Power drive system and vehicle

Abstract

The application discloses a power driving system and a vehicle. The power driving system comprises a first driving component, a second driving component and a differential. The output end of the differential is respectively provided with a first driving half shaft and a second driving half shaft. The output end of the first driving component is provided with a first transmission assembly and a second transmission assembly. The output end of the second transmission assembly is in transmission connection with the shell of the differential. The output end of the second driving component is provided with a third transmission assembly and a fourth transmission assembly. The input end of the third transmission assembly is in transmission connection with the output end of the second driving component. The output end of the fourth transmission assembly is used for being in transmission connection with a second wheel. The power driving system further comprises a first combination mechanism and a second combination mechanism. Both the combination mechanisms can be switched between a combined state and a disconnected state. The power driving system can adjust a power transmission path and the torque distribution of a first wheel and a second wheel, realize multiple driving modes and be suitable for more use scenarios.

Description

Technical Field

[0001] This utility model relates to the field of vehicle drive technology, and in particular to a power drive system that can be used in vehicles. Background Technology

[0002] The new energy electric vehicle market is developing rapidly. Common new energy electric vehicles are generally driven by electric motors, or by a combination of motors and engines. Motors and engines are crucial components of electric vehicles, playing a role in energy conversion and vehicle propulsion. Taking pure electric vehicles as an example, most currently available pure electric vehicles use a single-motor centralized drive structure, meaning the vehicle is driven by a single motor on a single drive shaft. However, with the increasing application scenarios for pure electric vehicles and consumers' growing demands for longer pure electric driving range, single-motor centralized drive can no longer meet the needs of all scenarios. The power output from the motor is distributed to a pair of wheels via a differential, or the motor's output directly drives the wheels. The power transmission system simply uses the motor to drive the wheels and cannot adjust the power transmission path. Furthermore, it cannot achieve the desired power transmission under special conditions, such as single-sided obstacle removal or high-power driving with different power transmission requirements. Additionally, the low efficiency of the motor leads to a reduction in the overall pure electric range of the vehicle.

[0003] Therefore, the electric motor drive method in existing new energy vehicles cannot adjust the power transmission path and cannot meet the usage needs in different scenarios. Utility Model Content

[0004] The purpose of this application is to solve the problem that the single-motor drive mode in existing new energy vehicles cannot adjust the power transmission path and cannot meet the usage needs in different scenarios.

[0005] To address the aforementioned technical problems, this application discloses a power drive system, including a first drive component and a second drive component. The output end of the first drive component is provided with a first transmission assembly and a second transmission assembly connected in sequence. The output end of the second transmission assembly is connected to the housing of a differential, and a first drive half-shaft is used for transmission connection with a first wheel. The output end of the second drive component is provided with a third transmission assembly and a fourth transmission assembly connected in sequence. The input end of the third transmission assembly is connected to the output end of the second drive component, and the output end of the fourth transmission assembly is used for transmission connection with a second wheel. The system also includes a differential, with the output end of the differential respectively provided with a first drive half-shaft and a second drive half-shaft.

[0006] Furthermore, the power drive system also includes a first coupling mechanism and a second coupling mechanism.

[0007] The first engagement mechanism is located between the output end of the third transmission component and the input end of the fourth transmission component, and can switch between an engaged state and a disengaged state. When the first engagement mechanism is engaged, the output end of the third transmission component and the input end of the fourth transmission component are connected by the first engagement mechanism, so that power can be transmitted between the third and fourth transmission components; when the first engagement mechanism is disengaged, the power transmission path between the third and fourth transmission components is cut off.

[0008] The second engagement mechanism is located between the second drive half-shaft, the differential housing, and the second wheel, and can switch between a first engaged state, a second engaged state, and a disengaged state. When the second engagement mechanism is in the first engaged state, the second drive half-shaft and the second wheel are connected via the second engagement mechanism, allowing power to be transmitted between them, and the power transmission path between the second drive half-shaft and the differential housing is cut off. When the second engagement mechanism is in the second engaged state, the second drive half-shaft and the differential housing are connected via the second engagement mechanism, allowing power to be transmitted between them, and the power transmission path between the second drive half-shaft and the second wheel is cut off. When the second engagement mechanism is in the disengaged state, the power transmission paths between the second drive half-shaft and both the second wheel and the differential housing are cut off.

[0009] Using the above technical solution, the power transmission system disclosed in this application includes two drive components. The output ends of the two drive components are respectively equipped with transmission components, which transmit power to the wheels. Furthermore, the power transmission system also includes a first coupling mechanism and a second coupling mechanism. These mechanisms, in conjunction with the two drive components and the transmission components, enable multiple driving modes, covering more application scenarios and improving the energy utilization rate and driving efficiency of the motor.

[0010] Specifically, the first engagement mechanism can switch between engaged and disengaged states, while the second engagement mechanism, due to its specific location, can switch between the first engaged state, the second engaged state, and the disengaged state, thereby enabling the transmission or disconnection of power. This allows for adjustment of the power transmission path under different operating conditions, further improving the motor's drive efficiency, reducing energy loss, and increasing overall vehicle energy consumption. For example, the first and second engagement mechanisms can work together to achieve different drive modes, such as single-sided wheel traction or high-power drive through power coupling of the two drive components.

[0011] The embodiments of this application also disclose a power drive system, wherein the first coupling mechanism includes a first driving member and a first driven member, the first driving member being drivenly connected to the output end of the third transmission component, and the first driven member being drivenly connected to the input end of the fourth transmission component.

[0012] When the first engagement mechanism is engaged, the first driving member and the first driven member are connected in a driving connection, so that the output end of the third transmission assembly is connected in a driving connection with the input end of the fourth transmission assembly; when the first engagement mechanism is disengaged, the first driving member and the first driven member are separated, so that the power transmission path between the third transmission assembly and the fourth transmission assembly is cut off.

[0013] The second engagement mechanism includes a second driving member, a second wheel driven member, and a second housing driven member. The second driving member is connected to the second drive half-shaft via a transmission, the second wheel driven member is connected to the second wheel via a transmission, and the second housing driven member is connected to the differential housing via a transmission.

[0014] When the second engagement mechanism is in the first engagement state, the second driving member is connected to the second wheel driven member to drive the second drive half shaft to drive the second wheel, and the second driving member is separated from the second housing driven member to cut off the power transmission path between the second drive half shaft and the differential housing.

[0015] When the second engagement mechanism is in the second engagement state, the second driving member is connected to the second housing driven member to drive the second drive half shaft to the differential housing, and the second driving member is separated from the second wheel driven member to cut off the power transmission path between the second drive half shaft and the second wheel.

[0016] When the second engagement mechanism is in the disengaged state, the second driving member separates from the second wheel driven member and the second housing driven member respectively, so that the power transmission path between the second drive half shaft and the housing of the second wheel and the differential is cut off.

[0017] Using the above technical solution, the first coupling mechanism includes a first driving member and a first driven member. The first driving member can engage or disengage relative to the first driven member to transmit power or cut off power transmission. The second coupling mechanism includes a second driving member, a second wheel driven member, and a second shell driven member. Similarly, the second driving member can engage or disengage relative to the second wheel driven member or the second shell driven member to transmit power or cut off power transmission.

[0018] The embodiments of this application also disclose a power drive system, wherein the first transmission component includes a first transmission shaft that is transmittedly connected to the output end of the first drive component, and further includes a first driving gear fixedly disposed on the first transmission shaft, and a first driven gear that meshes with the first driving gear.

[0019] The second transmission assembly includes a second transmission shaft spaced apart from and parallel to the first transmission shaft, a second drive gear fixedly mounted on the second transmission shaft, and a second driven gear meshing with the second drive gear. The first driven gear is located at one end of the second transmission shaft near the first drive gear and can be connected to the second transmission shaft for transmission. The second driven gear is fixedly mounted on one side of the differential housing.

[0020] The third transmission assembly includes a third transmission shaft that is connected to the output end of the second drive component, and also includes a third drive gear fixedly mounted on the third transmission shaft, a fourth transmission shaft spaced apart from and parallel to the third transmission shaft, and a third driven gear fixedly mounted on the fourth transmission shaft and meshing with the third drive gear.

[0021] The fourth transmission assembly includes a fourth drive gear rotatably mounted on a fourth drive shaft and a fourth driven gear meshing with the fourth drive gear. The fourth driven gear is fixedly mounted on the axle of the second wheel.

[0022] The first engagement mechanism is located between the third drive shaft and the fourth drive gear, and the second engagement mechanism is located between the second drive half shaft, the differential housing, and the axle of the second wheel.

[0023] The above technical solution includes a drive shaft and a gear set on the drive shaft. The transmission of power through the drive shaft and gear set has the advantages of high power transmission efficiency, high reliability of the transmission system and compact layout space.

[0024] The embodiments of this application also disclose a power drive system, wherein a first driving member is connected to a fourth transmission shaft and can slide relative to the fourth transmission shaft along the axial direction of the fourth transmission shaft, and a first driven member is fixedly disposed on the side of the fourth driving gear close to the first driving member.

