Powertrain, drive system and vehicle

Abstract

The application relates to a power assembly, a driving system and a vehicle. The power assembly comprises at least two first motors and at least two first reducers. A first reducer is drivingly connected with a first motor. Each first reducer is configured to be drivingly connected with a first axle. Each first reducer has at least two gears. Thus, different driving conditions of the vehicle can be adapted by changing the gears of the first reducer, so as to reduce power consumption, improve the cruising range of the vehicle, and make the vehicle have both power performance and economy.

Description

Technical Field

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

[0002] In related technologies, electric vehicles typically use a motor in conjunction with a reducer for propulsion. Current electric vehicles generally employ reducers with a fixed speed ratio. To achieve better acceleration from 0 to 100 km / h, the reducer's speed ratio is designed to be relatively large. However, under high-speed cruising conditions, a large speed ratio increases motor speed, leads to higher energy consumption, and shortens driving range, making it impossible to balance vehicle power and fuel economy. Utility Model Content

[0003] This application provides a powertrain, drive system, and vehicle. By having the first reducer have at least two gears, the gear of the first reducer can be selected to adapt to different working conditions, thereby at least partially solving the above-mentioned technical problems.

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

[0005] At least two first motors;

[0006] At least two first reducers, one of which is drivenly connected to a first motor, and each of the first reducers is configured to be drivenly connected to a first axle;

[0007] Each of the first reducers has at least two gears.

[0008] Optionally, the first reducer includes:

[0009] The first main shaft is connected to the first motor drive;

[0010] The first secondary shaft is configured to be drive-connected to the first axle;

[0011] The first gear set is mounted on the first spindle;

[0012] The second gear set is mounted on the first auxiliary shaft;

[0013] The first gear set is connected to the second gear set in a transmission manner, and the two gear sets have at least two transmission ratios.

[0014] Optionally, the first reducer further includes:

[0015] A first clutch is mounted on the first spindle and is configured to drive the first gear set and the second gear set at different gear ratios.

[0016] Optionally, the first gear set includes a first gear and a second gear, the first gear and the second gear being spaced apart on the first main shaft, and the first clutch being used to connect the first gear so that the first gear rotates with the first main shaft, or to connect the second gear so that the second gear rotates with the first main shaft (121);

[0017] The second gear set includes a third gear and a fourth gear, which are spaced apart on the first countershaft;

[0018] The first gear is connected to the third gear, and the second gear is connected to the fourth gear. The transmission ratio between the first gear and the third gear is different from the transmission ratio between the second gear and the fourth gear.

[0019] Optionally, the first clutch has a first state and a second state. In the first state, the first clutch is connected to the first gear so that the first gear rotates with the first main shaft. In the second state, the first clutch is connected to the second gear so that the second gear rotates with the first main shaft.

[0020] Optionally, the powertrain further includes:

[0021] A first controller is electrically connected to the first motor and the first clutch. The first controller is used to drive the first clutch to switch the first clutch between the first state and the second state.

[0022] Optionally, the first secondary shaft is also equipped with a fifth gear, which is spaced apart from the second gear set;

[0023] Optionally, the first secondary shaft is also equipped with a fifth gear, which is spaced apart from the second gear set;

[0024] The powertrain also includes:

[0025] The sixth gear is configured to be drive-connected to the first axle, and the sixth gear is drive-connected to the fifth gear.

[0026] According to a second aspect of this application, a drive system is provided, including the powertrain as described above.

[0027] Optionally, the drive system includes a rear powertrain, the powertrain being the rear powertrain.

[0028] Optionally, the drive system further includes a front powertrain, the front powertrain comprising:

[0029] Second motor;

[0030] The second reducer is driven to the second motor, and the second reducer is configured to drive to the second axle;

[0031] The second reducer has at least two gears.

[0032] Optionally, the second reducer includes:

[0033] The second main shaft is connected to the second motor drive;

[0034] The second auxiliary shaft is configured to be drive-connected to the second axle;

[0035] The third gear set is mounted on the second spindle;

[0036] The fourth gear set is mounted on the second countershaft;

[0037] The third gear set is connected to the fourth gear set in a transmission manner, and the two have at least two transmission ratios.

[0038] Optionally, the second reducer further includes:

[0039] A second clutch, mounted on the second main shaft, is configured to engage the third and fourth gear sets with different transmission ratios.

[0040] Optionally, the third gear set includes a seventh gear and an eighth gear, the seventh gear and the eighth gear being spaced apart on the second main shaft, and the second clutch being used to connect the seventh gear so that the seventh gear rotates with the second main shaft, or to connect the eighth gear (2232) so that the eighth gear (2232) rotates with the second main shaft (221);

[0041] The fourth gear set includes a ninth gear and a tenth gear, which are spaced apart on the second countershaft;

[0042] The seventh gear is connected to the ninth gear, and the eighth gear is connected to the tenth gear. The transmission ratio between the seventh gear and the ninth gear is different from the transmission ratio between the eighth gear and the tenth gear.

[0043] Optionally, the second clutch has a third state and a fourth state, in which the second clutch is connected to the seventh gear so that the seventh gear rotates with the second main shaft, and in the fourth state, the second clutch is connected to the eighth gear so that the eighth gear rotates with the second main shaft.

