Drive system and vehicle

Abstract

The utility model belongs to vehicle technical field discloses drive system and vehicle. Drive system includes first drive motor, second drive motor, PTO drive system, walking drive system and total engagement subassembly, first drive shaft is connected with first drive motor drive, second drive shaft is connected with second drive motor drive, second drive shaft is coaxial distribution with first drive shaft, PTO drive system includes PTO drive subassembly, PTO drive subassembly selectivity with first drive shaft is engaged or is disconnected, walking drive system includes walking drive subassembly, walking drive subassembly selectivity with second drive shaft is engaged or is disconnected, total engagement subassembly with first drive shaft and second drive shaft are connected to make first drive shaft and second drive shaft engage or disconnect. The structure size of first drive motor and second drive motor is smaller, and the required arrangement space is smaller, and the cost is low.

Description

Technical Field

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

[0002] In a traditional tractor engine, the flywheel passes through a driveshaft, through the hollow input shaft of the gearbox, to the PTO clutch, and then connects to a two-speed PTO gearbox (high and low gears). The PTO clutch controls whether the PTO outputs power. Because the PTO input shaft is directly connected to the engine flywheel, the PTO input power generally reaches over 85% of the engine power. However, because the PTO input shaft is connected to the flywheel, the PTO speed is coupled with the engine speed; changes in engine speed directly affect changes in PTO output speed, making precise control impossible.

[0003] In some hybrid new energy tractors, the tractor's walking system is controlled by the drive motor, while the PTO (Power Towing) drive is still controlled via the engine flywheel connected to the torsional damper, drive shaft, and PTO clutch. This solution achieves decoupling control of walking traction and PTO operation, but to meet the demands of heavy-load traction operations, the drive motor power of the walking system is selected and designed based on the maximum traction power. Simultaneously, the PTO speed drive control is still affected by engine speed; fluctuations in engine speed will still affect the fluctuations in PTO speed, thus impacting the precision of PTO operation. Furthermore, to reduce energy consumption, the hybrid tractor engine operates within the economical fuel consumption range. When the operating conditions require changes in PTO speed, these engine speed changes will cause it to operate in the non-economical fuel consumption range, resulting in high fuel consumption. Additionally, the limited range of engine speed changes further limits the PTO speed control range.

[0004] In new energy tractors, for low-horsepower pure electric tractors, the travel is controlled by the traction motor, while the power transfer (PTO) is controlled by a separate motor, achieving decoupled control of traction and PTO operations, which can meet the precision operation requirements of PTO. To meet the diverse working conditions of tractors, such as the requirements of heavy-load traction operations, the traction motor selection needs to be designed according to the maximum traction power requirement. At the same time, to meet the heavy-load operation conditions of PTO operations such as rotary tillage and power harrowing, the PTO design also needs to be designed according to the maximum power requirement of this type of operation. This approach results in both the traction motor and the PTO drive motor being designed at full power, which on the one hand leads to high costs, and on the other hand, because both motors are designed at full power, the motor structure is large, which has a significant impact on the limited space layout of the tractor and cannot be better arranged. Utility Model Content

[0005] The purpose of this utility model is to provide a drive system and vehicle in which the first drive motor and the second drive motor have small structural dimensions, require less space, and are low in cost.

[0006] To achieve this objective, the present invention adopts the following technical solution:

[0007] The transmission system includes:

[0008] A first drive motor and a first drive shaft connected to the first drive motor;

[0009] A second drive motor and a second drive shaft connected to the second drive motor, wherein the second drive shaft is coaxially distributed with the first drive shaft;

[0010] The PTO drive system includes a PTO drive assembly that can be selectively engaged or disengaged from the first drive shaft.

[0011] A walking drive system, including a walking drive assembly, which can be selectively engaged or disengaged from the second drive shaft;

[0012] A general engagement assembly is connected to the first drive shaft and the second drive shaft to engage or disengage the first drive shaft and the second drive shaft.

[0013] Preferably, both the first drive motor and the second drive motor are coaxially distributed with the first drive shaft, the second drive shaft is provided with an axially penetrating central hole, and the first drive shaft passes through the central hole.

[0014] Preferably, the power of the first drive motor is A times the rated power of the vehicle, where 0.5 ≤ A < 1; and the power of the second drive motor is B times the rated power of the vehicle, where 0.5 ≤ B < 1.

