Power driving system and vehicle

Abstract

The utility model discloses a power driving system and a vehicle and relates to the field of vehicles, a first power driving device comprises a first motor, a first differential mechanism and a first combining device, the first motor is in transmission connection with the first differential mechanism, and the first differential mechanism is in transmission connection with a first output shaft; the first differential mechanism is selectively connected with the second output shaft through a first combination device; the second power driving device comprises a second motor, a second differential mechanism and a second combination device, the second motor is in transmission connection with the second differential mechanism, the second differential mechanism is in transmission connection with the fourth output shaft, and the second differential mechanism is selectively connected with the third output shaft through the second combination device; in the first direction, the first combining device is located at one end of the first differential in the first direction, and the second combining device is located at the other end of the second differential in the first direction. The power driving system is flexible in transmission, capable of achieving multiple driving modes, simple in structure and low in production cost.

Description

Technical Field

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

[0002] The replacement of traditional internal combustion engine drive by electric drive has become an irresistible trend. Compared with traditional internal combustion engine drive, the control of electric drive is more flexible and rapid, the response of the power system is more sensitive, and the requirements for transmission of electric drive are relatively lower. Therefore, many drives that are difficult to achieve with traditional internal combustion engines can be easily realized.

[0003] However, the existing drive systems have inflexible transmission, cannot achieve multiple drive modes, and have complex structures and high production costs. Summary of the Utility Model

[0004] The utility model aims to at least solve one of the technical problems existing in the prior art. For this purpose, an object of the utility model is to provide a power drive system which has flexible transmission, can achieve multiple drive modes, and has a relatively simple structure and low production cost.

[0005] The power drive system according to the utility model includes: a first drive assembly, the first drive assembly includes: a first output shaft, a first power drive device and a second output shaft arranged in sequence along a first direction, the first power drive device includes: a first motor, a first differential and a first coupling device, the first motor is in transmission connection with the first differential, the first differential is in transmission connection with the first output shaft, and the first differential is selectively connected to the second output shaft through the first coupling device;

[0006] a second drive assembly, the second drive assembly includes a third output shaft, a second power drive device and a fourth output shaft arranged in sequence along the first direction, the second power drive device includes: a second motor, a second differential and a second coupling device, the second motor is in transmission connection with the second differential, the second differential is in transmission connection with the fourth output shaft, and the second differential is selectively connected to the third output shaft through the second coupling device;

[0007] The first drive assembly and the second drive assembly are arranged at intervals along a second direction. Along the first direction, the first coupling device is located at one end of the first differential in the first direction, the second coupling device is located at the other end of the second differential in the first direction, and the first direction is perpendicular to the second direction.

[0008] The power drive system proposed in this application has a first motor drivingly connected to a first differential, the first differential drivingly connected to a first output shaft, and the first differential selectively connected to a second output shaft through a first coupling device. A second motor is drivingly connected to a second differential, the second differential drivingly connected to a fourth output shaft, and the second differential selectively connected to a third output shaft through a second coupling device. The first motor can simultaneously drive the first output shaft and the second output shaft to output driving force to achieve a centralized drive mode. The second motor can simultaneously drive the third output shaft and the fourth output shaft to output driving force to achieve a centralized drive mode. The first motor can simultaneously drive the first output shaft and the second output shaft to output driving force, and the second motor can simultaneously drive the third output shaft and the fourth output shaft to output driving force to achieve a centralized drive mode. Moreover, along a first direction, the first coupling device is located at one end of the first differential in the first direction, and the second coupling device is located at the other end of the second differential in the first direction. The first motor can drive the first output shaft to output driving force, and the second motor can drive the fourth output shaft to output driving force to achieve a distributed drive mode. Thus, both the centralized drive mode and the distributed drive mode can be achieved, with flexible transmission. And only two drive motors are needed, the structure is relatively simple, the production cost is relatively low, which is conducive to expanding the installation range.

[0009] In some examples of the present utility model, the first differential includes: a first housing, a first half shaft, and a first differential gear. The first motor is drivingly connected to the first housing, and the first differential gear is drivingly connected to the first housing, the first output shaft, and the first half shaft. The first half shaft is selectively connected to the second output shaft through the first coupling device.

[0010] In some examples of the present utility model, when the first half shaft is disconnected from the second output shaft, the first half shaft is connected to the first housing through the first coupling device.

[0011] In some examples of the present utility model, the first coupling device includes: a first coupling member, a second coupling member, and a third coupling member. The first coupling member is provided on the first half shaft, the second coupling member is fixedly provided on the second output shaft, and the third coupling member is fixedly provided on the first housing. The first coupling member can selectively engage with the second coupling member or the third coupling member.

[0012] In some examples of the present utility model, the second differential includes: a second housing, a second half shaft, and a second differential gear. The second motor is drivingly connected to the second housing, and the second differential gear is drivingly connected to the second housing, the fourth output shaft, and the second half shaft. The second half shaft is selectively connected to the third output shaft through the second coupling device.

[0013] In some examples of the present utility model, when the second half shaft is disconnected from the third output shaft, the second half shaft is connected to the second housing through the second coupling device.

[0014] In some examples of the present utility model, the second coupling device includes: a fourth coupling member, a fifth coupling member, and a sixth coupling member. The fourth coupling member is disposed on the second half shaft, the fifth coupling member is fixedly disposed on the third output shaft, the sixth coupling member is fixedly disposed on the second housing, and the fourth coupling member can selectively couple with the fifth coupling member or the sixth coupling member.

[0015] In some examples of the present utility model, along the second direction, the first power driving device and the second power driving device are arranged facing each other or offset.

[0016] In some examples of the present utility model, the power driving system further includes: a first clutch, and the first motor and the first differential are selectively connected through the first clutch; and / or, the power driving system further includes: a second clutch, and the second motor and the second differential are selectively connected through the second clutch.

[0017] The present utility model further provides a vehicle.

