Drive system and vehicle

Abstract

A drive system (100), comprising: a transmission assembly (10), the transmission assembly having an input portion, a first output portion, and a second output portion; a first motor (20), an output shaft of the first motor being transmittingly connected to the input portion; a second motor (30), an output shaft of the second motor being transmittingly connected to the input portion; a first output half-shaft (40), the first output half-shaft being connected to the first output portion by means of a first decoupling member (50), and the first decoupling member being adapted to connect or disconnect a power transmission path between the first output half-shaft and the first output portion; and a second output half-shaft (60), the second output half-shaft being connected to the second output portion. Also disclosed is a vehicle (1000) comprising the drive system. The drive system can distribute the power of the first motor and / or the second motor to only one wheel, thereby increasing the number of driving modes of the vehicle, and facilitating the use of the vehicle in special working conditions.

Description

Drive system and vehicle

[0001] Cross-reference to related applications

[0002] This application is based on and claims priority to Chinese Patent Application No. 202421619823.8, filed on July 9, 2024, the entire contents of which are incorporated herein by reference. Technical Field

[0003] This application belongs to the field of automotive technology, specifically relating to a drive system and a vehicle. Background Technology

[0004] Currently, pure electric vehicles generally use a dual-motor system for driving the left and right wheels. One type of dual-motor system uses two motors to drive the left and right wheels of the car together, or it can use one motor to drive the left and right wheels of the car. However, it is not possible to provide power from both motors to only one wheel at the same time. Another type of dual-motor system uses two motors to drive two wheels separately. The upper limit that each wheel can obtain is limited by its own drive motor. If one side of the wheel needs more power, the motor cannot provide it. Summary of the Invention

[0005] The primary objective of this application is to provide a new technology solution for a drive system that can at least solve the technical problem that existing vehicles cannot simultaneously provide power from two motors to only one wheel.

[0006] The second objective of this application is to provide a new technological solution for vehicles.

[0007] According to a first aspect of this application, a drive system is provided, comprising: a transmission assembly having an input section, a first output section, and a second output section; a first motor having an output shaft capable of being drivenly connected to the input section; a second motor having an output shaft capable of being drivenly connected to the input section; a first output half-shaft connected to the first output section via a first decoupling member adapted to connect or disconnect a power transmission path between the first output half-shaft and the first output section; and a second output half-shaft capable of being connected to the second output section.

[0008] In some embodiments, the drive system further includes: a second decoupling member, wherein the second output half-shaft and the second output section are connected through the second decoupling member, and the second decoupling member is adapted to connect or disconnect the power transmission path between the second output half-shaft and the second output section.

[0009] In some embodiments, the drive system further includes: a first clutch assembly, wherein the second output half-shaft is connected to the output shaft of the second motor via the first clutch assembly, and the first clutch assembly is adapted to connect or disconnect the power transmission path between the second output half-shaft and the output shaft of the second motor.

[0010] In some embodiments, the first clutch assembly includes: a first gear set connected to the second output half-shaft; and a first clutch connected to the output end of the second motor via the first clutch, the first clutch being adapted to connect or disconnect the power transmission path between the first gear set and the output shaft of the second motor.

[0011] In some embodiments, the drive system further includes: a second clutch assembly, wherein the output shafts of the first motor and the second motor are connected to the input unit via the second clutch assembly, and the second clutch assembly is adapted to connect or disconnect the power transmission path between the output shaft of the first motor and the input unit, and to connect or disconnect the power transmission path between the output shaft of the second motor and the input unit.

[0012] In some embodiments, the second clutch assembly includes: a second gear set connected to the input section; a second clutch, wherein the output shaft of the first motor is connected to the second gear set via the second clutch, the second clutch being adapted to connect or disconnect the power transmission path between the first motor and the second gear set; and a third clutch, wherein the output shaft of the second motor is connected to the second gear set via the third clutch, the third clutch being adapted to connect or disconnect the power transmission path between the output shaft of the second motor and the second gear set.

[0013] In some embodiments, the output shaft of the second motor includes a first output shaft and a second output shaft, wherein the first output shaft is located at the end of the second motor away from the first motor and is adapted to be connected to a first clutch assembly, and the second output shaft is located at the end of the second motor close to the first motor and is adapted to be connected to a second clutch assembly.

