Parking mechanism for vehicle and vehicle

Abstract

A vehicle, comprising a parking mechanism, wherein the parking mechanism comprises a fixing plate (100), a first connector (120), a second connector (130), and a locking sleeve (110). The fixing plate (100) is provided with first meshing teeth (101), and the fixing plate (100) is fixed relative to a frame of the vehicle. The first connector (120) is configured to be connected to a wheel of the vehicle. The second connector (130) is spaced apart from the first connector (120) in a switching direction (Z), and the second connector (130) is configured to be connected to a further wheel of the vehicle. The locking sleeve (110) is sleeved on the first connector (120) and is not rotatable relative to the first connector (120), the locking sleeve (110) is movable relative to the first connector (120) between an unlocked position and a parking position in the switching direction (Z), and the locking sleeve (110) is provided with second meshing teeth (111).

Description

Parking mechanism of vehicle and vehicle

[0001] This application claims priority to the Chinese patent disclosure with application number 2024206476769 and disclosure name “Parking mechanism of vehicle and vehicle” filed with the Patent Office of China on March 29, 2024, the entire contents of which are incorporated by reference into this application. Technical Field

[0002] The present application relates to, but is not limited to, the technical field of differential locks, and more particularly to a parking mechanism of a vehicle and a vehicle. Background Art

[0003] For off-road vehicles, which are relatively heavy and require parking on steep slopes, a ratchet-pawl parking mechanism is often used. However, this type of parking mechanism is complex, takes up a lot of space and weight, and requires a separate controller and motor to drive it, increasing vehicle costs. Summary of the Invention

[0004] The present application provides a parking mechanism for a vehicle and a vehicle, aiming to solve the technical problem that the parking mechanism is relatively complex, resulting in high vehicle costs.

[0005] The following is a summary of the subject matter described in detail herein. This summary is not intended to limit the scope of the claims.

[0006] A series of simplified concepts are introduced in this application, which will be further described in detail in the detailed description. The technical solution section of this application does not intend to limit the key features and essential technical features of the technical solution claimed for protection, nor does it intend to determine the scope of protection of the technical solution claimed for protection.

[0007] The present application provides a parking mechanism for a vehicle and a vehicle, which simplifies the structure of the parking mechanism.

[0008] A first aspect of the present application provides a parking mechanism for a vehicle, the parking mechanism comprising:

[0009] a fixed plate, wherein the fixed plate is provided with first meshing teeth;

[0010] a first connecting member for connecting to a wheel of the vehicle;

[0011] a second connecting member, the second connecting member being spaced apart from the first connecting member along the switching direction and being configured to be connected to another wheel of the vehicle;

[0012] a locking sleeve, the locking sleeve being movable relative to the first connecting member along the switching direction, the locking sleeve being provided with second meshing teeth;

[0013] Wherein, when the lock sleeve is located in the parking position, the second meshing teeth cooperate with the first meshing teeth, the lock sleeve is sleeved onto the first connecting member and the second connecting member, and the lock sleeve cannot rotate relative to the first connecting member and the second connecting member.

[0014] Optionally, the locking sleeve further has a locking position relative to the first connecting member along the switching direction. During the process of moving from the unlocking position to the locking position, the locking sleeve is sleeved onto the second connecting member and cannot rotate relative to the second connecting member, and the second meshing teeth are spaced apart from the first meshing teeth along the switching direction.

[0015] Optionally, along the switching direction, the locking position is located between the unlocking position and the parking position.

[0016] Optionally, the second meshing tooth is located on an end surface of the locking sleeve close to the fixing plate along the switching direction.

[0017] Optionally, a spline groove is provided in the locking sleeve, the first connecting member is provided with first spline teeth matching with the spline groove, and the second connecting member is provided with second spline teeth matching with the spline groove.

[0018] Optionally, during the process of the locking sleeve being moved to the locking position by the unlocking device, the spline groove is engaged with the second spline tooth.

[0019] Optionally, during the process of the locking sleeve being moved from the locking device to the parking position, the spline groove and the second spline teeth remain in a mating state.

[0020] Optionally, the parking mechanism further includes:

[0021] a shift fork, the shift fork being clamped to the locking sleeve; and

[0022] A drive element is connected to the shift fork and is used to drive the shift fork in the switching direction.

[0023] Optionally, the parking mechanism further comprises a fork sleeve, the fork sleeve is sleeved on the lock sleeve, the fork sleeve is rotatable relative to the lock sleeve, the fork sleeve is fixed relative to the lock sleeve along the switching direction, and the shift fork is sleeved on the fork sleeve.

