Four-wheel drive transmission system and vehicle

Abstract

The utility model relates to the technical field of new energy vehicles, in particular to a four-wheel drive transmission system and a vehicle. The four-wheel drive transmission system comprises a front axle, a rear axle, a transmission assembly, a first driving assembly and a second driving assembly. The front axle comprises a first transmission shaft; the rear axle comprises a second transmission shaft; the first driving assembly comprises a first clutch; the first clutch is used for being in transmission connection or disconnection with the first transmission shaft and the transmission assembly; the second driving assembly comprises a second clutch which is used for being in transmission connection or disconnection with the second transmission shaft and the transmission assembly. By means of the mode, when the vehicle runs normally or part of wheels of the vehicle lose road holding force, the first driving assembly and the second driving assembly can work cooperatively, then the requirement for the peak torque of the first driving assembly and the second driving assembly is lowered, the cost of the four-wheel drive transmission system is lowered, and the service life of the four-wheel drive transmission system is prolonged. And the driving performance of the four-wheel drive transmission system can be enhanced.

Description

Technical Field

[0001] The present application relates to the field of new energy vehicle technology, and in particular to a four-wheel drive transmission system and a vehicle. Background Art

[0002] New energy vehicles currently primarily include electric vehicles, with the electric drive system being a core component. The structure and control level of the drive system directly determine the vehicle's ride smoothness and economical operation. To balance acceleration performance and maximum speed, most models utilize high-torque, high-speed drive motors, placing stricter demands on the drive motor and control system, significantly increasing vehicle costs.

[0003] Another existing dual-motor four-wheel drive solution uses two motors to drive the front and rear axles of the vehicle, respectively. However, if the front or rear wheels lose grip, such as when stuck in mud, the vehicle can only rely on the power of the front or rear axle to escape, that is, relying on the power of a single motor. In this case, the single motor still needs to be configured to output a large peak torque, resulting in the vehicle's cost remaining unchanged. Utility Model Content

[0004] The embodiments of the present application aim to provide a four-wheel drive transmission system and a vehicle, so as to at least improve the problem of high cost of the four-wheel drive transmission system.

[0005] In order to solve the above technical problems, the embodiments of the present application adopt the following technical solutions:

[0006] In a first aspect, an embodiment of the present application provides a four-wheel drive transmission system, which includes a front axle, a rear axle, a transmission assembly, a first drive assembly and a second drive assembly; the front axle includes a first drive shaft; the rear axle includes a second drive shaft; the first drive assembly includes a first clutch, and the first clutch is used to connect or disconnect transmission with the first drive shaft and the transmission assembly; the second drive assembly includes a second clutch, and the second clutch is used to connect or disconnect transmission with the second drive shaft and the transmission assembly.

[0007] In some embodiments, the first clutch includes a first clutch structure and a second clutch structure, the first clutch structure is used to connect or disconnect transmission with the first transmission shaft, and the second clutch structure is used to connect or disconnect transmission with the transmission assembly.

[0008] In some embodiments, the second clutch includes a third clutch structure and a fourth clutch structure, the third clutch structure is used to connect or disconnect the transmission with the transmission assembly, and the fourth clutch structure is used to connect or disconnect the transmission with the second transmission shaft.

[0009] In some embodiments, the first driving assembly includes a first reducer and a first motor, and the first reducer drives the first motor to connect with the first clutch.

[0010] In some embodiments, the second drive assembly includes a second reducer and a second motor, and the second reducer drives the second motor to connect with the second clutch.

[0011] In some embodiments, the first drive assembly further includes a first controller electrically connected to the first motor.

[0012] In some embodiments, the second drive assembly further includes a second controller electrically connected to the second motor.

[0013] In some embodiments, the first transmission shaft is provided with a first universal joint.

[0014] In some embodiments, the second transmission shaft is provided with a second universal joint.

[0015] In some embodiments, the front axle includes a first half-shaft, a second half-shaft and a first differential, the first differential is drivingly connected to the first drive shaft, the first half-shaft and the second half-shaft, and the first differential is used to transmit the power of the first drive shaft to the first half-shaft and the second half-shaft.

[0016] In some embodiments, the first differential includes a first reduction gear, and the first reduction gear is drivingly connected to the first transmission shaft.

[0017] In some embodiments, the first differential includes a first differential lock configured to lock the rotational speeds of the first half-shaft and the second half-shaft to be the same.

