Vehicle power system

Abstract

The invention relates to the technical field of vehicles, and provides a vehicle power system which comprises a motor used for providing power for the system; the input shaft is used as the power input shaft of the motor; an outer ring of the one-way clutch is connected with a first transmission mechanism, and the first transmission mechanism is driven by the input shaft to move; an inner ring of the first transmission shaft is connected with a second transmission mechanism which is used for driving a tire to rotate; a driving friction wheel of the electromagnetic clutch is fixedly connected to the input shaft, and a driven friction wheel of the electromagnetic clutch is connected with the second transmission mechanism through a third transmission mechanism; according to the system, forward driving, backward driving, smooth upshift and downshift and reverse dragging working condition energy feedback of the vehicle can be achieved, meanwhile, the limp function is provided when the one-way clutch breaks down, the power transmission efficiency and the gear shifting smoothness are both considered, and the core requirements of new energy and hybrid vehicles for a power system are met.

Description

Technical Field

[0001] This disclosure pertains to the field of vehicle technology, and particularly relates to a vehicle powertrain system. Background Technology

[0002] With the promotion and application of new energy electric drive vehicles and hybrid vehicles in the market, the requirements for the efficiency, smoothness, and layout flexibility of vehicle power systems are gradually increasing. In order to optimize the operating range of power sources (such as electric motors) and broaden the speed range for efficient vehicle operation, more and more new energy and hybrid vehicles are beginning to be equipped with two-speed transmissions to balance the power performance at low speeds and the energy consumption at high speeds. Two-speed transmissions have become an important technological application direction in the current field of new energy power systems.

[0003] In the field of shift control for two-speed transmissions, common shifting methods currently include dual-clutch shifting, synchronizer shifting, and dog clutch shifting. In addition, there are variations of shifting schemes based on one-way clutches, which can be divided into three categories: first, using only a one-way clutch for gear control, relying on the one-way lock-up characteristic of the one-way clutch to achieve power transmission; second, using a combination of a one-way clutch and a dog clutch, completing gear switching through their coordinated control; and third, using a wet dual-clutch structure, utilizing the alternating engagement and disengagement of two sets of clutches to achieve smooth shifting. Some solutions (such as those related to one-way clutches) attempt to reduce control difficulty by simplifying the structure, while others (such as wet dual-clutches) pursue shifting smoothness at the expense of a complex structure.

[0004] Existing two-speed transmission shifting technology has obvious defects, and these defects are all problems that can be specifically solved by the technical solution of this application: 1) The solution using only a one-way clutch, although simple in structure, is limited by the one-way torque transmission characteristic of the one-way clutch, and cannot realize the energy recovery function under the control gear, which is difficult to meet the core requirements of new energy vehicles for energy recovery. 2) The combination of a one-way clutch and a dog clutch requires high-precision coordinated control of the two clutches, which not only increases the overall structural complexity and makes the control logic cumbersome, but also makes it easy to cause shift shock due to the asynchronous action of the two clutches during the shifting process, making it difficult to guarantee the smoothness of shifting. 3) The wet dual-clutch structure can achieve uninterrupted gear shifting through the alternating operation of two sets of clutches, but its hydraulic control system is complex and there are obvious hydraulic losses and clutch drag losses during operation, which directly leads to relatively low efficiency of the transmission system and does not meet the requirements of low energy consumption for new energy vehicles. Summary of the Invention

[0005] To address the aforementioned issues, this disclosure provides a vehicle powertrain system that employs a collaborative control architecture of a one-way clutch and an electromagnetic clutch. This system overcomes the shortcomings of existing two-speed transmissions, such as the inability to recover energy using only a one-way clutch, the large shift shock from a one-way clutch combined with a dog clutch, and the low efficiency of wet dual-clutch systems.

[0006] The following is the technical content of this invention: A vehicle powertrain system, characterized in that it comprises: An electric motor is used to provide power to the system; An input shaft, used as the input shaft for powering the motor; A one-way clutch has an outer ring connected to a first transmission mechanism, which is driven by an input shaft; and an inner ring connected to a second transmission mechanism, which drives the tire to rotate. An electromagnetic clutch has its driving friction wheel fixedly connected to the input shaft, and its driven friction wheel connected to the second transmission mechanism through a third transmission mechanism. When the one-way clutch is locked in both directions, the tire drives the second transmission mechanism to move. The second transmission mechanism drives the first transmission mechanism to move through the one-way clutch, which in turn drives the input shaft to rotate, thus achieving energy feedback. When the electromagnetic clutch is engaged, the tire drives the second transmission mechanism to move. The second transmission mechanism drives the passive friction wheel to move through the third transmission mechanism. The passive friction wheel drives the input shaft to rotate through the electromagnetic clutch, thus achieving energy feedback.