[0044] Optionally, the front powertrain further includes:

[0045] The second controller is electrically connected to the second motor and the second clutch. The second controller is used to drive the second clutch to switch the second clutch between the third state and the fourth state.

[0046] Optionally, the second secondary shaft is also equipped with an eleventh gear, which is spaced apart from the fourth gear set;

[0047] The aforementioned powertrain also includes:

[0048] A differential is configured to be drive-connected to the second axle, the differential being connected to a twelfth gear, the twelfth gear being drive-connected to the eleventh gear.

[0049] According to a third aspect of this application, a vehicle is also provided, including the drive system as described above.

[0050] In the powertrain of this application embodiment, by setting the first reducer to at least two gears, the vehicle can adapt to different driving conditions by changing the gear of the first reducer. A higher gear ratio is used during vehicle start-up, acceleration, and hill climbing, while a lower gear ratio is used during high-speed cruising, thereby reducing power consumption, increasing the vehicle's range, and enabling the vehicle to balance power and economy.

[0051] Other features and advantages of this application will be described in detail in the following detailed description section. Attached Figure Description

[0052] 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.

[0053] 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.

[0054] Figure 1 This is a schematic diagram of the structure of the rear powertrain provided in an exemplary embodiment of this application;

[0055] Figure 2 This is a schematic diagram of the front powertrain provided in an exemplary embodiment of this application;

[0056] Figure 3This is a schematic diagram of the drive system provided in an exemplary embodiment of this application.

[0057] Explanation of reference numerals in the attached figures:

[0058] 1. Rear powertrain; 11. First motor; 12. First reducer; 121. First main shaft; 122. First countershaft; 123. First gear set; 1231. First gear; 1232. Second gear; 124. Second gear set; 1241. Third gear; 1242. Fourth gear; 125. First clutch; 126. Fifth gear; 13. First controller; 14. Sixth gear;

[0059] 2. Front powertrain; 21. Second motor; 22. Second reducer; 221. Second main shaft; 222. Second countershaft; 223. Third gear set; 2231. Seventh gear; 2232. Eighth gear; 224. Fourth gear set; 2241. Ninth gear; 2242. Tenth gear; 225. Second clutch; 226. Eleventh gear; 23. Second controller; 24. Differential; 25. Twelfth gear;

[0060] 3. First axle;

[0061] 4. Second axle. Detailed Implementation

[0062] 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.

[0063] According to the first aspect of this application, referring to Figures 1 to 3 This application provides a powertrain. The powertrain includes at least two first motors 11 and at least two first reducers 12. A first reducer 12 is drive-connected to a first motor 11. Each first reducer 12 is configured to drive-connect to a first axle 3. Each first reducer 12 has at least two gears.

[0064] In this embodiment, by setting the first reducer 12 to at least two gears, the vehicle can adapt to different driving conditions by changing the gears of the first reducer 12. A higher gear ratio is used during vehicle start-up, acceleration, and hill climbing, while a lower gear ratio is used during high-speed cruising, thereby reducing power consumption, increasing the vehicle's range, and enabling the vehicle to balance power and economy.

[0065] It is understandable that the first reducer 12 has at least two gears, and therefore at least two speed ratios. Depending on the vehicle's different driving conditions, the first reducer 12 switches its own gears to change the speed ratio, so that the vehicle can meet its power and range requirements.

[0066] At least two first motors 11 work in conjunction with at least two first reducers 12 to enable the powertrain to adapt to various operating conditions of the vehicle through multiple combinations. This ensures power during low-speed acceleration, maintains economy during high-speed cruising, reduces overall vehicle energy consumption, and increases the vehicle's driving range. Furthermore, the at least two first reducers 12 can shift gears sequentially, achieving uninterrupted gear changes and maintaining smooth driving. Under adverse driving conditions, each first reducer 12 can adjust its gear ratio according to the wheel end adhesion, thereby improving the drive system's efficiency.

[0067] For example, the first reducer 12 has two gears, meaning it has two speed ratios: a large speed ratio and a small speed ratio. The large speed ratio is suitable for vehicle starting, acceleration, and hill climbing to provide sufficient power. The small speed ratio is suitable for high-speed cruising to ensure that the output torque can overcome wind resistance and tire resistance, thereby reducing power consumption and unnecessary work, and ultimately lowering energy consumption.

[0068] For example, the first reducer 12 has three gears, meaning it has three speed ratios. Alternatively, the first reducer 12 may have more gears, corresponding to multiple speed ratios, to adapt to more driving conditions. This application embodiment does not limit the number of gears in the first reducer 12.

[0069] In some embodiments, the powertrain can serve as the rear powertrain 1 of the vehicle. For example, the powertrain has two first motors 11 and two first reducers 12. One first motor 11 is correspondingly connected to a first reducer 12 and a first axle 3, thereby driving the two rear wheels to rotate through the two first motors 11 respectively.