[0014] In some embodiments, the drive system further includes a third clutch assembly, wherein the first output half-shaft is connected to the output shaft of the first motor via the third clutch assembly, and the third clutch assembly is adapted to connect or disconnect the power transmission path between the first output half-shaft and the output shaft of the first motor.

[0015] In some embodiments, the transmission assembly is configured as a differential.

[0016] According to a second aspect of this application, a vehicle is provided, including the drive system described in any of the preceding claims.

[0017] According to the drive system of this application, by means of a first decoupling member provided between the first output half-shaft and the transmission assembly, the power output path between the first output half-shaft and the transmission assembly can be controlled. Thus, when the power output path between the first output half-shaft and the transmission assembly is connected, the drive system can distribute the power of the first motor and / or the second motor to both wheels. When the power output path between the first output half-shaft and the transmission assembly is disconnected, the drive system can distribute the power of the first motor and / or the second motor to only one wheel, thereby increasing the vehicle's drive modes and facilitating the vehicle's use under special working conditions.

[0018] Other features and advantages of this application will become clear from the following detailed description of exemplary embodiments with reference to the accompanying drawings. Attached Figure Description

[0019] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments of the present application and, together with their description, serve to explain the principles of the present application.

[0020] Figure 1 is a schematic diagram of the structure of a drive system according to an embodiment of this application;

[0021] Figure 2 is a schematic diagram of a drive system according to an embodiment of the present application, in which the first motor and the second motor drive the wheels on both sides respectively;

[0022] Figure 3 is a schematic diagram of a drive system according to an embodiment of the present application, in which a first motor drives two wheels on both sides;

[0023] Figure 4 is a schematic diagram of a drive system according to an embodiment of the present application, in which the second motor drives the wheels on both sides respectively;

[0024] Figure 5 is a schematic diagram of a drive system according to an embodiment of the present application, in which the first motor and the second motor simultaneously drive the left wheel;

[0025] Figure 6 is a schematic diagram of a drive system according to an embodiment of the present application, in which the first motor and the second motor simultaneously drive the right wheel;

[0026] Figure 7 is a structural schematic diagram of a vehicle according to an embodiment provided in this application.

[0027] Reference numerals: 1000, Vehicle; 100, Drive system; 10, Transmission assembly; 20, First motor; 30, Second motor; 31, First output shaft; 32, Second output shaft; 40, First output half-shaft; 50, First decoupling component; 60, Second output half-shaft; 70, Second decoupling component; 80, First clutch assembly; 81, First gear set; 811, First large gear; 812, First small gear; 82, First clutch; 90, Second clutch assembly; 91, Second gear set; 911, Second large gear; 912, Second small gear; 92, Second clutch; 93, Third clutch. Detailed Implementation

[0028] Various exemplary embodiments of the present application will now be described in detail with reference to the accompanying drawings. It should be noted that, unless otherwise specifically stated, the relative arrangement, numerical expressions, and values ​​of the components and steps set forth in these embodiments do not limit the scope of the present application.

[0029] The following description of at least one exemplary embodiment is merely illustrative and is in no way intended to limit the scope of this application and its application or use.

[0030] Techniques, methods, and equipment known to those skilled in the art may not be discussed in detail, but where appropriate, such techniques, methods, and equipment should be considered part of the specification.

[0031] In all the examples shown and discussed herein, any specific values ​​should be interpreted as merely exemplary and not as limitations. Therefore, other examples of exemplary embodiments may have different values.

[0032] It should be noted that similar labels and letters in the following figures indicate similar items; therefore, once an item is defined in one figure, it does not need to be discussed further in subsequent figures.

[0033] The driving system 100 according to an embodiment of this application is described in detail below with reference to the accompanying drawings.

[0034] As shown in Figures 1 to 6, the drive system 100 according to an embodiment of this application includes: a transmission assembly 10, a first motor 20, a second motor 30, a first output half-shaft 40, and a second output half-shaft 60.

[0035] Specifically, the transmission assembly 10 has an input section, a first output section, and a second output section. The output shaft of the first motor 20 can be driven to the input section, and the output shaft of the second motor 30 can be driven to the input section. The first output half-shaft 40 is connected to the first output section through a first decoupling member 50. The first decoupling member 50 is adapted to connect or disconnect the power transmission path between the first output half-shaft 40 and the first output section. The second output half-shaft 60 can be connected to the second output section.

