Drive system for vehicle, axle, chassis and vehicle

Abstract

A drive system (200) for a vehicle, an axle, a chassis and a vehicle, relating to the field of vehicles. The drive system (200) comprises: a drive assembly (100); the drive assembly (100) comprises: a drive mechanism (10) and a transmission mechanism, wherein the transmission mechanism is drivingly engaged with the drive mechanism (10) and is configured to be drivingly engaged with wheels (70) of the vehicle; and the transmission mechanism is further configured to change the rotational speed of the wheels (70).

Description

The vehicle's drive system, axles, chassis, and vehicle

[0001] Cross-reference to related applications

[0002] This application is based on and claims priority to Chinese patent applications No. 2025108522953, filed on June 20, 2025, No. 202510479548.7, filed on April 16, 2025, and No. 202510481453.9, filed on April 16, 2025, the entire contents of which are incorporated herein by reference. Technical Field

[0003] This application relates to the field of vehicles, and in particular to a drive system, axle, chassis, and vehicle. Background Technology

[0004] In related technologies, electric vehicles drive wheels through motors, and the torque and speed of the wheels can be controlled independently and precisely. This brings a series of advantages, such as enabling smaller turning radius, ESP assistance, assisted steering, and assisted braking, thereby improving the vehicle's handling performance. However, currently, electric vehicles can only adjust the vehicle's driving performance by controlling the motor, and cannot change the speed ratio. Therefore, they cannot balance the vehicle's power performance and top speed performance. At the same time, this places high demands on the motor's torque and speed, resulting in a large and heavy motor, which not only increases the cost of the motor but also makes it difficult to place. Summary of the Invention

[0005] This application aims to address at least one of the technical problems existing in the prior art.

[0006] Therefore, one objective of this application is to provide a vehicle drive system that can balance the vehicle's power performance and top speed performance.

[0007] This application further proposes a vehicle axle.

[0008] This application further proposes a chassis.

[0009] This application further proposes a vehicle.

[0010] The drive system of the vehicle according to this application includes: a drive assembly, the drive assembly including: a drive mechanism and a transmission mechanism, the transmission mechanism being driven by the drive mechanism and configured to drive the wheels of the vehicle, the transmission mechanism being further configured to change the rotational speed of the wheels.

[0011] The drive system of the vehicle according to this application can have a low gear with a large speed ratio and a high gear with a small speed ratio, thereby balancing the vehicle's power performance and top speed performance. At the same time, the requirements of the drive mechanism can be reduced, thereby reducing the size and weight of the drive mechanism, which is beneficial to reducing the cost and layout difficulty of the drive mechanism.

[0012] The axle according to this application includes the drive system of the vehicle described above.

[0013] The chassis according to this application includes the aforementioned axle, or the aforementioned vehicle drive system.

[0014] The vehicle according to this application includes the aforementioned axle, or the aforementioned chassis, or the aforementioned vehicle drive system.

[0015] Additional aspects and advantages of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this application. Attached Figure Description

[0016] Figure 1 is a schematic diagram of the architecture of the drive system according to an embodiment of this application (first embodiment);

[0017] Figure 2 is a schematic diagram of the architecture of the drive system according to an embodiment of this application (second embodiment);

[0018] Figure 3 is a schematic diagram of the architecture of the drive system according to an embodiment of this application (third embodiment);

[0019] Figure 4 is a schematic diagram of the architecture of the drive system according to an embodiment of this application (fourth embodiment);

[0020] Figure 5 is a schematic diagram of the architecture of the drive system according to an embodiment of this application (fifth embodiment);

[0021] Figure 6 is a schematic diagram of the architecture of the drive system according to an embodiment of this application (sixth embodiment);

[0022] Figure 7 is a schematic diagram of the architecture of the drive system according to an embodiment of this application (seventh embodiment);

[0023] Figure 8 is a simplified structural diagram of some embodiments of the drive system provided in this application;

[0024] Figure 9 is a simplified structural diagram of some embodiments of the drive assembly provided in this application;

[0025] Figure 10 is an enlarged schematic diagram of A in Figure 9;

[0026] Figure 11 is an enlarged schematic diagram of B in Figure 9;

[0027] Figure 12 is a schematic diagram of the transmission path of the drive assembly provided in this application in the first mode;

[0028] Figure 13 is a schematic diagram of the transmission path of the drive assembly provided in this application in the second mode;

[0029] Figure 14 is a schematic diagram of the drive assembly provided in an embodiment of this application;

[0030] Figure 15 is a schematic diagram of another drive assembly provided in an embodiment of this application;

[0031] Figure 16 is a schematic diagram of another drive assembly provided in an embodiment of this application;

[0032] Figure 17 is a schematic diagram of a drive system provided in an embodiment of this application;

[0033] Figure 18 is a structural schematic diagram of a vehicle provided in an embodiment of this application.

[0034] Figure label:

[0035] Drive system 200; Drive assembly 100;

[0036] Drive mechanism 10;

[0037] Planetary transmission assembly 2; transmission mechanism 20; first planetary mechanism 21; first sun gear 211; first planet carrier 212; first planet gear 213; first gear ring 214;

[0038] Second planetary mechanism 22; Second sun gear 221; Second planet carrier 222; Second planet gear 223; Second gear ring 224;

[0039] Shift mechanism 30; clutch 301; first brake 302; second brake 303; third brake 304;

[0040] First transmission gear 31; Second transmission gear 32; Shift assembly 33; First shift gear 331; Second shift gear 332; Shift component 333; Synchronous gear hub 3331; Sliding gear sleeve 3332; Third transmission gear 34;

[0041] Power input shaft 40; first transmission mechanism 41; first connecting gear 411; first engaging gear 412; second transmission mechanism 42; second connecting gear 421; second engaging gear 422; locking mechanism 43; central shaft 431; synchronizer 432; synchronizer hub 432a; sliding sleeve 432b; first locking assembly 44; first rotating member 441; first fixed member 442; second locking assembly 45; second rotating member 451; second fixed member 452;

[0042] Power output shaft 50; First shaft 56; First output shaft 58; Second output shaft 62;

[0043] Casing 60;

[0044] Wheels 70; Drive shaft 80. Detailed Implementation

[0045] 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.

[0046] The drive system 200 of a vehicle according to an embodiment of this application is described below with reference to Figures 1-18. The drive system 200 according to an embodiment of this application includes a drive assembly 100, which includes a drive mechanism 10 and a transmission mechanism. The transmission mechanism is driven by the drive mechanism 10 and configured to drive the wheels 70 of the vehicle. The transmission mechanism is also configured to change the rotational speed of the wheels 70. Therefore, the drive system 200 can have a low gear with a large speed ratio and a high gear with a small speed ratio, thereby balancing the vehicle's power performance and top speed performance. At the same time, the requirements for the drive mechanism 10 can be reduced, thereby reducing the size and weight of the drive mechanism 10, which is beneficial for reducing the cost and layout difficulty of the drive mechanism 10.

[0047] As shown in Figures 1-7, the drive system 200 according to an embodiment of this application includes: a drive assembly 100, which includes: a drive mechanism 10, a transmission mechanism 20, and a shifting mechanism 30.

[0048] The drive mechanism 10 is engaged with the transmission mechanism 20, which is adapted to be engaged with the wheels 70 of the vehicle. The shift mechanism 30 is engaged with the transmission mechanism 20 and can control the transmission mechanism 20 so that the transmission mechanism 20 has multiple transmission paths with different speed ratios.

[0049] The drive mechanism 10 and the transmission mechanism 20 can be connected by means of transmission, but not limited to spline connection, coupling connection, etc. The transmission mechanism 20 can be connected by transmission with the wheel 70 of the vehicle. For example, the transmission mechanism 20 can be connected by transmission with the wheel 70. The transmission mechanism 20 and the wheel 70 can be connected by means of transmission, but not limited to spline connection, coupling connection, etc.

[0050] The shift mechanism 30 cooperates with the transmission mechanism 20. The shift mechanism 30 can control certain components within the transmission mechanism 20. For example, the shift mechanism 30 can selectively engage two components within the transmission mechanism 20, meaning it can directly engage or disengage two components within the transmission mechanism 20. Alternatively, the shift mechanism 30 can selectively lock a component within the transmission mechanism 20, meaning it can lock or unlock a component within the transmission mechanism 20. By controlling certain components within the transmission mechanism 20 through the shift mechanism 30, the transmission mechanism 20 can have multiple transmission paths, allowing the power transmitted from the drive mechanism 10 to the wheels 70 to have multiple transmission paths with different speed ratios. This allows the drive system 200 proposed in this application to have multiple gears, thus balancing the vehicle's power performance and top speed performance. Furthermore, because multiple gears can be switched, the torque requirement of the drive mechanism 10 can be reduced, allowing for miniaturization of the drive mechanism 10.

[0051] As some embodiments of this application, the drive system 200 proposed in this application may have three gears, namely first gear, second gear, and third gear, with different gear ratios. Specifically, the gear ratio of first gear is greater than that of second gear, and the gear ratio of second gear is greater than that of third gear. When the vehicle requires better power performance, the transmission mechanism 20 can be controlled by the shift mechanism 30 to switch the drive system 200 to first gear. At this time, the vehicle has better power performance (i.e., higher torque). When the vehicle requires better top speed performance, the transmission mechanism 20 can be controlled by the shift mechanism 30 to switch the drive system 200 to third gear. At this time, the vehicle has better top speed performance.

[0052] As some embodiments of this application, the drive system 200 proposed in this application may have two gears, namely a high gear and a low gear, with different speed ratios for the two gears. Specifically, the speed ratio of the low gear is greater than that of the high gear. When the vehicle requires superior power performance, the transmission mechanism 20 can be controlled by the shift mechanism 30 to switch the drive system 200 to a low gear, at which time the vehicle has superior power performance (i.e., higher torque). When the vehicle requires superior top speed performance, the transmission mechanism 20 can be controlled by the shift mechanism 30 to switch the drive system 200 to a high gear, at which time the vehicle has superior top speed performance.

[0053] As some embodiments of this application, the shift mechanism 30 can automatically control the transmission mechanism 20. As some embodiments of this application, the shift mechanism 30 can be manually operated by the driver.

[0054] Therefore, by enabling the shift mechanism 30 to control the transmission mechanism 20 so that the transmission mechanism 20 has multiple transmission paths with different speed ratios, the drive system 200 can have a low gear with a large speed ratio and a high gear with a small speed ratio, thereby taking into account both the vehicle's power performance and top speed performance. At the same time, since the transmission mechanism 20 has multiple transmission paths with different speed ratios, the requirements for the drive mechanism 10 can be reduced, thereby reducing the size and weight of the drive mechanism 10, which is beneficial to reducing the cost and layout difficulty of the drive mechanism 10.

[0055] In some embodiments of this application, the shift mechanism 30 can also control the transmission mechanism 20 so that the drive mechanism 10 is coupled or decoupled from the wheel 70. The shift mechanism 30 can control certain components within the transmission mechanism 20. For example, the shift mechanism 30 can selectively engage two components within the transmission mechanism 20, meaning it can directly engage or disengage two components within the transmission mechanism 20. Alternatively, the shift mechanism 30 can selectively lock a component within the transmission mechanism 20, meaning it can lock or unlock a component within the transmission mechanism 20. By controlling certain components within the transmission mechanism 20 through the shift mechanism 30, the drive system 200 can be in neutral, meaning that the power of the drive mechanism 10 cannot be transmitted to the wheel 70 through the transmission mechanism 20, and the power of the wheel 70 cannot be transmitted to the drive mechanism 10 through the transmission mechanism 20, thus decoupling the drive mechanism 10 from the wheel 70. When the shift mechanism 30 controls certain components within the transmission mechanism 20 to put the drive system 200 in a non-neutral state (such as the high gear, low gear, etc. described above), the power of the drive mechanism 10 can be transmitted to the wheel 70 through the transmission mechanism 20, and the power of the wheel 70 can also be transmitted to the drive mechanism 10 through the transmission mechanism 20. That is, the drive mechanism 10 and the wheel 70 are coupled.

[0056] It needs to be explained that when the shift mechanism 30 controls the transmission mechanism 20 so that the drive mechanism 10 is decoupled from the wheel 70, some components in the transmission mechanism 20 become free elements. They are in a state of idling, with only speed and no torque. The entire transmission mechanism 20 has two degrees of freedom. At this time, the torque of the drive mechanism 10 cannot be output to the wheel 70, and the torque of the wheel 70 cannot be output to the drive mechanism 10.

[0057] By enabling the shift mechanism 30 to control the transmission mechanism 20 so that the drive mechanism 10 is coupled or decoupled from the wheel 70, the drive system 200 can be equipped with a neutral gear, thereby significantly reducing drag torque, reducing driving energy consumption, and improving the vehicle's driving range and economy.

[0058] In some embodiments of this application, as shown in Figures 1-7, the transmission mechanism 20 includes: a first planetary mechanism 21 and a second planetary mechanism 22, wherein the second planetary mechanism 22 is sleeved on the outside of the first planetary mechanism 21 and is in transmission cooperation with the first planetary mechanism 21.

[0059] Both the first planetary mechanism 21 and the second planetary mechanism 22 can be constructed as NGW (N--Internal Gear; G--Sun Gear; W--Planet Gear) planetary mechanisms. NGW planetary mechanisms have high transmission efficiency, compact structure, small size, high smoothness and precision of movement, and strong load-bearing capacity. By including the first planetary mechanism 21 and the second planetary mechanism 22 in the transmission mechanism 20, and by having the first planetary mechanism 21 and the second planetary mechanism 22 drive and cooperate, the required reasonable speed ratio can be obtained to balance the vehicle's power performance and top speed performance. By mounting the second planetary mechanism 22 on the outside of the first planetary mechanism 21, the axial dimension of the transmission mechanism 20 can be reduced, the structure can be made compact, and the arrangement can be made easier.

[0060] In some embodiments of this application, as shown in Figures 1-7, the drive assembly 100 further includes a power input shaft 40 and a power output shaft 50. The power input shaft 40 is driven between the first planetary mechanism 21 and the drive mechanism 10. The power output shaft 50 is driven between the first planetary mechanism 21 and the second planetary mechanism 22, and the power output shaft 50 is adapted to be driven with the wheel 70.

