A drive system and vehicle

Abstract

The application relates to the technical field of vehicles, in particular to a driving system and a vehicle. The driving system is used for a vehicle, and comprises a driving module and a deceleration module. The driving module comprises a working driving source and at least two walking driving sources. The deceleration module comprises a shell, a working transmission mechanism and a walking transmission mechanism. The working transmission mechanism and the walking transmission mechanism are both located in the shell. The working driving source is connected to the working transmission mechanism. The at least two walking driving sources are both connected to the walking transmission mechanism. According to the driving system, the working transmission mechanism and the walking transmission mechanism share a set of shells, the use and maintenance costs are reduced, the volume is reduced, and the arrangement is simplified. The working transmission mechanism and the walking transmission mechanism are in a non-coupling state in the transmission path and control. The strategy is flexible, the power consumption is low, invalid power consumption caused by coupling is avoided, and the driving system can flexibly control the power output of the working driving source and the walking driving source, so as to adapt to different working conditions.

Description

Technical Field

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

[0002] The initial approach to vehicle electrification was essentially a "conversion of traditional transmissions from hydraulic to electric," which, due to simply replacing the engine with a single motor, resulted in low transmission efficiency and high energy consumption. A dual-motor approach, however, involves two separate drive sources: a work drive source and a travel drive source, both powered by electric motors. These motors can be low-to-medium speed or high-speed. The travel and work systems are arranged separately, each with its own dedicated housing and hydraulic circuitry. The lack of hardware integration between the travel and work systems results in a complex and costly layout.

[0003] Therefore, in view of the above situation, there is a need to provide a drive system and vehicle to at least partially solve the problems therein. Utility Model Content

[0004] The summary of this application introduces a series of simplified concepts, which will be further explained in detail in the detailed description section. This summary is not intended to limit the key features and essential technical features of the claimed technical solution, nor is it intended to determine the scope of protection of the claimed technical solution.

[0005] According to one aspect of this application, a drive system for a vehicle is provided, the drive system comprising: The drive module includes a work drive source and at least two travel drive sources; and The deceleration module includes a housing, a working transmission mechanism, and a traveling transmission mechanism, both of which are located within the housing. The work drive source is connected to the work transmission mechanism, and at least two of the walking drive sources are connected to the walking transmission mechanism.

[0006] According to the drive system of this application, used in a vehicle, the drive system includes a drive module and a reduction module. The drive module includes a work drive source and at least two travel drive sources. The reduction module includes a housing, a work transmission mechanism, and a travel transmission mechanism. Both the work transmission mechanism and the travel transmission mechanism are located within the housing. The work drive source is connected to the work transmission mechanism, and the at least two travel drive sources are connected to the travel transmission mechanism. In this way, the drive system is integrated in hardware through the reduction module. The work transmission mechanism and the travel transmission mechanism share a single housing, reducing usage and maintenance costs, decreasing size, and simplifying layout. The work transmission mechanism and the travel transmission mechanism are decoupled in terms of transmission path and control, resulting in flexible strategies and low power consumption. This avoids ineffective energy consumption caused by coupling, enabling the drive system to flexibly control the power output of the work drive source and the travel drive source to adapt to different working conditions.

[0007] Optionally, the walking transmission mechanism includes a first walking transmission component, which is connected to at least one of the at least two walking drive sources.

[0008] Optionally, at least two of the walking drive sources include a first drive shaft and a second drive shaft. The first drive shaft is connected to the first walking transmission component. The deceleration module further includes a moving mechanism located in the housing. The moving mechanism includes a moving member, a first tooth, and a second tooth. The first tooth is connected to the first drive shaft, and the second tooth is connected to the second drive shaft. The moving member is movable between a first position and a second position. The moving member in the first position is spaced apart from the first tooth and connected to the second tooth. The moving member in the second position is connected to both the first tooth and the second tooth.

[0009] Optionally, at least two of the walking drive sources further include a first power source and a second power source, the first power source being connected to the first drive shaft, the second power source being connected to the second drive shaft, the first power source and the second power source being located on opposite sides of the housing, and the first drive shaft and the second drive shaft being coaxially arranged.

[0010] Optionally, at least two of the walking drive sources include a drive shaft, a first power source, and a second power source. The first power source and the second power source are respectively located on both sides of the housing. Both the first power source and the second power source are connected to the drive shaft, and the drive shaft is connected to the first walking transmission component.

[0011] Optionally, the travel transmission mechanism further includes a third travel transmission component, a fourth travel transmission component, and a fifth travel transmission component. The third travel transmission component meshes with the first travel transmission component; the fourth travel transmission component is coaxially connected to the third travel transmission component; and the fifth travel transmission component meshes with the fourth travel transmission component. The fifth travel transmission component is used to connect to the vehicle's travel wheels.

[0012] Optionally, at least two of the walking drive sources include a first drive shaft, a second drive shaft, a first power source, and a second power source. The walking transmission mechanism further includes a second walking transmission component and a third walking transmission component. The first power source is connected to the first drive shaft, and the second power source is connected to the second drive shaft. The first power source and the second power source are both located on the same side of the housing. The first drive shaft is connected to the first walking transmission component, and the second drive shaft is connected to the second walking transmission component. Both the first walking transmission component and the second walking transmission component are engaged with the third walking transmission component.

[0013] Optionally, the walking transmission mechanism further includes a fourth walking transmission component and a fifth walking transmission component, wherein the fourth walking transmission component is coaxially connected to the third walking transmission component; the fifth walking transmission component meshes with the fourth walking transmission component, and the fifth walking transmission component is used to connect to the vehicle's walking wheels.

[0014] Optionally, the working transmission mechanism further includes a first working transmission component and a second working transmission component that mesh with each other, the first working transmission component being connected to the working drive source, and the second working transmission component being used to connect to the working device of the vehicle.

[0015] According to another aspect of this application, a vehicle is also provided, the vehicle including the drive system described above.

[0016] According to this application, the vehicle includes the aforementioned drive system. The drive system includes a drive module and a reduction module. The drive module includes a work drive source and at least two travel drive sources. The reduction module includes a housing, a work transmission mechanism, and a travel transmission mechanism. Both the work transmission mechanism and the travel transmission mechanism are located within the housing. The work drive source is connected to the work transmission mechanism, and the at least two travel drive sources are connected to the travel transmission mechanism. In this way, the drive system is integrated in hardware through the reduction module. The work transmission mechanism and the travel transmission mechanism share a single housing, reducing usage and maintenance costs, decreasing size, and simplifying layout. The work transmission mechanism and the travel transmission mechanism are decoupled in terms of transmission path and control, resulting in flexible strategies and low power consumption. This avoids ineffective energy consumption caused by coupling, enabling the drive system to flexibly control the power output of the work drive source and the travel drive source to adapt to different working conditions. Attached Figure Description

[0017] The following figures are included as part of this application for understanding the application. The figures illustrate embodiments of the application and their descriptions, explaining the apparatus and principles of the application. In the figures, Figure 1 This is a simplified structural diagram of a drive system according to a preferred embodiment of this application; Figure 2 This is a simplified internal layout diagram of a drive system according to a first preferred embodiment of the present application, wherein the moving component is located in a first position; Figure 3 for Figure 2 The diagram shows a simplified overall layout of the drive system, in which the moving component is located in the second position. Figure 4 for Figure 2 The diagram shows a three-dimensional representation of the drive system. Figure 5 for Figure 4 A three-dimensional schematic diagram of the deceleration module shown; Figure 6 for Figure 4 A front view of the deceleration module shown; Figure 7 This is a simplified diagram of the internal layout of the drive system according to the second preferred embodiment of this application; Figure 8 This is a simplified diagram of the internal layout of the drive system according to the third preferred embodiment of this application; Figure 9 for Figure 8 The diagram shows a simplified structure of the drive system.

