Driving system, power assembly and vehicle

Abstract

The utility model relates to a driving system, a power assembly and a vehicle. The driving system comprises a first driving device and a second driving device, the first transmission device is in transmission connection with the first driving device, and the first transmission device is provided with a second-stage transmission path and a third-stage transmission path; and the first gear shifting mechanism is configured to be connected with the first transmission device and control the first transmission device to be switched between the second-stage transmission path and the third-stage transmission path. According to the driving system, the first gear shifting mechanism can be used for controlling power output by the first driving device to be transmitted in the first transmission device according to the second-stage transmission path or the third-stage transmission path, and compared with the third-stage transmission path, the transmission efficiency of the second-stage transmission path is better; compared with a second-stage transmission path, the third-stage transmission path increases transmission levels, so that higher speed ratio can be realized, and the three-stage transmission path is suitable for occasions requiring larger torque output.

Description

Technical Field

[0001] This application relates to the field of mechanical technology, and in particular to a drive system, powertrain, and vehicle. Background Technology

[0002] In related technologies, vehicle drive systems all adopt a two-stage transmission technology. This technology has limited torque transmission capability and a low speed ratio, making it difficult to meet the requirements of vehicles with high speed ratios. Utility Model Content

[0003] This application provides a drive system, powertrain, and vehicle to at least partially solve the aforementioned technical problems.

[0004] To achieve the above objectives, according to a first aspect of this application, a driving system is provided, comprising:

[0005] First driving device;

[0006] A first transmission device is connected to the first driving device, and the first transmission device has a two-stage transmission path and a three-stage transmission path; and

[0007] A first shifting mechanism is configured to connect to the first transmission device and control the first transmission device to switch between the secondary transmission path and the tertiary transmission path.

[0008] Optionally, the first transmission device includes a first transmission shaft and a second transmission shaft spaced apart. A first driven gear and a second driven gear are movably disposed on the first transmission shaft, and a third driven gear and a fourth driven gear are fixedly disposed on the second transmission shaft. The first driven gear meshes with the third driven gear and is connected to the first drive device for transmission, and the second driven gear meshes with the fourth driven gear. The first shifting mechanism is configured to rotate synchronously with the first transmission shaft and selectively couple with the first driven gear or the second driven gear, so that the coupled object rotates synchronously with the first transmission shaft.

[0009] Optionally, the first driven gear and the second driven gear are spaced apart, and the first shifting mechanism is disposed on the first drive shaft and located between the first driven gear and the second driven gear.

[0010] Optionally, the first shifting mechanism is configured to selectively engage with either the first driven gear or the second driven gear.

[0011] Optionally, the first driving device includes a driving member and a first driving gear, the driving member being connected to the first driving gear in a transmission manner, and the first driving gear meshing with the first driven gear.

[0012] Optionally, the drive system further includes a first differential device spaced apart from the first drive device, the first differential device being drively connected to the first transmission device.

[0013] Optionally, the first differential device includes a first differential and a first differential gear connected together, and a fifth driven gear is also fixedly disposed on the first drive shaft, the fifth driven gear meshing with the first differential gear.

[0014] Optionally, the fifth driven gear is located on the side of the second driven gear away from the first driven gear, and the first differential device is coaxially arranged with the first drive device.

[0015] According to a second aspect of this application, a powertrain is provided, including the drive system as described above.

[0016] Optionally, the powertrain further includes a controller and a battery, the controller and the battery being electrically connected to the drive system.

[0017] Optionally, if the first driving device includes a driving element, the driving element includes a first motor, and the first motor is electrically connected to the controller and the battery.

[0018] Optionally, the powertrain further includes an engine and a hybrid transmission, the hybrid transmission being connected to the engine and also electrically connected to the controller and the battery.

[0019] Optionally, the hybrid transmission includes:

[0020] Second differential device;

[0021] The second drive unit is connected to the second differential unit in a transmission manner; and

[0022] A clutch connected to the engine, and the clutch is also configured to selectively connect to the second drive unit such that the engine drives the second differential unit via the second drive unit.

[0023] Optionally, the second drive unit includes a third drive shaft, a second motor, and a second drive gear. The second drive gear is drivenly connected to the second differential and configured to rotate synchronously with the third drive shaft. The second motor is drivenly connected to the third drive shaft and is also electrically connected to the controller and the battery. The clutch is configured to selectively couple with the third drive shaft so that the engine drives the third drive shaft to rotate.

[0024] Optionally, the hybrid transmission further includes a third drive unit, which is spaced apart from the second drive unit and is connected in drive to the second differential.

[0025] Optionally, the third drive device includes a fourth drive shaft, a third motor, and a third drive gear. The third drive gear is fixedly mounted on the fourth drive shaft and is drivenly connected to the second differential device. The third motor is drivenly connected to the fourth drive shaft and is also electrically connected to the controller and the battery.

[0026] Optionally, the second drive gear is movably disposed on the third drive shaft, and the fourth drive shaft is spaced apart from the third drive shaft but coaxially disposed. The hybrid transmission further includes a second shift mechanism disposed on the third drive shaft and configured to rotate synchronously with the third drive shaft. The second shift mechanism is also configured to selectively couple with the second drive gear or the third drive gear such that the coupled object rotates synchronously with the third drive shaft.

[0027] Optionally, the hybrid transmission further includes a second transmission device, which is connected in drive to the second drive device, the third drive device, and the second differential device.

[0028] Optionally, the second transmission device includes a fifth transmission shaft and a sixth driven gear and a seventh driven gear fixedly mounted on the fifth transmission shaft. The sixth driven gear meshes with the second driving gear, and the seventh driven gear meshes with the third driving gear.

[0029] Optionally, the hybrid transmission further includes a third transmission unit, which is connected in drive to the second transmission unit and the second differential unit.

[0030] Optionally, the second transmission device further includes an eighth driven gear fixedly mounted on the fifth transmission shaft; the third transmission device includes a sixth transmission shaft and a ninth and tenth driven gear fixedly mounted on the sixth transmission shaft, the ninth driven gear meshing with the eighth driven gear, and the tenth driven gear being connected to the second differential device in a transmission connection.

[0031] Optionally, the second differential device includes a connected second differential and a second differential gear, the second differential gear meshing with the tenth driven gear.

[0032] Optionally, the powertrain further includes shock absorbers connected to both the engine and the hybrid transmission.

[0033] According to a third aspect of this application, a vehicle is also provided, including wheels and a drive system as described above, or a powertrain as described above, wherein the drive system or the powertrain is connected to the wheels.

[0034] Optionally, the wheel includes a front wheel and a rear wheel, and the drive system is connected to the rear wheel.

