A drive system and vehicle

Abstract

The application provides a driving system and a vehicle, the driving system comprising coaxially distributed first and second motors, the first motor being sleeved on a first transmission shaft, the second motor being sleeved on a second transmission shaft, the first transmission shaft and the second transmission shaft being connected through a first coupling, the first transmission shaft and a first output shaft being connected through a second coupling, further comprising a first transmission assembly and a second transmission assembly, the first transmission assembly comprising an in-line planetary gear set and an out-line planetary gear set arranged on the radial outer side of the in-line planetary gear set, the in-line planetary gear set being in transmission connection with the first motor, the first transmission shaft and the out-line planetary gear set respectively, the out-line planetary gear set being in transmission connection with the first output shaft, the second transmission assembly being in transmission connection between the second motor and the second transmission shaft. By controlling the coupling and uncoupling states of the first coupling and the second coupling, the driving system can be switched from double-motor distributed driving to single-motor centralized driving under low power demand, so as to reduce the power loss of the driving system.

Description

Technical Field

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

[0002] In the current field of vehicle design and manufacturing, distributed drive systems are gradually becoming an important configuration option for many models due to their significant technological advantages. This system enables independent control of each drive wheel of the vehicle, which can not only greatly improve the vehicle's power response speed and handling agility, but also optimize driving stability through precise torque distribution.

[0003] However, distributed drive systems have also revealed certain drawbacks in practical applications. The core issue is that each drive motor needs to maintain real-time synchronized power output under all operating conditions of the vehicle. This means that when the vehicle is in a scenario with low power demand, such as low-speed cruising or driving on a smooth road, multiple motors still need to operate simultaneously. This "all-time working" mode will inevitably increase the power loss of the drive system, resulting in a significant reduction in overall operating efficiency. Utility Model Content

[0004] This application provides a drive system and vehicle, which aims to improve the problem of high power loss in existing distributed drive systems under low power demand scenarios.

[0005] This application provides a drive system, comprising: a first motor and a second motor, the first motor and the second motor being coaxially distributed; a first drive shaft, the first motor being sleeved on the first drive shaft; a second drive shaft, the second motor being sleeved on the second drive shaft; a first coupling member, the first coupling member being disposed between the first drive shaft and the second drive shaft, for controlling the power supply between the first drive shaft and the second drive shaft; a first transmission assembly, the first transmission assembly including an inner planetary gear set and an outer planetary gear set disposed radially outside the inner planetary gear set, the inner planetary gear set being drive-connected to the first motor, the first drive shaft, and the outer planetary gear set respectively; a first output shaft, the first output shaft being drive-connected to the outer planetary gear set; a second coupling member, the second coupling member being disposed between the first drive shaft and the first output shaft, for controlling the power supply between the first drive shaft and the first output shaft; and a second transmission assembly, the second transmission assembly being drive-connected between the second motor and the second drive shaft.

[0006] In this invention, by controlling the engagement and disengagement states of the first and second coupling components, the first transmission assembly can function as both a speed reducer and a differential drive. When the first coupling component is disengaged and the second coupling component is engaged, the first and second motors can operate simultaneously and drive the first output shaft and the second transmission shaft respectively to achieve distributed dual-motor drive. When the first coupling component is engaged and the second coupling component is disengaged, the first motor can drive the first output shaft and the second transmission shaft independently, and the speed difference between the first output shaft and the second transmission shaft can be dynamically adjusted through the first transmission assembly to achieve centralized single-motor drive. This makes it suitable for drive conditions with low power requirements, thereby reducing the power loss of the drive system.

[0007] An optional utility model includes an inner planetary gear set comprising: an inner sun gear, which is drivenly connected to the first rotor shaft of a first motor; at least two inner planet gears, each meshing with the inner sun gear; an inner gear ring, which meshes with the outer side of the inner planet gears and is drivenly connected to the outer planetary gear set; and an inner planet carrier, which is drivenly connected to the first drive shaft, with the inner planet gears mounted on the inner planet carrier.

[0008] In this invention, a single motor can drive an inner sun gear to rotate, and the power output from the inner sun gear to the inner planetary carrier drives the first drive shaft to rotate. The first drive shaft then drives a second drive shaft to output power, achieving single-motor power output and reducing additional power loss in the drive system. Alternatively, the first motor can drive the inner sun gear to rotate, which in turn drives the outer planetary gear set for power transmission, and the power output is achieved through a first output shaft connected to the outer planetary gear set. A second motor drives a second transmission assembly for power transmission, and the power output is achieved through a second drive shaft connected to the second transmission assembly, realizing a dual-motor distributed drive system. Furthermore, the arrangement of the inner planetary gear set radially outward from the first drive shaft and the outer planetary gear set radially outward from the inner planetary gear set fully utilizes the high space utilization of the gear sets in the planetary gear set, resulting in a relatively compact drive system structure. This allows for more complex transmission functions within a smaller assembly space, ensures smooth power transmission, and reduces the overall weight and volume of the drive system.

[0009] An optional utility model includes an external planetary gear set comprising: an external sun gear, which is connected to an internal ring gear; at least two external planet gears, each meshing with the external sun gear; an external planet carrier, which is fixedly connected to a stationary component, and the external planet gears are mounted on the external planet carrier; and an external ring gear, which meshes with the outer side of the external planet gears and is connected to a first output shaft.

[0010] In this invention, the external sun gear is located radially outside the internal gear ring and is drive-connected to it. The external gear ring is drive-connected to the first output shaft, allowing the power output from the first motor to be transmitted to the external planetary gear set via the internal gear ring and then output through the first output shaft. This results in a relatively compact structure for both the internal and external planetary gear sets, reducing the overall size of the drive system and enabling more complex transmission functions within a smaller assembly space.

[0011] One optional utility model involves an inner gear ring and an outer sun gear that are integrally molded.

[0012] In this embodiment of the present invention, the inner gear ring and the outer sun gear are integrally formed. This can be understood as the radial outer side of the inner gear ring having a tooth groove for meshing with the outer planet gear. Thus, the inner gear ring can also serve as the outer sun gear. Using the same device can reduce the structural complexity of the first transmission component and further reduce the weight of the first transmission component, making the structure of the drive system more compact, and further reducing its volume and overall envelope size.