[0018] The vehicle according to the present utility model includes: a first wheel, a second wheel, a third wheel, a fourth wheel, and the above-mentioned power driving system; the first wheel is in transmission connection with the first output shaft, the second wheel is in transmission connection with the second output shaft, the third wheel is in transmission connection with the third output shaft, and the fourth wheel is in transmission connection with the fourth output shaft; wherein, the first wheel and the fourth wheel are two wheels in the diagonal direction of the vehicle, and the second wheel and the third wheel are two wheels in the diagonal direction of the vehicle.

[0019] The additional aspects and advantages of the present utility model will be partly given in the following description, partly will become obvious from the following description, or will be understood through the practice of the present utility model. Description of the Drawings

[0020] The above and / or additional aspects and advantages of the present utility model will become obvious and easy to understand from the description of the embodiments in conjunction with the following drawings, wherein:

[0021] Figure 1 is a schematic diagram of the power driving system according to the embodiment of the present utility model;

[0022] Figure 2 is a schematic diagram of the resultant force of the power driving system according to the embodiment of the present utility model being equivalent to the center and moving forward;

[0023] Figure 3 It is a schematic diagram of the resultant force of the power drive system according to the embodiment of the present utility model being equivalent to a torque moment.

[0024] Reference numerals:

[0025] Power drive system 100;

[0026] First wheel 11; First output shaft 111;

[0027] Second wheel 12; Second output shaft 121;

[0028] Third wheel 13; Third output shaft 131;

[0029] Fourth wheel 14; Fourth output shaft 141;

[0030] First power drive device 15; Second power drive device 16;

[0031] First motor 20;

[0032] First differential 30; First housing 31; First half shaft 32; First bevel gear 33; Second bevel gear 34; First mating gear 36; Second mating gear 37;

[0033] Second motor 40;

[0034] Second differential 50; Second housing 51; Second half shaft 52; Third bevel gear 53; Fourth bevel gear 54; Third mating gear 56; Fourth mating gear 57;

[0035] First gear 61; Second gear 62; Third gear 63; Fourth gear 64;

[0036] Second clutch 70;

[0037] First coupling device 80; First coupling member 81; Second coupling member 82; Third coupling member 83;

[0038] Second coupling device 90; Fourth coupling member 91; Fifth coupling member 92; Sixth coupling member 93. Detailed implementation manners

[0039] The embodiments of the present utility model will be described in detail below. Examples of the embodiments are shown in the accompanying drawings, where the same or similar reference numerals indicate the same or similar elements or elements with the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present utility model and should not be construed as a limitation of the present utility model.

[0040] Below with reference to Figure 1Describe the power drive system 100 according to an embodiment of the present utility model.

[0041] As Figure 1 shown, the power drive system 100 according to an embodiment of the present utility model includes: a first drive assembly and a second drive assembly. The first drive assembly includes: a first output shaft 111, a first power drive device 15, and a second output shaft 121 arranged in sequence along a first direction. The second drive assembly includes a third output shaft 131, a second power drive device 16, and a fourth output shaft 141 arranged in sequence along the first direction. Wherein, the first direction may be Figure 1 the Y direction shown.

[0042] The first power drive device 15 includes: a first motor 20, a first differential 30, and a first coupling device 80. The first motor 20 is in transmission connection with the first differential 30. The first differential 30 is in transmission connection with the first output shaft 111. The first differential 30 is selectively connected to the second output shaft 121 through the first coupling device 80. Specifically, the first differential 30 being selectively connected to the second output shaft 121 through the first coupling device 80 can be understood as the first differential 30 being able to be in transmission connection or disconnection with the second output shaft 121. When the first differential 30 is disconnected from the second output shaft 121, the first differential 30 is only in transmission connection with the first output shaft 111.

[0043] The second power drive device 16 includes: a second motor 40, a second differential 50, and a second coupling device 90. The second motor 40 is in transmission connection with the second differential 50. The second differential 50 is in transmission connection with the fourth output shaft 141. The second differential 50 is selectively connected to the third output shaft 131 through the second coupling device 90. Specifically, the second differential 50 being selectively connected to the third output shaft 131 through the second coupling device 90 can be understood as the second differential 50 being able to be in transmission connection or disconnection with the third output shaft 131. When the second differential 50 is disconnected from the third output shaft 131, the second differential 50 is only in transmission connection with the fourth output shaft 141.

[0044] The first drive assembly and the second drive assembly are arranged at intervals along a second direction. Wherein, the second direction may be Figure 1 the X direction shown, and the first direction is perpendicular to the second direction. Along the first direction, the first coupling device 80 is located at one end of the first differential 30 in the first direction, specifically, the end close to the second output shaft 121; the second coupling device 90 is located at the other end of the second differential 50 in the first direction, specifically, the end close to the third output shaft 131. Combining Figure 1That is to say, the first coupling device 80 is located at the right end of the first differential 30 and the second coupling device 90 is located at the left end of the second differential 50, or the first coupling device 80 is located at the left end of the first differential 30 and the second coupling device 90 is located at the right end of the second differential 50.

[0045] The power drive system 100 proposed in the present application has a centralized drive mode and a distributed drive mode. Specifically, the example shown in the centralized drive mode can be: the first differential 30 is simultaneously connected to the first output shaft 111 and the second output shaft 121 in transmission connection. At this time, the first motor 20 can simultaneously drive the first output shaft 111 and the second output shaft 121 to output driving force. This driving mode is a centralized drive mode; or the second differential 50 is simultaneously connected to the third output shaft 131 and the fourth output shaft 141 in transmission connection. At this time, the second motor 40 can simultaneously drive the third output shaft 131 and the fourth output shaft 141 to output driving force. The output shaft 131 and the fourth output shaft 141 output driving force, and this driving mode is a centralized driving mode; or when the first differential 30 is simultaneously connected to the first output shaft 111 and the second output shaft 121, and the second differential 50 is simultaneously connected to the third output shaft 131 and the fourth output shaft 141, at this time, the first motor 20 can simultaneously drive the first output shaft 111 and the second output shaft 121 to output driving force, and the second motor 40 can simultaneously drive the third output shaft 131 and the fourth output shaft 141 to output driving force, and this driving mode is a centralized driving mode.