[0025] When the first driving member slides relative to the fourth drive shaft to the position where it engages with the first driven member, the first driving member and the first driven member are connected in a transmission manner, so that the power of the fourth drive shaft can be transmitted to the fourth driving gear in sequence through the first driving member and the first driven member; when the first driving member slides relative to the fourth drive shaft to the position where it separates from the first driven member, the power transmission path between the fourth drive shaft and the fourth driving gear is cut off, and the fourth drive shaft and the fourth driving gear can rotate relative to each other.

[0026] The second driving member is connected to the second drive half shaft and can slide relative to the second drive half shaft along the axial direction of the second drive half shaft. The second wheel driven member is fixedly installed at one end of the shaft of the second wheel, and the second housing driven member is fixedly installed in the housing of the differential.

[0027] When the second driving member slides relative to the second drive half-shaft to the position where it engages with the second wheel driven member, the second driving member and the second wheel driven member are connected in a transmission manner, so that the power of the second drive half-shaft can be transmitted to the axle of the second wheel in sequence through the second driving member and the second wheel driven member; when the second driving member slides relative to the second drive half-shaft to the position where it separates from the second wheel driven member, the power transmission path between the second drive half-shaft and the axle of the second wheel is cut off.

[0028] When the second driving member slides relative to the second drive half-shaft to the position where it engages with the second housing driven member, the second driving member and the second housing driven member are connected in a transmission manner, so that the power of the second drive half-shaft can be transmitted to the differential housing in sequence through the second driving member and the second housing driven member; when the second driving member slides relative to the second drive half-shaft to the position where it separates from the second housing driven member, the power transmission path between the second drive half-shaft and the differential housing is cut off.

[0029] This application also discloses a power drive system in which a clutch is provided between a second transmission component and a third transmission component. The clutch can switch between an engaged state and a disengaged state. When the clutch is engaged, the second and third transmission components are connected, so that the power of the second and third transmission components is transmitted to the differential housing together. When the clutch is disengaged, the power transmission path between the second and third transmission components is broken.

[0030] Using the above technical solution, a clutch is provided between the second transmission component and the third transmission component, which can switch between engaged and disengaged states. When the clutch is engaged, the second transmission component and the third transmission component are connected, which can couple the power of the first drive component and the second drive component and output it to the differential, and then distribute the output to the wheels. By setting the clutch, the power of the two drive components can be coupled, thereby meeting the driving conditions where the vehicle has a large power demand, and further realizing multiple driving modes to improve the maximum power output of the vehicle. For example, when the power of the first drive component and the second drive component is coupled and output to a wheel, a single wheel can get out of trouble.

[0031] The embodiments of this application also disclose a power drive system in which the second drive shaft of the second transmission assembly and the fourth drive shaft of the third transmission assembly are arranged coaxially. Furthermore, the clutch includes a first clutch component and a second clutch component, which are respectively disposed at the ends of the second and fourth drive shafts that are close to each other.

[0032] When the clutch is engaged, the first clutch component and the second clutch component engage, so that the second drive shaft of the second transmission assembly is connected to the fourth drive shaft of the third transmission assembly, and the power of the second drive shaft and the fourth drive shaft is transmitted to the differential housing.

[0033] When the clutch is disengaged, the first clutch component and the second clutch component separate, thereby cutting off the power transmission path between the second drive shaft of the second transmission assembly and the fourth drive shaft of the third transmission assembly.

[0034] The embodiments of this application also disclose a power drive system, wherein a fifth transmission component is provided at the output end of the first drive component, and the input end of the fifth transmission component is connected to the output end of the first drive component in a transmission connection.

[0035] The power drive system also includes a third engagement mechanism, which is located between the output end of the fifth transmission component, the output end of the first transmission component, and the input end of the second transmission component. The third engagement mechanism can switch between a first engagement state and a second engagement state.

[0036] When the third coupling mechanism is in the first coupling state, the output end of the fifth transmission component and the input end of the second transmission component are connected in a transmission connection, so that power can be transmitted between the fifth transmission component and the second transmission component, and the power transmission path between the first transmission component and the second transmission component is cut off.

[0037] When the third coupling mechanism is in the second coupling state, the output end of the first transmission component and the input end of the second transmission component are connected to each other so that power can be transmitted between the first transmission component and the second transmission component, and the power transmission path between the fifth transmission component and the second transmission component is cut off.

[0038] Using the above technical solution, a fifth transmission component is also provided at the output end of the first drive component, and a third coupling mechanism is provided between the output end of the fifth transmission component, the output end of the first transmission component, and the input end of the second transmission component. When the third coupling mechanism can switch between the first coupling state and the second coupling state, the output end of the fifth transmission component and the input end of the second transmission component are connected in a transmission manner, or the output end of the first transmission component and the input end of the second transmission component are connected in a transmission manner. The fifth transmission component and the first transmission component can realize power transmission at different gears, thereby giving the power drive system an additional gear for power transmission and selection.

[0039] The embodiments of this application also disclose a power drive system, wherein the fifth transmission component includes a meshing fifth driving gear and a fifth driven gear, the fifth driving gear being fixedly disposed on the first transmission shaft of the first transmission component and located between the first driving component and the first driving gear of the first transmission component.

[0040] The fifth driven gear is rotatably mounted on the second transmission shaft of the second transmission assembly, and the first driven gear of the first transmission assembly is also rotatably mounted on the second transmission shaft.

[0041] The third engagement mechanism is located between the second drive shaft, the fifth driven gear, and the first driven gear.

[0042] When the third engagement mechanism is in the first engagement state, the fifth driven gear and the second transmission shaft are connected through the third engagement mechanism so that power can be transmitted between the fifth driven gear and the second transmission shaft, and the power transmission path between the first driven gear and the second transmission shaft is cut off.

[0043] When the third engagement mechanism is in the second engagement state, the first driven gear and the second transmission shaft are connected by the third engagement mechanism so that power can be transmitted between the first driven gear and the second transmission shaft, and the power transmission path between the fifth driven gear and the second transmission shaft is cut off.

[0044] The embodiments of this application also disclose a power drive system, wherein the third coupling mechanism includes a third driving member, a third driven member and a fourth driven member. The third driving member is drivenly connected to the second transmission shaft and can slide relative to the second transmission shaft along the axial direction of the second transmission shaft. The third driving member is located between the fifth driven gear and the first driven gear. The third driven member is drivenly connected to the fifth driven gear and the fourth driven member is drivenly connected to the first driven gear.

[0045] When the third driving member slides relative to the second drive shaft to the position where it engages with the third driven member, the third driving member and the third driven member are connected in a transmission manner, so that the power of the first driving component is transmitted from the fifth driven gear to the second drive shaft in sequence through the third driven member and the third driving member; when the third driving member slides relative to the second drive shaft to the position where it separates from the third driven member, the power transmission path between the fifth driven gear and the second drive shaft is cut off.

[0046] When the third driving member slides relative to the second drive shaft to the position where it engages with the fourth driven member, the third driving member and the fourth driven member are connected in a transmission manner, so that the power of the first driving component is transmitted from the first driven gear through the fourth driven member and the third driving member to the second drive shaft in sequence; when the third driving member slides relative to the second drive shaft to the position where it separates from the fourth driven member, the power transmission path between the first driven gear and the second drive shaft is cut off.

[0047] By adopting the above technical solution, the third driving member can achieve the transmission connection between the output end of the fifth transmission component and the input end of the second transmission component, or the transmission connection between the output end of the first transmission component and the input end of the second transmission component, when switching between being engaged and disengaged with the third or fourth driven member. Its structure is simple and its spatial arrangement is more compact.

[0048] The embodiments of this application also disclose a vehicle including the power drive system of any of the above embodiments.

[0049] In summary, this application discloses a power drive system and a vehicle. The power drive system, through the cooperation of a transmission assembly and a first and second engagement mechanism, can achieve multiple driving modes, covering more usage scenarios and improving the energy utilization rate and driving efficiency of the motor. Furthermore, a clutch is provided between the second and third transmission assemblies, which couples the power of the first and second drive components and outputs it to the differential, then distributes the output to the wheels. By setting the clutch, the power of the two drive components can be coupled, thereby meeting the driving conditions where the vehicle has a large power demand and further realizing multiple driving modes. Moreover, a fifth transmission assembly is provided at the output end of the first drive component, and different gears of power transmission are realized through the third engagement mechanism, giving the power drive system an additional gear of power transmission and selection. Attached Figure Description

[0050] Figure 1 A schematic diagram of the power drive system provided in an embodiment of this utility model;

[0051] Figure 2 A schematic diagram of the power transmission path when the first drive component of the power drive system provided in this embodiment of the utility model is driven alone;

[0052] Figure 3 A schematic diagram of the power transmission path when the second drive component of the power drive system provided in this embodiment of the utility model is driven independently;

[0053] Figure 4 A schematic diagram of the power transmission path when the first drive component and the second drive component of the power drive system provided in the embodiment of this utility model drive two wheels respectively.