[0061] The power output from the drive mechanism 10 can be transmitted to the first planetary mechanism 21 via the power input shaft 40, and then to the power output shaft 50 via the first planetary mechanism 21 and the second planetary mechanism 22. Finally, the power output shaft 50 transmits the power to the wheel 70. In some embodiments of this application, the power input shaft 40 can be connected to the drive mechanism 10, the first planetary mechanism 21, the power output shaft 50 to the first planetary mechanism 21, the second planetary mechanism 22, and the wheel 70 via, but not limited to, spline connections, couplings, etc.

[0062] This configuration allows for a rational power transmission path, ensuring that the power output from the drive mechanism 10 is smoothly and efficiently transmitted to the wheels 70. Furthermore, by engaging the power input shaft 40 with the first planetary mechanism 21 and the power output shaft 50 with both the first and second planetary mechanisms 21 and 22, a multi-point contact power splitting structure can be formed, reducing single-point loads and friction losses. This enables the drive system 200 proposed in this application to have high transmission efficiency and the ability to output large torque.

[0063] In some embodiments of this application, as shown in Figures 1-7, the first planetary mechanism 21 includes: a first sun gear 211, a first planet carrier 212, a first planet gear 213, and a first gear ring 214. The first gear ring 214 has internal teeth and external teeth. The first planet gear 213 meshes with the first sun gear 211 and the internal teeth. The first planet gear 213 is rotatably disposed on the first planet carrier 212. The second planetary mechanism 22 includes: a second planet carrier 222, a second planet gear 223, and a second gear ring 224. The second planet gear 223 meshes with the external teeth and the second gear ring 224. The second planet gear 223 is rotatably disposed on the second planet carrier 222. The first planet carrier 212 and the second gear ring 224 together constitute the output end of the transmission mechanism 20, and the first sun gear 211 constitutes the input end of the transmission mechanism 20.

[0064] The number of first planetary gears 213 can be multiple, and multiple first planetary gears 213 mesh with the internal teeth of the first sun gear 211 and the first ring gear 214. The number of second planetary gears 223 can be multiple, and multiple second planetary gears 223 mesh with the external teeth of the second ring gear 224 and the first ring gear 214. That is to say, the first ring gear 214 can be used as the ring gear of one planetary mechanism (i.e., as the ring gear of the first planetary mechanism 21) and as the first sun gear of another planetary mechanism. This arrangement can reduce the number of parts, has obvious advantages in weight reduction, and can reduce the assembly difficulty. Moreover, it can make the transmission mechanism 20 compact.

[0065] The first planetary carrier 212 and the second ring gear 224 together form the output end of the transmission mechanism 20, while the first sun gear 211 forms the input end of the transmission mechanism 20. For example, the first sun gear 211 can be driven and engaged with the power input shaft 40, and the first planetary carrier 212 and the second ring gear 224 are connected as a whole and jointly drive and engage with the power output shaft 50. By making the first sun gear 211 the input end of the transmission mechanism 20 and the first planetary carrier 212 and the second ring gear 224 the output end of the transmission mechanism 20, the power transmission path can be optimized, and a multi-point contact power splitting structure can be formed. This allows the drive system 200 proposed in this application to have high transmission efficiency and the ability to output large torque.

[0066] In some embodiments of this application, as shown in Figures 1, 3, and 5, the first planetary carrier 212 and the second gear ring 224 are selectively engaged, the second gear ring 224 is selectively locked, and the second planetary carrier 222 is locked. That is, the first planetary carrier 212 and the second gear ring 224 can be directly engaged or disengaged, and the second gear ring 224 can be locked or not locked.

[0067] It should be noted that by controlling whether the first planetary carrier 212 and the second gear ring 224 are engaged or not, whether the second gear ring 224 is locked or not, and locking the second planetary carrier 222, the switching between the two gears (high gear and low gear) of the drive system 200 can be realized, and the coupling or decoupling of the drive mechanism 10 and the wheel 70 can be realized.

[0068] Specifically, when the first planetary carrier 212 is engaged with the second ring gear 224 and the second ring gear 224 is not locked, the drive system 200 is in low gear mode. In this mode, the speed ratio is high, and the vehicle has excellent power performance. When the first planetary carrier 212 is not engaged with the second ring gear 224 and the second ring gear 224 is locked, the drive system 200 is in high gear mode. In this mode, the speed ratio is low, and the vehicle has excellent top speed performance. When the first planetary carrier 212 is not engaged with the second ring gear 224 and the second ring gear 224 is not locked, the drive system 200 is in neutral, and the drive mechanism 10 is decoupled from the wheel 70.

[0069] By selectively engaging the first planetary carrier 212 with the second ring gear 224 and selectively locking the second ring gear 224, the drive system 200 can switch between two gears, taking into account both the vehicle's power performance and top speed performance. Furthermore, the drive mechanism 10 can be coupled or decoupled from the wheel 70, allowing the drive system 200 to have a neutral gear, thereby significantly reducing drag torque, reducing driving energy consumption, and improving the vehicle's range and economy.

[0070] In some embodiments of this application, as shown in Figures 1, 3, and 5, the drive assembly 100 further includes a housing 60, and the shifting mechanism 30 includes a clutch 301 and a first brake 302. The housing 60 can be configured as the outer shell of the drive assembly 100 or the outer shell of the drive mechanism 10. The clutch 301 is connected between the first planetary carrier 212 and the second ring gear 224 to selectively engage the first planetary carrier 212 and the second ring gear 224. That is, the first planetary carrier 212 can be selectively engaged with the second ring gear 224 through the clutch 301. The first brake 302 is connected between the housing 60 and the second ring gear 224 to selectively engage the housing 60 and the second ring gear 224. When the housing 60 is engaged with the second ring gear 224, the second ring gear 224 is locked.

[0071] As some embodiments of this application, the clutch 301 can be, but is not limited to, an electromagnetic clutch, a magnetic powder clutch, a friction clutch, a hydraulic clutch, etc. Of course, the clutch 301 can also be constructed in other types. It is understood that the specific type of the clutch 301 can be selected according to actual needs, and this application does not limit it in this regard. As some embodiments of this application, the first brake 302 can be, but is not limited to, an electromagnetic type, a magnetic powder type, a friction type, a hydraulic type, etc. Of course, the first brake 302 can also be constructed in other types. It is understood that the specific type of the first brake 302 can be selected according to actual needs, and this application does not limit it in this regard.

[0072] By providing a clutch 301 and connecting it between the first planetary carrier 212 and the second ring gear 224, selective engagement of the first planetary carrier 212 and the second ring gear 224 can be achieved. This arrangement ensures reliable engagement between the first planetary carrier 212 and the second ring gear 224, thus improving the operational reliability of the drive system 200. Similarly, by providing a first brake 302 and connecting it between the housing 60 and the second ring gear 224, selective locking of the second ring gear 224 can be achieved. This arrangement ensures reliable locking of the second ring gear 224, further improving the operational reliability of the drive system 200.

[0073] Furthermore, the drive assembly 100 can achieve two-speed switching and decoupling of the drive mechanism 10 and the wheel 70 through only one clutch 301 and one first brake 302, which is ingenious and easy to arrange.

[0074] In some embodiments of this application, as shown in FIG7, the first planetary carrier 212 and the second gear ring 224 are selectively engaged, the first planetary carrier 212 is selectively locked, and the second planetary carrier 222 is locked. That is, the first planetary carrier 212 and the second gear ring 224 can be directly engaged or disengaged, and the first planetary carrier 212 can be locked or not locked.

[0075] It should be noted that by controlling whether the first planetary carrier 212 and the second gear ring 224 are engaged or not, whether the first planetary carrier 212 is locked or not, and locking the second planetary carrier 222, the switching between the two gears (high gear and low gear) of the drive system 200 can be realized, and the coupling or decoupling of the drive mechanism 10 and the wheel 70 can be realized.

[0076] Specifically, when the first planetary carrier 212 is engaged with the second ring gear 224 and the first planetary carrier 212 is not locked, the drive system 200 is in low gear mode, at which time the speed ratio is large and the vehicle has excellent power performance. When the first planetary carrier 212 is not engaged with the second ring gear 224 and the first planetary carrier 212 is locked, the drive system 200 is in high gear mode, at which time the speed ratio is small and the vehicle has excellent top speed performance. When the first planetary carrier 212 is not engaged with the second ring gear 224 and the first planetary carrier 212 is not locked, the drive system 200 is in neutral, and the drive mechanism 10 is decoupled from the wheel 70.

[0077] By selectively engaging the first planetary carrier 212 with the second ring gear 224 and selectively locking the first planetary carrier 212, the drive system 200 can switch between two gears, taking into account both the vehicle's power performance and top speed performance. Furthermore, the drive mechanism 10 can be coupled or decoupled from the wheel 70, allowing the drive system 200 to have a neutral gear, thereby significantly reducing drag torque, reducing driving energy consumption, and improving the vehicle's range and economy.

[0078] In some embodiments of this application, as shown in FIG7, the drive assembly 100 further includes a housing 60, and the shifting mechanism 30 includes a clutch 301 and a first brake 302. The housing 60 may be configured as the outer shell of the drive assembly 100 or the outer shell of the drive mechanism 10. The clutch 301 is connected between the first planetary carrier 212 and the second ring gear 224 to selectively engage the first planetary carrier 212 and the second ring gear 224. That is, the first planetary carrier 212 can be selectively engaged with the second ring gear 224 through the clutch 301. The first brake 302 is connected between the housing 60 and the first planetary carrier 212 to selectively engage the housing 60 and the first planetary carrier 212.

[0079] As some embodiments of this application, the clutch 301 can be, but is not limited to, an electromagnetic clutch, a magnetic powder clutch, a friction clutch, a hydraulic clutch, etc. Of course, the clutch 301 can also be constructed in other types. It is understood that the specific type of the clutch 301 can be selected according to actual needs, and this application does not limit it in this regard. As some embodiments of this application, the first brake 302 can be, but is not limited to, an electromagnetic type, a magnetic powder type, a friction type, a hydraulic type, etc. Of course, the first brake 302 can also be constructed in other types. It is understood that the specific type of the first brake 302 can be selected according to actual needs, and this application does not limit it in this regard.

[0080] By providing a clutch 301 and connecting it between the first planetary carrier 212 and the second ring gear 224, selective engagement of the first planetary carrier 212 and the second ring gear 224 can be achieved. This arrangement ensures reliable engagement between the first planetary carrier 212 and the second ring gear 224, thus improving the operational reliability of the drive system 200. Similarly, by providing a first brake 302 and connecting it between the housing 60 and the first planetary carrier 212, selective locking of the first planetary carrier 212 can be achieved. This arrangement ensures reliable locking of the first planetary carrier 212, further improving the operational reliability of the drive system 200.

[0081] Furthermore, the drive assembly 100 can achieve two-speed switching and decoupling of the drive mechanism 10 and the wheel 70 through only one clutch 301 and one first brake 302, which is ingenious and easy to arrange.

[0082] In some embodiments of this application, as shown in Figures 1 and 5, the clutch 301 and the first brake 302 are nested along the radial direction of the first planetary mechanism 21. This arrangement can greatly save axial space, making the axial structure of the drive system 200 proposed in this application compact and reducing the difficulty of arranging the drive system 200. As some embodiments of this application, the clutch 301 and the first brake 302 are nested along the radial direction of the first planetary mechanism 21, and the outer hub of the clutch 301 can be constructed as the inner hub of the first brake 302. This arrangement can reduce the number of parts, simplify the assembly process, reduce manufacturing costs, and facilitate efficient use of space.

[0083] In some embodiments of this application, as shown in Figures 1, 3, 5 and 7, there are multiple drive assemblies 100, and the first brakes 302 of every two adjacent drive assemblies 100 are integrated or independently configured.

[0084] As some embodiments of this application, as shown in Figures 1, 3, 5, and 7, there are two drive assemblies 100. The two drive assemblies 100 are coaxially arranged and positioned along the width direction of the vehicle (i.e., the Y-direction shown in Figures 1-7). Each drive assembly 100 engages with different wheels 70. For example, the two drive assemblies 100 engage with two wheels 70 of the vehicle's front wheel system (front-wheel drive), or, for another example, with two wheels 70 of the vehicle's rear wheel system (rear-wheel drive). This arrangement allows the drive system 200 proposed in this application to have independent drive functionality, eliminates the need for a differential structure in the transmission, enables smaller turning radii, and provides auxiliary steering and braking functions, resulting in excellent vehicle handling performance. Furthermore, it facilitates vehicle layout.

[0085] As some embodiments of this application, as shown in Figures 1, 5, and 7, there are two drive assemblies 100, and the first brakes 302 of the two drive assemblies 100 are independently configured. As some embodiments of this application, as shown in Figure 3, there are two drive assemblies 100, and the first brakes 302 of the two drive assemblies 100 are integrated. As some embodiments of this application, the integrated configuration of the first brakes 302 of the two drive assemblies 100 can be understood as the two first brakes 302 sharing a single outer hub. By integrating the first brakes 302 of the two drive assemblies 100, the two first brakes 302 can be combined into one, allowing the two first brakes 302 to share a single control device. Simultaneous braking of the two first brakes 302 can be achieved through a single control device, reducing the number of control elements.

[0086] This arrangement allows the first brakes 302 of the two drive assemblies 100 to have multiple arrangement forms, which can be selected according to actual needs, available installation space, etc., resulting in better adaptability.

[0087] In some embodiments of this application, as shown in Figures 2, 4, and 6, the first gear ring 214 is selectively locked, and the second planetary carrier 222 is selectively locked. That is, the first gear ring 214 may be locked or not locked, and the second planetary carrier 222 may be locked or not locked.

[0088] It should be noted that by controlling whether the first gear ring 214 is locked or not, and whether the second planetary carrier 222 is locked or not, the switching between the two gears (high gear and low gear) of the drive system 200 can be realized, and the coupling or decoupling of the drive mechanism 10 and the wheel 70 can be realized.

[0089] Specifically, when the second planetary carrier 222 is locked and the first ring gear 214 is unlocked, the drive system 200 is in low gear mode, at which time the speed ratio is high and the vehicle has excellent power performance. When the second planetary carrier 222 is unlocked and the first ring gear 214 is locked, the drive system 200 is in high gear mode, at which time the speed ratio is low and the vehicle has excellent top speed performance. When the second planetary carrier 222 is unlocked and the first ring gear 214 is unlocked, the drive system 200 is in neutral, and the drive mechanism 10 is decoupled from the wheel 70.