[0036] In other words, as shown in Figures 1 to 7, the drive system 100 according to the embodiments of this application can be applied to a vehicle 1000. The drive system 100 mainly includes a transmission assembly 10, a first motor 20, a second motor 30, a first output half-shaft 40, and a second output half-shaft 60. The transmission assembly 10 has an input section for power input, a first output section for power output, and a second output section for power output. The second output section is located at the end of the transmission assembly 10 away from the first output section. The output shaft of the first motor 20 can be drivenly connected to the input section of the transmission assembly 10, thereby transmitting the power of the first motor 20 to the first and second output sections of the transmission assembly 10. The output shaft of the second motor 30 can also be drivenly connected to the input section of the transmission assembly 10, thereby transmitting the power of the second motor 30 to the first and second output sections of the transmission assembly 10.

[0037] The transmission assembly 10 is located between the first output half-shaft 40 and the second output half-shaft 60. The first output half-shaft 40 may be the left output half-shaft of the vehicle 1000, and the second output half-shaft 60 may be the right output half-shaft of the vehicle 1000. The first end of the first output half-shaft 40 is adapted to be connected to the left wheel of the vehicle 1000, and the second end of the first output half-shaft 40 is connected to the first output part of the transmission assembly 10 through the first decoupling member 50. That is, the first decoupling member 50 has a first part and a second part. The first part of the first decoupling member 50 can be non-rotatably connected to the second end of the first output half-shaft 40, and the second part of the first decoupling member 50 can be non-rotatably connected to the first output part. The first decoupling member 50 can be switched between a coupled state and a decoupled state.

[0038] When the first decoupling member 50 is in the coupled state, the first part of the first decoupling member 50 is coupled to the second part, and the power transmission path between the first output half-shaft 40 and the first output part is connected. The first output part can transmit power to the first output half-shaft 40 to drive the first output half-shaft 40 to rotate. When the first decoupling member 50 switches to the decoupling state, the first part of the first decoupling member 50 is decoupled from the second part, and the power transmission path between the first output half-shaft 40 and the first output part is disconnected. The first output part will not transmit power to the first output half-shaft 40. The first end of the second output half-shaft 60 is adapted to connect to the right wheel of the vehicle 1000. The second output half-shaft 60 can be directly or through other connection structures connected to the second output part of the transmission assembly 10, so that the second output part can transmit power to the second output half-shaft 60 to drive the second output half-shaft 60 to rotate.

[0039] Therefore, according to the embodiments of this application, the drive system 100, through the first decoupling member 50 provided between the first output half-shaft 40 and the transmission assembly 10, can control the power output path between the first output half-shaft 40 and the transmission assembly 10. Thus, when the power output path between the first output half-shaft 40 and the transmission assembly 10 is connected, the drive system 100 can distribute the power of the first motor 20 and / or the second motor 30 to two wheels. When the power output path between the first output half-shaft 40 and the transmission assembly 10 is disconnected, the drive system 100 can distribute the power of the first motor 20 and / or the second motor 30 to only one wheel. This increases the driving modes of the vehicle 1000 and is beneficial for the use of the vehicle 1000 in special working conditions.

[0040] According to one embodiment of this application, the drive system 100 further includes a second decoupling member 70, wherein the second output half-shaft 60 and the second output part are connected through the second decoupling member 70, and the second decoupling member 70 is adapted to connect or disconnect the power transmission path between the second output half-shaft 60 and the second output part.

[0041] Specifically, the second end of the second output half-shaft 60 is connected to the second output part of the transmission assembly 10 through the second decoupling member 70. That is, the second decoupling member 70 has a first part and a second part. The first part of the second decoupling member 70 can be non-rotatably connected to the second end of the second output half-shaft 60, and the second part of the second decoupling member 70 can be non-rotatably connected to the second output part. The second decoupling member 70 can switch between a coupled state and a decoupled state.

[0042] When the second decoupling member 70 is in the coupled state, the first part of the second decoupling member 70 is coupled with the second part, and the power transmission path between the second output half-shaft 60 and the second output part is connected. The second output part can transmit power to the second output half-shaft 60 to drive the second output half-shaft 60 to rotate. When the second decoupling member 70 switches to the decoupling state, the first part of the second decoupling member 70 is decoupled from the second part, and the power transmission path between the second output half-shaft 60 and the second output part is disconnected. The second output part will not transmit power to the second output half-shaft 60.

