Power drive system and vehicle

Abstract

The embodiment of the application provides a power driving system and a vehicle. The power driving system comprises a first driving motor and a first speed reduction mechanism in transmission connection, a second driving motor and a second speed reduction mechanism in transmission connection, and a locking mechanism; a driving shaft of the first driving motor and a driving shaft of the second driving motor are arranged in parallel, and an output shaft of the first speed reduction mechanism and an output shaft of the second speed reduction mechanism are coaxially arranged; one end of the locking mechanism is in transmission connection with the first speed reduction mechanism, the other end of the locking mechanism is in transmission connection with the second speed reduction mechanism, the locking mechanism is located between the first driving motor and the second driving motor in the radial direction, and the locking mechanism does not exceed the maximum area formed by the end of the first driving motor and the end of the second driving motor in the axial direction. In this way, the locking mechanism can be reasonably installed in the space between the first driving motor and the second driving motor, and the installation space of the power driving system is not additionally increased due to the introduction of the locking mechanism.

Description

Technical Field

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

[0002] Distributed drive systems, with their ability to independently control each drive wheel and precisely distribute torque, can significantly improve a vehicle's power response and handling agility when applied to it. To enhance their ability to dodge obstacles in slippery, muddy, or other challenging road conditions, existing distributed drive systems typically require locking mechanisms. However, the addition of these mechanisms increases the complexity of the distributed drive system's layout, resulting in a less compact overall structure and hindering its integration into the vehicle. Utility Model Content

[0003] To address or partially address the aforementioned problems, this application discloses a power drive system and vehicle, aiming to solve the problem that the introduction of a locking mechanism into the distributed drive system in the prior art leads to a decrease in the structural compactness of the drive system.

[0004] To address the aforementioned issues, this application provides a power drive system having intersecting axial and radial directions. The power drive system includes: a first drive motor, a second drive motor, a first reduction mechanism, a second reduction mechanism, and a locking mechanism.

[0005] The first drive motor and the first reduction mechanism are connected in a transmission connection, the second drive motor and the second reduction mechanism are connected in a transmission connection, the drive shaft of the first drive motor and the drive shaft of the second drive motor are arranged in parallel, the output shaft of the first reduction mechanism and the output shaft of the second reduction mechanism are arranged in a coaxial manner, the first drive motor and the second drive motor are radially distributed on both sides of the output shaft, and the first drive motor and the second drive motor are at least partially overlapped in the axial direction and located between the first reduction mechanism and the second reduction mechanism.

[0006] One end of the locking mechanism is drivenly connected to the first deceleration mechanism, and the other end of the locking mechanism is drivenly connected to the second deceleration mechanism. The locking mechanism is located radially between the first drive motor and the second drive motor, and the locking mechanism does not extend axially beyond the maximum area formed by the clamping of the ends of the first drive motor and the second drive motor.

[0007] In some embodiments, the first deceleration mechanism and the second deceleration mechanism are symmetrically arranged on both sides of the locking mechanism in the axial direction, and the first drive motor and the second drive motor are symmetrically arranged on both sides of the locking mechanism in the radial direction.

[0008] In some embodiments, the first reduction mechanism includes a first planetary gear reducer and a first parallel shaft reducer, and the second reduction mechanism includes a second planetary gear reducer and a second parallel shaft reducer.

[0009] The input end of the first parallel shaft reduction mechanism is connected to the first drive motor, the output shaft of the first parallel shaft reduction mechanism is connected to the first planetary gear reduction mechanism, and the output shaft of the first planetary gear reduction mechanism is connected to the first drive component.

[0010] The input end of the second parallel shaft reduction mechanism is connected to the second drive motor, the output shaft of the second parallel shaft reduction mechanism is connected to the second planetary gear reduction mechanism, and the output shaft of the second planetary gear reduction mechanism is connected to the second driven component.

[0011] One end of the locking mechanism is connected to the output shaft of the first parallel shaft reduction mechanism, and the other end of the locking mechanism is connected to the output shaft of the second parallel shaft reduction mechanism. The output shafts of the first parallel shaft reduction mechanism, the first planetary gear reduction mechanism, the second parallel shaft reduction mechanism, and the second planetary gear reduction mechanism are coaxially arranged.

[0012] In some embodiments, the first reduction mechanism includes a first planetary gear reducer and a first parallel shaft reducer, and the second reduction mechanism includes a second planetary gear reducer and a second parallel shaft reducer.

[0013] The input end of the first planetary gear reducer is connected to the first drive motor, the output shaft of the first planetary gear reducer is connected to the input end of the first parallel shaft reducer, and the output shaft of the first parallel shaft reducer is connected to the first drive component.

[0014] The input end of the second planetary gear reducer is connected to the second drive motor, the output shaft of the second planetary gear reducer is connected to the input end of the second parallel shaft reducer, and the output shaft of the second parallel shaft reducer is connected to the second driven component.

[0015] One end of the locking mechanism is connected to the output shaft of the first parallel shaft reduction mechanism, and the other end of the locking mechanism is connected to the output shaft of the second parallel shaft reduction mechanism. The output shafts of the first parallel shaft reduction mechanism and the second parallel shaft reduction mechanism are coaxially arranged.

[0016] In some embodiments, the projection of the line connecting the axis of the locking mechanism, the drive shaft of the first drive motor, and the drive shaft of the second drive motor onto a first plane is an isosceles triangle, and the first plane is perpendicular to the axial direction.