[0007] Furthermore, The first transmission mechanism includes a first gear and a second gear. The first gear is fixedly connected to the input shaft, the second gear meshes with the first gear, and the second gear is connected to the outer ring of a one-way clutch.

[0008] Furthermore, The second transmission mechanism includes: Intermediate shaft, fifth gear, sixth gear, differential, first half-shaft, and second half-shaft; The intermediate shaft is connected to the inner ring of the one-way clutch. The fifth gear is fixed on the intermediate shaft. The sixth gear meshes with the fifth gear and is connected to the differential. The differential is connected to the first half-shaft and the second half-shaft respectively. The first half-shaft and the second half-shaft are used to drive the tire to rotate. Furthermore, The third transmission mechanism includes; The fourth gear and the third gear are connected to the passive friction wheel of the electromagnetic clutch. The third gear is fixed on the intermediate shaft and meshes with the fourth gear.

[0009] Furthermore, The one-way clutch has a reverse lock-up mode. When the vehicle needs to reverse, the control motor rotates in the opposite direction to the forward direction, and the one-way clutch is switched to the reverse lock-up mode to drive the second transmission mechanism to move in the opposite direction, thereby realizing the vehicle reversing.

[0010] Furthermore, When the one-way clutch fails, the electromagnetic clutch is kept engaged, and the electromagnetic clutch drives the third and second transmission mechanisms to achieve the vehicle's limp function.

[0011] Furthermore, In the forward, reverse, upshift, downshift, and reverse power supply conditions of the vehicle, it relies on the locking or free rotation characteristics of the one-way clutch.

[0012] Furthermore, When the vehicle shifts from 1st to 2nd gear, the one-way clutch is switched to the positive lock-up mode, and the electromagnetic clutch is gradually switched from the disengaged state to the engaged state.

[0013] Furthermore, The control methods for the actuator of the one-way clutch include: electronic control, hydraulic control, or mechanical control.

[0014] Furthermore, The one-way clutch, in conjunction with TCU control, enables four operating modes: forward locking, reverse locking, bidirectional locking, and free rotation.

[0015] Compared with the prior art, this disclosure has the following advantages: When the vehicle is in reverse towing mode, on one hand, the one-way clutch can be switched to a two-way lock-up mode, allowing the tire-driven second transmission mechanism to drive the first transmission mechanism and input shaft to rotate via the one-way clutch, providing the power transmission path required for energy recovery to the motor. On the other hand, if it is necessary to supplement or switch the recovery path, the electromagnetic clutch can be engaged, allowing the second transmission mechanism to drive the passive friction wheel and input shaft of the electromagnetic clutch to rotate via the third transmission mechanism, thus achieving energy recovery from the motor as well. This overcomes the limitation that energy recovery cannot be achieved when using only a one-way clutch. It solves the problem that energy recovery cannot be achieved using only a one-way clutch.

[0016] Other features and advantages of this disclosure will be set forth in the description which follows, and will be apparent in part from the description, or may be learned by practicing the disclosure. The objects and other advantages of this disclosure may be realized and obtained by means of the structures pointed out in the description, claims and drawings. Attached Figure Description

[0017] To more clearly illustrate the technical solutions in the embodiments of this disclosure or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this disclosure. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0018] Figure 1 A schematic diagram of the system of the present invention is shown. Detailed Implementation

[0019] To make the objectives, technical solutions, and advantages of the embodiments of this disclosure clearer, the technical solutions of the embodiments of this disclosure will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this disclosure, and not all embodiments. Based on the embodiments of this disclosure, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this disclosure.

[0020] like Figure 1 The diagram shown is a schematic representation of the structure of the present invention, which includes: Motor, input shaft, one-way clutch, first gear, second gear, electromagnetic clutch, third gear, fourth gear, intermediate shaft, fifth gear, sixth gear, differential, first half shaft, second half shaft; The connection relationship is as follows: The input shaft serves as the input shaft for the motor's power, and it is connected to the first gear and the active friction plate of the electromagnetic clutch, respectively. The first gear meshes with the second gear, and the outer ring of the one-way clutch is fixed on the second gear; The intermediate shaft is rigidly connected to the inner ring of the one-way clutch, and a third gear and a fifth gear are provided on the intermediate shaft; The fifth gear meshes with the sixth gear, and the sixth gear is connected to the differential to drive the differential to rotate. The differential is connected to the first half-shaft and the second half-shaft respectively to drive the two tires to rotate respectively. The driven steel plate of the electromagnetic clutch is connected to the fourth gear, and the third gear meshes with the fourth gear.