[0018] Explanation of reference numerals in the attached figures: 1: Drive system; 10: Driver module; 11: Job-driven source; 111: Operation drive shaft; 12: Walking drive source; 121: First drive shaft; 122: Second drive shaft; 123: First power source; 124: Second power source; 125: Drive shaft; 20: Reduction module; 21: Shell; 22: Working transmission mechanism; 221: First working transmission component; 222: Second working transmission component; 223: Working output shaft; 23: Walking transmission mechanism; 231: First travel transmission component; 232: Second travel transmission component; 233: Third travel transmission component; 234: Fourth travel transmission component; 235: Fifth travel transmission component; 236: Intermediate shaft; 237: Travel output shaft; 24: Mobile mechanism; 241: Moving component; 242: First tooth; 243: Second tooth. Detailed Implementation

[0019] The following description provides numerous specific details to offer a more thorough understanding of this application. However, it will be apparent to those skilled in the art that this application can be practiced without one or more of these details. In other instances, certain technical features well-known in the art have not been described to avoid confusion with this application.

[0020] To fully understand this application, detailed portions will be set forth in the following description in order to illustrate it. Obviously, implementation of this application is not limited to the specific details familiar to those skilled in the art. Preferred embodiments of this application are described in detail below; however, other embodiments may exist besides these detailed descriptions, and should not be construed as being limited to the embodiments set forth herein. It should be understood that the terminology used herein is intended only to describe particular embodiments and is not intended to limit the scope of this application. The singular forms “a,” “an,” and “the” are also intended to include the plural forms unless the context clearly indicates otherwise. When the terms “comprising” and / or “including” are used in this specification, they indicate the presence of the stated features, integrals, steps, operations, elements, and / or components, but do not exclude the presence or addition of one or more other features, integrals, steps, operations, elements, components, and / or combinations thereof. The terms “upper,” “lower,” “front,” “rear,” “left,” “right,” and similar expressions used in this application are for illustrative purposes only and are not intended to be limiting.

[0021] The ordinal numbers such as "first" and "second" used in this application are merely identifiers and have no other meaning, such as a specific order. In this application, unless otherwise expressly specified and limited, "above" or "below" a second feature can include direct contact between the first and second features, or contact between the first and second features through another feature between them. Furthermore, "above," "over," and "on top" of a second feature includes the first feature being directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" of a second feature includes the first feature being directly below or diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0022] The specific embodiments of this application will be described in more detail below with reference to the accompanying drawings, which illustrate representative embodiments of this application and are not intended to limit this application.

[0023] like Figure 1 As shown, this application provides a drive system 1 for a vehicle. The drive system 1 is located inside the vehicle. Optionally, the vehicle can be a loader, and the drive system 1 can provide power output to the vehicle to enable the vehicle's wheels and working devices to operate.

[0024] The drive system 1 includes a drive module 10, which includes a work drive source 11 capable of operation to output speed and torque. The drive module 10 also includes at least two travel drive sources 12. Both travel drive sources 12 are capable of operation to output speed and torque. Preferably, the work drive source 11 and the at least two travel drive sources 12 are all configured as high-speed drive motors. Both the work drive source 11 and the at least two travel drive sources 12 are capable of converting electrical energy into mechanical energy. This application uses high-speed motors instead of low-speed, high-torque motors, solving the problems of high cost and large size of low-speed motors and reducing system cost.

[0025] The work drive source 11 and at least two travel drive sources 12 are all capable of providing power to the drive system 1. The work drive source 11 and the at least two travel drive sources 12 can each output power. The power from the work drive source 11 is transmitted to the vehicle's work device to enable the work device to operate. The travel drive sources 12 are used to transmit power to the vehicle's travel wheels.

[0026] The drive system 1 also includes a reduction module 20, which is connected to the drive module 10. The drive module 10 can output power to the reduction module 20. The speed and torque output by the drive module 10 can be transmitted to the reduction module 20. The reduction module 20 can reduce the output speed of the drive module 10 to match the power required by the working device and / or the traveling wheels. Preferably, the reduction module 20 can be an integrated reduction gearbox. This application uses an integrated reduction gearbox to replace the traditional gearbox and hydraulic torque converter, simplifying the transmission path and improving transmission efficiency. Furthermore, this application eliminates the need for a dedicated gearbox and adopts an integrated reduction gearbox, reducing the number of parts, simplifying the structure, improving reliability, and reducing costs.

[0027] Furthermore, the work drive source 11 and at least two travel drive sources 12 are all connected to the reduction module 20. The work drive source 11 and at least two travel drive sources 12 are all capable of outputting power to the reduction module 20. The speed and torque output by the work drive source 11 and at least two travel drive sources 12 can be transmitted to the reduction module 20. The work drive source 11 and at least two travel drive sources 12 are integrated together via the reduction module 20.

[0028] like Figure 2 and Figure 3 As shown, the deceleration module 20 includes a housing 21, a working transmission mechanism 22, and a traveling transmission mechanism 23, both of which are located within the housing 21. The working drive source 11 and at least two traveling drive sources 12 are located outside the housing 21. The working transmission mechanism 22 and the traveling transmission mechanism 23 can share the housing 21. The housing 21 is fitted over the working transmission mechanism 22 and the traveling transmission mechanism 23. An oil passage is provided inside the housing 21 for the working transmission mechanism 22 and the traveling transmission mechanism 23 to share. The working transmission mechanism 22 and the traveling transmission mechanism 23 can share the oil passage, and the drive system 1 is integrated in hardware. In this way, the housing 21 reduces the redundant installation space required when the working transmission mechanism 22 and the traveling transmission mechanism 23 are arranged independently, making the overall structure more compact, reducing the overall size and weight, indirectly reducing energy consumption, simplifying the layout, reducing the risk of pipeline interference and collision, and lowering the cost of use and maintenance.

[0029] The working transmission mechanism 22 and the traveling transmission mechanism 23 are spaced apart. The working transmission mechanism 22 and the traveling transmission mechanism 23 are separated within the housing 21. In this way, the working transmission mechanism 22 and the traveling transmission mechanism 23 are in a non-coupled state in terms of transmission path and control, resulting in flexible strategy and low power consumption. This avoids ineffective energy consumption caused by coupling, allowing the drive system 1 to flexibly control the power output of the working drive source 11 and the traveling drive source 12 to adapt to different working conditions.

[0030] The work drive source 11 is connected to the work transmission mechanism 22. The work drive source 11 transmits power to the work transmission mechanism 22. The work drive source 11 outputs speed and torque to drive the work transmission mechanism 22. The work transmission mechanism 22 connects the work drive source 11 to the vehicle's work device. The work drive source 11 transmits power, speed, and torque to the vehicle's work device via the work transmission mechanism 22. The work drive source 11 drives the vehicle's work device through the work transmission mechanism 22. The work device can be a work system. For example, a work system includes a bucket, a breaker, etc.

[0031] At least two drive sources 12 are connected to the drive transmission mechanism 23. At least one of the at least two drive sources 12 is capable of transmitting power, rotational speed, and torque to the drive transmission mechanism 23 to drive its operation. Both drive sources 12 transmit power to the vehicle's wheels via the drive transmission mechanism 23. At least one of the at least two drive sources 12 drives the vehicle's wheels to rotate via the drive transmission mechanism 23. Alternatively, one of the at least two drive sources 12 is capable of transmitting power to the drive transmission mechanism 23 to drive the vehicle's wheels to rotate. Another alternative embodiment is that both drive sources 12 are capable of transmitting power to the drive transmission mechanism 23 to drive the vehicle's wheels to rotate via the drive transmission mechanism 23.

