Power-driven system and vehicle

Abstract

A power-driven system (100) and a vehicle. A first motor (20) is transmittingly connected to a first differential (30), the first differential (30) is transmittingly connected to a first output shaft (111), and the first differential (30) is selectively connected to a second output shaft (121) by means of a first coupling device (80); a second motor (40) is transmittingly connected to a second differential (50), the second differential (50) is transmittingly connected to a fourth output shaft (141), and the second differential (50) is selectively connected to a third output shaft (131) by means of a second coupling device (90); and in a first direction, the first coupling device (80) is located at one end of the first differential (30) in the first direction, and the second coupling device (90) is located at the other end of the second differential (50) in the first direction.

Description

Power drive system and vehicle

[0001] Cross-reference to related applications

[0002] The present application is based on Chinese Patent Application No. 202411112815.9, filed on August 13, 2024, and Chinese Patent Application No. 202421963819.3, filed on August 13, 2024, and claims priority to the aforementioned Chinese Patent Applications, the contents of which are incorporated herein by reference in their entirety. TECHNICAL FIELD

[0003] The present application relates to the field of vehicles, and in particular to a power drive system and a vehicle. BACKGROUND

[0004] Electric drive has become an unstoppable trend to replace traditional internal combustion engine drive. Compared with traditional internal combustion engine drive, electric drive is more flexible and rapid in control, the power system responds more sensitively, and the requirement for transmission is relatively lower, so many driving modes that are difficult to achieve by traditional internal combustion engine drive can be easily achieved.

[0005] However, the existing drive system is not flexible in transmission, cannot achieve multiple driving modes, and has a complex structure and high production cost.

[0006] SUMMARY

[0007] The present application aims to at least solve one of the problems in the prior art. To this end, one object of the present application is to provide a power drive system, which is flexible in transmission, can achieve multiple driving modes, and has a relatively simple structure and low production cost.

[0008] The power drive system according to the present application comprises: a first drive assembly, the first drive assembly comprising: a first output shaft, a first power drive device and a second output shaft arranged in sequence along a first direction, the first power drive device comprising: a first motor, a first differential and a first coupling device, the first motor being in transmission connection with the first differential, the first differential being in transmission connection with the first output shaft, the first differential being selectively connected with the second output shaft through the first coupling device;

[0009] a second drive assembly, the second drive assembly comprising: a third output shaft, a second power drive device and a fourth output shaft arranged in sequence along the first direction, the second power drive device comprising: a second motor, a second differential and a second coupling device, the second motor being in transmission connection with the second differential, the second differential being in transmission connection with the fourth output shaft, the second differential being selectively connected with the third output shaft through the second coupling device;

[0010] The first driving assembly and the second driving assembly are arranged spaced apart along a second direction, along the first direction, the first coupling device is located at one end of the first differential in the first direction, and the second coupling device is located at the other end of the second differential in the first direction, and the first direction is perpendicular to the second direction.

[0011] The power driving system provided in the application, the first motor is in driving connection with the first differential, the first differential is in driving connection with the first output shaft, the first differential is in selective connection with the second output shaft through the first coupling device, the second motor is in driving connection with the second differential, the second differential is in driving connection with the fourth output shaft, and the second differential is in selective connection with the third output shaft through the second coupling device. The first motor can simultaneously drive the first output shaft and the second output shaft to output driving force to realize a centralized driving mode, the second motor can simultaneously drive the third output shaft and the fourth output shaft to output driving force to realize the centralized driving mode, the first motor can simultaneously drive the first output shaft and the second output shaft to output driving force, and the second motor can simultaneously drive the third output shaft and the fourth output shaft to output driving force to realize the centralized driving mode. And, along the first direction, the first coupling device is located at one end of the first differential in the first direction, the second coupling device is located at the other end of the second differential in the first direction, the first motor can drive the first output shaft to output driving force, and the second motor can drive the fourth output shaft to output driving force to realize a distributed driving mode. Thus, the centralized driving mode and the distributed driving mode can be realized, the transmission is flexible, only two driving motors are needed, the structure is relatively simple, the production cost is relatively low, and it is beneficial to widen the carrying range.

[0012] In some examples of the application, the first differential includes a first housing, a first half shaft and a first differential gear, the first motor is in driving connection with the first housing, the first differential gear is in driving connection with the first housing, the first output shaft and the first half shaft, and the first half shaft is in selective connection with the second output shaft through the first coupling device.

[0013] In some examples of the application, when the first half shaft is disconnected from the second output shaft, the first half shaft is connected with the first housing through the first coupling device.

[0014] In some examples of the application, the first coupling device includes a first coupling member, a second coupling member and a third coupling member, the first coupling member is arranged on the first half shaft, the second coupling member is fixedly arranged on the second output shaft, the third coupling member is fixedly arranged on the first housing, and the first coupling member can be selectively coupled with the second coupling member or the third coupling member.

[0015] In some examples of the present application, the second differential comprises a second housing, a second half shaft and a second differential gear, the second motor is in driving connection with the second housing, the second differential gear is in driving connection with the second housing, the fourth output shaft and the second half shaft, and the second half shaft is in selective connection with the third output shaft through the second coupling device.

[0016] In some examples of the present application, when the second half shaft is disconnected from the third output shaft, the second half shaft is connected with the second housing through the second coupling device.

[0017] In some examples of the present application, the second coupling device comprises a fourth coupling member, a fifth coupling member and a sixth coupling member, the fourth coupling member is arranged on the second half shaft, the fifth coupling member is fixedly arranged on the third output shaft, the sixth coupling member is fixedly arranged on the second housing, and the fourth coupling member is capable of being selectively coupled with the fifth coupling member or the sixth coupling member.

