Vehicle driving system and vehicle with same

Abstract

The utility model discloses a vehicle driving system and a vehicle with the same, the vehicle driving system is used for the vehicle and comprises four driving motors, each driving motor is provided with a motor shaft, and the motor shafts of the four driving motors are respectively located at four vertexes of a parallelogram; and the output shaft is in transmission connection with motor shafts of the four driving motors. According to the vehicle driving system, the four driving motors are arranged, and the motor shafts of the four driving motors are located at the four vertexes of the parallelogram respectively, so that under the condition that the space of the vehicle frame is enough, the power is greatly improved, the dynamic property requirements of vehicle types with different tonnages are met, the phenomenon that gear shifting is difficult when the vehicle goes uphill with heavy loads is improved, and the vehicle driving system is suitable for large-scale popularization and application. The situation of power interruption during gear shifting is avoided, arrangement of the vehicle driving system can be facilitated, the risk of generating vibration and noise problems is reduced, the dynamic property and comfort of the vehicle driving system are guaranteed, and the safety of the vehicle driving system is improved.

Description

Technical Field

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

[0002] In the prior art, the central electric drive system of commercial vehicles usually uses a single motor or an AMT (automated mechanical transmission) with multiple motors coupled, which is prone to power interruption during gear shifting or difficult gear shifting when driving uphill with heavy loads. This not only affects power performance and comfort, but also poses certain safety hazards. Summary of the Utility Model

[0003] The utility model aims to solve at least one of the technical problems existing in the prior art. For this purpose, the utility model provides a vehicle drive system, which can facilitate the layout of the vehicle drive system, reduce the risk of vibration and noise problems, ensure the power performance and comfort of the vehicle drive system, and improve the safety of the vehicle drive system.

[0004] The utility model also provides a vehicle, which includes the above vehicle drive system.

[0005] The vehicle drive system according to an embodiment of the utility model is used for a vehicle and includes: a driving motor, and there are four driving motors, each driving motor has a motor shaft, and the motor shafts of the four driving motors are respectively located at the four vertices of a parallelogram; an output shaft, and the output shaft is in transmission connection with the motor shafts of the four driving motors.

[0006] According to the vehicle drive system of the embodiment of the utility model, by providing four driving motors, each driving motor has a motor shaft, the motor shafts of the four driving motors are respectively located at the four vertices of a parallelogram, and the output shaft is in transmission connection with the motor shafts of the four driving motors, when the frame space is sufficient, the power can be greatly improved, the power performance requirements of different tonnage vehicle models can be met, the phenomenon of difficult gear shifting when driving uphill with heavy loads can be improved, the situation of power interruption during gear shifting can be avoided, the layout of the vehicle drive system can be facilitated, the risk of vibration and noise problems can be reduced, the power performance and comfort of the vehicle drive system can be ensured, and the safety of the vehicle drive system can be improved.

[0007] In addition, according to the vehicle drive system of the utility model, the following additional technical features may also be provided:

[0008] In some embodiments, the motor shafts of the four driving motors are respectively located at the four vertices of a rectangle.

[0009] In some embodiments, the four drive motors are respectively a first motor, a second motor, a third motor and a fourth motor, the motor shaft of each drive motor is sleeved with a first gear, the output shaft is sleeved with a second gear, and the second gears are a plurality of gears spaced apart in the axial direction of the output shaft. The vehicle drive system also includes: a first intermediate shaft, the first intermediate shaft is spaced apart from the output shaft, the first intermediate shaft is sleeved with a third gear and at least one group of first combining and separating devices, the first gears on the motor shafts of the first motor and the second motor are simultaneously meshed with the third gear, the first combining and separating device includes a first clutch and two first gear gears, the first clutch is movably disposed on the first intermediate shaft, the two first gear gears are both sleeved on the first intermediate shaft, and are respectively located on both sides of the axial direction of the first clutch of the same group, the first clutch is suitable for being engaged with one of the two first gear gears of the same group a second intermediate shaft, the second intermediate shaft is located on the side of the output shaft away from the first intermediate shaft and is spaced from the output shaft, a fourth gear and at least one group of second combining and separating devices are sleeved on the second intermediate shaft, the first gears on the motor shafts of the third motor and the fourth motor are simultaneously meshed with the fourth gear, the second combining and separating device comprises a second clutch and two second gears, the second clutch is movably arranged on the second intermediate shaft, the two second gears are both sleeved on the second intermediate shaft, and are respectively located on both sides of the axial direction of the second clutch of the same group, the second clutch is suitable for combining with one of the two second gears of the same group or being spaced from the two second gears, and a plurality of second gears correspond to and mesh with the plurality of second gears.

[0010] In some embodiments, the output shaft, the first intermediate shaft, and the second intermediate shaft are in the same plane.

[0011] In some embodiments, the output shaft, the first intermediate shaft, and the second intermediate shaft are in the same horizontal plane.