[0070] like Figure 1 As shown, in some embodiments, the first reducer 12 includes a first main shaft 121, a first countershaft 122, a first gear set 123, and a second gear set 124. The first main shaft 121 is drive-connected to the first motor 11. The first countershaft 122 is configured to be drive-connected to the first axle 3. The first gear set 123 is mounted on the first main shaft 121. The second gear set 124 is mounted on the first countershaft 122. The first gear set 123 and the second gear set 124 are drive-connected and have at least two transmission ratios.

[0071] Understandably, the first motor 11 drives the first main shaft 121 to rotate. The first main shaft 121, through the transmission connection of the first gear set 123 and the second gear set 124, drives the first auxiliary shaft 122 to rotate, thereby realizing the rotation of the first axle 3. Since the first gear set 123 and the second gear set 124 have at least two transmission ratios, the transmission ratio of the first gear set 123 and the second gear set 124 can be changed by switching the meshing state of the first gear set 123 and the second gear set 124. Therefore, the speed ratio can be changed, enabling the vehicle to meet both power and range requirements.

[0072] For example, the first gear set 123 and the second gear set 124 have two transmission ratios, meaning the first reducer 12 has two speed ratios: a large speed ratio and a small speed ratio. The large speed ratio is suitable for vehicle starting, acceleration, and hill climbing to provide sufficient power. The small speed ratio is suitable for high-speed cruising to ensure that the output torque can overcome wind resistance and tire resistance, thereby reducing power consumption and unnecessary work, and ultimately lowering energy consumption.

[0073] In some embodiments, the first spindle 121 is coaxially connected to the output shaft of the first motor 11, or the output shaft of the first motor 11 is directly used as the first spindle 121 of the first reducer 12.

[0074] like Figure 1 As shown, in some embodiments, the first reducer 12 further includes a first clutch 125. The first clutch 125 is mounted on the first spindle 121. The first clutch 125 is configured to drive the first gear set 123 and the second gear set 124 at different gear ratios.

[0075] It is understandable that the first clutch 125 is installed on the first main shaft 121, and the first clutch 125 is used to switch the meshing state of the first gear set 123 and the second gear set 124, so that the first gear set 123 and the second gear set 124 can be connected with different transmission ratios. This allows the speed ratio to be changed, enabling the vehicle to meet power and range requirements.

[0076] like Figure 1As shown, in some embodiments, the first gear set 123 includes a first gear 1231 and a second gear 1232. The first gear 1231 and the second gear 1232 are spaced apart on the first main shaft 121. A first clutch 125 is used to engage the first gear 1231 so that the first gear 1231 rotates with the first main shaft 121. Alternatively, the first clutch 125 is used to engage the second gear 1232 so that the second gear 1232 rotates with the first main shaft 121. The second gear set 124 includes a third gear 1241 and a fourth gear 1242, which are spaced apart on the first countershaft 122. The first gear 1231 is drive-connected to the third gear 1241. The second gear 1232 is drive-connected to the fourth gear 1242. The transmission ratio between the first gear 1231 and the third gear 1241 is different from the transmission ratio between the second gear 1232 and the fourth gear 1242.

[0077] Understandably, after the first motor 11 drives the first main shaft 121 to rotate, the first clutch 125 can selectively connect with either the first gear 1231 or the second gear 1232. When the first clutch 125 is connected to the first gear 1231, the first gear 1231 can rotate synchronously with the first main shaft 121. Since the first gear 1231 is connected to the third gear 1241, the third gear 1241 can drive the first auxiliary shaft 122 to rotate, thereby driving the wheels. When the first clutch 125 is connected to the second gear 1232, the second gear 1232 can rotate synchronously with the first main shaft 121. Since the second gear 1232 is connected to the fourth gear 1242, the fourth gear 1242 can drive the first auxiliary shaft 122 to rotate, thereby driving the wheels. Since the transmission ratio between the first gear 1231 and the third gear 1241 is different from the transmission ratio between the second gear 1232 and the fourth gear 1242, the first clutch 125 can be used to change the transmission ratio of the first gear set 123 and the second gear set 124, thereby changing the speed ratio and allowing the vehicle to select different speed ratios under different operating conditions to meet power and range requirements.

[0078] In this embodiment of the application, the transmission ratio between the first gear 1231 and the third gear 1241 is different from the transmission ratio between the second gear 1232 and the fourth gear 1242. Therefore, the first gear set 123 and the second gear set 124 have two transmission ratios, so that the first reducer 12 has two speed ratios.

[0079] In some embodiments, the first gear 1231 is externally meshed with the third gear 1241. The second gear 1232 is externally meshed with the fourth gear 1242.

[0080] In some embodiments, the diameter of the first gear 1231 is larger than the diameter of the second gear 1232, and the diameter of the first gear 1231 is larger than the diameter of the third gear 1241. The diameter of the third gear 1241 is smaller than the diameter of the fourth gear 1242, and the diameter of the second gear 1232 is smaller than the diameter of the fourth gear 1242. Therefore, the transmission between the first gear 1231 and the third gear 1241 is a small speed ratio transmission, and the transmission between the second gear 1232 and the fourth gear 1242 is a large speed ratio transmission. For example, the large speed ratio is 12.3, and the small speed ratio is 8.5.