[0018] In some examples of the present application, the first power driving device and the second power driving device are arranged in alignment or misalignment along the second direction.

[0019] In some examples of the present application, the power driving system further comprises a first clutch, the first motor is selectively connected with the first differential through the first clutch, and / or the power driving system further comprises a second clutch, the second motor is selectively connected with the second differential through the second clutch.

[0020] The present application further provides a vehicle.

[0021] According to the vehicle of the present application, the vehicle comprises a first wheel, a second wheel, a third wheel, a fourth wheel and the above-mentioned power driving system, the first wheel is in driving connection with the first output shaft, the second wheel is in driving connection with the second output shaft, the third wheel is in driving connection with the third output shaft, and the fourth wheel is in driving connection with the fourth output shaft, wherein the first wheel and the fourth wheel are two wheels in the diagonal direction of the vehicle, and the second wheel and the third wheel are two wheels in the diagonal direction of the vehicle.

[0022] Additional aspects and advantages of the present application will be in part apparent and in part pointed out hereinafter. BRIEF DESCRIPTION OF DRAWINGS

[0023] FIG. 1 is a schematic view of a power driving system according to an embodiment of the present application;

[0024] Figure 2 is a schematic diagram of the resultant force of the power drive system according to the embodiment of this application, with the center forward;

[0025] Figure 3 is a schematic diagram showing that the resultant force of the power drive system according to the embodiment of this application is equivalent to torque.

[0026] Reference numerals: Power drive system 100; First wheel 11; First output shaft 111; Second wheel 12; Second output shaft 121; Third wheel 13; Third output shaft 131; Fourth wheel 14; Fourth output shaft 141; First power drive device 15; Second power drive device 16; First motor 20; First differential 30; First housing 31; First half shaft 32; First bevel gear 33; Second bevel gear 34; First mating gear 36; Second mating gear 37; Second motor 40; Second differential 50; Second housing 51; Second half shaft 52; Third bevel gear 53; Fourth bevel gear 54; Third mating gear 56; Fourth mating gear 57; First gear 61; Second gear 62; Third gear 63; Fourth gear 64; Second clutch 70; First engagement device 80; First engagement member 81; Second engagement member 82; Third engagement member 83; Second engagement device 90; Fourth engagement member 91; Fifth engagement member 92; Sixth engagement member 93. Detailed Implementation

[0027] The embodiments of this application are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain this application, and should not be construed as limiting this application.

[0028] The power drive system 100 according to an embodiment of this application is described below with reference to FIG1.

[0029] As shown in Figure 1, the power drive system 100 of this embodiment includes a first drive assembly and a second drive assembly. The first drive assembly includes a first output shaft 111, a first power drive device 15, and a second output shaft 121 arranged sequentially along a first direction. The second drive assembly includes a third output shaft 131, a second power drive device 16, and a fourth output shaft 141 arranged sequentially along the first direction. The first direction can be the Y direction shown in Figure 1.

[0030] The first power driving device 15 comprises a first motor 20, a first differential 30 and a first coupling device 80. The first motor 20 is in driving connection with the first differential 30. The first differential 30 is in driving connection with the first output shaft 111. The first differential 30 is in selective connection with the second output shaft 121 through the first coupling device 80. Specifically, the first differential 30 can be in driving connection or disconnected with the second output shaft 121 through the first coupling device 80. When the first differential 30 is disconnected with the second output shaft 121, the first differential 30 is only in driving connection with the first output shaft 111.

[0031] The second power driving device 16 comprises a second motor 40, a second differential 50 and a second coupling device 90. The second motor 40 is in driving connection with the second differential 50. The second differential 50 is in driving connection with the fourth output shaft 141. The second differential 50 is in selective connection with the third output shaft 131 through the second coupling device 90. Specifically, the second differential 50 can be in driving connection or disconnected with the third output shaft 131 through the second coupling device 90. When the second differential 50 is disconnected with the third output shaft 131, the second differential 50 is only in driving connection with the fourth output shaft 141.

[0032] The first driving assembly and the second driving assembly are arranged in a second direction. The second direction can be the X direction shown in FIG. 1. The first direction is perpendicular to the second direction. In the first direction, the first coupling device 80 is located at one end of the first differential 30 in the first direction, specifically, the end close to the second output shaft 121. The second coupling device 90 is located at the other end of the second differential 50 in the first direction, specifically, the end close to the third output shaft 131. In combination with FIG. 1, it can be seen that the first coupling device 80 is located at the right end of the first differential 30, and the second coupling device 90 is located at the left end of the second differential 50, or the first coupling device 80 is located at the left end of the first differential 30, and the second coupling device 90 is located at the right end of the second differential 50.

[0033] The power driving system 100 proposed in the present application has a centralized driving mode and a distributed driving mode. Specifically, the example shown in the centralized driving mode can be that the first differential 30 is simultaneously in transmission connection with the first output shaft 111 and the second output shaft 121, at this time, the first motor 20 can simultaneously drive the first output shaft 111 and the second output shaft 121 to output driving force, this driving mode is the centralized driving mode; or the second differential 50 is simultaneously in transmission connection with the third output shaft 131 and the fourth output shaft 141, at this time, the second motor 40 can simultaneously drive the third output shaft 131 and the fourth output shaft 141 to output driving force, this driving mode is the centralized driving mode; or the first differential 30 is simultaneously in transmission connection with the first output shaft 111 and the second output shaft 121, and the second differential 50 is simultaneously in transmission connection with the third output shaft 131 and the fourth output shaft 141, at this time, the first motor 20 can simultaneously drive the first output shaft 111 and the second output shaft 121 to output driving force, and the second motor 40 can simultaneously drive the third output shaft 131 and the fourth output shaft 141 to output driving force, this driving mode is the centralized driving mode.