[0015] Preferably, 0.5 ≤ A < 75, 0.5 ≤ B < 0.75, and A and B are the same value.

[0016] Preferably, the PTO drive system further includes a PTO input shaft and a PTO coupling, the PTO input shaft being connected to the first drive shaft, the first drive shaft (12) being selectively engaged or disengaged from the PTO drive assembly via the PTO coupling, and the PTO input shaft, the PTO coupling, and the PTO drive assembly forming a PTO assembly.

[0017] Preferably, the PTO assembly is configured as one, or the PTO assembly is configured as two, wherein one PTO assembly is located on the side of the second drive motor opposite to the first drive motor, and the other PTO assembly is located on the side of the first drive motor opposite to the second drive motor.

[0018] Preferably, the PTO transmission assembly includes an intermediate shaft, a PTO input gear, a PTO output gear, and a PTO output shaft. The intermediate shaft is engaged or disengaged from the PTO input shaft via the PTO coupling. The PTO input gear is fixedly sleeved on the intermediate shaft, and the PTO output gear is fixedly sleeved on the PTO output shaft. The PTO input gear meshes with the PTO output gear.

[0019] Preferably, the system also includes an energy storage unit, which is electrically connected to the first drive motor and the second drive motor.

[0020] Preferably, the system also includes an engine and a generator, wherein the engine is driven and connected to the generator, the generator is coaxially distributed with the first drive motor and the second drive motor, and the generator is electrically connected to the energy storage unit, the first drive motor and the second drive motor.

[0021] The vehicle includes the drive system described in any of the above embodiments.

[0022] The beneficial effects of this utility model are:

[0023] The transmission system provided by this utility model, by controlling the engagement or disengagement of the main engagement assembly, the transmission assembly and the first drive shaft, and the engagement or disengagement of the travel transmission assembly and the second drive shaft, can achieve five working modes: the first drive motor driving the PTO transmission assembly alone; the first drive motor and the second drive motor jointly driving the PTO transmission assembly; the second drive motor driving the travel transmission assembly alone; the second drive motor and the first drive motor jointly driving the travel transmission assembly; and the second drive motor and the first drive motor jointly driving both the travel transmission assembly and the PTO transmission assembly. Thus, the first and second drive motors can be small-power motors with a power output less than the vehicle's rated power. Under heavy load conditions, the first and second drive motors can jointly output power to meet the requirements of heavy traction and / or heavy PTO operation. Under medium and lower load conditions, the second and first drive motors can independently drive the travel transmission system and the PTO transmission system respectively, achieving decoupled and independent control of traction and PTO operations. The first and second drive motors have small structural dimensions, require less space, and are low in cost. Attached Figure Description

[0024] Figure 1 This is a schematic diagram of the transmission system provided in Embodiment 1 of this utility model;

[0025] Figure 2 This is a schematic diagram of the transmission system provided in Embodiment 2 of this utility model;

[0026] Figure 3This is a schematic diagram of the transmission system provided in Embodiment 3 of this utility model.

[0027] In the picture:

[0028] 11. First drive motor; 111. First stator; 112. First rotor; 12. First drive shaft; 13. PTO input shaft; 14. PTO coupling; 15. Intermediate shaft; 16. PTO input gear; 17. PTO output gear; 18. PTO output shaft;

[0029] 21. Second drive motor; 211. Second stator; 212. Second rotor; 22. Second drive shaft; 231. First travel input gear; 232. Second travel input gear; 241. First travel output gear; 242. Second travel output gear; 25. Travel engagement assembly; 26. First travel output shaft; 271. All-drive input gear; 272. All-drive output gear; 28. All-drive clutch; 29. ​​Second travel output shaft;

[0030] 30. Main engagement assembly; 31. Engagement shifting mechanism; 32. Engagement sleeve;

[0031] 40. Energy storage unit;

[0032] 50. Engine;

[0033] 60. Generator; 61. Third stator; 62. Third rotor;

[0034] 70. Couplings. Detailed Implementation

[0035] The present invention will now be described in further detail with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the present invention and not intended to limit it. Furthermore, it should be noted that, for ease of description, the accompanying drawings show only the parts relevant to the present invention, not the entire structure.

[0036] In the description of this utility model, unless otherwise explicitly specified and limited, the terms "connected," "linked," and "fixed" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model based on the specific circumstances.