[0043] In this embodiment, by switching the state of the first decoupling component 50 and the second decoupling component 70, the drive system 100 can not only distribute the power of the first motor 20 and / or the second motor 30 to the left wheel, but also distribute the power of the first motor 20 and / or the second motor 30 to the right wheel, which can further increase the adaptability of the vehicle 1000 to different working conditions.

[0044] In some specific embodiments of this application, the drive system 100 further includes: a first clutch assembly 80, wherein the second output half-shaft 60 and the output shaft of the second motor 30 are connected through the first clutch assembly 80, and the first clutch assembly 80 is adapted to connect or disconnect the power transmission path between the second output half-shaft 60 and the output shaft of the second motor 30.

[0045] In other words, in order to facilitate the direct drive of the second output half-shaft 60 to rotate by the second motor 30, the output shaft of the second motor 30 can also be connected to the second output half-shaft 60 through the first clutch assembly 80. The first clutch assembly 80 can be switched between an engaged state and a disengaged state. When the first clutch assembly 80 is in the engaged state, the power transmission path between the second output half-shaft 60 and the output shaft of the second motor 30 is connected, and the power of the second motor 30 can be transmitted to the right wheel through the first clutch assembly 80 and the second output half-shaft 60, which is beneficial to distribute the power of the second motor 30 only to the right wheel. When the first clutch assembly 80 is in the disengaged state, the power transmission path between the second output half-shaft 60 and the output shaft of the second motor 30 is disconnected, and the second output half-shaft 60 can be driven by the second end of the transmission assembly 10.

[0046] According to one embodiment of this application, the first clutch assembly 80 includes: a first gear set 81 and a first clutch 82. The first gear set 81 is connected to a second output half-shaft 60, and the first gear set 81 is connected to the output end of a second motor 30 through the first clutch 82. The first clutch 82 is adapted to connect or disconnect the power transmission path between the first gear set 81 and the output shaft of the second motor 30.

[0047] Specifically, the first clutch assembly 80 mainly includes a first gear set 81 and a first clutch 82. The first gear set 81 may include a first large gear 811 and a first small gear 812. The first large gear 811 is sleeved on the second output half shaft 60 and the two are fixedly connected. The first small gear 812 is rotatable around its own axis and meshes with the first large gear 811. The first clutch 82 has a first part and a second part. The first part of the first clutch 82 is non-rotatably connected to the output end of the second motor 30, and the second part of the first clutch 82 is non-rotatably connected to the end of the first small gear 812 near the second motor 30. The first clutch 82 can switch between an engaged state and a disengaged state.

[0048] When the first clutch 82 is engaged, the first clutch assembly 80 is engaged; when the first clutch 82 is disengaged, the first clutch assembly 80 is disengaged. The working state of the first clutch assembly 80 can be switched by changing the state of the first clutch 82. The structure is simple and easy to operate.

[0049] In some specific embodiments of this application, the drive system 100 further includes: a second clutch assembly 90, wherein the output shaft of the first motor 20 and the output shaft of the second motor 30 are connected to the input section via the second clutch assembly 90, and the second clutch assembly 90 is adapted to connect or disconnect the power transmission path between the output shaft of the first motor 20 and the input section, and to connect or disconnect the power transmission path between the output shaft of the second motor 30 and the input section.

[0050] In other words, to enrich the driving modes of the drive system 100, the output shafts of the first motor 20 and the second motor 30 can be connected to the output section of the transmission assembly 10 via the second clutch assembly 90. The second clutch assembly 90 can connect or disconnect the power transmission path between the output shaft and the input section of the first motor 20, and also connect or disconnect the power transmission path between the output shaft and the input section of the first motor 20. Therefore, by controlling the connection and disconnection of different power transmission paths, the drive system 100 can switch between different single-motor drive modes and dual-motor drive modes, making it suitable for different operating conditions.

[0051] According to one embodiment of this application, the second clutch assembly 90 includes: a second gear set 91, a second clutch 92, and a third clutch 93. The second gear set 91 is connected to the input section. The output shaft of the first motor 20 is connected to the second gear set 91 via the second clutch 92. The second clutch 92 is adapted to connect or disconnect the power transmission path between the first motor 20 and the second gear set 91. The output shaft of the second motor 30 is connected to the second gear set 91 via the third clutch 93. The third clutch 93 is adapted to connect or disconnect the power transmission path between the output shaft of the second motor 30 and the second gear set 91.