[0081] In some embodiments, the first clutch 125 has a first state and a second state. In the first state, the first clutch 125 is connected to the first gear 1231 so that the first gear 1231 rotates with the first spindle 121. In the second state, the first clutch 125 is connected to the second gear 1232 so that the second gear 1232 rotates with the first spindle 121.

[0082] Understandably, when the first clutch 125 is in the first state, it is connected to the first gear 1231. After the first motor 11 drives the first main shaft 121 to rotate, it can drive the first auxiliary shaft 122 to rotate through the first gear 1231 and the third gear 1241, achieving a small speed ratio drive for the first axle 3, making the vehicle more economical during high-speed cruising. When the first clutch 125 is in the second state, it is connected to the second gear 1232. After the first motor 11 drives the first main shaft 121 to rotate, it can drive the first auxiliary shaft 122 to rotate through the second gear 1232 and the fourth gear 1242, achieving a large speed ratio drive for the first axle 3, meeting the power requirements for vehicle starting and acceleration.

[0083] In some embodiments, the first clutch 125 can be switched between a first state and a second state by being energized and de-energized. For example, in the energized state, the first clutch 125 is connected to the first gear 1231 to drive the first axle 3 to rotate at a small speed ratio by the first reducer 12. In the de-energized state, the first clutch 125 is connected to the second gear 1232 to drive the first axle 3 to rotate at a large speed ratio by the first reducer 12.

[0084] like Figure 1 As shown, in some embodiments, the powertrain further includes a first controller 13. The first controller 13 is electrically connected to the first motor 11 and the first clutch 125. The first controller 13 is used to drive the first clutch 125 to switch the first clutch 125 between a first state and a second state.

[0085] Understandably, the first controller 13 can control the actions of the first motor 11 and the first clutch 125 to achieve electronic control of the drive. For example, the first controller 13 can control the power supply to the first motor 11 to control its start and stop. The first controller 13 can also control the power supply to the first clutch 125 so that the first clutch 125 is connected to the first gear 1231 when energized and connected to the second gear 1232 when de-energized, thereby enabling the first clutch 125 to switch between a first state and a second state.

[0086] In some embodiments, the first controller 13 is electrically connected to the vehicle infotainment system, thereby controlling the state of the first motor 11 and the first clutch 125 through the vehicle infotainment system.

[0087] like Figure 1 As shown, in some embodiments, a fifth gear 126 is also mounted on the first secondary shaft 122. The fifth gear 126 is spaced apart from the second gear set 124. The powertrain also includes a sixth gear 14. The sixth gear 14 is configured to drive through the first axle 3. The sixth gear 14 is drive through the fifth gear 126.

[0088] Understandably, when the first motor 11 drives the first main shaft 121 to rotate, the first main shaft 121 drives the first secondary shaft 122 to rotate through the transmission connection of the first gear set 123 and the second gear set 124. After the first secondary shaft 122 rotates, the fifth gear 126 will also rotate, driving the sixth gear 14 to rotate. Thus, the first axle 3 can rotate synchronously, realizing the drive.

[0089] like Figure 3 As shown, according to a second aspect of this application, a drive system is provided, which includes the powertrain as described in the above embodiments. This drive system possesses all the beneficial effects of the aforementioned powertrain, which will not be elaborated further herein.

[0090] like Figure 3 As shown, in some embodiments, the drive system includes a rear powertrain 1. The powertrain in the foregoing embodiments is the rear powertrain 1.

[0091] Understandably, by adopting the powertrain described in the aforementioned embodiments for the rear powertrain 1, at least two first motors 11 in the rear powertrain 1 are coupled with at least two first reducers 12, enabling the rear powertrain 1 to adapt to various operating conditions of the vehicle through multiple combinations. This ensures power performance during low-speed acceleration, maintains economy during high-speed cruising, reduces overall vehicle energy consumption, and increases the vehicle's driving range. Furthermore, the at least two first reducers 12 can shift gears sequentially, achieving uninterrupted gear shifting and maintaining driving smoothness. Under adverse driving conditions, each first reducer 12 can adjust its gear ratio according to the wheel end adhesion, thereby improving the drive efficiency of the drive system.

[0092] The front powertrain 2 is located in the front compartment of the vehicle, and the rear powertrain 1 is located in the rear compartment of the vehicle. The rear powertrain 1 may include two first motors 11 and two first reducers 12. A first motor 11 and a first reducer 12 are respectively provided on the left and right sides of the rear compartment, and are symmetrically distributed in the rear compartment.

[0093] like Figure 2 As shown, in some embodiments, the drive system further includes a front powertrain 2. The front powertrain 2 includes a second motor 21 and a second reducer 22. The second reducer 22 is drive-connected to the second motor 21. The second reducer 22 is configured to drive-connect to a second axle 4. The second reducer 22 has at least two gears.

[0094] Understandably, the front powertrain 2 is used to achieve front-wheel drive, and the rear powertrain 1 is used to achieve rear-wheel drive. By setting the second reduction gear 22 to at least two gears, the vehicle can adapt to different driving conditions by changing the gears of the second reduction gear 22. A higher gear ratio is used during vehicle start-up, acceleration, and hill climbing, while a lower gear ratio is used during high-speed cruising, thereby reducing energy consumption, increasing the vehicle's range, and enabling the vehicle to balance power and economy.