[0037] In this invention, unless otherwise explicitly specified and limited, "above" or "below" the second feature can include direct contact between the first and second features, or contact between the first and second features through another feature between them. Furthermore, "above," "over," and "on top" of the second feature includes the first feature directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature includes the first feature directly below or diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0038] In the description of this embodiment, the terms "upper," "lower," "right," etc., refer to the orientation or positional relationship shown in the accompanying drawings. They are used only for ease of description and simplification of operation, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this utility model. In addition, the terms "first" and "second" are only used for distinction in description and have no special meaning.

[0039] like Figures 1 to 3 As shown, this utility model embodiment provides a drive system applied to a vehicle. The drive system includes a first drive motor 11, a first drive shaft 12, a second drive motor 21, a second drive shaft 22, a PTO transmission system, a running drive system, and a final engagement assembly 30. The first drive motor 11 includes a first stator 111 and a first rotor 112, and the first drive shaft 12 is connected to the first rotor 112. The second drive motor 21 includes a second stator 211 and a second rotor 212, and the second drive shaft 22 is connected to the second rotor 212 and coaxially distributed with the first drive shaft 12. The PTO transmission system includes a PTO transmission assembly that can selectively engage or disengage with the first drive shaft 12. The running drive system includes a running drive assembly that can selectively engage or disengage with the second drive shaft 22. The final engagement assembly 30 is connected to the first drive shaft 12 and the second drive shaft 22 to engage or disengage the first drive shaft 12 and the second drive shaft 22.

[0040] When the main engagement assembly 30 disconnects the first drive shaft 12 and the second drive shaft 22, and the PTO transmission assembly engages with the first drive shaft 12, the first drive motor 11 independently drives the PTO transmission assembly; when the main engagement assembly 30 engages the first drive shaft 12 and the second drive shaft 22, and the PTO transmission assembly engages with the first drive shaft 12, the first drive motor 11 and the second drive motor 21 jointly drive the PTO transmission assembly; when the main engagement assembly 30 disconnects the first drive shaft 12 and the second drive shaft 22, and the travel transmission assembly engages with the second drive shaft 22, the second drive... The drive motor 21 independently drives the walking transmission assembly; when the main engagement assembly 30 engages the first drive shaft 12 and the second drive shaft 22, and the walking transmission assembly is engaged with the second drive shaft 22, the second drive motor 21 and the first drive motor 11 jointly drive the walking transmission assembly; when the main engagement assembly 30 engages the first drive shaft 12 and the second drive shaft 22, and the PTO transmission assembly is engaged with the first drive shaft 12, and the walking transmission assembly is engaged with the second drive shaft 22, the second drive motor 21 and the first drive motor 11 jointly drive the walking transmission assembly and the PTO transmission assembly.

[0041] By controlling the engagement or disengagement of the main engagement assembly 30, the PTO transmission assembly and the first drive shaft 12, and the engagement or disengagement of the travel transmission assembly and the second drive shaft 22, five operating modes can be achieved: the first drive motor 11 drives the PTO transmission assembly alone; the first drive motor 11 and the second drive motor 21 jointly drive the PTO transmission assembly; the second drive motor 21 drives the travel transmission assembly alone; the second drive motor 21 and the first drive motor 11 jointly drive the travel transmission assembly; and the second drive motor 21 and the first drive motor 11 jointly drive both the travel transmission assembly and the PTO transmission assembly. Thus, the first drive motor 11 and the second drive motor 21 can be small-power motors with a power output less than the vehicle's rated power. During heavy load operations, the first drive motor 11 and the second drive motor 21 can jointly output power to meet the requirements of heavy traction and / or heavy PTO operations. During medium and lower load operations, the second drive motor 21 and the first drive motor 11 can independently drive the travel transmission system and the PTO transmission system respectively, achieving decoupled and independent control of traction and PTO operations, and meeting the requirements of precise PTO operation. The first drive motor 11 and the second drive motor 21 have small structural dimensions and are arranged coaxially via the first drive shaft 12 and the second drive shaft 22, requiring less space and having low cost.

[0042] In this embodiment, the power of the first drive motor 11 is A times the rated power of the vehicle, where 0.5 ≤ A < 1; the power of the second drive motor 21 is B times the rated power of the vehicle, where 0.5 ≤ B < 1. Preferably, both A and B are 0.6. Further, 0.5 ≤ A < 0.75, 0.5 ≤ B < 0.75, and A and B are the same value. Optionally, A and B are both 0.5, 0.6, 0.7, 0.72, or 0.74, etc. Preferably, both A and B are 0.6.