[0017] In some embodiments, the angle of the vertex of the isosceles triangle is between 75° and 105°, wherein the vertex angle is the included angle near the locking mechanism.

[0018] In some embodiments, the first drive motor and the second drive motor have an axial dimension of L1, and the locking mechanism has an axial dimension of L2, wherein 60mm≤L1≤100mm, 30mm≤L2≤60mm;

[0019] The first drive motor and the second drive motor have a radial dimension of L3, and the locking mechanism has a radial dimension of L4, wherein 180mm≤L3≤240mm and 60mm≤L4≤90mm.

[0020] In some embodiments, the distance between the drive shaft of the first drive motor and the drive shaft of the second drive motor is S1, where 200mm≤S1≤240mm;

[0021] The plane containing the drive shafts of the first drive motor and the second drive motor is the second plane, and the distance between the axis of the locking mechanism and the second plane is S2, where 80mm≤S2≤120mm.

[0022] In some embodiments, the power drive system further includes an integrated controller, wherein the first drive motor and the second drive motor are both electrically connected to the integrated controller, and the integrated controller is located radially on the side of the first drive motor and / or the second drive motor away from the locking mechanism.

[0023] In some embodiments, this application also provides a vehicle, which includes the power drive system described in any of the above embodiments in some embodiments;

[0024] The first wheel is connected to the output shaft of the first reduction mechanism, and the second wheel is connected to the output shaft of the second reduction mechanism.

[0025] Based on the embodiments of this application, since the first drive motor and the first reduction mechanism are connected by transmission, and the second drive motor and the second reduction mechanism are connected by transmission, the drive shafts of the first drive motor and the second drive motor are arranged in parallel, the output shafts of the first reduction mechanism and the second reduction mechanism are arranged coaxially, the first drive motor and the second drive motor are radially distributed on both sides of the output shaft, and the first drive motor and the second drive motor are at least partially overlapped in the axial direction and located between the first reduction mechanism and the second reduction mechanism, the first drive motor and the second drive motor can be arranged compactly in the axial direction to reduce the space occupied by the first drive motor and the second drive motor in the axial direction, thereby reducing the overall size of the power drive system in the axial direction. Furthermore, since one end of the locking mechanism is connected to the first reduction mechanism and the other end is connected to the second reduction mechanism, the locking mechanism is located radially between the first drive motor and the second drive motor, and axially does not exceed the maximum area formed by the clamping of the ends of the first drive motor and the second drive motor. Therefore, the locking mechanism can be installed axially within the maximum area formed by the clamping of the ends of the first drive motor and the second drive motor, allowing the locking mechanism to make reasonable use of the space between the first drive motor and the second drive motor for installation. This avoids the need to increase the installation space of the power drive system due to the introduction of the locking mechanism, and thus avoids increasing the overall size of the power drive system due to the setting of the locking mechanism.

[0026] In summary, the embodiments of this application not only improve the vehicle's off-road performance when the power drive system is applied in a vehicle due to the setting of the locking mechanism, but also allow the locking mechanism to be installed in a way that makes reasonable use of the installation space formed by the maximum area between the ends of the first drive motor and the ends of the second drive motor. This avoids the need to increase the installation space of the power drive system due to the introduction of the locking mechanism, thereby avoiding the need to increase the overall size of the power drive system due to the setting of the locking mechanism, thus reducing the space occupied by the power drive system as a whole and ensuring the compactness of the entire power drive system design. Attached Figure Description

[0027] To more clearly illustrate the technical solutions in the embodiments of this application or related technologies, the drawings used in the description of the embodiments or related technologies will be briefly introduced below. Obviously, the drawings described below are some embodiments of this disclosure. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0028] Figure 1 This is a schematic diagram of the structure of a power drive system provided in an embodiment of this application;

[0029] Figure 2This application provides a schematic diagram of the spatial position of a power drive system according to an embodiment.

[0030] Figure 3 This is a schematic diagram of another power drive system provided in an embodiment of this application;

[0031] Figure 4 This is a spatial position diagram of another power drive system provided in an embodiment of this application;

[0032] Figure 5 This is one of the dimensional schematic diagrams of a power drive system provided in the embodiments of this application;

[0033] Figure 6 This is a second dimensional schematic diagram of a power drive system provided in an embodiment of this application.

[0034] Explanation of reference numerals in the attached figures:

[0035] 1: First drive motor; 2: Second drive motor; 3: First reduction mechanism; 31: First planetary gear reducer; 311: First sun gear; 312: First planet carrier; 313: First planet gear; 314: First ring gear; 32: First parallel shaft reduction mechanism; 321: First driving gear; 322: First driven gear; 4: Second reduction mechanism; 41: Second planetary gear reducer; 411: Second sun gear; 412: Second planet carrier; 413: Second planet gear; 414: Second ring gear; 42: Second parallel shaft reduction mechanism; 421: Second driving gear; 422: Second driven gear; 5: Locking mechanism; 6: Integrated controller. Detailed Implementation

[0036] The terms "first" and "second" in the specification and claims of this application may explicitly or implicitly include one or more of the features. In the description of this application, unless otherwise stated, "multiple" means two or more. Furthermore, "and / or" in the specification and claims indicates at least one of the connected objects, and the character " / " generally indicates that the preceding and following objects are in an "or" relationship.

[0037] In the description of this application, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc., indicating the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, are only for the convenience of describing this application and simplifying the description, 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, and therefore should not be construed as a limitation of this application.