[0035] Optionally, if the powertrain includes a hybrid transmission, the hybrid transmission is connected to the front wheels.

[0036] In the drive system of this application embodiment, through the above technical solution, the drive system can utilize a first shifting mechanism to control whether the power output by the first drive device is transmitted in the first transmission device via a two-stage or three-stage transmission path. Compared to a three-stage transmission path, the two-stage transmission path has better transmission efficiency; compared to a two-stage transmission path, the three-stage transmission path increases the transmission level, which is beneficial for achieving a higher speed ratio and is suitable for applications requiring larger torque output. Compared to technical solutions with only two-stage transmission paths, the drive system provided in this application embodiment can cover more application scenarios, i.e., the drive system has stronger versatility.

[0037] Other features and advantages of this application will be described in detail in the following detailed description section. Attached Figure Description

[0038] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0039] To gain a more complete understanding of this application and its beneficial effects, the following description will be provided in conjunction with the accompanying drawings, wherein the same reference numerals in the following description denote the same parts.

[0040] Figure 1 This is a schematic diagram of the structure of the drive system provided in an exemplary embodiment of this application. Figure 1 ;

[0041] Figure 2 This is a schematic diagram of the structure of the drive system provided in an exemplary embodiment of this application. Figure 2 ;

[0042] Figure 3 This is a schematic diagram of the structure of the drive system provided in an exemplary embodiment of this application. Figure 3 The bold solid line with arrows in the diagram shows the transmission path of the two-stage transmission.

[0043] Figure 4 This is a schematic diagram of the structure of the drive system provided in an exemplary embodiment of this application. Figure 4 The bold solid line with arrows in the diagram shows the transmission path of the three-stage transmission.

[0044] Figure 5 This is a schematic diagram of the structure of the drive system provided in an exemplary embodiment of this application. Figure 5 The bold solid line with arrows in the diagram indicates that the drive system is in neutral.

[0045] Figure 6 This is a schematic diagram of the vehicle structure provided in an exemplary embodiment of this application;

[0046] Figure 7 yes Figure 6 A schematic diagram of the structure of a hybrid transmission.

[0047] Explanation of reference numerals in the attached figures:

[0048] 1. Drive system; 11. First drive unit; 111. Drive component; 1111. First motor; 112. First drive gear; 12. First transmission device; 121. First drive shaft; 123. First driven gear; 124. Second driven gear; 127. Fifth driven gear; 122. Second drive shaft; 125. Third driven gear; 126. Fourth driven gear; 13. First shifting mechanism; 14. First differential device; 141. First differential; 142. First differential gear; 10. Powertrain; 2. Controller; 21. First control unit; 22. Second control unit; 3. Battery; 4. Engine; 5. Hybrid transmission; 51. Second differential device; 511. First drive shaft; 511. First drive unit; 511. First drive shaft; 125. Third drive gear; 126. Fourth drive shaft; 127. Fifth drive gear; 122. Second drive shaft; 125. Third drive gear; 126. Fourth drive gear; 13. First shifting mechanism; 14. First differential device; 141. First differential gear; 142. First differential gear; 10. Powertrain; 2. Controller; 21. First control unit; 22. Second control unit; 3. Battery; 4. Engine; 5. Hybrid transmission; 51. Second differential device; 511. First drive shaft; 127. First drive unit; 128. First drive shaft; 129. First drive shaft; 120. First drive shaft; 121. First drive shaft; 122. First drive shaft; 123. First drive shaft; 124. Second drive shaft; 125. Third drive shaft; 126. Fourth drive shaft; 127. Fifth drive shaft; 128. Second drive shaft; 129. Third drive shaft; 121. Third drive shaft; 122. 512. Second differential gear; 52. Second drive unit; 521. Third drive shaft; 522. Second motor; 523. Second drive gear; 53. Clutch; 54. Third drive unit; 541. Fourth drive shaft; 542. Third motor; 543. Third drive gear; 55. Second shifting mechanism; 56. Second transmission unit; 561. Fifth drive shaft; 562. Sixth driven gear; 563. Seventh driven gear; 564. Eighth driven gear; 57. Third transmission unit; 571. Sixth drive shaft; 572. Ninth driven gear; 573. Tenth driven gear; 6. Shock absorber; 100. Vehicle; 20. Wheel; 201. Front wheel; 202. Rear wheel. Detailed Implementation

[0049] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the protection scope of this application.

[0050] According to the first aspect of this application, please refer to Figures 1 to 7 This application provides a drive system 1, which includes a first drive device 11, a first transmission device 12, and a first shifting mechanism 13. The first transmission device 12 is drively connected to the first drive device 11 and has a secondary transmission path and a tertiary transmission path. The first shifting mechanism 13 is configured to connect to the first transmission device 12 and control the first transmission device 12 to switch between the secondary transmission path and the tertiary transmission path.

[0051] The drive system 1 can be applied to any setup that requires power drive. As an example, the drive system 1 can be applied to a vehicle 100 and used to drive the wheels 20 of the vehicle 100; the drive system 1 can be used to drive the front wheels 201 or the rear wheels 202.

[0052] The first drive unit 11 refers to the device that provides driving power. The type of drive system 1 is usually related to the type of the first drive unit 11. As an example, drive system 1 can be an electric drive system, in which the first drive unit 11 includes an electric motor that converts electrical energy into mechanical energy to generate driving power; drive system 1 can also be an internal combustion engine drive system, in which the first drive unit 11 includes an internal combustion engine that converts the heat energy generated by fuel combustion into mechanical energy to generate driving power; drive system 1 can also be a hybrid drive system, in which the first drive unit 11 includes both an electric motor and an internal combustion engine.

[0053] The first transmission device 12 refers to a structure used for transmitting power. The first transmission device 12 is connected to the first drive device 11, that is, the first transmission device 12 transmits the power output by the first drive device 11. As an example, when the first drive device 11 is used to drive the wheel 20, the first transmission device 12 transmits the power output by the first drive device 11 to the wheel 20.

[0054] In this embodiment, a transmission connection refers to a connection method that transmits power from one component to another. Transmission connection methods include, but are not limited to, at least one of mechanical transmission connections, hydraulic transmission connections, and electrical transmission connections. Mechanical transmission connections include, but are not limited to, at least one of belt drives, gear drives, chain drives, worm gear drives, and spline connections.

[0055] The first transmission device 12 has a two-stage transmission path and a three-stage transmission path. This means that power can be transmitted along different paths within the first transmission device 12, such as a two-stage transmission path or a three-stage transmission path. Typically, a two-stage transmission means power is transmitted through two gear sets, while a three-stage transmission means power is transmitted through three gear sets. Compared to a two-stage transmission path, a three-stage transmission path increases the transmission level, which facilitates achieving a higher speed ratio and is suitable for applications requiring larger torque output. Compared to a three-stage transmission path, a two-stage transmission path has better transmission efficiency.