[0012] In some embodiments, the distance between the motor shafts of the first motor and the second motor and the first intermediate shaft is a1, the distance between the motor shafts of the third motor and the fourth motor and the second intermediate shaft is a2, the distance between the first intermediate shaft and the output shaft is a3, the distance between the second intermediate shaft and the output shaft is a4, and the following conditions are satisfied: a1=a2, a3=a4, 1≤a2 / a1≤1.5.

[0013] In some embodiments, the distance between the motor shafts of the first motor and the second motor and the first intermediate shaft is a1, and the distance between the motor shafts of the third motor and the fourth motor and the second intermediate shaft is a2, and the following condition is satisfied: a1 = a2 ≥ 150 mm.

[0014] In some embodiments, the distance between the first intermediate shaft and the output shaft is a3, and the distance between the second intermediate shaft and the output shaft is a4, and the following condition is satisfied: a3 = a4 < 250 mm.

[0015] In some embodiments, a fifth gear is further sleeved on the first intermediate shaft. The third gear, the first clutch, and the first gear are all spaced apart from the fifth gear. The vehicle drive system further includes: a first external system, the first external system includes a sixth gear, a first external device, and a mechanical pump. The sixth gear meshes with the fifth gear, and the first external device and the mechanical pump are respectively connected to the two axial ends of the sixth gear; and / or, a seventh gear is further sleeved on the second intermediate shaft. The fourth gear, the second clutch, and the second gear are all spaced apart from the seventh gear. The vehicle drive system further includes: a second external system, the second external system includes an eighth gear and a second external device. The eighth gear meshes with the seventh gear, and the second external device is connected to one axial end of the eighth gear.

[0016] The present invention also provides a vehicle having the above embodiments.

[0017] According to the vehicle of the embodiment of the present invention, by providing the above vehicle drive system, and by providing four drive motors, each drive motor has a motor shaft, and the motor shafts of the four drive motors are respectively located at the four vertices of a parallelogram, and the output shaft is in transmission connection with the motor shafts of the four drive motors. When the frame space is sufficient, the power can be greatly improved, the power performance requirements of different tonnage vehicle models can be met, the phenomenon of difficult gear shifting when going uphill with heavy loads can be improved, the situation of power interruption during gear shifting can be avoided, the layout of the vehicle drive system can be facilitated, the risk of generating vibration and noise problems can be reduced, the power performance and comfort of the vehicle drive system can be guaranteed, and the safety of the vehicle drive system can be improved.

[0018] Additional aspects and advantages of the present invention will be given in part in the following description, become apparent in part from the following description, or be learned through the practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] The above and / or additional aspects and advantages of the present invention will become apparent and be readily understood from the description of the embodiments in conjunction with the following drawings, in which:

[0020] Figure 1 is a front view schematic diagram of the first embodiment of the vehicle drive system according to an embodiment of the present invention;

[0021] Figure 2 is a side view schematic diagram of the first embodiment of the vehicle drive system according to an embodiment of the present invention;

[0022] Figure 3 is a front view schematic diagram of the second embodiment of the vehicle drive system according to an embodiment of the present invention;

[0023] Figure 4 is a side view schematic diagram of the third embodiment of the vehicle drive system according to an embodiment of the present invention;

[0024] Figure 5 is a side view schematic diagram of the fourth embodiment of the vehicle drive system according to an embodiment of the present invention;

[0025] Figure 6 is a side view schematic diagram of the fifth embodiment of the vehicle drive system according to an embodiment of the present invention;

[0026] Figure 7 is a side view schematic diagram of the sixth embodiment of the vehicle drive system according to an embodiment of the present invention;

[0027] Figure 8 is a side view schematic diagram of the seventh embodiment of the vehicle drive system according to an embodiment of the present invention.

[0028] Reference numerals:

[0029] 100, vehicle drive system;

[0030] 1, drive motor; 10, motor shaft; 11, first motor; 12, second motor; 13, third motor; 14, fourth motor; 15, first gear;

[0031] 2, output shaft; 21, second gear;

[0032] 3, first intermediate shaft; 31, third gear; 32, first engagement and disengagement device; 321, first clutch; 322, first gear; 33, fifth gear;

[0033] 4, second intermediate shaft; 41, fourth gear; 42, second engagement and disengagement device; 421, second clutch; 422, second gear; 43, seventh gear;

[0034] 5, first external system; 51, sixth gear; 52, first external device; 53, mechanical pump;

[0035] 6, second external system; 61, eighth gear; 62, second external device. Detailed implementation manners

[0036] The embodiments of the present utility model will be described in detail below. The examples of the embodiments are shown in the drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below by referring to the drawings are exemplary and are only used to explain the present utility model, and should not be construed as a limitation to the present utility model.

[0037] 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. are based on the orientation or positional relationship shown in the drawings, and are 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.

[0038] In addition, the terms "first" and "second" are only used for descriptive purposes and should not be construed as indicating or implying relative importance or implicitly indicating the quantity of the indicated technical features. Thus, the features defined with "first" and "second" may explicitly or implicitly include one or more of such features. In the description of the present utility model, "a plurality" means two or more unless otherwise specifically defined.

