A longitudinal multi-mode four-wheel drive system and a hybrid vehicle

Abstract

The present invention relates to a longitudinal multi-mode four-wheel drive system and a hybrid vehicle, wherein the longitudinal multi-mode four-wheel drive system comprises a speed-increasing clutch, an auxiliary motor, a transmission assembly, a rear transmission shaft, a rear drive axle inter-wheel differential, a main motor, a variable mode actuator, a front transmission shaft, a front drive axle inter-wheel differential, and an engine; the engine is connected to the auxiliary motor through the speed-increasing clutch, and the auxiliary motor is connected to the input shaft I of the transmission assembly; the main motor is connected to the input shaft II of the transmission assembly; the front drive axle inter-wheel differential is connected to the front axle output shaft of the transmission assembly through the front transmission shaft; the rear drive axle inter-wheel differential is connected to the rear axle output shaft of the transmission assembly through the rear transmission shaft; the number of variable mode actuators is two, which respectively control synchronizer I and synchronizer II to move left and right, so that the system is in different driving modes. The system can greatly improve the power, economy, passability and active safety of the whole vehicle by coordinating the torque distribution of the front and rear axles.

Description

Technical Field

[0001] The invention belongs to the technical field of automobiles, and in particular relates to a longitudinal multi-mode four-wheel drive system and a hybrid electric vehicle. Background Art

[0002] Energy saving and environmental protection of automobiles are the key research contents of automobile enterprises and scientific research institutions. The purpose is to develop a series of new energy vehicles on the premise of meeting the practicality of automobiles, and hybrid vehicles occupy an important position in new energy vehicles. At present, there are two main driving modes of hybrid vehicles that can meet the four-wheel drive system:

[0003] One is that the engine and the motor are coupled through a mechanical structure, and the power is output through the differential and transmitted to the drive wheels on both sides. This type of drive method uses a new power system instead of a pure fuel engine, and the rest of the structure is basically the same as the traditional four-wheel drive system. This system transmits the power output of the drive system to the front axle differential of the front drive axle and the rear axle differential of the rear drive axle through a central differential or transfer case, and the front and rear axle differentials then transmit the power to the drive wheels on both sides;

[0004] Another form of drive is to separate the engine and the motor, so that the engine drives the front wheels or the rear wheels, and the motor drives the other wheels in a distributed drive mode. The transmission method of this system allows the engine and the motor to independently output power to the drive wheels on both sides through the differentials of the front and rear axles.

[0005] In the first driving mode, the engine and motor are coupled and the concentrated power output cannot achieve independent control of the front and rear drive wheels, and cannot switch modes according to specific circumstances, making it impossible to control the dynamic stability of the entire vehicle, which also limits the improvement of the vehicle's economy and power.

[0006] The second driving form is to adopt a distributed layout of the engine and the motor, which makes it difficult to achieve synchronous control of the front and rear drive wheels. In addition, the performance requirements for the engine and the motor are relatively stringent. Under this driving form, once one of the front and rear drive wheels is trapped, the other drive wheel can only use the power generated by the engine or the motor alone, which will greatly reduce the power output capacity of the four-wheel drive system. Summary of the invention

[0007] The present invention proposes a longitudinal multi-mode four-wheel drive system, which can realize dynamic distribution control of the driving torque of the front and rear axles of a hybrid vehicle. It can not only solve the problem that the centralized drive system cannot realize independent control of the front and rear axles, but also overcome the defects of the distributed drive system that the synchronous control of the front and rear axles is difficult and the engine and motor performance requirements are high.

[0008] The technical solution of the present invention to solve the above problem is: a longitudinal multi-mode four-wheel drive system, which is special in that:

[0009] Including speed increasing clutch, auxiliary motor, transmission assembly, rear drive shaft, rear drive axle inter-wheel differential, main motor, variable mode actuator, front drive shaft, front drive axle inter-wheel differential, engine;

[0010] The transmission assembly includes a housing, an input shaft I is fixed to the housing through bearings; a distributed driving gear I and a centralized driving gear I are respectively installed on the input shaft I through bearings; a synchronizer I is installed between the distributed driving gear I and the centralized driving gear I, and is fixed to the input shaft I through a spline; an intermediate shaft I is connected to the central differential and is fixed to the housing through bearings; an intermediate shaft II is connected to the central differential and is fixed to the housing through bearings; a front axle output shaft is fixed to the housing through bearings; a distributed driven gear I is installed on the intermediate shaft I and meshes with the distributed driving gear I; a secondary driving gear I is installed on the intermediate shaft I; a secondary driven gear I is installed on the front axle output shaft and meshes with the secondary driving gear I; the input shaft II is fixed to the housing through bearings The distributed driving gear II and the centralized driving gear II are respectively installed on the input shaft II through bearings; the synchronizer II is installed between the distributed driving gear II and the centralized driving gear II, and is fixed on the input shaft II through splines; the rear axle output shaft is fixed on the housing through bearings; the distributed driven gear II is installed on the intermediate shaft II and meshes with the distributed driving gear II; the secondary driving gear II is installed on the intermediate shaft II; the secondary driven gear II is installed on the rear axle output shaft and meshes with the secondary driving gear II; the shift fork I is installed on the variable mode push rod and is connected to the engagement sleeve on the synchronizer I, and the shift fork II is installed on the variable mode push rod and is connected to the engagement sleeve on the synchronizer II; the shift finger I is placed in the shift finger seat I of the variable mode push rod; the shift finger II is placed in the shift finger seat II of the variable mode push rod;