[0034] Since along the first direction, the first combination device 80 is located at one end of the first differential 30 in the first direction, and the second combination device 90 is located at the other end of the second differential 50 in the first direction, when the first differential 30 is only in transmission connection with the first output shaft 111, and the second differential 50 is only in transmission connection with the fourth output shaft 141, the first motor 20 can drive the first output shaft 111 to output driving force, and the second motor 40 can drive the fourth output shaft 141 to output driving force, this driving mode is the distributed driving mode.

[0035] The power driving system 100 provided in the application, the first motor 20 is in transmission connection with the first differential 30, the first differential 30 is in transmission connection with the first output shaft 111, the first differential 30 is selectively connected with the second output shaft 121 through the first combination device 80, the second motor 40 is in transmission connection with the second differential 50, the second differential 50 is in transmission connection with the fourth output shaft 141, and the second differential 50 is selectively connected with the third output shaft 131 through the second combination device 90. The first motor 20 can drive the first output shaft 111 and the second output shaft 121 to output driving force to realize the centralized driving mode, the second motor 40 can drive the third output shaft 131 and the fourth output shaft 141 to output driving force to realize the centralized driving mode, the first motor 20 can drive the first output shaft 111 and the second output shaft 121 to output driving force, and the second motor 40 can drive the third output shaft 131 and the fourth output shaft 141 to output driving force to realize the centralized driving mode. And, along the first direction, the first combination device 80 is located at one end of the first differential 30 in the first direction, the second combination device 90 is located at the other end of the second differential 50 in the first direction, the first motor 20 can drive the first output shaft 111 to output driving force, and the second motor 40 can drive the fourth output shaft 141 to output driving force to realize the distributed driving mode. Thus, the centralized driving mode and the distributed driving mode can be realized, the transmission is flexible, only two driving motors are needed to be used, the structure is relatively simple, the production cost is relatively low, and it is beneficial to widen the carrying range.

[0036] As some embodiments of the application, the first combination device 80 can be configured as a clutch or a synchronizer, and the second combination device 90 can be configured as a clutch or a synchronizer.

[0037] In some embodiments of the application, as shown in FIG. 1, the first differential 30 includes a first housing 31, a first half shaft 32 and a first differential gear. Among them, the first motor 20 is in transmission connection with the first housing 31, and as some embodiments of the application, the output shaft of the first motor 20 can be in transmission connection with the first housing 31 through a gear.

[0038] The first differential gear is in transmission connection with the first housing 31, the first output shaft 111 and the first half shaft 32, and as some embodiments of the application, the first differential gear is fixedly connected with the first output shaft 111. As some embodiments of the application, the first differential gear is fixedly connected with the first half shaft 32. The first half shaft 32 is selectively connected with the second output shaft 121 through the first combination device 80.

[0039] As some embodiments of the present application, the first differential gear includes a first bevel gear 33 and a second bevel gear 34, as shown in FIG. 1. The first bevel gear 33 is in driving connection with the first output shaft 111, and as some embodiments of the present application, the first bevel gear 33 is fixedly connected with the first output shaft 111. The second bevel gear 34 is in driving connection with the first half shaft 32, and as some embodiments of the present application, the second bevel gear 34 is fixedly connected with the first half shaft 32. The first half shaft 32 is selectively in driving connection with the second output shaft 121.

[0040] By driving the first motor 20 to be in driving connection with the first housing 31, the first differential gear is in driving connection with the first housing 31, the first output shaft 111, and the first half shaft 32, and the first half shaft 32 is selectively connected with the second output shaft 121 through the first coupling device 80. The first motor 20 can drive the first housing 31 to rotate, the first housing 31 can drive the first differential gear to rotate, the first differential gear can drive the first output shaft 111 to output driving force, so as to realize that the first motor 20 drives the first output shaft 111 to output driving force. In addition, the first differential gear can drive the first half shaft 32 to rotate, and when the first half shaft 32 is connected with the second output shaft 121 through the first coupling device 80, the first half shaft 32 can drive the second output shaft 121, so as to realize that the first motor 20 selectively drives the second output shaft 121 to output driving force by controlling whether the first half shaft 32 is coupled with the second output shaft 121.

[0041] As some embodiments of the present application, the first bevel gear 33 and the second bevel gear 34 can be spaced apart and directly opposite in the first direction, and the first bevel gear 33 and the second bevel gear 34 can be arranged in the first housing 31. The first bevel gear 33 and the second bevel gear 34 are in driving connection with the first housing 31, and the first bevel gear 33 and the second bevel gear 34 are coaxially rotatable with the first housing 31.

[0042] As some embodiments of the present application, the first differential gear 30 further includes a first mating gear 36 and a second mating gear 37, both of which are connected with the first housing 31. The first mating gear 36 is in meshing connection with the first bevel gear 33 and the second bevel gear 34, and the second mating gear 37 is in meshing connection with the first bevel gear 33 and the second bevel gear 34, so that the first bevel gear 33 and the second bevel gear 34 are coaxially rotatable with the first housing 31.