[0039] In the present utility model, unless otherwise clearly specified and limited, the terms "installed", "connected", "connected", "fixed", etc. should be understood in a broad sense. For example, it may be a fixed connection, a detachable connection, or integrated; it may be a mechanical connection, an electrical connection, or a communication connection; it may be directly connected, or indirectly connected through an intermediate medium, and may be the internal communication of two elements or the interaction relationship between two elements. For those of ordinary skill in the art, the specific meanings of the above terms in the present utility model can be understood according to specific circumstances.

[0040] The vehicle drive system 100 according to an embodiment of the present utility model will be described below with reference to the drawings.

[0041] As Figure 1 shown, the vehicle drive system 100 according to an embodiment of the present utility model is for a vehicle and includes a drive motor 1 and an output shaft 2.

[0042] Specifically, referring to the attached Figure 1As shown, there are four driving motors 1, and each driving motor 1 has a motor shaft 10. The output shaft 2 is in transmission connection with the motor shafts 10 of the four driving motors 1. The present utility model uses four driving motors 1 as power input. Compared with the two motors commonly used in the prior art, the setting of the four driving motors 1 greatly improves the power, and can meet the power requirements of different tonnage vehicle models without the need to additionally increase the size of the motor, which is convenient for the layout of the vehicle drive system 100, reduces the risk of vibration and noise problems, ensures the power and comfort of the vehicle drive system 100, and improves the safety of the vehicle drive system 100.

[0043] It should be noted that for the power requirements of different tonnage vehicle models, different power combinations of the driving motors 1 can be selected without changing the overall structure of the vehicle drive system 100.

[0044] Further, referring to Appendix Figure 1 Appendix Figure 5 Appendix Figure 6 Appendix Figure 7 Appendix Figure 8 As shown, the motor shafts 10 of the four driving motors 1 are respectively located at the four vertices of a parallelogram. When the frame space is sufficient, the power can be greatly improved, the power requirements of different tonnage vehicle models can be met, the phenomenon of difficult gear shifting when going uphill with heavy loads can be improved, the situation of power interruption during gear shifting can be avoided, the power and comfort of the vehicle drive system 100 can be ensured, and the safety of the vehicle drive system 100 can be improved.

[0045] For the vehicle drive system 100 according to the embodiment of the present utility model, by providing four driving motors 1, each driving motor 1 has a motor shaft 10, the motor shafts 10 of the four driving motors 1 are respectively located at the four vertices of a parallelogram, and the output shaft 2 is in transmission connection with the motor shafts 10 of the four driving motors 1. When the frame space is sufficient, the power can be greatly improved, the power requirements of different tonnage vehicle models can be met, the phenomenon of difficult gear shifting when going uphill with heavy loads can be improved, the situation of power interruption during gear shifting can be avoided, it is convenient for the layout of the vehicle drive system 100, reduces the risk of vibration and noise problems, ensures the power and comfort of the vehicle drive system 100, and improves the safety of the vehicle drive system 100.

[0046] In some embodiments of the present utility model, referring to Appendix Figure 2 Appendix Figure 4As shown, the motor shafts 10 of the four drive motors 1 are respectively located at the four vertices of a rectangle, such that the length and width dimensions occupied by the four drive motors 1 in the frame space are approximately the same as those of the dual-motor solution in the prior art. It is possible to achieve power doubling on the basis of ensuring the space occupied by the vehicle drive system 100 in the frame space, further meeting the power requirements of different tonnage vehicle models, improving the phenomenon of difficult gear shifting when going uphill with heavy loads, avoiding power interruption during gear shifting, ensuring the power performance and comfort of the vehicle drive system 100, and enhancing the safety of the vehicle drive system 100. It should be noted that the arrangement of the four drive motors 1 in the present utility model increases the height of the vehicle drive system 100 compared with the dual-motor solution in the prior art, but the increase in the dimension in the height direction (referring to the up and down direction shown in the appendix Figure 2 has relatively little impact on the overall vehicle layout.

[0047] In a specific example, referring to the appendix Figure 1 As shown, the four drive motors 1 are respectively a first motor 11, a second motor 12, a third motor 13, and a fourth motor 14. The first motor 11 and the second motor 12 are aligned in the height direction, the third motor 13 and the fourth motor 14 are aligned in the height direction, the first motor 11 and the third motor 13 are aligned in the horizontal direction, and the second motor 12 and the fourth motor 14 are aligned in the horizontal direction.

[0048] In some embodiments of the present utility model, referring to the appendix Figure 1 As shown, the four drive motors 1 are respectively a first motor 11, a second motor 12, a third motor 13, and a fourth motor 14. The first motor 11, the second motor 12, the third motor 13, and the fourth motor 14 are arranged at intervals and the axial directions of the motor shafts 10 (referring to the c direction shown in the appendix Figure 1 are the same. A first gear 15 is sleeved on the motor shaft 10 of each drive motor 1, and a second gear 21 is sleeved on the output shaft 2. The second gear 21 is a plurality of spaced apart in the axial direction of the output shaft 2 (referring to the c direction shown in the appendix Figure 1 ).