[0011] The engine is connected to the auxiliary motor through a speed-increasing clutch, and the auxiliary motor is installed on the housing of the transmission assembly and connected to the input shaft I of the transmission assembly; the main motor is installed on the housing of the transmission assembly and connected to the input shaft II of the transmission assembly; the front drive axle inter-wheel differential is connected to the front axle output shaft of the transmission assembly through the front transmission shaft; the rear drive axle inter-wheel differential is connected to the rear axle output shaft of the transmission assembly through the rear transmission shaft; there are two variable mode actuators, which respectively control the synchronizer I and synchronizer II to move left and right, so that the system is in different driving modes.

[0012] Furthermore, the above-mentioned speed-increasing clutch includes an engine connecting shaft, the engine connecting shaft is connected to the engine, the speed-increasing clutch planetary carrier is fixed on the engine connecting shaft, the speed-increasing clutch planetary gear is fixed on the planetary carrier and respectively meshes with the speed-increasing clutch sun gear and the speed-increasing clutch outer gear ring; the speed-increasing clutch sun gear and the sun gear brake disc are fixed, and the sun gear brake disc is placed between two friction plates; the torsion spring is installed between the speed-increasing clutch outer gear ring and the inner rotating hub; the caliper floating spring is fixedly connected to the caliper housing by bolts.

[0013] Furthermore, the above-mentioned front drive axle inter-wheel differential and rear drive axle inter-wheel differential are symmetrical differentials, and the front drive axle inter-wheel differential includes: an input shaft, a driving bevel gear, an output shaft I, an angular contact bearing I, an inter-wheel differential sun gear I, an inter-wheel differential planetary carrier, a driven bevel gear, an angular contact bearing II, a needle bearing, an output shaft II, an inter-wheel differential sun gear II, an inter-wheel differential planetary gear and an angular contact bearing III; the power of the transmission assembly is input by the input shaft, transmitted to the inter-wheel differential planetary carrier through the driving bevel gear and the driven bevel gear, and then transmitted to the inter-wheel differential sun gear I and the inter-wheel differential sun gear II through the planetary gear; the inter-wheel differential sun gear I and the inter-wheel differential sun gear II transmit the power to the output shaft I and the output shaft II respectively.

[0014] Furthermore, the inter-wheel differential sun gear I and the inter-wheel differential sun gear II have the same size, and the output shaft I and the output shaft II have equal torque output.

[0015] Furthermore, the above-mentioned variable-mode actuator includes a worm wheel and a worm; a rotating shaft connected to the worm wheel; a shift finger installed on the rotating shaft and matched with a shift fork shift finger seat; an angular displacement sensor is used to measure the rotation angle of the rotating shaft; an actuator rod passes through the shift fork shift finger seat, and the shift fork shift finger seat slides on the actuator rod. The actuator drive motor is connected to the worm as a variable-mode power source, and the power is transmitted to the rotating shaft through the worm gear transmission principle, and the power is transmitted to the shift fork shift finger seat through the shift finger, and then the shift fork shift finger seat drives the synchronizer ring of the synchronizer in the transmission assembly to complete the gear shift.

[0016] Furthermore, it also includes a rear half-shaft, a rear drive wheel, a front drive wheel, and a front half-shaft; the rear drive wheel is connected to the rear drive axle wheel differential via the rear half-shaft; and the front drive wheel is connected to the front drive axle wheel differential via the front half-shaft.

[0017] Furthermore, the above system has multiple driving modes:

[0018] When the synchronizer sleeve on the main motor side is engaged with the distributed driving gear on the main motor side, and the synchronizer sleeve on the engine side is in the neutral position, the entire system is in the main motor distributed rear drive mode in which the main motor drives the rear wheels alone;

[0019] When the coupling sleeve of the synchronizer on the engine side is engaged with the distributed driving gear on the engine side, the speed increasing clutch is engaged and connected to the engine and the auxiliary motor, the auxiliary motor is not working, and the coupling sleeve of the synchronizer on the main motor side is in a neutral state, the entire system is in an engine distributed front drive mode in which the engine alone drives the front wheels;

[0020] When the synchronizer sleeve on the main motor side is engaged with the centralized driving gear on the main motor side, the synchronizer sleeve on the engine side is in a neutral state, and the entire system is in a main motor centralized four-wheel drive mode in which the main motor alone drives the vehicle;

[0021] When the synchronizer sleeve on the engine side is engaged with the centralized driving gear on the engine side, the speed-increasing clutch is engaged and connected to the engine and the auxiliary motor, the auxiliary motor is not working, and the sleeve on the main motor side is in the neutral position, the entire system is in the engine centralized four-wheel drive mode where the engine alone drives the vehicle;

[0022] When the synchronizer sleeve on the main motor side is engaged with the centralized driving gear on the main motor side, the synchronizer sleeve on the engine side is engaged with the centralized driving gear on the engine side, and the speed-increasing clutch is not engaged, the entire system is in a dual-motor parallel four-wheel drive mode of the main motor centralized four-wheel drive and the auxiliary motor centralized four-wheel drive;