[0032] According to this application, a drive system 1 is used in a vehicle. The drive system 1 includes a drive module 10 and a reduction module 20. The drive module 10 includes a work drive source 11 and at least two travel drive sources 12. The reduction module 20 includes a housing 21, a work transmission mechanism 22, and a travel transmission mechanism 23. The work transmission mechanism 22 and the travel transmission mechanism 23 are both located in the housing 21. The work drive source 11 is connected to the work transmission mechanism 22, and the at least two travel drive sources 12 are all connected to the travel transmission mechanism 23. In this way, the drive system 1 is integrated in hardware through the reduction module 20. The work transmission mechanism 22 and the travel transmission mechanism 23 share a housing 21, which reduces the cost of use and maintenance, reduces the size, and simplifies the layout. The work transmission mechanism 22 and the travel transmission mechanism 23 are in a decoupled state in terms of transmission path and control, which is flexible in strategy and low in power consumption, avoiding ineffective energy consumption caused by coupling. This allows the drive system 1 to flexibly control the power output of the work drive source 11 and the travel drive source 12 to adapt to different working conditions.

[0033] The travel transmission mechanism 23 includes a first travel transmission member 231, which is connected to at least one of at least two travel drive sources 12. At least one of the at least two travel drive sources 12 is capable of driving the first travel transmission member 231 to rotate. The first travel transmission member 231 is used to connect to the vehicle's wheels. Rotation of the first travel transmission member 231 can drive the wheels to rotate, thereby causing the vehicle to move.

[0034] In one optional implementation, a travel drive source is connected to the first travel transmission component 231, while the first travel transmission component 231 is disconnected from the other travel drive source. The one travel drive source is capable of transmitting power, rotational speed, and torque to the first travel transmission component 231. The one travel drive source is capable of driving the first travel transmission component 231 to rotate. The one travel drive source drives the first travel transmission component 231 to rotate about its axial direction.

[0035] In another alternative implementation, at least two travel drive sources 12 are connected to the first travel transmission member 231. Each of the at least two travel drive sources 12 is capable of transmitting power, rotational speed, and torque to the first travel transmission member 231. Each of the at least two travel drive sources 12 is capable of driving the first travel transmission member 231 to rotate. The at least two travel drive sources 12 jointly drive the first travel transmission member 231 to rotate about its axial direction.

[0036] like Figure 2 and Figure 3 As shown, in embodiments of this disclosure, at least two travel drive sources 12 are spaced apart. Each of the at least two travel drive sources 12 includes a first drive shaft 121 and a second drive shaft 122. The first drive shaft 121 rotates about its axial direction. The second drive shaft 122 rotates about its axial direction.

[0037] The first drive shaft 121 is connected to the first travel transmission component 231. The first travel transmission component 231 is fixedly connected to the first drive shaft 121. The first drive shaft 121 and the first travel transmission component 231 are arranged coaxially. The axial direction of the first drive shaft 121 is parallel to the axial direction of the first travel transmission component 231. The first drive shaft 121 can transmit power, speed, and torque to the first travel transmission component 231. Rotation of the first drive shaft 121 can drive the first travel transmission component 231 to rotate. The first travel transmission component 231 rotates about the axial direction of the first drive shaft 121.

[0038] For example, such as Figure 4 , Figure 5 and Figure 6As shown, the first travel transmission component 231 can be constructed as a gear. The first travel transmission component 231 is sleeved on the outside of the first drive shaft 121. The first drive shaft 121 passes through the center of the first travel transmission component 231. The first travel transmission component 231 and the first drive shaft 121 can be connected together by welding.

[0039] The reduction module 20 also includes a moving mechanism 24 located between at least two travel drive sources 12. The at least two travel drive sources 12 can be connected together via the moving mechanism 24. Each of the at least two travel drive sources 12 can transmit power, speed, and torque to the moving mechanism 24. Optionally, the moving mechanism 24 is configured as a motor input shaft selection sleeve.

[0040] Furthermore, the moving mechanism 24 is located within the housing 21, between the first drive shaft 121 and the second drive shaft 122. The axial direction of the first drive shaft 121 is parallel to the axial direction of the second drive shaft 122. The first drive shaft 121 and the second drive shaft 122 are coaxially arranged. The central axes of the first drive shaft 121 and the second drive shaft 122 coincide. The second drive shaft 122 can be connected to the first drive shaft 121 via the moving mechanism 24.

[0041] The first drive shaft 121 can directly transmit power to the first travel transmission component 231. The second drive shaft 122 can transmit power to the first travel transmission component 231 through the moving mechanism 24. The power transmitted by the first drive shaft 121 and the power transmitted by the second drive shaft 122 can be coupled at the first travel transmission component 231, so that the power of at least two travel drive sources 12 is superimposed, thereby enabling the first travel transmission component 231 to rotate under the joint drive of at least two travel drive sources 12.

[0042] The moving mechanism 24 includes a moving member 241, a first tooth 242, and a second tooth 243, which are spaced apart. The moving member 241 is movable relative to the first tooth 242 and the second tooth 243.

[0043] The first tooth 242 is connected to the first drive shaft 121. The first tooth 242 is fixedly connected to the first drive shaft 121. The first drive shaft 121 can transmit power, rotational speed, and torque to the first tooth 242. Rotation of the first drive shaft 121 can drive the first tooth 242 to rotate. When the moving member 241 is connected to the first tooth 242, rotation of the first drive shaft 121 can drive the moving member 241 to rotate through the first tooth 242. Optionally, the moving member 241 has at least two internal teeth arranged inside along the radial direction of the moving member 241. One of the at least two internal teeth of the moving member 241 can mesh with the first tooth 242. Rotation of the first tooth 242 can drive one of the at least two internal teeth to rotate, so that the moving member 241 rotates.

[0044] The second tooth 243 is connected to the second drive shaft 122, and the second tooth 243 is fixedly connected to the second drive shaft 122. Rotation of the second drive shaft 122 can drive the second tooth 243 to rotate. The second drive shaft 122 can transmit power, speed, and torque to the second tooth 243. When the moving member 241 is connected to the second tooth 243, rotation of the second drive shaft 122 can drive the moving member 241 to rotate via the second tooth 243. Optionally, the moving member 241 has at least two internal teeth arranged inside along its radial direction. The other of the at least two internal teeth of the moving member 241 can mesh with the second tooth 243. Rotation of the second tooth 243 can drive the other of the at least two internal teeth to rotate, thereby causing the moving member 241 to rotate.

[0045] The first drive shaft 121 and the second drive shaft 122 are spaced apart. The movable member 241 can be moved to connect the first drive shaft 121 and the second drive shaft 122 together. The movable member 241 can move between a first position and a second position.

[0046] When the movable component 241 moves to the first position, as Figure 2 As shown, the first drive shaft 121 is spaced apart from the second drive shaft 122 along its axial direction. A movable member 241 located in a first position is spaced apart from the first tooth 242 and connected to the second tooth 243. The movable member 241 is connected to the second drive shaft 122 and spaced apart from the first drive shaft 121. Rotation of the first drive shaft 121 does not affect the second drive shaft 122. The first drive shaft 121 is capable of outputting power to the wheels.

[0047] When the movable component 241 moves to the second position, as Figure 3As shown, the first drive shaft 121 and the second drive shaft 122 are connected together via a moving mechanism 24. The first drive shaft 121 and the second drive shaft 122 together drive the first traveling transmission component 231 to rotate. The moving component 241, located in the second position, is connected to both the first tooth 242 and the second tooth 243. The first drive shaft 121 and the second drive shaft 122 are connected together along the axial direction of the first drive shaft 121. The power output from the first drive shaft 121 is transmitted to the first traveling transmission component 231. The power output from the second drive shaft 122 is transmitted to the first traveling transmission component 231 via the moving mechanism 24.