[0049] Furthermore, referring to the appendix Figure 1 and the appendix Figure 3As shown, the vehicle drive system 100 further includes a first intermediate shaft 3 and a second intermediate shaft 4. The first intermediate shaft 3 is spaced apart from the output shaft 2. A third gear 31 and at least one set of first engagement and disengagement devices 32 are sleeved on the first intermediate shaft 3. The first gear 15 on the motor shafts 10 of the first motor 11 and the second motor 12 simultaneously meshes with the third gear 31. The first engagement and disengagement device 32 includes a first clutch 321 and two first gearshift gears 322. The first clutch 321 is movably disposed on the first intermediate shaft 3. The two first gearshift gears 322 are both sleeved on the first intermediate shaft 3 and are respectively located on both sides of the axial direction (refer to the c direction shown in the appendix Figure 1 shown) of the first clutch 321 in the same set. The first clutch 321 is adapted to engage with one of the two first gearshift gears 322 in the same set or be spaced apart from both of the two first gearshift gears 322. The multiple first gearshift gears 322 correspond to and mesh with the multiple second gears 21 one by one.

[0050] It can be understood that the first gear 15 on the motor shafts 10 of the first motor 11 and the second motor 12 can simultaneously drive the third gear 31 to rotate. Since the third gear 31 is fixed to the first intermediate shaft 3, the third gear 31 can drive the first intermediate shaft 3 and the first clutch 321 on the first intermediate shaft 3 to rotate. When the first clutch 321 engages with one of the two first gearshift gears 322 in the same set, the first clutch 321 can drive the engaged first gearshift gear 322 to rotate together. Since the first gearshift gear 322 meshes with the second gear 21, it can drive the second gear 21 to rotate, and further transmit the power to the output shaft 2 to drive the output shaft 2 to rotate; when the first clutch 321 is spaced apart from both of the two first gearshift gears 322 in the same set, the first intermediate shaft 3 cannot drive the first gearshift gears 322 of the first engagement and disengagement device 32 in this set to rotate together, and the power of the first motor 11 and the second motor 12 cannot be transmitted to the output shaft 2 through the first engagement and disengagement device 32 in this set.

[0051] For example, as Figure 1 shown, one set of first engagement and disengagement devices 32 can be sleeved on the first intermediate shaft 3. At this time, the number of first gearshift gears 322 on the first intermediate shaft 3 is two, and the second gears 21 are two that correspond to and mesh with the two first gearshift gears 322 one by one; as Figure 3 shown, two sets of first engagement and disengagement devices 32 can be sleeved on the first intermediate shaft 3. At this time, the number of first gearshift gears 322 on the first intermediate shaft 3 is four, and the second gears 21 are four that correspond to and mesh with the four first gearshift gears 322 one by one; three sets of first engagement and disengagement devices 32 can be sleeved on the first intermediate shaft 3. At this time, the number of first gearshift gears 322 on the first intermediate shaft 3 is six, and the second gears 21 are six that correspond to and mesh with the six first gearshift gears 322 one by one.

[0052] Further, referring to the appended Figure 1 drawing and the appended Figure 3 drawing, the second intermediate shaft 4 is located on the side of the output shaft 2 away from the first intermediate shaft 3 and is spaced apart from the output shaft 2. A fourth gear 41 and at least one set of second engagement and disengagement devices 42 are sleeved on the second intermediate shaft 4. The first gear 15 on the motor shafts 10 of the third motor 13 and the fourth motor 14 meshes with the fourth gear 41 simultaneously. The second engagement and disengagement device 42 includes a second clutch 421 and two second gearshift gears 422. The second clutch 421 is movably arranged on the second intermediate shaft 4. The two second gearshift gears 422 are both sleeved on the second intermediate shaft 4 and are respectively located on both sides of the axial direction of the second clutch 421 in the same set (referring to the c direction shown in the appended Figure 1 drawing). The second clutch 421 is adapted to engage with one of the two second gearshift gears 422 in the same set or be spaced apart from both of the two second gearshift gears 422. The multiple second gearshift gears 422 correspond to and mesh with the multiple second gears 21 one by one.

[0053] It can be understood that the first gear 15 on the motor shafts 10 of the third motor 13 and the fourth motor 14 can drive the fourth gear 41 to rotate simultaneously. Since the fourth gear 41 is fixed to the second intermediate shaft 4, the fourth gear 41 can drive the second intermediate shaft 4 and the second clutch 421 on the second intermediate shaft 4 to rotate. When the second clutch 421 engages with one of the two second gearshift gears 422 in the same set, the second clutch 421 can drive the second gearshift gear 422 directly connected thereto to rotate together. Since the second gearshift gear 422 meshes with the second gear 21, it can drive the second gear 21 to rotate, and further transmit the power to the output shaft 2 to drive the output shaft 2 to rotate. When the second clutch 421 is spaced apart from both of the two second gearshift gears 422 in the same set, the second intermediate shaft 4 cannot drive the second gearshift gears 422 of the second engagement and disengagement device 42 in this set to rotate together, and the power of the third motor 13 and the fourth motor 14 cannot be transmitted to the output shaft 2 through the second engagement and disengagement device 42 in this set.