[0023] When the synchronizer sleeve on the main motor side is engaged with the distributed driving gear on the main motor side, the synchronizer sleeve on the engine side is engaged with the distributed driving gear on the engine side, and the speed-increasing clutch is not engaged, the entire system is in a dual-motor parallel four-wheel drive mode with the main motor distributed rear drive and the auxiliary motor distributed front drive;

[0024] When the synchronizer sleeve on the main motor side is engaged with the centralized driving gear on the main motor side, the synchronizer sleeve on the engine side is engaged with the centralized driving gear on the engine side, the speed increasing clutch is engaged and connected to the engine and the auxiliary motor, and the auxiliary motor is not working, the whole system is in the parallel four-wheel drive mode of the main motor centralized four-wheel drive and the engine centralized four-wheel drive;

[0025] When the synchronizer sleeve on the main motor side is engaged with the distributed driving gear on the main motor side, the synchronizer sleeve on the engine side is engaged with the distributed driving gear on the engine side, the speed increase clutch is engaged and connected to the engine and the auxiliary motor, and the auxiliary motor is not working, the entire system is in the main motor distributed rear drive and engine distributed front drive parallel four-wheel drive mode;

[0026] When the synchronizer sleeve on the main motor side is engaged with the centralized driving gear on the main motor side, the synchronizer sleeve on the engine side is engaged with the centralized driving gear on the engine side, the speed-increasing clutch is engaged and connected to the engine and the auxiliary motor, and the auxiliary motor is in the driving mode, the entire system is in the parallel four-wheel drive mode of the main motor centralized four-wheel drive and the engine and auxiliary motor centralized four-wheel drive;

[0027] When the synchronizer sleeve on the main motor side is engaged with the distributed driving gear on the main motor side, the synchronizer sleeve on the engine side is engaged with the distributed driving gear on the engine side, the speed-increasing clutch is engaged and connected to the engine and the auxiliary motor, and the auxiliary motor is in the driving mode, the entire system is in the parallel four-wheel drive mode of the main motor distributed rear drive and the engine and auxiliary motor distributed front drive;

[0028] When the synchronizer sleeve on the main motor side is engaged with the distributed driving gear on the main motor side, the synchronizer sleeve on the engine side is engaged with the centralized driving gear on the engine side, the speed-increasing clutch is engaged and connected to the engine and the auxiliary motor, and the auxiliary motor is not working, the entire system is in a parallel four-wheel drive mode of the main motor distributed rear drive and the engine centralized front drive;

[0029] When the synchronizer sleeve on the main motor side is engaged with the distributed driving gear on the main motor side, the synchronizer sleeve on the engine side is engaged with the centralized driving gear on the engine side, and the speed-increasing clutch is not engaged, the entire system is in a parallel four-wheel drive mode of the main motor distributed rear drive and the auxiliary motor centralized four-wheel drive;

[0030] When the synchronizer sleeve on the main motor side is engaged with the distributed driving gear on the main motor side, the synchronizer sleeve on the engine side is engaged with the centralized driving gear on the engine side, the speed-increasing clutch is engaged and connected to the engine and the auxiliary motor, and the auxiliary motor is in the driving mode, the entire system is in the parallel four-wheel drive mode of the main motor distributed rear drive and the engine and auxiliary motor centralized four-wheel drive;

[0031] When the synchronizer sleeve on the main motor side is engaged with the centralized driving gear on the main motor side, the synchronizer sleeve on the engine side is engaged with the distributed driving gear on the engine side, the speed-increasing clutch is engaged and connected to the engine and the auxiliary motor, and the auxiliary motor is not working, the entire system is in a parallel four-wheel drive mode of the main motor centralized four-wheel drive and the engine distributed front drive;

[0032] When the synchronizer sleeve on the main motor side is engaged with the centralized driving gear on the main motor side, the synchronizer sleeve on the engine side is engaged with the distributed driving gear on the engine side, and the speed-increasing clutch is not engaged, the entire system is in a parallel four-wheel drive mode of the main motor centralized four-wheel drive and the auxiliary motor distributed front drive;

[0033] When the synchronizer coupling sleeve on the main motor side engages with the centralized driving gear on the main motor side, the synchronizer coupling sleeve on the engine side engages with the distributed driving gear on the engine side, the speed-increasing clutch engages and is connected to the engine and the auxiliary motor, and the auxiliary motor is in the driving mode, the entire system is in the parallel four-wheel drive mode of the main motor centralized four-wheel drive and the engine and auxiliary motor distributed front drive.

[0034] Furthermore, the above-mentioned central differential includes a differential housing, and the differential housing is fixed with a centralized primary driven gear and an angular contact ball bearing, the primary driven gear is meshed with the centralized primary driving gear on the input shaft, and the angular contact ball bearing is connected to the housing, so that the differential housing can rotate freely in the housing around a fixed axis. A bevel gear is connected to the intermediate shaft of the transmission assembly in the differential. When the transmission assembly is in a centralized drive mode, the power of the motor is directly transmitted to the front and rear drive axles through the synchronizer, the centralized primary gear, the central differential, the intermediate transmission shaft, the secondary gear, the output shaft, and the half shaft. When the transmission assembly is in a distributed drive mode, the power of the motor is directly transmitted to the front drive axle or the rear drive axle through the distributed primary gear, the intermediate transmission shaft, the secondary gear, the output shaft, and the half shaft.