[0021] Features of each component: One-way clutch It features four operating modes: forward lock-up for clockwise engagement / torque transmission, reverse lock-up for counter-clockwise engagement / torque transmission, bi-directional lock-up for engagement in both clockwise and counter-clockwise directions, and free rotation for free rotation in both clockwise and counter-clockwise directions. It eliminates the drag torque of traditional multi-plate clutches, improving transmission efficiency and reducing energy consumption. Its high integration allows it to directly replace traditional single-way clutch and brake combinations, reducing the number of parts, fully utilizing the limited space inside the gearbox, and lowering manufacturing costs. Control is easy to implement, and execution... The driving mechanism can be selected as electronic, hydraulic, or mechanical, and can switch between four modes with TCU control; it can achieve automatic power decoupling, zero drag during transmission, no power interruption, and smooth shifting; in the first gear reverse drag condition, controlling it to be in reverse lock mode can realize energy recovery; controlling the motor to rotate in the opposite direction to forward and putting it in reverse lock mode can realize reverse gear; when it fails, it can realize limp home function through electromagnetic clutch; based on platform design, different single gear reduction system configurations can be derived after removing related transmission mechanisms.

[0022] 2. Electromagnetic clutch The active friction plate is connected to the input shaft, and the driven steel plate is connected to the fourth gear. Power transmission and disconnection are achieved through energization and de-energization. When engaged, positive and reverse torques are transmitted by friction. When disconnected, the active friction plate separates from the driven steel plate, cutting off the power path between the input shaft and the fourth gear. In the engaged state, it can work with the intermediate shaft and gear pair to achieve second-gear power drive and energy feedback. In the disconnected state, it does not interfere with first-gear power transmission. There is no drag loss (when disconnected), the structure is compact, and it is easy to arrange in the transmission system. In the event of a one-way clutch failure, it can be used to achieve a limp-home function, ensuring the vehicle's basic driving capability.

[0023] Operating principle: When the vehicle is in neutral, the one-way clutch is in a free-rotating state and the electromagnetic clutch is in an open state. At this time, no power is transmitted from the motor through the input shaft, gear pair and clutch to the differential (there is no effective power transmission path), so the vehicle is stationary.

[0024] When the vehicle is in first gear, the one-way clutch is locked in both directions, and the electromagnetic clutch is disengaged. The power transmission path is: motor → input shaft → first gear → second gear (driving the outer ring of the one-way clutch) → one-way clutch (locked in both directions, the outer ring drives the inner ring) → intermediate shaft → fifth gear → sixth gear → differential → first half-shaft / second half-shaft → tire. At the same time, if in first gear reverse drag mode, the power can be transmitted in the reverse direction: tire → first half-shaft / second half-shaft → differential → sixth gear → fifth gear → intermediate shaft → one-way clutch (locked in both directions, the inner ring drives the outer ring) → second gear → first gear → input shaft → motor, realizing energy recovery.

[0025] When the vehicle shifts from 1st to 2nd gear, the one-way clutch is in a forward-locked state, and the electromagnetic clutch is in a disengaged to engaged state. First, the one-way clutch is controlled to switch to forward lock to ensure stable intermediate shaft speed. Then, the electromagnetic clutch is controlled to gradually engage, so that the input shaft power is transmitted to the intermediate shaft through the electromagnetic clutch (active friction plate → driven steel plate) → fourth gear → third gear. After the electromagnetic clutch is fully engaged, the speed of the outer ring of the one-way clutch (with the second gear) is less than the speed of the inner ring (with the intermediate shaft), and the one-way clutch switches to free rotation, realizing the decoupling of 1st gear power. This process has no energy feedback function and no power interruption, achieving smooth upshifting.

[0026] When the vehicle is in 2nd gear, the one-way clutch is in a free-rotating state, and the electromagnetic clutch is engaged. The power transmission path is: motor → input shaft → electromagnetic clutch (engaged) → fourth gear → third gear → intermediate shaft → fifth gear → sixth gear → differential → first half-shaft / second half-shaft → tire. At the same time, if in 2nd gear reverse drag mode, the power can be transmitted in the reverse direction: tire → first half-shaft / second half-shaft → differential → sixth gear → fifth gear → intermediate shaft → third gear → fourth gear → electromagnetic clutch (engaged) → input shaft → motor, realizing energy recovery.