[0054] Figure 5 A schematic diagram of a power drive system with a clutch provided in an embodiment of this utility model;

[0055] Figure 6 A schematic diagram of the power transmission path when the second drive component is driven independently in a power drive system provided in an embodiment of this utility model, where a clutch is provided.

[0056] Figure 7 A schematic diagram of the power transmission path when the first drive component and the second drive component drive together in a power drive system provided in an embodiment of the present utility model, where a clutch is provided.

[0057] Figure 8 A schematic diagram of the power transmission path when the first drive component and the second drive component jointly drive the second wheel in a power drive system provided in an embodiment of this utility model, where a clutch is provided.

[0058] Figure 9 A schematic diagram of the power transmission path when the first drive component and the second drive component jointly drive the first wheel in a power drive system provided in an embodiment of the present utility model, where a clutch is provided.

[0059] Figure 10 A schematic diagram of a power drive system provided in an embodiment of the present utility model, which includes a clutch, a fifth transmission component, and a third engagement mechanism;

[0060] Figure 11 A schematic diagram of the power transmission path of the power drive system provided in this embodiment of the utility model, in which power is transmitted through the fifth transmission component.

[0061] Explanation of reference numerals in the attached figures:

[0062] Explanation of reference numerals in prior art drawings:

[0063] 100. First driving component;

[0064] 110. First transmission assembly;

[0065] 111. First drive shaft; 112. First driving gear; 113. First driven gear;

[0066] 120. Second transmission assembly;

[0067] 121. Second drive shaft; 122. Second drive gear; 123. Second driven gear;

[0068] 130. Fifth transmission component;

[0069] 131. Fifth driving gear; 132. Fifth driven gear;

[0070] 200. Second drive component;

[0071] 210. Third transmission assembly;

[0072] 211. Third drive shaft; 212. Third driving gear; 213. Third driven gear; 221. Fourth drive shaft;

[0073] 220. Fourth transmission assembly;

[0074] 222. Fourth driving gear; 223. Fourth driven gear;

[0075] 300. Differential;

[0076] 310. First drive half-shaft; 311. First wheel;

[0077] 320. Second drive half-shaft; 321. Second wheel;

[0078] 400. First connecting mechanism;

[0079] 410. First driving member; 420. First driven member;

[0080] 500. Second combining mechanism;

[0081] 510. Second driving component; 520. Second wheel driven component; 530. Second housing driven component;

[0082] 600. Clutch;

[0083] 610. First clutch assembly; 620. Second clutch assembly;

[0084] 700, Third Combined Mechanism;

[0085] 710. The third active component;

[0086] 800, power battery;

[0087] 810, First controller; 820, Second controller. Detailed Implementation

[0088] As mentioned in the background section, most electric vehicles on the market currently use a single-motor centralized structure for driving. A single motor drives the vehicle on a single drive shaft, and the output of the motor directly drives the wheels to rotate. It is not possible to adjust the power transmission path or switch between different power drive modes. The motor has low working efficiency and cannot meet the usage requirements of different scenarios.

[0089] To address this issue, this application discloses a power drive system. The power drive system, by setting two drive components in conjunction with a transmission assembly, a first engagement mechanism, and a second engagement mechanism, enables multiple drive modes, covers more application scenarios, and improves the energy utilization rate and drive efficiency of the motor.

[0090] Next, the power drive system disclosed in this application will be explained in more detail with reference to the accompanying drawings:

[0091] This embodiment discloses a power drive system; please refer to [link / reference]. Figure 1It includes a first drive component 100, a second drive component 200, and a differential 300. The output end of the differential 300 is respectively provided with a first drive half shaft 310 and a second drive half shaft 320.

[0092] It should be noted that the power drive system disclosed in this embodiment can be applied to pure electric vehicles or hybrid vehicles. Therefore, the first drive component 100 and the second drive component 200 can be configured as either a drive motor or an engine, or both can be configured as drive motors. For example, when both drive components are configured as drive motors, the first drive component 100 and the second drive component 200 can be configured as two drive motors with the same power or as two drive motors with different power. Those skilled in the art can design and use them according to actual needs, and this embodiment does not make specific limitations in this regard.

[0093] In this embodiment, we will now describe an example where both the first drive component 100 and the second drive component 200 are configured as drive motors. See also... Figure 1 It also includes a power battery 800, a first controller 810, and a second controller 820. The power battery 800 is used to provide electrical energy to the first drive component 100 and the second drive component 200. The first controller 810 is used to control the power battery 800 to provide electrical energy to the first drive component 100 and to control the operation of the first drive component 100. The second controller 820 is used to control the power battery 800 to provide electrical energy to the second drive component 200 and to control the operation of the second drive component 200.

[0094] Please see Figure 1 The output end of the first drive component 100 is provided with a first transmission assembly 110 and a second transmission assembly 120 connected in sequence. The output end of the second transmission assembly 120 is connected to the housing of the differential 300. More specifically, a second driven gear 123 provided at the output end of the second transmission assembly 120 is fixedly integrated with the housing of the differential 300. The first drive half-shaft 310 of the differential 300 is used for transmission connection with the shaft of the first wheel 311. The output end of the second drive component 200 is provided with a third transmission assembly 210 and a fourth transmission assembly 220 connected in sequence. The input end of the third transmission assembly 210 is connected to the output end of the second drive component 200. The output end of the fourth transmission assembly 220 is used for transmission connection with the second wheel 321. More specifically, the output end of the fourth transmission assembly 220 is fixedly connected to the shaft of the second wheel 321 and transmits power.

[0095] In this embodiment, the first transmission component 110, the second transmission component 120, the third transmission component 210, and the fourth transmission component 220 can all be gear transmission components or other power transmission components. When configured as a gear transmission component, the output end of the second transmission component 120 is driven by the housing of the differential 300. For example, the output gear of the second transmission component 120 can be driven by the housing of the differential 300, thereby transmitting the power of the first drive component 100 to the differential 300.

[0096] Furthermore, the power drive system also includes a first coupling mechanism 400 and a second coupling mechanism 500.

[0097] Please see Figure 1 The first engagement mechanism 400 is disposed between the output end of the third transmission component 210 and the input end of the fourth transmission component 220, and can switch between an engaged state and a disengaged state. When the first engagement mechanism 400 is in the engaged state, the output end of the third transmission component 210 and the input end of the fourth transmission component 220 are connected by the first engagement mechanism 400, so that power can be transmitted between the third transmission component 210 and the fourth transmission component 220. When the first engagement mechanism 400 is in the disengaged state, the power transmission path between the third transmission component 210 and the fourth transmission component 220 is cut off. Figure 1 The state shown is the disconnected state.

[0098] In other words, in this embodiment, the first coupling mechanism 400 can transmit power when it is in the coupled state, and the power transmission path is cut off and power cannot be transmitted when the first coupling mechanism 400 is in the disengaged state.

[0099] Please see Figure 1 The second engagement mechanism 500 is located between the housing of the second drive half-shaft 320 and the differential 300 and the axle of the second wheel 321, and can be switched between the first engagement state, the second engagement state and the disengagement state.

[0100] When the second engagement mechanism 500 is in the first engagement state, the shafts of the second drive half shaft 320 and the second wheel 321 are connected by the second engagement mechanism 500, so that power can be transmitted between the second drive half shaft 320 and the second wheel 321, and the power transmission path between the second drive half shaft 320 and the housing of the differential 300 is cut off.

[0101] When the second engagement mechanism 500 is in the second engagement state, the second drive half-shaft 320 and the housing of the differential 300 are connected via the second engagement mechanism 500, allowing power to be transmitted between the second drive half-shaft 320 and the housing of the differential 300. More specifically, when the second drive half-shaft 320 and the housing of the differential 300 are locked, the entire differential can rotate at the same speed as the first and second drive half-shafts, allowing all power to be transmitted to the first wheel 311. Furthermore, the power transmission path between the second drive half-shaft 320 and the second wheel 321 is cut off.

[0102] When the second engagement mechanism 500 is in the disengaged state, the power transmission path between the second drive half-shaft 320 and the housings of the second wheel 321 and the differential 300 is cut off. Figure 1 The second coupling mechanism 500 shown is in the disconnected state.

[0103] Similarly, in this embodiment, the second coupling mechanism 500 can transmit power when it is in the coupled state, and the power transmission path is cut off and power cannot be transmitted when the second coupling mechanism 500 is in the disengaged state. Compared with the first coupling mechanism 400, it has one more coupling state.

[0104] For example, in this embodiment, when the second engagement mechanism 500 is in the first engagement state, the second active member 510 is in Figure 1 The second wheel driven member 520 on the axle of the second wheel 321 on the right side engages. When the second engagement mechanism 500 is in the second engagement state, the second driving member 510... Figure 1 The second shell follower 530 on the left side is combined with the neutralization.

[0105] It should be noted that the first engagement mechanism 400 and the second engagement mechanism 500 in this embodiment can be any common mechanism that can achieve engagement or disengagement of power transmission, such as a synchronizer, an electromagnetic clutch, or other control devices. This embodiment does not make any specific limitations on this.