[0090] By selectively locking the first ring gear 214 and the second planetary carrier 222, the drive system 200 can switch between two gears, balancing the vehicle's power performance and top speed performance. Furthermore, it can couple or decouple the drive mechanism 10 from the wheel 70, allowing the drive system 200 to have a neutral gear, thereby significantly reducing drag torque, reducing driving energy consumption, and improving the vehicle's range and economy.

[0091] In some embodiments of this application, as shown in Figures 2, 4, and 6, the drive assembly 100 further includes a housing 60, and the shifting mechanism 30 includes a second brake 303 and a third brake 304. The second brake 303 is connected between the housing 60 and the first gear ring 214 and selectively engages the housing 60 and the first gear ring 214. The third brake 304 is connected between the housing 60 and the second planetary carrier 222 and selectively engages the housing 60 and the second planetary carrier 222.

[0092] As some embodiments of this application, the second brake 303 and the third brake 304 can be, but are not limited to, electromagnetic, magnetic powder, friction, hydraulic, etc. Of course, the second brake 303 and the third brake 304 can also be constructed in other types. It is understood that the specific type of the second brake 303 and the third brake 304 can be selected according to actual needs, and this application does not limit it.

[0093] By providing a second brake 303 connected between the housing 60 and the first gear ring 214, selective locking of the first gear ring 214 can be achieved. This arrangement ensures reliable locking of the first gear ring 214, improving the operational reliability of the drive system 200. Similarly, by providing a third brake 304 connected between the housing 60 and the second planetary carrier 222, selective locking of the second planetary carrier 222 can be achieved. This arrangement also ensures reliable locking of the second planetary carrier 222, further improving the operational reliability of the drive system 200. Furthermore, the drive assembly 100 achieves two-speed switching and decoupling between the drive mechanism 10 and the wheel 70 using only one second brake 303 and one third brake 304, demonstrating ingenious design and ease of arrangement.

[0094] Furthermore, the drive assembly 100 can achieve two-speed switching and decoupling of the drive mechanism 10 and the wheel 70 with only a second brake 303 and a third brake 304, which is ingenious and easy to arrange.

[0095] In some embodiments of this application, as shown in Figures 2, 4, and 6, there are multiple drive assemblies 100, and the second brakes 303 of every two adjacent drive assemblies 100 are integrated or independently configured, and / or the third brakes 304 of every two adjacent drive assemblies 100 are integrated or independently configured.

[0096] In some embodiments of this application, the second brakes 303 of every two adjacent drive assemblies 100 are integrated or independently configured. In some embodiments of this application, the third brakes 304 of every two adjacent drive assemblies 100 are integrated or independently configured. In some embodiments of this application, the second brakes 303 of every two adjacent drive assemblies 100 are integrated or independently configured, and the third brakes 304 of every two adjacent drive assemblies 100 are integrated or independently configured.

[0097] As some embodiments of this application, as shown in Figures 2, 4, and 6, there are two drive assemblies 100. The two drive assemblies 100 are coaxially arranged and positioned along the width direction of the vehicle (i.e., the Y direction shown in Figures 1-7). Each drive assembly 100 engages with a different wheel 70. For example, the two drive assemblies 100 engage with two wheels 70 of the vehicle's front wheel system (front-wheel drive), or, for another example, with two wheels 70 of the vehicle's rear wheel system (rear-wheel drive). This arrangement allows the drive system 200 proposed in this application to have independent drive functionality, eliminates the need for a differential structure, enables smaller turning radius, and provides auxiliary steering and braking functions, resulting in excellent vehicle handling performance. Furthermore, it facilitates vehicle layout.

[0098] As some embodiments of this application, as shown in Figures 2 and 6, there are two drive assemblies 100, and the second brakes 303 of the two drive assemblies 100 are independently configured. As some embodiments of this application, as shown in Figure 4, there are two drive assemblies 100, and the second brakes 303 of the two drive assemblies 100 are integrated. As some embodiments of this application, the integrated configuration of the second brakes 303 of the two drive assemblies 100 can be understood as the two second brakes 303 sharing a single outer hub. By integrating the second brakes 303 of the two drive assemblies 100, the two second brakes 303 can be combined into one, allowing the two second brakes 303 to share a single control device. Simultaneous braking of the two second brakes 303 can be achieved through a single control device, reducing the number of control elements.

[0099] In some embodiments of this application, there are two drive assemblies 100, with the third brakes 304 of each drive assembly 100 being independently configured. In other embodiments, there are two drive assemblies 100, with the third brakes 304 of each drive assembly 100 being integrated. In some embodiments of this application, the integrated configuration of the third brakes 304 of the two drive assemblies 100 can be understood as the two third brakes 304 sharing a single outer hub. By integrating the third brakes 304 of the two drive assemblies 100, the two third brakes 304 can be combined into one, allowing them to share a single control device. This single control device enables simultaneous braking of both third brakes 304, reducing the number of control elements.

[0100] This arrangement allows for multiple configurations of the second brake 303 and the third brake 304 of the two drive assemblies 100, enabling selection based on actual needs and available installation space, resulting in better adaptability.

[0101] In some embodiments of this application, as shown in Figures 1-7, there are multiple drive assemblies 100, and the multiple drive assemblies 100 are configured as at least one drive assembly group. The drive assembly group includes two drive assemblies 100 that are coaxially arranged along the width direction of the vehicle (i.e., the Y direction shown in Figures 1-7). Each drive assembly 100 is adapted to cooperate with different wheels 70.

[0102] The number of drive assemblies 100 can be, but is not limited to, two or four. Multiple drive assemblies 100 are configured as at least one drive assembly group. That is, multiple drive assemblies 100 are configured as one drive assembly group, or multiple drive assemblies 100 are configured as multiple drive assembly groups. Each drive assembly group includes two drive assemblies 100. The two drive assemblies 100 in the same drive assembly group are arranged along the width direction of the vehicle (i.e., the Y direction shown in Figures 1-7) and are coaxially arranged. Each drive assembly 100 is adapted to cooperate with different wheels 70.

[0103] As some embodiments of this application, as shown in Figures 1-7, there are two drive assemblies 100, which are configured as a drive assembly group. The two drive assemblies 100 in a drive assembly group are respectively matched with different wheels 70. For example, the two drive assemblies 100 are respectively matched with two wheels 70 of the front wheel system of the vehicle (front-wheel drive), and as another example, the two drive assemblies 100 are respectively matched with two wheels 70 of the rear wheel system of the vehicle (rear-wheel drive).

[0104] As some embodiments of this application, the number of drive assemblies 100 is four, and the four drive assemblies 100 are configured as two sets of drive assembly groups. The four drive assemblies 100 in the two sets of drive assembly groups are respectively matched with different wheels 70. For example, the two drive assemblies 100 in one drive assembly group are respectively matched with the two wheels 70 of the front wheel system of the vehicle, and the two drive assemblies 100 in the other drive assembly group are respectively matched with the two wheels 70 of the rear wheel system of the vehicle, to form a four-wheel drive system 200.

[0105] This configuration enables the drive system 200 proposed in this application to have independent drive function, eliminates the need for a differential structure in the transmission, enables smaller radius turning, and provides auxiliary steering and braking functions, giving the vehicle excellent handling performance and facilitating its placement on the vehicle.

[0106] In some embodiments of this application, as shown in Figures 5 and 6, along the width direction of the vehicle (i.e., the Y direction shown in Figures 1-7), in a group of drive assemblies, two drive mechanisms 10 are located between two transmission mechanisms 20. That is, along the width direction of the vehicle (i.e., the Y direction shown in Figures 1-7), in a group of drive assemblies, the transmission mechanism 20 of one drive assembly 100, the drive mechanism 10 of one drive assembly 100, the drive mechanism 10 of another drive assembly 100, and the transmission mechanism 20 of another drive assembly 100 are arranged sequentially. This arrangement allows for a reasonable arrangement of the two drive assemblies 100 in a group of drive assemblies, and makes the structure of the drive system 200 compact and easy to arrange.

[0107] In some embodiments of this application, as shown in Figures 1-4 and 7, along the width direction of the vehicle (i.e., the Y direction shown in Figures 1-7), in a group of drive assemblies, two transmission mechanisms 20 are located between two drive mechanisms 10. That is, along the width direction of the vehicle (i.e., the Y direction shown in Figures 1-7), in a group of drive assemblies, the drive mechanism 10 of one drive assembly 100, the transmission mechanism 20 of one drive assembly 100, the transmission mechanism 20 of another drive assembly 100, and the drive mechanism 10 of another drive assembly 100 are arranged sequentially. This arrangement allows for a reasonable arrangement of the two drive assemblies 100 in a group of drive assemblies, making the drive system 200 compact and easy to arrange.

[0108] In some embodiments of this application, as shown in Figures 2 and 5, along the width direction of the vehicle (i.e., the Y direction shown in Figures 1-7), in a group of drive assemblies, two transmission mechanisms 20 are located between two shifting mechanisms 30. That is, along the width direction of the vehicle (i.e., the Y direction shown in Figures 1-7), in a group of drive assemblies, the shifting mechanism 30 of one drive assembly 100, the transmission mechanism 20 of one drive assembly 100, the transmission mechanism 20 of another drive assembly 100, and the shifting mechanism 30 of another drive assembly 100 are arranged sequentially. This arrangement allows for a reasonable arrangement of the two drive assemblies 100 in a group of drive assemblies, making the drive system 200 compact and easy to arrange.

[0109] In some embodiments of this application, as shown in Figures 1, 3, and 4, along the width direction of the vehicle (i.e., the Y direction shown in Figures 1-7), in a group of drive assemblies, two shifting mechanisms 30 are located between two transmission mechanisms 20. That is, along the width direction of the vehicle (i.e., the Y direction shown in Figures 1-7), in a group of drive assemblies, the transmission mechanism 20 of one drive assembly 100, the shifting mechanism 30 of one drive assembly 100, the shifting mechanism 30 of another drive assembly 100, and the transmission mechanism 20 of another drive assembly 100 are arranged sequentially. This arrangement allows for a reasonable arrangement of the two drive assemblies 100 in a group of drive assemblies, making the drive system 200 compact and easy to arrange.

[0110] In some embodiments of this application, as shown in FIG7, along the width direction of the vehicle (i.e., the Y direction shown in FIG1-FIG7), in a group of drive assemblies, a portion of each shift mechanism 30 is located between two transmission mechanisms 20, and another portion is located on the side of the corresponding transmission mechanism 20 away from the other drive assembly 100. For example, along the width direction of the vehicle (i.e., the Y direction shown in FIG1-FIG7), a portion of the shift mechanism 30 of one drive assembly 100 is located on the side of the transmission mechanism 20 facing the other drive assembly 100, and another portion of the shift mechanism 30 of one drive assembly 100 is located on the side of the transmission mechanism 20 away from the other drive assembly 100. As some embodiments of this application, as shown in FIG7, along the width direction of the vehicle (i.e., the Y direction shown in FIG1-FIG7), a clutch 301 of one drive assembly 100 is located on the side of the transmission mechanism 20 facing the other drive assembly 100, and a first brake 302 of one drive assembly 100 is located on the side of the transmission mechanism 20 away from the other drive assembly 100. This arrangement allows for a reasonable layout of the two drive assemblies 100 in a drive assembly group, and makes the drive system 200 compact and easy to arrange.

[0111] As some embodiments of this application, as shown in Figures 1-7, in a group of drive assemblies, two drive assemblies 100 are arranged in a mirror-symmetrical manner.

[0112] The following describes various embodiments of the drive assembly 100 proposed in this application. It should be noted that the various embodiments described in this application are merely exemplary examples and not an exhaustive list.

[0113] In the first embodiment, as shown in FIG1, the drive system 200 includes a set of drive assemblies. The shifting mechanism 30 includes a clutch 301 and a first brake 302. The clutch 301 is connected between the first planetary carrier 212 and the second ring gear 224 to selectively engage the first planetary carrier 212 and the second ring gear 224. The first brake 302 is connected between the housing 60 and the second ring gear 224 to selectively engage the housing 60 and the second ring gear 224. The clutch 301 and the first brake 302 are nested along the radial direction of the first planetary mechanism 21. The two first brakes 302 are independently provided. Along the width direction of the vehicle (i.e., the Y direction shown in FIG1-FIG7), two transmission mechanisms 20 are located between two drive mechanisms 10, and two shifting mechanisms 30 are located between two transmission mechanisms 20.

[0114] Speed ​​ratio calculation in the first embodiment:

[0115] Let the number of teeth corresponding to the first sun gear 211 be ZS1, the number of internal teeth corresponding to the first gear ring 214 be ZR1, and the equivalent number of teeth of the first planetary carrier 212 be ZH1. Their corresponding rotational speeds are nS1, nR1, and nH1, respectively. Let the characteristic parameter K1 of the first planetary mechanism 21 be ZR1 / ZS1.

[0116] Let the number of external teeth corresponding to the first gear ring 214 be ZS2, the number of teeth of the second gear ring 224 be ZR2, and the equivalent number of teeth of the second planetary carrier 222 be ZH2. Their corresponding rotational speeds are nS2, nR2, and nH2, respectively. Let the characteristic parameter K2 of the second planetary mechanism 22 be K2 = ZR2 / ZS2.

[0117] Specifically, when the first planetary carrier 212 is engaged with the second ring gear 224 and the second ring gear 224 is not locked, the drive system 200 is in low gear mode with a speed ratio of 1+K1+K1*K2. When the first planetary carrier 212 is not engaged with the second ring gear 224 and the second ring gear 224 is locked, the drive system 200 is in high gear mode with a speed ratio of 1+K1. When the first planetary carrier 212 is not engaged with the second ring gear 224 and the second ring gear 224 is not locked, the drive system 200 is in neutral, and the drive mechanism 10 is decoupled from the wheel 70.

[0118] In the second embodiment, as shown in Figure 2, the drive system 200 includes a drive assembly group, and the shifting mechanism 30 includes a second brake 303 and a third brake 304. The second brake 303 is connected between the housing 60 and the first gear ring 214 and selectively engages the housing 60 and the first gear ring 214. The third brake 304 is connected between the housing 60 and the second planetary carrier 222 and selectively engages the housing 60 and the second planetary carrier 222. The two second brakes 303 and the two third brakes 304 are independently arranged. Along the width direction of the vehicle (i.e., the Y direction shown in Figures 1-7), the two transmission mechanisms 20 are located between the two drive mechanisms 10, and the two transmission mechanisms 20 are located between the two shifting mechanisms 30.