[0056] Specifically, when power is transmitted in the first transmission device 12, the first shifting mechanism 13 can control whether the power is transmitted via a secondary or tertiary transmission path in the first transmission device 12, that is, the first transmission device 12 switches between the secondary and tertiary transmission paths. As an example, the first shifting mechanism 13 can achieve the switching between the secondary and tertiary transmission paths of the first transmission device 12 by rigidly connecting it to the first transmission device 12. Here, rigid connection can be understood as connecting two or more components together in a fixed manner, and the different components will not easily loosen or separate.

[0057] Through the above technical solution, the drive system 1 can use the first shifting mechanism 13 to control whether the power output by the first drive device 11 is transmitted in the first transmission device 12 via a two-stage or three-stage transmission path. Compared to a three-stage transmission path, the two-stage transmission path has better transmission efficiency; compared to a two-stage transmission path, the three-stage transmission path increases the transmission level, which is beneficial for achieving a higher speed ratio and is suitable for occasions requiring larger torque output. Compared to technical solutions with only two-stage transmission paths, the drive system 1 provided in this application embodiment can cover more application scenarios, that is, the drive system 1 has stronger versatility.

[0058] In some implementations, please refer to Figures 1 to 5 The first transmission device 12 includes a first transmission shaft 121 and a second transmission shaft 122 spaced apart. A first driven gear 123 and a second driven gear 124 are movably mounted on the first transmission shaft 121. A third driven gear 125 and a fourth driven gear 126 are fixedly mounted on the second transmission shaft 122. The first driven gear 123 meshes with the third driven gear 125 and is connected to the first drive device 11 for transmission. The second driven gear 124 meshes with the fourth driven gear 126. The first shifting mechanism 13 is configured to rotate synchronously with the first transmission shaft 121 and selectively couple with the first driven gear 123 or the second driven gear 124, so that the coupled object rotates synchronously with the first transmission shaft 121.

[0059] As can be seen, the first drive shaft 121, the first driven gear 123, and the second driven gear 124 form a gear set, which is referred to as the first gear set for ease of distinction. The first driven gear 123 and the second driven gear 124 are movably mounted on the first drive shaft 121. For example, the first driven gear 123 and the second driven gear 124 are loosely connected to the first drive shaft 121, so that the first driven gear 123 and the second driven gear 124 do not rotate synchronously with the first drive shaft 121 directly. As an example, when the first drive device 11 is used to drive the wheel 20, the power output by the first drive device 11 can be transmitted to the wheel 20 through the first drive shaft 121.

[0060] The second drive shaft 122, the third driven gear 125, and the fourth driven gear 126 also form a gear set, which is referred to as the second gear set for easy distinction. The third driven gear 125 and the fourth driven gear 126 are fixedly mounted on the second drive shaft 122, so that the third driven gear 125 and the fourth driven gear 126 will rotate synchronously with the second drive shaft 122.

[0061] The first driven gear 123 is connected to the first driving device 11, meaning the first driving device 11 can drive the first driven gear 123 to rotate. The first driven gear 123 meshes with the third driven gear 125, thus the first driven gear 123 can drive the third driven gear 125 to rotate. The third driven gear 125 drives the second transmission shaft 122 to rotate, and the second transmission shaft 122 drives the fourth driven gear 126 to rotate, thereby realizing the rotation of the entire second gear set. The second driven gear 124 meshes with the fourth driven gear 126, and the fourth driven gear 126 can drive the second driven gear 124 to rotate.

[0062] The first shifting mechanism 13 is configured to rotate synchronously with the first drive shaft 121, meaning that rotation of the first drive shaft 121 can drive the first shifting mechanism 13 to rotate together. As an example, the first shifting mechanism 13 is fixedly connected to the first drive shaft 121. As an example, the first drive shaft 121 has a flat shaft section, and the first shifting mechanism 13 has a mounting through hole adapted to the flat shaft section. The first shifting mechanism 13 is slidably fitted onto the flat shaft section of the first drive shaft 121 through the mounting through hole. Typically, the cross-section of the flat shaft section is non-circular, such as D-shaped, square, or elliptical. The cross-section of the flat shaft section refers to the section obtained by radial sectioning along the first drive shaft 121.

[0063] Furthermore, the first shifting mechanism 13 is also configured to selectively couple with either the first driven gear 123 or the second driven gear 124, such that the coupled object rotates synchronously with the first drive shaft 121. Here, coupling can refer to the interaction and constraint relationship between different components. As an example, coupling includes a fixed connection. Specifically, when the first shifting mechanism 13 is coupled with the first driven gear 123, the first driven gear 123 can rotate synchronously with the first drive shaft 121; when the first shifting mechanism 13 is coupled with the second driven gear 124, the second driven gear 124 can rotate synchronously with the first drive shaft 121.

[0064] Through the above technical solution, the specific process of the first transmission device 12 switching between the secondary transmission path and the tertiary transmission path is as follows:

[0065] Please see Figure 3 When the first shifting mechanism 13 is coupled with the first driven gear 123, the first driven gear 123 can drive the first transmission shaft 121 to rotate synchronously. Specifically, the first drive device 11 drives the first driven gear 123 to rotate, and the first driven gear 123 drives the first transmission shaft 121 to rotate synchronously. Although the first driven gear 123 also drives the entire second gear set to rotate through the third driven gear 125, and the second gear set drives the second driven gear 124 to rotate, the second driven gear 124 will not drive the first transmission shaft 121 to rotate because it is movably connected to the first transmission shaft 121. In this way, the power output by the first drive device 11 is directly transmitted to the first transmission shaft 121 through the first driven gear 123, thereby realizing two-stage transmission.

[0066] Please see Figure 4 The first shifting mechanism 13 is coupled to the second driven gear 124, which can drive the first transmission shaft 121 to rotate synchronously. Specifically, the first driving device 11 drives the first driven gear 123 to rotate. At this time, the first driven gear 123 is movably mounted on the first transmission shaft 121, and does not directly drive the first transmission shaft 121 to rotate. Since the first driven gear 123 meshes with the third driven gear 125, it can drive the entire second gear set to rotate. The second gear set then drives the second driven gear 124 to rotate. Since the second driven gear 124 is coupled to the first shifting mechanism 13, the second gear set can drive the first transmission shaft 121 to rotate. In this way, the power output by the first driving device 11 is transmitted sequentially to the second gear set, the second driven gear 124, and the first transmission shaft 121 through the first driven gear 123, thereby realizing three-stage transmission.