[0095] Since the first reduction gear 12 of the rear powertrain 1 has at least two gears, and the second reduction gear 22 of the front powertrain 2 also has at least two gears, the vehicle can adapt to different driving conditions by changing the gears of the first reduction gear 12 and the second reduction gear 22. A higher gear ratio is used during vehicle start-up, acceleration, and hill climbing, while a lower gear ratio is used during high-speed cruising, thereby reducing energy consumption, increasing the vehicle's range, and enabling the vehicle to balance power and economy.

[0096] The first reducer 12, with at least two gears, and the second reducer 22, with at least two gears, work together to allow the rear powertrain 1 and the front powertrain 2 to adapt to various operating conditions of the vehicle through multiple combinations. This ensures power during low-speed acceleration, maintains economy during high-speed cruising, reduces overall vehicle energy consumption, and increases the vehicle's driving range. Furthermore, the at least two first reducers 12 and the second reducer 22 can shift gears sequentially, achieving uninterrupted gear changes and maintaining smooth driving. Under adverse driving conditions, the first reducer 12 and the second reducer 22 can adjust their respective gear ratios according to the wheel end adhesion, thereby improving the drive system's efficiency.

[0097] The front powertrain 2 controls the output torque of the second axle 4 through the second motor 21 and the second reducer 22, and the rear powertrain 1 controls the output torque of the first axle 3 through the first motor 11 and the first reducer 12.

[0098] In some embodiments, the first motor 11 has a speed of 3000 rpm and a torque of 350 Nm. The first gear ratio of the first reducer 12 transmits a speed of 2439 rpm and a torque of 4305 Nm to the wheel. The second gear ratio of the first reducer 12 transmits a speed of 3529 rpm and a torque of 2975 Nm to the wheel. The second motor 21 has a speed of 3000 rpm and a torque of 350 Nm. The first gear ratio of the second reducer 22 transmits a speed of 2439 rpm and a torque of 4305 Nm to the wheel. The second gear ratio of the second reducer 22 transmits a speed of 3529 rpm and a torque of 2975 Nm to the wheel. It can be seen that the speed and torque at the wheel end are different under the first and second gear ratios. The higher first gear ratio is suitable for low-speed, high-torque conditions, while the lower second gear ratio is suitable for high-speed, low-torque conditions. This allows for the appropriate matching of various powertrain configurations with different vehicle operating conditions. During low-speed acceleration, the high-speed ratio ensures power performance, while during high-speed cruising, the low-speed ratio ensures economy, reducing overall vehicle energy consumption and increasing overall vehicle range.

[0099] like Figure 2 As shown, in some embodiments, the second reducer 22 includes a second main shaft 221, a second countershaft 222, a third gear set 223, and a fourth gear set 224. The second main shaft 221 is drive-connected to the second motor 21. The second countershaft 222 is configured to be drive-connected to the second axle 4. The third gear set 223 is mounted on the second main shaft 221. The fourth gear set 224 is mounted on the second countershaft 222. The third gear set 223 and the fourth gear set 224 are drive-connected and have at least two gear ratios.

[0100] Understandably, the second motor 21 drives the second main shaft 221 to rotate. The second main shaft 221, through the transmission connection of the third gear set 223 and the fourth gear set 224, drives the second auxiliary shaft 222 to rotate, thereby realizing the rotation of the second axle 4. Since the third gear set 223 and the fourth gear set 224 have at least two transmission ratios, their transmission ratios can be changed by switching their meshing states. This allows the speed ratio to be altered, enabling the vehicle to meet both power and range requirements.

[0101] For example, the third gear set 223 and the fourth gear set 224 have two transmission ratios, meaning the second reducer 22 has two speed ratios: a large ratio and a small ratio. The large ratio is suitable for vehicle starting, acceleration, and hill climbing to provide sufficient power. The small ratio is suitable for high-speed cruising to ensure the output torque can overcome wind resistance and tire resistance, thereby reducing power consumption and unnecessary work, and ultimately lowering energy consumption.

[0102] In some embodiments, the second spindle 221 is coaxially connected to the output shaft of the second motor 21, or the output shaft of the second motor 21 is directly used as the second spindle 221 of the second reducer 22.

[0103] like Figure 2 As shown, in some embodiments, the second reducer 22 further includes a second clutch 225. The second clutch 225 is mounted on the second main shaft 221. The second clutch 225 is configured to drive the third gear set 223 and the fourth gear set 224 at different gear ratios.

[0104] Understandably, the second clutch 225 is installed on the second main shaft 221, and is used to switch the meshing state of the third gear set 223 and the fourth gear set 224, thereby enabling the fourth gear set 224 to be connected with different transmission ratios. This allows the speed ratio to be changed, enabling the vehicle to meet both power and range requirements.