[0119] Speed ​​ratio calculation in the second embodiment:

[0120] Let the number of teeth corresponding to the first sun gear 211 be ZS1, the number of internal teeth corresponding to the first gear ring 214 be ZR1, and the equivalent number of teeth of the first planetary carrier 212 be ZH1. Their corresponding rotational speeds are nS1, nR1, and nH1, respectively. Let the characteristic parameter K1 of the first planetary mechanism 21 be ZR1 / ZS1.

[0121] Let the number of external teeth corresponding to the first gear ring 214 be ZS2, the number of teeth of the second gear ring 224 be ZR2, and the equivalent number of teeth of the second planetary carrier 222 be ZH2. Their corresponding rotational speeds are nS2, nR2, and nH2, respectively. Let the characteristic parameter K2 of the second planetary mechanism 22 be K2 = ZR2 / ZS2.

[0122] Specifically, when the second planetary carrier 222 is locked and the first ring gear 214 is unlocked, the drive system 200 is in low gear mode with a speed ratio of 1 + K1 + K1 * K2. When the second planetary carrier 222 is unlocked and the first ring gear 214 is locked, the drive system 200 is in high gear mode with a speed ratio of 1 + K1. When the second planetary carrier 222 is unlocked and the first ring gear 214 is unlocked, the drive system 200 is in neutral, and the drive mechanism 10 is decoupled from the wheel 70.

[0123] In the third embodiment, as shown in Figure 3, the drive system 200 includes a set of drive assemblies. The shifting mechanism 30 includes a clutch 301 and a first brake 302. The clutch 301 is connected between the first planetary carrier 212 and the second ring gear 224 to selectively engage the first planetary carrier 212 and the second ring gear 224. The first brake 302 is connected between the housing 60 and the second ring gear 224 to selectively engage the housing 60 and the second ring gear 224. The two first brakes 302 are integrated. Along the width direction of the vehicle (i.e., the Y direction shown in Figures 1-7), two transmission mechanisms 20 are located between the two drive mechanisms 10, and two shifting mechanisms 30 are located between the two transmission mechanisms 20.

[0124] Speed ​​ratio calculation in the third embodiment:

[0125] Let the number of teeth corresponding to the first sun gear 211 be ZS1, the number of internal teeth corresponding to the first gear ring 214 be ZR1, and the equivalent number of teeth of the first planetary carrier 212 be ZH1. Their corresponding rotational speeds are nS1, nR1, and nH1, respectively. Let the characteristic parameter K1 of the first planetary mechanism 21 be ZR1 / ZS1.

[0126] Let the number of external teeth corresponding to the first gear ring 214 be ZS2, the number of teeth of the second gear ring 224 be ZR2, and the equivalent number of teeth of the second planetary carrier 222 be ZH2. Their corresponding rotational speeds are nS2, nR2, and nH2, respectively. Let the characteristic parameter K2 of the second planetary mechanism 22 be K2 = ZR2 / ZS2.

[0127] Specifically, when the first planetary carrier 212 is engaged with the second ring gear 224 and the second ring gear 224 is not locked, the drive system 200 is in low gear mode with a speed ratio of 1+K1+K1*K2. When the first planetary carrier 212 is not engaged with the second ring gear 224 and the second ring gear 224 is locked, the drive system 200 is in high gear mode with a speed ratio of 1+K1. When the first planetary carrier 212 is not engaged with the second ring gear 224 and the second ring gear 224 is not locked, the drive system 200 is in neutral, and the drive mechanism 10 is decoupled from the wheel 70.

[0128] In the fourth embodiment, as shown in Figure 4, the drive system 200 includes a drive assembly group, and the shifting mechanism 30 includes a second brake 303 and a third brake 304. The second brake 303 is connected between the housing 60 and the first gear ring 214 and selectively engages the housing 60 and the first gear ring 214. The third brake 304 is connected between the housing 60 and the second planetary carrier 222 and selectively engages the housing 60 and the second planetary carrier 222. The two second brakes 303 are integrated, and the two third brakes 304 are independently arranged. Along the width direction of the vehicle (i.e., the Y direction shown in Figures 1-7), the two transmission mechanisms 20 are located between the two drive mechanisms 10, and the two shifting mechanisms 30 are located between the two transmission mechanisms 20.

[0129] Speed ​​ratio calculation in the fourth embodiment:

[0130] Let the number of teeth corresponding to the first sun gear 211 be ZS1, the number of internal teeth corresponding to the first gear ring 214 be ZR1, and the equivalent number of teeth of the first planetary carrier 212 be ZH1. Their corresponding rotational speeds are nS1, nR1, and nH1, respectively. Let the characteristic parameter K1 of the first planetary mechanism 21 be ZR1 / ZS1.

[0131] Let the number of external teeth corresponding to the first gear ring 214 be ZS2, the number of teeth of the second gear ring 224 be ZR2, and the equivalent number of teeth of the second planetary carrier 222 be ZH2. Their corresponding rotational speeds are nS2, nR2, and nH2, respectively. Let the characteristic parameter K2 of the second planetary mechanism 22 be K2 = ZR2 / ZS2.

[0132] Specifically, when the second planetary carrier 222 is locked and the first ring gear 214 is unlocked, the drive system 200 is in low gear mode with a speed ratio of 1 + K1 + K1 * K2. When the second planetary carrier 222 is unlocked and the first ring gear 214 is locked, the drive system 200 is in high gear mode with a speed ratio of 1 + K1. When the second planetary carrier 222 is unlocked and the first ring gear 214 is unlocked, the drive system 200 is in neutral, and the drive mechanism 10 is decoupled from the wheel 70.

[0133] In the fifth embodiment, as shown in Figure 5, the drive system 200 includes a set of drive assemblies. The shifting mechanism 30 includes a clutch 301 and a first brake 302. The clutch 301 is connected between the first planetary carrier 212 and the second ring gear 224 to selectively engage the first planetary carrier 212 and the second ring gear 224. The first brake 302 is connected between the housing 60 and the second ring gear 224 to selectively engage the housing 60 and the second ring gear 224. The clutch 301 and the first brake 302 are nested along the radial direction of the first planetary mechanism 21. The two first brakes 302 are independently provided. Along the width direction of the vehicle (i.e., the Y direction shown in Figures 1-7), the two drive mechanisms 10 are located between the two transmission mechanisms 20, and the two transmission mechanisms 20 are located between the two shifting mechanisms 30.

[0134] Speed ​​ratio calculation in the fifth embodiment:

[0135] Let the number of teeth corresponding to the first sun gear 211 be ZS1, the number of internal teeth corresponding to the first gear ring 214 be ZR1, and the equivalent number of teeth of the first planetary carrier 212 be ZH1. Their corresponding rotational speeds are nS1, nR1, and nH1, respectively. Let the characteristic parameter K1 of the first planetary mechanism 21 be ZR1 / ZS1.

[0136] Let the number of external teeth corresponding to the first gear ring 214 be ZS2, the number of teeth of the second gear ring 224 be ZR2, and the equivalent number of teeth of the second planetary carrier 222 be ZH2. Their corresponding rotational speeds are nS2, nR2, and nH2, respectively. Let the characteristic parameter K2 of the second planetary mechanism 22 be K2 = ZR2 / ZS2.

[0137] Specifically, when the first planetary carrier 212 is engaged with the second ring gear 224 and the second ring gear 224 is not locked, the drive system 200 is in low gear mode with a speed ratio of 1+K1+K1*K2. When the first planetary carrier 212 is not engaged with the second ring gear 224 and the second ring gear 224 is locked, the drive system 200 is in high gear mode with a speed ratio of 1+K1. When the first planetary carrier 212 is not engaged with the second ring gear 224 and the second ring gear 224 is not locked, the drive system 200 is in neutral, and the drive mechanism 10 is decoupled from the wheel 70.

[0138] In the sixth embodiment, as shown in FIG6, the drive system 200 includes a drive assembly group, and the shifting mechanism 30 includes: a second brake 303 and a third brake 304. The second brake 303 is connected between the housing 60 and the first gear ring 214 and selectively engages the housing 60 and the first gear ring 214. The third brake 304 is connected between the housing 60 and the second planetary carrier 222 and selectively engages the housing 60 and the second planetary carrier 222. The two second brakes 303 are independently arranged, and the two third brakes 304 are independently arranged. Along the width direction of the vehicle (i.e., the Y direction shown in FIG1-FIG7), the two drive mechanisms 10 are located between the two transmission mechanisms 20, and the two shifting mechanisms 30 are located between the two transmission mechanisms 20.

[0139] Speed ​​ratio calculation in the sixth embodiment:

[0140] Let the number of teeth corresponding to the first sun gear 211 be ZS1, the number of internal teeth corresponding to the first gear ring 214 be ZR1, and the equivalent number of teeth of the first planetary carrier 212 be ZH1. Their corresponding rotational speeds are nS1, nR1, and nH1, respectively. Let the characteristic parameter K1 of the first planetary mechanism 21 be ZR1 / ZS1.

[0141] Let the number of external teeth corresponding to the first gear ring 214 be ZS2, the number of teeth of the second gear ring 224 be ZR2, and the equivalent number of teeth of the second planetary carrier 222 be ZH2. Their corresponding rotational speeds are nS2, nR2, and nH2, respectively. Let the characteristic parameter K2 of the second planetary mechanism 22 be K2 = ZR2 / ZS2.

[0142] Specifically, when the second planetary carrier 222 is locked and the first ring gear 214 is unlocked, the drive system 200 is in low gear mode with a speed ratio of 1 + K1 + K1 * K2. When the second planetary carrier 222 is unlocked and the first ring gear 214 is locked, the drive system 200 is in high gear mode with a speed ratio of 1 + K1. When the second planetary carrier 222 is unlocked and the first ring gear 214 is unlocked, the drive system 200 is in neutral, and the drive mechanism 10 is decoupled from the wheel 70.

[0143] In the seventh embodiment, as shown in FIG7, the drive system 200 includes a set of drive assemblies. The shifting mechanism 30 includes a clutch 301 and a first brake 302. The clutch 301 is connected between the first planetary carrier 212 and the second ring gear 224 to selectively engage the first planetary carrier 212 and the second ring gear 224. The first brake 302 is connected between the housing 60 and the first planetary carrier 212 to selectively engage the housing 60 and the first planetary carrier 212. The two first brakes 302 are independently provided. Along the width direction of the vehicle (i.e., the Y direction shown in FIG1-FIG7), the two transmission mechanisms 20 are located between the two drive mechanisms 10. The clutch 301 of one drive assembly 100 is located on the side of the corresponding transmission mechanism 20 facing the other drive assembly 100, and the first brake 302 of one drive assembly 100 is located on the side of the corresponding transmission mechanism 20 away from the other drive assembly 100.

[0144] Speed ​​ratio calculation in the seventh embodiment:

[0145] Let the number of teeth corresponding to the first sun gear 211 be ZS1, the number of internal teeth corresponding to the first gear ring 214 be ZR1, and the equivalent number of teeth of the first planetary carrier 212 be ZH1. Their corresponding rotational speeds are nS1, nR1, and nH1, respectively. Let the characteristic parameter K1 of the first planetary mechanism 21 be ZR1 / ZS1.

[0146] Let the number of external teeth corresponding to the first gear ring 214 be ZS2, the number of teeth of the second gear ring 224 be ZR2, and the equivalent number of teeth of the second planetary carrier 222 be ZH2. Their corresponding rotational speeds are nS2, nR2, and nH2, respectively. Let the characteristic parameter K2 of the second planetary mechanism 22 be K2 = ZR2 / ZS2.

[0147] Specifically, when the first planetary carrier 212 is engaged with the second ring gear 224 and the first planetary carrier 212 is not locked, the drive system 200 is in low gear mode with a speed ratio of 1+K1+K1*K2. When the first planetary carrier 212 is not engaged with the second ring gear 224 and the first planetary carrier 212 is locked, the drive system 200 is in high gear mode with a speed ratio of K1*K2. When the first planetary carrier 212 is not engaged with the second ring gear 224 and the first planetary carrier 212 is not locked, the drive system 200 is in neutral, and the drive mechanism 10 is decoupled from the wheel 70.

[0148] According to the embodiments of this application, the vehicle includes the drive system 200 of the vehicle in the above embodiments. By enabling the shift mechanism 30 to control the transmission mechanism 20 so that the transmission mechanism 20 has multiple transmission paths with different speed ratios, the drive system 200 can have a low gear with a large speed ratio and a high gear with a small speed ratio, thereby balancing the vehicle's power performance and top speed performance. At the same time, since the transmission mechanism 20 has multiple transmission paths with different speed ratios, the requirements of the drive mechanism 10 can be reduced, thereby reducing the size and weight of the drive mechanism 10, which is beneficial to reducing the cost and layout difficulty of the drive mechanism 10.

[0149] With the development of the times, people have put forward higher requirements for automobiles. For example, sports cars are required to have good acceleration performance and higher top speed performance. In addition, the vehicle also needs to achieve a smooth U-turn function on high-friction surfaces (VOT function), which also requires the electric drive system to provide a very large output torque. Sometimes the torque requirement of VOT is much greater than the torque requirement of power. This puts forward higher requirements for the performance of electric drive, resulting in problems such as large torque requirement of motor, large size, difficult layout, heavy weight, and high cost.

[0150] In view of this, this application proposes a drive system. Figures 8 to 13 are schematic diagrams of an embodiment of the drive system provided by this application. The drive system provided by this application has a simple structure, can provide a large output torque, and has a small size and low cost. The drive assembly will be described in detail below with reference to the main figures.

[0151] Please refer to Figure 8. The drive system includes two drive assemblies, which are configured to drive two wheels respectively. The two drive assemblies are completely symmetrical. Each drive assembly includes a drive mechanism, a transmission mechanism, and a shifting mechanism. Two drive motors drive two wheels respectively. Each wheel has an independent drive assembly, and there is no interference between them. This solves the contradiction between power and top speed performance in related technologies, and the structure is more compact with high space utilization.

