CN212685241U - Drive system and vehicle - Google Patents
Drive system and vehicle Download PDFInfo
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- CN212685241U CN212685241U CN202021772504.2U CN202021772504U CN212685241U CN 212685241 U CN212685241 U CN 212685241U CN 202021772504 U CN202021772504 U CN 202021772504U CN 212685241 U CN212685241 U CN 212685241U
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- 230000005540 biological transmission Effects 0.000 claims abstract description 235
- 230000007246 mechanism Effects 0.000 claims abstract description 88
- 230000004323 axial length Effects 0.000 claims description 6
- 230000001133 acceleration Effects 0.000 abstract description 9
- 230000008878 coupling Effects 0.000 abstract description 7
- 238000010168 coupling process Methods 0.000 abstract description 7
- 238000005859 coupling reaction Methods 0.000 abstract description 7
- 238000005265 energy consumption Methods 0.000 abstract description 7
- 239000003921 oil Substances 0.000 description 4
- 238000010586 diagram Methods 0.000 description 3
- 230000009286 beneficial effect Effects 0.000 description 1
- 230000009977 dual effect Effects 0.000 description 1
- 239000010687 lubricating oil Substances 0.000 description 1
- 238000012423 maintenance Methods 0.000 description 1
- 238000004519 manufacturing process Methods 0.000 description 1
- 238000006467 substitution reaction Methods 0.000 description 1
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Abstract
The embodiment of the application provides a driving system and a vehicle, wherein the driving system comprises a first transmission mechanism, a second transmission mechanism and a driving mechanism, wherein the first transmission mechanism is provided with a first driving gear and a first transmission shaft; the second transmission mechanism is provided with a second transmission shaft, the first transmission shaft is sleeved outside the second transmission shaft, the second transmission shaft is provided with a second power input end, and the second power input end and the first power input end are arranged on the same side of the driving system; an engaging member for engaging the first transmission shaft and the second transmission shaft; the third transmission mechanism is provided with a first driven gear and a second driving gear which are coaxially arranged, and the first driven gear is meshed with the first driving gear; and the differential is provided with a second driven gear and a differential output shaft, and the second driven gear is meshed with the second driving gear. The technical scheme of the embodiment of the application can improve the acceleration performance, improve the coupling smoothness and have good energy consumption performance.
Description
Technical Field
The application relates to the technical field of power transmission, in particular to a driving system and a vehicle.
Background
At present, a dual-motor driving system generally arranges a separate transmission mechanism for each motor to drive the wheel end of the vehicle respectively, and the acceleration performance is poor.
SUMMERY OF THE UTILITY MODEL
The embodiment of the application provides a driving system and a vehicle, so as to solve or alleviate one or more technical problems in the prior art.
As an aspect of an embodiment of the present application, an embodiment of the present application provides a driving system including:
the first transmission mechanism is provided with a first driving gear and a first transmission shaft, the first driving gear is arranged on the first transmission shaft, and the first transmission shaft is provided with a first power input end;
the second transmission mechanism is provided with a second transmission shaft, the first transmission shaft is sleeved outside the second transmission shaft, the second transmission shaft is provided with a second power input end, and the second power input end and the first power input end are arranged on the same side of the driving system;
an engaging member for engaging the first transmission shaft and the second transmission shaft;
the third transmission mechanism is provided with a first driven gear and a second driving gear which are coaxially arranged, and the first driven gear is meshed with the first driving gear;
and the differential mechanism is provided with a second driven gear and a differential output shaft, and the second driven gear is meshed with the second driving gear.
In one embodiment, the engagement member includes a ring gear disposed at the second end of the first transmission shaft and a dog clutch disposed proximate the second end of the second transmission shaft, wherein the first power input end and the second end of the first transmission shaft are respectively located at both ends of the first transmission shaft, and the second power input end and the second end of the second transmission shaft are respectively located at both ends of the second transmission shaft.