[0052] Specifically, the second clutch assembly 90 mainly includes a second gear set 91, a second clutch 92, and a third clutch 93. The second gear set 91 may include a second large gear 911 and a second small gear 912. The second large gear 911 is sleeved on the input part of the transmission assembly 10 and the two are fixedly connected. The second small gear 912 is located between the first motor 20 and the second motor 30. The second small gear 912 can rotate around its own axis and meshes with the second large gear 911.

[0053] The second clutch 92 has a first part and a second part. The first part of the second clutch 92 is non-rotatably connected to the output end of the first motor 20, and the second part of the second clutch 92 is non-rotatably connected to the end of the second pinion 912 near the first motor 20. The second clutch 92 can be switched between an engaged state and a disengaged state. When the second clutch 92 is engaged, the first part and the second part of the second clutch 92 are engaged, and the power transmission path between the output shaft of the first motor 20 and the second pinion 912 is connected. The power of the first motor 20 can be transmitted to the input part through the second gear set 91 and output from the first output part and the second output part. When the second clutch 92 is disengaged, the first part and the second part of the second clutch 92 are disengaged, and the power transmission path between the output shaft of the first motor 20 and the second pinion 912 is disconnected.

[0054] The third clutch 93 has a first part and a second part. The first part of the third clutch 93 is non-rotatably connected to the output end of the second motor 30, and the second part of the third clutch 93 is non-rotatably connected to the end of the second pinion 912 near the second motor 30. The third clutch 93 can be switched between an engaged state and a disengaged state. When the third clutch 93 is engaged, the first part and the second part of the third clutch 93 are engaged, and the power transmission path between the output shaft of the second motor 30 and the second pinion 912 is connected. The power of the second motor 30 can be transmitted to the input part through the second gear set 91 and output from the first output part and the second output part. When the third clutch 93 is disengaged, the first part and the second part of the third clutch 93 are disengaged, and the power transmission path between the output shaft of the second motor 30 and the second pinion 912 is disconnected.

[0055] Therefore, by controlling the states of the second clutch 92 and the third clutch 93, the connection and disconnection of different power transmission paths can be controlled, allowing the drive system 100 to switch between different single-motor drive modes and dual-motor drive modes. This makes it suitable for different working conditions, and it has a simple structure and is easy to operate.

[0056] In some specific embodiments of this application, the output shaft of the second motor 30 includes a first output shaft 31 and a second output shaft 32. The first output shaft 31 is located at the end of the second motor 30 away from the first motor 20 and is adapted to be connected to the first clutch assembly 80. The second output shaft 32 is located at the end of the second motor 30 close to the first motor 20 and is adapted to be connected to the second clutch assembly 90.

[0057] In other words, the second motor 30 can be a dual-output-shaft motor. The second motor 30 is located between the first clutch assembly 80 and the second clutch assembly 90. The end of the second motor 30 closest to the first clutch assembly 80 has a first output shaft 31, which is non-rotatably connected to the first part of the first clutch 82 of the first clutch assembly 80. The end of the second motor 30 closest to the second clutch assembly 90 has a second output shaft 32, which is non-rotatably connected to the first part of the third clutch 93 of the second clutch assembly 90.

[0058] In this embodiment, the second motor 30 has dual output shafts, which can simplify the transmission structure of the drive system 100 and reduce space occupation, thus benefiting the overall vehicle layout.

[0059] According to one embodiment of this application, the drive system 100 further includes: a third clutch assembly, wherein the first output half-shaft 40 and the output shaft of the first motor 20 are connected through the third clutch assembly, and the third clutch assembly is adapted to connect or disconnect the power transmission path between the first output half-shaft 40 and the output shaft of the first motor 20.

[0060] In other words, in order to facilitate the direct drive of the first output half-shaft 40 to rotate by the first motor 20, the output shaft of the first motor 20 can also be connected to the first output half-shaft 40 through a third clutch assembly. The third clutch assembly can switch between an engaged state and a disengaged state. When the third clutch assembly is engaged, the power transmission path between the first output half-shaft 40 and the output shaft of the first motor 20 is connected, and the power of the first motor 20 can be transmitted to the right wheel through the third clutch assembly and the first output half-shaft 40, which is beneficial to distribute the power of the first motor 20 only to the left wheel. When the third clutch assembly is disengaged, the power transmission path between the first output half-shaft 40 and the output shaft of the first motor 20 is disconnected, and the first output half-shaft 40 can be driven by the first end of the transmission assembly 10.