[0048] Specifically, the rotation of the first drive shaft 121 drives the first travel transmission component 231 to rotate. The power output from the first drive shaft 121 is directly transmitted to the first travel transmission component 231. The rotation of the second drive shaft 122 drives the second tooth 243 to rotate. The rotation of the second tooth 243 drives the moving component 241 to rotate. The rotation of the moving component 241 drives the first tooth 242 to rotate. The first tooth 242 drives the first travel transmission component 231 to rotate via the first drive shaft 121. The power output from the second drive shaft 122 is output to the first travel transmission component 231 via the second tooth 243, the moving component 241, and the first tooth 242. In this way, the power output from the first drive shaft 121 and the power output from the second drive shaft 122 are coupled at the first travel transmission component 231. At least two travel drive sources 12 can jointly drive the first travel transmission component 231 to rotate.

[0049] By adjusting the position of the moving component 241, the drive system 1 enables the walking transmission mechanism 23 to operate under the drive of different walking drive sources, thereby allowing the drive system 1 to meet the vehicle's different power requirements under different working conditions. For example, when the vehicle is operating under heavy load and complex working conditions, the drive system 1 can operate under the combined drive of at least two walking drive sources 12, thereby outputting strong power to ensure work efficiency and avoid work interruption or efficiency reduction caused by insufficient power. Furthermore, when the vehicle is operating under light load and simple working conditions, the drive system 1 can operate under the drive of one walking drive source, reducing energy loss and achieving energy conservation.

[0050] Furthermore, at least two drive sources 12 also include a first power source 123, which is connected to the first drive shaft 121. Preferably, the first power source 123 can be configured as a motor. The first power source 123 is capable of transmitting power to the first drive shaft 121, causing the first drive shaft 121 to rotate. The first power source 123 drives the first drive shaft 121 to rotate about the axial direction of the first drive shaft 121.

[0051] At least two drive sources 12 further include a second power source 124, which is connected to the second drive shaft 122. Preferably, the second power source 124 can be configured as a motor. The second power source 124 is capable of transmitting power to the second drive shaft 122, causing the second drive shaft 122 to rotate. The second power source 124 drives the second drive shaft 122 to rotate about its axial direction.

[0052] exist Figure 2 and Figure 3 In the illustrated embodiment, the first power source 123 and the second power source 124 are spaced apart. The first power source 123 and the second power source 124 are located on opposite sides of the housing 21. The first power source 123 and the second power source 124 are located on opposite sides of the housing 21 along the axial direction of the first drive shaft 121. The first drive shaft 121 passes through one side of the housing 21 along its axial direction. The second drive shaft 122 passes through the other side of the housing 21 along its axial direction. The first power source 123 can be connected in series with the second power source 124 via a moving mechanism 24. Both the travel transmission mechanism 23 and the moving mechanism 24 are located inside the housing 21. Thus, the travel transmission mechanism 23 and the moving mechanism 24 can share the housing 21, and they share an oil circuit. The first power source 123 and the second power source 124 are integrated together via a reduction module 20, simplifying the layout and making the structure of the travel transmission mechanism 23 and the moving mechanism 24 more compact, reducing volume and weight, reducing energy consumption, and lowering usage and maintenance costs.

[0053] A first power source 123 drives a first drive shaft 121 to rotate, thereby causing a first travel transmission component 231 to rotate. The power output from the first power source 123 is transmitted to the first travel transmission component 231 through the first drive shaft 121. A second power source 124 drives a second drive shaft 122 to rotate, causing the second drive shaft 122 to drive a moving mechanism 24 to rotate. The rotation of the moving mechanism 24 causes the first drive shaft 121 to rotate, causing the first drive shaft 121 to drive the first travel transmission component 231 to rotate. The power output from the second power source 124 can be transmitted to the first travel transmission component 231 through the second drive shaft 122, the moving mechanism 24, and the first drive shaft 121. Both the first power source 123 and the second power source 124 can drive the first travel transmission component 231 to rotate about the axial direction of the first drive shaft 121. The power transmitted by the first power source 123 and the second power source 124 can be coupled at the first travel transmission component 231, so that the first travel transmission component 231 can transmit the coupled power to the vehicle's wheels.

[0054] When the vehicle is unloaded or on good road conditions, it can switch to a single-motor operating mode to reduce power consumption. The first power source 123 can also independently output power to the first travel transmission component 231, so that the first travel transmission component 231 can transmit the power output by the first power source 123 to the vehicle's wheels. Thus, depending on different situations, the travel transmission mechanism 23 can operate under the sole drive of the first power source 123, or it can operate under the combined drive of the first power source 123 and the second power source 124. This allows the vehicle to output strong power to ensure work efficiency under heavy loads and complex working conditions, and also reduces power consumption and saves energy under light loads and simple working conditions.

[0055] Of course, at least two walking drive sources 12 also include more drive shafts and more power sources, such as three, four or more. The reduction module 20 may also include more moving mechanisms 24, and the walking transmission mechanism 23 includes more walking transmission components. Different power sources drive different drive shafts to rotate, and different drive shafts can be connected to different walking transmission components through different moving mechanisms 24, thereby transmitting power to the walking wheels.

[0056] like Figures 2 to 6 As shown, the travel transmission mechanism 23 also includes a third travel transmission component 233, which meshes with the first travel transmission component 231. Rotation of the first travel transmission component 231 drives the third travel transmission component 233 to rotate. The third travel transmission component 233 rotates about its axial direction. The axial direction of the third travel transmission component 233 is parallel to the axial direction of the first travel transmission component 231. The first travel transmission component 231 can transmit power, speed, and torque to the third travel transmission component 233.

[0057] The travel transmission mechanism 23 also includes an intermediate shaft 236, and a third travel transmission component 233 is connected to the intermediate shaft 236. The third travel transmission component 233 is sleeved onto the intermediate shaft 236 and fixedly connected to it. The intermediate shaft 236 and the third travel transmission component 233 are arranged coaxially. The axial direction of the intermediate shaft 236 is parallel to the axial direction of the third travel transmission component 233.

[0058] The travel transmission mechanism 23 also includes a fourth travel transmission component 234, which is coaxially connected to the third travel transmission component 233. The fourth travel transmission component 234 and the third travel transmission component 233 are spaced apart along the axial direction of the intermediate shaft 236. The axial direction of the fourth travel transmission component 234 is parallel to the axial direction of the third travel transmission component 233. The third travel transmission component 233 can transmit power, rotational speed, and torque to the intermediate shaft 236, thereby driving the fourth travel transmission component 234 to rotate. The fourth travel transmission component 234 rotates about the axial direction of the intermediate shaft 236.

[0059] For example, such as Figure 4 , Figure 5 and Figure 6 As shown, both the third travel transmission component 233 and the fourth travel transmission component 234 can be constructed as gears. Both the fourth travel transmission component 234 and the third travel transmission component 233 are fitted onto the intermediate shaft 236. The intermediate shaft 236 passes through the centers of both the third travel transmission component 233 and the fourth travel transmission component 234. The third travel transmission component 233 can be connected to the intermediate shaft 236 by welding. The fourth travel transmission component 234 can be connected to the intermediate shaft 236 by welding.

[0060] The travel transmission mechanism 23 also includes a fifth travel transmission component 235, which meshes with the fourth travel transmission component 234. The fourth travel transmission component 234 can transmit power, speed, and torque to the fifth travel transmission component 235. Rotation of the fourth travel transmission component 234 can drive the fifth travel transmission component 235 to rotate. The fifth travel transmission component 235 rotates about its axial direction.