In one embodiment, the drive system further comprises:
a motor shaft of the first motor is connected with the first power input end;
a motor shaft of the second motor is connected with the second power input end;
the axial length of the second motor is smaller than that of the first motor, and the diameter of the second motor is smaller than that of the first motor.
In one embodiment, the motor shaft of the first motor is a hollow shaft, and the second power input end axially extends out of the motor shaft of the first motor to be connected with the motor shaft of the second motor.
In one embodiment, the third transmission mechanism has a third transmission shaft, the first driven gear and the second driving gear are both disposed on the third transmission shaft, and the third transmission shaft is parallel to the first transmission shaft and the second transmission shaft, respectively; the differential output shaft is parallel to the third transmission shaft.
In one embodiment, the radius of the first drive gear is less than the radius of the first driven gear.
In one embodiment, the radius of the second drive gear is less than the radius of the second driven gear.
In one embodiment, the drive system further comprises:
the box body is used for accommodating the first transmission mechanism, the second transmission mechanism, the third transmission mechanism and the differential mechanism, an input port and an output port are arranged on a wall body of the box body, the input port is used for enabling the first power input end and the second power input end to extend out of the box body, and the output port is used for enabling two ends of the differential output shaft to extend out of the box body;
the plurality of oil seals are respectively sleeved at the first power input end, the second end of the second transmission shaft and the two ends of the differential output shaft so as to seal the input port and the output port of the box body;
the second power input end and the second end of the second transmission shaft are respectively positioned at two ends of the second transmission shaft.
In one embodiment, the drive system further comprises:
the bearings are respectively sleeved at the first power input end, the second end of the second transmission shaft and the two ends of the differential output shaft, and the second power input end and the second end of the second transmission shaft are respectively positioned at the two ends of the second transmission shaft.
As an aspect of an embodiment of the present application, an embodiment of the present application provides a vehicle including the drive system of any one of the above-described embodiments.
According to the driving system, the first power input end of the first transmission mechanism is sleeved outside the second transmission shaft of the second transmission mechanism, the second transmission shaft penetrates out of the first power input end from the second power input end, the first power and the second power can be input from the same side of the first transmission shaft and the second transmission shaft, the first transmission mechanism is connected with the second transmission mechanism through the connecting component, the second power of the second transmission mechanism can be coupled to the first transmission mechanism, and the coupled first power and second power are transmitted to the differential mechanism through the third transmission mechanism, so that the end part of the differential output shaft of the differential mechanism can generate larger torque, the acceleration performance of a vehicle in a starting stage can be improved, the impact when the first power and the second power are coupled can be reduced, and the smoothness of power coupling is improved; and the second transmission mechanism is disengaged from the first transmission mechanism through the engaging member, so that the second transmission mechanism is disengaged when the vehicle runs at high speed, the second transmission mechanism stops running, and the running energy consumption can be saved. Therefore, the driving system can meet the requirement of the vehicle on acceleration performance, has good energy consumption performance and can reduce the use cost.
The foregoing summary is provided for the purpose of description only and is not intended to be limiting in any way. In addition to the illustrative aspects, embodiments, and features described above, further aspects, embodiments, and features of the present application will be readily apparent by reference to the drawings and following detailed description.
Drawings
In the drawings, like reference numerals refer to the same or similar parts or elements throughout the several views unless otherwise specified. The figures are not necessarily to scale. It is appreciated that these drawings depict only some embodiments in accordance with the disclosure and are therefore not to be considered limiting of its scope.
FIG. 1A shows a schematic structural diagram of a drive system according to an embodiment of the present application;
FIG. 1B shows a power train schematic with the drive system of the disclosed embodiment in a dual drive mode;
FIG. 1C shows a schematic representation of the power train with the drive system of the claimed embodiment in a single drive mode;
fig. 2 shows another schematic structural diagram of a drive system according to an embodiment of the present application.