[0013] In one optional utility model, the drive system further includes a third coupling member, which is disposed between the first rotor shaft of the first motor and the second rotor shaft of the second motor, for controlling the power supply between the first rotor shaft and the second rotor shaft.

[0014] In this invention, the transmission connection between the first and second rotor shafts can be controlled by engaging or disengaging the third coupling, thereby altering the output torque of either the first or second rotor shaft. This adapts the design to driving conditions requiring high torque output. In situations demanding extremely high torque output, such as when one wheel of a vehicle loses traction, the engagement of the third coupling allows the power outputs of the first and second motors to be superimposed and jointly supplied to the first output shaft and second drive shaft, enabling the vehicle to better extricate itself from difficult situations.

[0015] In one optional utility model, the drive system further includes a fourth coupling member disposed between the second transmission assembly and the second transmission shaft, for controlling the power supply between the second transmission assembly and the second transmission shaft.

[0016] Based on the above structural design, the power supply between the second motor and the second drive shaft can be controlled by engaging or disengaging the fourth connecting member. When the second motor needs to operate, the fourth connecting member can be engaged, at which point the second motor and the second drive shaft are connected. When the second motor does not need to operate, the fourth connecting member can be disengaged, preventing the power on the second drive shaft from being transmitted to the second motor and causing reverse drag, thereby avoiding dragging losses and improving the overall drive efficiency of the drive system.

[0017] An optional utility model includes a second transmission assembly comprising: an inner sun gear, which is drive-connected to the second rotor shaft of a second motor; at least two first planetary gears, which mesh with the inner sun gear respectively; at least two second planetary gears, which are drive-connected to the first planetary gears; an internal gear ring, which meshes with the second planetary gears and is fixedly connected to a stationary component; and an inner planet carrier, which is connected to the second transmission shaft via a fourth coupling, wherein the first planetary gears and the second planetary gears are coaxially mounted on the inner planet carrier.

[0018] Based on the above structural design, this invention simplifies the structure of the second transmission component and reduces assembly space. It also enables the adjustment of different speeds of the second transmission shaft output through the second transmission component, further reducing the overall volume and weight of the drive system.

[0019] One optional utility model involves a first planetary gear having a smaller diameter than the second planetary gear.

[0020] In this invention, rotational power is input from the first planetary gear with a smaller diameter, driving the second planetary gear with a larger diameter, thus increasing the transmission ratio and achieving the effect of speed reduction and torque increase.

[0021] In one optional utility model, the drive system further includes: an engine; and a fifth coupling member disposed between the second transmission assembly and the engine, for controlling the power supply between the engine and the second transmission assembly.

[0022] In this invention, an engine, a fifth connecting component, and a second motor can be combined to form a power generation system, enabling the drive system to add a range-extending mode and providing supplemental power. This eliminates the need for an additional generator, thereby reducing the overall weight and size of the drive system and significantly lowering its production costs.

[0023] This application provides a vehicle, which includes a first wheel, a second wheel, and a drive system as described in any of the above utility models. The first wheel is connected to a first output shaft, and the second wheel is connected to a second transmission shaft.

[0024] In this embodiment of the invention, a first coupling member is used to connect the first and second drive shafts, enabling a transmission connection between them. This allows the first motor to simultaneously output power to both the first and second wheels under low power demand conditions, reducing additional efficiency losses in the drive system. The first motor drives the inner planetary gear set and the outer planetary gear set located radially outside the inner planetary gear set to output power to the first wheel. By controlling the state of the second coupling member, the first transmission assembly can function as both a deceleration and differential mechanism. The second motor drives the second transmission assembly to output power to the second wheel. This not only achieves a dual-motor distributed drive system but also enables single-motor drive under low power demand conditions, reducing power loss and overall vehicle weight and size. Attached Figure Description

[0025] Figure 1 This is a structural integrated rod diagram of a drive system provided in one embodiment of this application;

[0026] Figure 2 This is a structural integrated rod diagram of another driving system provided in one embodiment of this application;

[0027] Figure 3 This is a schematic diagram of the power transmission path of a drive system operating in single-motor output mode according to an embodiment of this application;

[0028] Figure 4 This is a schematic diagram of the power transmission path of a drive system operating in a dual-motor distributed drive mode according to an embodiment of this application;

[0029] Figure 5 This is a schematic diagram of the power transmission path of a drive system operating in a dual-motor centralized drive mode according to an embodiment of this application;

[0030] Figure 6 This is a schematic diagram of the power transmission path of a drive system operating in the first output mode of dual-motor differential lock according to an embodiment of this application;

[0031] Figure 7 This is a schematic diagram of the power transmission path of a drive system operating in the second output mode of dual-motor differential lock according to an embodiment of this application;

[0032] Figure 8 This is a schematic diagram of the power transmission path of a drive system operating in the third output mode of dual-motor differential lock according to an embodiment of this application;

[0033] Figure 9 This is a schematic diagram of the power transmission path of a drive system operating in a single-motor centralized output range-extending mode according to an embodiment of this application;

[0034] Figure 10 This is a schematic diagram of the power transmission path of a drive system operating in single-motor differential lock output mode according to an embodiment of this application;

[0035] Figure 11 This is a schematic diagram of the power transmission path of a drive system operating in a three-power-source output mode according to an embodiment of this application;

[0036] Explanation of reference numerals in the attached figures:

[0037] 1. First motor; 11. First rotor; 12. First stator; 2. Second motor; 21. Second rotor; 22. Second stator; 3. First drive shaft; 4. Second drive shaft; 5. First coupling; 6. First transmission assembly; 61. Inner planetary gear set; 611. Inner sun gear; 612. Inner planetary gears; 613. Inner ring gear; 614. Inner planetary carrier; 62. Outer planetary gear set; 621. Outer sun gear; 622. Outer planetary gears; 623. Outer planetary carrier; 624. Outer ring gear; 7. Second coupling; 8. Second transmission assembly; 81. Inner sun gear; 82. First planetary gear; 83. Second planetary gear; 84. Inner ring gear; 85. Inner planetary carrier; 9. Third coupling; 10. Fourth coupling; 11. Engine; 12. Fifth coupling; 13. First output shaft; 14. First wheel; 15. Second wheel. Detailed Implementation

[0038] To make the technical problems, technical solutions, and beneficial effects solved by this application clearer, the following detailed description is provided in conjunction with embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0039] In the current field of vehicle design and manufacturing, distributed drive systems are gradually becoming an important configuration option for many models due to their significant technological advantages. This system enables independent control of each drive wheel of the vehicle, which can not only greatly improve the vehicle's power response speed and handling agility, but also optimize driving stability through precise torque distribution.