[0043] In this embodiment, both the first drive motor 11 and the second drive motor 21 are coaxially distributed with the first drive shaft 12. The second drive shaft 22 is provided with an axially penetrating central hole, through which the first drive shaft 12 passes. The structure is compact and reasonable, which can further reduce the overall size and the required arrangement space. In other embodiments, the first drive shaft 12 and the second drive shaft 22 may not be inner and outer sleeves, but may be coaxially spaced. For example, one end of the first drive shaft 12 is connected to one end of the second drive shaft 22 through the general coupling assembly 30, and the other end of the first drive shaft 12 is connected to the PTO transmission system.

[0044] Furthermore, the first drive motor 11 and the second drive motor 21 are arranged adjacent to each other along the axis of the first drive shaft 12. The side of the first drive motor 11 away from the second drive motor 21 is the front, and the side of the second drive motor 21 away from the first drive motor 11 is the rear. At this time, the first drive motor 11 and the second drive motor 21 are arranged front and rear, and the rear end of the first drive shaft 11 passes through the front end of the second drive shaft 22 and exits from the rear end of the second drive shaft 22.

[0045] In this embodiment, the overall engagement assembly 30 includes an engagement shifting mechanism 31 and an engagement sleeve 32. The engagement shifting mechanism 31 is disposed on one of the first drive shaft 12 and the second drive shaft 22, and the engagement sleeve 32 is disposed on the other of the first drive shaft 12 and the second drive shaft 22. The engagement shifting mechanism 31 can engage or disengage with the engagement sleeve 32. When the engagement shifting mechanism 31 engages with the engagement sleeve 32, the first drive shaft 12 and the second drive shaft 22 are integrated, thereby connecting the first rotor 112 and the second rotor 212 into one unit, enabling the common output of the first drive motor 11 and the second drive motor 21 to meet the power requirements of large traction operations or large auxiliary equipment operations. When the engagement shifting mechanism 31 disengages from the engagement sleeve 32, the first drive shaft 12 and the second drive shaft 22 are independent of each other. Optionally, the engagement shifting mechanism 31 is a synchronizer or a clutch.

[0046] In this embodiment, the walking transmission system further includes a walking input gear, which is fixedly sleeved on the second drive shaft 22 and located between the second drive motor 21 and the overall engagement assembly 30. The walking input gear can selectively engage or disengage with the walking transmission assembly via the walking engagement assembly 25. By placing the walking input gear between the second drive motor 21 and the overall engagement assembly 30, the compactness of the structure can be further improved. In other embodiments, the walking input gear may also be placed between the first drive motor 11 and the second drive motor 21, and is not limited to this embodiment.

[0047] In this embodiment, the walking transmission system further includes a walking output gear. The walking transmission assembly includes a first walking output shaft 26, and the walking output gear is rotatably sleeved on the first walking output shaft 26. There are two walking input gears and two walking output gears, with each pair meshing with a corresponding first walking input gear 231 and a first walking output gear 241, and a second walking input gear 232 and a second walking output gear 242. The transmission ratio of the first walking input gear 231 and the first walking output gear 241 is different from the transmission ratio of the second walking input gear 232 and the second walking output gear 242. A walking engagement assembly 25 is disposed on the first walking output shaft 26 and located between the two walking output gears. The walking engagement assembly 25 can selectively engage either of the walking output gears with the first walking output shaft 26. In other embodiments, the number of walking input gears and walking output gears may be more than two or even one, depending on the requirements of the traction operation, and is not limited to this embodiment.