[0038] In the description of this application, it should be noted that, unless otherwise expressly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; 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; and they can refer to the internal connection between two components. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0039] Please refer to Figures 1 to 2 This application provides a power drive system with intersecting axial and radial directions. The power drive system includes: a first drive motor 1, a second drive motor 2, a first reduction mechanism 3, a second reduction mechanism 4, and a locking mechanism 5.

[0040] The first drive motor 1 and the first reduction mechanism 3 are connected by transmission, the second drive motor 2 and the second reduction mechanism 4 are connected by transmission, the drive shaft of the first drive motor 1 and the drive shaft of the second drive motor 2 are arranged in parallel, the output shaft of the first reduction mechanism 3 and the output shaft of the second reduction mechanism 4 are arranged coaxially, the first drive motor 1 and the second drive motor 2 are distributed on both sides of the output shaft in the radial direction, and the first drive motor 1 and the second drive motor 2 overlap at least partially in the axial direction and are located between the first reduction mechanism 3 and the second reduction mechanism 4.

[0041] One end of the locking mechanism 5 is connected to the first reduction mechanism 3, and the other end of the locking mechanism 5 is connected to the second reduction mechanism 4. The locking mechanism 5 is located radially between the first drive motor 1 and the second drive motor 2, and the locking mechanism 5 does not extend axially beyond the maximum area formed by the clamping of the ends of the first drive motor 1 and the second drive motor 2.

[0042] As can be seen from the above embodiments, in this application embodiment, since the first drive motor 1 and the first reduction mechanism 3 are connected by transmission, the second drive motor 2 and the second reduction mechanism 4 are connected by transmission, the drive shaft of the first drive motor 1 and the drive shaft of the second drive motor 2 are arranged in parallel, the output shaft of the first reduction mechanism 3 and the output shaft of the second reduction mechanism 4 are arranged coaxially, the first drive motor 1 and the second drive motor 2 are distributed on both sides of the output shaft in the radial direction, and the first drive motor 1 and the second drive motor 2 overlap at least partially in the axial direction and are located between the first reduction mechanism 3 and the second reduction mechanism 4. Therefore, the first drive motor 1 and the second drive motor 2 can be arranged compactly in the axial direction to reduce the space occupied by the first drive motor 1 and the second drive motor 2 in the axial direction, thereby reducing the overall size of the power drive system in the axial direction. Furthermore, since one end of the locking mechanism 5 is connected to the first reduction mechanism 3 and the other end of the locking mechanism 5 is connected to the second reduction mechanism 4, the locking mechanism 5 is located radially between the first drive motor 1 and the second drive motor 2, and the locking mechanism 5 does not exceed the maximum area formed by the clamping of the ends of the first drive motor 1 and the second drive motor 2 in the axial direction. Therefore, the locking mechanism 5 can be installed in the maximum area formed by the clamping of the ends of the first drive motor 1 and the second drive motor 2 in the axial direction, so that the locking mechanism 5 can make reasonable use of the space between the first drive motor 1 and the second drive motor 2 for installation, avoiding the additional increase in the installation space of the power drive system due to the introduction of the locking mechanism 5, and thus avoiding the increase in the overall size of the power drive system due to the setting of the locking mechanism 5.

[0043] In summary, the embodiments of this application not only improve the vehicle's off-road performance when the power drive system is applied in a vehicle due to the setting of the locking mechanism 5, but also allow the locking mechanism 5 to be installed in a reasonable way by utilizing the installation space formed in the largest area between the ends of the first drive motor 1 and the second drive motor 2. This avoids the need to increase the installation space of the power drive system due to the introduction of the locking mechanism 5, thereby avoiding the need to increase the overall size of the power drive system due to the setting of the locking mechanism 5, and thus reducing the space occupied by the power drive system as a whole, ensuring the compactness of the entire power drive system design.

[0044] In this embodiment, the power drive system has intersecting axial and radial directions. The axial direction can be understood as the extension direction of the drive shaft of the first drive motor 1 and the drive shaft of the second drive motor 2, and the radial direction can be understood as the radial direction of the first drive motor 1 and the radial direction of the second drive motor 2. The axial direction is as follows: Figure 1 As shown in Y, radial direction is as follows Figure 1 As shown by X in the diagram.

[0045] Furthermore, it should be noted that the locking mechanism 5 in this application embodiment may include a synchronizer structure, a clutch structure, an electronically controlled jaw differential lock structure, etc., and this application embodiment does not limit this. It should also be noted that the first drive motor 1 has a first end and a second end in the axial direction, and the second drive motor 2 has a third end and a fourth end in the axial direction. The largest area formed by the clamping between the first end and the third end, between the first end and the fourth end, between the second end and the third end, and between the second end and the fourth end is the largest area formed by the clamping between the ends of the first drive motor 1 and the second drive motor 2 in the axial direction. Figure 1 and Figure 3 The area enclosed by the dashed arrow is the largest area.

[0046] In some embodiments, the first deceleration mechanism 3 and the second deceleration mechanism 4 are symmetrically arranged on both sides of the locking mechanism 5 in the axial direction, and the first drive motor 1 and the second drive motor 2 are symmetrically arranged on both sides of the locking mechanism 5 in the radial direction.