[0040] However, distributed drive systems have also revealed certain drawbacks in practical applications. The core issue is that each drive motor needs to maintain real-time synchronized power output under all operating conditions of the vehicle. This means that when the vehicle is in a scenario with low power demand, such as low-speed cruising or driving on a smooth road, multiple motors still need to operate simultaneously. This "all-time working" mode will inevitably increase the power loss of the drive system, resulting in a significant reduction in overall operating efficiency.

[0041] This application provides a drive system that may include a first motor 1, a second motor 2, a first drive shaft 3, a second drive shaft 4, a first coupling 5, a first transmission assembly 6, a first output shaft 13, a second coupling 7, and a second transmission assembly 8. The first motor 1 and the second motor 2 are coaxially distributed. The first motor 1 is mounted on the first drive shaft 3. The second motor 2 is mounted on the second drive shaft 4. The first coupling 5 is disposed between the first drive shaft 3 and the second drive shaft 4 to control the power supply between them. The first transmission assembly 6 includes an inner planetary gear set 61 and an outer planetary gear set 62 disposed radially outside the inner planetary gear set 61. The inner planetary gear set 61 is driveably connected to the first motor 1, the first drive shaft 3, and the outer planetary gear set 62. The first output shaft 13 is driveably connected to the outer planetary gear set 62. The second coupling 7 is disposed between the first drive shaft 3 and the first output shaft 13 to control the power supply between them. The second transmission assembly 8 is driveably connected between the second motor 2 and the second drive shaft 4.

[0042] In this embodiment, by setting an inner planetary gear set 61 arranged and connected in the radial direction and an outer planetary gear set 62 set radially outside the inner planetary gear set 62, the first transmission assembly 6 can serve both a speed reduction function and a differential function. Under low power demand conditions, the first drive shaft 3 and the second drive shaft 4 can be driven by the first motor 1 alone, thereby outputting power to the driven component. At this time, the first coupling 5 is engaged, the second coupling 7 is disengaged, the first drive shaft 3 and the second drive shaft 4 are locked, and part of the power of the first motor 1 is transmitted to the first drive shaft 3 and the second drive shaft 4 through the inner planetary gear set 61 and output to the driven component on one side through the second drive shaft 4. The other part of the power of the first motor 1 is transmitted to the first output shaft 13 after passing through the inner planetary gear set 61 and the outer planetary gear set 62 and output to the driven component on the other side. In this process, the first The transmission assembly 6 acts as a differential to dynamically adjust the speed difference between the two driven components. In the dual-motor distributed drive mode, the first motor 1 and the second motor 2 participate in the drive simultaneously. At this time, the first coupling 5 is disconnected, the second coupling 7 is engaged, the first transmission shaft 3 and the first output shaft 13 are locked, and the power of the second motor 2 is transmitted to the second transmission shaft 4 through the second transmission assembly 8 and output to the driven component on one side. The power of the first motor 1 is transmitted to the first output shaft 13 through the first transmission assembly 6 and output to the driven component on the other side. During this process, both the first transmission assembly 6 and the second transmission assembly 8 play a deceleration role.

[0043] In summary, the drive system provided in this application embodiment can achieve both dual-motor distributed drive and single-motor drive under low power demand conditions, resulting in lower power loss and significantly improved overall operating efficiency. Furthermore, by coaxially distributing the first motor 1 and the second motor 2, and by arranging the inner planetary gear set 61 and the outer planetary gear set 62 in the first transmission assembly 6 as radially superimposed, this application fully utilizes the high space utilization of the gear sets in the planetary gear sets, making the drive system structure more compact and reducing its overall volume and overall envelope size.

[0044] Example 1

[0045] Reference Figure 1-11 As shown, the first motor 1 and the second motor 2 serve as power sources, outputting driving force. The first motor 1 may include a first rotor 11 and a first stator 12 located outside the first rotor 11, and the first rotor 11 also includes a first rotor shaft. For example, the first motor 1 may be a complete motor assembly including the first rotor 11, the first stator 12, and a housing. Alternatively, the first motor 1 may be a collection of components with the first rotor 11 and the first stator 12 disposed separately. The second motor 2 may include a second rotor 21 and a second stator 22 located outside the second rotor 21, wherein the second rotor 21 also includes a second rotor shaft.

[0046] The first motor 1 and the second motor 2 are coaxially distributed, which can be understood as the central axis of the first motor 1 coinciding with the central axis of the second motor 2. The first motor 1 is mounted on the first transmission shaft 3, which can be understood as the central axis of the first transmission shaft 3 coinciding with the central axis of the first motor 1, and the first transmission shaft 3 is rotatably connected to the first rotor shaft of the first motor 1. The second motor 2 is mounted on the second transmission shaft 4, which can be understood as the central axis of the second transmission shaft 4 coinciding with the central axis of the second motor 2, and the second transmission shaft 4 is rotatably connected to the second rotor shaft of the second motor 2.