[0067] Please continue reading Figure 5When the first shifting mechanism 13 is not coupled to either the first driven gear 123 or the second driven gear 124, that is, when the first shifting mechanism 13 is decoupled from the first transmission device 12, the first drive shaft 121 cannot rotate synchronously with either the first driven gear 123 or the second driven gear 124. Specifically, the first drive device 11 drives the first driven gear 123 to rotate, the first driven gear 123 drives the second gear set to rotate, and the second gear set drives the second driven gear 124 to rotate, but the first drive shaft 121 will not rotate accordingly. In this way, the power output by the first drive device 11 cannot be transmitted to the first drive shaft 121, and under these circumstances, the drive system 1 is in neutral.

[0068] In some implementations, please refer to Figure 1 The first driven gear 123 and the second driven gear 124 are spaced apart, and the first shifting mechanism 13 is disposed on the first transmission shaft 121 and located between the first driven gear 123 and the second driven gear 124.

[0069] Through the above technical solution, the first driven gear 123 and the second driven gear 124 can be located on the left and right sides of the first shifting mechanism 13, which not only facilitates the first shifting mechanism 13 to selectively couple with the first driven gear 123 or the second driven gear 124, but also makes the structure of the drive system 1 more compact.

[0070] In some implementations, please refer to Figure 1 and Figure 2 The first shifting mechanism 13 is configured to selectively engage with either the first driven gear 123 or the second driven gear 124.

[0071] By selectively engaging the first driven gear 123 or the second driven gear 124 with the first shift mechanism 13, the coupling between the first shift mechanism 13 and the first driven gear 123 or the second driven gear 124 is achieved. This method is not only simple but also highly reliable.

[0072] As an example, the first shifting mechanism 13 includes a first sleeve, which is slidably mounted on the first drive shaft 121. The two ends of the first sleeve face the first driven gear 123 and the second driven gear 124, respectively. The first sleeve has a first insertion protrusion on the end facing the first driven gear 123, and the first driven gear 123 has a first insertion hole; the first insertion protrusion engages with the first insertion hole. The other end of the first sleeve has a second insertion protrusion on the other end facing the second driven gear 124, and the second driven gear 124 has a second insertion hole; the second insertion protrusion engages with the second insertion hole. Specifically, by sliding the first sleeve left and right along the first drive shaft 121, the first insertion protrusion can engage with the first insertion hole, thereby coupling the first shifting mechanism 13 with the first driven gear 123; or the second insertion protrusion can engage with the second insertion hole, thereby coupling the first shifting mechanism 13 with the second driven gear 124.

[0073] As an example, the first shifting mechanism 13 includes a second sleeve, which is fixedly sleeved on the first drive shaft 121. The two ends of the second sleeve face the first driven gear 123 and the second driven gear 124, respectively. A slider is slidably mounted on the second sleeve along the axial direction of the first drive shaft 121. The slider can slide towards the first driven gear 123 and protrude from one end of the second sleeve. The first driven gear 123 has a first groove, and one end of the slider is used to engage with the first groove. Alternatively, the slider can slide towards the second driven gear 124 and protrude from the other end of the second sleeve. The second driven gear 124 has a second groove, and the other end of the slider is used to engage with the second groove. Specifically, by sliding the slider left and right along the axial direction of the first drive shaft 121, one end of the slider can engage with the first groove, thereby coupling the first shifting mechanism 13 with the first driven gear 123; or the other end of the slider can engage with the second groove, thereby coupling the first shifting mechanism 13 with the second driven gear 124.

[0074] In other embodiments, the first shifting mechanism 13 may also be configured to selectively engage with the first driven gear 123 or the second driven gear 124 magnetically, thereby enabling the first shifting mechanism 13 to selectively couple with the first driven gear 123 or the second driven gear 124.

[0075] In some implementations, please refer to Figure 1 and Figure 2 The first driving device 11 includes a driving member 111 and a first driving gear 112. The driving member 111 is connected to the first driving gear 112 in a transmission manner, and the first driving gear 112 meshes with the first driven gear 123.

[0076] Through the above technical solution, the driving component 111 drives the first driving gear 112 to rotate, and the first driving gear 112 meshes with the first driven gear 123, thereby driving the first driven gear 123 to rotate.

[0077] It can be understood that in the two-stage transmission, the two gear sets specifically include the first driving gear 112 and the first gear set (specifically the first driven gear 123). In the three-stage transmission, the three gear sets specifically include the first driving gear 112, the first gear set (specifically the first driven gear 123), and the second gear set (specifically the third driven gear 125).

[0078] As an example, the drive unit 111 can be an electric motor or an internal combustion engine.

[0079] In some embodiments, the drive member 111 has an output shaft, and a first drive gear 112 is connected to the output shaft. As an example, the first drive gear 112 and the output shaft are splined.

[0080] In some implementations, please refer to Figure 1 and Figure 2 The drive system 1 also includes a first differential device 14 spaced apart from the first drive device 11, and the first differential device 14 is connected to the first transmission device 12.

[0081] Through the above technical solution, the power output by the first drive device 11 can be transmitted to the first differential device 14 through the first transmission device 12.

[0082] As an example, when the first drive unit 11 is used to drive the wheel 20, specifically the first differential unit 14 is connected to the wheel 20. Optionally, the first differential unit 14 is connected to multiple wheels 20, and different wheels 20 can operate at different speeds.

[0083] In some implementations, please refer to Figure 1 and Figure 2 The first differential device 14 includes a first differential 141 and a first differential gear 142 connected together. A fifth driven gear 127 is also fixedly installed on the first drive shaft 121. The fifth driven gear 127 meshes with the first differential gear 142.

[0084] Through the above technical solution, whether in two-stage or three-stage transmission, the first drive device 11 can drive the first drive shaft 121 to rotate, the first drive shaft 121 further drives the fifth driven gear 127 to rotate, and the fifth driven gear 127 then drives the first differential gear 142 to rotate, thereby realizing the transmission of power to the first differential device 14.

[0085] In some implementations, please refer to Figure 1The fifth driven gear 127 is located on the side of the second driven gear 124 away from the first driven gear 123, and the first differential device 14 is coaxially arranged with the first drive device 11.

[0086] With the above technical solution, the first driven gear 123, the second driven gear 124 and the fifth driven gear 127 are sequentially arranged on the first transmission shaft 121. The fifth driven gear 127 meshes with the first differential gear 142, which can reduce the risk of interference between the first differential gear 142 and the first driven gear 123 or the second driven gear 124.