[0024] Optionally, the parking mechanism further includes a limiter and a transmission rod, the transmission rod is fixed to the shift fork, the limiter is fixed relative to the vehicle frame, and the transmission rod is provided with at least three limit slots; when the lock sleeve is respectively located in the unlocking position, the locking position and the parking position, the limiter respectively abuts against the three limit slots.

[0025] Optionally, the limiter includes:

[0026] a housing fixed relative to a frame of the vehicle;

[0027] a limiting ball, the limiting ball being located at an end of the housing and being adapted to be embedded in the limiting groove; and

[0028] An elastic member is disposed in the housing and connected to the limiting ball, and is used to press against the limiting ball.

[0029] A second aspect of the present application provides a vehicle, comprising the parking mechanism of the vehicle described above.

[0030] Optionally, it also includes:

[0031] a first wheel, the first wheel being provided with a first half-shaft, the first half-shaft being connected to the first connecting member;

[0032] a second wheel, the second wheel being provided with a second half-shaft connected to the second connecting member; and

[0033] A vehicle frame, wherein the first wheel and the second wheel are rotatable relative to the vehicle frame.

[0034] Optionally, it also includes:

[0035] a first motor connected to the first half-shaft for driving the first wheel to rotate; and

[0036] A second motor is connected to the second half-shaft and is used to drive the second wheel to rotate.

[0037] The beneficial effects of the embodiments of the present application are:

[0038] The parking mechanism of the vehicle of the present application, the lock sleeve moves to the parking position along the switching direction, and the lock sleeve is simultaneously sleeved on the first connecting member and the second connecting member, so that the first connecting member and the second connecting member cannot rotate, and the second meshing teeth of the lock sleeve cooperate with the first meshing teeth of the fixing plate, so that the first connecting member and the second connecting member cannot rotate relative to the vehicle frame, so that the two wheels respectively connected to the first connecting member and the second connecting member are locked, thereby achieving parking of the vehicle; therefore, the parking mechanism of the vehicle of the present application can achieve parking of the vehicle through the cooperation of the lock sleeve and the fixing plate, has a simple structure, occupies little space, and has low manufacturing cost. In addition, the drive of the lock sleeve can be shared with the original control system of the parking mechanism, further reducing the cost of the vehicle.

[0039] The vehicle of the present application has high internal space utilization and simple structure, which reduces the manufacturing cost of the entire vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0040] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments of the present disclosure and, together with the description, serve to explain the principles of the present disclosure.

[0041] The following drawings of the embodiments of the present application are hereby incorporated as part of the present application for understanding the present application. The drawings show the embodiments of the present application and their descriptions, and are used to explain the principles of the present application. In the drawings,

[0042] FIG1 is a perspective schematic diagram of a parking mechanism for a vehicle according to a preferred embodiment of the present application;

[0043] FIG2 is a side view of the parking mechanism in FIG1 ;

[0044] FIG3 is a side view of the locking sleeve when it is in the locked position;

[0045] FIG4 is a perspective view of the locking sleeve when it is in the locked position;

[0046] FIG5 is a perspective view of the fixing plate in FIG1 ;

[0047] FIG6 is a schematic diagram of the lock sleeve and the fixing plate when the lock sleeve is in the parking position; and

[0048] FIG7 is a schematic diagram showing the cooperation between the stopper and the transmission rod.

[0049] Explanation of the accompanying reference numerals: 100, fixing plate; 101, first meshing tooth; 110, locking sleeve; 111, second meshing tooth; 112, spline groove; 120, first connecting member; 121, first spline tooth; 130, second connecting member; 131, second spline tooth; 140, shift fork; 150, transmission rod; 151, limiting groove; 152, first limiting groove; 153, second limiting groove; 154, third limiting groove; 160, driving element; 170, limiter; 171, housing; 172, limiting ball; 180, fork sleeve; Z, switching direction. DETAILED DESCRIPTION

[0050] In the following description, a large number of specific details are provided to provide a more thorough understanding of the present application. However, it will be apparent to those skilled in the art that the present application embodiments can be implemented without one or more of these details. In other examples, some technical features well known in the art are not described to avoid confusion with the present application embodiments.

[0051] Herein, ordinal numbers such as “first” and “second” cited in this application are merely identifiers and do not have any other meanings, such as a specific order, etc. Moreover, for example, the term “first component” itself does not imply the existence of a “second component”, and the term “second component” itself does not imply the existence of a “first component”.