[0046] Since along the first direction, the first coupling device 80 is located at one end of the first differential 30 in the first direction, and the second coupling device 90 is located at the other end of the second differential 50 in the first direction, when the first differential 30 is only connected to the first output shaft 111 for transmission, and the second differential 50 is only connected to the fourth output shaft 141 for transmission, the first motor 20 can drive the first output shaft 111 to output driving force, and the second motor 40 can drive the fourth output shaft 141 to output driving force, and this driving mode is a distributed driving mode.

[0047] The power drive system 100 proposed in this application has a first motor 20 drivingly connected to a first differential 30. The first differential 30 is drivingly connected to a first output shaft 111, and the first differential 30 is selectively connected to a second output shaft 121 through a first coupling device 80. A second motor 40 is drivingly connected to a second differential 50. The second differential 50 is drivingly connected to a fourth output shaft 141, and the second differential 50 is selectively connected to a third output shaft 131 through a second coupling device 90. The first motor 20 can drive the first output shaft 111 and the second output shaft 121 to output driving force simultaneously to achieve a centralized drive mode. The second motor 40 can drive the third output shaft 131 and the fourth output shaft 141 to output driving force simultaneously to achieve a centralized drive mode. The first motor 20 can drive the first output shaft 111 and the second output shaft 121 to output driving force, and the second motor 40 can drive the third output shaft 131 and the fourth output shaft 141 to output driving force simultaneously to achieve a centralized drive mode. Moreover, along a first direction, the first coupling device 80 is located at one end of the first differential 30 in the first direction, and the second coupling device 90 is located at the other end of the second differential 50 in the first direction. The first motor 20 can drive the first output shaft 111 to output driving force, and the second motor 40 can drive the fourth output shaft 141 to output driving force to achieve a distributed drive mode. Thus, both the centralized drive mode and the distributed drive mode can be achieved, with flexible transmission. And only two drive motors are needed, the structure is relatively simple, the production cost is relatively low, which is beneficial to expanding the installation range.

[0048] As some embodiments of this application, the first coupling device 80 can be configured as a clutch or a synchronizer, and the second coupling device 90 can be configured as a clutch or a synchronizer.

[0049] In some embodiments of the present utility model, as Figure 1 shown, the first differential 30 includes: a first housing 31, a first half shaft 32, and a first differential gear. Among them, the first motor 20 is drivingly connected to the first housing 31. As some embodiments of this application, the output shaft of the first motor 20 and the first housing 31 can be drivingly connected through gears.

[0050] The first differential gear is drivingly connected to the first housing 31, the first output shaft 111, and the first half shaft 32. As some embodiments of this application, the first differential gear is fixedly connected to the first output shaft 111. As some embodiments of this application, the first differential gear is fixedly connected to the first half shaft 32. The first half shaft 32 is selectively connected to the second output shaft 121 through the first coupling device 80.

[0051] As some embodiments of this application, as Figure 1As shown, the first differential gear includes a first bevel gear 33 and a second bevel gear 34. The first bevel gear 33 is in driving connection with the first output shaft 111. As some embodiments of the present application, the first bevel gear 33 is fixedly connected to the first output shaft 111. The second bevel gear 34 is in driving connection with the first half shaft 32. As some embodiments of the present application, the second bevel gear 34 is fixedly connected to the first half shaft 32. The first half shaft 32 can be selectively in driving connection with the second output shaft 121.

[0052] By drivingly connecting the first motor 20 with the first housing 31, the first differential gear is in driving connection with the first housing 31, the first output shaft 111, and the first half shaft 32. And by selectively connecting the first half shaft 32 and the second output shaft 121 through the first coupling device 80, the first motor 20 can drive the first housing 31 to rotate. The rotation of the first housing 31 can drive the first differential gear to rotate. The rotation of the first differential gear can drive the first output shaft 111 to output driving force. Thus, it can be realized that the first motor 20 drives the first output shaft 111 to output driving force. Moreover, the rotation of the first differential gear can drive the first half shaft 32 to rotate. When the first half shaft 32 is connected to the second output shaft 121 through the first coupling device 80, the first half shaft 32 can drive the second output shaft 121. Thus, by controlling whether the first half shaft 32 is combined with the second output shaft 121 or not, it can be realized that the first motor 20 selectively drives the second output shaft 121 to output driving force.

[0053] As some embodiments of the present application, as Figure 1 shown, the first bevel gear 33 and the second bevel gear 34 can be arranged at intervals and facing each other in the first direction. Moreover, the first bevel gear 33 and the second bevel gear 34 can both be arranged in the first housing 31. The first bevel gear 33 and the second bevel gear 34 are both in driving connection with the first housing 31. And the first bevel gear 33 and the second bevel gear 34 both rotate coaxially with the first housing 31.

[0054] As some embodiments of the present application, as Figure 1 shown, the first differential 30 further includes a first mating gear 36 and a second mating gear 37. The first mating gear 36 and the second mating gear 37 are both connected to the first housing 31. And the first mating gear 36 meshes with the first bevel gear 33 and the second bevel gear 34. The second mating gear 37 meshes with the first bevel gear 33 and the second bevel gear 34, so that the first bevel gear 33 and the second bevel gear 34 both rotate coaxially with the first housing 31.

[0055] In some embodiments of the present utility model, when the first half shaft 32 is disconnected from the second output shaft 121, the first half shaft 32 is connected to the first housing 31 through the first coupling device 80. That is to say, the first half shaft 32 can be drivingly connected to the second output shaft 121 through the first coupling device 80 to enable the first differential 30 to be drivingly connected to the second output shaft 121, or the first half shaft 32 can be drivingly connected to the first housing 31 through the first coupling device 80 to lock the first differential 30.