[0087] In addition, the first differential device 14 is coaxially arranged with the first drive device 11, which makes the structure of the drive system 1 more compact.

[0088] In some implementations, please refer to Figure 1 The first differential device 14 includes a first differential 141 and a first differential gear 142, and the first drive device 11 includes a drive member 111 and a first drive gear 112. The first differential device 14 and the first drive device 11 are coaxially arranged, specifically, the first differential 141 and the drive member 111 are coaxially arranged, that is, the central axis of the first differential 141 and the central axis of the drive member 111 are collinear. Optionally, the first differential gear 142 and the first drive gear 112 are also coaxially arranged, that is, the central axis of the first differential gear 142 and the central axis of the first drive gear 112 are collinear. Optionally, the first differential 141, the first differential gear 142, the drive member 111, and the first drive gear 112 are coaxially arranged.

[0089] According to the second aspect of this application, please refer to Figure 6 A powertrain 10 is provided, which includes the drive system 1 as described above.

[0090] If the powertrain 10 includes the aforementioned drive system 1, then the powertrain 10 has all the beneficial effects of the aforementioned drive system 1, which will not be repeated here.

[0091] In some implementations, please refer to Figure 6 The powertrain 10 also includes a controller 2 and a battery 3, which are electrically connected to the drive system 1.

[0092] In this case, the drive system 1 can be an electric drive system (referred to as an electric drive system). The electric drive system can use the battery 3 to provide energy and use the controller 2 to control its operation mechanism, so as to facilitate automation and intelligence.

[0093] Optionally, battery 3 includes at least one of battery cell, battery module and battery pack.

[0094] Optionally, controller 2 includes a central processing unit (CPU).

[0095] In some implementations, please refer to Figure 2 and Figure 6 When the first drive device 11 includes a drive element 111, the drive element 111 includes a first motor 1111, and the first motor 1111 is electrically connected to the controller 2 and the battery 3.

[0096] Through the above technical solution, the first motor 1111 is electrically connected to the battery 3, and the battery 3 provides energy to the first motor 1111; the first motor 1111 is electrically connected to the controller 2, and the controller 2 controls the operation of the first motor 1111.

[0097] For example, see Figure 6 The controller 2 includes a first control unit 21, the battery 3 is electrically connected to the first control unit 21, and the first control unit 21 is electrically connected to the first motor 1111. In this way, the first control unit 21 can also control the battery 3 to supply power to the first motor 1111.

[0098] In some implementations, please refer to Figure 6 The powertrain 10 also includes an engine 4 and a hybrid transmission 5, which is connected to the engine 4 and is also electrically connected to the controller 2 and the battery 3.

[0099] Through the above technical solution, the powertrain 10 is a hybrid powertrain, which can flexibly switch power sources under different driving conditions, thereby achieving higher fuel economy and lower emissions.

[0100] In some implementations, please refer to Figure 7 The hybrid transmission 5 includes a second differential 51, a second drive unit 52, and a clutch 53. The second drive unit 52 is driveably connected to the second differential 51. The clutch 53 is connected to the engine 4, and the clutch 53 is also configured to selectively engage with the second drive unit 52 such that the engine 4 drives the second differential 51 via the second drive unit 52.

[0101] Clutch 53 is configured to selectively engage with the second drive unit 52, meaning that clutch 53 can switch between being engaged with and disengaged from the second drive unit 52. Clutch 53 is connected to engine 4. When clutch 53 is also engaged with the second drive unit 52, engine 4 can transmit power to the second differential unit 51 via the second drive unit 52, meaning engine 4 drives the second differential unit 51 via the second drive unit 52. When clutch 53 is disengaged from the second drive unit 52, engine 4 cannot transmit power to the second drive unit 52, and therefore cannot drive the second differential unit 51.

[0102] Optionally, the second differential 51 is used to connect with the wheels 20. In this way, the power output from the second drive unit 52 can be transmitted to the wheels 20 via the second differential 51. When the clutch 53 is also connected to the second drive unit 52, the engine 4 can also transmit its output power to the second differential 51 via the second drive unit 52.

[0103] As an example, clutch 53 is connected to second drive unit 52 by friction.

[0104] In some implementations, please refer to Figure 7 The second drive unit 52 includes a third drive shaft 521, a second motor 522, and a second drive gear 523. The second drive gear 523 is drivenly connected to the second differential device 51 and configured to rotate synchronously with the third drive shaft 521. The second motor 522 is drivenly connected to the third drive shaft 521 and is also electrically connected to the controller 2 and the battery 3. The clutch 53 is configured to selectively couple with the third drive shaft 521 so that the engine 4 drives the third drive shaft 521 to rotate.

[0105] Here, the second drive gear 523 and the third transmission shaft 521 can be either fixedly connected or movably connected. When the second drive gear 523 and the third transmission shaft 521 are fixedly connected, the second drive gear 523 and the third transmission shaft 521 can directly achieve synchronous rotation; when the second drive gear 523 and the third transmission shaft 521 are movably connected, the second drive gear 523 needs to rely on other mechanisms (such as the second shifting mechanism 55 described below) to achieve synchronous rotation with the third transmission shaft 521.

[0106] The hybrid transmission 5 is electrically connected to the controller 2 and the battery 3, including the second motor 522 which is electrically connected to the controller 2 and the battery 3. As an example, the controller 2 includes a second control unit 22, the battery 3 is electrically connected to the second control unit 22, and the second control unit 22 is electrically connected to the second motor 522. Thus, the second control unit 22 can also control the battery 3 to supply power to the second motor 522.

[0107] The clutch 53 is configured to selectively couple with the third drive shaft 521, and the clutch 53 can switch between a coupled state and a decoupled state from the third drive shaft 521.

[0108] With the above technical solution, when the second motor 522 is working, the second motor 522 drives the third transmission shaft 521 to rotate, and the third transmission shaft 521 drives the second drive gear 523 to rotate synchronously and transmit power to the second differential device 51; when the clutch 53 is coupled with the third transmission shaft 521, the engine 4 can transmit power to the second differential device 51 through the third transmission shaft 521; when the clutch 53 is decoupled from the third transmission shaft 521, the engine 4 cannot transmit power to the third transmission shaft 521, and therefore cannot drive the second differential device 51.

[0109] In some implementations, please refer to Figure 7 The hybrid transmission 5 also includes a third drive unit 54, which is spaced apart from the second drive unit 52 and is connected to the second differential unit 51.

[0110] By adding a third drive unit 54, the power output source to the second differential unit 51 can be further increased, enriching the transmission modes of the hybrid transmission 5.