[0047] The first coupling 5 is located between the first drive shaft 3 and the second drive shaft 4, and it is used to control the power supply between the first drive shaft 3 and the second drive shaft 4. For example, the first coupling 5 can be a clutch or similar device. In other words, when the first coupling 5 is in the open state, the first drive shaft 3 and the second drive shaft 4 are disconnected. When the first coupling 5 is in the engaged state, the first drive shaft 3 and the second drive shaft 4 are connected. Thus, when the first drive shaft 3 rotates, it drives the second drive shaft 4 to rotate synchronously, or when the second drive shaft 4 rotates, it drives the first drive shaft 3 to rotate synchronously. Therefore, under low power demand conditions, the first coupling 5 can be engaged, allowing the first motor 1 to output power to the first output shaft 13 and the second drive shaft 4, reducing additional power loss in the drive system.

[0048] The first transmission assembly 6 may include an inner planetary gear set 61 and an outer planetary gear set 62 disposed radially outside the inner planetary gear set 61. The inner planetary gear set 61 is connected to the first motor 1, the first drive shaft 3, and the outer planetary gear set 62, respectively, so that the driving force output by the first motor 1 can be transmitted to the inner planetary gear set 61, and a portion of the driving force can be transmitted to the first drive shaft through the inner planetary gear set 61, while the other portion of the driving force can be transmitted to the outer planetary gear set 62. The outer planetary gear set 62 is connected to the first output shaft 13, so that the driving force in the outer planetary gear set 62 can be output through the first output shaft 13.

[0049] The second coupling 7 is disposed between the first drive shaft 3 and the first output shaft 13, and is used to control the power supply between the first drive shaft 3 and the first output shaft 13. For example, the second coupling 7 can be a clutch or similar device. When the second coupling 7 is engaged, the first drive shaft 3 and the first output shaft 13 are locked, meaning direct transmission is possible, and the rotation of the first drive shaft 3 drives the first output shaft 13 to rotate synchronously. When the second coupling 7 is disengaged, the first drive shaft 3 and the first output shaft 13 are disconnected.

[0050] The second transmission assembly 8 is connected between the second motor 2 and the second transmission shaft 4. The second motor 4 can drive the second transmission shaft 4 to output power through the second transmission assembly 8. It should be noted that the second transmission assembly 8 and the second motor 2 can be directly connected, or they can be connected through a coupling / disconnection mechanism. Similarly, the second transmission assembly 8 and the second transmission shaft 4 can be directly connected, or they can be connected through a coupling / disconnection mechanism. The second transmission assembly 8 may include a planetary gear set and / or a parallel shaft gear set.

[0051] Reference Figure 1 , Figure 2 as well as Figure 3 As shown, when the first coupling 5 is engaged and the second coupling 7 is disengaged, the first motor 1 operates, while the second motor 2 does not. The power of the first motor 1 is transmitted to the inner planetary gear set 61, which then transmits the power to the outer planetary gear set 62 and the first drive shaft 3. The first drive shaft 3 drives the second drive shaft 4 to rotate synchronously, and the outer planetary gear set 62 drives the first output shaft 13 to rotate. Thus, driven by the power of the first motor 1, the first output shaft 13 and the second drive shaft 4 can output power. This allows for single-motor drive by the first motor 1 in applications with low drive requirements, reducing energy consumption and additional efficiency losses in the drive system.

[0052] Reference Figure 4As shown, when the first coupling 5 is in the open state and the second coupling 7 is in the engaged state, the first motor 1 and the second motor 2 work simultaneously. The power of the first motor 1 is transmitted to the first drive shaft 3 and the first output shaft 13 through the first transmission assembly 6, and the power is output through the first output shaft 13. The power of the second motor 2 is transmitted to the second transmission assembly 62, and the second transmission assembly 62 drives the second drive shaft 4 connected to it to output power.

[0053] In summary, by controlling the engagement and disengagement states of the first coupling 5 and the second coupling 7, the first transmission assembly 6 can function as both a speed reducer and a differential. When the first coupling 5 is disengaged and the second coupling 7 is engaged, the first motor 1 and the second motor 2 can operate simultaneously and drive the first output shaft 13 and the second transmission shaft 4 respectively to achieve distributed dual-motor drive. When the first coupling 5 is engaged and the second coupling 7 is disengaged, the first motor 1 can drive the first output shaft 13 and the second transmission shaft 4 independently, and the speed difference between the first output shaft 13 and the second transmission shaft 4 can be dynamically adjusted through the first transmission assembly 6 to achieve centralized single-motor drive. This is suitable for drive conditions with low power requirements, thereby reducing the power loss of the drive system.

[0054] In one or more embodiments, refer to Figures 1-11 As shown, the inner planetary gear set 61 may include an inner sun gear 611, at least two inner planet gears 612, an inner ring gear 613, and an inner planet carrier 614. The inner sun gear 611 is driven to the first rotor shaft of the first motor 1. The at least two inner planet gears 612 mesh with the inner sun gear 611 respectively, and the inner ring gear 613 meshes with the outer side of the inner planet gears 612 and is driven to the outer planet gear set 62. The inner planet carrier 614 is driven to the first drive shaft 2, and the inner planet gears 612 are disposed on the inner planet carrier 614.

[0055] In this embodiment, the inner sun gear 611 is drive-connected to the first rotor shaft of the first motor 1. This can be understood as the central axis of the inner sun gear 611 coinciding with the central axis of the first transmission shaft 3, and the inner sun gear 611 being connected to the first rotor shaft of the first motor 1. For example, the inner sun gear 611 can be sleeved on the first rotor shaft of the first motor 1 and interference-fitted with the first rotor shaft. When the first motor 1 operates, causing the first rotor shaft to rotate, it can drive the inner sun gear 611 to rotate synchronously.

[0056] At least two inner planetary gears 612 are distributed around an inner sun gear 611, and each inner planetary gear 612 meshes with the inner sun gear 611. When the inner sun gear 611 rotates, it can drive all the inner planetary gears 612. An inner ring gear 613 meshes with the outer side of the inner planetary gears 612 and is connected to the outer planetary gear set 62. An inner planetary carrier 614 is connected to the first drive shaft 3, wherein at least two inner planetary gears 612 are disposed on the inner planetary carrier 614. For example, the central axis of the inner planetary carrier 614 coincides with the central axis of the first drive shaft 3, and the inner planetary carrier 614 is connected to the first drive shaft 3, thereby driving the first drive shaft 3 to rotate.