[0052] In this document, “upper”, “lower”, “front”, “back”, “left”, “right”, etc. are only used to indicate the relative position relationship between related parts, rather than to limit the absolute positions of these related parts.

[0053] In this document, “equal”, “same”, etc. are not strictly limited in a mathematical and / or geometric sense, but also include errors that can be understood by those skilled in the art and are allowed in manufacturing or use.

[0054] Unless otherwise stated, numerical ranges herein include not only the entire range between its two endpoints but also the several sub-ranges contained therein.

[0055] Figures 1 to 7 illustrate a vehicle parking mechanism according to the present application. The vehicle parking mechanism includes a fixing plate 100, a first connecting member 120, a second connecting member 130, and a locking sleeve 110. The fixing plate 100 is provided with first meshing teeth 101. The first connecting member 120 is configured to be connected to one wheel of the vehicle. The second connecting member 130 is spaced apart from the first connecting member 120 along a switching direction Z and is configured to be connected to another wheel of the vehicle. The locking sleeve 110 is movable relative to the first connecting member 120 along the switching direction Z and is provided with second meshing teeth 111.

[0056] When the lock sleeve 110 is in the parking position, the second meshing teeth 111 cooperate with the first meshing teeth 101 , the lock sleeve 110 is sleeved onto the first connecting member 120 and the second connecting member 130 , and the lock sleeve 110 cannot rotate relative to the first connecting member 120 and the second connecting member 130 .

[0057] According to the parking mechanism of the vehicle of the present application, the lock sleeve 110 moves to the parking position along the switching direction Z, and the lock sleeve 110 is simultaneously mounted on the first connecting member 120 and the second connecting member 130, so that the first connecting member 120 and the second connecting member 130 cannot rotate with each other, and the second meshing teeth 111 of the lock sleeve 110 cooperate with the first meshing teeth 101 of the fixing plate 100, so that the first connecting member 120 and the second connecting member 130 cannot rotate relative to the vehicle frame, so that the two wheels respectively connected to the first connecting member 120 and the second connecting member 130 are locked, thereby achieving parking of the vehicle. Therefore, the parking mechanism of the vehicle of the present application can achieve parking of the vehicle by cooperating with the lock sleeve 110 and the fixing plate 100, has a simple structure, takes up little space, and has low manufacturing cost. In addition, the drive of the lock sleeve 110 can be shared with the original control system of the parking mechanism (such as a motor, a control module, etc.), further reducing the cost of the vehicle.

[0058] Optionally, the first meshing teeth 101 and the second meshing teeth 111 may be end face teeth, so that the locking sleeve 110 is easily locked with the fixing plate 100 .

[0059] As an alternative, the first meshing teeth 101 may be spline sleeves, and the second meshing teeth 111 may be spline teeth, which can also achieve locking of the locking sleeve 110 and the fixing plate 100 .

[0060] The fixing plate 100 is fixed relative to the vehicle body or frame, so that when the locking sleeve 110 is in the parking position, the locking sleeve 110 cannot rotate relative to the vehicle body or frame, thereby locking the wheel and achieving parking. Alternatively, the fixing plate 100 can be a box fixed to the vehicle's drive assembly via fasteners such as bolts.

[0061] Furthermore, the locking sleeve 110 has a locked position relative to the first connecting member 120 along the switching direction Z. During the process of moving from the unlocked position to the locked position, the locking sleeve 110 is sleeved onto the second connecting member 130 and cannot rotate relative to the second connecting member 130, while the second meshing teeth 111 are spaced apart from the first meshing teeth 101 along the switching direction Z. Therefore, when the locking sleeve 110 is in the locked position, the first connecting member 120 and the second connecting member 130 cannot rotate with each other, thus achieving locking between the two wheels. At this time, the locking sleeve 110 is unlocked from the fixing plate 100.

[0062] In general, corresponding to the unlocked, locked, and parked positions of the lock sleeve 110, the parking mechanism of the vehicle according to the present application has three states: unlocked (two wheels rotate independently), locked (two wheels are locked and can be driven to rotate together), and parked (both wheels are locked relative to the vehicle frame). Therefore, the parking mechanism of the vehicle according to the present application is applicable to vehicles with two independently driven wheels. However, vehicles with more than two independently driven wheels are also within the scope of protection of the present application.

[0063] Furthermore, the locked position is located between the unlocked position and the parking position along the switching direction Z. The arrangement of the unlocked position, the locked position, and the parking position conforms to the control logic of the parking mechanism and is reasonable.