[0111] In some implementations, please refer to Figure 7 The third drive unit 54 includes a fourth drive shaft 541, a third motor 542, and a third drive gear 543. The third drive gear 543 is fixedly mounted on the fourth drive shaft 541 and is connected to the second differential device 51. The third motor 542 is connected to the fourth drive shaft 541 and is also electrically connected to the controller 2 and the battery 3.

[0112] The hybrid transmission 5 is electrically connected to the controller 2 and the battery 3, and a third motor 542 is also electrically connected to the controller 2 and the battery 3. As an example, the controller 2 includes a second control unit 22, the battery 3 is electrically connected to the second control unit 22, and the second control unit 22 is electrically connected to the third motor 542. In this way, the second control unit 22 can also control the battery 3 to supply power to the third motor 542.

[0113] With the above technical solution, when the third motor 542 is working, the third motor 542 drives the fourth transmission shaft 541 to rotate, and the fourth transmission shaft 541 drives the third drive gear 543 to rotate and transmits power to the second differential device 51.

[0114] In some implementations, please refer to Figure 7The second drive gear 523 is movably mounted on the third drive shaft 521, and the fourth drive shaft 541 is spaced apart from the third drive shaft 521 but coaxially mounted. The hybrid transmission 5 also includes a second shift mechanism 55, which is mounted on the third drive shaft 521 and configured to rotate synchronously with the third drive shaft 521. The second shift mechanism 55 is also configured to selectively couple with the second drive gear 523 or the third drive gear 543 so that the coupled object rotates synchronously with the third drive shaft 521.

[0115] The second drive gear 523 is movably mounted on the third transmission shaft 521, meaning that the third transmission shaft 521 cannot directly drive the second drive gear 523 to rotate when it rotates.

[0116] The second shift mechanism 55 is configured to rotate synchronously with the third drive shaft 521, meaning that the rotation of the third drive shaft 521 can directly drive the second shift mechanism 55 to rotate together. As an example, the second shift mechanism 55 is fixedly connected to the third drive shaft 521.

[0117] Furthermore, the second shifting mechanism 55 is also configured to selectively couple with either the second drive gear 523 or the third drive gear 543, such that the coupled object rotates synchronously with the third drive shaft 521. Specifically, when the second shifting mechanism 55 is coupled with the second drive gear 523, the second drive gear 523 can rotate synchronously with the third drive shaft 521; when the second shifting mechanism 55 is coupled with the third drive gear 543, the third drive gear 543 can rotate synchronously with the third drive shaft 521.

[0118] Through the above technical solutions, the powertrain 10 can achieve a variety of different control methods.

[0119] The following description uses the example of wheels 20 including front wheels 201 and rear wheels 202, drive system 1 connected to rear wheels 202, and hybrid transmission 5 connected to front wheels 201. Specifically, please refer to Table 1, powertrain 10 has 2H mode, 4H mode, 4L mode and generator mode.

[0120] When the powertrain 10 is in 2H mode, the first motor 1111 is always kept off, so there is no need to start the first shift mechanism 13, and the first differential device 14 cannot receive power, thus it cannot drive the rear wheel 202.

[0121] When the powertrain 10 is in 2H mode, only the engine 4 can be controlled to work, but the second motor 522 and the third motor 542 remain off. Activating the clutch 53 allows the power of the engine 4 to be transmitted to the third drive shaft 521. Activating the second shift mechanism 55 causes the third drive gear 543 to rotate synchronously with the third drive shaft 521, thereby transmitting power to the second differential device 51, which in turn transmits power to the front wheels 201 and drives the front wheels 201 to rotate.

[0122] When the powertrain 10 is in 2H mode, only the third motor 542 can be controlled to work, while the second motor 522 and engine 4 remain off. The third motor 542 can drive the fourth drive shaft 541 to rotate without starting the clutch 53. The fourth drive shaft 541 drives the third drive gear 543 to rotate, thereby transmitting power to the second differential device 51 and driving the front wheel 201 to rotate.

[0123] When the powertrain 10 is in 4H mode and 4L mode, the first motor 1111 and the first shift mechanism 13 are activated. The power output by the first motor 1111 can be transmitted to the first differential device 14 through a secondary transmission path or a tertiary transmission path, thereby driving the rear wheel 202.

[0124] When the powertrain 10 is in 4H mode, only the engine 4 can be controlled to work, but the second motor 522 and the third motor 542 remain off. The clutch 53 is activated so that the power of the engine 4 is transmitted to the third drive shaft 521. The second shift mechanism 55 is activated so that the third drive gear 543 rotates synchronously with the third drive shaft 521, thereby transmitting power to the second differential device 51, and then to the front wheel 201 and driving the front wheel 201 to rotate.

[0125] When the powertrain 10 is in 4H mode, only the third motor 542 can be controlled to work, while the second motor 522 and engine 4 remain off. The third motor 542 can drive the fourth drive shaft 541 to rotate without starting the clutch 53. The fourth drive shaft 541 drives the third drive gear 543 to rotate, thereby transmitting power to the second differential device 51 and driving the front wheel 201 to rotate.

[0126] When the powertrain 10 is in 4L mode, only the second motor 522 can be turned off, while the engine 4 and the third motor 542 remain on. When the engine 4 is on, the clutch 53 needs to be engaged to transmit power from the engine 4 to the third drive shaft 521. The second shift mechanism 55 is then engaged, causing the third drive gear 543 to rotate synchronously with the third drive shaft 521. This transmits the power output from the engine 4 to the second differential 51, thereby driving the front wheels 201. When the third motor 542 is on, it drives the fourth drive shaft 541 to rotate. The fourth drive shaft 541 then drives the third drive gear 543, transmitting the power output from the third motor 542 to the second differential 51 and driving the front wheels 201.

[0127] When the powertrain 10 is in 4L mode, only the engine 4 can be turned off, while the second motor 522 and the third motor 542 remain on. Since the engine 4 is off, the clutch 53 does not need to be engaged. When the second motor 522 is on, the second shift mechanism 55 needs to synchronize the third drive gear 543 with the third transmission shaft 521, thereby transmitting the power output from the second motor 522 to the second differential 51, which in turn drives the front wheels 201. When the third motor 542 is on, it drives the fourth transmission shaft 541 to rotate. The fourth transmission shaft 541 then drives the third drive gear 543 to rotate, thus transmitting the power output from the third motor 542 to the second differential 51 and driving the front wheels 201.