[0105] like Figure 2As shown, in some embodiments, the third gear set 223 includes a seventh gear 2231 and an eighth gear 2232. The seventh gear 2231 and the eighth gear 2232 are spaced apart on the second main shaft 221. A second clutch 225 is used to engage the seventh gear 2231, causing the seventh gear 2231 to rotate with the second main shaft 221. Alternatively, the second clutch 225 is used to engage the eighth gear 2232, causing the eighth gear 2232 to rotate with the second main shaft 221. The fourth gear set 224 includes a ninth gear 2241 and a tenth gear 2242. The ninth gear 2241 and the tenth gear 2242 are spaced apart on the second countershaft 222. The seventh gear 2231 is drive-connected to the ninth gear 2241. The eighth gear 2232 is drive-connected to the tenth gear 2242. The transmission ratio between the seventh gear 2231 and the ninth gear 2241 is different from the transmission ratio between the eighth gear 2232 and the tenth gear 2242.

[0106] Understandably, after the second motor 21 drives the second main shaft 221 to rotate, the second clutch 225 can be selectively connected to either the seventh gear 2231 or the eighth gear 2232. When the second clutch 225 is connected to the seventh gear 2231, the seventh gear 2231 can rotate synchronously with the second main shaft 221. Since the seventh gear 2231 is connected to the ninth gear 2241, the first auxiliary shaft 122 can be driven to rotate via the ninth gear 2241, thus driving the wheels. When the second clutch 225 is connected to the eighth gear 2232, the eighth gear 2232 can rotate synchronously with the second main shaft 221. Since the eighth gear 2232 is connected to the tenth gear 2242, the first auxiliary shaft 122 can be driven to rotate via the tenth gear 2242, thus driving the wheels. Since the transmission ratio between the seventh gear 2231 and the ninth gear 2241 is different from the transmission ratio between the eighth gear 2232 and the tenth gear 2242, the second clutch 225 can be used to change the transmission ratio between the third gear set 223 and the fourth gear set 224, thereby changing the speed ratio and allowing the vehicle to select different speed ratios under different operating conditions to meet power and range requirements.

[0107] In this embodiment, the transmission ratio between the seventh gear 2231 and the ninth gear 2241 is different from the transmission ratio between the eighth gear 2232 and the tenth gear 2242. Therefore, the third gear set 223 and the fourth gear set 224 have two transmission ratios, so that the first reducer 12 has two speed ratios.

[0108] In some embodiments, the seventh gear 2231 is externally meshed with the ninth gear 2241. The eighth gear 2232 is externally meshed with the tenth gear 2242.

[0109] In some embodiments, the diameter of the seventh gear 2231 is larger than the diameter of the eighth gear 2232, and the diameter of the seventh gear 2231 is larger than the diameter of the ninth gear 2241. The diameter of the ninth gear 2241 is smaller than the diameter of the tenth gear 2242, and the diameter of the eighth gear 2232 is smaller than the diameter of the tenth gear 2242. Therefore, the transmission between the seventh gear 2231 and the ninth gear 2241 is a small speed ratio, and the transmission between the eighth gear 2232 and the tenth gear 2242 is a large speed ratio. For example, the large speed ratio is 12.3, and the small speed ratio is 8.5.

[0110] In some embodiments, the second clutch 225 has a third state and a fourth state. In the third state, the second clutch 225 is connected to the seventh gear 2231 so that the seventh gear 2231 rotates with the second main shaft 221. In the fourth state, the second clutch 225 is connected to the eighth gear 2232 so that the eighth gear 2232 rotates with the second main shaft 221.

[0111] Understandably, when the second clutch 225 is in the third state, it is connected to the seventh gear 2231. After the second motor 21 drives the second main shaft 221 to rotate, it can drive the second auxiliary shaft 222 to rotate through the seventh gear 2231 and the ninth gear 2241, achieving a small speed ratio drive for the second axle 4, making the vehicle more economical during high-speed cruising. When the second clutch 225 is in the fourth state, it is connected to the eighth gear 2232. After the second motor 21 drives the second main shaft 221 to rotate, it can drive the second auxiliary shaft 222 to rotate through the eighth gear 2232 and the tenth gear 2242, achieving a large speed ratio drive for the second axle 4, meeting the power requirements for vehicle starting and acceleration.

[0112] In some embodiments, the second clutch 225 can switch between a third state and a fourth state by being energized and de-energized. For example, in the energized state, the second clutch 225 is connected to the seventh gear 2231 to drive the second axle 4 to rotate at a small speed ratio by the second reducer 22. In the de-energized state, the second clutch 225 is connected to the eighth gear 2232 to drive the second axle 4 to rotate at a large speed ratio by the second reducer 22.

[0113] like Figure 2 As shown, in some embodiments, the front powertrain 2 further includes a second controller 23. The second controller 23 is electrically connected to the second motor 21 and the second clutch 225. The second controller 23 is used to drive the second clutch 225 to switch the second clutch 225 between a third state and a fourth state.

[0114] Understandably, the second controller 23 can control the operation of the second motor 21 and the second clutch 225 to achieve electronic control of the drive. For example, the second controller 23 can control the power supply to the second motor 21 to control its start and stop. The second controller 23 can also control the power supply to the second clutch 225 so that the second clutch 225 is connected to the seventh gear 2231 when energized and to the eighth gear 2232 when de-energized, thereby enabling the second clutch 225 to switch between the third and fourth states.

[0115] In some embodiments, the second controller 23 is electrically connected to the vehicle infotainment system, thereby controlling the state of the second motor 21 and the second clutch 225 through the vehicle infotainment system.