[0061] The fifth travel transmission component 235 is used to connect to the vehicle's travel wheels. Further, the travel transmission mechanism 23 also includes a travel output shaft 237, which is spaced apart from an intermediate shaft 236. The intermediate shaft 236 and the travel output shaft 237 are spaced apart along the radial direction of the intermediate shaft 236. The intermediate shaft 236 is parallel to the travel output shaft 237. The axial direction of the intermediate shaft 236 is parallel to the axial direction of the travel output shaft 237.

[0062] The travel output shaft 237 is connected to the vehicle's travel wheels. The vehicle's travel wheels are located at both ends of the travel output shaft 237. The vehicle's travel wheels are fitted onto the outside of the travel output shaft 237. The travel output shaft 237 passes through the center of the vehicle's travel wheels. The vehicle's travel wheels and the travel output shaft 237 can be connected together by welding.

[0063] The fifth travel transmission component 235 is connected to the vehicle's wheels via a travel output shaft 237. Exemplarily, the fifth travel transmission component 235 can be configured as a gear. The fifth travel transmission component 235 is fitted onto the travel output shaft 237. The travel output shaft 237 passes through the center of the fifth travel transmission component 235. The fifth travel transmission component 235 can be welded to the travel output shaft 237. The fifth travel transmission component 235 is rotatable about the axial direction of the travel output shaft 237.

[0064] The rotation of the fifth travel transmission component 235 can drive the travel output shaft 237 to rotate, so that the travel output shaft 237 can drive the vehicle's travel wheels to rotate. The fifth travel transmission component 235 can transmit power, speed and torque to the travel output shaft 237, so as to drive the vehicle's travel wheels to rotate through the travel output shaft 237.

[0065] In this way, the power of the first travel transmission component 231 can be transmitted to the fourth travel transmission component 234 through the third travel transmission component 233. The power of the fourth travel transmission component 234 can be transmitted to the vehicle's wheels through the fifth travel transmission component 235. Driven by the first power source 123 and the second power source 124, adjusting the transmission ratio between the first travel transmission component 231 and the third travel transmission component 233, and adjusting the transmission ratio between the fourth travel transmission component 234 and the fifth travel transmission component 235, can adjust the speed and torque output of the vehicle's wheels. This allows the travel transmission mechanism 23 to work under the combined drive of the first power source 123 and the second power source 124, meeting the vehicle's need to output strong power under heavy loads and complex working conditions, and ensuring transmission efficiency.

[0066] The first power source 123 and the second power source 124 can be connected in series via the moving mechanism 24. The first power source 123 is connected to the first drive shaft 121, and the second power source 124 is connected to the second drive shaft 122. By adjusting the position of the moving component 241 of the moving mechanism 24, a single / dual motor driven walking system can be realized respectively.

[0067] like Figure 2 As shown, when the moving component 241 is in the left position (first position), the first drive shaft 121 and the second drive shaft 122 are disengaged, and the single motor (first power source 123) is working. The driving force is transmitted from the first power source 123 to the first drive shaft 121, then to the first driving transmission component 231, the third driving transmission component 233, the intermediate shaft 236, the fourth driving transmission component 234, and the fifth driving transmission component 235, and finally to the driving output shaft 237, which outputs the force to the front and rear ends (wheels) of the vehicle.

[0068] like Figure 3As shown, when the moving component 241 is in the right-side position (second position), the first drive shaft 121 and the second drive shaft 122 are combined into one unit, and at this time, the two motors (the first power source 123 and the second power source 124) work simultaneously. The driving force is transmitted through the motor to the first driving transmission component 231, then to the third driving transmission component 233, the intermediate shaft 236, the fourth driving transmission component 234 and the fifth driving transmission component 235, and finally to the driving output shaft 237, which outputs the force to the front and rear ends (driving wheels) of the vehicle respectively.

[0069] The drive system 1 is equipped with a moving mechanism 24, which uses a motor input shaft selection sleeve. The working position of the sleeve allows for both simultaneous dual-motor drive and single-motor drive modes. Under heavy loads and complex conditions, the dual motors provide strong power, while under light loads and simple conditions, single-motor operation saves energy.

[0070] As an alternative implementation method, such as Figure 7 As shown, at least two drive sources 12 are directly connected in series. The drive system 1 is always driven by at least two drive sources 12. Each drive source 12 includes a drive shaft 125, a first power source 123, and a second power source 124. The drive shaft 125 is located between the first power source 123 and the second power source 124 along its axial direction. The drive shaft 125 is an integral structure. The first power source 123 and the second power source 124 are located on opposite sides of the housing 21. The drive shaft 125 extends through the housing 21 along its axial direction. The travel transmission mechanism 23 is located inside the housing 21. In this way, the first power source 123 and the second power source 124 are integrated together via the drive shaft 125, simplifying the layout, reducing size and weight, decreasing energy consumption, and lowering usage and maintenance costs.

[0071] The first power source 123 and the second power source 124 are both connected to the drive shaft 125. Both the first power source 123 and the second power source 124 can drive the drive shaft 125 to rotate. The first power source 123 and the second power source 124 can jointly drive the drive shaft 125 to rotate about its axial direction. Both the first power source 123 and the second power source 124 can output power, speed, and torque to the drive shaft 125.

[0072] A drive shaft 125 is connected to a first travel transmission component 231. The first travel transmission component 231 is fixedly connected to the drive shaft 125. The drive shaft 125 and the first travel transmission component 231 are arranged coaxially. The axial direction of the drive shaft 125 is parallel to the axial direction of the first travel transmission component 231. For example, Figure 4 , Figure 5 and Figure 6As shown, the first travel transmission component 231 can be constructed as a gear. The first travel transmission component 231 is sleeved on the outside of the drive shaft 125. The drive shaft 125 passes through the center of the first travel transmission component 231. The first travel transmission component 231 and the drive shaft 125 can be connected together by welding.

[0073] The rotation of the drive shaft 125 drives the first travel transmission component 231 to rotate. The first travel transmission component 231 rotates about the axial direction of the drive shaft 125. The first power source 123 and the second power source 124 jointly drive the first travel transmission component 231 to rotate. The drive shaft 125 can transmit power, speed and torque to the first travel transmission component 231.

[0074] Both the first power source 123 and the second power source 124 transmit power to the first travel transmission component 231 via the drive shaft 125. The power transmitted by the first power source 123 and the second power source 124 can be coupled at the first travel transmission component 231, so that the first travel transmission component 231 can transmit the coupled power to the vehicle's wheels. In this way, the travel transmission mechanism 23 can work under the joint drive of the first power source 123 and the second power source 124, so that the vehicle can output strong power to ensure work efficiency when working under heavy load and complex conditions.

[0075] Similarly, the walking transmission mechanism 23 also includes a third walking transmission component 233, a fourth walking transmission component 234, a fifth walking transmission component 235, an intermediate shaft 236, and a walking output shaft 237. The structure, positional relationship, and connection relationship of the third walking transmission component 233, the fourth walking transmission component 234, the fifth walking transmission component 235, the intermediate shaft 236, and the walking output shaft 237 are similar to those of the third walking transmission component 233, the fourth walking transmission component 234, the fifth walking transmission component 235, the intermediate shaft 236, and the walking output shaft 237, and will not be described again here.

[0076] The first travel transmission component 231 meshes with the third travel transmission component 233. The third travel transmission component 233 and the fourth travel transmission component 234 are connected by an intermediate shaft 236. The fourth travel transmission component 234 meshes with the fifth travel transmission component 235. The fifth travel transmission component 235 is connected to the vehicle's travel wheels through a travel output shaft 237.