[0128] Table 1

[0129]

[0130] When the powertrain 10 is in 4L mode, the engine 4, the second motor 522, and the third motor 542 can all be activated. When the engine 4 is activated, the clutch 53 needs to be engaged to transmit power from the engine 4 to the third drive shaft 521. The second shift mechanism 55 is then activated, causing the third drive gear 543 to rotate synchronously with the third drive shaft 521, thus transmitting the power output from the engine 4 to the second differential 51, which in turn drives the front wheels 201. Similarly, when the second motor 522 is activated, the second shift mechanism 55 needs to be engaged to cause the third drive gear 543 to rotate synchronously with the third drive shaft 521, transmitting the power output from the second motor 522 to the second differential 51, which in turn drives the front wheels 201. When the third motor 542 is activated, it drives the fourth drive shaft 541 to rotate. The fourth drive shaft 541 then drives the third drive gear 543 to rotate, transmitting the power output from the third motor 542 to the second differential 51, which in turn drives the front wheels 201.

[0131] When the powertrain 10 is in generator mode, only the engine 4 and the second motor 522 are started. In this case, no transmission is needed, so the third motor 542, clutch 53, second shift mechanism 55, first motor 1111 and first shift mechanism 13 are all turned off.

[0132] In some implementations, please refer to Figure 7 The hybrid transmission 5 also includes a second transmission device 56, which is connected to the second drive device 52, the third drive device 54 and the second differential device 51.

[0133] Through the above technical solution, the power output by the second drive device 52 and the third drive device 54 can be transmitted to the second differential device 51 through the second transmission device 56.

[0134] In some implementations, please refer to Figure 7 The second transmission device 56 includes a fifth transmission shaft 561 and a sixth driven gear 562 and a seventh driven gear 563 fixedly mounted on the fifth transmission shaft 561. The sixth driven gear 562 meshes with the second drive gear 523, and the seventh driven gear 563 meshes with the third drive gear 543.

[0135] It can be seen that the fifth drive shaft 561, the sixth driven gear 562 and the seventh driven gear 563 form a gear set, which is referred to as the third gear set for easy distinction.

[0136] Through the above technical solution, the power output by the second drive device 52 can be transmitted to the sixth driven gear 562, and the power output by the third drive device 54 can be transmitted to the seventh driven gear 563.

[0137] In some implementations, please refer to Figure 7 The hybrid transmission 5 also includes a third transmission device 57, which is connected to the second transmission device 56 and the second differential device 51.

[0138] Through the above technical solution, the power output by the second drive device 52 and the third drive device 54 can be transmitted to the second differential device 51 in sequence through the second transmission device 56 and the third transmission device 57.

[0139] In some implementations, please refer to Figure 7 The second transmission device 56 also includes an eighth driven gear 564 fixedly mounted on the fifth transmission shaft 561; the third transmission device 57 includes a sixth transmission shaft 571 and a ninth driven gear 572 and a tenth driven gear 573 fixedly mounted on the sixth transmission shaft 571. The ninth driven gear 572 meshes with the eighth driven gear 564, and the tenth driven gear 573 is connected to the second differential device 51.

[0140] It can be seen that the third gear set also includes the eighth driven gear 564. The sixth drive shaft 571, the ninth driven gear 572, and the tenth driven gear 573 form a gear set, which is referred to as the fourth gear set for easy distinction.

[0141] Through the above technical solution, the power transmitted from the second drive device 52 to the sixth driven gear 562 and the power transmitted from the third drive device 54 to the seventh driven gear 563 can be transmitted to the fourth gear set through the eighth driven gear 564, and then transmitted to the second differential device 51 through the fourth gear set.

[0142] In some implementations, please refer to Figure 7 The second differential device 51 includes a second differential 511 and a second differential gear 512 connected together, and the second differential gear 512 meshes with the tenth driven gear 573.

[0143] The tenth driven gear 573 is specifically connected to the second differential device 51 by meshing with the second differential gear 512, thereby realizing gear transmission.

[0144] In some implementations, please refer to Figure 7 The powertrain 10 also includes a shock absorber 6, which is connected to both the engine 4 and the hybrid transmission 5. By installing the shock absorber 6, the impact of vibrations from the engine 4 during operation on the hybrid transmission 5 can be mitigated.

[0145] As an example, the connection between the shock absorber 6 and the engine 4 can be a spline connection, and the connection between the shock absorber 6 and the hybrid transmission 5 can also be a spline connection.

[0146] According to the third aspect of this application, please refer to Figure 6 A vehicle 100 is provided, which includes wheels 20 and a drive system 1 as described above, or a powertrain 10 as described above, wherein the drive system 1 or powertrain 10 is connected to the wheels 20.

[0147] If the vehicle 100 includes the aforementioned drive system 1 or the aforementioned powertrain 10, then the powertrain 10 has all the beneficial effects of the aforementioned drive system 1 and the aforementioned powertrain 10, which will not be repeated here.

[0148] In some implementations, please refer to Figure 6 The wheel 20 includes a front wheel 201 and a rear wheel 202, and the drive system 1 is connected to the rear wheel 202. That is, the drive system 1 drives the rear wheel 202.

[0149] In some implementations, please refer to Figure 6When the powertrain 10 includes a hybrid transmission 5, the hybrid transmission 5 is connected to the front wheels 201. That is, the hybrid transmission 5 drives the front wheels 201.

[0150] As an example, vehicle 100 can be a gasoline-powered vehicle, a plug-in hybrid electric vehicle, or a new energy vehicle, etc., and this application does not make any specific limitations in this regard.

[0151] In the description of this application, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more features. In the description of this application, "multiple" means two or more, unless otherwise explicitly specified.

[0152] In the above embodiments, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions in other embodiments.

[0153] The embodiments, implementation methods, and related technical features of this application can be combined and substituted for each other without conflict.

[0154] The above are merely preferred embodiments of this application and are not intended to limit this application in any way. Any simple modifications, equivalent changes, and alterations made to the above embodiments based on the technical essence of this application without departing from the technical solution of this application shall still fall within the scope of the technical solution of this application.

Claims

1. A drive system (1), characterized in that, include: First drive unit (11); The first transmission device (12) is connected to the first drive device (11) in a transmission manner. The first transmission device (12) has a two-level transmission path and a three-level transmission path. as well as The first shifting mechanism (13) is configured to connect to the first transmission device (12) and control the first transmission device (12) to switch between the secondary transmission path and the tertiary transmission path.

2. The drive system (1) according to claim 1, characterized in that, The first transmission device (12) includes a first transmission shaft (121) and a second transmission shaft (122) spaced apart. A first driven gear (123) and a second driven gear (124) are movably disposed on the first transmission shaft (121). A third driven gear (125) and a fourth driven gear (126) are fixedly disposed on the second transmission shaft (122). The first driven gear (123) meshes with the third driven gear (125) and is connected to the first drive device (11) for transmission. The second driven gear (124) meshes with the fourth driven gear (126). The first shifting mechanism (13) is configured to rotate synchronously with the first transmission shaft (121) and selectively couple with the first driven gear (123) or the second driven gear (124) so ​​that the coupled object rotates synchronously with the first transmission shaft (121).