Description of reference numerals:
100-a drive system;
110-a first transmission mechanism; 111-a first drive shaft; 112-a first drive gear;
120-a second transmission mechanism; 121-a second drive shaft;
130-an engagement member; 131-a gear ring; 132-dog clutch;
140-a third transmission mechanism; 141-a third drive shaft; 142-a first driven gear; 143-a second driving gear;
150-a differential;
151-differential output shaft; 152-a second driven gear;
210-a first motor; 211-a motor shaft; 212-a first rotor;
220-a second motor; 221-a motor shaft; 222-a second rotor;
230-a box body;
240-oil seal;
250-a bearing;
260-wheel axle.
Detailed Description
In the following, only certain exemplary embodiments are briefly described. As those skilled in the art will recognize, the described embodiments may be modified in various different ways, all without departing from the spirit or scope of the present application. Accordingly, the drawings and description are to be regarded as illustrative in nature, and not as restrictive.
Fig. 1A shows a schematic structural diagram of a drive system according to an embodiment of the present application. As shown in fig. 1A, the driving system 100 may include: a first gear train 110, a second gear train 120, an engagement member 130, a third gear train 140, and a differential 150.
The first transmission mechanism 110 has a first driving gear 112 and a first transmission shaft 111, the first driving gear 112 is disposed on the first transmission shaft 111, and the first transmission shaft 111 is a hollow shaft; the first drive shaft 111 has a first power input end, which is the end on the left side of the first drive shaft 111 in the drawing.
The second transmission mechanism 120 has a second transmission shaft 121, the first transmission shaft 111 is sleeved outside the second transmission shaft 121, the second transmission shaft 121 has a second power input end, the second power input end and the first power input end are disposed on the same side of the driving system, wherein the second power input end is an end located on the left side of the second transmission shaft 121 in the drawing, and the second power input end penetrates out from the first power input end. Specifically, the first transmission shaft 111 is sleeved on the second transmission shaft 121, so that the first transmission mechanism 110 and the second transmission mechanism 120 can be coaxially arranged; and the second power input end of the second transmission shaft 121 penetrates out of the first power input end of the first transmission shaft 111, so that the first power and the second power are input from the same side of the first transmission shaft 111 and the second transmission shaft 121, the impact generated by inputting the first power and the second power from opposite ends can be reduced, the smoothness of power coupling is improved, and a power source is favorably and intensively arranged on the same side of the first transmission shaft 111 and the second transmission shaft 121, so that the maintenance is facilitated.
The engagement member 130 is used to engage the first transmission shaft 111 and the second transmission shaft 121. Since the first transmission shaft 111 is freely sleeved on the second transmission shaft 121, when the first transmission shaft 111 is engaged with the second transmission shaft 121 through the engaging member 130, the second transmission shaft 121 rotates in the same direction with the first transmission shaft 111, and the second power of the second transmission mechanism 120 is coupled with the first power of the first transmission mechanism 110, so that the torque of the first transmission mechanism 110 and the torque of the second transmission mechanism 120 are superimposed; when the second transmission shaft 121 is disengaged from the first transmission shaft 111 through the engaging member 130, the first transmission shaft 111 is freely sleeved on the second transmission shaft 121, and the second transmission shaft 121 does not generate resistance to the rotation of the first transmission shaft 111, thereby reducing energy consumption. The connecting member 130 may be located at a second end of the first transmission shaft 111 to connect the second end of the first transmission shaft 111 and the second transmission shaft 121, wherein the first power input end of the first transmission shaft 111 and the second end of the first transmission shaft 111 are located at two ends of the first transmission shaft 111, respectively, and the second end of the first transmission shaft 111 is located at a right side of the first transmission shaft 111 in the drawing.
The third transmission mechanism 140 has a first driven gear 142 and a second driving gear 143 coaxially disposed, and the first driven gear 142 is engaged with the first driving gear 112 to transmit the coupled power from the first transmission mechanism 110 to the third transmission mechanism 140.