[0077] The power transmitted by the first power source 123 and the second power source 124 can be coupled at the first travel transmission component 231. The power of the first travel transmission component 231 can be transmitted to the fourth travel transmission component 234 through the third travel transmission component 233. The power of the fourth travel transmission component 234 can be transmitted to the vehicle's wheels through the fifth travel transmission component 235. Driven by the first power source 123 and the second power source 124, adjusting the transmission ratio between the first travel transmission component 231 and the third travel transmission component 233, and adjusting the transmission ratio between the fourth travel transmission component 234 and the fifth travel transmission component 235, can adjust the output speed and torque of the vehicle's wheels. This allows the travel transmission mechanism 23 to work under the combined drive of the first power source 123 and the second power source 124, meeting the vehicle's need to output strong power under heavy loads and complex working conditions, and ensuring transmission efficiency.

[0078] As another alternative implementation, such as Figure 8 and Figure 9 As shown, at least two drive sources 12 are spaced apart. Each drive source 12 includes a first drive shaft 121, a second drive shaft 122, a first power source 123, and a second power source 124. The first power source 123 is connected to the first drive shaft 121. Preferably, the first power source 123 can be configured as a motor. The first power source 123 can transmit power to the first drive shaft 121, causing the first drive shaft 121 to rotate. The first power source 123 drives the first drive shaft 121 to rotate about its axial direction.

[0079] The second power source 124 is connected to the second drive shaft 122. Preferably, the second power source 124 can be configured as a motor. The second power source 124 can transmit power to the second drive shaft 122, causing the second drive shaft 122 to rotate. The second power source 124 drives the second drive shaft 122 to rotate about the axial direction of the second drive shaft 122.

[0080] The first power source 123 and the second power source 124 are both located on the same side of the housing 21, and the first drive shaft 121 and the second drive shaft 122 are arranged in parallel. The axial direction of the first drive shaft 121 is parallel to the axial direction of the second drive shaft 122. The first drive shaft 121 passes through one side of the housing 21 along its axial direction. The second drive shaft 122 passes through one side of the housing 21 along its axial direction. The walking transmission mechanism 23 is located inside the housing 21. In this way, the first power source 123 and the second power source 124 are integrated together through the reduction module 20, which simplifies the layout, reduces the size and weight, reduces energy consumption, and lowers the cost of use and maintenance.

[0081] The first drive shaft 121 rotates about its axial direction. The first drive shaft 121 is connected to the first travel transmission component 231. The first drive shaft 121 and the first travel transmission component 231 are fixedly connected. The first drive shaft 121 and the first travel transmission component 231 are arranged coaxially. The axial direction of the first drive shaft 121 is parallel to the axial direction of the first travel transmission component 231. The first drive shaft 121 can transmit power, rotational speed, and torque to the first travel transmission component 231. Rotation of the first drive shaft 121 can drive the first travel transmission component 231 to rotate. The first travel transmission component 231 rotates about the axial direction of the first drive shaft 121.

[0082] For example, the first travel transmission component 231 can be configured as a gear. The first travel transmission component 231 is sleeved on the outside of the first drive shaft 121. The first drive shaft 121 passes through the center of the first travel transmission component 231. The first travel transmission component 231 and the first drive shaft 121 can be connected together by welding.

[0083] The first drive shaft 121 rotates about its axial direction. The travel transmission mechanism 23 also includes a second travel transmission member 232 and a third travel transmission member 233. The second travel transmission member 232 is located within the housing 21. The second travel transmission member 232 is rotatable relative to the housing 21. The second drive shaft 122 is fixedly connected to the second travel transmission member 232. The second drive shaft 122 and the second travel transmission member 232 are coaxially arranged. The axial direction of the second drive shaft 122 is parallel to the axial direction of the second travel transmission member 232. The second travel transmission member 232 is rotatable about the axial direction of the second drive shaft 122. The second drive shaft 122 is connected to the second travel transmission member 232.

[0084] For example, the second travel transmission member 232 can be configured as a gear. The second travel transmission member 232 is sleeved on the outside of the second drive shaft 122. The second drive shaft 122 passes through the center of the second travel transmission member 232. The second travel transmission member 232 and the second drive shaft 122 can be connected together by welding.

[0085] Figure 8 The diagram shows the first drive shaft 121 and the second drive shaft 122 arranged in parallel. The dashed line between the second travel transmission member 232 and the third travel transmission member 233 indicates that the second travel transmission member 232 is spaced apart from the first travel transmission member 231, and that the second travel transmission member 232 and the third travel transmission member 233 are engaged. Figure 9As shown, the second travel transmission component 232 is spaced apart from the first travel transmission component 231. The second travel transmission component 232 and the first travel transmission component 231 are spaced apart within the housing 21. Both the first travel transmission component 231 and the second travel transmission component 232 engage with the third travel transmission component 233. The second travel transmission component 232 and the first travel transmission component 231 are spaced apart along the circumferential direction of the third travel transmission component 233.

[0086] The third travel transmission component 233 meshes with the first travel transmission component 231. The axial direction of the third travel transmission component 233 is parallel to the axial direction of the first travel transmission component 231. The first travel transmission component 231 can transmit power, speed, and torque to the third travel transmission component 233. Rotation of the first travel transmission component 231 can drive the third travel transmission component 233 to rotate.

[0087] The third travel transmission component 233 meshes with the second travel transmission component 232. The axial direction of the third travel transmission component 233 is parallel to the axial direction of the second travel transmission component 232. The second travel transmission component 232 can transmit power, speed, and torque to the third travel transmission component 233. Rotation of the second travel transmission component 232 can drive the third travel transmission component 233 to rotate.

[0088] The first power source 123 can be connected to the third travel transmission component 233 via the first travel transmission component 231. The third travel transmission component 233 can rotate under the drive of the first power source 123. The first power source 123 drives the first drive shaft 121 to rotate, causing the first travel transmission component 231 to rotate. The rotation of the first travel transmission component 231 drives the third travel transmission component 233 to rotate. The power output by the first power source 123 can be transmitted to the third travel transmission component 233 via the first drive shaft 121 and the first travel transmission component 231.

[0089] The second power source 124 can be connected to the third travel transmission component 233 via the second travel transmission component 232. The third travel transmission component 233 can also rotate under the drive of the second power source 124. The second power source 124 drives the second drive shaft 122 to rotate, causing the second drive shaft 122 to drive the second travel transmission component 232 to rotate. The rotation of the second travel transmission component 232 drives the third travel transmission component 233 to rotate. The power output by the second power source 124 can be transmitted to the third travel transmission component 233 via the second drive shaft 122 and the second travel transmission component 232.

[0090] The power of the first travel transmission component 231 and the power of the second travel transmission component 232 can be coupled at the third travel transmission component 233, so that the power of at least two travel drive sources 12 is superimposed, thereby enabling the third travel transmission component 233 to rotate under the joint drive of at least two travel drive sources 12. The first travel transmission component 231 and the second travel transmission component 232 jointly drive the third travel transmission component 233 to rotate about the axial direction of the third travel transmission component 233.

[0091] The first drive shaft 121 and the second drive shaft 122 are parallel. The axial direction of the first drive shaft 121 is parallel to the axial direction of the second drive shaft 122. Rotation of the first drive shaft 121 can drive the first travel transmission component 231 to rotate, and in turn, drive the third travel transmission component 233 to rotate. The first drive shaft 121 can transmit power, speed, and torque to the third travel transmission component 233 through the first travel transmission component 231. Rotation of the second drive shaft 122 can drive the second travel transmission component 232 to rotate, and in turn, drive the third travel transmission component 233 to rotate. The second drive shaft 122 can transmit power, speed, and torque to the third travel transmission component 233 through the second travel transmission component 232.

[0092] The drive system 1 can adjust the rotational speed of the third travel transmission component 233 by adjusting the transmission ratio between the first travel transmission component 231 and the third travel transmission component 233, and by adjusting the transmission ratio between the second travel transmission component 232 and the third travel transmission component 233.