[0056] It can be understood that the connection of the first half shaft 32 to the first housing 31 through the first coupling device 80 can synchronize the rotation of the first half shaft 32 and the first housing 31, so as to lock the first differential 30. Thus, when the first half shaft 32 is disconnected from the second output shaft 121, the power of the first motor 20 can be fully output to the first output shaft 111, enabling the power drive system 100 proposed in the present application to have good power performance.

[0057] In some embodiments of the present utility model, as Figure 1 shown, the first coupling device 80 includes: a first coupling member 81, a second coupling member 82, and a third coupling member 83. The first coupling member 81 is disposed on the first half shaft 32, the second coupling member 82 is fixedly disposed on the second output shaft 121, the third coupling member 83 is fixedly disposed on the first housing 31, and the first coupling member 81 can selectively engage with the second coupling member 82 or the third coupling member 83.

[0058] As some embodiments of the present application, the third coupling member 83 can be integrally formed with the first housing 31, that is, the third coupling member 83 and the first housing 31 can be constructed as an integrally formed part. The integrally formed part has good structural strength. By integrally forming the third coupling member 83 with the first housing 31, the connection reliability between the third coupling member 83 and the first housing 31 can be improved, and the probability of fracture at the connection between the third coupling member 83 and the first housing 31 can be reduced.

[0059] Among them, the first coupling member 81 can move relative to the first half shaft 32. Specifically, the first coupling member 81 can move relative to the first half shaft 32 along the extension direction of the first half shaft 32. Moreover, the first coupling member 81 can move towards the second coupling member 82 to engage with the second coupling member 82, so as to drivingly connect the first differential 30 to the second output shaft 121. Furthermore, the first coupling member 81 can move towards the third coupling member 83 to engage with the third coupling member 83, so as to lock the first differential 30.

[0060] As some embodiments of the present application, the movement of the first coupling member 81 towards the second coupling member 82 or the third coupling member 83 can be controlled by an actuator.

[0061] Such a setting enables the first engaging member 81 to engage with the second engaging member 82 by controlling the movement of the first engaging member 81, so that the first motor 20 can drive the second output shaft 121 to output a driving force. Moreover, by controlling the movement of the first engaging member 81, the first engaging member 81 can be engaged with the third engaging member 83, so that the first half shaft 32 rotates synchronously with the first housing 31, so that the first differential 30 is self-locked, which can make the structural form of the power drive system 100 reasonable and is beneficial to reducing the design complexity of the actuator and the structural complexity of the actuator.

[0062] In some embodiments of the present invention, as Figure 1 shown, the power drive system 100 further includes: a first gear 61 and a second gear 62, and the first motor 20 has an output shaft.

[0063] As some embodiments of the present application, the output shaft of the first motor 20 is drivingly connected to the first gear 61. For example, the output shaft of the first motor 20 is directly connected to the first gear 61.

[0064] As some embodiments of the present application, the output shaft of the first motor 20 is selectively drivingly connected to the first gear 61. For example, the power drive system 100 further includes: a first transmission shaft and a first clutch. The output shaft of the first motor 20 is selectively connected to the first transmission shaft through the first clutch, and the first transmission shaft is drivingly connected to the first gear 61. The first motor 20 is selectively connected to the first differential 30 through the first clutch, which can reduce the drag loss when the first motor 20 does not participate in driving.

[0065] The second gear 62 is drivingly meshed with the first gear 61, and the second gear 62 is fixed to the first housing 31. As some embodiments of the present application, the second gear 62 is fixed to the first housing 31 by bolts or integrally formed with the first housing 31.

[0066] Through the first gear 61 and the second gear 62, the power output by the first motor 20 can be reliably and smoothly transmitted to the first housing 31, so that the first output shaft 111 can be stably driven to output a driving force. Moreover, when the first differential 30 is connected to the second output shaft 121 through the first coupling device 80, the second output shaft 121 can be stably driven to output a driving force, so that the power transmission of the power drive system 100 is stable and reliable.

[0067] In some embodiments of the present invention, as shown in the figure, the number of teeth of the first gear 61 is less than the number of teeth of the second gear 62. That is to say, the first gear 61 and the second gear 62 can be configured as a reduction gear set. By making the number of teeth of the first gear 61 less than the number of teeth of the second gear 62, the function of reducing speed and increasing torque can be achieved to improve the power performance.

[0068] In some embodiments of the present utility model, such as Figure 1 shown, the second differential 50 includes: a second housing 51, a second half shaft 52, and a second differential gear. Among them, the second motor 40 is in transmission connection with the second housing 51. As some embodiments of the present application, the output shaft of the second motor 40 and the second housing 51 can be in gear transmission connection.

[0069] The second differential gear is in transmission connection with the second housing 51, the fourth output shaft 141, and the second half shaft 52. As some embodiments of the present application, the second differential gear is fixedly connected to the fourth output shaft 141. As some embodiments of the present application, the second differential gear is fixedly connected to the second half shaft 52. The second half shaft 52 is selectively connected to the third output shaft 131 through a second coupling device 90.

[0070] As some embodiments of the present application, such as Figure 1 shown, the second differential gear includes a third bevel gear 53 and a fourth bevel gear 54. The fourth bevel gear 54 is in transmission connection with the fourth output shaft 141. As some embodiments of the present application, the fourth bevel gear 54 is fixedly connected to the fourth output shaft 141. The third bevel gear 53 is in transmission connection with the second half shaft 52. As some embodiments of the present application, the third bevel gear 53 is fixedly connected to the second half shaft 52. The second half shaft 52 can be selectively in transmission connection with the third output shaft 131.