[0152] This application provides a drive assembly 100, as shown in Figure 9. The drive assembly 100 includes a drive mechanism 10, a transmission mechanism 20, and a shift mechanism 30. The transmission mechanism 20 is connected to the drive mechanism 10 and is configured to be driven to the wheel 70. One end of the shift mechanism 30 is driven to the drive mechanism 10, and the other end is driven to the transmission mechanism 20 or configured to be driven to the wheel 70. The transmission mechanism 20 and the shift mechanism 30 are configured to change the rotational speed of the wheel 70.

[0153] In the technical solution of this application, the drive assembly 100 has a simple structure, small size, light weight, and small space occupation, making it compact and conducive to its installation on a vehicle. The drive assembly 100 includes a drive mechanism 10, a transmission mechanism 20, and a shift mechanism 30. The drive mechanism 10 is driven to the wheel 70 through the transmission mechanism 20. One end of the shift mechanism 30 is driven to the drive mechanism 10, and the other end is driven to the wheel 70. The shift mechanism 30 can change the speed of the wheel 70, making the working mode of the drive assembly 100 more diversified and flexible, thus improving the vehicle's handling. At the same time, the drive assembly 100 achieves deceleration through the shift mechanism 30 and the transmission mechanism 20, eliminating the need for an additional reducer. The overall structure is more compact, and it can simultaneously meet the vehicle's power and top speed requirements, thereby solving the technical problem in related technologies where the drive system 200 has a large torque requirement, resulting in a large size and high cost.

[0154] Specifically, it should be noted that the specific connection method of the shift mechanism 30 is not limited and can be set according to the actual situation. In some embodiments, one end of the shift mechanism 30 is connected to the side of the transmission mechanism 20 near the drive mechanism 10, and the other end is connected to the side of the transmission mechanism 20 away from the drive mechanism 10. Specifically, the drive mechanism 10 transmits power to the transmission mechanism 20. Part of the power is transmitted to the shift mechanism 30 through the transmission mechanism 20, and part of the power is directly transmitted through the transmission mechanism 20. The part of the power transmitted to the shift mechanism 30, after passing through the shift mechanism 30, acts on the side of the transmission mechanism 20 away from the drive mechanism, and merges with the part of the power that directly passes through the transmission mechanism 20, thereby acting together on the wheel 70.

[0155] Furthermore, in order to improve space utilization, the shifting mechanism 30 is located radially in the transmission mechanism.

[0156] In some embodiments, the drive assembly 100 has multiple operating modes, specifically including a first mode, a second mode, and a third mode. The first mode is the vehicle's first gear, in which the transmission mechanism 20 and the shift mechanism 30 simultaneously transmit power, and the wheels 70 rotate at a first speed. The second mode is the vehicle's second gear, in which the transmission mechanism 20 transmits power, the shift mechanism 30 is in a braking state, and the wheels 70 rotate at a second speed. The implementation of these two operating modes can significantly reduce the torque and peak speed requirements of the drive assembly 10, greatly reducing the size, weight, cost, and design complexity of the drive assembly 10.

[0157] Referring to Figures 9, 10, and 11, in some embodiments, the drive assembly 100 further includes a power input shaft 40, one end of which is driveably connected to the drive mechanism 10, and the other end of which is driveably connected to the transmission mechanism 20. The drive mechanism 10 drives the power input shaft 40 to rotate, which in turn drives the transmission mechanism 20 to rotate. The transmission mechanism 20 is driveably connected to the wheel 70, thereby causing the wheel 70 to rotate.

[0158] In some embodiments, the drive assembly 100 further includes a drive shaft 80, one end of which is driven to the shift mechanism 30, and the other end of which is driven to the drive mechanism 10. It should be noted that the way the other end of the drive shaft 80 is connected to the drive mechanism 10 is not limited. The other end of the drive shaft 80 can be directly connected to the drive mechanism 10, or it can be connected to the drive mechanism 10 through the transmission mechanism 20. The choice can be made according to the actual situation.

[0159] In some embodiments, to improve space utilization, the drive shaft 80 is arranged parallel to the power input shaft 40.

[0160] Referring to Figures 9 and 10, the drive assembly 100 also includes a power output shaft 50. One end of the power output shaft 50 is driveably connected to the transmission mechanism 20, and the other end is configured to be driveably connected to the wheel 70. In this embodiment, the drive mechanism 10 drives the power input shaft 40 to rotate, the power input shaft 40 transmits power to the transmission mechanism 20, the transmission mechanism 20 then transmits power to the power output shaft 50, and the power output shaft 50 drives the wheel 70 to rotate, thereby realizing the transmission of power.

[0161] It should be noted that in this application, the transmission mechanism 20 is not only used for transmission, but also for deceleration, in order to reduce the speed of the drive mechanism 10 and prevent the wheel 70 from being damaged due to excessive speed.

[0162] The specific type of transmission mechanism 20 is not limited and can be selected according to actual conditions. For example, transmission mechanism 20 can be a gear set or a planetary transmission assembly 2. Specifically, in this embodiment, please refer to Figures 9 and 10. Transmission mechanism 20 includes planetary transmission assembly 2, which is connected to power input shaft 40 and power output shaft 50. Planetary transmission assembly 2 has a large transmission ratio and a compact structure, which can meet the speed requirements of power output shaft 50 and occupy little space.

[0163] Further, please refer to Figures 9 and 10. The planetary transmission assembly 2 includes a first planetary mechanism 21 and a second planetary mechanism 22 that are connected in a transmission manner. The connection method of the first planetary mechanism 21 and the second planetary mechanism 22 is not limited and can be arranged according to the actual situation. In some embodiments, the first planetary mechanism 21 is connected in a transmission manner to the power input shaft 40, and the second planetary mechanism 22 is connected in a transmission manner to the first planetary mechanism 21. This arrangement can improve space utilization.

[0164] Referring to Figure 10, the first planetary mechanism 21 includes a first sun gear 211, a plurality of first planet gears 213, a first planet carrier 212, and a first ring gear 214. The first sun gear 211 is connected to the power input shaft 40; the plurality of first planet gears 213 are arranged around the first sun gear 211 and mesh with the first sun gear 211 for transmission; the first planet carrier 212 is connected to the plurality of first planet gears 213; the plurality of first planet gears 213 also mesh with the first ring gear 214, and the first ring gear 214 is also connected to the second planetary mechanism 22. The first sun gear 211 is connected to the power input shaft 40 and is driven to rotate by the power input shaft 40. Multiple first planet gears 213 mesh with the first sun gear 211 and are driven to rotate by the first sun gear 211. The first gear ring 214 is driven to rotate by the multiple first planet gears 213. The first gear ring 214 is connected to the second planetary mechanism 22 and is driven to rotate by the first gear ring 214.

[0165] Please continue referring to Figures 9 and 10. In some embodiments, the second planetary mechanism 22 includes a second sun gear 221, a plurality of second planet gears 223, a second planet carrier 222, and a second ring gear 224. The second sun gear 221 is drivenly connected to the first ring gear 214; the plurality of second planet gears 223 are arranged around the second sun gear 221 and mesh with the second sun gear 221 for transmission; the second planet carrier 222 is connected to the plurality of second planet gears 223; the plurality of second planet gears 223 also mesh with the second ring gear 224; and the second ring gear 224 is also drivenly connected to the power output shaft 50. The second sun gear 221 is driven to rotate by the first ring gear 214. Multiple second planet gears 223 mesh with the second sun gear 221 and are driven to rotate by the second sun gear 221. The second ring gear 224 is driven to rotate by the multiple second planet gears 223. The second ring gear 224 is driven to rotate by the multiple second planet gears 223. The second ring gear 224 is driven to rotate by the power output shaft 50, thereby driving the power output shaft 50 to rotate.

[0166] Specifically, the transmission route of the drive mechanism 10 is as follows: the drive mechanism 10 drives the power input shaft 40, which in turn drives the first sun gear 211 to rotate. The first sun gear 211 drives multiple first planetary gears 213 to rotate, which in turn drives the first ring gear 214 to rotate. The first ring gear 214 then drives the second sun gear 221 to rotate, which in turn drives multiple second planetary gears 223 to rotate. The multiple second planetary gears 223 then drive the second ring gear 224 to rotate, which in turn drives the power output shaft 50 to rotate, thereby driving the wheel 70 to rotate. The transmission uses a first planetary mechanism 21 and a second planetary mechanism 22, achieving a large transmission ratio and speed reduction through two planetary gear sets, while also occupying less space and having a compact structure.

[0167] In some embodiments, the shift mechanism 30 is connected to the first planetary mechanism 21 via a transmission connection. The shift mechanism 30 is used to connect to the first planetary mechanism 21, thereby changing the rotational speed of the power output shaft 50, so that the drive assembly 100 has multiple gears. The composite structure combining the planetary transmission assembly 2 and the shift mechanism 30 enables dual-path power transmission, effectively reducing the force on the rear gears, thus solving the problem of insufficient VOT torque and limited capability. It can significantly improve VOT capability while reducing the risk of overheating and erosion of the drive mechanism 10.

[0168] Referring to Figures 9 and 11, in some embodiments, the shifting mechanism 30 includes a first transmission gear 31 and a second transmission gear 32. The first transmission gear 31 is fixedly connected to the first planetary carrier 212 and meshes with the drive shaft 80 for transmission. Specifically, the first transmission gear 31 is connected to the first planetary carrier 212 and also meshes with a third transmission gear 34, which is fixedly connected to the drive shaft 80. The second transmission gear 32 is fitted onto the drive shaft 80 and meshes with it for transmission in the second planetary mechanism 22. The second transmission gear 32 is loosely fitted onto the drive shaft 80.

[0169] Furthermore, in some embodiments, the second planetary mechanism 22 includes a second gear ring 224, which is drivenly connected to the power output shaft 50. The outer side of the second gear ring 224 is provided with teeth, and the second transmission gear 32 is driven to the second gear ring 224 through tooth meshing. The second transmission gear 32 can selectively connect to the transmission shaft 80, thereby connecting the transmission shaft 80 to the second gear ring 224, changing the rotational speed of the second gear ring 224, and realizing the gear shifting function.

[0170] Please refer to Figures 9 and 11. The shifting mechanism 30 also includes a shifting assembly 33, which is drivenly connected to the drive shaft 80. The shifting assembly 33 is located between the first drive gear 31 and the second drive gear 32. The shifting assembly 33 can mesh with the second drive gear 32, thereby driving the second drive gear 32 to the drive shaft 80. This causes the second drive gear 32 to be driven by the drive shaft 80, thereby changing the rotational speed of the second gear ring 224 and realizing the shifting function of the drive assembly 100.

[0171] The specific structure of the shift assembly 33 is not limited and can be selected according to the actual situation. Please refer to Figure 11. In this embodiment, the shift assembly 33 is a speed-increasing and torque-reducing gear set, which has a small torque load, small size and weight, and is easy to select and design. Specifically, the shift assembly 33 includes a first shift gear 331, a second shift gear 332, and a shift member 333. The first shift gear 331 is sleeved on the drive shaft 80 and fixedly connected to the housing 60. The second shift gear 332 is sleeved on the drive shaft 80 and is drivenly connected to the second drive gear 32. The shift member 333 is disposed between the first shift gear 331 and the second shift gear 332 and is drivenly connected to the drive shaft 80. The shift member 333 selectively meshes with either the first shift gear 331 or the second shift gear 332. Specifically, the shift component 333 includes a synchronized gear hub 3331 and a sliding gear sleeve 3332. The synchronized gear hub 3331 is connected to the drive shaft 80, and the sliding gear sleeve 3332 is fitted onto the synchronized gear hub 3331, allowing it to slide axially along the drive shaft 80. In the first mode, the sliding gear sleeve 3332 slides towards the second shift gear 332 until it engages with the second shift gear 332. The second shift gear 332 is fixedly connected to the second transmission gear 32, thereby enabling the second transmission gear 32 to drive the drive shaft 80. In the second mode, the sliding gear sleeve 3332 slides towards the first shift gear 331 until it engages with the first shift gear 331. The first shift gear 331 is connected to the housing 60, and the drive shaft 80 is fixed by the housing 60, preventing the drive shaft 80 from rotating. By controlling the working position of the sliding gear sleeve 3332, two drive gears can be achieved, allowing the vehicle to travel at different speeds.

[0172] Define the first planetary carrier 212 as H1, the number of teeth of the first sun gear 211 as ZS1, the number of teeth of the first ring gear 214 as ZR1, the equivalent number of teeth of the first planetary carrier 212 as ZH1, the rotational speed of the first sun gear 211 as nS1, the rotational speed of the first ring gear 214 as nR1, the rotational speed of the first planetary carrier 212 as nH1, the torque of the first sun gear 211 as TS1, the torque of the first ring gear 214 as TR1, the torque of the first planetary carrier 212 as TH1, and the characteristic parameter of the first planetary mechanism 21 as k1, where k1 = ZR1 / ZS1.

[0173] Define the second sun gear 221 of the second planetary mechanism 22 as S2, the second ring gear 224 as R2, the second planet carrier 222 as H2, the number of teeth of the second sun gear 221 as ZS2, the number of teeth on the inner side of the second ring gear 224 as ZR2, the equivalent number of teeth of the second planet carrier 222 as ZH2, the rotational speed of the second sun gear 221 as nS2, the rotational speed of the second ring gear 224 as nR2, the rotational speed of the second planet carrier 222 as nH2, the torque of the second sun gear 221 as TS2, the torque of the second ring gear 224 as TR2, the torque of the second planet carrier 222 as TH2, and the characteristic parameter of the second planetary mechanism 22 as k2, where k2 = ZR2 / ZS2.

[0174] The number of teeth of the first transmission gear 31 is defined as Za, the number of teeth of the third transmission gear 34 is defined as Zb, the number of teeth of the second transmission gear 32 is defined as Zc, the number of teeth on the outer side of the second gear ring 224 is defined as Zd, and the characteristic parameter of the shifting mechanism 30 is defined as k3, where k3 = (Zb / Za) × (Zd / Zc).

[0175] The technical solution and working principle of this application will be further described below.