[0061] In this embodiment, the power transmission path between the first output half-shaft 40 and the output shaft of the first motor 20 is connected. When the power transmission path between the output shaft of the first motor 20 and the output part of the transmission assembly 10 is disconnected, the power of the first motor 20 can be directly transmitted to the first output half-shaft 40 without passing through the transmission assembly 10, thus avoiding energy loss.

[0062] In some examples of this application, the first motor 20 is a dual-output shaft motor, and the third clutch assembly has the same structure as the first clutch assembly 80, which will not be described again in this example.

[0063] In some specific embodiments of this application, the transmission assembly 10 is configured as a differential, which enables changes in the speed and torque of the wheels on both sides during operation, and the differential also has a differential lock.

[0064] In some examples of this application, the first decoupling element 50 and the second decoupling element 70 can both be hydraulic clutches or electric couplers, and the first clutch 82, the second clutch 92 and the third clutch 93 can all be hydraulic clutches.

[0065] In addition, the first decoupling component 50, the second decoupling component 70, the first clutch 82, the second clutch 92 and the third clutch 93 can also be selected according to actual needs, which will not be described in detail in this embodiment.

[0066] In summary, the drive system 100 according to the embodiments of this application, through the first decoupling member 50 provided between the first output half-shaft 40 and the transmission assembly 10, can control the power output path between the first output half-shaft 40 and the transmission assembly 10. Thus, when the power output path between the first output half-shaft 40 and the transmission assembly 10 is connected, the drive system 100 can distribute the power of the first motor 20 and / or the second motor 30 to two wheels. When the power output path between the first output half-shaft 40 and the transmission assembly 10 is disconnected, the drive system 100 can distribute the power of the first motor 20 and / or the second motor 30 to only one wheel. This increases the driving modes of the vehicle 1000 and is beneficial for the use of the vehicle 1000 in special working conditions.

[0067] As shown in Figure 7, an embodiment of this application also provides a vehicle 1000, including the drive system 100 described in any of the above embodiments. Since the drive system 100 according to the embodiment of this application has the above-mentioned technical effects, the vehicle 1000 according to the embodiment of this application also has the corresponding technical effects, which will not be repeated in this embodiment.

[0068] As shown in Figure 2, under normal operating conditions, the vehicle 1000 according to this embodiment of the application has the following characteristics: the first motor 20 drives the left wheel, the second motor 30 drives the right wheel, the first clutch 82 and the second clutch 92 are both engaged, the third clutch 93 is disengaged, the first decoupling component 50 is coupled, and the second decoupling component 70 is decoupled. The power of the first motor 20 is transmitted to the first output half-shaft 40 through the second gear set 91, driving the left wheel independently; the power of the second motor 30 is transmitted to the second output half-shaft 60 through the first gear set 81, driving the right wheel independently. During operation, the rotational speed and torque of both wheels can be changed.

[0069] As shown in Figure 3, if the vehicle 1000 according to this embodiment encounters a special situation (such as a malfunction) and the second motor 30 cannot output power, the first motor 20 will simultaneously drive both wheels. The second clutch 92 is engaged, the first clutch 82 and the third clutch 93 are disengaged, and the first decoupling component 50 and the second decoupling component 70 are coupled. The power of the first motor 20 is transmitted to the first output half-shaft 40 and the second output half-shaft 60 through the second gear set 91 and the differential. That is, the power of the first motor 20 is transmitted to both wheels through the second gear set 91 and the differential, so that the vehicle 1000 can operate normally. At the same time, due to the differential, the speed and torque of both wheels can also be changed during operation.

[0070] As shown in Figure 4, in the event of a special circumstance (such as a malfunction) in the vehicle 1000 according to this embodiment, if the first motor 20 cannot output power, the second motor 30 will simultaneously drive both wheels. The third clutch 93 is engaged, the first clutch 82 and the second clutch 92 are disengaged, and the first decoupling component 50 and the second decoupling component 70 are coupled. The power of the second motor 30 is transmitted to the first output half-shaft 40 and the second output half-shaft 60 through the second gear set 91 and the differential. That is, the power of the second motor 30 is transmitted to both wheels through the second gear set 91 and the differential, enabling the vehicle 1000 to operate normally. At the same time, due to the differential, the speed and torque of both wheels can also be changed during operation.