[0043] In some embodiments of the present application, when the first half shaft 32 is disconnected from the second output shaft 121, the first half shaft 32 is connected to the first housing 31 through the first coupling device 80. That is, the first half shaft 32 can be drivingly connected to the second output shaft 121 through the first coupling device 80 to drivingly connect the first differential 30 to the second output shaft 121, or the first half shaft 32 can be drivingly connected to the first housing 31 through the first coupling device 80 to self-lock the first differential 30.

[0044] It can be understood that, when the first half shaft 32 is connected to the first housing 31 through the first coupling device 80, the first half shaft 32 can rotate synchronously with the first housing 31 to self-lock the first differential 30, so that when the first half shaft 32 is disconnected from the second output shaft 121, the power of the first motor 20 can be fully output to the first output shaft 111, so that the power driving system 100 proposed in the present application has good power performance.

[0045] In some embodiments of the present application, as shown in FIG. 1, the first coupling device 80 includes a first coupling member 81, a second coupling member 82, and a third coupling member 83, the first coupling member 81 is arranged on the first half shaft 32, the second coupling member 82 is fixedly arranged on the second output shaft 121, the third coupling member 83 is fixedly arranged on the first housing 31, and the first coupling member 81 can be selectively coupled to the second coupling member 82 or the third coupling member 83.

[0046] As some embodiments of the present application, the third coupling member 83 can be integrally formed with the first housing 31, that is, the third coupling member 83 and the first housing 31 can be configured as an integrally formed member, the integrally formed member has good structural strength, and by integrally forming the third coupling member 83 with the first housing 31, the connection reliability of the third coupling member 83 and the first housing 31 can be improved, and the probability of fracture at the connection between the third coupling member 83 and the first housing 31 can be reduced.

[0047] The first coupling member 81 can move relative to the first half shaft 32, specifically, the first coupling member 81 can move relative to the first half shaft 32 along the extension direction of the first half shaft 32, and the first coupling member 81 can move towards the second coupling member 82 to be coupled to the second coupling member 82 to drivingly connect the first differential 30 to the second output shaft 121, and the first coupling member 81 can move towards the third coupling member 83 to be coupled to the third coupling member 83 to self-lock the first differential 30.

[0048] As some embodiments of the present application, the movement of the first coupling member 81 towards the second coupling member 82 or towards the third coupling member 83 can be controlled by an actuator.

[0049] In this way, the first coupling member 81 can be combined with the second coupling member 82 by controlling the movement of the first coupling member 81, so that the first motor 20 can drive the second output shaft 121 to output driving force, and the first coupling member 81 can be combined with the third coupling member 83 by controlling the movement of the first coupling member 81, so that the first half shaft 32 rotates synchronously with the first housing 31, the first differential 30 is self-locked, and the structure of the power driving system 100 is reasonable, which is beneficial to reduce the design complexity of the actuator and the structural complexity of the actuator.

[0050] In some embodiments of the application, as shown in FIG. 1, the power driving system 100 further comprises a first gear 61 and a second gear 62, and the first motor 20 has an output shaft.

[0051] As some embodiments of the application, the output shaft of the first motor 20 is in transmission connection with the first gear 61, for example, the output shaft of the first motor 20 is directly connected with the first gear 61.

[0052] As some embodiments of the application, the output shaft of the first motor 20 is selectively in transmission connection with the first gear 61. For example, the power driving system 100 further comprises a first transmission shaft and a first clutch, the output shaft of the first motor 20 is selectively connected with the first transmission shaft through the first clutch, and the first transmission shaft is in transmission connection with the first gear 61. The first motor 20 is selectively connected with the first differential 30 through the first clutch, which can reduce the drag loss when the first motor 20 does not participate in driving.

[0053] The second gear 62 is in transmission engagement with the first gear 61, and the second gear 62 is fixedly arranged on the first housing 31. As some embodiments of the application, the second gear 62 is fixedly arranged on the first housing 31 by bolts or is integrally formed with the first housing 31.

[0054] The power output by the first motor 20 can be reliably and smoothly transmitted to the first housing 31 through the first gear 61 and the second gear 62, so that the first output shaft 111 can be stably driven to output driving force, and when the first differential 30 is connected with the second output shaft 121 through the first coupling device 80, the second output shaft 121 can be stably driven to output driving force, so that the power transmission of the power driving system 100 is stable and reliable.

[0055] In some embodiments of the application, as shown in the figure, the number of teeth of the first gear 61 is less than the number of teeth of the second gear 62, that is, the first gear 61 and the second gear 62 can be constructed as a reduction gear set. By making the number of teeth of the first gear 61 less than the number of teeth of the second gear 62, the effect of speed reduction and torque increase can be achieved to improve the power performance.

[0056] In some embodiments of the present application, as shown in FIG. 1, the second differential 50 comprises a second housing 51, a second half shaft 52 and a second differential gear. The second motor 40 is drivingly connected with the second housing 51. In some embodiments of the present application, the output shaft of the second motor 40 is drivingly connected with the second housing 51 through a gear transmission.

[0057] The second differential gear is drivingly connected with the second housing 51, the fourth output shaft 141 and the second half shaft 52. In some embodiments of the present application, the second differential gear is fixedly connected with the fourth output shaft 141. In some embodiments of the present application, the second differential gear is fixedly connected with the second half shaft 52. The second half shaft 52 is selectively connected with the third output shaft 131 through the second coupling device 90.

[0058] In some embodiments of the present application, as shown in FIG. 1, the second differential gear comprises a third bevel gear 53 and a fourth bevel gear 54. The fourth bevel gear 54 is drivingly connected with the fourth output shaft 141. In some embodiments of the present application, the fourth bevel gear 54 is fixedly connected with the fourth output shaft 141. The third bevel gear 53 is drivingly connected with the second half shaft 52. In some embodiments of the present application, the third bevel gear 53 is fixedly connected with the second half shaft 52. The second half shaft 52 is selectively drivingly connected with the third output shaft 131.