[0176] The working principle of the two gears in this scheme is analyzed as follows (illustrated in Figure 9):

[0177] Let k1=ZR1 / ZS1; K2=ZR2 / ZS2; k3=(Zb / Za)×(Zd / Zc);

[0178] According to the equations of motion of planetary mechanisms, we have:

[0179] Front row: nS1+k1×nR1-(k1+1)×nH1=0-----①

[0180] Back row: nS2+k2×nR2-(k2+1)×nH2=0-----②

[0181] Where: nR1=nS2;nH2=0 Substituting into the above relationship, we can obtain:

[0182] nS1-k1×k2×nR2-(k1+1)×nH1=0-----③

[0183] When the sliding sleeve 3332 engages with the second shift gear 332, the first planetary carrier 212 meshes with the second gear ring 224 through two gear pairs. At this time, nH1 = k3 × nR2, from which the first gear ratio can be obtained:

[0184] i1=nS1 / nR2=k1×k2+(k1+1)×K3-----④

[0185] When the sliding sleeve 3332 engages with the first shift gear 331, the planetary carrier H1 is locked, and nH1 = 0. Therefore, the second gear ratio can be obtained:

[0186] i2=nS1 / nR2=k1×K2-----⑤

[0187] When the sliding sleeve 3332 is in the neutral position, the front planetary carrier H1 is suspended, and it is in neutral.

[0188] Based on the above analysis, the speed ratio formulas for the two gears in this application are as follows:

[0189] First gear: i1 = k1 × k2 + (k1 + 1) × K3;

[0190] Second gear: i2 = k1 × K2;

[0191] The drive assembly 100 has three modes: a first mode, a second mode, and a third mode. In the first mode, the vehicle moves at first gear speed; in the second mode, the vehicle moves at second gear speed; and in the third mode, the vehicle is in neutral. Gear analysis is shown in Table 1.

[0192] Table 1 Gear Analysis

[0193] Based on the speed ratio formula above, by designing the values ​​of k1, k2, and k3, a suitable two-speed ratio can be easily obtained, resulting in a large first-speed ratio and a moderate second-speed ratio. For example, by designing k1 = 4, k2 = 2.5, and k3 = 2, the following two-speed ratio can be obtained: i1 = 20 and i2 = 10. That is to say, two large speed ratios can be achieved using only two planetary gear sets (i.e., the first planetary mechanism 21 and the second planetary mechanism 22). Its significant advantages are: it can greatly reduce the volume of the drive mechanism 10, and the axial space occupied by the planetary transmission assembly 2 is small, thus making the axial dimension of the electric drive assembly very compact and solving the problem of difficult layout; the shifting mechanism 30 is arranged in the radial position of the planetary transmission assembly 2 and does not occupy axial space. At the same time, the shifting mechanism 30 adopts the method of increasing speed and reducing torque, which greatly reduces the torque it bears, thus making its size more compact and easier to design and select.

[0194] Referring to Figure 12, in the first mode, the shift member 333 meshes with the second shift gear 332, which is driven by the drive shaft 80 to change the rotational speed of the power output shaft 50, which rotates at a first rotational speed. Specifically, in this mode, the vehicle is in first gear, and the drive assembly 100 has two transmission routes. Route one involves the drive mechanism 10 transmitting power to the power input shaft 40, which in turn transmits power to the first sun gear 211. The first sun gear 211 then transmits power to the first ring gear 214 via multiple first planetary gears 213. The first ring gear 214 then transmits power to the second sun gear 221, which in turn transmits power to the second ring gear 224 via multiple second planetary gears 223. The second ring gear 224 then transmits power to the power output shaft 50. Route two involves the drive mechanism 10 transmitting power to the power input shaft 40, which then transmits power to the first sun gear 211. The first sun gear 211 then transmits power to the first planetary carrier 212 via multiple first planetary gears 213. The first planetary carrier 212 transmits power to the first transmission gear 31, which in turn transmits power to the third transmission gear 34. The third transmission gear 34 then transmits power to the drive shaft 80. The drive shaft 80 transmits power to the sliding gear sleeve 3332 via the synchronous gear hub 3331. The sliding gear sleeve 3332 engages with the second shift gear 332, which is fixedly connected to the second transmission gear 32. Power is then transmitted to the second transmission gear 32, which in turn transmits power to the second gear ring 224. The second gear ring 224 then transmits power to the power output shaft 50. In other words, in the first mode, the two transmission paths eventually converge at the second gear ring 224, changing the rotational speed of the second gear ring 224, thereby changing the rotational speed of the power output shaft 50, causing the wheel 70 to rotate at the first rotational speed.

[0195] Referring to Figure 13, in the second mode, the shift member 333 meshes with the first shift gear 331, and the first planetary carrier 212 is fixed to change the rotational speed of the power output shaft 50, causing the power output shaft 50 to rotate at a second rotational speed. Specifically, in this mode, the vehicle is in second gear, and the drive assembly 100 has only one transmission path. Route one is that the drive mechanism 10 transmits power to the power input shaft 40, which in turn transmits power to the first sun gear 211. The first sun gear 211 then transmits power to the first ring gear 214 via multiple first planetary gears 213. The first ring gear 214 then transmits power to the second sun gear 221, which in turn transmits power to the second ring gear 224 via multiple second planetary gears 223. The second ring gear 224 then transmits power to the power output shaft 50. Route two is that the drive mechanism 10 transmits power to the power input shaft 40, which in turn transmits power to the first sun gear 211. The first sun gear 211 then transmits power to the first planetary carrier via multiple first planetary gears 213. 212, the first planetary carrier 212 transmits power to the first transmission gear 31, the first transmission gear 31 transmits power to the third transmission gear 34, the third transmission gear 34 transmits power to the drive shaft 80, the drive shaft 80 transmits power to the sliding sleeve 3332 through the synchronous gear hub 3331, the sliding sleeve 3332 engages with the first shift gear 331, the first shift gear 331 is fixedly connected to the housing 60, the power transmission is interrupted, the drive shaft 80 is fixed to the housing 60 through the second shift gear 332, which in turn affects the first planetary carrier 212, thereby fixing the first planetary carrier 212 to the housing 60, and power cannot be transmitted; that is, in the first mode, power can only be transmitted through route one, changing the speed of the power output shaft 50 through route one, so that the wheel 70 rotates at the second speed.

[0196] In the third mode, the shift element 333 is located between the first shift gear 331 and the second shift gear 332, and the power output shaft 50 rotates at the third speed. It should be noted that in the third mode, the vehicle is in neutral.

[0197] In some embodiments, as shown in Figures 8, 10, 11, and 12, the power output shaft 50 and the power input shaft 40 are coaxially arranged. This saves layout space and reduces the number of parts, thereby facilitating the arrangement of the drive assembly 100 in the vehicle and reducing production costs.

[0198] It should be noted that the specific type of drive mechanism 10 is not limited and can be selected according to the actual situation. For example, drive mechanism 10 can be a drive motor or an engine. It should also be noted that regardless of whether drive mechanism 10 is a drive motor or an engine, in this application, only one drive mechanism 10 is required to achieve all the above functions, which is less costly and more efficient than setting up multiple drive mechanisms 10.

[0199] It should be noted that the two wheels 70 can be either the two front wheels or the two rear wheels of the vehicle; no limitation is made here.

[0200] According to a second aspect of this application, a drive system 200 is provided, which includes the drive assembly 100 described above. The drive system 200 has all the beneficial effects of the drive assembly 100 described above, which will not be repeated here.

[0201] In some embodiments, referring to FIG8, two drive assemblies 100 are provided, and the two drive systems 200 are respectively configured to be driven to the two wheels 70 of the vehicle. Specifically, the drive system 200 includes two sets of drive assemblies 100 on the left and right sides. The two sets of drive assemblies 100 are completely symmetrical and together form a two-speed system. The dual drive mechanism 10 is coaxially arranged with the dual-row planetary mechanism and has the function of independent drive. At the same time, this solution adopts a composite structure combining planetary gear transmission and parallel shaft transmission, realizing dual-path power transmission, which can effectively reduce the force on the rear gear. Moreover, this composite structure is easy to match gears, has a simple speed ratio design, and can easily achieve a large speed ratio. By controlling the shifting element, not only are two drive gears realized, but also a neutral function is realized, which can perfectly solve the contradiction between power performance and top speed performance, and also perfectly solve the problem of insufficient wheel end torque in stationary steering (VOT function). The decoupling from the wheel end significantly reduces drag torque. Furthermore, the introduction of two gears allows for a smaller, more compact drive motor through optimized gear ratio design and gear control. This also enables the entire drive system 200 to operate more efficiently, thus significantly improving operational efficiency. The two-gear design significantly reduces the torque and peak speed requirements of the drive motor, drastically reducing its size, weight, cost, and design complexity. It also reduces the requirements for back EMF and peak current, lowering the design difficulty and cost of the electronic control system. Additionally, the combination of the first planetary mechanism 21 and the second planetary mechanism 22, compared to a double planetary mechanism, not only facilitates gear ratio design but also greatly reduces manufacturing difficulty.

[0202] According to a third aspect of this application, a vehicle is provided that includes the second minor protected subject matter described above, and the vehicle has all the beneficial effects of the second minor protected subject matter described above, which will not be repeated here.

[0203] The vehicle may be a gasoline-powered vehicle, a plug-in hybrid electric vehicle, or a new energy vehicle, etc., and this application does not make any specific restrictions.

[0204] According to a first aspect of this application, a drive assembly 100 is provided. Please refer to FIG14, which is a structural schematic diagram of the drive assembly provided in an embodiment of this application. The drive assembly 100 provided in this application includes: a drive mechanism 10; a transmission mechanism, one end of which is drivenly connected to the drive mechanism 10, and the other end of which is drivenly connected to a wheel 70, the transmission mechanism being configured to change the rotational speed of the wheel 70; the transmission mechanism having a first operating state, the wheel 70 being configured to have a first rotational speed when the transmission mechanism is in the first operating state; and / or, the transmission mechanism having a second operating state, the wheel 70 being configured to have a second rotational speed when the transmission mechanism is in the second operating state, the first rotational speed and the second rotational speed being different.

[0205] In this embodiment, by making the transmission mechanism have different working states, and the rotational speed of the wheel 70 corresponding to the different working states is different, the drive assembly 100 provided by this application has different rotational speeds. Under the condition of fixed power, the rotational speed and torque are inversely proportional, so that the drive assembly 100 provided by this application can be applied to application scenarios with high speed and low torque and low speed and high torque requirements at the same time.

[0206] In some embodiments of this application, the transmission mechanism includes: a transmission mechanism 20, one end of which is connected to the drive mechanism 10 and the other end of which is connected to the wheel 70, and having a first power transmission path and a second power transmission path. The transmission mechanism 20 is configured to drive along the first power transmission path when the transmission mechanism is in a first operating state, and / or to drive along the second power transmission path when the transmission mechanism is in a second operating state; and a shifting mechanism 30, connected to the transmission mechanism 20, configured to switch the power transmission path of the transmission mechanism 20 to change the rotational speed of the wheel 70.

[0207] This approach allows for dynamic selection of the power transmission path based on demand, optimizing the efficiency of the drive assembly 100 and enabling it to adapt to complex operating conditions, thus improving the overall performance of the vehicle.

[0208] In some embodiments of this application, the transmission mechanism 20 includes: a first planetary mechanism 21, one end of which is connected to the drive mechanism 10 and the other end of which is connected to the wheel 70. The first planetary mechanism 21 includes a first planetary gear 213 and a second planetary gear 223 that are coaxially arranged and both connected to the drive mechanism 10, a first gear ring 214 that meshes with the first planetary gear 213, and a second gear ring 224 that meshes with the second planetary gear 223; and a shifting mechanism 30 that is configured to selectively lock the first gear ring 214 or the second gear ring 224 to achieve shifting.

[0209] In this embodiment, by including a first planetary gear 213 and a second planetary gear 223 coaxially arranged in the first planetary mechanism 21, two power transmission paths are available when the first gear ring 214 or the second gear ring 224 is locked using the shift mechanism 30. Simultaneously, the coaxial arrangement of the first planetary gear 213 and the second planetary gear 223 simplifies the structure of the first planetary mechanism 21, thereby reducing the space occupied by the first planetary mechanism 21. Furthermore, using a single shift mechanism 30 to switch between the two power transmission paths further simplifies the structure of the drive assembly 100, further reducing the space occupied by the drive assembly 100, thus mitigating the problem of the large size of the electric drive system.

[0210] In some embodiments of this application, the diameters of the first planetary gear 213 and the second planetary gear 223 are different. This results in different final output speeds for the two power transmission paths, thereby meeting the requirements for high speed and high torque.

[0211] In some embodiments of this application, the first planetary mechanism 21 further includes a first sun gear 211, the diameter of the first planet gear 213 is larger than the diameter of the second planet gear 223, and the first sun gear 211 meshes with the first planet gear 213.

[0212] Please refer to Figure 14. In some embodiments of this application, the shifting mechanism 30 includes a first transmission mechanism 41, a second transmission mechanism 42, and a locking mechanism 43. The first transmission mechanism 41 is connected to the first gear ring 214, and the second transmission mechanism 42 is connected to the second gear ring 224. The locking mechanism 43 is configured to lock the first transmission mechanism 41 so that the first gear ring 214 is in a locked state, or to lock the second transmission mechanism 42 so that the second gear ring 224 is in a locked state.

[0213] In this embodiment, the shifting mechanism 30 includes a locking mechanism 43, which can be connected to either the first transmission mechanism 41 or the second transmission mechanism 42 to lock either the first transmission mechanism 41 or the second transmission mechanism 42, thereby locking the first gear ring 214 or the second gear ring 224. Using only one locking mechanism 43 allows for switching between two gears, simplifying the structure of the drive assembly 100 and helping to reduce the space occupied by the drive assembly 100.

[0214] In some embodiments of this application, the first transmission mechanism 41 and the second transmission mechanism 42 are coaxially arranged, and the locking mechanism 43 is disposed between the first transmission mechanism 41 and the second transmission mechanism 42 and is configured to be connected to the first transmission mechanism 41 to lock the first transmission mechanism 41, or connected to the second transmission mechanism 42 to lock the second transmission mechanism 42.

[0215] In this embodiment, by positioning the locking mechanism 43 between the first transmission mechanism 41 and the second transmission mechanism 42, the locking mechanism 43 can be connected to either the first transmission mechanism 41 or the second transmission mechanism 42 according to actual usage requirements. Furthermore, the locking mechanism 43 is located close to both the first transmission mechanism 41 and the second transmission mechanism 42, which allows for a quick response to gear selection requests, reduces the time required for gear switching, and improves the user experience.

[0216] Please continue to refer to Figure 14. In some embodiments of this application, the first transmission mechanism 41 includes: a first connecting gear 411 that meshes with the external teeth of the first gear ring 214; a first engaging gear 412 that is coaxially arranged and fixedly connected to the first connecting gear 411; and a locking mechanism 43 configured to lock the first engaging gear 412 to lock the first connecting gear 411, so that the first gear ring 214 is in a locked state.