[0035] In addition, the present invention also provides a hybrid vehicle, characterized by comprising the aforementioned hybrid vehicle longitudinal multi-mode four-wheel drive system.

[0036] Advantages of the present invention:

[0037] 1. The present invention integrates two traditional four-wheel drive modes, centralized and distributed, into a transmission system, and can realize a variety of hybrid power and pure electric drive modes including main motor distributed rear drive, engine distributed front drive, main motor centralized four-wheel drive, engine centralized four-wheel drive, dual-motor centralized four-wheel drive, dual-motor distributed four-wheel drive, engine-main motor centralized four-wheel drive, engine-main motor distributed four-wheel drive, engine dual-motor centralized four-wheel drive and engine dual-motor distributed four-wheel drive.

[0038] 2. There are multiple modes and the modes can be switched flexibly during driving, which can ensure the economy and stability of the vehicle while ensuring the power and passability of the vehicle, providing a larger platform for the development of four-wheel drive hybrid vehicles. BRIEF DESCRIPTION OF THE DRAWINGS

[0039] Figure 1 This is a schematic diagram of the longitudinal multi-mode four-wheel drive system provided by the present invention.

[0040] Figure 2 This is the transmission assembly schematic diagram of the longitudinal multi-mode four-wheel drive system.

[0041] Figure 3 This is the schematic diagram of the speed increase clutch of the longitudinal multi-mode four-wheel drive system.

[0042] Figure 4 This is the schematic diagram of the inter-wheel differential of the longitudinal multi-mode four-wheel drive system.

[0043] Figure 5 This is a front view of the schematic diagram of the dual-mechanism variable-mode actuator of the longitudinal multi-mode four-wheel drive system.

[0044] Figure 6 It is a top view of the schematic diagram of the dual-mechanism variable-mode actuator of the longitudinal multi-mode four-wheel drive system.

[0045] Figure 7 This is the flow chart of the main motor distributed rear-wheel drive mode of the longitudinal multi-mode four-wheel drive system.

[0046] Figure 8 This is a flow chart of the main motor centralized four-wheel drive mode of the longitudinal multi-mode four-wheel drive system.

[0047] Fig. 9 This is a flow chart of the engine centralized four-wheel drive mode of the longitudinal multi-mode four-wheel drive system.

[0048] Fig.10 The present invention is a flow chart of the dual-motor parallel four-wheel drive mode of the longitudinal multi-mode four-wheel drive system, which includes a main motor centralized four-wheel drive and an auxiliary motor centralized four-wheel drive.

[0049] Fig.11 The flowchart of the dual-motor parallel four-wheel drive mode of the longitudinal multi-mode four-wheel drive system includes a main motor distributed rear drive and an auxiliary motor distributed front drive.

[0050] Fig.12 The flowchart of the parallel four-wheel drive mode of the main motor centralized four-wheel drive and the engine centralized four-wheel drive of the longitudinal multi-mode four-wheel drive system.

[0051] Fig.13 It is a flow chart of the parallel four-wheel drive mode of the main motor distributed rear drive and the engine distributed front drive of the longitudinal multi-mode four-wheel drive system.

[0052] Fig.14 The flowchart of the parallel four-wheel drive mode of the longitudinal multi-mode four-wheel drive system includes the main motor centralized four-wheel drive and the engine and auxiliary motor centralized four-wheel drive.

[0053] Fig.15 It is a flow chart of the parallel four-wheel drive mode of the main motor distributed rear drive and the engine and auxiliary motor distributed front drive of the longitudinal multi-mode four-wheel drive system.

[0054] Fig.16 It is a flow chart of the parallel four-wheel drive mode of the longitudinal multi-mode four-wheel drive system with the main motor distributed rear drive and the engine centralized front drive.

[0055] Fig.17 It is a flow chart of the parallel four-wheel drive mode of the main motor distributed rear drive and the auxiliary motor centralized four-wheel drive of the longitudinal multi-mode four-wheel drive system.

[0056] Fig.18 It is a flow chart of the parallel four-wheel drive mode of the main motor distributed rear drive and the engine and auxiliary motor centralized four-wheel drive of the longitudinal multi-mode four-wheel drive system.

[0057] Fig.19It is a flow chart of the parallel four-wheel drive mode of the main motor centralized four-wheel drive and the engine distributed front drive of the longitudinal multi-mode four-wheel drive system.

[0058] Fig. 20 The flowchart of the parallel four-wheel drive mode of the longitudinal multi-mode four-wheel drive system includes the main motor centralized four-wheel drive and the auxiliary motor distributed front drive.

[0059] Fig.21 It is a flow chart of the parallel four-wheel drive mode of the longitudinal multi-mode four-wheel drive system, including the main motor centralized four-wheel drive and the engine and auxiliary motor distributed front drive.