[0059] By drivingly connecting the second motor 40 with the second housing 51, drivingly connecting the second differential gear with the second housing 51, the fourth output shaft 141 and the second half shaft 52, and selectively connecting the second half shaft 52 with the third output shaft 131 through the second coupling device 90, the second motor 40 can drive the second housing 51 to rotate, the second housing 51 can drive the second differential gear to rotate, the second differential gear can drive the fourth output shaft 141 to output driving force, so that the second motor 40 can selectively drive the third output shaft 131 to output driving force by controlling whether the second half shaft 52 is connected with the third output shaft 131.

[0060] In some embodiments of the present application, as shown in FIG. 1, the third bevel gear 53 and the fourth bevel gear 54 can be arranged in a first direction and face each other. The third bevel gear 53 and the fourth bevel gear 54 can be arranged in the second housing 51. The third bevel gear 53 and the fourth bevel gear 54 are drivingly connected with the second housing 51. The third bevel gear 53 and the fourth bevel gear 54 rotate coaxially with the second housing 51.

[0061] As some embodiments of the present application, as shown in FIG. 1, the second differential 50 further comprises a third mating gear 56 and a fourth mating gear 57, both of which are connected with the second housing 51, and the third mating gear 56 is engaged with the third bevel gear 53 and the fourth bevel gear 54, and the fourth mating gear 57 is engaged with the third bevel gear 53 and the fourth bevel gear 54, so that the third bevel gear 53 and the fourth bevel gear 54 are coaxially rotated with the second housing 51.

[0062] In some embodiments of the present application, when the second half shaft 52 is disconnected with the third output shaft 131, the second half shaft 52 is connected with the second housing 51 through the second coupling device 90. That is, the second half shaft 52 can be drivingly connected with the third output shaft 131 through the second coupling device 90 to drivingly connect the second differential 50 with the third output shaft 131, or the second half shaft 52 can be drivingly connected with the second housing 51 through the second coupling device 90 to self-lock the second differential 50.

[0063] It can be understood that the second half shaft 52 is connected with the second housing 51 through the second coupling device 90, so that the second half shaft 52 can be synchronously rotated with the second housing 51 to self-lock the second differential 50, so that when the second half shaft 52 is disconnected with the third output shaft 131, the power of the second motor 40 can be fully output to the fourth output shaft 141, so that the power driving system 100 proposed in the present application has good power performance.

[0064] In some embodiments of the present application, as shown in FIG. 1, the second coupling device 90 comprises a fourth coupling member 91, a fifth coupling member 92 and a sixth coupling member 93, the fourth coupling member 91 is arranged on the second half shaft 52, the fifth coupling member 92 is fixedly arranged on the third output shaft 131, the sixth coupling member 93 is fixedly arranged on the second housing 51, and the fourth coupling member 91 can be selectively coupled with the fifth coupling member 92 or the sixth coupling member 93.

[0065] As some embodiments of the present application, the sixth coupling member 93 can be integrally formed with the second housing 51, that is, the sixth coupling member 93 and the second housing 51 can be configured as an integrally formed member, and the integrally formed member has good structural strength. By integrally forming the sixth coupling member 93 with the second housing 51, the connection reliability of the sixth coupling member 93 and the second housing 51 can be improved, and the probability of fracture at the connection between the sixth coupling member 93 and the second housing 51 can be reduced.

[0066] The fourth coupling member 91 can move relative to the second half shaft 52, specifically, the fourth coupling member 91 can move relative to the second half shaft 52 along the extension direction of the second half shaft 52, and the fourth coupling member 91 can move towards the fifth coupling member 92 to be coupled with the fifth coupling member 92 to drive connect the second differential 50 with the third output shaft 131, and the fourth coupling member 91 can move towards the sixth coupling member 93 to be coupled with the sixth coupling member 93 to self-lock the second differential 50.

[0067] As some embodiments of the present application, the fourth coupling member 91 can be controlled to move towards the fifth coupling member 92 or move towards the sixth coupling member 93 by an actuator.

[0068] In this way, the fourth coupling member 91 can be coupled with the fifth coupling member 92 by controlling the fourth coupling member 91 to move, so that the second motor 40 can drive the third output shaft 131 to output driving force, and the fourth coupling member 91 can be coupled with the sixth coupling member 93 by controlling the fourth coupling member 91 to move, so that the second half shaft 52 rotates synchronously with the second housing 51 to self-lock the second differential 50, which can make the structure of the power driving system 100 reasonable and facilitate to reduce the design complexity and structural complexity of the actuator.

[0069] In some embodiments of the present application, as shown in FIG. 1, the power driving system 100 further comprises a third gear 63 and a fourth gear 64, and the second motor 40 has an output shaft.

[0070] As some embodiments of the present application, the output shaft of the second motor 40 is drive connected with the third gear 63, for example, the output shaft of the second motor 40 is directly connected with the third gear 63.

[0071] As some embodiments of the present application, the output shaft of the second motor 40 is selectively drive connected with the third gear 63. For example, the power driving system 100 further comprises a second transmission shaft and a second clutch 70, the output shaft of the second motor 40 is selectively connected with the second transmission shaft through the second clutch 70, and the second transmission shaft is drive connected with the third gear 63. The second motor 40 is selectively connected with the second differential 50 through the second clutch 70, which can reduce the drag loss when the second motor 40 does not participate in driving.