The differential 150 has a second driven gear 152 and a differential output shaft 151, and the second driven gear 152 is meshed with the second driving gear 143 to transmit the coupled first power and second power from the third transmission mechanism 140 to the differential 150, so that the end of the differential output shaft 151 of the differential 150 outputs power to the wheels to drive.
As an alternative embodiment, as shown in fig. 1B, the driving system 100 of the present application has a dual-drive mode, when the driving system 100 operates in the dual-drive mode, the engaging member 130 is in an engaged state, a first power is input from the first power input end of the first transmission shaft 111, a second power is input from the second power input end of the second transmission shaft 121 (a straight line with an arrow in fig. 1B represents a transmission line of the first power input to the first transmission shaft 111, a line segment with an arrow represents a transmission line of the second power input to the second transmission shaft 121), and the second power is coupled to the first transmission shaft 111, so as to realize power coupling between the first transmission mechanism 110 and the second transmission mechanism 120; moreover, since the first driving gear 112 of the first transmission mechanism 110 is engaged with the first driven gear 142 of the third transmission mechanism 140, and the second driving gear 143 of the third transmission mechanism 140 is engaged with the second driven gear 152 of the differential 150, the coupled power can be transmitted to the second driven gear 152 of the differential 150 through the first driving gear 112, the first driven gear 142, the third transmission shaft 141 and the second driving gear 143 in sequence, and then the coupled first power and second power are output through the end of the differential output shaft 151, so that a large torque is generated at the end of the differential output shaft 151 of the differential 150. Therefore, the acceleration performance of the vehicle at the starting stage can be improved, and the acceleration performance of the vehicle is further improved.
As an alternative embodiment, as shown in fig. 1C, the driving system 100 of the present application further has a single driving mode, when the driving system 100 operates in the single driving mode, the engaging member 130 is in a disconnected state, the second transmission mechanism 120 is disengaged from the first transmission mechanism 110, specifically, the second transmission shaft 121 of the second transmission mechanism 120 is disconnected from the first transmission shaft 111 of the first transmission mechanism 110, and at this time, the first power can only be transmitted to the second driven gear 152 of the differential 150 through the first driving gear 112, the first driven gear 142, the third transmission shaft 141 and the second driving gear 143 in sequence, and the end of the differential output shaft 151 of the differential 150 generates a small torque. Therefore, the second transmission mechanism 120 can be disconnected when the vehicle runs at a high speed, so that the second transmission mechanism 120 stops running, and energy consumption in running is saved.
According to the driving system 100 of the present application, the first transmission shaft 111 of the first transmission mechanism 110 is sleeved outside the second transmission shaft 121 of the second transmission mechanism 120, and the second power input end of the second transmission shaft 121 is penetrated out from the first power input end of the first transmission shaft 111, so that the first power and the second power can be input from the same side of the first transmission shaft 111 and the second transmission shaft 121, and the first transmission mechanism 110 is engaged with the second transmission mechanism 120 by the engaging member 130, so that the second power of the second transmission mechanism 120 can be coupled to the first transmission mechanism 110, and further the coupled first power and second power can be transmitted to the differential 150 by the third transmission mechanism 140, so that the end of the differential output shaft 151 of the differential 150 can generate a large torque, which is beneficial for improving the acceleration performance of the vehicle at the starting stage, and can reduce the impact when the first power and the second power are coupled, the smoothness of power coupling is improved; moreover, the second transmission mechanism 120 is disengaged from the first transmission mechanism 110 through the engaging member 130, so that the second transmission mechanism 120 is disengaged when the vehicle runs at a high speed, the second transmission mechanism 120 stops running, and the energy consumption for running can be saved. Thus, the driving system 100 of the present application not only can meet the requirement of the vehicle for acceleration performance, but also has good energy consumption performance, and can reduce the use cost.