[0054] For example, as shown in Figure 1 the drawing, one set of second engagement and disengagement devices 42 can be sleeved on the second intermediate shaft 4. At this time, the number of second gearshift gears 422 on the second intermediate shaft 4 is two, and the second gears 21 are two corresponding to and meshing with the two second gearshift gears 422 one by one; as shown in Figure 3As shown, two sets of second engagement and disengagement devices 42 can be sleeved on the second countershaft 4. At this time, the number of second gearshift gears 422 on the second countershaft 4 is four, and the number of second gears 21 is four, which are in one-to-one correspondence and meshed with the four second gearshift gears 422; three sets of second engagement and disengagement devices 42 can be sleeved on the second countershaft 4. At this time, the number of second gearshift gears 422 on the second countershaft 4 is six, and the number of second gears 21 is six, which are in one-to-one correspondence and meshed with the six second gearshift gears 422.

[0055] It should be noted that, as Figure 1 and Figure 3 shown, the number of sets of the first engagement and disengagement device 32 is the same as that of the second engagement and disengagement device 42, and the total number of the first gearshift gears 322 and the second gearshift gears 422 is the same. As a result, the number of second gears 21 is the same as the number of the first gearshift gears 322 and the number of the second gearshift gears 422. The third gear 31 on the first countershaft 3 and the first engagement and disengagement device 32, and the fourth gear 41 on the second countershaft 4 and the second engagement and disengagement device 42 are symmetrically arranged with respect to the output shaft 2. In the axial direction of the output shaft 2 (refer to the c direction shown in the appendix Figure 1 ), the first gearshift gears 322 and the second gearshift gears 422 at the same position are simultaneously meshed with the same second gear 21, thus forming multiple sets of meshed first gearshift gears 322, second gearshift gears 422 and second gears 21. Since the sizes of each second gear 21 are different, by adjusting the cooperation of the first engagement and disengagement device 32 and the second engagement and disengagement device 42 with different second gears 21, the adjustment of multiple gears can be realized.

[0056] In a specific example, as shown in the appendix Figure 1 , there are two second gears 21 arranged at intervals in the axial direction of the output shaft 2. One set of first engagement and disengagement device 32 is sleeved on the first countershaft 3, and one set of second engagement and disengagement device 42 is sleeved on the second countershaft 4. When it is controlled that both the first clutch 321 and the second clutch 421 are in the right position (the side away from the drive motor 1 as shown in the appendix Figure 1 ), the first clutch 321 is engaged with the first gearshift gear 322 on the right side (the side away from the drive motor 1 as shown in the appendix Figure 1 ), and the second clutch 421 is engaged with the second gearshift gear 422 on the right side (the side away from the drive motor 1 as shown in the appendix Figure 1 ). The first gearshift gear 322 and the second gearshift gear 422 simultaneously drive the second gear 21 on the right side to rotate, thereby driving the output shaft 2 to rotate, forming the first gear; when it is controlled that both the first clutch 321 and the second clutch 421 are in the left position (the side facing the drive motor 1 as shown in the appendix Figure 1 ), the first clutch 321 is engaged with the first gearshift gear 322 on the left side (as shown in the appendix Figure 1The first gear 322 on the side facing the drive motor 1 as shown is engaged, and the second clutch 421 is engaged with the second gear 422 on the left side (refer to the attached Figure 1 The side facing the drive motor 1 as shown). The first gear 322 and the second gear 422 drive the second gear 21 on the left side at the same time, thereby driving the output shaft 2 to rotate, forming the second gear. During the switching process between the first gear and the second gear, the first clutch 321 and the second clutch 421 are controlled to act successively, ensuring that during the gear shifting process, one of the first intermediate shaft 3 and the second intermediate shaft 4 can transmit torque to the output shaft 2, ensuring that the power is not interrupted during the gear shifting process, improving the phenomenon of difficult gear shifting when driving uphill with heavy loads, enhancing the user experience, and ensuring safety.

[0057] It can be understood that compared with the dual-motor system in the prior art, in the present utility model, due to the increased power and torque of the drive motor 1, only two-stage gear transmission and two speed ratios are required from the drive motor 1 to the output shaft 2 to achieve full coverage of working conditions, simplifying the structure of the vehicle drive system 100, improving the transmission efficiency of the vehicle drive system 100, enhancing the reliability of the vehicle drive system 100, and being beneficial to the NVH (Noise, Vibration, Harshness) performance of the vehicle. Among them, the first-stage gear transmission is the first gear 15 driving the third gear 31 or the fourth gear 41 to rotate, and the second-stage gear transmission is the first gear 322 or the second gear 422 driving the second gear 21 to rotate.