[0106] With this structural design, the power transmission system disclosed in this application includes two drive components. The output ends of the two drive components are respectively equipped with transmission components, which transmit power to the wheels. Furthermore, the power transmission system also includes a first coupling mechanism 400 and a second coupling mechanism 500. The first coupling mechanism 400 and the second coupling mechanism 500, in conjunction with the two drive components and the transmission components, can achieve multiple driving modes. For example, when driving at low speeds or on gentle slopes, only the first drive component 100 can drive both wheels to rotate, or only the second drive component 200 can drive both wheels to rotate. Alternatively, during cornering or when one wheel is suspended in the air while the other is in contact with the ground, the first drive component 100 can drive the first wheel 311 to rotate, and the second drive component 200 can drive the second wheel 321 to rotate. Specifically, the power transmission or driving mode can be switched under different operating conditions, covering more usage scenarios and improving the energy utilization rate and driving efficiency of the motor.

[0107] More specifically, the first engagement mechanism 400 can switch between an engaged state and a disengaged state, and the second engagement mechanism 500, due to its specific location, can switch between the first engagement state, the second engagement state, and the disengaged state to realize the transmission or disconnection of power. This allows for adjustment of the power transmission path under different operating conditions, further improving the driving efficiency of the motor, reducing energy loss, and improving the overall vehicle energy consumption.

[0108] Further, please see Figure 1 The first coupling mechanism 400 includes a first driving member 410 and a first driven member 420. The first driving member 410 is connected to the output end of the third transmission assembly 210, and the first driven member 420 is connected to the input end of the fourth transmission assembly 220.

[0109] It should be noted that, in this embodiment, when the first driving member 410 and the output end of the third transmission component 210 are connected, the transmission connection can be an integrated transmission connection or a separate transmission connection. An integrated transmission connection, for example, can involve fixing the first driving member 410 to the output end of the third transmission component 210 to transmit power. When using a separate transmission connection, for example, the first driving member 410 and the output end of the third transmission component 210 can be connected via a spline connection. With a spline connection, the first driving member 410 can slide axially to achieve transmission or engagement with different components. Other transmission connection methods involved in this embodiment can be designed and selected by those skilled in the art according to actual needs to meet power transmission requirements; this embodiment does not specifically limit these methods.

[0110] When the first engagement mechanism 400 is engaged, the first driving member 410 and the first driven member 420 are connected in a driving manner, so that the output end of the third transmission assembly 210 is connected in a driving manner to the input end of the fourth transmission assembly 220. When the first engagement mechanism 400 is disengaged, the first driving member 410 and the first driven member 420 are separated, so that the power transmission path between the third transmission assembly 210 and the fourth transmission assembly 220 is cut off.

[0111] Please continue reading Figure 1 The second coupling mechanism 500 includes a second driving member 510, a second wheel driven member 520, and a second housing driven member 530. The second driving member 510 is connected to the second drive half shaft 320, the second wheel driven member 520 is connected to the shaft of the second wheel 321, and the second housing driven member 530 is connected to the housing of the differential 300.

[0112] Similarly, in this embodiment, see Figure 1 The transmission connection between the second housing driven member 530 and the housing of the differential 300 can be a fixed connection or an integral connection. The end of the shaft of the second wheel driven member 520 and the second wheel 321 can also be a fixed connection or an integral connection. The transmission connection between the second driving member 510 and the second drive half shaft 320 can be a spline connection, which can transmit power and slide along the axial direction to engage or disengage with the second wheel driven member 520 or the second housing driven member 530 respectively.

[0113] Furthermore, those skilled in the art will understand that the mating end faces of the second driving member 510 and the second wheel driven member 520 or the second housing driven member 530 can be provided with mating teeth, mating splines or other structures, as long as they can transmit power. Those skilled in the art can design or adjust according to actual needs, and this embodiment does not make specific limitations in this regard.

[0114] When the second engagement mechanism 500 is in the first engagement state, the second driving member 510 is connected to the second wheel driven member 520 so that the second drive half shaft 320 is connected to the shaft of the second wheel 321. The second driving member 510 is separated from the second housing driven member 530 so that the power transmission path between the second drive half shaft 320 and the housing of the differential 300 is cut off.

[0115] When the second engagement mechanism 500 is in the second engagement state, the second driving member 510 is connected to the second housing driven member 530 so that the second drive half shaft 320 is connected to the housing of the differential 300. The second driving member 510 is separated from the second wheel driven member 520 so that the power transmission path between the second drive half shaft 320 and the second wheel 321 is cut off.

[0116] When the second engagement mechanism 500 is in the disengaged state, the second driving member 510 is separated from the second wheel driven member 520 and the second housing driven member 530, so that the power transmission path between the second drive half shaft 320 and the housing of the second wheel 321 and the differential 300 is cut off.

[0117] With this structural design, the first engagement mechanism 400 includes a first driving member 410 and a first driven member 420. The first driving member 410 can engage or disengage relative to the first driven member 420 to transmit or disconnect power. The second engagement mechanism 500 includes a second driving member 510, a second wheel driven member 520, and a second housing driven member 530. Similarly, the second driving member 510 can engage or disengage relative to the second wheel driven member 520 or the second housing driven member 530 to transmit or disconnect power.

[0118] This embodiment also discloses a power drive system; please refer to [link / reference]. Figure 1 The first transmission assembly 110 includes a first transmission shaft 111 that is connected to the output end of the first drive component 100, and also includes a first drive gear 112 fixedly disposed on the first transmission shaft 111 and a first driven gear 113 that meshes with the first drive gear 112.

[0119] The second transmission assembly 120 includes a second transmission shaft 121 spaced apart from and parallel to the first transmission shaft 111, and also includes a second drive gear 122 fixedly mounted on the second transmission shaft 121 and a second driven gear 123 meshing with the second drive gear 122. The first driven gear 113 is located at one end of the second transmission shaft 121 near the first drive gear 112, and the first driven gear 113 can be connected to the second transmission shaft 121 for transmission. The second driven gear 123 is fixedly mounted on one side of the housing of the differential 300.

[0120] The third transmission assembly 210 includes a third transmission shaft 211 that is connected to the output end of the second drive component 200, and also includes a third drive gear 212 fixedly mounted on the third transmission shaft 211, a fourth transmission shaft 221 spaced apart from and parallel to the third transmission shaft 211, and a third driven gear 213 fixedly mounted on the fourth transmission shaft 221 and meshing with the third drive gear 212.

[0121] The fourth transmission assembly 220 includes a fourth drive gear 222 rotatably mounted on a fourth transmission shaft 221 and a fourth driven gear 223 meshing with the fourth drive gear 222. The fourth driven gear 223 is fixedly mounted on the shaft of the second wheel 321.

[0122] The first engagement mechanism 400 is disposed between the third drive shaft 211 and the fourth drive gear 222, and the second engagement mechanism 500 is disposed between the housing of the second drive half shaft 320 and the differential 300 and the shaft of the second wheel 321.

[0123] It should be noted that in this embodiment, the third drive shaft 211 and the first drive shaft 111 are preferably arranged coaxially, and similarly, the fourth drive shaft 221 and the second drive shaft 121 are also arranged coaxially, which makes the structure more compact.

[0124] With this structural design, the first transmission assembly 110, the second transmission assembly 120, the third transmission assembly 210, and the fourth transmission assembly 220 all include a transmission shaft and a gear set mounted on the transmission shaft. The transmission of power through the transmission shaft and gear set has the advantages of high power transmission efficiency, high reliability of the transmission system, and compact layout space.

[0125] Furthermore, in this embodiment, the first driving member 410 is connected to the fourth transmission shaft 221 and can slide relative to the fourth transmission shaft 221 along the axial direction of the fourth transmission shaft 221. The first driven member 420 is fixedly disposed on the side of the fourth driving gear 222 close to the first driving member 410.

[0126] For example, in this embodiment, the first driving member 410 may be connected to the fourth transmission shaft 221 via a spline or bearing structure and may slide relative to the fourth transmission shaft 221. A driving component may be provided on the first driving member 410, which drives the first driving member 410 to slide along the fourth transmission shaft 221. For example, the driving component may include an electromagnetic component and a reset component. When the electromagnetic component is energized, it magnetically drives the first driving member 410 to move axially and engage with the first driven member 420. At this time, the reset component is compressed, indicating an engaged state. When the electromagnetic component is de-energized, the reset component drives the first driving member 410 to move axially to reset and disengage from the first driven member 420, indicating a disengaged state. It should be noted that those skilled in the art can also use other methods to control the axial movement of the first driving member 410, allowing the first driving member 410 to switch between engaged and disengaged states relative to the first driven member 420. This embodiment does not limit this to a single method.