[0047] In this embodiment, since the first reduction mechanism 3 and the second reduction mechanism 4 are symmetrically arranged on both sides of the locking mechanism 5 in the axial direction, and the first drive motor 1 and the second drive motor 2 are symmetrically arranged on both sides of the locking mechanism 5 in the radial direction, the locking mechanism 5 is not only located between the first reduction mechanism 3 and the second reduction mechanism 4 in the axial direction, and between the first drive motor 1 and the second drive motor 2 in the radial direction, but also symmetrically arranged between the first reduction mechanism 3 and the second reduction mechanism 4, and between the first drive motor 1 and the second drive motor 2. This allows the locking mechanism 5 to be subjected to balanced forces at both ends in the radial direction, and the resultant force in the radial direction can approach zero. Consequently, the locking mechanism 5 does not need to bear additional lateral forces or off-center loads during transmission, resulting in uniform wear and helping to extend the service life of the locking mechanism 5. At the same time, the vibration phases generated by the locking mechanism 5 during transmission can cancel each other out, thereby reducing the noise generated by the locking mechanism 5 during transmission. In addition, the impact on the locking mechanism 5 during switching (such as switching from the "unlocking transmission" state of the locking mechanism 5 to the "locking fixed" state of the locking mechanism 5) is small, which can improve the smoothness of the power drive system operation.

[0048] In some embodiments, such as Figure 1 and Figure 2As shown, the first reduction mechanism 3 includes a first planetary gear reducer 31 and a first parallel shaft reducer 32, and the second reduction mechanism 4 includes a second planetary gear reducer 41 and a second parallel shaft reducer 42. The input end of the first parallel shaft reducer 32 is connected to the first drive motor 1, and the output shaft of the first parallel shaft reducer 32 is connected to the first planetary gear reducer 31. The output shaft of the first planetary gear reducer 31 is connected to the first drive component. The input end of the second parallel shaft reducer 42 is connected to the second drive motor 2, and the output shaft of the second parallel shaft reducer 42 is connected to the second planetary gear reducer 41. The output shaft of the second planetary gear reducer 41 is connected to the second drive component. One end of the locking mechanism 5 is connected to the output shaft of the first parallel shaft reducer 32, and the other end of the locking mechanism 5 is connected to the output shaft of the second parallel shaft reducer 42. The output shafts of the first parallel shaft reducer 32, the first planetary gear reducer 31, the second parallel shaft reducer 42, and the second planetary gear reducer 41 are coaxially arranged.

[0049] In this embodiment, the torque can be amplified step by step and output through the first parallel shaft reduction mechanism 32, the first planetary gear reduction mechanism 31, the second parallel shaft reduction mechanism 42, and the second planetary gear reduction mechanism 41 to meet the power requirements of the power drive system. Simultaneously, various transmission ratios can be achieved through combinations of different gear sets included in the first reduction mechanism 3 and the second reduction mechanism 4, allowing the power drive system to maintain efficient power output under different operating conditions. Furthermore, the structural combination of the first parallel shaft reduction mechanism 32, the first planetary gear reduction mechanism 31, the second parallel shaft reduction mechanism 42, and the second planetary gear reduction mechanism 41 ensures power stability under high torque conditions such as starting and climbing, while the radially compact design of the first planetary gear reduction mechanism 31 and the second planetary gear reduction mechanism 41 effectively reduces the radial dimensions of the system. The combination of these two mechanisms ensures stable power output while reducing the difficulty of power drive system layout and improving structural compactness.

[0050] Furthermore, since the input end of the first parallel shaft reduction mechanism 32 is connected to the first drive motor 1, and the input end of the second parallel shaft reduction mechanism 42 is connected to the second drive motor 2, connecting one end of the locking mechanism 5 to the output shaft of the first parallel shaft reduction mechanism 32 and the other end to the output shaft of the second parallel shaft reduction mechanism 42 allows the locking mechanism 5 to lock the output shafts of the first and second parallel shaft reduction mechanisms 32 together when locked. At this time, the torques output by the first drive motor 1 and the second drive motor 2 can be superimposed and output to the first and second driven components, helping them to escape from difficult situations. The coaxial arrangement of the output shafts of the first parallel shaft reduction mechanism 32, the first planetary gear reduction mechanism 31, the second parallel shaft reduction mechanism 42, and the second planetary gear reduction mechanism 41 ensures the stability and consistency of the transmission, thereby improving the smoothness of the power drive system operation.

[0051] Specifically, in this embodiment, the first planetary gear reducer 31 includes a first sun gear 311, a first planet carrier 312, first planet gears 313, and a first ring gear 314; the first parallel shaft reducer 32 includes a first driving gear 321 and a first driven gear 322; the first driving gear 321 is connected to the drive shaft of the first drive motor 1; the first driven gear 322 is disposed on the output shaft of the first parallel shaft reducer 32 and meshes with the first driving gear 321; the first sun gear 311 is connected to the output shaft of the first parallel shaft reducer 32; the first planet gears 313 are connected to the first planet carrier 312 and mesh with the first ring gear 314 and the first sun gear 311 respectively; the first planet carrier 312 is connected to the first planetary gear reducer 31. The output shaft of the second planetary gear reducer 41 includes a second sun gear 411, a second planet carrier 412, second planet gears 413, and a second ring gear 414. The second parallel shaft reducer 42 includes a second driving gear 421 and a second driven gear 422. The second driving gear 421 is connected to the drive shaft of the second drive motor 2. The second driven gear 422 is mounted on the output shaft of the second parallel shaft reducer 42 and meshes with the second driving gear 421. The second sun gear 411 is connected to the output shaft of the second parallel shaft reducer 42. The second planet gear 413 is connected to the second planet carrier 412 and meshes with both the second ring gear 414 and the second sun gear 411. The second planet carrier 412 is connected to the output shaft of the second planetary gear reducer 41. The first driven gear 322 and the second driven gear 422 are connected by a locking mechanism 5.