[0071] As shown in Figure 5, in special circumstances, the left wheel of the vehicle 1000 according to the embodiment of this application needs a larger torque output. The power of the first motor 20 and the second motor 30 is simultaneously input to the left wheel. The second clutch 92 and the third clutch 93 are both in the engaged state, the first clutch 82 is in the disengaged state, the first coupling member is in the coupled state, and the second coupling member is in the decoupled state. The power of the first motor 20 and the second motor 30 is transmitted to the first output half shaft 40 (left output half shaft) through the second gear set 91 to provide the torque required for the left wheel to get out of trouble.

[0072] As shown in Figure 6, in special circumstances, if the vehicle 1000 according to this embodiment of the application encounters a situation where the right wheel requires a larger torque output, the power of the first motor 20 and the second motor 30 is simultaneously input to the left wheel. The second clutch 92 and the third clutch 93 are both in the engaged state, the first clutch 82 is in the disengaged state, the second decoupling component 70 is in the coupled state, and the first decoupling component 50 is in the decoupled state. The power of the first motor 20 and the second motor 30 is transmitted to the second output half-shaft 60 (right output half-shaft) through the second gear set 91 to provide the torque required for the right wheel to get out of trouble.

[0073] While specific embodiments of this application have been described in detail by way of examples, those skilled in the art should understand that the above examples are for illustrative purposes only and are not intended to limit the scope of this application. Those skilled in the art should understand that modifications can be made to the above embodiments without departing from the scope and spirit of this application. The scope of this application is defined by the appended claims.

Claims

1. A drive system, wherein, include: A transmission assembly having an input section, a first output section, and a second output section; A first motor, the output shaft of which can be connected to the input unit for transmission; A second motor, the output shaft of which can be connected to the input unit for transmission; A first output half-shaft, the first output half-shaft being connected to the first output section via a first decoupling member, the first decoupling member being adapted to connect or disconnect the power transmission path between the first output half-shaft and the first output section; The second output half-shaft can be connected to the second output section.

2. The drive system according to claim 1, wherein, Also includes: The second decoupling component connects the second output half-shaft and the second output part. The second decoupling component is adapted to connect or disconnect the power transmission path between the second output half-shaft and the second output part.

3. The drive system according to any one of claims 1-2, wherein, Also includes: A first clutch assembly is provided, wherein the second output half-shaft is connected to the output shaft of the second motor via the first clutch assembly, and the first clutch assembly is adapted to connect or disconnect the power transmission path between the second output half-shaft and the output shaft of the second motor.

4. The drive system according to claim 3, wherein, The first clutch assembly includes: A first gear set, which is connected to the second output half-shaft; A first clutch is used to connect the first gear set to the output end of the second motor. The first clutch is adapted to connect or disconnect the power transmission path between the first gear set and the output shaft of the second motor.

5. The drive system according to claim 3, wherein, Also includes: The second clutch assembly connects the output shafts of the first motor and the second motor to the input section. The second clutch assembly is adapted to connect or disconnect the power transmission path between the output shaft of the first motor and the input section, and to connect or disconnect the power transmission path between the output shaft of the second motor and the input section.

6. The drive system according to claim 5, wherein, The second clutch assembly includes: The second gear set is connected to the input unit; The second clutch connects the output shaft of the first motor to the second gear set via the second clutch, and the second clutch is adapted to connect or disconnect the power transmission path between the first motor and the second gear set. The third clutch connects the output shaft of the second motor to the second gear set. The third clutch is adapted to connect or disconnect the power transmission path between the output shaft of the second motor and the second gear set.

7. The drive system according to claim 5, wherein, The output shaft of the second motor includes a first output shaft and a second output shaft. The first output shaft is located at the end of the second motor furthest from the first motor, and the first output shaft is adapted to connect to the first clutch assembly. The second output shaft is located at one end of the second motor closer to the first motor, and the second output shaft is adapted to connect to the second clutch assembly.

8. The drive system according to any one of claims 1-7, wherein, Also includes: The third clutch assembly connects the first output half-shaft to the output shaft of the first motor, and the third clutch assembly is adapted to connect or disconnect the power transmission path between the first output half-shaft and the output shaft of the first motor.

9. The drive system according to any one of claims 1-8, wherein, The transmission assembly is configured as a differential.

10. A vehicle, wherein, The drive system included in any one of claims 1-9.

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