[0058] In a further embodiment of the present utility model, refer to the attached Figure 2 and the attached Figure 4 - the attached Figure 8 As shown, the output shaft 2, the first intermediate shaft 3, and the second intermediate shaft 4 are in the same plane, which is convenient for the assembly of the vehicle drive system 100 and ensures the cooperation between the first gear 322 and the second gear 422 and the second gear 21. For example, as Figure 2 shown, the output shaft 2, the first intermediate shaft 3, and the second intermediate shaft 4 can be in the same horizontal plane; as Figure 4 shown, the output shaft 2, the first intermediate shaft 3, and the second intermediate shaft 4 can also be in the same vertical plane; as Figure 7 and Figure 8 shown, the output shaft 2, the first intermediate shaft 3, and the second intermediate shaft 4 can further be in the same inclined plane.

[0059] In a further embodiment of the present utility model, refer to the attached Figure 2As shown, the output shaft 2, the first intermediate shaft 3, and the second intermediate shaft 4 are in the same horizontal plane, which can make most of the gears in the vehicle drive system 100 in a relatively high position, increasing the distances between gears such as the first gear 15, the second gear 21, the third gear 31, the fourth gear 41, the first gear position gear 322, and the second gear position gear 422 and the bottom of the transmission housing, reducing the oil churning loss generated by the rotation of the gears, thereby improving situations such as increased fuel consumption, decreased power, non-compliance with environmental protection standards, and oil leakage, and being beneficial to the arrangement of the two shift forks.

[0060] In a further embodiment of the present invention, referring to the attached Figure 2 As shown, the distance between the motor shafts 10 of the first motor 11 and the second motor 12 and the first intermediate shaft 3 is a1, the distance between the motor shafts 10 of the third motor 13 and the fourth motor 14 and the second intermediate shaft 4 is a2, the distance between the first intermediate shaft 3 and the output shaft 2 is a3, and the distance between the second intermediate shaft 4 and the output shaft 2 is a4, and it satisfies: a1 = a2, a3 = a4, 1 ≤ a2 / a1 ≤ 1.5, which can improve the structural strength of the vehicle drive system 100, make the arrangement of the vehicle drive system 100 more compact, further reduce the occupied space of the vehicle drive system 100 in the frame space, facilitate the assembly of the vehicle drive system 100, and reduce the assembly difficulty of the vehicle drive system 100. For example, a2 / a1 can be 1, 1.1, 1.2, 1.3, 1.4, or 1.5.

[0061] In a further embodiment of the present invention, referring to the attached Figure 2 As shown, the distance between the motor shafts 10 of the first motor 11 and the second motor 12 and the first intermediate shaft 3 is a1, the distance between the motor shafts 10 of the third motor 13 and the fourth motor 14 and the second intermediate shaft 4 is a2, and it satisfies: a1 = a2 ≥ 150 mm, which can avoid interference between the first motor 11 and the second motor 12, avoid interference between the third motor 13 and the fourth motor 14, facilitate the assembly of the first motor 11, the second motor 12, the third motor 13, and the fourth motor 14, and can ensure that the first gears 15 on the motor shafts 10 of the first motor 11 and the second motor 12 are simultaneously engaged with the third gear 31 on the first intermediate shaft 3, and ensure that the first gears 15 on the motor shafts 10 of the third motor 13 and the fourth motor 14 are simultaneously engaged with the fourth gear 41 on the second intermediate shaft 4.

[0062] In a further embodiment of the present invention, referring to the attached Figure 2As shown, the distance between the first intermediate shaft 3 and the output shaft 2 is a3, and the distance between the second intermediate shaft 4 and the output shaft 2 is a4, and it satisfies: a3 = a4 < 250 mm, which can avoid the overall excessive width of the vehicle drive system 100, reduce the installation difficulty of the vehicle drive system 100 on the vehicle, and can avoid interference between the first motor 11, the second motor 12 and the third motor 13, the fourth motor 14, and facilitate the assembly of the first motor 11, the second motor 12, the third motor 13 and the fourth motor 14.

[0063] In a further embodiment of the present invention, referring to the attached Figure 1 As shown, a fifth gear 33 is further sleeved on the first intermediate shaft 3. The third gear 31, the first clutch 321 and the first gear 322 are all spaced apart from the fifth gear 33. The vehicle drive system 100 further includes: a first external system 5. The first external system 5 includes a sixth gear 51, a first external device 52 and a mechanical pump 53. The sixth gear 51 meshes with the fifth gear 33. The first external device 52 and the mechanical pump 53 are respectively connected to the axial two ends of the sixth gear 51.

[0064] It can be understood that the first gear 15 on the motor shafts 10 of the first motor 11 and the second motor 12 can drive the third gear 31 to rotate simultaneously. Since the third gear 31 is fixed on the first intermediate shaft 3, the third gear 31 can drive the first intermediate shaft 3 and the fifth gear 33 sleeved on the first intermediate shaft 3 to rotate, and further drive the sixth gear 51 meshing with the fifth gear 33 to rotate. The first external device 52 can output the power from the sixth gear 51 to the mechanical pump 53 to drive an external load to work.