[0072] The fourth gear 64 is drive engaged with the third gear 63, and the fourth gear 64 is fixedly arranged on the second housing 51. As some embodiments of the present application, the fourth gear 64 is fixedly arranged on the second housing 51 by bolts or is integrally formed with the second housing 51.

[0073] The power output by the second motor 40 can be reliably and smoothly transmitted to the second housing 51 through the third gear 63 and the fourth gear 64, so that the fourth output shaft 141 can be stably driven to output driving force, and when the second differential 50 is connected to the third output shaft 131 through the second coupling device 90, the third output shaft 131 can be stably driven to output driving force, so that the power transmission of the power driving system 100 is stable and reliable.

[0074] In some embodiments of the present application, as shown in FIG. 1, the number of teeth of the third gear 63 is less than the number of teeth of the fourth gear 64, that is, the third gear 63 and the fourth gear 64 can be configured as a reduction gear set. By making the number of teeth of the third gear 63 less than the number of teeth of the fourth gear 64, the effect of speed reduction and torque increase can be achieved to improve the power performance.

[0075] In some embodiments of the present application, as shown in FIG. 1, the first power driving device 15 and the second power driving device 16 are arranged in alignment or staggered along the second direction.

[0076] The first power driving device 15 and the second power driving device 16 are arranged in alignment or staggered along the second direction. In addition, one of the first power driving device 15 and the second power driving device 16 can be arranged at the front axle, and the other of the first power driving device 15 and the second power driving device 16 can be arranged at the rear axle.

[0077] Specifically, a plane is set, which is perpendicular to the second direction, that is, the normal line of the plane is parallel to the second direction. The first power driving device 15 and the second power driving device 16 are arranged in alignment, that is, the orthographic projection of the first power driving device 15 on the plane and the orthographic projection of the second power driving device 16 on the plane completely coincide. The first power driving device 15 and the second power driving device 16 are arranged in staggered, that is, the orthographic projection of the first power driving device 15 on the plane and the orthographic projection of the second power driving device 16 on the plane do not completely coincide or do not coincide.

[0078] Since the first power driving device 15 and the second power driving device 16 can be arranged in alignment or staggered along the second direction, the first power driving device 15 and the second power driving device 16 have multiple arrangement modes, which is beneficial to reduce the arrangement difficulty of the first power driving device 15 and the second power driving device 16. In addition, the arrangement mode of the first power driving device 15 and the second power driving device 16 can be selected according to actual needs, so as to improve the application range of the power driving system 100.

[0079] In some embodiments of the present application, the power driving system 100 further comprises: a first clutch, the first motor 20 and the first differential 30 are selectively connected through the first clutch.

[0080] And / or, the power driving system 100 further comprises a second clutch 70, the second motor 40 and the second differential 50 are selectively connected through the second clutch 70.

[0081] By selectively connecting the first motor 20 and the first differential 30 through the first clutch, the drag loss of the first motor 20 when it does not participate in driving can be reduced. By selectively connecting the second motor 40 and the second differential 50 through the second clutch 70, the drag loss of the second motor 40 when it does not participate in driving can be reduced.

[0082] According to the vehicle of the embodiment of the present application, as shown in FIG. 1, it comprises a first wheel 11, a second wheel 12, a third wheel 13, a fourth wheel 14 and the power driving system 100 of the above embodiment, the first wheel 11 is drivingly connected with the first output shaft 111, the second wheel 12 is drivingly connected with the second output shaft 121, the third wheel 13 is drivingly connected with the third output shaft 131, and the fourth wheel 14 is drivingly connected with the fourth output shaft 141, wherein the first wheel 11 and the fourth wheel 14 are two wheels in the diagonal direction of the vehicle, and the second wheel 12 and the third wheel 13 are two wheels in the diagonal direction of the vehicle.

[0083] As some embodiments of the present application, along the first direction (for the first direction, it can be understood as the width direction of the vehicle), the first wheel 11 and the second wheel 12 can be arranged in front of and spaced apart from each other, and the third wheel 13 and the fourth wheel 14 can be arranged in front of and spaced apart from each other, and along the second direction (for the second direction, it can be understood as the length direction of the vehicle), the first wheel 11 can be located in front of the third wheel 13 (the first wheel 11 and the third wheel 13 are opposite to each other), and the second wheel 12 can be located in front of the fourth wheel 14 (the second wheel 12 and the fourth wheel 14 are opposite to each other). That is, the first wheel 11 and the fourth wheel 14 are two wheels in the diagonal direction of the vehicle, and the second wheel 12 and the third wheel 13 are two wheels in the diagonal direction of the vehicle.

[0084] As some embodiments of the present application, along the first direction, the first wheel 11 and the second wheel 12 can be arranged in front of and spaced apart from each other, and the third wheel 13 and the fourth wheel 14 can be arranged in front of and spaced apart from each other, and along the second direction, the first wheel 11 can be located in front of the third wheel 13 (the first wheel 11 and the third wheel 13 are opposite to each other), and the second wheel 12 can be located in front of the fourth wheel 14 (the second wheel 12 and the fourth wheel 14 are opposite to each other). That is, the first wheel 11 and the fourth wheel 14 are two wheels in the diagonal direction of the vehicle, and the second wheel 12 and the third wheel 13 are two wheels in the diagonal direction of the vehicle.

[0085] One of the first power driving device 15 and the second power driving device 16 can be arranged at the front axle, and the other of the first power driving device 15 and the second power driving device 16 can be arranged at the rear axle.