[0048] In this embodiment, the walking transmission system further includes a second walking output shaft 29, an all-drive input gear 271, an all-drive output gear 272, and an all-drive clutch 28. The all-drive input gear 271 is fixedly sleeved on the first walking output shaft 26. The all-drive output gear 272 is connected to the second walking output shaft 29 through the all-drive clutch 28. The all-drive input gear 271 and the all-drive output gear 272 mesh with each other. The first walking output shaft 26 is used to connect to the rear axle, and the second walking output shaft 29 is used to connect to the front axle. When the travel engagement assembly 25 engages the first travel output gear 241 with the first travel output shaft 26, the power of the second drive motor 21 is transmitted sequentially to the rear axle via the second drive shaft 22, the first travel input gear 231, the first travel output gear 241, and the first travel output shaft 26, achieving rear-wheel traction at the first speed ratio. When the travel engagement assembly 25 engages the second travel output gear 242 with the first travel output shaft 26, the power of the second drive motor 21 is transmitted sequentially to the rear axle via the second drive shaft 22, the second travel input gear 232, the second travel output gear 242, and the first travel output shaft 26, achieving rear-wheel traction at the second speed ratio. When the all-wheel drive clutch 28 engages the all-wheel drive output gear 272 with the second travel output shaft 29, the power of the first travel output shaft 26 is simultaneously transmitted to the front axle via the all-wheel drive input gear 271, the all-wheel drive output gear 272, the all-wheel drive clutch 28, and the second travel output shaft 29, achieving all-wheel drive four-wheel traction. In other embodiments, the walking transmission system may also be a planetary structure, and is not limited to this embodiment.

[0049] Furthermore, the first speed ratio is greater than the second speed ratio; in this case, the first speed ratio is a large speed ratio, and the second speed ratio is a small speed ratio. In other embodiments, the first speed ratio and the second speed ratio can be determined according to requirements and are not limited to this embodiment.

[0050] In this embodiment, the travel engagement assembly 25 includes a travel shifting mechanism, a first travel engagement sleeve, and a second travel engagement sleeve. The travel shifting mechanism is disposed on the first travel output shaft 26, the first travel engagement sleeve is disposed on the first travel output gear 241, and the second travel engagement sleeve is disposed on the second travel output gear 242. The travel shifting mechanism can engage or disengage with the first travel engagement sleeve, and can also engage or disengage with the second travel engagement sleeve. Optionally, the travel shifting mechanism is a synchronizer or a clutch.

[0051] In this embodiment, the PTO transmission system further includes a PTO input shaft 13 and a PTO coupling 14. The PTO input shaft 13 is connected to the first drive shaft 12, and the PTO input shaft 13 and the PTO transmission assembly are engaged or disengaged through the PTO coupling 14.

[0052] In some embodiments, refer to Figure 1 and Figure 2The PTO input shaft 13, the PTO coupling 14, and the PTO transmission assembly are formed into a PTO assembly, and the PTO assembly is configured as one.

[0053] In some embodiments, refer to Figure 3 The system comprises two PTO assemblies. One PTO assembly is located on the side of the second drive motor 21 opposite to the first drive motor 11, and the other PTO assembly is located on the side of the first drive motor 11 opposite to the second drive motor 21. The two PTO assemblies can be configured as a rear PTO assembly and a front PTO assembly, respectively, enabling power output for both rear and front-mounted auxiliary tools. By controlling the two PTO couplings 14, three PTO power output modes can be achieved: individual output from the two PTO transmission components and joint output from both PTO transmission components. This caters to different auxiliary tool operation requirements and provides greater adaptability to various working conditions.

[0054] The PTO transmission assembly includes an intermediate shaft 15, a PTO input gear 16, a PTO output gear 17, and a PTO output shaft 18. The intermediate shaft 15 is engaged or disengaged from the PTO input shaft 13 via a PTO coupling 14. The PTO input gear 16 is fixedly sleeved on the intermediate shaft 15, and the PTO output gear 17 is fixedly sleeved on the PTO output shaft 18. The PTO input gear 16 and the PTO output gear 17 mesh. When the PTO coupling 14 engages the PTO input shaft 13 with the intermediate shaft 15, the power from the first drive motor 11 is transmitted sequentially through the first drive shaft 12, the PTO input shaft 13, the PTO coupling 14, the intermediate shaft 15, the PTO input gear 16, and the PTO output gear 17 to the PTO output shaft 18, thereby driving the PTO operation. By adjusting the speed and torque of the first drive motor 11, stepless adjustment of the PTO speed and output power can be achieved.

[0055] In some embodiments, refer to Figure 2 and Figure 3 The drive system also includes an energy storage unit 40, which is electrically connected to the first drive motor 11 and the second drive motor 21. The energy storage unit 40 is used to supply power to the first drive motor 11 and the second drive motor 21. Optionally, the energy storage unit 40 is a power battery. In this case, the drive system is a pure electric drive system. The energy from the energy storage unit 40 is distributed to the first drive motor controller (MCU1) and / or the second drive motor controller (MCU2) via a power distribution unit (PDU), thereby controlling the rotation of the first rotor 112 of the first drive motor 11 and / or the second rotor 212 of the second drive motor 21.