[0057] Based on the above structural design, the first motor 1 drives the inner sun gear 611 to rotate, and part of the power can be transmitted to the inner planetary carrier 614 and drive the first drive shaft 3 to rotate. The first drive shaft 3 can drive the second drive shaft 4 to output power. Another part of the power can be transmitted to the first output shaft 13 through the outer planetary gear set 62 and output power, thereby realizing that the first motor 1 can drive the left and right driven components to operate independently, so as to reduce the additional power loss of the drive system.

[0058] In one or more embodiments, refer to Figures 1-11 As shown, the external planetary gear set 62 may include an external sun gear 621, at least two external planet gears 622, an external planet carrier 623, and an external ring gear 624. The external sun gear 621 is drivenly connected to the internal ring gear 613. At least two external planet gears 622 mesh with the external sun gear 621 respectively. The external planet carrier 623 is fixedly connected to a stationary component, and the external planet gears 622 are disposed on the external planet carrier 623. The external ring gear 624 meshes with the outer side of the external planet gears 622 and is drivenly connected to the first output shaft 13.

[0059] In this embodiment, the external sun gear 621 is connected to the internal ring gear 613 via a transmission connection. At least two external planetary gears 622 are distributed around the external sun gear 621 and mesh with it, thereby driving the external planetary gears 622 to rotate under the driving action of the external sun gear 621. All external planetary gears 622 are mounted on the external planetary carrier 623, and the external planetary carrier 623 is fixedly connected to a stationary component. The stationary component refers to a component in the drive system that remains stationary (e.g., the housing of the first motor 1), or a stationary component belonging to the vehicle. Due to the positional limitation of the stationary component, the external planetary carrier 623 cannot rotate. Therefore, the external planetary carrier 623 does not provide power output to the external planetary gear set 62.

[0060] The external gear ring 624 is located radially outside the external planetary gears 622 and meshes with all the external planetary gears 622, thereby driving the external gear ring 624 to rotate synchronously when the external planetary gears 622 rotate. The external gear ring 624 is connected to the first output shaft 13 for power output. Thus, when the second coupling 7 is engaged, the first coupling 5 is disengaged, and the first motor 1 is operating, the first output shaft 13 rotates under the drive of the first transmission shaft 3 to output power and drive the external gear ring 624 to rotate synchronously.

[0061] Based on the above structural design, the external sun gear 621 is located radially outside the internal gear ring 613 and is driven by the internal gear ring 613. The external gear ring 624 is driven by the first output shaft 13, so that the power output by the first motor 1 can be transmitted to the external planetary gear set 62 through the internal gear ring 613 and output through the first output shaft 13. Furthermore, the structural distribution of the internal planetary gear set 61 arranged radially outside the first transmission shaft 3 and the external planetary gear set 62 arranged radially outside the internal planetary gear set 61 fully utilizes the high space utilization of the gear set in the planetary gear set, making the structure of the drive system relatively compact. It can achieve higher complexity transmission functions in a smaller assembly space, ensure the smoothness of power transmission, and reduce the overall weight and volume of the drive system.

[0062] In one or more embodiments, the external sun gear 621 and the internal gear ring 613 are integrally formed.

[0063] In this embodiment, the inner gear ring 613 has a toothed groove on its radially outer side for meshing with the outer planetary gear 622. Therefore, the inner gear ring 613 can also serve as the outer sun gear 621. Using the same component to form both the inner gear ring 613 and the outer sun gear 621 reduces the structural complexity of the first transmission assembly 6. This further reduces the weight and volume of the first transmission assembly 6, making the drive system more compact, and further reducing its size and overall envelope dimensions.

[0064] In one or more embodiments, refer to Figures 1-11 As shown, the drive system may also include a third coupling 9, which is disposed between the first rotor shaft of the first motor 1 and the second rotor shaft of the second motor 2, for controlling the power supply between the first rotor shaft and the second rotor shaft.

[0065] In this embodiment, the third coupling 9 is used to control the power supply between the first rotor shaft of the first motor 1 and the second rotor shaft of the second motor 2. For example, the third coupling 9 can be a clutch or similar device. When the third coupling 9 is in the open state, the first rotor shaft and the second rotor shaft are disconnected, and power transmission is impossible. When the third coupling 9 is in the engaged state, the first rotor shaft and the second rotor shaft are engaged to form a transmission connection.

[0066] Therefore, based on the above structural design, the transmission connection between the first rotor shaft and the second rotor shaft can be controlled by engaging or disengaging the third coupling 9. This allows for changes in the output torque of either the first or second rotor shaft, making it suitable for drive conditions requiring high torque output. In conditions requiring extremely high torque output, such as when one wheel of the vehicle loses traction, engaging the third coupling 9 causes the power outputs of the first motor 1 and the second motor 2 to be superimposed and jointly output to the first output shaft 13 and the second transmission shaft 4, enabling the vehicle to better extricate itself from difficult situations.

[0067] In one or more embodiments, refer to Figures 1-11 As shown, the drive system also includes a fourth coupling member 10, which is disposed between the second transmission assembly 8 and the second transmission shaft 4, and is used to control the power supply between the second transmission assembly 8 and the second transmission shaft 4.

[0068] In this embodiment, the fourth coupling member 10 is located between the second transmission assembly 8 and the second transmission shaft 4. The fourth coupling member 10 can be a bidirectional clutch or similar device. When the fourth coupling member 10 is in the open state, the second transmission assembly 8 is disconnected from the second transmission shaft. When the fourth coupling member 10 is in the engaged state, the second transmission assembly 8 is connected to the second transmission shaft 4.

[0069] Based on the above structural design, the connection or disconnection of the fourth coupling 10 can control the power supply between the second motor 2 and the second drive shaft 4. For example, when the second motor 2 needs to generate electricity or participate in driving, the fourth coupling 10 can be engaged, at which point the second motor 2 and the second drive shaft 4 are connected. As another example, when the second motor 2 is not needed to work or participate in driving, the fourth coupling 10 can be disconnected, preventing power from the second drive shaft 4 from being transmitted to the second motor 2 and causing reverse drag. This avoids dragging losses and improves the overall driving efficiency of the drive system.