[0116] like Figure 2 As shown, in some embodiments, the second countershaft 222 is also equipped with an eleventh gear 226. The eleventh gear 226 is spaced apart from the fourth gear set 224. The front powertrain 2 also includes a differential 24. The differential 24 is configured to be drive-connected to the second axle 4. The differential 24 is connected to a twelfth gear 25. The twelfth gear 25 is drive-connected to the eleventh gear 226.

[0117] It is understood that a second axle 4 is connected to each of the opposite ends of the differential 24, and a wheel is connected to the end of the second axle 4 furthest from the differential 24. The differential 24 can coordinate the speed difference between the two wheels under different road conditions, ensuring smooth turning of the vehicle and reducing tire wear. When the second motor 21 drives the second main shaft 221 to rotate, the second main shaft 221 drives the second auxiliary shaft 222 to rotate through the transmission connection of the third gear set 223 and the fourth gear set 224. After the second auxiliary shaft 222 rotates, the eleventh gear 226 will also rotate, driving the twelfth gear 25 to rotate. Thus, the differential 24 is rotated. Based on the rotation of the differential 24, the second axle 4 and the wheels are driven to rotate, thereby achieving drive.

[0118] In some embodiments, the eleventh gear 226 is externally engaged with the twelfth gear 25.

[0119] According to a third aspect of this application, a vehicle is provided that includes the aforementioned drive system, and the vehicle has all the beneficial effects of the aforementioned drive system, which will not be repeated here.

[0120] The vehicle may 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 restrictions.

[0121] In this embodiment of the vehicle, during vehicle start-up acceleration, low-speed acceleration, and high-speed acceleration, the first controller 13 controls the operation of the first motor 11 and the first clutch 125, so that the first motor 11, in conjunction with the first clutch 125, drives the first axle 3 and the rear wheels to rotate at a high speed ratio. The second controller 23 controls the operation of the second motor 21 and the second clutch 225, so that the second motor 21, in conjunction with the second clutch 225, drives the second axle 4 and the front wheels to rotate at a high speed ratio. Therefore, all three motors and the reducer of the vehicle are driven at a high speed ratio, which allows the vehicle to meet its power requirements during acceleration.

[0122] In this embodiment of the vehicle, during high-speed cruising, the first controller 13 controls the first motor 11 to de-energize, and the rear powertrain 1 stops working. The second controller 23 controls the second motor 21 and the second clutch 225 to operate, so that the second motor 21, in conjunction with the second clutch 225, drives the second axle 4 and the front wheels to rotate at a low speed ratio. Thus, the vehicle's front powertrain 2 is driven at a low speed ratio, which meets the fuel economy requirements during high-speed cruising. Since maintaining a constant high speed is sufficient for high-speed cruising, the required torque is small, eliminating the need for the two first motors 11 of the rear powertrain 1 to output torque. If the two first motors 11 were to output torque, the copper losses and heat generated during operation would waste energy. Using only one second motor 21 to output torque allows the output torque to balance wind resistance, tire resistance, etc., achieving high-speed cruising. This reduces the use of motors, thereby reducing energy consumption and increasing driving range.

[0123] In this embodiment of the vehicle, when turning at a relatively high speed, the inner wheel has a lower speed and the outer wheel has a higher speed. At this time, the inner wheel has a larger contact area with the ground, resulting in a high coefficient of friction, while the outer wheel has a smaller contact area with the ground, resulting in a low coefficient of friction. Therefore, the first controller 13 controls the two first motors 11 and the first clutch 125 respectively, causing the inner motor 11 and first clutch 125 to drive the first axle 3 and rear wheel on that side at a high speed ratio, and causing the outer motor 11 and first clutch 125 to drive the first axle 3 and rear wheel on that side at a low speed ratio. This allows for rapid turning of the vehicle and prevents sideslip due to yaw torque.

[0124] In this embodiment of the vehicle, under off-road conditions, when one wheel slips and gets stuck in mud while the other wheel is in contact with the normal road surface, the first controller 13 controls the two first motors 11 and the first clutch 125 respectively. The first motor 11 and the first clutch 125 on the mud side drive the first axle 3 and the rear wheel on that side to rotate at a small speed ratio. At this time, the torque at the wheel end is small and the speed is fast. The first motor 11 and the first clutch 125 on the normal road side drive the first axle 3 and the rear wheel on that side to rotate at a large speed ratio. At this time, the torque at the wheel end is large and the speed is slow, which helps the vehicle get out of trouble.

[0125] 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.

[0126] 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.

[0127] The embodiments, implementation methods, and related technical features of this application can be combined and substituted for each other without conflict.

[0128] 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 scope of the technical solution of this application shall still fall within the scope of the technical solution of this application.

Claims

1. A powertrain, characterized in that, include: At least two first motors (11); At least two first reducers (12), one of the first reducers (12) is driven to a first motor (11), and each of the first reducers (12) is configured to be driven to a first axle (3); Each of the first reducers (12) has at least two gears.