[0217] This design allows the locking mechanism 43 to lock the first engaging gear 412 indirectly, which in turn locks the first connecting gear 411. Furthermore, the coaxiality of the first connecting gear 411 and the first engaging gear 412 shortens the response time.

[0218] Please refer to Figure 14. In some embodiments of this application, the second transmission mechanism 42 includes: a second connecting gear 421 that meshes with the external teeth of the second gear ring 224; a second engaging gear 422 that is coaxially arranged and fixedly connected to the second connecting gear 421; and a locking mechanism 43 configured to lock the second engaging gear 422 to lock the second connecting gear 421, thereby locking the second gear ring 224. The technical effects are similar to or the same as those of the embodiments described above where the first transmission mechanism 41 includes the first connecting gear 411 and the first engaging gear 412, and will not be repeated here.

[0219] Please continue to refer to Figure 14. In some embodiments of this application, the locking mechanism 43 includes a fixedly disposed central shaft 431 and a synchronizer 432 disposed on the central shaft 431; the first transmission mechanism 41 and the second transmission mechanism 42 are both sleeved on the central shaft 431, the synchronizer 432 is disposed between the first transmission mechanism 41 and the second transmission mechanism 42, and is configured to lock the first transmission mechanism 41 so that the first gear ring 214 is in a locked state; or, lock the second transmission mechanism 42 so that the second gear ring 224 is in a locked state.

[0220] In this embodiment, the central shaft 431 is fixedly installed, and the synchronizer 432 included in the locking mechanism 43 is installed on the central shaft 431. Therefore, when the first locking mechanism 43 is connected to the synchronizer 432, the first gear ring 214 connected to the first transmission mechanism 41 can be locked.

[0221] In this embodiment, both the first transmission mechanism 41 and the second transmission mechanism 42 are mounted on the central shaft 431, such that the locking mechanism 43 is connected to the second transmission mechanism 42, but not connected to the first transmission mechanism 41. When the locking mechanism 43 is not connected to the first transmission mechanism 41, the first transmission mechanism 41 can rotate freely around the central shaft 431, preventing the first transmission mechanism 43 from adversely affecting the rotation of the second planetary gear 223. The technical effect of the locking mechanism 43 being connected to the first transmission mechanism 41 but not to the second transmission mechanism 42 is similar to or the same as the technical effect of the embodiment described above where the locking mechanism 43 is connected to the second transmission mechanism 42 but not to the first transmission mechanism 41, and will not be repeated here.

[0222] Please refer to Figure 14. In some embodiments of this application, the synchronizer 432 includes: a synchronizer hub 432a, which is fixedly connected to the central shaft 431; and a sliding sleeve 432b, which is sleeved on the synchronizer hub 432a and configured to be connected to the first transmission mechanism 41 to lock the first transmission mechanism 41, or connected to the second transmission mechanism 42 to lock the second transmission mechanism 42.

[0223] This design leverages the smooth connection between the synchronizing gear hub 432a and the sliding gear sleeve 432b to achieve rapid gear shifting. Furthermore, the synchronizing gear hub 432a and the sliding gear sleeve 432b have a simple structure and are easy to connect.

[0224] In some embodiments of this application, the shifting mechanism 30 is disposed radially outside the first planetary mechanism 21. This reduces the axial dimension of the drive assembly 100, thereby reducing the axial space occupied by the drive assembly 100.

[0225] In some embodiments of this application, the shift mechanism 30 is further configured to release the first gear ring 214 and the second gear ring 224 to put the drive assembly 100 in neutral.

[0226] In this embodiment, when the shift mechanism 30 is in the state of releasing the first gear ring 214 and the second gear ring 224, both the first gear ring 214 and the second gear ring 224 are in an unlocked state, so that the drive assembly 100 is in neutral. At this time, the wheel 70 connected to the first planetary mechanism 21 is disconnected from the drive mechanism 10, which helps to reduce the drag torque.

[0227] Please refer to Figure 15, which is a schematic diagram of another drive assembly 100 provided in an embodiment of this application. In some embodiments of this application, the shifting mechanism 30 includes: a first locking component 44 for locking the first gear ring 214; and a second locking component 45 for locking the second gear ring 224 connection.

[0228] In this embodiment of the application, by connecting the first locking component 44 of the shift mechanism 30 to the first gear ring 214 and the second locking component 45 to the second gear ring 224, the state of the two gear rings can be independently controlled, so that when either the first locking component 44 or the second locking component 45 fails, the other locking component can still work normally, reducing the possibility of failure of the drive assembly 100 provided in this application.

[0229] In some embodiments of this application, the first locking component 44 and the second locking component 45 are located on opposite sides of the first planetary mechanism 21 along its radial direction. This ensures that the first gear ring 214 and the second gear ring 224 can be locked while also reducing the space occupied by the drive assembly 100.

[0230] In some embodiments of this application, the first locking component 44 is a brake, which has a first rotating member 441 that is pulvinctly connected to the first gear ring 214 and a first fixing member 442 that is fixedly disposed. The brake is configured such that when the first fixing member 442 contacts the first rotating member 441, the first gear ring 214 is in a locked state.

[0231] This approach allows the connection between the first rotating member 441 and the first fixed member 442 to be controlled as needed, thereby controlling the state of the first gear ring 214.

[0232] In some embodiments of this application, the second locking component 45 is a brake. The brake has a second rotating member 451 that is pulvinctly connected to the second gear ring 224, and a second fixing member 452 that is fixedly disposed. The brake is configured such that when the second fixing member 452 contacts the second rotating member 451, the second gear ring 224 is in a locked state. The technical effects are similar to or the same as those of the embodiments where the first locking component 44 is a brake, and will not be described again here.

[0233] In some embodiments of this application, the first planetary mechanism 21 further includes a first sun gear 211, a first planet gear 213 meshing with the first sun gear 211 and being connected to the drive mechanism 10 via the first sun gear 211, the first planet gear 213 being fixedly connected to the second planet gear 223, and the second planet gear 223 being connected to the drive mechanism 10 via the first planet gear 213 and the first sun gear 211.

[0234] With this approach, the power of the first planetary mechanism 21 is output from the first planetary carrier 212. Compared with the approach where the power is output from the ring gear, the approach where the power is output from the first planetary carrier 212 provided in this application not only helps to reduce the size of the first planetary mechanism 21, but also enables the output of higher speeds.

[0235] Please continue to refer to Figure 14. In some embodiments of this application, the first planetary mechanism 21 further includes a first shaft 56 and a first planet carrier 212. The first planetary gear 213 and the second planetary gear 223 are both sleeved on the first shaft 56, and the first shaft 56 is fixedly connected to the first planet carrier 212.

[0236] In some embodiments of this application, the drive assembly 100 provided in this application is applied to a vehicle, the vehicle having a first gear and a second gear, the first operating state and the second operating state of the transmission mechanism corresponding to the first gear and the second gear of the vehicle, respectively, the gear ratios of the first gear and the second gear being i1 and i2, respectively, and the gear ratio of the first gear being i1 = k1 + 1. Among them, Z R1 Z represents the number of teeth on the first planetary gear 213. S This refers to the number of teeth on the first sun gear 211. The gear ratio for the second gear is i2 = k2 + 1, where k2 = |n s |=(Z R2 / Z g2 )*(Z g1 / Z S ), where Z R2 Z represents the number of teeth on the second planetary gear 223. S This represents the number of teeth on the first sun gear 211.

[0237] Please refer to Figure 16, which is a schematic diagram of another drive assembly 100 provided in an embodiment of this application. In some embodiments of this application, the transmission mechanism 20 further includes a second planetary mechanism 22, which is drively connected between the first planetary carrier 212 and the wheel 70 and is configured to adjust the output speed of the drive assembly 100.

[0238] This approach allows for further adjustment of the output speed of the drive assembly 100 according to actual needs. For example, the second planetary mechanism 22 can be used to increase the output speed of the drive assembly 100, making the drive assembly 100 provided in this application applicable to more scenarios.

[0239] Please refer to Figure 16. In some embodiments of this application, the drive mechanism 10 has a power input shaft 40, which is connected to the first sun gear 211 of the first planetary mechanism 21. The first planetary mechanism 21 has a first output shaft 58, which is connected to the second sun gear 221 of the second planetary mechanism 22. The second planetary mechanism 22 has a second output shaft 62, which is connected to the wheel 70. The power input shaft 40, the first output shaft 58, and the second output shaft 62 are coaxially arranged. This helps to shorten the power transmission path, thereby improving power transmission efficiency and reducing power transmission losses.

[0240] According to a second aspect of this application, a drive system 200 is provided. Referring to FIG17, FIG17 is a schematic structural diagram of a drive system 200 provided in an embodiment of this application. The drive system 200 includes at least two drive assemblies 100 as described in the first aspect, and the at least two drive assemblies 100 are symmetrically arranged. This helps to reduce the axial dimension of the drive system 200.

[0241] According to a third aspect of this application, an axle is provided, including the drive system 200 as described above. This axle possesses all the beneficial effects of the aforementioned drive system 200, which will not be elaborated further herein.

[0242] According to a fourth aspect of this application, a chassis is provided, including the axle described above. This chassis possesses all the beneficial effects of the aforementioned axle, which will not be elaborated further herein.

[0243] According to a fifth aspect of this application, a vehicle is also provided. Please refer to FIG18, which is a structural schematic diagram of a vehicle provided in an embodiment of this application. The vehicle includes the chassis described above. This vehicle has all the beneficial effects of the chassis described above, which will not be repeated here.

[0244] In the description of this application, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc., indicating the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application.

[0245] In the description of this application, "first feature" and "second feature" may include one or more of the features.

[0246] In the description of this application, "multiple" means two or more.

[0247] In the description of this application, the first feature being "above" or "below" the second feature may include the first and second features being in direct contact, or the first and second features being in contact through another feature between them.

[0248] In the description of this application, the terms "above," "over," and "on top" for the first feature and the second feature include the first feature being directly above or diagonally above the second feature, or simply indicate that the first feature is at a higher horizontal level than the second feature.

[0249] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0250] Although embodiments of this application have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of this application, the scope of which is defined by the claims and their equivalents.

Claims

1. A drive system for a vehicle, wherein, include: The drive assembly includes: Drive mechanism; A transmission mechanism, which is driven by the drive mechanism and configured to drive the wheels of the vehicle, and is further configured to change the rotational speed of the wheels.

2. The drive system of the vehicle according to claim 1, wherein, The transmission mechanism includes a transmission mechanism and a shifting mechanism, the drive mechanism is driven by the transmission mechanism, and the transmission mechanism is configured to drive the wheels of the vehicle. The shifting mechanism cooperates with the transmission mechanism, and the shifting mechanism can control the transmission mechanism so that the transmission mechanism has multiple transmission paths with different speed ratios.

3. The drive system of the vehicle according to claim 2, wherein, The shifting mechanism can also control the transmission mechanism so that the drive mechanism is coupled or decoupled from the wheel.

4. The drive system of the vehicle according to claim 2 or 3, wherein, The transmission mechanism includes a first planetary mechanism and a second planetary mechanism, wherein the second planetary mechanism is sleeved on the outside of the first planetary mechanism and is in transmission cooperation with the first planetary mechanism.

5. The drive system of the vehicle according to claim 4, wherein, The drive assembly further includes a power input shaft and a power output shaft. The power input shaft is driven between the first planetary mechanism and the drive mechanism. The power output shaft is driven between the first planetary mechanism and the second planetary mechanism, and the power output shaft is adapted to drive the wheels.

6. The drive system of the vehicle according to claim 4 or 5, wherein, The first planetary mechanism includes: a first sun gear, a first planet carrier, first planet gears, and a first gear ring. The first gear ring has internal teeth and external teeth. The first planet gears mesh between the first sun gear and the internal teeth. The first planet gears are rotatably mounted on the first planet carrier. The second planetary mechanism includes: a second planet carrier, a second planet gear, and a second gear ring. The second planet gears mesh between the external teeth and the second gear ring. The second planet gears are rotatably mounted on the second planet carrier. The first planetary carrier and the second ring gear together form the output end of the transmission mechanism, and the first sun gear forms the input end of the transmission mechanism.

7. The drive system of the vehicle according to claim 6, wherein, The first planetary carrier selectively engages with the second gear ring, the second gear ring selectively locks, and the second planetary carrier locks.

8. The drive system of the vehicle according to claim 7, wherein, The drive assembly further includes a housing, and the shifting mechanism includes a clutch and a first brake, wherein the clutch is connected between the first planetary carrier and the second ring gear to selectively engage the first planetary carrier and the second ring gear, and the first brake is connected between the housing and the second ring gear to selectively engage the housing and the second ring gear.

9. The drive system of the vehicle according to claim 6, wherein, The first planetary carrier selectively engages with the second gear ring, the first planetary carrier selectively locks, and the second planetary carrier locks.

10. The drive system of the vehicle according to claim 9, wherein, The drive assembly further includes a housing, and the shifting mechanism includes a clutch and a first brake, wherein the clutch is connected between the first planetary carrier and the second ring gear to selectively engage the first planetary carrier and the second ring gear, and the first brake is connected between the housing and the first planetary carrier to selectively engage the housing and the first planetary carrier.

11. The drive system of the vehicle according to claim 8, wherein, The clutch and the first brake are nested together along the radial direction of the first planetary mechanism.

12. The drive system of the vehicle according to claim 8 or 10, wherein, The drive assemblies are multiple, and the first brakes of every two adjacent drive assemblies are either integrated or independently configured.

13. The drive system of the vehicle according to claim 6, wherein, The first gear ring is selectively locked, and the second planetary carrier is selectively locked.

14. The drive system of the vehicle according to claim 13, wherein, The drive assembly further includes a housing, and the shifting mechanism includes a second brake and a third brake, wherein the second brake is connected between the housing and the first gear ring and selectively engages the housing and the first gear ring, and the third brake is connected between the housing and the second planetary carrier and selectively engages the housing and the second planetary carrier.

15. The drive system of the vehicle according to claim 14, wherein, The drive assemblies are multiple, and the second brakes of every two adjacent drive assemblies are integrated or independently configured, and / or the third brakes of every two adjacent drive assemblies are integrated or independently configured.