[0071] By making the second motor 40 in transmission connection with the second housing 51, the second differential gear in transmission connection with the second housing 51, the fourth output shaft 141, and the second half shaft 52, and making the second half shaft 52 selectively connected to the third output shaft 131 through the second coupling device 90, the second motor 40 can drive the second housing 51 to rotate. The rotation of the second housing 51 can drive the second differential gear to rotate. The rotation of the second differential gear can drive the fourth output shaft 141 to output driving force. Thus, it can be realized that the second motor 40 drives the fourth output shaft 141 to output driving force. And, the rotation of the second differential gear can drive the second half shaft 52 to rotate. When the second half shaft 52 is connected to the third output shaft 131 through the second coupling device 90, the second half shaft 52 can drive the third output shaft 131. Thus, by controlling whether the second half shaft 52 is combined with the third output shaft 131 or not, it can be realized that the second motor 40 selectively drives the third output shaft 131 to output driving force.

[0072] As some embodiments of the present application, such as Figure 1 shown, the third bevel gear 53 and the fourth bevel gear 54 can be arranged at intervals and facing each other in a first direction. And, both the third bevel gear 53 and the fourth bevel gear 54 can be arranged inside the second housing 51. Both the third bevel gear 53 and the fourth bevel gear 54 are in transmission connection with the second housing 51. And, both the third bevel gear 53 and the fourth bevel gear 54 rotate coaxially with the second housing 51.

[0073] In some embodiments of the present application, such as Figure 1 shown, the second differential 50 further includes a third mating gear 56 and a fourth mating gear 57. Both the third mating gear 56 and the fourth mating gear 57 are connected to the second housing 51. Moreover, the third mating gear 56 meshes with the third bevel gear 53 and the fourth bevel gear 54, and the fourth mating gear 57 meshes with the third bevel gear 53 and the fourth bevel gear 54, so that both the third bevel gear 53 and the fourth bevel gear 54 rotate coaxially with the second housing 51.

[0074] In some embodiments of the present invention, when the second half shaft 52 is disconnected from the third output shaft 131, the second half shaft 52 is connected to the second housing 51 through a second coupling device 90. That is to say, the second half shaft 52 can be in driving connection with the third output shaft 131 through the second coupling device 90 so that the second differential 50 is in driving connection with the third output shaft 131, or the second half shaft 52 can be in driving connection with the second housing 51 through the second coupling device 90 so that the second differential 50 is self-locked.

[0075] It can be understood that the connection of the second half shaft 52 to the second housing 51 through the second coupling device 90 can make the second half shaft 52 rotate synchronously with the second housing 51, so that the second differential 50 is self-locked. Thus, when the second half shaft 52 is disconnected from the third output shaft 131, the power of the second motor 40 is all output to the fourth output shaft 141, so that the power drive system 100 proposed by the present application has good power performance.

[0076] In some embodiments of the present invention, such as Figure 1 shown, the second coupling device 90 includes: a fourth coupling member 91, a fifth coupling member 92 and a sixth coupling member 93. The fourth coupling member 91 is provided on the second half shaft 52, the fifth coupling member 92 is fixedly provided on the third output shaft 131, and the sixth coupling member 93 is fixedly provided on the second housing 51. The fourth coupling member 91 can selectively engage with the fifth coupling member 92 or the sixth coupling member 93.

[0077] As some embodiments of the present application, the sixth coupling member 93 can be integrally formed with the second housing 51, that is, the sixth coupling member 93 and the second housing 51 can be constructed as an integrally formed part. The integrally formed part has good structural strength. By integrally forming the sixth coupling member 93 with the second housing 51, the connection reliability between the sixth coupling member 93 and the second housing 51 can be improved, and the probability of fracture at the connection between the sixth coupling member 93 and the second housing 51 can be reduced.

[0078] Among them, the fourth engaging member 91 can move relative to the second half shaft 52. Specifically, the fourth engaging member 91 can move relative to the second half shaft 52 along the extending direction of the second half shaft 52. Moreover, the fourth engaging member 91 can move towards the fifth engaging member 92 to engage with the fifth engaging member 92, so that the second differential 50 is in driving connection with the third output shaft 131. Furthermore, the fourth engaging member 91 can move towards the sixth engaging member 93 to engage with the sixth engaging member 93, so that the second differential 50 is self-locked.

[0079] In some embodiments of the present application, the fourth engaging member 91 can be controlled by an actuator to move towards the fifth engaging member 92 or towards the sixth engaging member 93.

[0080] With such a setting, by controlling the movement of the fourth engaging member 91, the fourth engaging member 91 can be engaged with the fifth engaging member 92, so that the second motor 40 can drive the third output shaft 131 to output driving force. Moreover, by controlling the movement of the fourth engaging member 91, the fourth engaging member 91 can be engaged with the sixth engaging member 93, so that the second half shaft 52 and the second housing 51 rotate synchronously, and the second differential 50 is self-locked. This can make the structural form of the power drive system 100 reasonable, which is beneficial to reducing the design complexity of the actuator and the structural complexity of the actuator.

[0081] In some embodiments of the present invention, as Figure 1 shown, the power drive system 100 further includes: a third gear 63 and a fourth gear 64, and the second motor 40 has an output shaft.

[0082] In some embodiments of the present application, the output shaft of the second motor 40 is in driving connection with the third gear 63. For example, the output shaft of the second motor 40 is directly connected to the third gear 63.

[0083] In some embodiments of the present application, the output shaft of the second motor 40 is selectively in driving connection with the third gear 63. For example, the power drive system 100 further includes: a second transmission shaft and a second clutch 70. The output shaft of the second motor 40 is selectively connected to the second transmission shaft through the second clutch 70, and the second transmission shaft is in driving connection with the third gear 63. The second motor 40 is selectively connected to the second differential 50 through the second clutch 70, which can reduce the drag loss when the second motor 40 does not participate in driving.