[0127] Furthermore, in this embodiment, the first driven member 420 is preferably fixedly disposed on the side of the fourth driving gear 222 near the first driving member 410. For example, the first driven member 420 may be integrally formed or welded to the fourth driving gear 222. When the first driving member 410 and the first driven member 420 are combined, power is transmitted from the fourth transmission shaft 221 to the fourth driving gear 222.

[0128] Specifically, when the first driving member 410 slides relative to the fourth transmission shaft 221 to a position engaged with the first driven member 420, the first driving member 410 and the first driven member 420 are connected in a transmission manner, so that the power of the fourth transmission shaft 221 can be transmitted to the fourth driving gear 222 in sequence through the first driving member 410 and the first driven member 420. When the first driving member 410 slides relative to the fourth transmission shaft 221 to a position separated from the first driven member 420, the power transmission path between the fourth transmission shaft 221 and the fourth driving gear 222 is cut off, at which point the fourth transmission shaft 221 and the fourth driving gear 222 can rotate relative to each other.

[0129] In another possible implementation, the first driving member 410 can be configured as a first clutch plate, and the first driven member 420 can be configured as a second clutch plate. The second clutch plate can be fixedly connected to the fourth driving gear 222 or integrally formed. When the first clutch plate and the second clutch plate are engaged, the first driving member 410 and the first driven member 420 are in an engaged state. When the first clutch plate and the second clutch plate are disengaged, the first driving member 410 and the first driven member 420 are in a disengaged state, which can also realize the transmission and disconnection of power.

[0130] Please see Figure 1 The second driving member 510 is connected to the second drive half-shaft 320 for transmission, and the second driving member 510 can slide relative to the second drive half-shaft 320 along the axial direction of the second drive half-shaft 320. The second wheel driven member 520 is fixedly disposed at one end of the axle of the second wheel 321, and the second housing driven member 530 is fixedly disposed on the housing of the differential 300. In this embodiment, the setting method and driving method of the second driving member 510 can be set to be the same as those of the first driving member 410, so this embodiment will not describe it again.

[0131] When the second driving member 510 slides relative to the second drive half-shaft 320 to the position where it engages with the second wheel driven member 520, the second driving member 510 and the second wheel driven member 520 are connected in a transmission manner, so that the power of the second drive half-shaft 320 can be transmitted to the shaft of the second wheel 321 in sequence through the second driving member 510 and the second wheel driven member 520; when the second driving member 510 slides relative to the second drive half-shaft 320 to the position where it is separated from the second wheel driven member 520, the power transmission path between the second drive half-shaft 320 and the shaft of the second wheel 321 is cut off.

[0132] When the second driving member 510 slides relative to the second drive half-shaft 320 to the position where it engages with the second housing driven member 530, the second driving member 510 and the second housing driven member 530 are connected in a transmission manner, so that the power of the second drive half-shaft 320 can be transmitted to the housing of the differential 300 in sequence through the second driving member 510 and the second housing driven member 530; when the second driving member 510 slides relative to the second drive half-shaft 320 to the position where it separates from the second housing driven member 530, the power transmission path between the second drive half-shaft 320 and the housing of the differential 300 is cut off.

[0133] It should be noted that, in this embodiment, the second wheel driven member 520 is fixedly disposed on the end of the shaft of the second wheel 321 near the end of the second driving member 510, the second housing driven member 530 is preferably fixedly disposed on the end of the differential housing near the end of the second driving member 510, and the first driving member 410 is slidably disposed on the second drive half shaft 320.

[0134] With this structural design, the second driving member 510 of the second coupling mechanism 500 can slide relative to the second driving half-shaft 320 along the axial direction of the second driving half-shaft 320, thereby switching between the coupling state and the disengaged state with the first driven member 420. Similarly, the second driving member 510 of the second coupling mechanism 500 can slide along the second driving half-shaft 320, thereby switching between the coupling state and the disengaged state relative to the second wheel driven member 520 and the second housing driven member 530, respectively.

[0135] Next, examples will be given to illustrate the working state and power transmission path of the power drive system disclosed in this embodiment under different driving modes:

[0136] The power drive system disclosed in this embodiment can realize a single motor drive mode. The single motor drive mode refers to the mode in which only one drive motor drives the vehicle forward or backward. The single motor drive mode is usually used in low-load scenarios such as low speed and slow acceleration of the vehicle. The motor load is fully utilized, reducing the energy consumption of the whole vehicle.

[0137] The single-motor drive mode can be divided into the first drive component 100 driving alone and the second drive component 200 driving alone.

[0138] Please see Figure 2 Under normal circumstances, the power transmission path of the first drive component 100 when driven alone is as follows: the power battery 800 discharges, and the power is transmitted to the first drive component 100 after passing through the first controller 810. The first controller 810 controls the first drive component 100 to work and convert electrical energy into mechanical energy. The power transmission path can be found in [reference needed]. Figure 2The thick black arrow indicates that the first drive component 100 drives the first transmission shaft 111 to rotate. The power output by the first drive component 100 is sequentially transmitted from the first transmission assembly 110 to the second transmission assembly 120 and then to the differential 300. Specifically, the power of the first drive component 100 is transmitted to the first transmission shaft 111, the first transmission shaft 111 transmits the power to the first drive gear 112, the first drive gear 112 transmits the power to the first driven gear 113, the first driven gear 113 transmits the power to the second transmission shaft 121, the second transmission shaft 121 transmits the power to the second drive gear 122, the second drive gear 122 transmits the power to the second driven gear 123, the second driven gear 123 transmits the power to the differential 300, and the differential 300 distributes the power to the first wheel 311 and the second wheel 321. It should be noted that the second drive component 200 is not working at this time, and the second drive member 510 of the second engagement mechanism 500 is engaged with the second wheel driven member 520 to transmit power.

[0139] Please see Figure 3 Under normal circumstances, the power transmission path of the second drive component 200 when driven independently is as follows: the power battery 800 discharges, and the power is transmitted to the second drive component 200 through the second controller 820. The second controller 820 controls the second drive component 200 to work and convert electrical energy into mechanical energy. The power transmission path can be found in [reference needed]. Figure 3 The thick black arrow indicates that the second drive component 200 drives the third transmission shaft 211 to rotate. The power output by the second drive component 200 is sequentially transmitted from the third transmission assembly 210 to the fourth transmission assembly 220, and then to the axle of the second wheel 321. Specifically, the second drive component 200 transmits power to the third transmission shaft 211, the third transmission shaft 211 transmits power to the third drive gear 212, the third drive gear 212 transmits power to the third driven gear 213, the third driven gear 213 transmits power to the fourth transmission shaft 221, the fourth transmission shaft 221 transmits power to the fourth drive gear 222, and through the fourth drive gear 222 and the first engagement mechanism 400, it is transmitted to the fourth driven gear 223. At this time, the second drive member 510 of the second engagement mechanism 500 is engaged with the second wheel driven member 520 to transmit power, thereby driving the first wheel 311 and the second wheel 321 to rotate. It should be noted that at this time, the first drive component 100 is not working, and the first drive member 410 and the first driven member 420 of the first engagement mechanism 400 are in an engaged state.

[0140] The system can also achieve dual-motor distributed drive. Dual-motor distributed drive refers to the mode of using two drive motors to drive the vehicle forward or backward. Dual-motor drive mode is usually used in high-load scenarios such as high speed, rapid vehicle acceleration, and overtaking. These scenarios have high power requirements, and dual-motor drive mode is mainly used to improve the vehicle's power performance.

[0141] Please see Figure 4 In one of the dual-motor distributed drive modes, the power transmission path is as follows: Figure 4 As indicated by the thick black arrows, the first drive component 100 drives the first wheel 311 to rotate, the second drive component 200 drives the second wheel 321 to rotate, and the second engagement mechanism 500 is in a disengaged state. The power battery 800 discharges, and the power is transmitted to the first drive component 100 via the first controller 810. The first controller 810 controls the first drive component 100 to convert electrical energy into mechanical energy, driving the first drive shaft 111 to rotate. The power output from the first drive component 100 is sequentially transmitted from the first transmission assembly 110 to the second transmission assembly 120 and then to the differential 300, which only transmits power to the first wheel 311. The second controller 820 controls the second drive component 200 to convert electrical energy into mechanical energy, driving the third transmission shaft 211 to rotate. The power output from the second drive component 200 is sequentially transmitted from the third transmission assembly 210 to the fourth transmission assembly 220 and then to the second wheel 321.

[0142] It should be noted that the above power transmission path is only one possible way, but does not represent the only power transmission path of this power drive system.

[0143] This embodiment also discloses a power drive system; please refer to [link / reference]. Figure 5 A clutch 600 is provided between the second transmission assembly 120 and the third transmission assembly 210. The clutch 600 can switch between an engaged state and a disengaged state.

[0144] When the clutch 600 is engaged, the second transmission assembly 120 and the third transmission assembly 210 are connected, so that the power of the second transmission assembly 120 and the third transmission assembly 210 is transmitted to the housing of the differential 300. When the clutch 600 is disengaged, the power transmission path between the second transmission assembly 120 and the third transmission assembly 210 is broken.