[0070] In one or more embodiments, refer to Figures 1-11As shown, the second transmission assembly 8 may include an inner sun gear 81, at least two first planet gears 82, at least two second planet gears 83, an internal gear ring 84, and an inner planet carrier 85. The inner sun gear 81 is drive-connected to the second rotor shaft of the second motor 2. At least two first planet gears 82 mesh with the inner sun gear 81. At least two second planet gears 83 are drive-connected to the first planet gears 82. The internal gear ring 84 meshes with the second planet gears 83 and is fixedly connected to a stationary component. The inner planet carrier 85 is connected to the second transmission shaft 4 via a fourth coupling 10, and the first planet gears 82 and second planet gears 83 are coaxially mounted on the inner planet carrier 85.

[0071] In this embodiment, the inner sun gear 81 is drive-connected to the second rotor shaft of the second motor 2. When the second motor 2 is working, the inner sun gear 81 rotates synchronously with the second rotor shaft of the second motor 2. The number of second planetary gears 83 can be consistent with the number of first planetary gears 82. Correspondingly, the first planetary gears 82 and the second planetary gears 83 are connected through an inner planet carrier 85, so that when the first planetary gears 82 rotate, the inner planet carrier 85 drives the second planetary gears 83 to rotate. The internal gear ring 84 is located outside the second planetary gears 83 and meshes with them. The internal gear ring 84 is fixedly connected to a stationary component. The stationary component refers to a component that remains stationary in the drive system (such as the housing of the second motor 2) or a stationary component belonging to the vehicle. Therefore, under the positional limitation of the stationary component, the internal gear ring 84 cannot rotate. Thus, the internal gear ring 84 does not provide power output to the second transmission assembly 8.

[0072] Since the internal gear ring 84 is fixed, the rotation of the first planetary gear 82 and the second planetary gear 83 drives the internal planetary carrier 85 to rotate. The internal planetary carrier 85 is connected to the second drive shaft 4 via a fourth coupling 10. In some embodiments, the second transmission assembly 8 can be a double internal meshing planetary gear set (also known as an NW type planetary gear set).

[0073] Based on the above structural design, the second transmission component 8 can be used to adjust different speeds, thereby further reducing the overall size and weight of the drive system, while simplifying the structure of the second transmission component 8 and reducing the assembly space.

[0074] In one or more embodiments, the diameter of the first planetary gear 82 is smaller than the diameter of the second planetary gear 83.

[0075] In this embodiment, when the rotational power is input from the smaller diameter first planetary gear 82 and drives the larger diameter second planetary gear 83, the transmission ratio increases, thereby achieving the effect of deceleration and torque increase.

[0076] In one or more embodiments, refer to Figures 1-11As shown, the drive system may also include an engine 11 and a fifth coupling 12, which is disposed between the second transmission assembly 8 and the engine 11 to control the power supply between the engine 11 and the second transmission assembly 8.

[0077] In this embodiment, the fifth coupling 12 is disposed between the second transmission assembly 8 and the engine 11. That is, the engine 11, the fifth coupling 12, and the second motor 2 can form a power generation system, enabling the drive system to add a range-extending mode. When the fifth coupling 12 is engaged, the engine 11 and the second transmission assembly 8 are engaged, forming a transmission connection. When the engine 11 is operating, the rotational power output by the engine 11 is transmitted to the second transmission assembly 8, and power is output through the inner sun gear 81 in the second transmission assembly 8, thereby driving the second rotor shaft of the second motor 2 to rotate and generate electricity. When the fifth coupling 12 is disengaged, the engine 11 and the second transmission assembly 8 are separated, disconnecting the transmission connection.

[0078] In one or more embodiments, the second transmission assembly 8 further includes a planetary carrier ring gear, wherein the planetary carrier ring gear is disposed on the radial outer side of the inner planetary carrier 85. When the fifth coupling member 12 is in the engaged state, the engine 11 drives the planetary carrier ring gear to rotate and drives the inner sun gear 81 to rotate.

[0079] In summary, based on the above structural design, the drive system can be equipped with a range-extending mode, which can be used for energy replenishment without the need for an additional generator. This reduces the overall weight and size of the drive system and significantly lowers its production cost.

[0080] Based on the above structure, the driving system of this application embodiment can form working modes according to different combinations of actions of the connecting parts, as shown in Table 1 below:

[0081] Table 1. Mapping Table Between Action Combinations and Operating Modes of Different Connecting Components in the Drive System

[0082]

[0083] As shown in Table 1 above, when the first coupling 5, the second coupling 7, the third coupling 9, the fourth coupling 10, and the fifth coupling 12 are all in the open state, and when the first motor 1, the second motor 2, and the engine 11 are not working, the drive system operates in coasting mode. Figure 1 and Figure 2 As shown, when the first output shaft 13 and the second transmission shaft 4 rotate with the external load, the first motor 1 and the second motor 2 do not generate back electromotive force and do not generate energy loss.

[0084] Reference Figure 3 As shown, when the first coupling 5 is engaged and all other couplings are disengaged, and the first motor 1 is driving while the second motor 2 and engine 11 are not operating, the drive system operates in single-motor output mode. The first motor 1 drives the inner planetary gear set 61 to rotate the first drive shaft 3, and simultaneously drives the second drive shaft 4 to rotate for power output. The inner planetary gear set 61 also drives the outer planetary gear set 62 for power transmission, which is then output through the first output shaft 13, which is connected to the outer planetary gear set 62. The inner planetary gear set 61 acts as a differential, allowing the power of the first motor 1 to be output through both the first drive shaft 3 (connected to the inner planetary gear set 61) and the first output shaft 13 (connected to the outer planetary gear set 62), thus achieving single-motor drive of both the first output shaft 13 and the second drive shaft 4. Under low power demand, operating the drive system in single-motor output mode reduces power loss in the drive system.