[0060] Figure numbers: 1-speed increasing clutch, 2-auxiliary motor, 3-transmission assembly, 4-rear transmission shaft, 5-rear axle inter-wheel differential, 6-rear half shaft, 7-rear drive wheel, 8-main motor, 9-mode variable actuator, 10-front transmission shaft, 11-front drive wheel, 12-front half shaft, 13-front axle inter-wheel differential, 14-engine,

[0061] 201-distributed driving gear Ⅰ, 202-synchronizer Ⅰ, 203-gear fork Ⅰ, 204-shift finger Ⅰ, 205-shift finger seat Ⅰ, 206-centralized driving gear Ⅰ, 207-centralized driving gear needle bearing Ⅰ, 208-input shaft Ⅰ angular contact ball bearing Ⅱ, 209-rear axle output shaft angular contact ball bearing Ⅱ, 210-central differential angular contact ball bearing Ⅱ, 211-centralized driven gear Ⅱ, 212-secondary driven gear Ⅱ, 213-rear axle output shaft, 214-rear axle output shaft angular contact ball bearing Ⅰ, 215-secondary driving gear Ⅱ, 216-distributed driven gear Ⅱ, 217-intermediate shaft Ⅱ, 218-intermediate shaft Ⅱ angular contact ball bearing Ⅰ, 219-intermediate shaft Ⅱ angular contact ball bearing Ⅱ, 220-distributed driving gear Ⅱ, 221-input shaft Ⅱ angular contact ball bearing Ⅰ, 222-input shaft Ⅱ, 223-distributed driving gear Wheel needle roller bearing Ⅱ, 224-Synchronizer Ⅱ, 225-Gear fork Ⅱ, 226-Shift finger Ⅱ, 227-Shift finger seat Ⅱ, 228-Centralized driving gear needle roller bearing Ⅱ, 229-Centralized driving gear Ⅱ, 230-Input shaft Ⅱ angular contact ball bearing Ⅱ, 231-Front axle output shaft angular contact ball bearing Ⅱ, 232-Centralized driven gear Ⅰ, 233-Central differential, 234-Secondary driven gear Ⅰ, 235-Front axle Output shaft angular contact ball bearing Ⅰ, 236-front axle output shaft, 237-distributed driven gear Ⅰ, 238-secondary driving gear Ⅰ, 239-intermediate shaft Ⅰ, 240-central differential angular contact ball bearing Ⅰ, 241-central differential angular contact ball bearing Ⅱ, 242-central differential angular contact ball bearing Ⅰ, 243-input shaft Ⅰ, 244-input shaft Ⅰ angular contact ball bearing Ⅰ, 245-distributed driving gear needle roller bearing Ⅰ,

[0062] 301-caliper rocker arm, 302-caliper floating spring, 303-caliper housing, 304-adjusting bolt, 305-torsion spring, 306-auxiliary motor connecting shaft, 307-inner rotating hub, 308-increasing clutch outer gear ring, 309-increasing clutch planetary carrier, 310-increasing clutch planetary gear, 311-sun gear brake disc, 312-increasing clutch sun gear, 313-engine connecting shaft, 314-friction plate, 315-rotating push rod,

[0063] 401-differential input shaft, 402-driving bevel gear, 403-differential output shaft Ⅰ, 404-differential angular contact bearing Ⅰ, 405-inter-wheel differential sun gear Ⅰ, 406-inter-wheel differential planetary carrier, 407-driven bevel gear, 408-differential angular contact bearing Ⅱ, 409-differential needle bearing, 410-differential output shaft Ⅱ, 411-inter-wheel differential sun gear Ⅱ, 412-inter-wheel differential planetary gear, 413-differential angular contact bearing Ⅲ,

[0064] 501-actuator drive motor, 502-angular displacement sensor, 503-worm gear, 504-rotating shaft, 505-shift finger, 506-actuator rod, 507-shift fork finger seat, 508-worm. DETAILED DESCRIPTION

[0065] In order to make the purpose, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention. Therefore, the following detailed description of the embodiments of the present invention provided in the drawings is not intended to limit the scope of the invention claimed for protection, but merely represents selected embodiments of the present invention.

[0066] like Figure 1 As shown, the present invention proposes a longitudinal multi-mode four-wheel drive system, including: a speed increasing clutch 1, an auxiliary motor 2, a longitudinal multi-mode four-wheel drive system transmission assembly 3, a rear drive shaft 4, a rear drive axle wheel differential 5, a rear half shaft 6, a rear drive wheel 7, a main motor 8, a mode-changing actuator 9, a front drive shaft 10, a front drive wheel 11, a front half shaft 12, a front drive axle wheel differential 13, and an engine 14.