[0018] In some embodiments, the rear axle includes a third half-shaft, a fourth half-shaft and a second differential, the second differential is drivingly connected to the second drive shaft, the third half-shaft and the fourth half-shaft, and the second differential is used to transmit the power of the second drive shaft to the third half-shaft and the fourth half-shaft.

[0019] In some embodiments, the second differential includes a second reduction gear drivingly connected to the second transmission shaft.

[0020] In some embodiments, the second differential includes a second differential lock configured to lock the rotational speeds of the third and fourth axle shafts to be the same.

[0021] In a second aspect, an embodiment of the present application provides a vehicle, comprising a four-wheel drive transmission system as described in any one of the above items.

[0022] In the four-wheel drive transmission system and vehicle of the embodiment of the present application, the first drive assembly and the second drive assembly can output power to the front axle or the rear axle at the same time, and the first drive assembly and the second drive assembly can also output power to the front axle and the rear axle respectively, so that when the vehicle is driving normally or some wheels of the vehicle lose grip, the first drive assembly and the second drive assembly can work together, thereby reducing the peak torque requirements for the first drive assembly and the second drive assembly, reducing the cost of the four-wheel drive transmission system, and enhancing the driving performance of the four-wheel drive transmission system.

[0023] The above description is only an overview of the technical solution of the present application. In order to more clearly understand the technical means of the present application, it can be implemented in accordance with the contents of the specification. In order to make the above and other purposes, features and advantages of the present application more obvious and easy to understand, the specific implementation methods of the present application are listed below. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] One or more embodiments are exemplarily illustrated by corresponding drawings, which do not constitute limitations on the embodiments. Elements with the same reference numerals in the drawings are represented as similar elements, and unless otherwise stated, the figures in the drawings do not constitute proportional limitations.

[0025] Figure 1 is a structural diagram of a four-wheel drive transmission system according to an embodiment of the present application;

[0026] Figure 2 yes Figure 1 An enlarged schematic diagram of the first differential;

[0027] Figure 3 yes Figure 1 An enlarged schematic diagram of the second differential;

[0028] Figure 4 yes Figure 1 An enlarged schematic diagram of the first drive assembly;

[0029] Figure 5 yes Figure 1 An enlarged schematic diagram of the second drive assembly;

[0030] Figure 6 It is a structural schematic diagram of a four-wheel drive transmission system according to another embodiment of the present application.

[0031] The accompanying drawings in the specific implementation manner are as follows:

[0032] 100. Four-wheel drive system;

[0033] 1. Front axle; 11. First drive shaft; 111. First transmission gear; 12. Front wheel; 13. First universal joint; 14. First half-shaft; 15. Second half-shaft; 16. First differential; 161. First reduction gear; 162. First differential lock;

[0034] 2. Rear axle; 21. Second drive shaft; 211. Second transmission gear; 22. Rear wheel; 23. Second universal joint; 24. Third axle shaft; 25. Fourth axle shaft; 26. Second differential; 261. Second reduction gear; 262. Second differential lock;

[0035] 3. Transmission components;

[0036] 4. First drive assembly; 41. First clutch; 411. First clutch structure; 4111. First disc; 4112. Second disc; 412. Second clutch structure; 4121. Third disc; 4122. Fourth disc; 42. First motor; 43. First reducer;

[0037] 5. Second drive assembly; 51. Second clutch; 511. Third clutch structure; 5111. Fifth disc; 5112. Sixth disc; 512. Fourth clutch structure; 5121. Seventh disc; 5122. Eighth disc; 52. Second motor; 53. Second reducer. DETAILED DESCRIPTION

[0038] To facilitate understanding of the present application, the present application will be described in more detail below in conjunction with the accompanying drawings and specific embodiments. It should be understood that the specific embodiments described herein are only used to explain the present application and are not intended to limit the present application. It should be noted that when an element is described as "fixed to" another element, it can be directly on the other element, or there can be one or more centered elements therebetween. When an element is described as "connected to" another element, it can be directly connected to the other element, or there can be one or more centered elements therebetween.

[0039] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by those skilled in the art to which this application belongs; the terms used herein are only for the purpose of describing specific embodiments and are not intended to limit this application; the terms "including" and "having" and any variations thereof in the specification and claims of this application and the above-mentioned figure descriptions are intended to cover non-exclusive inclusions.