[0145] With this structural design, a clutch 600 that can switch between engaged and disengaged states is provided between the second transmission component 120 and the third transmission component 210. When the clutch 600 is engaged, the second transmission component 120 and the third transmission component 210 are connected, which can couple the power of the first drive component 100 and the second drive component 200 and output it to the differential 300, and then distribute the output to the wheels. By setting the clutch 600, the power of the two drive components can be coupled, thereby meeting the driving conditions where the vehicle has a large power demand, and further realizing multiple driving modes to improve the maximum power output of the vehicle. For example, when the power of the first drive component 100 and the second drive component 200 is coupled and output to one wheel, a single wheel can get out of trouble.

[0146] For more details, please see Figure 5 The second drive shaft 121 of the second transmission assembly 120 and the fourth drive shaft 221 of the third transmission assembly 210 are arranged coaxially. Furthermore, the clutch 600 includes a first clutch component 610 and a second clutch component 620, which are respectively disposed at the ends of the second drive shaft 121 and the fourth drive shaft 221 that are close to each other.

[0147] When the clutch 600 is engaged, the first clutch component 610 and the second clutch component 620 engage, so that the second drive shaft 121 of the second transmission assembly 120 is connected to the fourth drive shaft 221 of the third transmission assembly 210, and the power of the second drive shaft 121 and the fourth drive shaft 221 is transmitted to the housing of the differential 300.

[0148] When the clutch 600 is in the disengaged state, the first clutch component 610 and the second clutch component 620 are separated, so that the power transmission path between the second drive shaft 121 of the second transmission assembly 120 and the fourth drive shaft 221 of the third transmission assembly 210 is cut off.

[0149] Furthermore, examples are provided to illustrate the working state and power transmission of the power drive system with clutch 600 disclosed in this embodiment under different driving modes:

[0150] A clutch 600 is provided between the second drive shaft 121 and the fourth drive shaft 221. Through the coordination of the clutch 600, the first engagement mechanism 400, the second engagement mechanism 500, and the different working states of the first drive component 100 and the second drive component 200, single-motor drive mode, dual-motor drive mode, distributed drive mode and braking energy recovery mode can be realized.

[0151] The power transmission path of the single-motor drive mode of the first drive component 100 is the same as that in the aforementioned embodiments. Figure 2The power transmission path is the same for both the second drive component 200 and the single-motor drive mode, and the power transmission path is the same as that in the aforementioned embodiments. Figure 3 The power transmission path is the same, and the distributed drive mode is the same as the one in the previous embodiments. Figure 4 The power transmission path is the same, so this embodiment will not elaborate further.

[0152] Please see Figure 6 In another single-motor drive mode of the second drive component 200, the clutch 600 is engaged, the first engagement mechanism 400 is disengaged, and the power transmission path is as follows: Figure 6 As indicated by the thick black arrow, the power of the second drive component 200 is transmitted to the third transmission assembly 210 and the fourth transmission shaft 221, and then transmitted to the clutch 600 and the second transmission shaft 121 through the fourth transmission shaft 221. The power is then transmitted to the differential 300 through the second transmission shaft 121, the second drive gear 122, and the second driven gear 123. The differential 300 distributes the power to the first wheel 311 and the second wheel 321. At this time, the second drive member 510 of the second drive component 200 is engaged with the driven member 520 of the second wheel.

[0153] See further Figure 7 In another dual-motor drive mode, the clutch 600 is engaged, the first engagement mechanism 400 is disengaged, and the power transmission path is as follows: Figure 7 As indicated by the thick black arrow, the power battery 800 discharges and, after passing through the first controller 810, transmits the power to the first drive component 100. The first controller 810 controls the first drive component 100 to convert electrical energy into mechanical energy. The first drive component 100 drives the first transmission shaft 111 to rotate and transmits the power to the second transmission shaft 121. Similarly, the second controller 820 controls the second drive component 200 to convert electrical energy into mechanical energy. The second drive component 200 drives the third transmission shaft 211 to rotate and transmits the power to the fourth transmission shaft 221. The power transmitted from the second transmission shaft 121 to the first drive component 100 and the power transmitted from the fourth transmission shaft 221 to the second drive component 200 are coupled through the clutch 600 and then transmitted to the second driven gear 123 and the differential 300. The differential 300 distributes the power to the first wheel 311 and the second wheel 321 to drive the vehicle.

[0154] Furthermore, when one of the first wheel 311 and the second wheel 321 slips, all the power can be transferred to the other wheel to get out of trouble.

[0155] For example, see Figure 8 When the first wheel 311 on the left slips, all the power can be transferred to the second wheel 321 on the right. The specific power transmission path is as follows: Figure 8As indicated by the thick black arrow, at this time, both the first engagement mechanism 400 and the clutch 600 are engaged, while the second engagement mechanism 500 is disengaged. The power output from the first drive component 100 and the second drive component 200 is coupled to the fourth drive shaft 221 through the clutch 600, and then transmitted to the fourth driven gear 223 and the second gear through the fourth drive shaft 221 and the first engagement mechanism 400, thus concentrating all the power to the second wheel 321 on the right.

[0156] For example, see Figure 9 When the second wheel 321 on the right slips, all the power can be transferred to the first wheel 311 on the left. The specific power transmission path is as follows: Figure 9 As indicated by the thick black arrow, the clutch 600 is engaged, the first engagement mechanism 400 is disengaged, and the power output from the first drive component 100 and the second drive component 200 is coupled to the second driven gear 123 and the differential 300 through the clutch 600. The differential 300 then gathers all the power and transmits it to the first wheel 311 on the left.

[0157] In addition, this power drive system also features an energy recovery mode. In energy recovery mode, when the vehicle is coasting or braking, the motor applies a reverse torque to the wheels, converting the vehicle's kinetic energy into electrical energy, which is then stored in the power battery 800. The power transmission path in energy recovery mode is opposite to that in drive mode, so it will not be elaborated further here. By recovering kinetic energy, energy recovery mode reduces energy waste and improves overall vehicle energy efficiency.

[0158] This embodiment also discloses a power drive system. Compared with the aforementioned power drive system with a clutch 600, this embodiment further includes a fifth transmission assembly 130 at the output end of the first drive component 100. Please refer to [link to relevant documentation]. Figure 10 The input end of the fifth transmission component 130 is connected to the output end of the first drive component 100.

[0159] The power drive system also includes a third engagement mechanism 700, which is disposed between the output end of the fifth transmission component 130, the output end of the first transmission component 110, and the input end of the second transmission component 120. The third engagement mechanism 700 can switch between a first engagement state and a second engagement state.

[0160] When the third coupling mechanism 700 is in the first coupling state, the output end of the fifth transmission component 130 and the input end of the second transmission component 120 are connected in a transmission manner, so that power can be transmitted between the fifth transmission component 130 and the second transmission component 120, and the power transmission path between the first transmission component 110 and the second transmission component 120 is cut off.

[0161] When the third coupling mechanism 700 is in the second coupling state, the output end of the first transmission component 110 and the input end of the second transmission component 120 are connected in a transmission manner, so that power can be transmitted between the first transmission component 110 and the second transmission component 120, and the power transmission path between the fifth transmission component 130 and the second transmission component 120 is cut off.

[0162] With this structural design, a fifth transmission component 130 is also provided at the output end of the first drive component 100, and a third coupling mechanism 700 is provided between the output end of the fifth transmission component 130, the output end of the first transmission component 110, and the input end of the second transmission component 120. When the third coupling mechanism 700 can switch between a first coupling state and a second coupling state, the output end of the fifth transmission component 130 and the input end of the second transmission component 120 can be connected, or the output end of the first transmission component 110 and the input end of the second transmission component 120 can be connected. The fifth transmission component 130 and the first transmission component 110 can realize power transmission at different gears, thereby giving the power drive system an additional gear for power transmission and selection.

[0163] For more details, please see Figure 10 The fifth transmission assembly 130 includes a meshing fifth driving gear 131 and a fifth driven gear 132. The fifth driving gear 131 is fixedly disposed on the first transmission shaft 111 of the first transmission assembly 110 and is located between the first driving component 100 and the first driving gear 112 of the first transmission assembly 110.

[0164] The fifth driven gear 132 is rotatably mounted on the second drive shaft 121 of the second transmission assembly 120, and the first driven gear 113 of the first transmission assembly 110 is also rotatably mounted on the second drive shaft 121.

[0165] The third coupling mechanism 700 is disposed between the second drive shaft 121, the fifth driven gear 132 and the first driven gear 113.

[0166] When the third engagement mechanism 700 is in the first engagement state, the fifth driven gear 132 and the second transmission shaft 121 are connected by the third engagement mechanism 700 so that power can be transmitted between the fifth driven gear 132 and the second transmission shaft 121, and the power transmission path between the first driven gear 113 and the second transmission shaft 121 is cut off.

[0167] When the third engagement mechanism 700 is in the second engagement state, the first driven gear 113 and the second drive shaft 121 are connected by the third engagement mechanism 700 so that power can be transmitted between the first driven gear 113 and the second drive shaft 121, and the power transmission path between the fifth driven gear 132 and the second drive shaft 121 is cut off.