[0093] Similarly, the walking transmission mechanism 23 also includes a fourth walking transmission component 234, a fifth walking transmission component 235, an intermediate shaft 236, and a walking output shaft 237. The structure, positional relationship, and connection relationship of the third walking transmission component 233, the fourth walking transmission component 234, the fifth walking transmission component 235, the intermediate shaft 236, and the walking output shaft 237 are similar to those of the third walking transmission component 233, the fourth walking transmission component 234, the fifth walking transmission component 235, the intermediate shaft 236, and the walking output shaft 237, and will not be described again here.

[0094] The fourth travel transmission component 234 is coaxially connected to the third travel transmission component 233. The third travel transmission component 233 and the fourth travel transmission component 234 are connected via an intermediate shaft 236, and the fifth travel transmission component 235 meshes with the fourth travel transmission component 234. The fifth travel transmission component 235 is used to connect to the vehicle's wheels. The fifth travel transmission component 235 is connected to the vehicle's wheels via a travel output shaft 237.

[0095] In this way, the power transmitted by the first power source 123 and the second power source 124 can be coupled at the third travel transmission component 233. The power transmitted by the third travel transmission component 233 can be transmitted to the fourth travel transmission component 234. The power transmitted by the fourth travel transmission component 234 can be transmitted to the vehicle's wheels through the fifth travel transmission component 235. Driven by the first power source 123 and the second power source 124, adjusting the transmission ratio between the first travel transmission component 231 and the third travel transmission component 233, adjusting the transmission ratio between the second travel transmission component 232 and the third travel transmission component 233, and adjusting the transmission ratio between the fourth travel transmission component 234 and the fifth travel transmission component 235 can adjust the output speed and torque of the vehicle's wheels. This allows the travel transmission mechanism 23 to work under the combined drive of the first power source 123 and the second power source 124, meeting the vehicle's need to output strong power under heavy loads and complex working conditions, and ensuring transmission efficiency.

[0096] The drive system 1 is always driven by at least two driving sources 12. The moving mechanism 24 is eliminated in the drive system 1. The first drive shaft 121 is an integral structure. The second drive shaft 122 is an integral structure. The first power source 123 and the second power source 124 can transmit power to the first travel transmission component 231 through different transmission paths. The travel transmission mechanism 23 can also work under the joint drive of the first power source 123 and the second power source 124, thereby enabling the vehicle to output strong power and ensure transmission efficiency when working under heavy loads and complex conditions.

[0097] The working transmission mechanism 22 also includes a first working transmission member 221 and a second working transmission member 222 that mesh with each other, both of which are located within the housing 21. The axial direction of the first working transmission member 221 and the axial direction of the second working transmission member 222 are parallel. Optionally, the first working transmission member 221 and the second working transmission member 222 can be meshing gears.

[0098] The first working transmission component 221 is connected to the working drive source 11, and the first working transmission component 221 is fixedly connected to the working drive source 11. The working drive source 11 can drive the first working transmission component 221 to rotate. The first working transmission component 221 rotates about its axial direction. The working drive source 11 can transmit power, speed, and torque to the first working transmission component 221.

[0099] like Figure 3 and Figure 7 As shown, the operation drive source 11 and the first power source 123 are located on the same side of the housing 21. The operation drive source 11 and the second power source 124 are located on opposite sides of the housing 21.

[0100] like Figure 8 As shown, the operation drive source 11 and the first power source 123 are located on both sides of the housing 21. The operation drive source 11 and the second power source 124 are located on both sides of the housing 21.

[0101] The first working transmission component 221 and the second working transmission component 222 mesh with each other. Rotation of the first working transmission component 221 can drive the second working transmission component 222 to rotate. The second working transmission component 222 rotates about the axial direction of the second working transmission component 222. The first working transmission component 221 can transmit power, speed and torque to the second working transmission component 222.

[0102] The second working transmission member 222 is used to connect to the working device of the vehicle. The second working transmission member 222 can transmit power, speed and torque to the working device of the vehicle. Rotation of the second working transmission member 222 can drive the working device of the vehicle to operate.

[0103] In the embodiments of this disclosure, the work transmission mechanism 22 further includes a work drive shaft 111 and a work output shaft 223, which are spaced apart. The axial directions of the work drive shaft 111 and the work output shaft 223 are parallel. Both the work drive shaft 111 and the work output shaft 223 pass through the housing 21 along the axial direction of the work drive shaft 111. The work transmission mechanism 22 is located inside the housing 21. The work drive source 11 transmits power, rotational speed, and torque to the vehicle's work device through the work transmission mechanism 22. The work drive source 11 drives the vehicle's work device to operate through the work transmission mechanism 22.

[0104] The first working transmission component 221 is constructed as a gear. The first working transmission component 221 is fitted onto the working drive shaft 111. The working drive shaft 111 is connected to the center of the first working transmission component 221. The working drive shaft 111 can be connected to the first working transmission component 221 by welding. The second working transmission component 222 is constructed as a gear. The second working transmission component 222 is fitted onto the working output shaft 223. The working output shaft 223 is connected to the center of the second working transmission component 222. The working output shaft 223 can be connected to the second working transmission component 222 by welding.

[0105] The work drive source 11 can transmit power, speed, and torque to the work output shaft 223 via the work drive shaft 111. The work drive source 11 can drive the first work transmission component 221 to rotate. The rotation of the first work transmission component 221 can drive the second work transmission component 222 to rotate. The second work transmission component 222 rotates about the axial direction of the second work transmission component 222. The first work transmission component 221 can transmit power, speed, and torque to the second work transmission component 222.

[0106] The second working transmission component 222 can transmit power, speed, and torque to the vehicle's working device via the working output shaft 223. Rotation of the second working transmission component 222 drives the vehicle's working device. Both the second working transmission component 222 and the working output shaft 223 rotate about the axial direction of the second working transmission component 222. Thus, the power output from the working drive source 11 can be transmitted to the vehicle's working device via the first working transmission component 221 and the second working transmission component 222 within the housing 21.

[0107] Optionally, the working system can be a pump-driven system. The working system also includes a hydraulic pump, and the working drive source 11 can transmit power to the hydraulic pump so that the hydraulic pump drives the working system, such as a bucket or a breaker, to operate. The working drive source 11 can drive the hydraulic pump to operate.

[0108] At least two travel drive sources 12 drive the vehicle's travel wheels via travel transmission mechanism 23. A work drive source 11 drives the vehicle's work device via work transmission mechanism 22. Both the at least two travel drive sources 12 and the work drive source 11 are located outside the housing 21. Both the at least two travel drive sources 12 and the work drive source 11 are spaced apart. Both the travel transmission mechanism 23 and the work transmission mechanism 22 are located inside the housing 21. The travel transmission mechanism 23 and the work transmission mechanism 22 are spaced apart. Thus, the work transmission mechanism 22 and the travel transmission mechanism 23 are decoupled in terms of transmission path and control, resulting in flexible strategy and low power consumption. This avoids ineffective energy consumption caused by coupling, allowing the drive system 1 to flexibly control the power output of the work drive source 11 and the travel drive source 12 to adapt to different working conditions.

[0109] The drive system 1 and drive module 10 of this application employ dual high-speed motors and high-speed acceleration and reduction gearboxes connected in series to drive the walking wheels. The working device is driven by a single high-speed motor and reduction gearbox. The two systems (working transmission mechanism 22 and walking transmission mechanism 23) are arranged in a single mechanism, sharing a common housing and oil, and are hardware integrated. The transmission paths and control of the two systems (working transmission mechanism 22 and walking transmission mechanism 23) are decoupled, resulting in flexible strategies and low power consumption.

