adjust the motor at this time:

[0200] nD=(iZ-iZ0)*nW1*ZXin*iD / (±ZXD)==>│nD│>0

[0201] TD=TXD / iD=(ZXD / ZXin)*(TW1 / iZ0) / iD=(ZXD / ZXin)*(TW2 / iZ0) / iD

[0202] 2) When the vehicle needs to turn right, the following conditions should apply: nW1>nW2, TW1>TW2, PW1>PW2, iZ<iY

[0203] When the vehicle turns right, the torque and power of the left wheel must be greater than those of the right wheel. If the torque and power of the right wheel maintain the original level, it means that the torque and power of the left wheel need to be increased. Since the speed provided by the main drive motor to the left and right sides is the same, the power increase provided by the main drive motor to the left transmission system is insufficient to meet the power increase at the left wheel end. Therefore, it is necessary to adjust the motor to increase the drive power to meet the power increase demand at the left wheel end. From the perspective of speed conditions, since the main drive motor cannot adjust the speed, the increase in the left wheel speed also needs to be completed by adjusting the motor.

[0204] Adjust the motor at this time:

[0205] nD=(iZ-iZ0)*nW1*ZXin*iD / (±ZXD)~Since nW1 increases and nM remains unchanged, iZ becomes smaller. According to the formula, the motor speed nD is adjusted to increase.

[0206] TD=TXD / iD=(ZXD / ZXin)*(TW1 / iZ0) / iD>(ZXD / ZXin)*(TW2 / iZ0) / iD~the motor torque is adjusted to increase.

[0207] At this time, the main drive motor:

[0208] nM=nW2*iY=nW1*iZ

[0209] TM2=TW2 / iY

[0210] TM1=TW1 / iZ0

[0211] TM=TM1+TM2=TW1 / iZ0+TW2 / iY

[0212] 3) When the vehicle needs to turn left, it should have: nW1<nW2, TW1<TW2, PW1<PW2, iZ>iY

[0213] When the vehicle turns left, the torque and power of the left wheel are smaller than those of the right. If the torque and power of the right wheel remain at the original level, it means that the torque and power of the left wheel need to be reduced. Since the speed provided by the main drive motor to the left and right sides is the same, this results in the power reduction provided by the main drive motor to the left transmission system being smaller than the power reduction at the left wheel end. Therefore, at this time, the motor needs to be adjusted to reduce the driving power or even enter the power generation state to absorb the excess power in order to meet the power reduction demand at the left wheel end. From the perspective of speed conditions, since the main drive motor cannot adjust the speed, the reduction in the left wheel speed also needs to be achieved by adjusting the motor.

[0214] Adjust the motor at this time:

[0215] nD=(iZ-iZ0)*nW1*ZXin*iD / (±ZXD)~Since nW1 decreases and nM remains unchanged, iZ becomes larger. According to the formula, nD becomes smaller.

[0216] TD=TXD / iD=(ZXD / ZXin)*(TW1 / iZ0) / iD<(ZXD / ZXin)*(TW2 / iZ0) / iD~Adjust the motor torque to reduce

[0217] At this time, the main drive motor:

[0218] nM=nW2*iY=nW1*iZ

[0219] TM2=TW2 / iY

[0220] TM1=TW1 / iZ0

[0221] TM=TM1+TM2=TW1 / iZ0+TW2 / iY

[0222] In this way, in the vehicle shown above, the drive system 100 is connected to the wheels on both sides by using the transmission system 200, so that the output performance of the drive system 100 output to the first wheel 11 through the transmission system 200 is different from the output performance of the drive system 100 output to the second wheel 12 through the transmission system 200, so as to output different performances on the wheels on both sides to achieve differentiated control, which can simplify the structure of the power unit 10 while saving the number of motors and reducing production costs.

[0223] Other structures and operations of the vehicle according to the embodiment of the present invention are known to those skilled in the art and will not be described in detail here.

[0224] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "illustrative embodiments", "examples", "specific examples", or "some examples" means that the specific features, structures, materials, or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the utility model. In this specification, the schematic expressions of the above terms do not necessarily refer to the same embodiment or example.

[0225] Although the embodiments of the present invention have been shown and described, those skilled in the art will appreciate that various changes, modifications, substitutions and variations may be made to the embodiments without departing from the principles and spirit of the present invention, and that the scope of the present invention is defined by the claims and their equivalents.

Claims

1. A power device, characterized in that: include: Drive system; A transmission system, the transmission system is connected to the drive system, and the transmission system is connected between the wheels on both sides; The output performance of the drive system output to the first wheel via the transmission system is different from the output performance of the drive system output to the second wheel via the transmission system.

2. The power device according to claim 1, characterized in that: The transmission system comprises: a first transmission mechanism, wherein one end of the first transmission mechanism is connected to the drive system, and the other end of the first transmission mechanism is connected to the first wheel; A second transmission mechanism, one end of the second transmission mechanism is connected to the drive system, and the other end of the second transmission mechanism is connected to the second wheel, and the output performance of the drive system output to the first wheel through the first transmission mechanism is different from the output performance of the drive system output to the second wheel through the second transmission mechanism.

3. The power device according to claim 2, characterized in that: The transmission speed ratio of the first transmission mechanism is different from the transmission speed ratio of the second transmission mechanism.

4. The power device according to claim 2, characterized in that: The driving system further includes an adjusting motor, and the adjusting motor is connected to the first transmission mechanism.

5. The power device according to claim 4, characterized in that: The transmission ratio A of the first transmission mechanism is an adjustable transmission ratio, and the transmission ratio B of the second transmission mechanism is a fixed transmission ratio.

6. The power device according to claim 5, characterized in that: When the speed of the regulating motor is 0, the transmission ratio of the first transmission mechanism is transmission ratio A0, and the transmission ratio A0 is not equal to the transmission ratio B.

7. The power device according to claim 6, characterized in that: The transmission ratio B and the transmission ratio A0 satisfy the relationship: |(A0-B) / B|*100%≤10%.

8. The power device according to claim 2, characterized in that: The first transmission mechanism and the second transmission mechanism are both planetary transmission mechanisms, or; The first transmission mechanism is a planetary transmission mechanism, and the second transmission mechanism is a gear transmission mechanism.

9. The power device according to claim 2, characterized in that: Also includes: A reducer assembly is connected between the transmission system and the wheels.

10. The power device according to claim 9, characterized in that: The reducer assembly comprises: a first speed reducer, wherein the first speed reducer is connected between the first transmission mechanism and the first wheel; A second reducer is connected between the second transmission mechanism and the second wheel.

11. The power device according to claim 9, characterized in that: The reducer assembly also includes: A third reducer is connected between the first transmission mechanism and the adjusting motor.

12. A vehicle, characterized in that: include: A power device as claimed in any one of claims 1 to 11.

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