[0056] In some embodiments, refer to Figure 1The drive system also includes an engine 50, a generator 60, and an energy storage unit 40. The generator 60 is coaxially distributed with the first drive motor 11 and the second drive motor 21. The generator 60 includes a third stator 61 and a third rotor 62. The engine 50 is connected to the third rotor 62 via a coupling 70. The generator 60 is electrically connected to the energy storage unit 40, the first drive motor 11, and the second drive motor 21. That is, the generator 60 can directly drive the first drive motor 11 and the second drive motor 21, and can also store energy in the energy storage unit 40. At this time, the drive system is a hybrid drive system. The engine 50 can drive the third rotor 62 of the generator 60 to rotate via the coupling 70. After generating electricity, part of the electricity is stored in the energy storage unit 40 through the generator control unit (GCU), and the other part is distributed to the first drive motor controller (MCU1) and / or the second drive motor controller (MCU2) via the power distribution unit (PDU), thereby controlling the rotation of the first rotor 112 of the first drive motor 11 and / or the second rotor 212 of the second drive motor 21.

[0057] The drive system in this embodiment also includes a power detection unit and a whole-machine controller. The power detection unit is used to detect the power of the first drive motor and the second drive motor, and the whole-machine controller is used to control the engagement and disengagement of the main engagement assembly based on the detection results of the power detection unit. By controlling the main engagement assembly 30, PTO engagement member 14, and walking engagement assembly with GCU, PDU, energy storage unit 40, MCU1, MCU2, etc., the whole-machine controller can realize multiple working modes.

[0058] The control method of the drive system in this embodiment is as follows: during the operation of the first drive motor 11 and / or the second drive motor 21, the power of the first drive motor 11 and the second drive motor 21 is detected in real time. When the power of either the first drive motor 11 or the second drive motor 21 reaches the rated power and continues for a first preset time, the overall coupling assembly 30 is controlled to engage the first drive shaft 12 and the second drive shaft 22.

[0059] Specifically, when the vehicle simultaneously requires both PTO output and traction operations, the PTO coupling 14 engages the first drive shaft 12 with the PTO transmission assembly, while the travel coupling 25 engages the second drive shaft 22 with the travel transmission assembly. At this time, the first drive motor 11 independently drives the PTO transmission assembly, and the second drive motor 21 independently drives the travel transmission assembly, achieving decoupled control of traction and PTO operations. The power of the first drive motor 11 is A times the vehicle's rated power (0.5 ≤ A < 1), and the power of the second drive motor 21 is B times the vehicle's rated power (0.5 ≤ B < 1). Therefore, when both the traction load and the PTO load are at or below medium load, the first drive motor 11 can independently drive the PTO transmission assembly, and the second drive motor 21 can independently drive the travel transmission assembly.

[0060] When encountering impact loads or continuous heavy loads, the individual power of the first drive motor 11 and the second drive motor 21 may not be sufficient to meet the requirements of continuous heavy load operation. Therefore, it is necessary to monitor the power of the first drive motor 11 and the second drive motor 21 in real time. When it is detected that the power of either drive motor reaches the rated power and continues for a first preset time, it is determined that the current working condition is continuous heavy load operation. At this time, the whole machine controller uses the speed of the drive motor with the larger power as the target value and adjusts the speed of the other drive motor to reach or approach the speed of the drive motor with the larger power. When the speed difference is less than the set value (e.g., 100 rpm), the control assembly 30 engages the first drive shaft 12 and the second drive shaft 22. The power of the first drive motor 11 and the second drive motor 21 is jointly output to the PTO transmission system and the walking transmission system. The PTO transmission system and the walking transmission system automatically distribute power according to their load conditions. At this time, the output power of the first drive motor 11 and the second drive motor 21 is greater than or equal to the rated power of the agricultural machinery, thereby meeting the power requirements of impact load conditions and continuous heavy load conditions.

[0061] When the vehicle only requires PTO output, the PTO coupling 14 engages the first drive shaft 12 with the PTO transmission assembly. At this time, the first drive motor 11 independently drives the PTO transmission assembly, and the second drive motor 21 does not output power to the travel transmission assembly. The power of the first drive motor 11 is monitored in real time. When the power of the first drive motor 11 reaches its rated power and remains so for a first preset time, the main coupling assembly 30 engages the first drive shaft 12 with the second drive shaft 22. At this time, the first drive motor 11 and the second drive motor 21 jointly drive the PTO transmission assembly.