[0084] The fourth gear 64 is in driving engagement with the third gear 63, and the fourth gear 64 is fixed to the second housing 51. In some embodiments of the present application, the fourth gear 64 is fixed to the second housing 51 by bolts or is integrally formed with the second housing 51.

[0085] The power output by the second motor 40 can be reliably and smoothly transmitted to the second housing 51 through the third gear 63 and the fourth gear 64, so that the fourth output shaft 141 can be stably driven to output driving force. Moreover, when the second differential 50 is connected to the third output shaft 131 through the second coupling device 90, the third output shaft 131 can be stably driven to output driving force, thereby enabling the power transmission of the power drive system 100 to be stable and reliable.

[0086] In some embodiments of the present utility model, as Figure 1 shown, the number of teeth of the third gear 63 is less than that of the fourth gear 64. That is to say, the third gear 63 and the fourth gear 64 can be configured as a speed reduction gear set. By making the number of teeth of the third gear 63 less than that of the fourth gear 64, the function of reducing speed and increasing torque can be achieved to improve the power performance.

[0087] In some embodiments of the present utility model, as Figure 1 shown, along the second direction, the first power driving device 15 and the second power driving device 16 are arranged opposite to or offset from each other.

[0088] Along the second direction, the first power driving device 15 and the second power driving device 16 are arranged opposite to or offset from each other. Moreover, one of the first power driving device 15 and the second power driving device 16 can be arranged on the front axle, and the other of the first power driving device 15 and the second power driving device 16 can be arranged on the rear axle.

[0089] Specifically, a plane is set, and this plane is perpendicular to the second direction, that is, the normal line of this plane is parallel to the second direction. The first power driving device 15 and the second power driving device 16 being arranged opposite to each other means that the orthographic projection of the first power driving device 15 on this plane and the orthographic projection of the second power driving device 16 on this plane completely coincide. The first power driving device 15 and the second power driving device 16 being arranged offset from each other means that the orthographic projection of the first power driving device 15 on this plane and the orthographic projection of the second power driving device 16 on this plane do not completely coincide or do not coincide.

[0090] Since along the second direction, the first power driving device 15 and the second power driving device 16 can be arranged opposite to or offset from each other, the first power driving device 15 and the second power driving device 16 can have a variety of arrangement modes, which is beneficial to reducing the arrangement difficulty of the first power driving device 15 and the second power driving device 16. Moreover, the arrangement modes of the first power driving device 15 and the second power driving device 16 can be selected according to actual needs to improve the applicable range of the power drive system 100.

[0091] In some embodiments of the present utility model, the power drive system 100 further includes: a first clutch, and the first motor 20 and the first differential 30 are selectively connected through the first clutch;

[0092] And / or, the power drive system 100 further includes: a second clutch 70, and the second motor 40 and the second differential 50 are selectively connected through the second clutch 70.

[0093] By selectively connecting the first motor 20 and the first differential 30 through the first clutch, the drag loss when the first motor 20 does not participate in driving can be reduced. By selectively connecting the second motor 40 and the second differential 50 through the second clutch 70, the drag loss when the second motor 40 does not participate in driving can be reduced.

[0094] According to the vehicle of the embodiment of the present utility model, as Figure 1 shown, it includes a first wheel 11, a second wheel 12, a third wheel 13, a fourth wheel 14, and the power drive system 100 of the above embodiment. The first wheel 11 is in transmission connection with the first output shaft 111, the second wheel 12 is in transmission connection with the second output shaft 121, the third wheel 13 is in transmission connection with the third output shaft 131, and the fourth wheel 14 is in transmission connection with the fourth output shaft 141. Among them, the first wheel 11 and the fourth wheel 14 are two wheels in the diagonal direction of the vehicle, and the second wheel 12 and the third wheel 13 are two wheels in the diagonal direction of the vehicle.

[0095] As some embodiments of the present application, along the first direction (the first direction can be understood as the width direction of the vehicle), the first wheel 11 and the second wheel 12 can be arranged opposite to each other and at intervals, and the third wheel 13 and the fourth wheel 14 can be arranged opposite to each other and at intervals. And, along the second direction (the second direction can be understood as the length direction of the vehicle), the first wheel 11 can be directly in front of the third wheel 13 (the first wheel 11 is opposite to the third wheel 13), and the second wheel 12 can be directly in front of the fourth wheel 14 (the second wheel 12 is opposite to the fourth wheel 14). That is, the first wheel 11 and the fourth wheel 14 are two wheels in the diagonal direction of the vehicle, and the second wheel 12 and the third wheel 13 are two wheels in the diagonal direction of the vehicle.

[0096] As some embodiments of the present application, along the first direction, the first wheel 11 and the second wheel 12 may be arranged opposite to each other and spaced apart, the third wheel 13 and the fourth wheel 14 may be arranged opposite to each other and spaced apart, and, along the second direction, the first wheel 11 may be located directly behind the third wheel 13 (the first wheel 11 and the third wheel 13 are opposite to each other), and the second wheel 12 may be located directly behind the fourth wheel 14 (the second wheel 12 and the fourth wheel 14 are opposite to each other). That is, the first wheel 11 and the fourth wheel 14 are two wheels in the diagonal direction of the vehicle, and the second wheel 12 and the third wheel 13 are two wheels in the diagonal direction of the vehicle.

[0097] One of the first power drive device 15 and the second power drive device 16 may be arranged on the front axle, and the other of the first power drive device 15 and the second power drive device 16 may be arranged on the rear axle.

[0098] This article takes the example that the first wheel 11 is located in front of the third wheel 13 (the first wheel 11 is opposite to the third wheel 13), the second wheel 12 is located in front of the fourth wheel 14 (the second wheel 12 is opposite to the fourth wheel 14), the first power drive device 15 is arranged on the front axle, and the second power device is arranged on the rear axle.