In one embodiment, the engaging member 130 comprises a ring gear 131 and a dog clutch 132, the ring gear 131 is disposed at the second end of the first transmission shaft 111, and the dog clutch 132 is disposed near the second end of the second transmission shaft 121, wherein the second power input end of the second transmission shaft 121 and the second end of the second transmission shaft 121 are respectively located at two ends of the second transmission shaft 121, and the second end of the second transmission shaft 121 is located at the right side of the second transmission shaft 121 in the drawing. When the ring gear 131 is engaged with the dog clutch 132, the second end of the first transmission shaft 111 is in engagement connection with the second transmission shaft 121; when the ring gear 131 is disconnected from the dog clutch 132, the second end of the first transmission shaft 111 is disconnected from the second transmission shaft 121. Therefore, the first transmission shaft 111 and the second transmission shaft 121 can be smoothly jointed, and the impact generated by power coupling in a gear coupling mode is avoided.
In one example, the engagement member 130 may be disposed opposite to the second driving gear 143 to make the layout space more compact.
In one embodiment, as shown in fig. 2, the driving system 100 may further include: a first motor 210 and a second motor 220. A motor shaft 211 of the first motor 210 is connected to a first power input end of the first transmission shaft 111 to input a first power to the first transmission mechanism 110; a motor shaft 221 of the second motor 220 is connected with a second power input end of the second transmission shaft 121 to input second power to the second transmission mechanism 120; the axial length of the second motor 220 is less than the axial length of the first motor 210, and the diameter of the second motor 220 is less than the diameter of the first motor 210.
The motor shaft 211 of the first motor 210 is a hollow shaft, so that the second power input end of the second transmission shaft 211 of the second transmission mechanism 120 axially penetrates out of the motor shaft 211 of the first motor 210 to be connected with the motor shaft 221 of the second motor 220. The first motor 210 further has a first rotor 212 disposed on a motor shaft 211, and the second motor 220 further has a motor shaft 221 and a second rotor 222 disposed thereon.
In the present embodiment, since the second power input end of the second transmission shaft 211 of the second transmission mechanism 120 can sequentially pass through the first transmission shaft 111 of the first transmission mechanism 110 and the motor shaft 211 of the first motor 210, the first motor 210 and the second motor 220 can be arranged on the same side as a power source, and the second motor 220 with a smaller diameter and a shorter axial length is arranged outside the first motor 210, so as to provide a larger torque and avoid the need of having a high rotation speed. This not only ensures the acceleration performance of the drive system 100, but also reduces the manufacturing cost; also, since the size of the second motor 220 is reduced, the layout space of the driving system 100 can be also reduced.
In one embodiment, as shown in fig. 1A, the third transmission mechanism 140 has a third transmission shaft 141, the first driven gear 142 and the second driving gear 143 are both disposed on the third transmission shaft 141, the third transmission shaft 141 is parallel to the first transmission shaft 111 and the second transmission shaft 121, respectively, and the differential output shaft 151 is parallel to the third transmission shaft 141, so as to arrange the third transmission mechanism 140 and the differential 150 in a radial direction of the first transmission shaft 111, so as to form the drive system 100 with a narrow width, so that the drive system 100 is suitable for a vehicle with a narrow chassis. Preferably, the length of the third transmission shaft 141 is the same as the length of the differential output shaft 151 of the differential 150, and the length of the first transmission shaft 111 is smaller than the length of the third transmission shaft 141, so as to accommodate and protect the first transmission mechanism 110, part of the second transmission mechanism 120, the third transmission mechanism 140 and the differential 150 from being manufactured integrally.
In one embodiment, as shown in fig. 1A, the radius of the first driving gear 112 is smaller than the radius of the first driven gear 142, and the first driving gear 112 and the first driven gear 142 form a first stage of speed reduction driving. The radius of the second driving gear 143 is smaller than the radius of the second driven gear 152, and the first driving gear 112 and the first driven gear 142 form a second-stage reduction driving. In this way, the reduction driving performance of the driving system can be flexibly adjusted by adjusting the transmission ratio between the first driven gear 142 and the first driving gear 112 and the transmission ratio between the second driven gear 152 and the second driving gear 143.