[0085] Reference Figure 4 As shown, when the second coupling 7 and the fourth coupling 10 are engaged, all other couplings are disengaged, and both the first motor 1 and the second motor 2 are driven, and the engine 11 is not operating, the drive system operates in a dual-motor distributed drive mode. In this mode, the power of the first motor 1 is transmitted to the first drive shaft 3 and the first output shaft 13 through the first transmission assembly 6, and the power is output through the first output shaft 13. The second motor 2 drives the second transmission assembly 8 to drive the second drive shaft 4 to output power. Thus, the power output of the first output shaft 13 and the second drive shaft 4 can be achieved by driving the two motors separately.

[0086] Reference Figure 5 As shown, when the first coupling 5 and the third coupling 9 are engaged, all other couplings are disengaged, and the first motor 1 and the second motor 2 are driving while the engine 11 is not operating, the drive system operates in a dual-motor centralized drive mode. In this mode, the first rotor shaft of the first motor 1 and the second rotor shaft of the second motor 2 are coupled together to form a transmission connection, thereby enabling the two motors to drive the inner planetary gear set 61 for power transmission. The inner planetary gear set 61 drives the outer planetary gear set 62 to output power through the first output shaft 13. Simultaneously, the inner planetary gear set 61 drives the second transmission shaft 4 for power output. Therefore, by using a dual-motor combination to drive the inner planetary gear set 61 on one side, a larger torque output can be provided, and the power output does not need to pass through the second transmission assembly 8, thus reducing transmission losses.

[0087] Reference Figure 6As shown, when the first coupling 5 and the fifth coupling 12 are in the disconnected state, and all other couplings are in the engaged state, and both the first motor 1 and the second motor 2 are driven, and the engine 11 is not working, the drive system operates in the dual-motor differential lock first output mode. In this mode, the first rotor shaft of the first motor 1 and the second rotor shaft of the second motor 2 are coupled together to form a transmission connection. The power of the dual motors is transmitted to the first drive shaft 3 and the first output shaft 13 through the first transmission assembly 6, and is output through the first output shaft 13. Furthermore, the dual motors drive the second transmission assembly 8, and output power through the second drive shaft 4, which is connected to the second transmission assembly 8. By combining the first rotor shaft and the second rotor shaft and outputting power simultaneously, the torque output by the drive system through the first output shaft 13 and the torque output by the second drive shaft 4 can be greatly increased, making it applicable to drive conditions requiring ultra-high torque output.

[0088] Reference Figure 7 As shown, when the fifth coupling 12 is in the disengaged state, all other couplings are in the engaged state, and both the first motor 1 and the second motor 2 are driven, and the engine 11 is not operating, the drive system operates in the dual-motor differential lock second output mode. In this mode, the power of the dual motors is transmitted to the first drive shaft 3 and the first output shaft 13 through the first transmission assembly 6, and power is output through the first output shaft 13. Simultaneously, the first drive shaft 3 drives the second drive shaft 4 to rotate. Furthermore, the dual motors drive the second transmission assembly 8, and power is output through the second drive shaft 4, which is connected to the second transmission assembly 8.

[0089] Reference Figure 8 As shown, when the fourth coupling 10 and the fifth coupling 12 are in the disconnected state, and all other couplings are in the engaged state, and both the first motor 1 and the second motor 2 are driven, and the engine 11 is not working, the drive system operates in the dual-motor differential lock third output mode. In this mode, the power of the dual motors is transmitted to the first drive shaft 3 and the first output shaft 13 through the first transmission assembly 6, and power is output through the first output shaft 13. At the same time, the first drive shaft 3 drives the second drive shaft 4 to rotate, and power is output through the second drive shaft 4. In this embodiment, the application scenarios of the dual-motor differential lock second output mode and the dual-motor differential lock third output mode can be the same as those of the dual-motor differential lock first output mode, both applicable to drive conditions with high torque output. For example, when one wheel of the vehicle loses traction, the engagement of the third coupling allows the power output of the first motor 1 and the second motor 2 to be superimposed and jointly output to the first output shaft 13 and the second drive shaft 4, enabling the vehicle to get out of trouble more effectively.

[0090] Reference Figure 9As shown, when the first coupling 5 and the fifth coupling 12 are engaged, and all other couplings are disengaged, and the first motor 1 is driving, the second motor 2 is generating electricity, and the engine 11 is driving, the drive system operates in a single-motor centralized output range-extending mode. In this mode, the first motor 1 drives the first output shaft 13 and the second transmission shaft 4 to output power. The second motor 2 is connected to the engine 11 via the second transmission assembly 8. The engine 11 drives the second rotor shaft of the second motor 2 to rotate and generate electricity. Thus, when the battery power of the drive system is low, the engine 11 can replenish the energy.

[0091] Reference Figure 10 As shown, when the first coupling 5 and the second coupling 7 are engaged, and all other couplings are disengaged, and when the first motor 1 is driving, the second motor 2 is not operating, and the engine 11 is not operating, the drive system operates in a single-motor differential lock output mode. In this mode, the first output shaft 13, the first transmission shaft 3, and the second transmission shaft 4 are locked together, and the power of the first motor 1 is output to the driven components on both sides through the first output shaft 13, the first transmission shaft 3, and the second transmission shaft 4.

[0092] Reference Figure 11 As shown, when the second coupling 7 and the fourth coupling 10 are disconnected, and the other couplings are engaged, and the first motor 1, the second motor 2, and the engine 11 are all driven, the drive system operates in a three-power-source output mode. In this mode, the engine 11, the first motor 1, and the second motor 2 work together to drive the inner planetary gear set 61 to rotate, which in turn drives the second drive shaft 4 for power output. Simultaneously, the inner planetary gear set 61 drives the outer planetary gear set 62, which in turn outputs power through the first output shaft 13, which is connected to the outer planetary gear set. This achieves simultaneous output from the three power sources in the drive system. The three-power-source output mode of the drive system can quickly increase the acceleration rate of the external drive load, making it suitable for rapid acceleration driving conditions, such as launch control applications.