[0040] In the description of the embodiments of the present application, the technical terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc., indicating the orientation or position relationship, are based on the orientation or position relationship shown in the accompanying drawings, and are only for the convenience of describing the embodiments of the present application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the embodiments of the present application.

[0041] In the description of the embodiments of this application, the use of terms such as "first" and "second" to define components is merely for the purpose of distinguishing the corresponding components. Unless otherwise stated, these terms have no special meaning and therefore should not be construed as limiting the scope of protection of this application. In the description of the embodiments of this application, the meaning of "plurality" is two or more, unless otherwise specifically defined.

[0042] Unless otherwise defined, all technical and scientific terms used in this specification have the same meanings as those commonly understood by those skilled in the art to which this application belongs. The terms used in this specification are intended only to describe specific embodiments and are not intended to limit this application. The term "and / or" as used in this specification includes any and all combinations of one or more of the relevant listed items.

[0043] In addition, the technical features involved in different embodiments of the present application described below can be combined with each other as long as they do not conflict with each other.

[0044] In the first aspect, the present invention provides a four-wheel drive transmission system 100. Figure 1 The four-wheel drive transmission system 100 includes a front axle 1, a rear axle 2, a transmission assembly 3, a first drive assembly 4, and a second drive assembly 5. The transmission assembly 3 is configured to be in transmission connection with one or both of the first drive assembly 4 and the second drive assembly 5. The first drive assembly 4 is configured to output power to one or both of the front axle 1 and the transmission assembly 3, and the second drive assembly 5 is configured to output power to one or both of the transmission assembly 3 and the rear axle 2. In this manner, the first drive assembly 4 and the second drive assembly 5 can simultaneously output power to the front axle 1 or the rear axle 2, or respectively to the front axle 1 and the rear axle 2. Thus, during normal driving or when some wheels of the vehicle lose grip, the first drive assembly 4 and the second drive assembly 5 can work in coordination, thereby reducing the peak torque requirements of the first drive assembly 4 and the second drive assembly 5, reducing the cost of the four-wheel drive transmission system 100, and enhancing the driving performance of the four-wheel drive transmission system 100.

[0045] It is understood that the vehicle's driving modes may include the following:

[0046] (1) Single motor front-wheel drive mode: the first drive assembly 4 outputs power to the front axle 1;

[0047] (2) Single motor rear drive mode: the second drive assembly 5 outputs power to the rear axle 2;

[0048] (3) Dual-motor four-wheel drive mode: the first drive assembly 4 outputs power to the front axle 1, and the second drive assembly 5 outputs power to the rear axle 2;

[0049] (4) Dual-motor front-wheel drive mode: the first drive assembly 4 and the second drive assembly 5 both output power to the front axle 1;

[0050] (5) Dual-motor rear-wheel drive mode: Both the first drive assembly 4 and the second drive assembly 5 output power to the rear axle 2.

[0051] Therefore, the four-wheel drive transmission system 100 can flexibly switch between two-wheel drive and four-wheel drive modes, supporting multiple drive modes such as part-time four-wheel drive, real-time four-wheel drive, and full-time four-wheel drive, and can adapt to different driving needs and road conditions. For example, in extreme conditions, such as when the front wheel 12 is stuck in a quagmire, the vehicle's escape performance can be enhanced by fully outputting the power of the first drive assembly 4 and the second drive assembly 5 to the rear wheels 22. In addition, the output power of the first drive assembly 4 and the second drive assembly 5 can be independently controlled to control the power distribution of the four-wheel drive transmission system 100, improving the vehicle's adaptability and passability in complex road conditions, enhancing off-road performance, and improving driving safety.

[0052] For the front axle 1 above, see Figure 1 The front axle 1 includes a first transmission shaft 11. It is understood that the front axle 1 is a structure that transmits the directional forces between the vehicle frame and the front wheels 12 and the bending moments and torques generated therefrom. Therefore, the front axle 1 also includes the front wheels 12, and the first transmission shaft 11 is in transmission connection with the front wheels 12 so that the first transmission shaft 11 can output power to the front wheels 12.

[0053] In some embodiments, the first transmission shaft 11 is provided with a first universal joint 13. The first universal joint 13 can be a ball-fork constant velocity joint, a cage constant velocity joint, a flexible universal joint, etc., which allows the angle between the two ends of the first transmission shaft 11 to change while still being able to transmit power.