[0064] 3 and 4 , the first connecting member 120 and the second connecting member 130 may be cylindrical structures, and the drive half shafts corresponding to the wheels of the vehicle may also be connected by splines. Therefore, when the two wheels rotate, the first connecting member 120 and the second connecting member 130 may rotate respectively with the rotation of the two wheels.

[0065] 1 and 3 , a spline groove 112 is provided within the lock sleeve 110, and a first spline tooth 121 is provided on the exterior of the first connector 120 to mate with the spline groove 112. A second spline tooth 131 is provided on the exterior of the second connector 130 to mate with the spline groove 112. When the lock sleeve 110 is in the unlocked position, the lock sleeve 110 is sleeved onto the first connector 120 via the mating engagement of the spline groove 112 and the first spline tooth 121. Therefore, the first connector 120 and the lock sleeve 110 are non-rotatable, while the lock sleeve 110 is movable relative to the first connector 120 along the switching direction Z. When the lock sleeve 110 is in the locked or parked position, the lock sleeve 110 is sleeved onto the second connector 130 via the mating engagement of the spline groove 112 and the second spline tooth 131. Therefore, the second connector 130 and the lock sleeve 110 are also non-rotatable, and the first connector 120 and the second connector 130 are locked.

[0066] In other words, when the lock sleeve 110 is moved from the unlocking device to the locking position, the spline groove 112 is engaged with the second spline teeth 131. When the lock sleeve 110 is moved from the locking device to the parking position, the spline groove 112 and the second spline teeth 131 remain engaged.

[0067] 5 and 6 , the second meshing teeth 111 are located on one end of the locking sleeve 110, closer to the fixed plate 100, along the switching direction Z. This reduces the travel of the locking sleeve 110 along the switching direction Z, facilitating control. The first meshing teeth 101 are straight teeth and are arranged around the axis of the locking sleeve 110. Similarly, the second meshing teeth 111 are also straight teeth and are arranged around the axis of the locking sleeve 110. When the locking sleeve 110 is in the parking position, the second meshing teeth 111 fit between the first meshing teeth 101, preventing the locking sleeve 110 from rotating relative to the fixed plate 100.

[0068] Regarding the specific driving method of the lock sleeve 110, referring to Figures 1 to 4, the parking mechanism also includes a shift fork 140 and a driving element 160. The shift fork 140 is clamped to the lock sleeve 110. The driving element 160 is connected to the shift fork 140 and is used to drive the shift fork 140 in the switching direction Z. The driving element 160 drives the shift fork 140 via the transmission rod 150, so that the lock sleeve 110 can move in the switching direction Z.

[0069] Furthermore, the parking mechanism also includes a fork sleeve 180, which is mounted on the lock sleeve 110. The fork sleeve 180 is rotatable relative to the lock sleeve 110 about the axis of the lock sleeve 110, and the fork sleeve 180 is fixed relative to the lock sleeve 110 along the switching direction Z. The shift fork 140 is mounted on the fork sleeve 180. Due to the arrangement of the fork sleeve 180, the lock sleeve 110 is rotatable relative to the shift fork 140, so that the driving of the lock sleeve 110 by the shift fork 140 does not affect the rotation of the lock sleeve 110. Specifically, the shift fork 140 is embedded in the exterior of the fork sleeve 180, so that the fork sleeve 180 is fixed relative to the shift fork 140.

[0070] Optionally, the driving element 160 is a linear motor, and the output end of the driving element 160 is connected to the fork 140. When the driving element 160 is turned, its output end moves along the switching direction Z, thereby driving the fork 140, the fork sleeve 180 and the lock sleeve 110.

[0071] As shown in Figure 7, the parking mechanism also includes a limiter 170 and a transmission rod 150. The transmission rod 150 is inserted into the shift fork 140 and fixed to the shift fork 140. The limiter 170 is fixed relative to the vehicle frame. Specifically, referring to Figures 1 and 2, the limiter 170 is provided on the fixed plate 100. The transmission rod 150 is provided with at least three limit slots 151; when the lock sleeve 110 is respectively located in the unlocking position, the locking position and the parking position, the limiter 170 is respectively abutted against the three limit slots 151. In detail, the transmission rod 150 is provided with a first limit slot 152, a second limit slot 153 and a third limit slot 154 at one end close to the limiter 170. The first limit slot 152, the second limit slot 153 and the third limit slot 154 are arranged in sequence along the switching direction Z. When the lock sleeve 110 is in the unlocking position, the limiter 170 abuts against the first limiting groove 152; when the lock sleeve 110 is in the locking position, the limiter 170 abuts against the second limiting groove 153; when the lock sleeve 110 is in the parking position, the limiter 170 abuts against the third limiting groove 154.