[0067] Specifically, the transmission assembly 3 of the longitudinal multi-mode four-wheel drive system is as follows: Figure 2As shown, the input shaft Ⅰ243 is fixed to the housing of the transmission assembly 3 through angular contact ball bearings 244 and angular contact ball bearings 208; the distributed driving gear Ⅰ201 and the centralized driving gear Ⅰ206 are respectively installed on the input shaft Ⅰ243 through needle bearings 245 and needle bearings 207; the synchronizer Ⅰ202 is installed between the distributed driving gear Ⅰ201 and the centralized driving gear Ⅰ206, and is fixed to the input shaft Ⅰ243 through splines; the intermediate shaft Ⅰ is connected to the central differential 233, and is fixed to the housing of the transmission assembly 3 through angular contact ball bearings 240 and angular contact ball bearings 241; the intermediate shaft Ⅱ is connected to the central differential 233 and is fixed to the housing of the transmission assembly 3 through angular contact ball bearings 218 and angular contact ball bearings 219; the front axle output shaft 236 is fixed to the housing of the transmission assembly 3 through angular contact ball bearings 231 and angular contact ball bearings 235; the distributed driven gear Ⅰ237 is installed on the intermediate shaft Ⅰ239 and meshes with the distributed driving gear Ⅰ201; the secondary driving gear Ⅰ238 is installed on the intermediate shaft Ⅰ239; the secondary driven gear Ⅰ234 is installed on the front axle output shaft 236 and meshes with the secondary driving gear Ⅰ238; the input shaft Ⅱ222 is fixed to the housing of the transmission assembly 3 through angular contact ball bearings 221 and ... The angular contact ball bearing 230 is fixed on the housing of the transmission assembly 3; the distributed driving gear II 220 and the centralized driving gear II 229 are respectively installed on the input shaft II 228 through the needle bearing 220 and the needle bearing 223; the synchronizer II 224 is installed between the distributed driving gear II 220 and the centralized driving gear II 229, and is fixed on the input shaft II 222 through a spline; the rear axle output shaft 213 is fixed on the housing of the transmission assembly 3 through the angular contact ball bearing 209 and the angular contact ball bearing 214; the distributed driven gear II 216 is installed on the intermediate shaft II 217 and is connected to the distributed driving gear II 220 meshing; the secondary driving gear Ⅱ215 is installed on the intermediate shaft Ⅱ217; the secondary driven gear Ⅱ212 is installed on the rear axle output shaft 213 and meshes with the secondary driving gear Ⅱ215; the shift fork Ⅰ203 is installed on the mold-changing push rod and is connected to the engagement sleeve on the synchronizer Ⅰ202, the shift fork Ⅱ225 is installed on the mold-changing push rod and is connected to the engagement sleeve on the synchronizer Ⅱ224; the shift finger Ⅰ204 is placed in the shift finger seat Ⅰ205 of the mold-changing push rod; the shift finger Ⅱ226 is placed in the shift finger seat Ⅱ227 of the mold-changing push rod; when the shift fingers Ⅰ and Ⅱ rotate, the mold-changing push rod is driven to slide, thereby pushing the shift forks Ⅰ and Ⅱ to achieve mold change.

[0068] The engine 14 of the longitudinal multi-mode four-wheel drive system is connected to the auxiliary motor 2 through the speed increase clutch 1. The auxiliary motor 2 is installed on the housing of the transmission assembly 3 and connected to the input shaft I of the transmission assembly. The main motor 8 is installed on the housing of the transmission assembly 3 and connected to the input shaft II of the transmission assembly. The front drive axle inter-wheel differential 13 is connected to the front output shaft of the transmission assembly 3 through the front transmission shaft 10, and the front drive wheel 11 is connected to the front drive axle inter-wheel differential 13 through the front half shaft 12. The rear drive axle inter-wheel differential 5 is connected to the rear output shaft of the transmission assembly 3 through the rear transmission shaft 4, and the rear drive wheel 7 is connected to the rear drive axle inter-wheel differential 5 through the rear half shaft 6. There are two variable mode actuators 9, which respectively control the synchronizer I 202 and synchronizer II 224 to move left and right, so that the system is in different driving modes.

[0069] The engine is connected to the auxiliary motor through a speed-increasing clutch, and can provide power for the vehicle to travel, and can also generate electricity through the auxiliary motor, thus being a dual power source.

[0070] The main motor is connected to the input shaft I of the multi-mode four-wheel drive transmission. It can be used as a power source to drive the vehicle alone, or it can be used together with the engine and the auxiliary motor to drive the vehicle as a power source of the hybrid power system.

[0071] The auxiliary motor is a disc motor, which is connected to the speed-increasing clutch and the input shaft II of the multi-mode four-wheel drive transmission. It can be used as one of the power sources for the vehicle to generate electricity under the drive of the engine and replenish the energy of the battery; it can also be used as a starting motor to start the engine.

[0072] The speed-increasing clutch is connected to the engine and the auxiliary motor, which can increase the engine speed and thus increase the output shaft speed in the high-efficiency area of ​​the engine, and further improve the coupling efficiency between the engine and the auxiliary motor, and can also serve the function of power interruption between the engine and the auxiliary motor.

[0073] The front and rear drive axle inter-wheel differentials are responsible for distributing the power transmitted by the multi-mode four-wheel drive transmission to the left and right drive wheels, and balancing the driving torque of the left and right drive wheels.