[0086] Herein, the first wheel 11 is located in front of the third wheel 13 (the first wheel 11 is directly opposite the third wheel 13), the second wheel 12 is located in front of the fourth wheel 14 (the second wheel 12 is directly opposite the fourth wheel 14), the first power driving device 15 is arranged at the front axle, and the second power driving device is arranged at the rear axle as an example for description.

[0087] The power driving system 100 proposed in the present application can have multiple working modes, including but not limited to front drive mode, rear drive mode, four-wheel drive mode, and distributed drive mode. The specific working states of the power driving system 100 in multiple working modes are described in detail below.

[0088] In the front drive mode, the first differential 30 is in transmission connection with the second output shaft 121, the first motor 20 drives the first differential 30 to drive the first output shaft 111 and the second output shaft 121. In the embodiment in which the second motor 40 is selectively connected with the second differential 50 through the second clutch 70, in the front drive mode, the second motor 40 is disconnected with the second differential 50.

[0089] In the rear drive mode, the second differential 50 is in transmission connection with the third output shaft 131, the second motor 40 drives the second differential 50 to drive the third output shaft 131 and the fourth output shaft 141. In the embodiment in which the first motor 20 is selectively connected with the first differential 30 through the first clutch, in the rear drive mode, the first motor 20 is disconnected with the first differential 30.

[0090] In the four-wheel drive mode, the first differential 30 is in transmission connection with the second output shaft 121, the first motor 20 drives the first differential 30 to drive the first output shaft 111 and the second output shaft 121, and the second differential 50 is in transmission connection with the third output shaft 131, the second motor 40 drives the second differential 50 to drive the third output shaft 131 and the fourth output shaft 141.

[0091] In the distributed drive mode, the first differential 30 is not in transmission connection with the second output shaft 121, and the second differential 50 is not in transmission connection with the third output shaft 131, so as to realize that the first motor 20 drives the first wheel 11 (the left front wheel) and the second motor 40 drives the fourth wheel 14 (the right rear wheel). In the distributed drive mode, the function of turning around at the spot can be realized. In addition, in the distributed drive mode, the first differential 30 can be self-locked, and the second differential 50 can be self-locked, so as to make the vehicle have good dynamic performance in the distributed drive mode.

[0092] It should be noted that the above description of various working modes is only an exemplary description, and does not represent that the power driving system 100 proposed in the present application is limited to the above working modes, nor does it represent that the power driving system 100 proposed in the present application is limited by the above working modes.

[0093] As shown in FIG. 2, according to the principle of mechanics, the first differential 30 is only in driving connection with the first output shaft 111, and the second differential 50 is only in driving connection with the fourth output shaft 141, and the same direction driving force is applied to the first wheel 11 and the fourth wheel 14, and the resultant force of the vehicle is equivalent to the driving force of the center forward, and the vehicle keeps straight ahead state.

[0094] As shown in FIG. 3, according to the principle of mechanics, the first differential 30 is only in driving connection with the first output shaft 111, and the second differential 50 is only in driving connection with the fourth output shaft 141, and the positive driving force is applied to the first wheel 11, and the reverse driving force is applied to the fourth wheel 14, and the two wheels are controlled according to the speed ring constant speed, and the resultant force of the vehicle is equivalent to the torque moment, and the vehicle driving state is rotary turning.

[0095] With the development of the electric and electrical development of the automobile industry becoming more and more mature, electric drive instead of traditional internal combustion engine drive has become an irresistible trend. Compared with the traditional internal combustion engine drive, the control of electric drive is more flexible and rapid, the response of the power system is more sensitive, and the requirement of electric drive for transmission is relatively lower, so many driving functions that are difficult to realize by traditional internal combustion engine can be easily realized.

[0096] Common electric drive modes include centralized drive and distributed drive. Distributed drive has the characteristic of high flexibility compared with centralized drive, for example, it can realize functions such as turning around at the spot. At present, the mass-produced vehicles on the market basically have distributed drive mode or both of the two drive modes are high-end vehicles. However, in order to realize the distributed drive mode, or to have both distributed drive and centralized drive mode, it is usually necessary to match each wheel with a drive motor, which seriously increases the production cost of the vehicle, making it difficult to put this function into mid-end vehicles. Therefore, it is urgent to develop a low-cost power driving system to realize the above functions.

[0097] The application reduces two driving motors, although the first differential 30, the first coupling device 80, the second differential 50, and the second coupling device 90 are added, the cost of the differential and the coupling device is much lower than the cost of the driving motor, and the higher the power density and the greater the output torque of the driving motor, the higher the cost, therefore, in general, the power driving system of the application significantly reduces the cost, and because the first coupling device 80 is located at one end of the first differential 30 in the first direction and the second coupling device 90 is located at the other end of the second differential 50 in the first direction, the structure design and layout are reasonable, and through reasonable structure design and layout, the centralized driving mode and the distributed driving mode can be realized, which makes it possible to carry out the function on a medium and low-end vehicle.

[0098] As some embodiments of the application, the vehicle can be in front drive mode by default when starting.

[0099] As some embodiments of the application, if the current mode is front drive and the four-wheel drive mode is to be switched in, the fourth coupling 91 and the fifth coupling 92 are combined to realize the switching from front drive to four-wheel drive mode.

[0100] As some embodiments of the application, if the current mode is front drive and the four-wheel drive mode is to be switched in, the fourth coupling 91 and the fifth coupling 92 are combined to realize the switching from front drive to four-wheel drive mode.

[0101] As some embodiments of the application, if the current mode is front drive and the four-wheel drive mode is to be switched in, the fourth coupling 91 and the fifth coupling 92 are combined to realize the switching from front drive to four-wheel drive mode.