[0054] In some embodiments, see Figure 1The front axle 1 includes a first half-shaft 14, a second half-shaft 15, and a first differential 16. The first differential 16 is drivingly connected to the first drive shaft 11, the first half-shaft 14, and the second half-shaft 15. The first differential 16 is used to transmit power from the first drive shaft 11 to the first half-shaft 14 and the second half-shaft 15. The first half-shaft 14 and the second half-shaft 15 are each connected to a front wheel 12. The driving connection between the first half-shaft 14 and the second half-shaft 15 through the first differential 16 allows the first half-shaft 14 and the second half-shaft 15 to have different rotational speeds, thereby ensuring smoother vehicle cornering.

[0055] In some embodiments, see Figure 2 The first differential 16 includes a first reduction gear 161, which is in driving connection with the first transmission shaft 11. The first transmission shaft 11 includes a first transmission gear 111. The gear ratio between the first reduction gear 161 and the first transmission gear 111 is greater than 1, for example, 3 to 5. Therefore, the first reduction gear 161 has a reduction effect, which can increase the torque output by the first half-shaft 14 and the second half-shaft 15. Optionally, the first differential 16 is a planetary gear differential.

[0056] In some embodiments, see Figure 2 The first differential 16 includes a first differential lock 162, which is used to lock the rotational speeds of the first half-shaft 14 and the second half-shaft 15 to be the same. The first differential lock 162 can lock the rotational speeds of the first half-shaft 14 and the second half-shaft 15 to be the same, so that when the front wheel 12 drivingly connected to the first half-shaft 14 or the second half-shaft 15 loses grip, the other front wheel 12 can still obtain power.

[0057] For the rear axle 2 above, see Figure 1 The rear axle 2 includes a second transmission shaft 21. It can be understood that the rear axle 2 is a structure that transmits the directional forces between the vehicle frame and the rear wheels 22 and the bending moments and torques generated therefrom. Therefore, the rear axle 2 also includes the rear wheels 22, and the second transmission shaft 21 is in transmission connection with the rear wheels 22 so that the second transmission shaft 21 can output power to the rear wheels 22.

[0058] In some embodiments, see Figure 1 The second transmission shaft 21 is provided with a second universal joint 23. The second universal joint 23 can be a ball-fork constant velocity universal joint, a ball cage constant velocity universal joint, a flexible universal joint, etc., which allows the angle between the two ends of the second transmission shaft 21 to change while still being able to transmit power.

[0059] In some embodiments, see Figure 1The rear axle 2 includes a third half-shaft 24, a fourth half-shaft 25, and a second differential 26. The second differential 26 is drivingly connected to the second drive shaft 21, the third half-shaft 24, and the fourth half-shaft 25. The second differential 26 is used to transmit power from the second drive shaft 21 to the third half-shaft 24 and the fourth half-shaft 25. The third half-shaft 24 and the fourth half-shaft 25 are each connected to a rear wheel 22. The second differential 26 drivingly connects the third half-shaft 24 and the fourth half-shaft 25, allowing the third half-shaft 24 and the fourth half-shaft 25 to have different rotational speeds, thereby enhancing vehicle stability during cornering.

[0060] In some embodiments, see Figure 3 The second differential 26 includes a second reduction gear 261, which is in driving connection with the second transmission shaft 21. The second transmission shaft 21 includes a second transmission gear 211. The gear ratio between the second reduction gear 261 and the second transmission gear 211 is greater than 1, for example, 3 to 5. Therefore, the second reduction gear 261 has a reduction effect, which can increase the torque output by the third half-shaft 24 and the fourth half-shaft 25. Optionally, the second differential 26 is a planetary gear differential.

[0061] In some embodiments, see Figure 3 The second differential 26 includes a second differential lock 262, which is used to lock the rotational speeds of the third half-shaft 24 and the fourth half-shaft 25 to be the same. The second differential lock 262 can lock the rotational speeds of the third half-shaft 24 and the fourth half-shaft 25 to be the same, so that when the rear wheel 22 drivingly connected to the third half-shaft 24 or the fourth half-shaft 25 loses grip, the other rear wheel 22 can still obtain power.

[0062] For the above transmission assembly 3, see Figure 1 , the transmission assembly 3 is a transmission shaft. In some other embodiments, the transmission assembly 3 may also include gears, chain belts, etc., and transmission is achieved through gears and / or chain belts.