[0062] When the vehicle only requires towing operations, the control system 25 engages the second drive shaft 22 with the travel transmission assembly. At this time, the second drive motor 21 independently drives the travel transmission assembly, and the first drive motor 11 does not output power to the PTO transmission assembly. The power of the second drive motor 21 is monitored in real time. When the power of the second drive motor 21 reaches its rated power and remains so for a first preset time, the control system 30 engages the first drive shaft 12 with the second drive shaft 22. At this time, the first drive motor 11 and the second drive motor 21 jointly drive the travel transmission assembly.

[0063] In this embodiment, the first preset time is 1 minute, but it is not limited to this and can be determined according to actual needs.

[0064] Furthermore, after the control assembly 30 engages the first drive shaft 12 and the second drive shaft 22, the control method further includes: within a preset time interval, when the power of either the first drive motor 11 or the second drive motor 21 reaches its rated power and the number of times this occurs for a first preset time is greater than or equal to a first preset number, it is determined that this working condition is a continuous high-load operation, and the control assembly 30 is kept engaged to ensure the power requirement under the continuous high-load condition.

[0065] In this embodiment, the preset time interval is 30 minutes, but it is not limited to this and can be determined according to actual needs.

[0066] Furthermore, after the control assembly 30 engages the first drive shaft 12 and the second drive shaft 22, the control method further includes: when the number of times the first drive motor 11 and the second drive motor 21 reach their rated power for a continuous first preset time within a preset time interval is less than or equal to a second preset number, and when the power output by the first drive motor 11 and the second drive motor 21 is less than or equal to C times the vehicle's rated power and the duration exceeds the second preset time, the control assembly 30 separates the first drive shaft 12 from the second drive shaft 22. At this time, the first drive motor 11 independently drives the PTO transmission system and the second drive motor 21 independently drives the walking transmission system.

[0067] The second preset number of times is less than the first preset number of times. In this embodiment, the first preset number of times is 2 times and the second preset number of times is 1 time, but it is not limited to this and can be determined according to actual needs.

[0068] C is less than 1. In this embodiment, C is 0.6, but it is not limited to this and can be determined according to actual needs.

[0069] In this embodiment, the second preset time is 2 minutes, but it is not limited to this and can be determined according to actual needs.

[0070] This utility model embodiment also provides a vehicle, including the above-described drive system. Optionally, the vehicle can be an agricultural vehicle, a sanitation vehicle, or an engineering vehicle.

[0071] Preferably, the agricultural vehicle is a tractor, etc. The following uses a tractor as an example to illustrate the working conditions of a tractor:

[0072] When the tractor is used for traction operations such as plowing and transportation, the auxiliary device does not require PTO power output. At this time, the machine controller controls the engagement shifting mechanism 31 to engage with the engagement sleeve 32, connecting the second drive shaft 22 and the first drive shaft 12 into one unit, thereby connecting the first rotor 112 and the second rotor 212 into one unit, thus enabling the first drive motor 11 and the second drive motor 21 to output power together. At the same time, the machine controller controls the PTO engagement piece 14 to be in a disengaged state, with no PTO power output.

[0073] In emergency drainage and other disaster relief operations, or in special situations requiring an emergency power source, the tractor's PTO (Power Transfer Unit) can be used as a power source, connected to an external water pump, to achieve emergency drainage; or an external hydraulic pump or mechanical device can be connected to provide emergency power output. In this situation, the tractor does not need to move or tract, but is stationary while using the PTO as an external power source. The overall controller controls the engagement shifting mechanism 31 to engage with the engagement sleeve 32, connecting the second drive shaft 22 to the first drive shaft 12, and subsequently connecting the first rotor 112 to the second rotor 2112. Simultaneously, the overall controller controls the PTO engagement piece 14 to be in the engaged state and the walking engagement assembly to be in an intermediate state. The combined power of the first drive motor 11 and the second drive motor 21 is output through the PTO input shaft 13, PTO engagement piece 14, intermediate shaft 15, PTO input gear 16, PTO output gear 17, and PTO output shaft 18, achieving the power output of the emergency power source. Furthermore, by controlling the first drive motor 11 and the second drive motor 21, stepless speed regulation and stepless power adjustment of the PTO external emergency power source can be achieved.