3. The drive system (1) according to claim 2, characterized in that, The first driven gear (123) and the second driven gear (124) are spaced apart, and the first shifting mechanism (13) is disposed on the first transmission shaft (121) and located between the first driven gear (123) and the second driven gear (124).

4. The drive system (1) according to claim 3, characterized in that, The first shifting mechanism (13) is configured to selectively engage with either the first driven gear (123) or the second driven gear (124).

5. The drive system (1) according to any one of claims 2 to 4, characterized in that, The first driving device (11) includes a driving member (111) and a first driving gear (112). The driving member (111) is connected to the first driving gear (112) in a transmission connection, and the first driving gear (112) meshes with the first driven gear (123).

6. The drive system (1) according to any one of claims 2 to 4, characterized in that, The drive system (1) further includes a first differential device (14) spaced apart from the first drive device (11), and the first differential device (14) is connected to the first transmission device (12) in a transmission connection.

7. The drive system (1) according to claim 6, characterized in that, The first differential device (14) includes a first differential (141) and a first differential gear (142) connected together. A fifth driven gear (127) is also fixedly provided on the first drive shaft (121), and the fifth driven gear (127) meshes with the first differential gear (142).

8. The drive system (1) according to claim 7, characterized in that, The fifth driven gear (127) is located on the side of the second driven gear (124) away from the first driven gear (123), and the first differential device (14) is coaxially arranged with the first drive device (11).

9. A powertrain (10), characterized in that, Includes the drive system (1) as described in any one of claims 1 to 8.

10. The powertrain (10) according to claim 9, characterized in that, The powertrain (10) also includes a controller (2) and a battery (3), the controller (2) and the battery (3) being electrically connected to the drive system (1).

11. The powertrain (10) according to claim 10, characterized in that, In the case where the first drive device (11) includes a drive element (111), the drive element (111) includes a first motor (1111), which is electrically connected to the controller (2) and the battery (3).

12. The powertrain (10) according to claim 10, characterized in that, The powertrain (10) also includes an engine (4) and a hybrid transmission (5), the hybrid transmission (5) being connected to the engine (4) and also electrically connected to the controller (2) and the battery (3).

13. The powertrain (10) according to claim 12, characterized in that, The hybrid transmission (5) includes: Second differential device (51); The second drive unit (52) is connected in drive to the second differential unit (51); and The clutch (53) is connected to the engine (4) and is also configured to selectively connect to the second drive unit (52) so that the engine (4) drives the second differential unit (51) through the second drive unit (52).

14. The powertrain (10) according to claim 13, characterized in that, The second drive unit (52) includes a third drive shaft (521), a second motor (522), and a second drive gear (523). The second drive gear (523) is drivenly connected to the second differential device (51) and configured to rotate synchronously with the third drive shaft (521). The second motor (522) is drivenly connected to the third drive shaft (521) and is also electrically connected to the controller (2) and the battery (3). The clutch (53) is configured to selectively couple with the third drive shaft (521) so that the engine (4) drives the third drive shaft (521) to rotate.

15. The powertrain (10) according to claim 14, characterized in that, The hybrid transmission (5) further includes a third drive unit (54), which is spaced apart from the second drive unit (52) and is connected in drive to the second differential unit (51).

16. The powertrain (10) according to claim 15, characterized in that, The third drive device (54) includes a fourth drive shaft (541), a third motor (542), and a third drive gear (543). The third drive gear (543) is fixedly mounted on the fourth drive shaft (541) and is connected to the second differential device (51). The third motor (542) is connected to the fourth drive shaft (541) and is also electrically connected to the controller (2) and the battery (3).

17. The powertrain (10) according to claim 16, characterized in that, The second drive gear (523) is movably mounted on the third drive shaft (521), and the fourth drive shaft (541) is spaced apart from the third drive shaft (521) but coaxially mounted. The hybrid transmission (5) further includes a second shift mechanism (55), which is mounted on the third drive shaft (521) and configured to rotate synchronously with the third drive shaft (521). The second shift mechanism (55) is also configured to selectively couple with the second drive gear (523) or the third drive gear (543) such that the coupled object rotates synchronously with the third drive shaft (521).

18. The powertrain (10) according to claim 16, characterized in that, The hybrid transmission (5) further includes a second transmission device (56), which is connected to the second drive device (52), the third drive device (54) and the second differential device (51).

19. The powertrain (10) according to claim 18, characterized in that, The second transmission device (56) includes a fifth transmission shaft (561) and a sixth driven gear (562) and a seventh driven gear (563) fixedly mounted on the fifth transmission shaft (561). The sixth driven gear (562) meshes with the second drive gear (523), and the seventh driven gear (563) meshes with the third drive gear (543).

20. The powertrain (10) according to claim 19, characterized in that, The hybrid transmission (5) further includes a third transmission device (57), which is connected to the second transmission device (56) and the second differential device (51).

21. The powertrain (10) according to claim 20, characterized in that, The second transmission device (56) further includes an eighth driven gear (564) fixedly mounted on the fifth transmission shaft (561); the third transmission device (57) includes a sixth transmission shaft (571) and a ninth driven gear (572) and a tenth driven gear (573) fixedly mounted on the sixth transmission shaft (571), wherein the ninth driven gear (572) meshes with the eighth driven gear (564) and the tenth driven gear (573) is connected to the second differential device (51) in a transmission connection.

22. The powertrain (10) according to claim 21, characterized in that, The second differential device (51) includes a connected second differential (511) and a second differential gear (512), the second differential gear (512) meshing with the tenth driven gear (573).

23. The powertrain (10) according to any one of claims 12 to 22, characterized in that, The powertrain (10) also includes a shock absorber (6), which is connected to the engine (4) and the hybrid transmission (5) respectively.

24. A vehicle (100), characterized in that, Includes wheels (20) and a drive system (1) as claimed in any one of claims 1 to 8, or a powertrain (10) as claimed in any one of claims 9 to 23, wherein the drive system (1) or the powertrain (10) is connected to the wheels (20).

25. The vehicle (100) according to claim 24, characterized in that, The wheel (20) includes a front wheel (201) and a rear wheel (202), and the drive system (1) is connected to the rear wheel (202).

26. The vehicle (100) according to claim 25, characterized in that, In the case where the powertrain (10) includes a hybrid transmission (5), the hybrid transmission (5) is connected to the front wheel (201).

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