[0093] In summary, the drive system achieves switching between different operating modes by combining the engagement and disengagement states of multiple components, thereby enriching the power output modes of the drive system and expanding the adaptability of the drive system's power output under different driving conditions.

[0094] Example 2

[0095] The first transmission assembly 6 may further include an inner planetary gear set 61, an outer planetary gear set 62 distributed radially outward from the inner planetary gear set 61, and a connecting planetary gear set distributed radially outward from the outer planetary gear set 62. Thus, by superimposing multiple planetary gear sets radially along the first transmission shaft 3, power output to the first output shaft 13 with different transmission ratios can be achieved.

[0096] This application also provides a vehicle, which may include a first wheel 14, a second wheel 15 and a drive system of any of the above-mentioned application embodiments, wherein the first wheel 14 is connected to a first output shaft 13 and the second wheel 15 is connected to a second drive shaft 4.

[0097] In this embodiment, the vehicle may include a first wheel 14 and a second wheel 15, wherein the first wheel 14 and the second wheel 15 may be the front wheels or the rear wheels of the vehicle; in other words, the vehicle may be front-wheel drive, rear-wheel drive, or four-wheel drive, without further limitation. In a vehicle having a drive system according to any of the above embodiments, the first wheel 14 may be connected to the first output shaft 13, and the second wheel 15 may be connected to the second drive shaft 4. By using a first coupling 5 between the first drive shaft 3 and the second drive shaft 4, a transmission connection can be formed between the first drive shaft 3 and the second drive shaft 4, enabling power output to both the first output shaft 13 and the second drive shaft 4 simultaneously through a single motor under low power demand conditions, reducing additional efficiency losses in the drive system. Furthermore, by coaxially distributing the first motor 1 and the second motor 2, and by arranging the inner planetary gear set 61 and the outer planetary gear set 62 in the first transmission assembly 6 as radially superimposed, this application fully utilizes the high space utilization of the gear sets in the planetary gear set, making the drive system structure more compact and reducing the overall volume and overall envelope size.

[0098] Terminology Explanation

[0099] In this application, the first transmission assembly 6 may include at least two radially stacked planetary gear sets.

[0100] In this application, "multiple" refers to two or more.

[0101] In this application, unless otherwise expressly defined, 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.

[0102] The terms “first,” “second,” “third,” “fourth,” etc., in this application (if present) are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence.

[0103] In this application, the term "and / or" is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, or B existing alone. Additionally, in this application, the character " / " generally indicates that the preceding and following related objects have an "or" relationship.

[0104] Unless otherwise specified, all steps in this application may be performed sequentially or randomly. For example, if a method includes steps A and B, it means that the method may include steps A and B performed sequentially, or it may include steps B and A performed sequentially. For example, if a method may also include step C, it means that step C may be added to the method in any order. For example, the method may include steps A, B, and C, or it may include steps A, C, and B, or it may include steps C, A, and B, etc.

[0105] The above are merely preferred embodiments of this application and are not intended to limit this application. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A drive system, characterized in that, The drive system includes: A first motor and a second motor, wherein the first motor and the second motor are coaxially distributed; A first drive shaft, and the first motor is sleeved on the first drive shaft; The second drive shaft, and the second motor is sleeved on the second drive shaft; A first coupling member is disposed between the first drive shaft and the second drive shaft to control the power supply between the first drive shaft and the second drive shaft; The first transmission assembly includes an inner planetary gear set and an outer planetary gear set disposed radially outside the inner planetary gear set. The inner planetary gear set is respectively connected to the first motor, the first drive shaft and the outer planetary gear set. The first output shaft is connected to the external planetary gear transmission. The second coupling is disposed between the first drive shaft and the first output shaft to control the power supply between the first drive shaft and the first output shaft. The second transmission assembly is connected between the second motor and the second transmission shaft.

2. The drive system according to claim 1, characterized in that, The inline planetary array includes: An internal sun gear is connected to the first rotor shaft of the first motor via a transmission connection. At least two inline planetary gears, and at least two of the inline planetary gears respectively mesh with the inline sun gear; An inner gear ring meshes with the outer side of the inner planetary gear and is connected to the outer planetary gear set via a transmission. An inner planetary carrier is connected to the first drive shaft, and the inner planetary gears are mounted on the inner planetary carrier.

3. The drive system according to claim 2, characterized in that, The external planetary array includes: An external sun gear is connected to the internal gear ring via a transmission. At least two external planetary gears, and at least two of the external planetary gears respectively mesh with the external sun gear; An external planetary carrier is fixedly connected to a stationary component, and the external planetary gears are mounted on the external planetary carrier. An external gear ring meshes with the outer side of the external planetary gear and is connected to the first output shaft for transmission.

4. The drive system according to claim 3, characterized in that, The inner gear ring and the outer sun gear are integrally formed.

5. The drive system according to claim 1, characterized in that, The drive system further includes a third coupling component, which is disposed between the first rotor shaft of the first motor and the second rotor shaft of the second motor, for controlling the power supply between the first rotor shaft and the second rotor shaft.

6. The drive system according to claim 1, characterized in that, The drive system further includes a fourth coupling member disposed between the second transmission assembly and the second transmission shaft, for controlling the power supply between the second transmission assembly and the second transmission shaft.

7. The drive system according to claim 6, characterized in that, The second transmission assembly includes: An inner sun gear, wherein the inner sun gear is drive-connected to the second rotor shaft of the second motor; At least two first planetary gears, each of which meshes with the inner sun gear; At least two second planetary gears are connected to the first planetary gear transmission; An internal gear ring meshes with the second planetary gear, and the internal gear ring is fixedly connected to a stationary component; An inner planetary carrier is connected to the second drive shaft via the fourth coupling, and the first planetary gear and the second planetary gear are coaxially mounted on the inner planetary carrier.

8. The drive system according to claim 7, characterized in that, The diameter of the first planetary gear is smaller than the diameter of the second planetary gear.

9. The drive system according to claim 1, characterized in that, The drive system also includes: engine; A fifth coupling component is disposed between the second transmission assembly and the engine to control the power supply between the engine and the second transmission assembly.

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

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