[0063] For the first drive assembly 4, see Figure 1 The first drive assembly 4 includes a first clutch 41, which is used to connect or disconnect the transmission with the first transmission shaft 11 and the transmission assembly 3. Figure 4The first clutch 41 includes a first clutch structure 411 and a second clutch structure 412. The first clutch structure 411 is used to connect or disconnect transmission with the first transmission shaft 11, and the second clutch structure 412 is used to connect or disconnect transmission with the transmission assembly 3, so that the first drive assembly 4 can output power to at least one of the front axle 1 and the transmission assembly 3. It will be understood that the first drive assembly 4 includes a power output device, such as a first motor 42. The first motor 42 is used to output power to the first clutch 41, and further output power to at least one of the front axle 1 and the transmission assembly 3. Optionally, the first motor 42 is a permanent magnet synchronous motor or an AC asynchronous motor.

[0064] Among them, the clutch structure can be a mechanical clutch, a hydraulic clutch, an electronic clutch, an electromagnetic clutch, a magnetic powder clutch, a friction clutch and a hydraulic clutch, etc.

[0065] In some embodiments, see Figure 4 The first clutch structure 411 includes a first disc 4111 and a second disc 4112, which are disposed opposite each other. The first disc 4111 is in driving connection with the first transmission shaft 11, and the second disc 4112 is in driving connection with the first motor 42. The second clutch structure 412 includes a third disc 4121 and a fourth disc 4122, which are disposed opposite each other. The third disc 4121 is in driving connection with the first motor 42, and the fourth disc 4122 is in driving connection with the transmission assembly 3. Therefore, when the second disc 4112 moves toward the first disc 4111 and contacts the first disc 4111, the first clutch structure 411 connects the first motor 42 to the first transmission shaft 11. When the second disc 4112 is spaced apart from the first disc 4111, the first clutch structure 411 disconnects the first motor 42 from the first transmission shaft 11. Similarly, when the third disc 4121 moves toward the fourth disc 4122 and contacts the fourth disc 4122, the second clutch structure 412 connects the first motor 42 to the transmission assembly 3; when the third disc 4121 is spaced from the fourth disc 4122, the second clutch structure 412 disconnects the first motor 42 from the transmission assembly 3.

[0066] In some embodiments, see Figure 4 The first drive assembly 4 includes a first reducer 43, which drives the first motor 42 to the first clutch 41. The first reducer 43 can increase the torque output by the first clutch 41. Optionally, the first reducer 43 is a planetary gear reducer, a parallel shaft reducer, etc., with a reduction ratio of 3 to 5.

[0067] In some embodiments, the first drive assembly 4 includes a first controller (not shown), which is electrically connected to the first motor 42. The first controller is used to control the speed, response time, output torque, etc. of the first motor 42. The first controller can be integrated with the first motor 42.

[0068] For the second drive assembly 5, see Figure 1 The second drive assembly 5 includes a second clutch 51, which is used to connect or disconnect the transmission with the second transmission shaft 21 and the transmission assembly 3. Figure 5 The second clutch 51 includes a third clutch structure 511 and a fourth clutch structure 512. The third clutch structure 511 is used to connect or disconnect transmission with the transmission assembly 3, and the fourth clutch structure 512 is used to connect or disconnect transmission with the second transmission shaft 21, so that the second drive assembly 5 can output power to at least one of the rear axle 2 and the transmission assembly 3. It will be understood that the second drive assembly 5 includes a power output device, such as a second motor 52. The second motor 52 is used to output power to the second clutch 51, and further output power to at least one of the rear axle 2 and the transmission assembly 3. Optionally, the second motor 52 is a permanent magnet synchronous motor or an AC asynchronous motor.