[0072] The arrangement of the limiter 170 and the transmission rod 150 allows for effective positioning of the travel of the locking sleeve 110 along the switching direction Z under the control of the drive element 160, thereby improving the precision with which the drive element 160 controls the locking sleeve 110. Furthermore, due to the self-locking function of the limiter 170 and the transmission rod 150, even if the drive element 160 loses power, the locking sleeve 110 will not be dislocated, resulting in excellent performance stability.

[0073] Furthermore, the limiter 170 includes a shell 171, a limiting ball 172 and an elastic member. The shell 171 is fixed relative to the vehicle frame. The limiting ball 172 is located at the end of the shell 171, and the limiting ball 172 is used to be embedded in the limiting groove 151. The elastic member is arranged in the shell 171 and connected to the limiting ball 172, and is used to press against the limiting ball 172. The setting of the elastic member can adjust the stroke of the limiting ball 172, so that the limiting ball 172 can switch between the limiting grooves 151 more smoothly.

[0074] The present application also provides a vehicle, comprising the above-mentioned parking mechanism. The vehicle according to the present application has high internal space utilization, simple structure, and reduced manufacturing cost of the entire vehicle.

[0075] Optionally, the vehicle further includes a first wheel, a second wheel, and a frame. The first wheel is provided with a first axle shaft connected to the first connector 120. The second wheel is provided with a second axle shaft connected to the second connector 130. The first wheel and the second wheel are rotatable relative to the frame. The first wheel and the second wheel can be the front wheels or the rear wheels of the vehicle. When the locking sleeve 110 is in the parking position, the first wheel and the second wheel are locked and cannot rotate relative to the frame, thereby parking the vehicle.

[0076] Optionally, the vehicle further includes a first motor and a second motor. The first motor is connected to the first axle and is used to drive the first wheel. The second motor is connected to the second axle and is used to drive the second wheel. When the locking sleeve 110 is in the locked position, the first wheel and the second wheel are locked, and the first motor and the second motor jointly drive the first and second wheels. When the locking sleeve 110 is in the unlocked position, the first motor drives the first wheel, while the second motor drives the second wheel, thereby allowing the first and second wheels to be driven independently.

[0077] Unless otherwise defined, the technical and scientific terms used herein have the same meaning as commonly understood by those skilled in the art in the technical field of this application. The terms used herein are only for describing specific implementation purposes and are not intended to limit this application. Terms such as "setting" appearing in this document can mean that one component is directly attached to another component, or that one component is attached to another component through an intermediate component. Features described in this document in one embodiment may be applied to another embodiment alone or in combination with other features, unless the feature is not applicable in the other embodiment or otherwise specified.

[0078] The present application has been described through the above embodiments, but it should be understood that the above embodiments are for illustrative and illustrative purposes only and are not intended to limit the present application to the described embodiments. Those skilled in the art will appreciate that many more variations and modifications may be made based on the teachings of this application, and all of these variations and modifications fall within the scope of protection claimed in this application.

Claims

1. A parking mechanism for a vehicle, comprising: a fixed plate, wherein the fixed plate is provided with first meshing teeth; a first connecting member for connecting to a wheel of the vehicle; a second connecting member, the second connecting member being spaced apart from the first connecting member along the switching direction and being configured to be connected to another wheel of the vehicle; a locking sleeve, the locking sleeve being movable relative to the first connecting member along the switching direction, the locking sleeve being provided with second meshing teeth; Wherein, when the lock sleeve is located in the parking position, the second meshing teeth cooperate with the first meshing teeth, the lock sleeve is sleeved onto the first connecting member and the second connecting member, and the lock sleeve cannot rotate relative to the first connecting member and the second connecting member.

2. The vehicle parking mechanism according to claim 1, wherein: The locking sleeve also has a locking position relative to the first connecting member along the switching direction. During the process of moving from the unlocking position to the locking position, the locking sleeve is sleeved onto the second connecting member and cannot rotate relative to the second connecting member, and the second meshing teeth are spaced apart from the first meshing teeth along the switching direction.

3. The vehicle parking mechanism according to claim 2, wherein: In the switching direction, the locking position is located between the unlocking position and the parking position.