16. The drive system of the vehicle according to any one of claims 2-15, wherein, The drive assembly is a plurality of drive assemblies, and the plurality of drive assemblies are configured as at least one drive assembly group, the drive assembly group including two drive assemblies coaxially arranged along the width direction of the vehicle, each drive assembly being adapted to engage with different wheels.

17. The drive system of the vehicle according to claim 16, wherein, Along the width direction of the vehicle, in a group of drive assemblies, two drive mechanisms are located between two transmission mechanisms.

18. The drive system of the vehicle according to claim 16, wherein, Along the width direction of the vehicle, in a group of drive assemblies, two of the transmission mechanisms are located between the two drive mechanisms.

19. The drive system of the vehicle according to claim 16, wherein, Along the width direction of the vehicle, in a group of drive assemblies, two of the transmission mechanisms are located between two of the shift mechanisms.

20. The drive system of the vehicle according to claim 16, wherein, Along the width direction of the vehicle, in one group of the drive assembly, two of the shift mechanisms are located between two of the transmission mechanisms.

21. The drive system of the vehicle according to claim 16, wherein, Along the width direction of the vehicle, in a group of drive assemblies, a portion of each shift mechanism is located between two transmission mechanisms, and another portion is located on the side of the respective transmission mechanism away from the other drive assembly.

22. The drive system of the vehicle according to claim 16, wherein, The drive assembly group consists of two groups, which are arranged along the length of the vehicle.

23. The drive system of the vehicle according to claim 1, wherein, The transmission mechanism includes: a transmission mechanism connected to the drive mechanism and configured to be driveably connected to the wheels; and, The shifting mechanism is driven at one end to the drive mechanism and at the other end to the transmission mechanism or configured to be driven to the wheel; The transmission mechanism and the shifting mechanism are configured to change the rotational speed of the wheels.

24. The drive system of the vehicle according to claim 23, wherein, One end of the shifting mechanism is connected to the side of the transmission mechanism closer to the drive mechanism, and the other end is connected to the side of the transmission mechanism away from the drive mechanism.

25. The drive system of the vehicle according to claim 24, wherein, The shifting mechanism is located radially from the transmission mechanism.

26. The drive system of the vehicle according to any one of claims 23-25, wherein, The transmission mechanism and the shifting mechanism transmit power simultaneously, and the wheel rotates at a first speed.

27. The drive system of the vehicle according to any one of claims 23-26, wherein, The transmission mechanism transmits power, the shifting mechanism is in a braking state, and the wheel rotates at a second speed.

28. The drive system of the vehicle according to any one of claims 23-27, wherein, Also includes: A power input shaft is connected to the drive mechanism and the transmission mechanism; as well as, A drive shaft is connected to the shifting mechanism and the drive mechanism, and the drive shaft is arranged parallel to the power input shaft.

29. The drive system of the vehicle according to claim 28, wherein, It also includes a power output shaft, one end of which is drive-connected to the transmission mechanism, and the other end is configured to be drive-connected to the wheel.

30. The drive system of the vehicle according to claim 29, wherein, The transmission mechanism includes a planetary transmission assembly, which is connected to the power input shaft and the power output shaft.

31. The drive system of the vehicle according to claim 30, wherein, The planetary transmission assembly includes a first planetary mechanism and a second planetary mechanism that are connected by transmission.

32. The drive system of the vehicle according to claim 31, wherein, The first planetary mechanism includes: The first sun gear is connected to the power input shaft for transmission; Multiple first planetary gears mesh with the first sun gear; and, A first gear ring is mounted on a plurality of first planetary gears, and the first gear ring is drivenly connected to the second planetary mechanism.

33. The drive system of the vehicle according to claim 32, wherein, The second planetary mechanism includes: The second sun gear is connected to the first gear ring for transmission; Multiple second planetary gears mesh with the second sun gear; The second gear ring is mounted on a plurality of the second planetary gears, and the second gear ring is drivenly connected to the power output shaft.

34. The drive system of the vehicle according to claim 33, wherein, The characteristic parameter of the second planetary mechanism is k2, the number of teeth on the inner side of the second gear ring is ZR2, and the number of teeth on the second sun gear is ZS2, where k2 = ZR2 / ZS2.

35. The drive system of the vehicle according to claim 33 or 34, wherein, The first planetary mechanism further includes a first planet carrier, which is mounted on a plurality of first planet gears and is drive-connected to the shifting mechanism.

36. The drive system of the vehicle according to claim 35, wherein, The characteristic parameter of the first planetary mechanism is k1, the number of teeth of the first gear ring is ZR1, and the equivalent number of teeth of the first planet carrier is ZH1, where k1 = ZR1 / ZS1.

37. The drive system of the vehicle according to claim 36, wherein, The shifting mechanism includes: A first transmission gear is fixedly connected to the first planetary carrier and meshes with the transmission shaft for transmission; and, The second transmission gear is fitted onto the transmission shaft and meshes with it in the second planetary mechanism.

38. The drive system of the vehicle according to claim 37, wherein, The second planetary mechanism includes a second gear ring, which is drivenly connected to the power output shaft; The second transmission gear meshes with the second gear ring.

39. The drive system of the vehicle according to claim 38, wherein, The shifting mechanism further includes a third transmission gear, which meshes with the first transmission gear.

40. The drive system of the vehicle according to claim 39, wherein, The number of teeth of the first transmission gear is Za, the number of teeth of the third transmission gear is Zb, the number of teeth of the second transmission gear is Zc, the number of teeth on the outer side of the second gear ring is Zd, and the characteristic parameter of the shifting mechanism is k3, where k3 = (Zb / Za) × (Zd / Zc).

41. The drive system of the vehicle according to any one of claims 37-40, wherein, The shifting mechanism further includes a shifting component, which is disposed on the first transmission gear and the second transmission gear.

42. The drive system of the vehicle according to claim 41, wherein, The shifting assembly includes: The first shift gear is sleeved on the drive shaft and fixedly connected to the housing; The second shift gear is sleeved on the drive shaft and is drively connected to the second drive gear; and, A shifting element is disposed between the first shifting gear and the second shifting gear and is drively connected to the drive shaft. The shifting element selectively meshes with either the first shifting gear or the second shifting gear.

43. The drive system of the vehicle according to claim 42, wherein, In the first mode, the shift member meshes with the second shift gear, and the first transmission gear is driven by the transmission shaft to change the rotational speed of the power output shaft, which rotates at a first rotational speed.

44. The drive system of the vehicle according to claim 42 or 43, wherein, In the second mode, the shift member meshes with the first shift gear, and the first planetary carrier is fixed to change the rotational speed of the power output shaft, which rotates at a second rotational speed.

45. The drive system of the vehicle according to any one of claims 42-44, wherein, In the third mode, the shift member is located between the first shift gear and the second shift gear, and the power output shaft rotates at a third speed.

46. ​​The drive system of the vehicle according to any one of claims 29-45, wherein, The power input shaft and the power output shaft are coaxially arranged.

47. The drive system of the vehicle according to any one of claims 23-46, wherein, The drive mechanism includes at least one of a drive motor and an engine.

48. The drive system of the vehicle according to any one of claims 23-47, wherein, The drive assembly has two components, and the two drive systems are respectively configured to be drive-connected to the two wheels of the vehicle.

49. The drive system of the vehicle according to claim 1, wherein, The transmission mechanism has a first operating state, and the wheel is configured to have a first rotational speed when the transmission mechanism is in the first operating state; and / or, the transmission mechanism has a second operating state, and the wheel is configured to have a second rotational speed when the transmission mechanism is in the second operating state, wherein the first rotational speed and the second rotational speed are different.

50. The drive system of the vehicle according to claim 49, wherein, The speed-changing mechanism includes: A transmission mechanism, one end of which is connected to the drive mechanism and the other end of which is connected to the wheel, and having a first power transmission path and a second power transmission path, wherein the transmission mechanism is configured to drive along the first power transmission path when the transmission mechanism is in the first working state, and / or drive along the second power transmission path when the transmission mechanism is in the second working state. A shifting mechanism, connected to the transmission mechanism, is configured to switch the power transmission path of the transmission mechanism to change the rotational speed of the wheels.

51. The drive system of the vehicle according to claim 50, wherein, The transmission mechanism includes: The first planetary mechanism is driven to the drive mechanism at one end and driven to the wheel at the other end. The first planetary mechanism includes a first planetary gear and a second planetary gear that are coaxially arranged and driven to the drive mechanism, as well as a first gear ring that meshes with the first planetary gear and a second gear ring that meshes with the second planetary gear. The shifting mechanism is configured to selectively lock either the first gear ring or the second gear ring to achieve the switching of the power transmission path.

52. The drive system of the vehicle according to claim 51, wherein, The first planetary gear and the second planetary gear have different diameters.

53. The drive system of the vehicle according to claim 51 or 52, wherein, The shifting mechanism includes a first transmission mechanism, a second transmission mechanism, and a locking mechanism. The first transmission mechanism is drivenly connected to the first gear ring, and the second transmission mechanism is drivenly connected to the second gear ring. The locking mechanism is configured to lock the first transmission mechanism to lock the first gear ring, or to lock the second transmission mechanism to lock the second gear ring.

54. The drive system of the vehicle according to claim 53, wherein, The first transmission mechanism and the second transmission mechanism are coaxially arranged. The locking mechanism is disposed between the first transmission mechanism and the second transmission mechanism and is configured to be connected to the first transmission mechanism to lock the first transmission mechanism, or connected to the second transmission mechanism to lock the second transmission mechanism.

55. The drive system of the vehicle according to claim 54, wherein, The first transmission mechanism includes: The first connecting gear meshes with the outer teeth of the first gear ring; The first engaging gear is coaxially arranged and fixedly connected to the first connecting gear; The locking mechanism is configured to lock the first engaging gear to lock the first connecting gear, such that the first gear ring is in the locked state.

56. The drive system of the vehicle according to claim 54 or 55, wherein, The second transmission mechanism includes: The second connecting gear meshes with the outer teeth of the second gear ring; The second engaging gear is coaxially arranged and fixedly connected to the second connecting gear; The locking mechanism is configured to lock the second engaging gear to lock the second connecting gear, such that the second gear ring is in the locked state.

57. The drive system of the vehicle according to any one of claims 53-56, wherein, The locking mechanism includes a fixedly mounted central shaft and a synchronizer mounted on the central shaft; Both the first transmission mechanism and the second transmission mechanism are sleeved on the central shaft. The synchronizer is disposed between the first transmission mechanism and the second transmission mechanism and is configured to lock the first transmission mechanism so that the first gear ring is in a locked state. Alternatively, the second transmission mechanism can be locked to lock the second gear ring.

58. The drive system of the vehicle according to claim 57, wherein, The synchronizer includes: A synchronous gear hub is fixedly connected to the central shaft; A sliding toothed sleeve is fitted onto the synchronous toothed hub and is configured to connect with the first transmission mechanism to lock the first transmission mechanism, or to connect with the second transmission mechanism to lock the second transmission mechanism.

59. The drive system of the vehicle according to any one of claims 53-58, wherein, The shifting mechanism is located on the outer side of the first planetary mechanism along its radial direction.

60. The drive system of the vehicle according to claim 51, wherein, The shifting mechanism is also configured to release the first gear ring and the second gear ring to put the drive system in neutral.

61. The drive system of the vehicle according to claim 60, wherein, The shifting mechanism includes: a first locking component for locking the first gear ring; and a second locking component for locking the second gear ring.

62. The drive system of the vehicle according to claim 61, wherein, The first locking component and the second locking component are located on opposite sides of the first planetary mechanism along its radial direction.

63. The drive system of the vehicle according to claim 62, wherein, The first locking component is a brake, which has a first rotating member that is kinetically connected to the first gear ring and a first fixing member that is fixedly disposed thereon. The brake is configured such that when the first fixing member contacts the first rotating member, the first gear ring is in a locked state. And / or, The second locking component is a brake, which has a second rotating member that is kinetically connected to the second gear ring, and a second fixing member that is fixedly disposed thereon. The brake is configured to lock the second gear ring when the second fixing member contacts the second rotating member.

64. The drive system of the vehicle according to any one of claims 51-63, wherein, The first planetary mechanism further includes a first sun gear, the first planet gear meshes with the first sun gear and is connected to the drive mechanism via the first sun gear, the first planet gear is fixedly connected to a second planet gear, and the second planet gear is connected to the drive mechanism via the first planet gear and the first sun gear.

65. The drive system of the vehicle according to claim 64, wherein, The first planetary mechanism further includes a first shaft and a first planetary carrier. The first planetary gear and the second planetary gear are both mounted on the first shaft. The first shaft is fixedly connected to the first planetary carrier, and the first planetary carrier is drivenly connected to the wheel.

66. The drive system for the vehicle according to claim 65, wherein, Applied to a vehicle, the vehicle has a first gear and a second gear, the first working state and the second working state of the transmission mechanism correspond to the first gear and the second gear respectively, and the speed ratios of the first gear and the second gear are i1 and i2 respectively; The gear ratio of the first gear is i1 = k1 + 1. Among them, Z R1 Z represents the number of teeth on the first planetary gear. S The number of teeth on the first sun gear; The speed ratio of the second gear is i2 = k2 + 1, k2 = |n S |=(Z R2 / Z g2) *(Z g1 / Z S ), where Z R2 Z represents the number of teeth on the second planetary gear. S The number of teeth on the first sun gear is denoted as .

67. The drive system of the vehicle according to claim 65 or 66, wherein, The transmission mechanism further includes a second planetary mechanism, which is connected between the first planetary carrier and the wheel and is configured to adjust the output speed of the drive system.

68. The drive system of the vehicle according to claim 67, wherein, The drive mechanism has a power input shaft, which is driven to the first sun gear of the first planetary mechanism. The first planetary mechanism has a first output shaft, which is driven to the second sun gear of the second planetary mechanism. The second planetary mechanism has a second output shaft, which is driven to the wheel. The power input shaft, the first output shaft, and the second output shaft are coaxially arranged.

69. A type of axle, wherein, Includes the drive system of the vehicle according to any one of claims 1-68.

70. A chassis, wherein, It includes the axle according to claim 69, or the drive system of the vehicle according to any one of claims 1-68.

71. A vehicle, wherein, It includes the axle according to claim 69, or the chassis according to claim 70, or the drive system of the vehicle according to any one of claims 1-68.

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