[0052] Based on the above structure, the power transmission path from the first drive motor 1 to the first driven component is: first drive motor 1 - first driving gear 321 - first driven gear 322 - first sun gear 311 - first planetary gear 313 - first planetary carrier 312 - first driven component. Similarly, the power transmission path from the second drive motor 2 to the second driven component is: second drive motor 2 - second driving gear 421 - second driven gear 422 - second sun gear 411 - second planetary gear 413 - second planetary carrier 412 - second driven component.

[0053] When the locking mechanism 5 is in the unlocked state, the first drive motor 1 drives the first drive component alone, and the second drive motor 2 drives the second drive component alone. The power transmission path from the first drive motor 1 to the first drive component is the same as the power transmission path from the second drive motor 2 to the second drive component. When the locking mechanism 5 is in the locked state, the torque output by the first drive motor 1 and the second drive motor 2 can be transmitted to both the first and second drive components, which is suitable for the extrication of either the first or second drive component. For example, when the first drive component does not slip and the second drive component slips, the power transmission path when the locking mechanism 5 is in the locking state is as follows: first drive motor 1 - first driving gear 321 - first driven gear 322 - first sun gear 311 - first planetary gear 313 - first planetary carrier 312 - first drive component, second drive motor 2 - second driving gear 421 - second driven gear 422 - locking mechanism 5 - first driven gear 322 - first sun gear 311 - first planetary gear 313 - first planetary carrier 312 - first drive component. That is, the torque output by the two drive motors can be transmitted to the reducer on the side of the drive component that is not slipping, then the torque is transmitted to the drive half shaft on the side of the drive component that is not slipping, and finally the torque is transmitted to the drive component that is not slipping, so as to help to get out of trouble.

[0054] In other embodiments, such as Figure 3 and Figure 4As shown, the first reduction mechanism 3 includes a first planetary gear reducer 31 and a first parallel shaft reducer 32, and the second reduction mechanism 4 includes a second planetary gear reducer 41 and a second parallel shaft reducer 42. The input end of the first planetary gear reducer 31 is connected to the first drive motor 1, and the output shaft of the first planetary gear reducer 31 is connected to the input end of the first parallel shaft reducer 32. The output shaft of the first parallel shaft reducer 32 is connected to the first drive component. The input end of the second planetary gear reducer 41 is connected to the second drive motor 2, and the output shaft of the second planetary gear reducer 41 is connected to the input end of the second parallel shaft reducer 42. The output shaft of the second parallel shaft reducer 42 is connected to the second drive component. One end of the locking mechanism 5 is connected to the output shaft of the first parallel shaft reducer 32, and the other end of the locking mechanism 5 is connected to the output shaft of the second parallel shaft reducer 42. The output shafts of the first parallel shaft reducer 32 and the second parallel shaft reducer 42 are coaxially arranged.

[0055] In this embodiment, the torque can be amplified step by step and output through the first planetary gear reducer 31, the first parallel shaft reducer 32, the second planetary gear reducer 41, and the second parallel shaft reducer 42 to meet the power requirements of the power drive system. Simultaneously, various transmission ratios can be achieved through combinations of different gear sets included in the first reducer 3 and the second reducer 4, allowing the power drive system to maintain efficient power output under different operating conditions. Furthermore, with the structural composition of the first parallel shaft reducer 32, the rigid transmission characteristics of the first parallel shaft reducer 32 and the second parallel shaft reducer 42 ensure power stability under high torque conditions such as starting and climbing. The radially compact design of the first planetary gear reducer 31 and the second planetary gear reducer 41 effectively reduces the radial dimension of the system. The combination of these two mechanisms ensures stable power output while reducing the difficulty of power drive system layout and improving structural compactness.

[0056] Furthermore, since one end of the locking mechanism 5 is connected to the output shaft of the first parallel shaft reduction mechanism 32, and the other end of the locking mechanism 5 is connected to the output shaft of the second parallel shaft reduction mechanism 42, the locking mechanism 5 can lock the output shafts of the first parallel shaft reduction mechanism 32 and the second parallel shaft reduction mechanism 42 together when in the locked state. At this time, the torque output by the first drive motor 1 and the second drive motor 2 can be superimposed and output to the first and second driven components, which helps the first or second driven component to get out of trouble. The coaxial arrangement of the output shafts of the first parallel shaft reduction mechanism 32 and the second parallel shaft reduction mechanism 42 can ensure the stability and consistency of the transmission, thereby improving the smoothness of the power drive system operation.