[0074] When the tractor has both PTO output and traction requirements, the first drive motor 11 drives the PTO transmission system independently, and the second drive motor 21 drives the travel transmission system independently. At this time, the overall controller controls the main engagement assembly 30 to be in the disconnected state. When encountering impact loads or continuous heavy loads, the individual power of the first drive motor 11 and the second drive motor 21 may not be sufficient to meet the continuous heavy load operation requirements. The overall controller then engages the first drive shaft 12 with the second drive shaft 22, and the power of the first drive motor 11 and the second drive motor 21 is jointly output to the PTO transmission system and the travel transmission system.

[0075] During medium-load traction operations, the second drive motor 21 drives the travel transmission system; during heavy-load traction operations, the first drive motor 11 and the second drive motor 21 jointly drive the travel transmission system; during medium-load PTO output operations, the first drive motor 11 drives the PTO transmission system; during heavy-load PTO output operations, the second drive motor 21 and the first drive motor 11 jointly drive the PTO transmission system.

[0076] Obviously, the above embodiments of this utility model are merely examples for clearly illustrating the present utility model, and are not intended to limit the implementation of the present utility model. Those skilled in the art can make various obvious changes, readjustments, and substitutions without departing from the protection scope of this utility model. It is neither necessary nor possible to exhaustively describe all embodiments here. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this utility model should be included within the protection scope of the claims of this utility model.

Claims

1. A drive system, characterized in that, include: A first drive motor (11) and a first drive shaft (12) connected to the first drive motor (11); The second drive motor (21) and the second drive shaft (22) connected to the second drive motor (21) are coaxially distributed with the first drive shaft (12); The PTO drive system includes a PTO drive assembly that can be selectively engaged or disengaged from the first drive shaft (12). The walking drive system includes a walking drive assembly that can be selectively engaged or disengaged from the second drive shaft (22); The main engagement assembly (30) is connected to the first drive shaft (12) and the second drive shaft (22) to engage or disengage the first drive shaft (12) and the second drive shaft (22).

2. The drive system according to claim 1, characterized in that, The first drive motor (11) and the second drive motor (21) are both coaxially distributed with the first drive shaft (12). The second drive shaft (22) is provided with an axially penetrating central hole, and the first drive shaft (12) passes through the central hole.

3. The drive system according to claim 1, characterized in that, The power of the first drive motor (11) is A times the rated power of the vehicle, 0.5≤A<1; the power of the second drive motor (21) is B times the rated power of the vehicle, 0.5≤B<1.

4. The drive system according to claim 3, characterized in that, 0.5≤A<75, 0.5≤B<0.75, A and B are the same value.

5. The drive system according to claim 1, characterized in that, The PTO drive system further includes a PTO input shaft (13) and a PTO coupling (14). The PTO input shaft (13) is connected to the first drive shaft (12). The first drive shaft (12) can be selectively engaged or disengaged from the PTO drive assembly via the PTO coupling (14). The PTO input shaft (13), the PTO coupling (14), and the PTO drive assembly form a PTO assembly.

6. The drive system according to claim 5, characterized in that, The PTO assembly is configured as one, or the PTO assembly is configured as two, one of the PTO assemblies is located on the side of the second drive motor (21) away from the first drive motor (11), and the other PTO assembly is located on the side of the first drive motor (11) away from the second drive motor (21).

7. The drive system according to claim 5 or 6, characterized in that, The PTO transmission assembly includes an intermediate shaft (15), a PTO input gear (16), a PTO output gear (17), and a PTO output shaft (18). The intermediate shaft (15) is engaged or disengaged from the PTO input shaft (13) through the PTO coupling (14). The PTO input gear (16) is fixedly sleeved on the intermediate shaft (15), and the PTO output gear (17) is fixedly sleeved on the PTO output shaft (18). The PTO input gear (16) and the PTO output gear (17) mesh with each other.

8. The drive system according to claim 1, characterized in that, It also includes an energy storage unit (40), which is electrically connected to the first drive motor (11) and the second drive motor (21).

9. The drive system according to claim 8, characterized in that, It also includes an engine (50) and a generator (60), the engine (50) being driven to the generator (60), the generator (60) being coaxially distributed with the first drive motor (11) and the second drive motor (21), and the generator (60) being electrically connected to the energy storage unit (40), the first drive motor (11) and the second drive motor (21).

10. A vehicle, characterized in that, Includes the drive system as described in any one of claims 1-9.

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