[0168] It should be noted that, in this embodiment, by designing and adjusting the gear ratio of the fifth driven gear 132 and the fifth driving gear 131 of the fifth transmission component 130, and the gear ratio of the first driven gear 113 and the first driving gear 112 of the first transmission component 110, the power output gear can be adjusted. Those skilled in the art can design and adjust according to actual needs, but this embodiment does not impose specific limitations on this.

[0169] For more details, please see Figure 10 In this embodiment, the third coupling mechanism 700 includes a third driving member 710, a third driven member, and a fourth driven member. The third driving member 710 is drivenly connected to the second transmission shaft 121 and can slide relative to the second transmission shaft 121 along the axial direction of the second transmission shaft 121. The third driving member 710 is located between the fifth driven gear 132 and the first driven gear 113. The third driven member is drivenly connected to the fifth driven gear 132, and the fourth driven member is drivenly connected to the first driven gear 113.

[0170] When the third driving member 710 slides relative to the second drive shaft 121 to the position where it engages with the third driven member, the third driving member 710 and the third driven member are connected in a transmission manner, so that the power of the first driving component 100 is transmitted from the fifth driven gear 132 to the second drive shaft 121 in sequence through the third driven member and the third driving member 710; when the third driving member 710 slides relative to the second drive shaft 121 to the position where it separates from the third driven member, the power transmission path between the fifth driven gear 132 and the second drive shaft 121 is cut off.

[0171] When the third driving member 710 slides relative to the second drive shaft 121 to the position where it engages with the fourth driven member, the third driving member 710 and the fourth driven member are connected in a transmission manner, so that the power of the first driving component 100 is transmitted from the first driven gear 113 to the second drive shaft 121 in sequence through the fourth driven member and the third driving member 710; when the third driving member 710 slides relative to the second drive shaft 121 to the position where it separates from the fourth driven member, the power transmission path between the first driven gear 113 and the second drive shaft 121 is cut off.

[0172] With this structural design, the third driving member 710 can be engaged and disengaged from the third driven member and the fourth driven member respectively, which can realize the transmission connection between the output end of the fifth transmission component 130 and the input end of the second transmission component 120 or the transmission connection between the output end of the first transmission component 110 and the input end of the second transmission component 120. Its structure is simple and its spatial arrangement is more compact.

[0173] Furthermore, examples are provided to illustrate the working state and power transmission of the power drive system with clutch 600, fifth transmission assembly 130 and third engagement mechanism 700 disclosed in this embodiment under different driving modes:

[0174] It should be noted that when the third driving member 710 and the fourth driven member of the third coupling mechanism 700 are engaged, the power of the first driving component 100 is transmitted from the first driven gear 113 to the second transmission shaft 121 in sequence through the fourth driven member and the third driving member 710. Other power transmission paths and driving modes are the same as in the aforementioned embodiments, and will not be described in detail in this embodiment.

[0175] Please see Figure 11 When the third driving member 710 and the third driven member of the third coupling mechanism 700 are engaged, the power of the first driving component 100 is transmitted from the first transmission shaft 111 to the fifth driven gear 132, and then from the fifth driven gear 132 to the second transmission shaft 121 in sequence through the third driven member and the third driving member 710. The subsequent power transmission paths and driving modes are the same as in the aforementioned embodiment. However, two additional gear adjustment transmission groups are added at the output end of the first driving component 100. Those skilled in the art can adjust and design according to actual needs, and this embodiment will not elaborate on this.

[0176] This application also discloses a vehicle including the power drive system in any of the above embodiments. It further includes a power battery 800, a first controller 810, and a second controller 820, wherein the power battery 800 provides electrical energy to the first drive component 100 and the second drive component 200, the first controller 810 controls the power battery 800 to provide electrical energy to the first drive component 100 and controls the operation of the first drive component 100, and the second controller 820 controls the power battery 800 to provide electrical energy to the second drive component 200 and controls the operation of the second drive component 200.

[0177] In summary, this application discloses a power drive system and a vehicle. The power drive system, through the cooperation of a transmission assembly and a first engagement mechanism 400 and a second engagement mechanism 500, can achieve multiple driving modes, covering more usage scenarios and improving the energy utilization rate and driving efficiency of the motor. Furthermore, a clutch 600 is provided between the second transmission assembly 120 and the third transmission assembly 210, which couples the power of the first drive component 100 and the second drive component 200 and outputs it to the differential 300, and then distributes the output to the wheels. By setting the clutch 600, the power of the two drive components can be coupled, thereby meeting the driving conditions where the vehicle has a large power demand and further realizing multiple driving modes. Moreover, a fifth transmission assembly 130 is provided at the output end of the first drive component 100, and different gear power transmissions are realized through a third engagement mechanism 700, giving the power drive system an additional gear power transmission and selection capability.

[0178] It should be noted that, in addition to the specific embodiments described above, those skilled in the art can easily understand other advantages and effects of this utility model from the content disclosed in this specification. Although the description of this utility model is presented in conjunction with preferred embodiments, this does not mean that the features of this utility model are limited to that embodiment. On the contrary, the purpose of describing the utility model in conjunction with the embodiments is to cover other options or modifications that may be derived based on the claims of this utility model. In order to provide a deep understanding of this utility model, many specific details are included in the above description, and this utility model may also be implemented without using these details. In addition, in order to avoid confusion or obscuring the focus of this utility model, some specific details will be omitted in the description. It should be noted that, unless otherwise specified, the embodiments and features in the embodiments of this utility model can be combined with each other.

[0179] It should be noted that in this specification, similar reference numerals and letters in the following figures indicate similar items. Therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures.

[0180] In the description of this embodiment, it should be noted that the terms "upper", "lower", "inner", "bottom", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, or the orientation or positional relationship that the utility model product is usually placed in during use. They are only for the convenience of describing the utility model 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. Therefore, they should not be construed as limitations on the utility model.

[0181] The terms “first”, “second”, etc., are used only to distinguish descriptions and should not be interpreted as indicating or implying relative importance.

[0182] In the description of this embodiment, it should also be noted that, unless otherwise explicitly specified and limited, the terms "set up," "connected," and "linked" 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 of two components. Those skilled in the art can understand the specific meaning of the above terms in this embodiment based on the specific circumstances.

[0183] Although the present invention has been illustrated and described with reference to certain preferred embodiments, those skilled in the art should understand that the above description is a further detailed explanation of the present invention in conjunction with specific embodiments, and should not be construed as limiting the specific implementation of the present invention to these descriptions. Those skilled in the art can make various changes in form and detail, including some simple deductions or substitutions, without departing from the spirit and scope of the present invention.

Claims

1. A power drive system, comprising a first drive component and a second drive component, characterized in that, It also includes a differential, the output end of which is respectively provided with a first drive half shaft and a second drive half shaft; in The output end of the first drive component is provided with a first transmission assembly and a second transmission assembly that are sequentially connected. The output end of the second transmission assembly is connected to the housing of the differential. The first drive half shaft is used to be connected to the first wheel. The output end of the second drive component is provided with a third transmission assembly and a fourth transmission assembly that are connected in sequence. The input end of the third transmission assembly is connected to the output end of the second drive component, and the output end of the fourth transmission assembly is used to connect to the second wheel. Furthermore, the power drive system also includes: A first coupling mechanism is disposed between the output end of the third transmission component and the input end of the fourth transmission component, and can switch between a coupled state and a disconnected state. When the first coupling mechanism is in the coupled state, the output end of the third transmission component and the input end of the fourth transmission component are connected through the first coupling mechanism to enable power transmission between the third transmission component and the fourth transmission component. When the first coupling mechanism is in the disconnected state, the power transmission path between the third transmission component and the fourth transmission component is cut off. A second engagement mechanism is disposed between the second drive half-shaft, the differential housing, and the second wheel, and can switch between a first engagement state, a second engagement state, and a disengaged state. When the second engagement mechanism is in the first engagement state, the second drive half-shaft and the second wheel are connected via the second engagement mechanism, allowing power to be transmitted between them, and the power transmission path between the second drive half-shaft and the differential housing is cut off. When the second engagement mechanism is in the second engagement state, the second drive half-shaft and the differential housing are connected via the second engagement mechanism, allowing power to be transmitted between them, and the power transmission path between the second drive half-shaft and the second wheel is cut off. When the second engagement mechanism is in the disengaged state, the power transmission paths between the second drive half-shaft and the second wheel and the differential housing are cut off.

2. The power drive system as described in claim 1, characterized in that, The first coupling mechanism includes a first driving member and a first driven member. The first driving member is drivenly connected to the output end of the third transmission assembly, and the first driven member is drivenly connected to the input end of the fourth transmission assembly. When the first coupling mechanism is in the coupled state, the first driving member and the first driven member are connected in a driving connection, so that the output end of the third transmission component is connected in a driving connection with the input end of the fourth transmission component; when the first coupling mechanism is in the disengaged state, the first driving member and the first driven member are separated, so that the power transmission path between the third transmission component and the fourth transmission component is cut off.