In one embodiment, as shown in fig. 1A and 2, the driving system 100 may further include: a case 230 and a plurality of oil seals 240.
The box 230 is configured to accommodate the first transmission mechanism 110, the second transmission mechanism 120, the third transmission mechanism 140 and the differential 150, and a wall of the box 230 is provided with an input port and an output port (not shown in the drawings), where the input port is configured to enable a first power input end of the first transmission shaft 111 and a second power input end of the second transmission shaft 121 to extend out of the box 230, so that the first transmission shaft 111 is connected with the motor shaft 211 of the first motor 210 and the second transmission shaft 121 is connected with the motor shaft 221 of the second motor 220 for power input; the input port is also used to mount and support a second end of the second drive shaft 121; the output port is used to extend both ends of the differential output shaft 151 from the case 230 to connect with the wheel shaft 260 for power output.
The plurality of oil seals 240 are respectively sleeved at the first power input end of the first transmission shaft 111, the second end of the second transmission shaft 121 and the two ends of the differential output shaft 151 so as to seal the input port and the output port of the box body 230, thereby avoiding leakage of the lubricating oil filled in the box body 230 and facilitating prolonging the service life of the driving system 100.
In one embodiment, the driving system 100 may further include a plurality of bearings 250, and the plurality of bearings 250 are respectively sleeved on the first power input end of the first transmission shaft 111, the second end of the second transmission shaft 121, the two ends of the third transmission shaft 141, and the two ends of the differential output shaft 151 to support the transmission shafts of the transmission mechanisms and the differential output shaft 151 of the differential 150.
In addition, bearings 250 (not shown in fig. 2) may also be provided at both ends of the motor shaft 211 of the first motor 210 and both ends of the motor shaft 221 of the second motor 220 for support.
As another aspect of the embodiment of the present application, the embodiment of the present application provides a vehicle including the drive system 100 of any one of the above embodiments.
The drive system 100 and other components of the vehicle of the above embodiments may be adapted to various technical solutions that are known to those skilled in the art now and in the future, and will not be described in detail herein.
In the description of the present specification, it is to be understood that the terms "central," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," "circumferential," and the like are used in the orientations and positional relationships indicated in the drawings for convenience in describing the present application and to simplify the description, and are not intended to indicate or imply that the referenced devices or elements must have a particular orientation, be constructed and operated in a particular orientation, and are therefore not to be considered limiting of the present application.
Furthermore, the terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of the present application, "a plurality" means two or more unless specifically limited otherwise.
In this application, unless expressly stated or limited otherwise, the terms "mounted," "connected," "secured," and the like are to be construed broadly and can include, for example, fixed connections, removable connections, or integral parts; the connection can be mechanical connection, electrical connection or communication; either directly or indirectly through intervening media, either internally or in any other relationship. The specific meaning of the above terms in the present application can be understood by those of ordinary skill in the art as appropriate.
In this application, unless expressly stated or limited otherwise, the first feature "on" or "under" the second feature may comprise direct contact of the first and second features, or may comprise contact of the first and second features not directly but through another feature in between. Also, the first feature being "on," "above" and "over" the second feature includes the first feature being directly on and obliquely above the second feature, or merely indicating that the first feature is at a higher level than the second feature. A first feature being "under," "below," and "beneath" a second feature includes the first feature being directly above and obliquely above the second feature, or simply meaning that the first feature is at a lesser level than the second feature.
The above disclosure provides many different embodiments or examples for implementing different structures of the application. The components and arrangements of specific examples are described above to simplify the present disclosure. Of course, they are merely examples and are not intended to limit the present application. Moreover, the present application may repeat reference numerals and/or letters in the various examples, such repetition is for the purpose of simplicity and clarity and does not in itself dictate a relationship between the various embodiments and/or configurations discussed.