4. The vehicle parking mechanism according to claim 1, wherein: The second meshing tooth is located on an end surface of the locking sleeve close to the fixing plate along the switching direction.

5. The vehicle parking mechanism according to claim 2, wherein: A spline groove is provided in the lock sleeve, the first connecting member is provided with first spline teeth matching with the spline groove, and the second connecting member is provided with second spline teeth matching with the spline groove.

6. The parking mechanism for a vehicle according to claim 5, wherein: During the process of the locking sleeve being moved to the locking position by the unlocking device, the spline groove is engaged with the second spline teeth.

7. The vehicle parking mechanism according to claim 5, wherein: During the process of the lock sleeve being moved from the locking device to the parking position, the spline groove and the second spline teeth maintain a mating state.

8. The vehicle parking mechanism according to claim 2, wherein: The parking mechanism further comprises: a shift fork, the shift fork being clamped to the locking sleeve; and A drive element is connected to the shift fork and is used to drive the shift fork in the switching direction.

9. The vehicle parking mechanism according to claim 8, wherein: The parking mechanism further includes a fork sleeve, which is sleeved on the lock sleeve. The fork sleeve is rotatable relative to the lock sleeve, and is fixed relative to the lock sleeve along the switching direction. The shift fork is sleeved on the fork sleeve.

10. The vehicle parking mechanism according to claim 8, wherein: The parking mechanism also includes a limiter and a transmission rod, the transmission rod is fixed to the shift fork, the limiter is fixed relative to the vehicle frame, and the transmission rod is provided with at least three limit slots; when the lock sleeve is respectively located in the unlocking position, the locking position and the parking position, the limiter is correspondingly abutted against the three limit slots.

11. The vehicle parking mechanism according to claim 10, wherein: The limiter comprises: a housing fixed relative to a frame of the vehicle; a limiting ball, the limiting ball being located at an end of the housing and being adapted to be embedded in the limiting groove; and An elastic member is disposed in the housing and connected to the limiting ball, and is used to press against the limiting ball.

12. A vehicle comprising: The vehicle's parking mechanism; The parking mechanism comprises: a fixed plate, wherein the fixed plate is provided with first meshing teeth; a first connecting member for connecting to a wheel of the vehicle; a second connecting member, the second connecting member being spaced apart from the first connecting member along the switching direction and being configured to be connected to another wheel of the vehicle; a locking sleeve, the locking sleeve being movable relative to the first connecting member along the switching direction, the locking sleeve being provided with second meshing teeth; Wherein, when the lock sleeve is located in the parking position, the second meshing teeth cooperate with the first meshing teeth, the lock sleeve is sleeved onto the first connecting member and the second connecting member, and the lock sleeve cannot rotate relative to the first connecting member and the second connecting member.

13. The vehicle according to claim 12, wherein: The vehicle further comprises: a first wheel, the first wheel being provided with a first half-shaft, the first half-shaft being connected to the first connecting member; a second wheel, the second wheel being provided with a second half-shaft connected to the second connecting member; and A vehicle frame, wherein the first wheel and the second wheel are rotatable relative to the vehicle frame.

14. The vehicle according to claim 13, wherein: The vehicle further comprises: a first motor connected to the first half-shaft for driving the first wheel to rotate; and A second motor is connected to the second half-shaft and is used to drive the second wheel to rotate.

15. The vehicle of claim 12, wherein: The locking sleeve also has a locking position relative to the first connecting member along the switching direction. During the process of moving from the unlocking position to the locking position, the locking sleeve is sleeved onto the second connecting member and cannot rotate relative to the second connecting member, and the second meshing teeth are spaced apart from the first meshing teeth along the switching direction.

16. The vehicle of claim 12, wherein: In the switching direction, the locking position is located between the unlocking position and the parking position.

17. The vehicle of claim 12, wherein: The second meshing tooth is located on an end surface of the locking sleeve close to the fixing plate along the switching direction.

18. The vehicle of claim 13, wherein: A spline groove is provided in the lock sleeve, the first connecting member is provided with first spline teeth matching with the spline groove, and the second connecting member is provided with second spline teeth matching with the spline groove.

19. The vehicle of claim 13, wherein: During the process of the locking sleeve being moved to the locking position by the unlocking device, the spline groove is engaged with the second spline teeth.

20. The vehicle of claim 13, wherein: During the process of the lock sleeve being moved from the locking device to the parking position, the spline groove and the second spline teeth maintain a mating state.

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