[0065] It should be noted that the first external device 52 can be a power take-off or an emergency steering pump. When the first external device 52 is a power take-off, the power take-off can output the power from the sixth gear 51 to the mechanical pump 53, and the mechanical pump 53 can provide power for lifting the cargo box to realize functions such as lifting the cargo box; when the first external device 52 is an emergency steering pump, the power from the sixth gear 51 can drive the emergency steering pump, without additionally adding a power source to drive the emergency steering pump, which can relatively reduce the production and manufacturing cost of the whole vehicle, reduce the control complexity of the vehicle, ensure the normal operation of the vehicle steering system, and reduce the safety hazards during vehicle driving.

[0066] Further, referring to the attached Figure 1As shown, a seventh gear 43 is also sleeved on the second countershaft 4. The fourth gear 41, the second clutch 421, and the second gear 422 are all spaced apart from the seventh gear 43. The vehicle drive system 100 further includes: a second external system 6. The second external system 6 includes an eighth gear 61 and a second external device 62. The eighth gear 61 meshes with the seventh gear 43, and the second external device 62 is connected to an axial end of the eighth gear 61.

[0067] It can be understood that the first gear 15 on the motor shafts 10 of the third motor 13 and the fourth motor 14 can drive the fourth gear 41 to rotate simultaneously. Since the fourth gear 41 is fixed to the second countershaft 4, the fourth gear 41 can drive the second countershaft 4 and the seventh gear 43 sleeved on the second countershaft 4 to rotate, and then drive the eighth gear 61 meshing with the seventh gear 43 to rotate. The second external device 62 can output the power from the eighth gear 61 to an external working device and can drive an external load to work.

[0068] It should be noted that the second external device 62 can be a power take-off or an emergency steering pump. When the second external device 62 is a power take-off, the power take-off can output the power from the eighth gear 61 to an external working device and can drive an external load to work; when the second external device 62 is an emergency steering pump, the power from the eighth gear 61 can drive the emergency steering pump, eliminating the need for an additional power source to drive the emergency steering pump, which can relatively reduce the production and manufacturing cost of the whole vehicle, reduce the control complexity of the vehicle, ensure the normal operation of the vehicle steering system, and reduce the safety hazards during vehicle driving.

[0069] It should be noted that according to the user's needs, it is possible to choose to add only the first external system 5 without adding the second external system 6, or to add only the second external system 6 without adding the first external system 5, or to add both the first external system 5 and the second external system 6, which can fully meet different usage requirements of the vehicle.

[0070] Furthermore, when only the first external system 5 is added and the second external system 6 is not added, the first external device 52 can be a power take-off or an emergency steering pump; when only the second external system 6 is added and the first external system 5 is not added, the second external device 62 can be a power take-off or an emergency steering pump; when both the first external system 5 and the second external system 6 are added, it can be that both the first external device 52 and the second external device 62 are power take-offs, or both the first external device 52 and the second external device 62 are emergency steering pumps, or one of the first external device 52 and the second external device 62 is a power take-off and the other is an emergency steering pump, which can fully meet different usage requirements of the vehicle.

[0071] It should be noted that the transmission housing can be machined in different ways to accommodate the installation of the power take-off and the emergency steering pump.

[0072] The present utility model also proposes a vehicle having the vehicle drive system 100 of the above embodiment.

[0073] For the vehicle according to the embodiment of the present utility model, by providing the above vehicle drive system 100, and by providing four drive motors 1, each drive motor 1 has a motor shaft 10, and the motor shafts 10 of the four drive motors 1 are respectively located at the four vertices of a parallelogram, and the output shaft 2 is in transmission connection with the motor shafts 10 of the four drive motors 1. When the space of the vehicle frame is sufficient, the power can be greatly improved, the power requirements of different tonnage vehicle models can be met, the phenomenon of difficult gear shifting when going uphill with heavy loads can be improved, the situation of power interruption during gear shifting can be avoided, the layout of the vehicle drive system 100 can be facilitated, the risk of generating vibration and noise problems can be reduced, the power performance and comfort of the vehicle drive system 100 can be ensured, and the safety of the vehicle drive system 100 can be improved.

[0074] The other components and operations of the vehicle drive system 100 and the vehicle according to the embodiment of the present utility model are known to those of ordinary skill in the art and will not be described in detail here.

[0075] In the description of this specification, the description with reference to terms such as "one embodiment", "some embodiments", "example", "specific example", or "some examples" 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 any one or more embodiments or examples in a suitable manner. In addition, without contradiction, those skilled in the art can combine and combine the different embodiments or examples described in this specification and the features of different embodiments or examples.

[0076] 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 purposes of the present utility model, and the scope of the present utility model is defined by the claims and their equivalents.

Claims

1. A vehicle drive system, characterized in that, For a vehicle and comprising: Drive motors (1), there are four drive motors (1), each drive motor (1) has a motor shaft (10), and the motor shafts (10) of the four drive motors (1) are respectively located at the four vertices of a parallelogram; An output shaft (2), the output shaft (2) is in transmission connection with the motor shafts (10) of the four drive motors (1).