The above description is only for the specific embodiments of the present application, but the scope of the present application is not limited thereto, and any person skilled in the art can easily conceive various changes or substitutions within the technical scope of the present application, and these should be covered by the scope of the present application. Therefore, the protection scope of the present application shall be subject to the protection scope of the claims.
Claims (10)
1. A drive system, comprising:
the first transmission mechanism is provided with a first driving gear and a first transmission shaft, the first driving gear is arranged on the first transmission shaft, and the first transmission shaft is provided with a first power input end;
the second transmission mechanism is provided with a second transmission shaft, the first transmission shaft is sleeved outside the second transmission shaft, the second transmission shaft is provided with a second power input end, and the second power input end and the first power input end are arranged on the same side of the driving system;
an engagement member for engaging the first drive shaft and the second drive shaft;
the third transmission mechanism is provided with a first driven gear and a second driving gear which are coaxially arranged, and the first driven gear is meshed with the first driving gear;
a differential having a second driven gear and a differential output shaft, the second driven gear being in meshing engagement with the second drive gear.
2. A drive system according to claim 1, wherein the engagement member comprises a gear ring provided at the second end of the first drive shaft and a dog clutch provided adjacent the second end of the second drive shaft, wherein the first power input and the second end of the first drive shaft are located at respective ends of the first drive shaft and the second power input and the second end of the second drive shaft are located at respective ends of the second drive shaft.
3. The drive system of claim 1, further comprising:
a motor shaft of the first motor is connected with the first power input end;
a motor shaft of the second motor is connected with the second power input end;
wherein the axial length of the second motor is less than the axial length of the first motor, and the diameter of the second motor is less than the diameter of the first motor.
4. A drive system according to claim 3, wherein the motor shaft of the first motor is a hollow shaft and the second power input axially extends out of the motor shaft of the first motor for connection to the motor shaft of the second motor.
5. The drive system of claim 1, wherein the third transmission mechanism has a third transmission shaft, the first driven gear and the second driving gear being disposed on the third transmission shaft, the third transmission shaft being parallel to the first transmission shaft and the second transmission shaft, respectively; the differential output shaft is parallel to the third transmission shaft.
6. The drive system of claim 1, wherein a radius of the first drive gear is less than a radius of the first driven gear.
7. The drive system of claim 1, wherein a radius of the second drive gear is less than a radius of the second driven gear.
8. The drive system of claim 1, further comprising:
the box body is used for accommodating the first transmission mechanism, the second transmission mechanism, the third transmission mechanism and the differential mechanism, an input port and an output port are arranged on a wall body of the box body, the input port is used for enabling the first power input end and the second power input end to extend out of the box body, and the output port is used for enabling two ends of the differential output shaft to extend out of the box body;
the plurality of oil seals are respectively sleeved at the first power input end, the second end of the second transmission shaft and the two ends of the differential output shaft so as to seal the input port and the output port of the box body;
the second power input end and the second end of the second transmission shaft are respectively positioned at two ends of the second transmission shaft.
9. The drive system of claim 1, further comprising:
the bearings are respectively sleeved at the first power input end, the second end of the second transmission shaft and the two ends of the differential output shaft, and the second power input end and the second end of the second transmission shaft are respectively positioned at the two ends of the second transmission shaft.
10. A vehicle characterized by comprising the drive system of any one of claims 1 to 9.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202021772504.2U CN212685241U (en) | 2020-08-21 | 2020-08-21 | Drive system and vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202021772504.2U CN212685241U (en) | 2020-08-21 | 2020-08-21 | Drive system and vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN212685241U true CN212685241U (en) | 2021-03-12 |
Family
ID=74902686
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202021772504.2U Active CN212685241U (en) | 2020-08-21 | 2020-08-21 | Drive system and vehicle |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN212685241U (en) |
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2020
- 2020-08-21 CN CN202021772504.2U patent/CN212685241U/en active Active
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