[0057] Specifically, in this embodiment, the first planetary gear reducer 31 includes a first sun gear 311, a first planet carrier 312, first planet gears 313, and a first ring gear 314; the first parallel shaft reducer 32 includes a first driving gear 321 and a first driven gear 322. The first sun gear 311 is connected to the drive shaft of the first drive motor 1, the first planet gears 313 are connected to the first planet carrier 312, and the first planet gears 313 mesh with the first ring gear 314 and the first sun gear 311 respectively. The first planet carrier 312 is connected to the output shaft of the first planetary gear reducer 31. The first driving gear 321 is disposed on the output shaft of the first planetary gear reducer 31, and the first driven gear 322 is disposed on the output shaft of the first parallel shaft reducer 32. The first driven gear 322 and the first driving gear 314 are connected to the first driving gear 311. 21. The second planetary gear reducer 41 includes a second sun gear 411, a second planetary carrier 412, second planetary gears 413, and a second ring gear 414. The second parallel shaft reducer 42 includes a second driving gear 421 and a second driven gear 422. The second sun gear 411 is connected to the drive shaft of the second drive motor 2. The second planetary gears 413 are connected to the second planetary carrier 412 and mesh with both the second ring gear 414 and the second sun gear 411. The second planetary carrier 412 is connected to the output shaft of the second planetary gear reducer 41. The second driving gear 421 is mounted on the output shaft of the second planetary gear reducer 41, and the second driven gear 422 is mounted on the output shaft of the second parallel shaft reducer 41 and meshes with the second driving gear 421. The output shaft of the first parallel shaft reducer 32 and the output shaft of the second parallel shaft reducer 41 are connected by a locking mechanism 5.

[0058] Based on the above structure, the power transmission path from the first drive motor 1 to the first driven component is: first drive motor - first sun gear 311 - first planetary gear - first planetary carrier 312 - first driving gear 321 - first driven gear 322 - first driven component. Similarly, the power transmission path from the second drive motor 2 to the second driven component is: second drive motor 2 - second sun gear 411 - second planetary gear 413 - second planetary carrier 412 - second driving gear 421 - second driven gear 422 - second driven component.

[0059] When the locking mechanism 5 is in the unlocked state, the first drive motor 1 drives the first drive component alone, and the second drive motor 2 drives the second drive component alone. The power transmission path from the first drive motor 1 to the first drive component is the same as the power transmission path from the second drive motor 2 to the second drive component. When the locking mechanism 5 is in the locked state, the torque output by the first drive motor 1 and the second drive motor 2 can be transmitted to both the first and second drive components, which is suitable for the extrication of either the first or second drive component. For example, when the first drive component does not slip and the second drive component slips, the power transmission path when the locking mechanism 5 is in the locking state is as follows: first drive motor - first sun gear 311 - first planet gear - first planet carrier 312 - first drive gear 321 - first driven gear 322 - first drive component, second drive motor 2 - second sun gear 411 - second planet gear 413 - second planet carrier 412 - second drive gear 421 - second driven gear 42 - locking mechanism 5 - first driven gear 322 - second drive component. That is, the torque output by the two drive motors can be transmitted to the reducer on the side of the drive component that is not slipping, then the torque is transmitted to the drive half shaft on the side of the drive component that is not slipping, and finally the torque is transmitted to the drive component that is not slipping, so as to help to get out of trouble.

[0060] In some embodiments, such as Figure 2 and Figure 4 As shown, the projection of the line connecting the axis where the locking mechanism 5 is located, the drive shaft of the first drive motor 1, and the drive shaft of the second drive motor 2 onto the first plane is an isosceles triangle, and the first plane is perpendicular to the axial direction.

[0061] In this embodiment, since the projection of the line connecting the axis of the locking mechanism 5, the drive shaft of the first drive motor 1, and the drive shaft of the second drive motor 2 onto the first plane is an isosceles triangle, and the first plane is perpendicular to the axial direction, the overall dimensions of the entire power drive system can be reasonably adjusted by controlling the angle of the apex of the isosceles triangle, the distance between the drive shafts of the first drive motor 1 and the second drive motor 2, and the distance between the plane containing the drive shafts of the first drive motor 1 and the second drive motor 2 and the axis of the locking mechanism 5. Meanwhile, as... Figure 2 and Figure 4 As shown, the aforementioned isosceles triangular distribution structure balances the dimensions of the powertrain system in the X-axis (horizontal) and Z-axis (vertical) directions, resulting in a smaller overall envelope size for the powertrain system. When the powertrain system is installed in a vehicle, it does not excessively encroach on the battery pack space or the passenger compartment space. The isosceles triangles are structured as follows: Figure 2 and Figure 4 As shown in C.

[0062] It should be noted that the axis where the locking mechanism 5 is located is the same axis as the output shafts of the first reduction mechanism 3 and the second reduction mechanism 4. When the first parallel shaft reduction mechanism 32 and the second parallel shaft reduction mechanism 42 are single-stage reduction mechanisms, and the first planetary gear reduction mechanism 31 and the second planetary gear reduction mechanism 41 are two-stage reduction mechanisms, the output shaft of the first reduction mechanism 3 is the same as the output shaft of the first planetary gear reduction mechanism 31, and the output shaft of the second reduction mechanism 4 is the same as the output shaft of the second planetary gear reduction mechanism 41. When the first planetary gear reduction mechanism 31 and the second planetary gear reduction mechanism 41 are single-stage reduction mechanisms, and the first parallel shaft reduction mechanism 32 and the second parallel shaft reduction mechanism 42 are two-stage reduction mechanisms, the output shaft of the first reduction mechanism 3 is the same as the output shaft of the first parallel shaft reduction mechanism 32, and the output shaft of the second reduction mechanism 4 is the same as the output shaft of the second parallel shaft reduction mechanism 42. The reduction mechanisms closer to the first drive motor 1 and the second drive motor 2 are single-stage reduction mechanisms, and the reduction mechanisms closer to the first and second driven components are two-stage reduction mechanisms.