2. The powertrain according to claim 1, characterized in that, The first reducer (12) includes: The first main shaft (121) is connected to the first motor (11) for transmission. The first subshaft (122) is configured to be drive-connected to the first axle (3); The first gear set (123) is mounted on the first main shaft (121); The second gear set (124) is mounted on the first countershaft (122); The first gear set (123) is connected to the second gear set (124) in a transmission connection, and the two have at least two transmission ratios.

3. The powertrain according to claim 2, characterized in that, The first reducer (12) further includes: A first clutch (125) is mounted on the first spindle (121) and is configured to drive the first gear set (123) and the second gear set (124) with different transmission ratios.

4. The powertrain according to claim 3, characterized in that, The first gear set (123) includes a first gear (1231) and a second gear (1232), the first gear (1231) and the second gear (1232) are spaced apart on the first main shaft (121), and the first clutch (125) is used to connect the first gear (1231) so that the first gear (1231) rotates with the first main shaft (121), or to connect the second gear (1232) so that the second gear (1232) rotates with the first main shaft (121); The second gear set (124) includes a third gear (1241) and a fourth gear (1242), wherein the third gear (1241) and the fourth gear (1242) are spaced apart on the first countershaft (122); The first gear (1231) is connected to the third gear (1241), the second gear (1232) is connected to the fourth gear (1242), and the transmission ratio between the first gear (1231) and the third gear (1241) is different from the transmission ratio between the second gear (1232) and the fourth gear (1242).

5. The powertrain according to claim 4, characterized in that, The first clutch (125) has a first state and a second state. In the first state, the first clutch (125) is connected to the first gear (1231) so that the first gear (1231) rotates with the first main shaft (121). In the second state, the first clutch (125) is connected to the second gear (1232) so that the second gear (1232) rotates with the first main shaft (121).

6. The powertrain according to claim 5, characterized in that, The powertrain also includes: A first controller (13) is electrically connected to the first motor (11) and the first clutch (125). The first controller (13) is used to drive the first clutch (125) to switch between the first state and the second state.

7. The powertrain according to any one of claims 3 to 6, characterized in that, The first subshaft (122) is also equipped with a fifth gear (126), which is spaced apart from the second gear set (124); The powertrain also includes: The sixth gear (14) is configured to drive the first axle (3), and the sixth gear (14) is drive the fifth gear (126).

8. A drive system, characterized in that, Includes the powertrain as described in any one of claims 1 to 7.

9. The drive system according to claim 8, characterized in that, The drive system includes a rear powertrain (1), the powertrain being the rear powertrain (1).

10. The drive system according to claim 9, characterized in that, The drive system also includes a front powertrain (2), which comprises: Second motor (21); The second reducer (22) is driven to the second motor (21), and the second reducer (22) is configured to drive to the second axle (4); The second reducer (22) has at least two gears.

11. The drive system according to claim 10, characterized in that, The second reducer (22) includes: The second main shaft (221) is connected to the second motor (21) via a transmission. The second auxiliary shaft (222) is configured to be drive-connected to the second axle (4); The third gear set (223) is mounted on the second main shaft (221); The fourth gear set (224) is mounted on the second countershaft (222); The third gear set (223) is connected to the fourth gear set (224) in a transmission connection, and the two have at least two transmission ratios.

12. The drive system according to claim 11, characterized in that, The second reducer (22) also includes: A second clutch (225) is mounted on the second spindle (221) and is configured to drive the third gear set (223) and the fourth gear set (224) with different transmission ratios.

13. The drive system according to claim 12, characterized in that, The third gear set (223) includes a seventh gear (2231) and an eighth gear (2232), which are spaced apart on the second main shaft (221). The second clutch (225) is used to connect the seventh gear (2231) so that the seventh gear rotates with the second main shaft (221), or to connect the eighth gear (2232) so that the eighth gear (2232) rotates with the second main shaft (221). The fourth gear set (224) includes a ninth gear (2241) and a tenth gear (2242), which are spaced apart on the second countershaft (222); The seventh gear (2231) is connected to the ninth gear (2241), and the eighth gear (2232) is connected to the tenth gear (2242). The transmission ratio between the seventh gear (2231) and the ninth gear (2241) is different from the transmission ratio between the eighth gear (2232) and the tenth gear (2242).

14. The drive system according to claim 13, characterized in that, The second clutch (225) has a third state and a fourth state. In the third state, the second clutch (225) is connected to the seventh gear (2231) so that the seventh gear (2231) rotates with the second main shaft (221). In the fourth state, the second clutch (225) is connected to the eighth gear (2232) so that the eighth gear (2232) rotates with the second main shaft (221).

15. The drive system according to claim 14, characterized in that, The front powertrain (2) also includes: The second controller (23) is electrically connected to the second motor (21) and the second clutch (225). The second controller (23) is used to drive the second clutch (225) to switch between the third state and the fourth state.

16. The drive system according to claim 11, characterized in that, The second subshaft (222) is also equipped with an eleventh gear (226), which is spaced apart from the fourth gear set (224); The front powertrain (2) also includes: A differential (24) is configured to drively connect to the second axle (4), the differential (24) being connected to a twelfth gear (25), the twelfth gear (25) being drively connected to the eleventh gear (226).

17. A vehicle, characterized in that, Includes the drive system as described in any one of claims 8 to 16.

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