[0069] In some embodiments, see Figure 5 The third clutch structure 511 includes a fifth disc 5111 and a sixth disc 5112. The fifth disc 5111 and the sixth disc 5112 are disposed opposite each other. The fifth disc 5111 is in driving connection with the transmission assembly 3, and the sixth disc 5112 is in driving connection with the second motor 52. The fourth clutch structure 512 includes a seventh disc 5121 and an eighth disc 5122. The seventh disc 5121 and the eighth disc 5122 are disposed opposite each other. The seventh disc 5121 is in driving connection with the second motor 52, and the eighth disc 5122 is in driving connection with the second transmission shaft 21. Therefore, when the sixth disc 5112 moves toward the fifth disc 5111 and contacts the fifth disc 5111, the third clutch structure 511 connects the second motor 52 to the transmission assembly 3. When the sixth disc 5112 is spaced apart from the fifth disc 5111, the third clutch structure 511 disconnects the second motor 52 from the transmission assembly 3. Similarly, when the seventh disc 5121 moves toward the eighth disc 5122 and contacts the eighth disc 5122, the fourth clutch structure 512 connects the second motor 52 to the second transmission shaft 21; when the seventh disc 5121 is spaced from the eighth disc 5122, the fourth clutch structure 512 disconnects the second motor 52 from the second transmission shaft 21.

[0070] In some embodiments, see Figure 5The second drive assembly 5 further includes a second reducer 53, which drives the second motor 52 to the second clutch 51. The second reducer 53 can increase the torque output by the second clutch 51. Optionally, the second reducer 53 is a planetary gear reducer, a parallel shaft reducer, etc., with a reduction ratio of 3 to 5.

[0071] In some embodiments, the second motor 52 includes a second controller (not shown), which is electrically connected to the second motor 52. The second controller is used to control the speed, response time, output torque, etc. of the second motor 52. The second controller can be integrated with the second motor 52.

[0072] Next, the driving mode of the vehicle will be described in detail with reference to the first clutch 41 and the second clutch 51 .

[0073] (1) Single-motor front-wheel drive mode: The first clutch structure 411 connects the first motor 42 to the first transmission shaft 11, and the other clutch structures are all in the disconnected state; the first motor 42 is working; that is, the first drive assembly 4 outputs power to the front axle 1.

[0074] (2) Single-motor rear-wheel drive mode: The fourth clutch structure 512 connects the second motor 52 to the second transmission shaft 21, and the other clutch structures are all in the disconnected state; the second motor 52 is working; that is, the second drive assembly 5 outputs power to the rear axle 2.

[0075] (3) Dual-motor four-wheel drive mode: the first clutch structure 411 drives the first motor 42 to connect with the first transmission shaft 11, the fourth clutch structure 512 drives the second motor 52 to connect with the second transmission shaft 21, and the other clutch structures are all in the disconnected state; the first motor 42 and the second motor 52 are both working; that is, the first drive assembly 4 outputs power to the front axle 1, and the second drive assembly 5 outputs power to the rear axle 2.

[0076] (4) Dual-motor front-wheel drive mode: the first clutch structure 411 drives the first motor 42 to connect with the first transmission shaft 11, the second clutch structure 412 drives the first motor 42 to connect with the transmission assembly 3, the third clutch structure 511 drives the second motor 52 to connect with the transmission assembly 3, and the other clutch structures are all in the disconnected state; the first motor 42 and the second motor 52 are both working; that is, the first drive assembly 4 and the second drive assembly 5 both output power to the front axle 1.

[0077] (5) Dual-motor rear-wheel drive mode: the second clutch structure 412 connects the first motor 42 to the transmission assembly 3, the third clutch structure 511 connects the second motor 52 to the transmission assembly 3, the fourth clutch structure 512 connects the second motor 52 to the second transmission shaft 21, and the other clutch structures are all in the disconnected state; the first motor 42 and the second motor 52 are both working; that is, the first drive assembly 4 and the second drive assembly 5 both output power to the rear axle 2.

[0078] In some embodiments, see Figure 1 The first drive assembly 4 and the second drive assembly 5 are arranged in a 180-degree rotational symmetry along the horizontal direction, so that the weight of the four-wheel drive system 100 is evenly distributed in the four directions of front, back, left, and right. In other embodiments, please refer to Figure 6 The first drive assembly 4 and the second drive assembly 5 are arranged symmetrically along the front-to-back direction, so that the weight of the four-wheel drive transmission system 100 is evenly distributed along the front-to-back direction; wherein, the positions of the first drive assembly 4 and the second drive assembly 5 relative to other parts of the four-wheel drive transmission system 100 are adjusted along the left-right direction, which can also achieve even weight distribution of the four-wheel drive transmission system 100 along the left-right direction.

[0079] In a second aspect, an embodiment of the present application provides a vehicle (not shown), which includes a four-wheel drive system 100. The vehicle has the structural features and beneficial effects of the four-wheel drive system 100, which will not be described in detail here.