[0027] When the vehicle downshifts from 2nd to 1st gear, the one-way clutch is in forward lock-up mode, and the electromagnetic clutch is engaged to disengaged mode. First, the one-way clutch is switched to forward lock-up mode to prepare for power transmission in 1st gear. Then, the electromagnetic clutch is gradually disengaged, cutting off the power path from the input shaft through the fourth gear to the third gear. At this point, power is transmitted through the input shaft, the first gear, and the second gear via the one-way clutch (forward lock-up mode, with the outer ring driving the inner ring) until the second gear's speed synchronizes with the intermediate shaft, at which point power is transmitted to the intermediate shaft. After speed synchronization, the one-way clutch switches to bidirectional lock-up mode, and the electromagnetic clutch is completely disengaged, completing the downshift. This process has no energy feedback function and no power interruption, achieving a smooth downshift.

[0028] Although the present disclosure has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features; and such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present disclosure.

Claims

1. A vehicle powertrain system, characterized in that, include: An electric motor is used to provide power to the system; An input shaft, used as the input shaft for powering the motor; A one-way clutch has an outer ring connected to a first transmission mechanism, which is driven by an input shaft; and an inner ring connected to a second transmission mechanism, which drives the tire to rotate. An electromagnetic clutch has its driving friction wheel fixedly connected to the input shaft, and its driven friction wheel connected to the second transmission mechanism through a third transmission mechanism. When the one-way clutch is locked in both directions, the tire drives the second transmission mechanism to move. The second transmission mechanism drives the first transmission mechanism to move through the one-way clutch, which in turn drives the input shaft to rotate, thus achieving energy feedback. When the electromagnetic clutch is engaged, the tire drives the second transmission mechanism to move. The second transmission mechanism drives the passive friction wheel to move through the third transmission mechanism. The passive friction wheel drives the input shaft to rotate through the electromagnetic clutch, thus achieving energy feedback.

2. The vehicle power system according to claim 1, characterized in that, The first transmission mechanism includes a first gear and a second gear. The first gear is fixedly connected to the input shaft, the second gear meshes with the first gear, and the second gear is connected to the outer ring of a one-way clutch.

3. A vehicle power system according to claim 1, characterized in that, The second transmission mechanism includes: Intermediate shaft, fifth gear, sixth gear, differential, first half-shaft, and second half-shaft; The intermediate shaft is connected to the inner ring of the one-way clutch. The fifth gear is fixedly mounted on the intermediate shaft. The sixth gear meshes with the fifth gear and is connected to the differential. The differential is connected to the first half-shaft and the second half-shaft respectively. The first half-shaft and the second half-shaft are used to drive the tires to rotate.

4. A vehicle power system according to claim 3, characterized in that, The third transmission mechanism includes; The fourth gear and the third gear are connected to the passive friction wheel of the electromagnetic clutch. The third gear is fixed on the intermediate shaft and meshes with the fourth gear.

5. A vehicle power system according to claim 1, characterized in that, The one-way clutch has a reverse lock-up mode. When the vehicle needs to reverse, the control motor rotates in the opposite direction to the forward direction, and the one-way clutch is switched to the reverse lock-up mode to drive the second transmission mechanism to move in the opposite direction, thereby realizing the vehicle reversing.

6. A vehicle power system according to claim 1, characterized in that, When the one-way clutch fails, the electromagnetic clutch is kept engaged, and the electromagnetic clutch drives the third and second transmission mechanisms to achieve the vehicle's limp function.

7. A vehicle power system according to claim 1, characterized in that, In the forward, reverse, upshift, downshift, and reverse power supply conditions of the vehicle, it relies on the locking or free rotation characteristics of the one-way clutch.

8. A vehicle power system according to claim 1, characterized in that, When the vehicle shifts from 1st to 2nd gear, the one-way clutch is switched to the positive lock-up mode, and the electromagnetic clutch is gradually switched from the disengaged state to the engaged state.

9. A vehicle power system according to claim 1, characterized in that, The control methods for the actuator of the one-way clutch include: electronic control, hydraulic control, or mechanical control.

10. A vehicle power system according to claim 1, characterized in that, The one-way clutch, in conjunction with TCU control, enables four operating modes: forward locking, reverse locking, bidirectional locking, and free rotation.

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