[0099] The power drive system 100 proposed in this application can have multiple working modes, including but not limited to front drive mode, rear drive mode, four-wheel drive mode, and distributed drive mode. The specific working states of the power drive system 100 in the multiple working modes are described in detail below.

[0100] In the front-wheel drive mode, the first differential 30 is drivingly connected to the second output shaft 121, and the first motor 20 drives the first differential 30 to drive the first output shaft 111 and the second output shaft 121. In addition, in the embodiment where the second motor 40 and the second differential 50 are selectively connected via the second clutch 70, in the front-wheel drive mode, the second motor 40 and the second differential 50 are disconnected.

[0101] In the rear-drive mode, the second differential 50 is drivingly connected to the third output shaft 131, and the second motor 40 drives the second differential 50 to drive the third output shaft 131 and the fourth output shaft 141. In addition, in the embodiment where the first motor 20 is selectively connected to the first differential 30 via the first clutch, the first motor 20 is disconnected from the first differential 30 in the rear-drive mode.

[0102] Four-wheel drive mode. In the four-wheel drive mode, the first differential 30 is drivingly connected to the second output shaft 121. The first motor 20 drives the first differential 30 to drive the first output shaft 111 and the second output shaft 121. The second differential 50 is drivingly connected to the third output shaft 131. The second motor 40 drives the second differential 50 to drive the third output shaft 131 and the fourth output shaft 141.

[0103] Distributed drive mode. In the distributed drive mode, the first differential 30 is not drivingly connected to the second output shaft 121, and the second differential 50 is not drivingly connected to the third output shaft 131, enabling the first motor 20 to drive the first wheel 11 (left front wheel) and the second motor 40 to drive the fourth wheel 14 (right rear wheel). The vehicle can achieve the in-situ turning function in the distributed drive mode. Moreover, in the distributed drive mode, the first differential 30 can be self-locked, and the second differential 50 can be self-locked, so that the vehicle has good power performance when in the distributed drive mode.

[0104] It should be noted that the descriptions of the above various working modes are only exemplary descriptions, and do not mean that the proposed power drive system 100 of the present application is limited to the above working modes, nor does it mean that the power drive system 100 of the present application is defined by the above working modes.

[0105] As Figure 2 shown, according to the mechanical principle, the first differential 30 is only drivingly connected to the first output shaft 111, and the second differential 50 is only drivingly connected to the fourth output shaft 141, and the same-direction driving forces are applied to the first wheel 11 and the fourth wheel 14. The resultant force of the vehicle is equivalent to the driving force forward from the center, and the vehicle maintains a straight-ahead state.

[0106] As Figure 3 shown, according to the mechanical principle, the first differential 30 is only drivingly connected to the first output shaft 111, and the second differential 50 is only drivingly connected to the fourth output shaft 141, and a positive driving force is applied to the first wheel 11 and a reverse driving force is applied to the fourth wheel 14, and the two wheels are controlled at a constant speed according to the speed loop. The resultant force of the vehicle is equivalent to the torque moment, and the vehicle driving state is in-situ rotation and turning.

[0107] With the increasing maturity of the electrification and electric development in the automotive industry, the replacement of traditional internal combustion engine drive by electric drive has become an irresistible trend. Compared with traditional internal combustion engine drive, the control of electric drive is more flexible and rapid, the response of the power system is more sensitive, and the requirements for transmission by electric drive are relatively lower. Therefore, many drives that are difficult to achieve by traditional internal combustion engines can be easily realized.

[0108] Common electric drive modes include centralized drive and distributed drive. The distributed drive has the characteristic of high flexibility compared with the centralized drive. For example, functions such as turning in place can be realized. Currently, mass-produced models on the market that have the distributed drive mode or both drive modes at the same time are basically high-end models. However, in order to realize the distributed drive mode, or to have both the distributed drive and the centralized drive mode at the same time, usually a drive motor needs to be configured for each wheel, which seriously increases the production cost of the vehicle and makes it difficult to popularize this function to mid- to low-end models. Therefore, it is urgent to develop a power drive system with a lower cost to realize the aforementioned functions.

[0109] In this application, two drive motors are reduced. Although the first differential 30, the first coupling device 80, the second differential 50, and the second coupling device 90 are added, the costs of the differential and the coupling device are much lower than those of the drive motor. Moreover, the higher the power density and the greater the output torque of the drive motor, the higher its cost. Therefore, overall, the power drive system of this application significantly reduces the cost. And, since along the first direction, the first coupling device 80 is located at one end of the first differential 30 in the first direction, and the second coupling device 90 is located at the other end of the second differential 50 in the first direction, the structural design and layout can be made reasonable. Through reasonable structural design and layout, the centralized drive mode and the distributed drive mode can be realized, which provides the possibility for the installation of this function on mid- to low-end models.

[0110] As some embodiments of this application, the vehicle can default to the front-wheel drive mode when starting. As some embodiments of this application, the vehicle can default to the distributed drive mode when starting.

[0111] As some embodiments of this application, if the current mode is front-wheel drive and it is necessary to switch to the four-wheel drive mode, the drive fourth coupling member 91 and the fifth coupling member 92 are combined to realize the switch from front-wheel drive to four-wheel drive.

[0112] As some embodiments of this application, if the current mode is front-wheel drive and it is necessary to switch to the distributed drive mode, the fourth coupling member 91 and the sixth coupling member 93 are combined to lock the second differential 50, the first motor 20 releases torque, the first coupling member 81 and the second coupling member 82 quickly disengage and are combined with the third coupling member 83 to lock the first differential 30. After the first coupling member 81 and the third coupling member 83 are combined, the first motor 20 quickly resumes torque.