[0074] Specifically, the speed increasing clutch 1 is as follows: Figure 3As shown, it includes a caliper rocker arm 301, a caliper floating spring 302, a caliper housing 303, an adjusting bolt 304, a torsion spring 305, a secondary motor connecting shaft 306, an inner rotating hub 307, an increasing clutch outer gear ring 308, an increasing clutch planetary carrier 309, an increasing clutch planetary gear 310, a sun gear brake disc 311, a increasing clutch sun gear 312, an engine connecting shaft 313, a friction plate 314 and a rotating push rod 315. The engine connecting shaft 313 is connected to the engine, the speed-increasing clutch planet carrier 309 is fixed on the engine connecting shaft 313, the speed-increasing clutch planetary gear 310 is fixed on the planet carrier 309 and meshes with the speed-increasing clutch sun gear 312 and the speed-increasing clutch outer gear ring 308 respectively; the speed-increasing clutch sun gear 312 and the sun gear brake disc 311 are fixed, and the sun gear brake disc 311 is placed between two friction plates 314; the torsion spring 305 is installed between the speed-increasing clutch outer gear ring 308 and the inner rotating hub 307; the caliper floating spring 302 is fixedly connected to the caliper housing 303 by bolts. When the caliper rocker arm 301 rotates, the rotating push rod 315 pushes the two friction plates 314 closer to each other, thereby tightening the sun gear brake disc 311, and the rotation of the sun gear brake disc 311 is restricted. The planetary gear train transmission system of the speed-increasing clutch has only one degree of freedom left. The speed-increasing clutch transmits power and realizes the speed-increasing effect. The power is input from the engine connecting shaft 313 and output through the planetary gear train, the torsion spring 305, the inner rotating hub 307 and the disc auxiliary motor connecting shaft 306. When the caliper rocker arm 301 rotates in the opposite direction, the sun gear brake disc 311 obtains a free state, and the speed-increasing clutch is in a power interruption state. When the speed-increasing clutch transmits power, the torsion spring plays a torsional damping role, which can reduce the torsional vibration generated when the engine is working and the instantaneous impact generated when the system starts or stops.

[0075] Specifically, the front and rear drive axle wheel differentials are symmetrical differentials such as Figure 4As shown, it includes: input shaft 401, driving bevel gear 402, output shaft I 403, angular contact bearing I 404, inter-wheel differential sun gear I 405, inter-wheel differential planetary carrier 406, driven bevel gear 407, angular contact bearing II 408, needle bearing 409, output shaft II 410, inter-wheel differential sun gear II 411, inter-wheel differential planetary gear 412 and angular contact bearing III 413. The inter-wheel differential housing is fixed on the front axle or rear axle half shaft through a flange. The power of the transmission assembly 3 is input by the input shaft 401, transmitted to the inter-wheel differential planetary carrier 406 through the active bevel gear 402 and the driven bevel gear 407, and then transmitted to the inter-wheel differential sun gear Ⅰ405 and the inter-wheel differential sun gear Ⅱ411 through the planetary gear 412; the inter-wheel differential sun gear Ⅰ405 and the inter-wheel differential sun gear Ⅱ411 transmit the power to the output shaft Ⅰ405 and the output shaft Ⅱ411 respectively; because the inter-wheel differential sun gear Ⅰ and the inter-wheel differential sun gear Ⅱ have the same size, the output shaft Ⅰ405 and the output shaft Ⅱ411 have equal torque output.

[0076] like Figure 5 As shown, there are two die-changing actuators 9, which include: an actuator drive motor 501, an angular displacement sensor 502, a worm gear 503, a rotating shaft 504, a shift finger 505, an actuator rod 506, a shift fork shift finger seat 507, and a worm 508. The worm gear 503 is meshed with the worm 508; the rotating shaft 504 is connected to the worm gear 503; the shift finger 505 is installed on the rotating shaft 504 and cooperates with the shift fork shift finger seat 507; the angular displacement sensor 502 is used to measure the rotation angle of the rotating shaft 504; the shift fork shift finger seat 507 slides on the actuator rod 506. The actuator drive motor 501 is connected to the worm 508 as a die-changing power source, and the power is transmitted to the rotating shaft 504 through the worm gear transmission principle, and the power is transmitted to the shift fork shift finger seat 507 through the shift finger 505, and then the shift fork shift finger seat 507 drives the synchronizer ring of the synchronizer in the transmission assembly to complete the gear shift.

[0077] The driving modes achieved by the longitudinal multi-mode four-wheel drive system are as follows:

[0078] like Figure 6 As shown, when the driving mode is that the main motor drives the rear wheels alone, the main motor 8 transmits power to the rear drive wheels 7 through the input shaft II 222, the distributed driving gear II 220, the distributed driven gear II 216, the intermediate shaft II 217, the secondary driving gear II 215, the secondary driven gear II 212, the rear axle output shaft 213, the rear transmission shaft 4, the rear drive axle inter-wheel differential 5, and the rear half shaft 6. This driving mode is rear-wheel drive, which can be used when the vehicle starts and travels at low speeds according to the vehicle's requirements for power and economy, and can give full play to the performance of the main motor.

[0079] like Figure 7As shown, when the driving mode is that the engine independently drives the front wheels, the engine 14 transmits power to the front drive wheel 11 through the speed-increasing clutch 1, input shaft I243, distributed driving gear I201, distributed driven gear 237, intermediate shaft I239, secondary driving gear I238, secondary driven gear I234, front axle output shaft 236, front transmission shaft 10, front drive axle inter-wheel differential 13, and front half shaft 12. This driving mode is front-wheel drive, which can be used when the vehicle is driving at high speed, and can also be reasonably selected according to the characteristics of the engine to reduce fuel consumption. This driving mode can also generate electricity through the auxiliary motor 2 connected to the speed-increasing clutch 1 to provide power to the vehicle or charge the battery pack.