2. The vehicle drive system according to claim 1, wherein, The motor shafts (10) of the four drive motors (1) are respectively located at the four vertices of a rectangle.

3. The vehicle drive system according to claim 1, characterized in that, The four drive motors (1) are respectively a first motor (11), a second motor (12), a third motor (13) and a fourth motor (14). A first gear (15) is sleeved on the motor shaft (10) of each drive motor (1). A second gear (21) is sleeved on the output shaft (2). The second gears (21) are multiple and spaced apart in the axial direction of the output shaft (2). The vehicle drive system (100) further comprises: A first intermediate shaft (3), the first intermediate shaft (3) is spaced apart from the output shaft (2). A third gear (31) and at least one set of first engagement and disengagement devices (32) are sleeved on the first intermediate shaft (3). The first gears (15) on the motor shafts (10) of the first motor (11) and the second motor (12) are simultaneously engaged with the third gear (31). The first engagement and disengagement device (32) comprises a first clutch (321) and two first gear positions gears (322). The first clutch (321) is movably arranged on the first intermediate shaft (3). The two first gear positions gears (322) are both sleeved on the first intermediate shaft (3) in an idle state and are respectively located on both sides of the first clutch (321) in the axial direction of the same set. The first clutch (321) is adapted to engage with one of the two first gear positions gears (322) in the same set or be spaced apart from both of the two first gear positions gears (322). The multiple first gear positions gears (322) are in one-to-one correspondence with and engaged with the multiple second gears (21); A second intermediate shaft (4), the second intermediate shaft (4) being located on a side of the output shaft (2) away from the first intermediate shaft (3) and spaced apart from the output shaft (2), a fourth gear (41) and at least one set of second engagement and disengagement devices (42) being sleeved on the second intermediate shaft (4), the first gear (15) on the motor shafts (10) of the third motor (13) and the fourth motor (14) simultaneously meshing with the fourth gear (41), the second engagement and disengagement device (42) including a second clutch (421) and two second gearshift gears (422), the second clutch (421) being movably disposed on the second intermediate shaft (4), the two second gearshift gears (422) being both sleeved on the second intermediate shaft (4) in an idle state and respectively located on two sides in the axial direction of the second clutch (421) of the same set, the second clutch (421) being adapted to engage with one of the two second gearshift gears (422) of the same set or being spaced apart from both of the two second gearshift gears (422), and a plurality of the second gearshift gears (422) corresponding to and meshing with a plurality of the second gears (21) one by one.

4. The vehicle drive system according to claim 3, characterized in that The output shaft (2), the first intermediate shaft (3) and the second intermediate shaft (4) are in the same plane.

5. The vehicle drive system according to claim 4, characterized in that The output shaft (2), the first intermediate shaft (3) and the second intermediate shaft (4) are in the same horizontal plane.

6. The vehicle drive system according to claim 3, wherein, The distance between the motor shafts (10) of the first motor (11) and the second motor (12) and the first intermediate shaft (3) is a1, the distance between the motor shafts (10) of the third motor (13) and the fourth motor (14) and the second intermediate shaft (4) is a2, the distance between the first intermediate shaft (3) and the output shaft (2) is a3, the distance between the second intermediate shaft (4) and the output shaft (2) is a4, and it satisfies: a1 = a2, a3 = a4, 1 ≤ a2 / a1 ≤ 1.

5.

7. The vehicle drive system according to claim 3, characterized in that, The distance between the motor shafts (10) of the first motor (11) and the second motor (12) and the first intermediate shaft (3) is a1, the distance between the motor shafts (10) of the third motor (13) and the fourth motor (14) and the second intermediate shaft (4) is a2, and it satisfies: a1 = a2 ≥ 150 mm.

8. The vehicle drive system according to claim 3, wherein, The distance between the first intermediate shaft (3) and the output shaft (2) is a3, the distance between the second intermediate shaft (4) and the output shaft (2) is a4, and it satisfies: a3 = a4 < 250 mm.

9. The vehicle drive system according to claim 3, characterized in that, A fifth gear (33) is also sleeved on the first intermediate shaft (3). The third gear (31), the first clutch (321), and the first gear position gear (322) are all spaced apart from the fifth gear (33). The vehicle drive system (100) further includes: a first external system (5), the first external system (5) includes a sixth gear (51), a first external device (52), and a mechanical pump (53). The sixth gear (51) meshes with the fifth gear (33), and the first external device (52) and the mechanical pump (53) are respectively connected to the axial two ends of the sixth gear (51). And / or, a seventh gear (43) is also sleeved on the second intermediate shaft (4). The fourth gear (41), the second clutch (421), and the second gear position gear (422) are all spaced apart from the seventh gear (43). The vehicle drive system (100) further includes: a second external system (6), the second external system (6) includes an eighth gear (61) and a second external device (62). The eighth gear (61) meshes with the seventh gear (43), and the second external device (62) is connected to one axial end of the eighth gear (61).

10. A vehicle, characterized in that, Comprising the vehicle drive system according to any one of claims 1-9.

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