3. The power drive system as described in claim 2, characterized in that, The second engagement mechanism includes a second driving member, a second wheel driven member, and a second housing driven member. The second driving member is driven to the second drive half-shaft, the second wheel driven member is driven to the second wheel, and the second housing driven member is driven to the housing of the differential. When the second engagement mechanism is in the first engagement state, the second driving member is connected to the second wheel driven member to drive the second drive half shaft to drive the second wheel, and the second driving member is separated from the second housing driven member to cut off the power transmission path between the second drive half shaft and the housing of the differential. When the second engagement mechanism is in the second engagement state, the second driving member is driven to the second housing driven member, so that the second drive half shaft is driven to the housing of the differential, and the second driving member is separated from the second wheel driven member, so that the power transmission path between the second drive half shaft and the second wheel is cut off. When the second engagement mechanism is in the disengaged state, the second driving member separates from the second wheel driven member and the second housing driven member respectively, so that the power transmission path between the second drive half shaft and the second wheel and the housing of the differential is cut off.

4. The power drive system as described in claim 3, characterized in that, The first transmission assembly includes a first transmission shaft that is connected to the output end of the first drive component, and also includes a first drive gear fixedly disposed on the first transmission shaft, and a first driven gear that meshes with the first drive gear; The second transmission assembly includes a second transmission shaft spaced apart from and parallel to the first transmission shaft, a second drive gear fixedly mounted on the second transmission shaft, and a second driven gear meshing with the second drive gear. The first driven gear is located at one end of the second transmission shaft near the first drive gear, and the first driven gear is tractably connected to the second transmission shaft. The second driven gear is fixedly mounted on one side of the differential housing. The third transmission assembly includes a third transmission shaft that is connected to the output end of the second drive component, and also includes a third drive gear fixedly mounted on the third transmission shaft, a fourth transmission shaft spaced apart from and parallel to the third transmission shaft, and a third driven gear fixedly mounted on the fourth transmission shaft and meshing with the third drive gear. The fourth transmission assembly includes a fourth driving gear rotatably mounted on the fourth transmission shaft and a fourth driven gear meshing with the fourth driving gear, the fourth driven gear being fixedly mounted on the shaft of the second wheel; The first engagement mechanism is disposed between the third drive shaft and the fourth drive gear, and the second engagement mechanism is disposed between the second drive half shaft, the housing of the differential, and the axle of the second wheel.

5. The power drive system as described in claim 4, characterized in that, The first driving member is connected to the fourth transmission shaft and can slide relative to the fourth transmission shaft along the axial direction of the fourth transmission shaft. The first driven member is fixedly disposed on the side of the fourth driving gear close to the first driving member. When the first driving member slides relative to the fourth transmission shaft to a position engaged with the first driven member, the first driving member and the first driven member are connected in a transmission manner, so that the power of the fourth transmission shaft can be transmitted to the fourth driving gear in sequence through the first driving member and the first driven member; when the first driving member slides relative to the fourth transmission shaft to a position separated from the first driven member, the power transmission path between the fourth transmission shaft and the fourth driving gear is cut off, and the fourth transmission shaft and the fourth driving gear can rotate relative to each other.

6. The power drive system as described in claim 5, characterized in that, The second driving member is connected to the second drive half shaft and can slide relative to the second drive half shaft along the axial direction of the second drive half shaft. The second wheel driven member is fixedly disposed at one end of the shaft of the second wheel. The second housing driven member is fixedly disposed in the housing of the differential. When the second driving member slides relative to the second drive half-shaft to the position where it engages with the second wheel driven member, the second driving member and the second wheel driven member are connected in a transmission manner, so that the power of the second drive half-shaft can be transmitted to the axle of the second wheel in sequence through the second driving member and the second wheel driven member; when the second driving member slides relative to the second drive half-shaft to the position where it separates from the second wheel driven member, the power transmission path between the second drive half-shaft and the axle of the second wheel is cut off. When the second driving member slides relative to the second drive half-shaft to the position where it engages with the second housing driven member, the second driving member and the second housing driven member are connected in a transmission manner, so that the power of the second drive half-shaft can be transmitted to the housing of the differential in sequence through the second driving member and the second housing driven member; When the second driving member slides relative to the second drive half-shaft to a position separated from the second housing driven member, the power transmission path between the second drive half-shaft and the housing of the differential is cut off.

7. The power drive system according to any one of claims 1 to 6, characterized in that, A clutch is provided between the second transmission assembly and the third transmission assembly, and the clutch can switch between an engaged state and a disengaged state. When the clutch is in the engaged state, the second transmission assembly and the third transmission assembly are connected to each other so that the power of the second transmission assembly and the third transmission assembly is transmitted to the housing of the differential; when the clutch is in the disengaged state, the power transmission path between the second transmission assembly and the third transmission assembly is disconnected.

8. The power drive system as described in claim 7, characterized in that, The second drive shaft of the second transmission assembly and the fourth drive shaft of the third transmission assembly are arranged coaxially; and The clutch includes a first clutch component and a second clutch component, which are respectively disposed at the ends of the second drive shaft and the fourth drive shaft that are close to each other; in When the clutch is in the engaged state, the first clutch component and the second clutch component are engaged, so that the second drive shaft of the second transmission assembly is connected to the fourth drive shaft of the third transmission assembly, and the power of the second drive shaft and the fourth drive shaft is transmitted to the housing of the differential. When the clutch is in the disengaged state, the first clutch component and the second clutch component separate, thereby cutting off the power transmission path between the second drive shaft of the second transmission assembly and the fourth drive shaft of the third transmission assembly.

9. The power drive system as described in claim 7, characterized in that, The output end of the first driving component is further provided with a fifth transmission component, and the input end of the fifth transmission component is connected to the output end of the first driving component in a transmission manner. The power drive system further includes a third engagement mechanism, which is disposed between the output end of the fifth transmission component, the output end of the first transmission component, and the input end of the second transmission component. The third engagement mechanism can switch between a first engagement state and a second engagement state. in When the third coupling mechanism is in the first coupling state, the output end of the fifth transmission component and the input end of the second transmission component are connected in a transmission connection, so that power can be transmitted between the fifth transmission component and the second transmission component, and the power transmission path between the first transmission component and the second transmission component is cut off. When the third coupling mechanism is in the second coupling state, the output end of the first transmission component and the input end of the second transmission component are connected in a transmission connection, so that power can be transmitted between the first transmission component and the second transmission component, and the power transmission path between the fifth transmission component and the second transmission component is cut off.

10. The power drive system as described in claim 9, characterized in that, The fifth transmission assembly includes a meshing fifth driving gear and a fifth driven gear. The fifth driving gear is fixedly mounted on the first transmission shaft of the first transmission assembly and is located between the first driving component and the first driving gear of the first transmission assembly. The fifth driven gear is rotatably mounted on the second transmission shaft of the second transmission assembly, and the first driven gear of the first transmission assembly is also rotatably mounted on the second transmission shaft; The third coupling mechanism is disposed between the second drive shaft, the fifth driven gear and the first driven gear; When the third coupling mechanism is in the first coupling state, the fifth driven gear and the second transmission shaft are connected by the third coupling mechanism so that power can be transmitted between the fifth driven gear and the second transmission shaft, and the power transmission path between the first driven gear and the second transmission shaft is cut off. When the third coupling mechanism is in the second coupling state, the first driven gear and the second transmission shaft are connected by the third coupling mechanism so that power can be transmitted between the first driven gear and the second transmission shaft, and the power transmission path between the fifth driven gear and the second transmission shaft is cut off.

11. The power drive system as described in claim 10, characterized in that, The third coupling mechanism includes a third driving member, a third driven member, and a fourth driven member. The third driving member is drivenly connected to the second transmission shaft and can slide relative to the second transmission shaft along the axial direction of the second transmission shaft. The third driving member is located between the fifth driven gear and the first driven gear. The third driven member is drivenly connected to the fifth driven gear, and the fourth driven member is drivenly connected to the first driven gear. When the third driving member slides relative to the second drive shaft to a position where it engages with the third driven member, the third driving member and the third driven member are connected in a transmission manner, so that the power of the first driving component is transmitted from the fifth driven gear through the third driven member and the third driving member to the second drive shaft in sequence. When the third driving member slides relative to the second drive shaft to a position separated from the third driven member, the power transmission path between the fifth driven gear and the second drive shaft is cut off; When the third driving member slides relative to the second drive shaft to the position where it engages with the fourth driven member, the third driving member and the fourth driven member are connected in a transmission manner, so that the power of the first driving component is transmitted from the first driven gear through the fourth driven member and the third driving member to the second drive shaft in sequence; When the third driving member slides relative to the second drive shaft to a position separated from the fourth driven member, the power transmission path between the first driven gear and the second drive shaft is cut off.

12. A vehicle, characterized in that, Includes the power drive system as described in any one of claims 1 to 11.

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