[0080] In the four-wheel drive transmission system 100 and vehicle of the embodiment of the present application, the first drive assembly 4 and the second drive assembly 5 can output power to the front axle 1 or the rear axle 2 at the same time, and the first drive assembly 4 and the second drive assembly 5 can also output power to the front axle 1 and the rear axle 2 respectively, so that during normal driving or when some wheels of the vehicle lose grip, the first drive assembly 4 and the second drive assembly 5 can work together, thereby reducing the peak torque requirements of the first drive assembly 4 and the second drive assembly 5, reducing the cost of the four-wheel drive transmission system 100, and enhancing the driving performance of the four-wheel drive transmission system 100. The four-wheel drive transmission system 100 can flexibly switch between two-wheel drive and four-wheel drive modes, supports multiple drive modes such as part-time four-wheel drive, real-time four-wheel drive and full-time four-wheel drive, and can adapt to different driving needs and road conditions.

[0081] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present application, rather than to limit them. Based on the concept of the present application, the technical features in the above embodiments or different embodiments can also be combined, the steps can be implemented in any order, and there are many other changes in different aspects of the present application as described above. For the sake of simplicity, they are not provided in detail. Although the present application has been described in detail with reference to the aforementioned embodiments, ordinary technicians in this field should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein. These modifications or replacements do not deviate the essence of the corresponding technical solutions from the scope of the technical solutions of the embodiments of the present application.

Claims

1. A four-wheel drive transmission system, characterized in that: include: front axle, including the first drive shaft; rear axle, including the second drive shaft; Transmission components; A first drive assembly includes a first clutch, the first clutch being used to connect or disconnect transmission with the first transmission shaft and the transmission assembly; The second drive assembly includes a second clutch, and the second clutch is used to connect or disconnect transmission with the second transmission shaft and the transmission assembly.

2. The four-wheel drive system according to claim 1, characterized in that: The first clutch includes a first clutch structure and a second clutch structure, the first clutch structure is used to connect or disconnect the transmission with the first transmission shaft, and the second clutch structure is used to connect or disconnect the transmission with the transmission assembly; And / or, the second clutch includes a third clutch structure and a fourth clutch structure, the third clutch structure is used to connect or disconnect the transmission with the transmission assembly, and the fourth clutch structure is used to connect or disconnect the transmission with the second transmission shaft.

3. The four-wheel drive system according to claim 1, characterized in that: The first driving assembly includes a first reducer and a first motor, wherein the first reducer drives the first motor to connect with the first clutch; And / or, the second drive assembly includes a second reducer and a second motor, and the second reducer drives the second motor to connect with the second clutch.

4. The four-wheel drive system according to claim 3, characterized in that: The first drive assembly further includes a first controller electrically connected to the first motor; And / or, the second drive assembly includes a second controller, and the second controller is electrically connected to the second motor.

5. The four-wheel drive system according to claim 1, characterized in that: The first transmission shaft is provided with a first universal joint; And / or, the second transmission shaft is provided with a second universal joint.

6. The four-wheel drive transmission system according to any one of claims 1 to 5, characterized in that: The front axle includes a first half-shaft, a second half-shaft and a first differential. The first differential is in driving connection with the first drive shaft, the first half-shaft and the second half-shaft. The first differential is used to transmit power from the first drive shaft to the first half-shaft and the second half-shaft.

7. The four-wheel drive system according to claim 6, characterized in that: The first differential includes a first reduction gear, and the first reduction gear is in driving connection with the first transmission shaft; And / or, the first differential includes a first differential lock, and the first differential lock is used to lock the rotational speeds of the first half-shaft and the second half-shaft to be the same.

8. The four-wheel drive transmission system according to any one of claims 1 to 5, characterized in that: The rear axle includes a third half-shaft, a fourth half-shaft and a second differential. The second differential is in driving connection with the second transmission shaft, the third half-shaft and the fourth half-shaft. The second differential is used to transmit the power of the second transmission shaft to the third half-shaft and the fourth half-shaft.

9. The four-wheel drive transmission system according to claim 8, characterized in that: The second differential includes a second reduction gear, and the second reduction gear is drivingly connected to the second transmission shaft; And / or, the second differential includes a second differential lock, and the second differential lock is used to lock the rotational speeds of the third half-shaft and the fourth half-shaft to be the same.

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

Images