[0063] In some embodiments, such as Figure 6 As shown, the angle of the vertex of the isosceles triangle is between 75° and 105°, where the vertex is the included angle near the locking mechanism 5.

[0064] In this embodiment, when the angle of the vertex angle of the isosceles triangle is between 75° and 105°, the locking mechanism 5 will neither be too close to the first drive motor 1 and the second drive motor 2, causing interference, nor too far away from the first drive motor 1 and the second drive motor 2, increasing the envelope size of the power drive system. This ensures that the locking mechanism 5, the first drive motor 1, and the second drive motor 2 are spatially compactly distributed. The vertex angle of the isosceles triangle is as follows: Figure 6 As shown by α in the diagram.

[0065] In some embodiments, such as Figure 5 and Figure 6 As shown, the axial dimension of the first drive motor 1 and the second drive motor 2 is L1, and the axial dimension of the locking mechanism 5 is L2, wherein 50mm≤L1≤100mm, 30mm≤L2≤60mm; the radial dimension of the first drive motor 1 and the second drive motor 2 is L3, and the radial dimension of the locking mechanism 5 is L4, wherein 180mm≤L3≤240mm, 60mm≤L4≤90mm.

[0066] In this embodiment, the axial dimension of the first drive motor 1 and the second drive motor 2 is L1, and the axial dimension of the locking mechanism 5 is L2, where 60mm≤L1≤100mm and 30mm≤L2≤60mm. This ensures that the locking mechanism 5 is installed axially within the maximum area formed by the clamping of the ends of the first drive motor 1 and the second drive motor 2, allowing the locking mechanism 5 to make reasonable use of the space between the first drive motor 1 and the second drive motor 2 for installation, avoiding additional installation space for the power drive system due to the introduction of the locking mechanism. Furthermore, since the radial dimension of the first drive motor 1 and the second drive motor 2 is L3, and the radial dimension of the locking mechanism 5 is L4, where 180mm≤L3≤240mm and 60mm≤L4≤90mm, this ensures that the locking mechanism 5 can be closer to the first drive motor 1 and the second drive motor 2 in the Z direction without interference, thereby reducing the envelope size. It should be noted that the radial dimensions of the first drive motor 1 and the second drive motor 2 can be understood as the outer diameter of the first drive motor 1 and the second drive motor 2, and the radial dimensions of the locking mechanism 5 can be understood as the outer diameter of the locking mechanism 5.

[0067] In some embodiments, such as Figure 6 As shown, the distance between the drive shaft of the first drive motor 1 and the drive shaft of the second drive motor 2 is S1, 200mm≤S1≤240mm; the plane on which the drive shaft of the first drive motor 1 and the drive shaft of the second drive motor 2 are located is the second plane, and the distance between the axis of the locking mechanism 5 and the second plane is S2, 80mm≤S2≤120mm.

[0068] In this embodiment, when the distance between the drive shaft of the first drive motor 1 and the drive shaft of the second drive motor 2 is S1, where 200mm ≤ S1 ≤ 240mm, the first drive motor 1 and the second drive motor 2 can be spaced a certain distance apart in the X direction, facilitating the accommodation of at least part of the locking mechanism 5 within this space. When the plane containing the drive shafts of the first drive motor 1 and the second drive motor 2 is a second plane, and the distance between the axis of the locking mechanism 5 and the second plane is S2, where 80mm ≤ S2 ≤ 120mm, the locking mechanism 5 can be moved closer to the drive shaft of the first drive motor 1 and the second drive motor 5 without interference, thereby reducing the envelope size of the power drive system.

[0069] In some embodiments, the power drive system further includes an integrated controller 6, and the first drive motor 1 and the second drive motor 2 are both electrically connected to the integrated controller 6. The integrated controller 6 is located radially on the side of the first drive motor 1 and / or the second drive motor 2 away from the locking mechanism 5.

[0070] In this embodiment, both the first drive motor 1 and the second drive motor 2 are electrically connected to the integrated controller 6, which integrates the controllers of the first drive motor 1 and the second drive motor 2. This reduces the number of components and space occupied. The integrated controller 6 is located radially on the side of the first drive motor 1 and / or the second drive motor 2 away from the locking mechanism 5. This allows the integrated controller 6 to be located radially closer to the first drive motor 1 and / or the second drive motor 2, thereby improving the structural compactness of the entire power drive system.

[0071] This application also provides a vehicle, which includes a first wheel, a second wheel, and a power drive system of any of the above embodiments. The first wheel is connected to the output shaft of the first reduction mechanism 3, and the second wheel is connected to the output shaft of the second reduction mechanism 4.

[0072] It should be noted that the first wheel and the second wheel are either the front wheels or the rear wheels of the vehicle. The beneficial effects of the vehicle are the same as those of the power drive system in the above embodiments, and will not be repeated in this application embodiment.

[0073] The various embodiments in the specification are described in a progressive manner, with each embodiment focusing on the differences from other embodiments. The same or similar parts between the various embodiments can be referred to each other.

[0074] Although preferred embodiments of the present application have been described, those skilled in the art, upon learning the basic inventive concept, can make other changes and modifications to these embodiments. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments as well as all changes and modifications falling within the scope of the embodiments of the present application.

[0075] Finally, it should be noted that in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or terminal device that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or terminal device. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or terminal device that includes said element.