[0110] The work drive source 11 and the travel drive source 12 are controlled independently. Both the work drive source 11 and at least two travel drive sources 12 can use high-speed motors instead of low-speed, high-torque motors, solving the problems of high cost and large size of low-speed motors and reducing motor costs. The drive system 1 eliminates the need for a dedicated gearbox, replacing the traditional gearbox and hydraulic torque converter with a reduction module 20, simplifying the structure, improving transmission efficiency, reducing the number of parts, improving reliability, and reducing costs. The drive system 1 achieves hardware integration through the reduction module 20. The work transmission mechanism 22 and the travel transmission mechanism 23 share a single housing and hydraulic circuit, reducing usage and maintenance costs, decreasing size, and simplifying layout. The work transmission mechanism 22 and the travel transmission mechanism 23 are decoupled in terms of transmission path and control, resulting in flexible strategies and low power consumption, avoiding ineffective energy consumption caused by coupling. This allows the drive system 1 to flexibly control the power output of the work drive source 11 and the travel drive source 12 to adapt to different working conditions.

[0111] The reduction module 20 of this application features a multi-axis power split transmission as its core characteristic. At least two travel drive sources 12 employ high-speed drive motors, reducing system costs. For example, the reduction module 20 can be externally connected to three motors. The drive system 1 eliminates the need for a traditional gearbox and torque converter, improving transmission efficiency and simplifying the transmission and operating systems. The drive system 1, without a gearbox, uses a reduction gearbox, reducing the number of parts, simplifying the structure, improving reliability, and lowering costs. The travel and operating systems are integrated into a single hardware design, sharing a single housing 21 and hydraulic circuit, reducing usage and maintenance costs, minimizing size, and simplifying layout.

[0112] The work drive source 11 is a pump motor, which is not related to the transmission path of the walking system. The transmission path of the work system is as follows: the power of the work drive source 11 is transmitted to the first work transmission component 221, then to the second work transmission component 222, and finally to the work output shaft 223, so that the power can be transmitted to the work system to drive the work system to work.

[0113] This application also includes a vehicle that includes the aforementioned drive system 1.

[0114] According to the vehicle of this application, the vehicle includes the aforementioned drive system 1. The drive system 1 includes a drive module 10 and a reduction module 20. The drive module 10 includes a work drive source 11 and at least two travel drive sources 12. The reduction module 20 includes a housing 21, a work transmission mechanism 22, and a travel transmission mechanism 23. Both the work transmission mechanism 22 and the travel transmission mechanism 23 are located within the housing 21. The work drive source 11 is connected to the work transmission mechanism 22, and the at least two travel drive sources 12 are connected to the travel transmission mechanism 23. Thus, the drive system 1 is hardware-integrated through the reduction module 20. The work transmission mechanism 22 and the travel transmission mechanism 23 share a single housing 21, reducing usage and maintenance costs, decreasing size, and simplifying layout. The work transmission mechanism 22 and the travel transmission mechanism 23 are decoupled in terms of transmission path and control, resulting in flexible strategies and low power consumption. This avoids ineffective energy consumption caused by coupling, enabling the drive system 1 to flexibly control the power output of the work drive source 11 and the travel drive source 12 to adapt to different working conditions.

[0115] Unless otherwise defined, the technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art. The terminology used herein is for descriptive purposes only and is not intended to limit the scope of this application. Terms such as “part” or “component” appearing herein can refer to a single part or a combination of multiple parts. Terms such as “installation” or “installation” appearing herein can refer to one component being directly attached to another component or one component being attached to another component via an intermediary. A feature described in one embodiment herein may be applied, alone or in combination with other features, to another embodiment, unless that feature is not applicable in that other embodiment or is otherwise stated.

[0116] This application has been described through the above embodiments; however, it should be understood that the above embodiments are for illustrative purposes only and are not intended to limit this application to the described embodiments. Furthermore, those skilled in the art will understand that this application is not limited to the above embodiments, and many more variations and modifications can be made based on the teachings of this application, all of which fall within the scope of protection claimed in this application. The scope of protection of this application is defined by the appended claims and their equivalents.

Claims

1. A drive system (1) for a vehicle, characterized in that, The drive system (1) includes: Drive module (10), the drive module (10) including a work drive source (11) and at least two walking drive sources (12); and The deceleration module (20) includes a housing (21), a working transmission mechanism (22), and a walking transmission mechanism (23), both of which are located within the housing (21). The work drive source (11) is connected to the work transmission mechanism (22), and at least two of the walking drive sources (12) are connected to the walking transmission mechanism (23).

2. The drive system (1) according to claim 1, characterized in that, The walking transmission mechanism (23) includes a first walking transmission component (231), which is connected to at least one of the at least two walking drive sources (12).

3. The drive system (1) according to claim 2, characterized in that, At least two of the walking drive sources (12) include a first drive shaft (121) and a second drive shaft (122), with the first drive shaft (121) connected to the first walking transmission member (231). The deceleration module (20) further includes a moving mechanism (24) located in the housing (21). The moving mechanism (24) includes a moving member (241), a first tooth (242), and a second tooth (243). The first tooth (242) is connected to the first drive shaft (121), and the second tooth (243) is connected to the second drive shaft (122). The moving member (241) is capable of moving between a first position and a second position. The movable member (241) located at the first position is spaced apart from the first tooth (242), and the movable member (241) located at the first position is connected to the second tooth (243). The movable member (241) located in the second position is connected to both the first tooth (242) and the second tooth (243).

4. The drive system (1) according to claim 3, characterized in that, The at least two of the walking drive sources (12) further include a first power source (123) and a second power source (124), wherein the first power source (123) is connected to the first drive shaft (121), and the second power source (124) is connected to the second drive shaft (122). The first power source (123) and the second power source (124) are located on both sides of the housing (21), and the first drive shaft (121) and the second drive shaft (122) are coaxially arranged.

5. The drive system (1) according to claim 2, characterized in that, At least two of the walking drive sources (12) include a drive shaft (125), a first power source (123) and a second power source (124). The first power source (123) and the second power source (124) are located on both sides of the housing (21). The first power source (123) and the second power source (124) are both connected to the drive shaft (125). The drive shaft (125) is connected to the first walking transmission component (231).

6. The drive system (1) according to any one of claims 2-5, characterized in that, The walking transmission mechanism (23) also includes: The third travel transmission component (233) meshes with the first travel transmission component (231); The fourth travel transmission component (234) is coaxially connected to the third travel transmission component (233); and The fifth travel transmission component (235) meshes with the fourth travel transmission component (234) and is used to connect to the travel wheels of the vehicle.

7. The drive system (1) according to claim 2, characterized in that, At least two of the walking drive sources (12) include a first drive shaft (121), a second drive shaft (122), a first power source (123), and a second power source (124). The walking transmission mechanism (23) also includes a second walking transmission component (232) and a third walking transmission component (233). The first power source (123) is connected to the first drive shaft (121), and the second power source (124) is connected to the second drive shaft (122). The first power source (123) and the second power source (124) are both located on the same side of the housing (21). The first drive shaft (121) is connected to the first walking transmission component (231), and the second drive shaft (122) is connected to the second walking transmission component (232). The first walking transmission component (231) and the second walking transmission component (232) are both engaged with the third walking transmission component (233).

8. The drive system (1) according to claim 7, characterized in that, The walking transmission mechanism (23) also includes: The fourth travel transmission component (234) is coaxially connected to the third travel transmission component (233); and The fifth travel transmission component (235) meshes with the fourth travel transmission component (234) and is used to connect to the travel wheels of the vehicle.

9. The drive system (1) according to claim 1, characterized in that, The working transmission mechanism (22) further includes a first working transmission component (221) and a second working transmission component (222) that mesh with each other. The first working transmission component (221) is connected to the working drive source (11), and the second working transmission component (222) is used to connect to the working device of the vehicle.

10. A vehicle, characterized in that, The vehicle includes a drive system (1) according to any one of claims 1-9.

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