[0102] As some embodiments of the application, with the help of certain algorithms, the power driving system 100 proposed in the application can also realize the instability posture control of the vehicle, for example, when the first wheel 11 and the second wheel 12 are excessively steered and unstable, additional torque can be applied to the single wheel to adjust and control the posture of the vehicle.

[0103] The vehicle provided in the present application can realize the distributed driving mode at low cost by applying the power driving system 100, or simultaneously realize the distributed driving mode and the centralized driving mode, which is beneficial to the mounting on the medium and low-end vehicles.

[0104] In the description of the present application, it should be understood that the orientation or positional relationship indicated by the terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like is based on the orientation or positional relationship shown in the drawings, and is only for the convenience of describing the present application and simplifying the description, and does not indicate or imply that the device or element referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore cannot be understood as a limitation of the present application.

[0105] In the description of the present application, "first feature" and "second feature" can include one or more features.

[0106] In the description of the present application, "a plurality of" means two or more.

[0107] In the description of the present application, "above" or "below" the first feature in the second feature can include that the first and second features are in direct contact, or can include that the first and second features are not in direct contact but are in contact through another feature between them.

[0108] In the description of the present application, "above", "over" and "on" the first feature in the second feature includes that the first feature is directly above and obliquely above the second feature, or only means that the first feature is higher than the second feature in horizontal height.

[0109] In the description of the present application, the description referring to the terms "one embodiment", "some embodiments", "exemplary embodiment", "example", "specific example", or "some examples" and the like means that the specific features, structures, materials or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of the present application. In the present specification, the exemplary description of the above terms does not necessarily mean the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in any one or more embodiments or examples in a suitable manner.

[0110] Although the embodiments of the present application have been shown and described, those skilled in the art can understand that various changes, modifications, replacements and variations can be made to the embodiments without departing from the principles and spirit of the present application, and the scope of the present application is defined by the claims and their equivalents.

Claims

1. A power drive system, wherein, The application relates to a vehicle drive system. The first drive assembly comprises a first output shaft, a first power drive device and a second output shaft arranged in sequence along a first direction, the first power drive device comprises a first motor, a first differential and a first coupling device, the first motor is in transmission connection with the first differential, the first differential is in transmission connection with the first output shaft, and the first differential is in selective connection with the second output shaft through the first coupling device. The second drive assembly comprises a third output shaft, a second power drive device and a fourth output shaft arranged in sequence along the first direction, the second power drive device comprises a second motor, a second differential and a second coupling device, the second motor is in transmission connection with the second differential, the second differential is in transmission connection with the fourth output shaft, and the second differential is in selective connection with the third output shaft through the second coupling device. The first drive assembly and the second drive assembly are arranged in a second direction, the first coupling device is located at one end of the first differential in the first direction, the second coupling device is located at the other end of the second differential in the first direction, and the first direction is perpendicular to the second direction.

2. The power drive system of claim 1, wherein, The first differential comprises a first housing, a first half shaft and a first differential gear, the first motor is in transmission connection with the first housing, the first differential gear is in transmission connection with the first housing, the first output shaft and the first half shaft, and the first half shaft is in selective connection with the second output shaft through the first coupling device.

3. The power drive system of claim 2, wherein, When the first half shaft is disconnected from the second output shaft, the first half shaft is connected with the first housing through the first coupling device.

4. The power drive system of claim 2 or 3, wherein, The first coupling device comprises a first coupling member, a second coupling member and a third coupling member, the first coupling member is arranged on the first half shaft, the second coupling member is fixedly arranged on the second output shaft, the third coupling member is fixedly arranged on the first housing, and the first coupling member can be selectively combined with the second coupling member or the third coupling member.

5. The power drive system of any one of claims 1-4, wherein, The second differential comprises a second housing, a second half shaft and a second differential gear, the second motor is in transmission connection with the second housing, the second differential gear is in transmission connection with the second housing, the fourth output shaft and the second half shaft, and the second half shaft is in selective connection with the third output shaft through the second coupling device.

6. The power drive system of claim 5, wherein, When the second half shaft is disconnected from the third output shaft, the second half shaft is connected with the second housing through the second coupling device.

7. The power drive system of claim 5 or 6, wherein, The second coupling device comprises a fourth coupling member, a fifth coupling member and a sixth coupling member, the fourth coupling member is arranged on the second half shaft, the fifth coupling member is fixedly arranged on the third output shaft, the sixth coupling member is fixedly arranged on the second housing, and the fourth coupling member can be selectively combined with the fifth coupling member or the sixth coupling member.

8. The power drive system of any one of claims 1-7, wherein, In the second direction, the first power drive device and the second power drive device are arranged in direct opposition or misalignment.

9. The power drive system of any one of claims 1-8, wherein, The power driving system further comprises a first clutch, and the first motor is selectively connected with the first differential through the first clutch. And / or, the power driving system further comprises a second clutch, and the second motor is selectively connected with the second differential through the second clutch.

10. A vehicle, wherein, Comprise: a first wheel, a second wheel, a third wheel, a fourth wheel, and the power driving system according to any one of claims 1-9; The first wheel is in driving connection with the first output shaft, the second wheel is in driving connection with the second output shaft, the third wheel is in driving connection with the third output shaft, and the fourth wheel is in driving connection with the fourth output shaft; Among them, the first wheel and the fourth wheel are two wheels in the diagonal direction of the vehicle, and the second wheel and the third wheel are two wheels in the diagonal direction of the vehicle.

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