[0076] The present application has been described in detail above. Specific examples have been used to illustrate the principles and implementation methods of the present application. The description of the above embodiments is only for the purpose of helping to understand the method and core ideas of the present application. At the same time, for those skilled in the art, there will be changes in the specific implementation methods and application scope based on the ideas of the present application. Therefore, the content of this specification should not be construed as a limitation of the present application.

Claims

1. A power drive system having intersecting axial and radial directions, characterized in that, The power drive system includes: a first drive motor, a second drive motor, a first reduction mechanism, a second reduction mechanism, and a locking mechanism; The first drive motor and the first reduction mechanism are connected in a transmission connection, the second drive motor and the second reduction mechanism are connected in a transmission connection, the drive shaft of the first drive motor and the drive shaft of the second drive motor are arranged in parallel, the output shaft of the first reduction mechanism and the output shaft of the second reduction mechanism are arranged in a coaxial manner, the first drive motor and the second drive motor are radially distributed on both sides of the output shaft, and the first drive motor and the second drive motor are at least partially overlapped in the axial direction and located between the first reduction mechanism and the second reduction mechanism. One end of the locking mechanism is connected to the first deceleration mechanism, and the other end of the locking mechanism is connected to the second deceleration mechanism. The locking mechanism is located radially between the first drive motor and the second drive motor, and the locking mechanism does not extend axially beyond the maximum area formed by the clamping of the ends of the first drive motor and the second drive motor.

2. The power drive system according to claim 1, characterized in that, The first deceleration mechanism and the second deceleration mechanism are symmetrically arranged on both sides of the locking mechanism in the axial direction, and the first drive motor and the second drive motor are symmetrically arranged on both sides of the locking mechanism in the radial direction.

3. The power drive system according to claim 1, characterized in that, The first reduction mechanism includes a first planetary gear reducer and a first parallel shaft reducer, and the second reduction mechanism includes a second planetary gear reducer and a second parallel shaft reducer. The input end of the first parallel shaft reduction mechanism is connected to the first drive motor, the output shaft of the first parallel shaft reduction mechanism is connected to the first planetary gear reduction mechanism, and the output shaft of the first planetary gear reduction mechanism is connected to the first drive component. The input end of the second parallel shaft reduction mechanism is connected to the second drive motor, the output shaft of the second parallel shaft reduction mechanism is connected to the second planetary gear reduction mechanism, and the output shaft of the second planetary gear reduction mechanism is connected to the second driven component. One end of the locking mechanism is connected to the output shaft of the first parallel shaft reduction mechanism, and the other end of the locking mechanism is connected to the output shaft of the second parallel shaft reduction mechanism. The output shafts of the first parallel shaft reduction mechanism, the first planetary gear reduction mechanism, the second parallel shaft reduction mechanism, and the second planetary gear reduction mechanism are coaxially arranged.

4. The power drive system according to claim 1, characterized in that, The first reduction mechanism includes a first planetary gear reducer and a first parallel shaft reducer, and the second reduction mechanism includes a second planetary gear reducer and a second parallel shaft reducer. The input end of the first planetary gear reducer is connected to the first drive motor, the output shaft of the first planetary gear reducer is connected to the input end of the first parallel shaft reducer, and the output shaft of the first parallel shaft reducer is connected to the first drive component. The input end of the second planetary gear reducer is connected to the second drive motor, the output shaft of the second planetary gear reducer is connected to the input end of the second parallel shaft reducer, and the output shaft of the second parallel shaft reducer is connected to the second driven component. One end of the locking mechanism is connected to the output shaft of the first parallel shaft reduction mechanism, and the other end of the locking mechanism is connected to the output shaft of the second parallel shaft reduction mechanism. The output shafts of the first parallel shaft reduction mechanism and the second parallel shaft reduction mechanism are coaxially arranged.

5. The power drive system according to claim 3 or 4, characterized in that, The projection of the line connecting the axis of the locking mechanism, the drive shaft of the first drive motor, and the drive shaft of the second drive motor onto the first plane is an isosceles triangle, and the first plane is perpendicular to the axis.

6. The power drive system according to claim 5, characterized in that, The angle of the vertex of the isosceles triangle is between 75° and 105°, wherein the vertex angle is the included angle near the locking mechanism.

7. The power drive system according to claim 1, characterized in that, The first drive motor and the second drive motor have an axial dimension of L1, and the locking mechanism has an axial dimension of L2, wherein 60mm≤L1≤100mm, 30mm≤L2≤60mm; The first drive motor and the second drive motor have a radial dimension of L3, and the locking mechanism has a radial dimension of L4, wherein 180mm≤L3≤240mm and 60mm≤L4≤90mm.

8. The power drive system according to claim 1, characterized in that, The distance between the drive shaft of the first drive motor and the drive shaft of the second drive motor is S1, where 200mm≤S1≤240mm; The plane containing the drive shafts of the first drive motor and the second drive motor is the second plane, and the distance between the axis of the locking mechanism and the second plane is S2, where 80mm≤S2≤120mm.

9. The power drive system according to claim 1, characterized in that, The power drive system also includes an integrated controller, and the first drive motor and the second drive motor are both electrically connected to the integrated controller. The integrated controller is located radially on the side of the first drive motor and / or the second drive motor away from the locking mechanism.

10. A vehicle, characterized in that, The vehicle includes a first wheel, a second wheel, and a power drive system as described in any one of claims 1 to 9; The first wheel is connected to the output shaft of the first reduction mechanism, and the second wheel is connected to the output shaft of the second reduction mechanism.

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