[0113] In some embodiments of the present application, when the current mode is the four-wheel drive mode and it is necessary to switch to the distributed drive mode, the first motor 20 releases torque, the first coupling member 81 and the second coupling member 82 quickly disengage and engage with the third coupling member 83 to lock the first differential 30. After the first coupling member 81 and the third coupling member 83 are engaged, the first motor 20 quickly resumes torque. Moreover, the second motor 40 releases torque, the fourth coupling member 91 and the fifth coupling member 92 quickly disengage and engage with the sixth coupling member 93 to lock the second differential 50. After the fourth coupling member 91 and the sixth coupling member 93 are engaged, the second motor 40 quickly resumes torque.

[0114] In some embodiments of the present application, with the aid of a certain algorithm, the power drive system 100 proposed by the present application can also achieve the unstable attitude control of the vehicle. For example, in the four-wheel drive mode, when the first wheel 11 and the second wheel 12 are over-steering and unstable, additional torque can be applied to the unilateral wheels to perform a certain adjustment and control on the vehicle attitude.

[0115] The vehicle proposed by the present application can achieve the distributed drive mode at low cost by applying the above-mentioned power drive system 100, or simultaneously have the distributed drive and centralized drive modes, which is beneficial to the installation on mid-range and low-end vehicle models.

[0116] In the description of the present utility model, it should be understood that the orientation or positional relationship indicated by the terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc. is based on the orientation or positional relationship shown in the drawings. It is only for the convenience of describing the present utility model and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be construed as a limitation to the present utility model.

[0117] In the description of the present utility model, the "first feature" and "second feature" may include one or more of such features.

[0118] In the description of the present utility model, the meaning of "a plurality of" is two or more.

[0119] In the description of the present utility model, the first feature being "above" or "below" the second feature may include the first and second features being in direct contact, or may include the first and second features not being in direct contact but being in contact through additional features therebetween.

[0120] In the description of the present utility model, the first feature being "above", "over" or "on" the second feature includes the first feature being directly above and obliquely above the second feature, or merely indicating that the horizontal height of the first feature is higher than that of the second feature.

[0121] In the description of this specification, the description with reference to terms such as "one embodiment", "some embodiments", "schematic embodiments", "examples", "specific examples", or "some examples", etc. means that the specific features, structures, materials or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of the present utility model. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in a suitable manner in any one or more embodiments or examples.

[0122] Although the embodiments of the present utility model have been shown and described, those of ordinary skill in the art can understand that various changes, modifications, substitutions and variations can be made to these embodiments without departing from the principles and spirit of the present utility model, and the scope of the present utility model is defined by the claims and their equivalents.

Claims

1. A power drive system, characterized in that: include: A first drive assembly, the first drive assembly comprising: a first output shaft, a first power drive device and a second output shaft arranged in sequence along a first direction, the first power drive device comprising: a first motor, a first differential and a first combining device, the first motor is drivingly connected to the first differential, the first differential is drivingly connected to the first output shaft, and the first differential is selectively connected to the second output shaft via the first combining device; A second drive assembly, the second drive assembly comprises a third output shaft, a second power drive device and a fourth output shaft arranged in sequence along the first direction, the second power drive device comprises: a second motor, a second differential and a second combining device, the second motor is drivingly connected to the second differential, the second differential is drivingly connected to the fourth output shaft, and the second differential is selectively connected to the third output shaft via the second combining device; The first drive assembly and the second drive assembly are spaced apart along a second direction. Along the first direction, the first coupling device is located at one end of the first differential in the first direction, and the second coupling device is located at the other end of the second differential in the first direction. The first direction is perpendicular to the second direction.

2. The power drive system according to claim 1, characterized in that: The first differential includes: a first housing, a first half-shaft and a first differential gear. The first motor is drivingly connected to the first housing. The first differential gear is drivingly connected to the first housing, the first output shaft and the first half-shaft. The first half-shaft and the second output shaft are selectively connected through the first combining device.

3. The power drive system according to claim 2, characterized in that: When the first half shaft is disconnected from the second output shaft, the first half shaft is connected to the first housing through the first combining device.

4. The power drive system according to claim 2, characterized in that: The first combining device includes: a first combining member, a second combining member and a third combining member, the first combining member is arranged on the first half shaft, the second combining member is fixedly arranged on the second output shaft, the third combining member is fixedly arranged on the first housing, and the first combining member can be selectively combined with the second combining member or the third combining member.

5. The power drive system according to claim 1, characterized in that: The second differential includes: a second housing, a second half-shaft and a second differential gear. The second motor is drivingly connected to the second housing. The second differential gear is drivingly connected to the second housing, the fourth output shaft and the second half-shaft. The second half-shaft is selectively connected to the third output shaft via the second combining device.

6. The power drive system according to claim 5, characterized in that: When the second half shaft is disconnected from the third output shaft, the second half shaft is connected to the second housing through the second combining device.

7. The power drive system according to claim 5, characterized in that: The second combining device includes: a fourth combining component, a fifth combining component and a sixth combining component, the fourth combining component is arranged on the second half shaft, the fifth combining component is fixedly arranged on the third output shaft, the sixth combining component is fixedly arranged on the second housing, and the fourth combining component can be selectively combined with the fifth combining component or the sixth combining component.

8. The power drive system according to any one of claims 1 to 7, characterized in that: Along the second direction, the first power driving device and the second power driving device are arranged opposite to each other or staggered.

9. The power drive system according to any one of claims 1 to 7, characterized in that: The power drive system further includes: a first clutch, through which the first motor and the first differential are selectively connected; And / or, the power drive system further includes: a second clutch, and the second motor and the second differential are selectively connected via the second clutch.

10. A vehicle, characterized in that: include: A first wheel, a second wheel, a third wheel, a fourth wheel, and a power drive system according to any one of claims 1 to 9; The first wheel is drivingly connected to the first output shaft, the second wheel is drivingly connected to the second output shaft, the third wheel is drivingly connected to the third output shaft, and the fourth wheel is drivingly connected to the fourth output shaft; The first wheel and the fourth wheel are two wheels in the diagonal direction of the vehicle, and the second wheel and the third wheel are two wheels in the diagonal direction of the vehicle.

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