[0080] like Figure 8 As shown, when the driving mode is the main motor centralized driving four wheels, the main motor 8 is transmitted to the central differential 233 through the input shaft II 222, the synchronizer II 224, the centralized driving gear II 220, and the centralized driven gear II 216. The central differential 233 transmits power to the front drive wheel 11 through the intermediate shaft I 239, the secondary driving gear I 238, the secondary driven gear I 234, the front axle output shaft 236, the front transmission shaft 10, the front drive axle wheel differential 13, and the front half shaft 12; and transmits power to the front drive wheel 7 through the intermediate shaft II 217, the secondary driving gear II 215, the secondary driven gear II 212, the rear axle output shaft 213, the rear transmission shaft 4, the rear drive axle wheel differential 5, and the rear half shaft 6. This driving mode is a four-wheel drive mode driven by the main motor. The current driving mode can be selected when driving at low speed and the road conditions are bad and a large driving torque is required. This driving mode can maximize the power of the main motor 8.

[0081] like Fig. 9 As shown, when the driving mode is the engine centralized driving four wheels, the engine is transmitted to the central differential 233 through the input shaft Ⅰ243, the synchronizer Ⅰ202, the centralized driving gear Ⅰ206, and the centralized driven gear Ⅰ232. The central differential 233 transmits the power to the front drive wheel 11 through the intermediate shaft Ⅰ239, the secondary driving gear Ⅰ238, the secondary driven gear Ⅰ234, the front axle output shaft 236, the front transmission shaft 10, the front drive axle inter-wheel differential 13, and the front half shaft 12; and transmits the power to the front drive wheel 7 through the intermediate shaft Ⅱ217, the secondary driving gear Ⅱ215, the secondary driven gear Ⅱ212, the rear axle output shaft 213, the rear transmission shaft 4, the rear drive axle inter-wheel differential 5, and the rear half shaft 6. This driving mode is a four-wheel drive mode driven by the engine 14. When driving at medium and high speeds, the current driving mode can be selected when the road conditions are bad and a large driving force is expected. This driving mode can maximize the power of the engine 14, and can also generate electricity to power the vehicle or charge the battery pack through the auxiliary motor 2 connected to the speed-increasing clutch 1.

[0082] like Fig.10 As shown, when the driving mode is the main motor 8 and the auxiliary motor 2, and the dual motors are connected in parallel to drive four wheels in a centralized manner, the main motor 8 is transmitted to the central differential 233 through the input shaft II 222, the synchronizer II 224, the centralized driving gear II 229, and the centralized driven gear II 211; the auxiliary motor 2 is transmitted to the central differential 233 through the input shaft I 243, the synchronizer I 202, the centralized driving gear I 206, and the centralized driven gear I 232. The central differential 233 transmits the power to the front drive wheel 11 through the intermediate shaft I 239, the secondary driving gear I 238, the secondary driven gear I 234, the front axle output shaft 236, the front transmission shaft 10, the front drive axle inter-wheel differential 13, and the front half shaft 12; and transmits the power to the front drive wheel 7 through the intermediate shaft II 217, the secondary driving gear II 215, the secondary driven gear II 212, the rear axle output shaft 213, the rear transmission shaft 4, the rear drive axle inter-wheel differential 5, and the rear half shaft 6. This mode is a dual-motor parallel centralized drive four-wheel mode, which can be selected when the vehicle starts or needs a large torque output.

[0083] like Fig.11 As shown, when the driving mode is parallel distributed drive of the main motor 8 and the auxiliary motor 2, the main motor 8 transmits power to the rear drive wheel 7 through the input shaft II 222, the synchronizer II 224, the distributed driving gear II 220, the distributed driven gear II 216, the intermediate shaft II 217, the secondary driving gear II 215, the secondary driven gear II 212, the rear axle output shaft 213, the rear transmission shaft 4, the rear drive axle inter-wheel differential 5, and the rear half shaft 6; the auxiliary motor 2 transmits power to the front drive wheel 11 through the input shaft I 243, the synchronizer I 202, the distributed driving gear I 201, the distributed driven gear 237, the intermediate shaft I 239, the secondary driving gear I 238, the secondary driven gear I 234, the front axle output shaft 236, the front transmission shaft 10, the front drive axle inter-wheel differential 13, and the front half shaft 12. In this mode, the dual motors drive the front and rear wheels respectively, and distributed independent control can be achieved. In this mode, flexible vehicle power control can be achieved.

[0084] like Fig.12As shown, when the driving mode is the centralized parallel drive of the main motor 8 and the engine 14, the main motor 8 is transmitted to the central differential 233 through the input shaft II 222, the synchronizer II 234, the centralized driving gear II 229, and the centralized driven gear II 211; the engine 14 is transmitted to the central differential 233 through the speed increasing clutch 1, the auxiliary motor 2, the input shaft I 243, the synchronizer I 202, the centralized driving gear I 206, and the centralized driven gear I 232. The central differential 233 transmits power to the front drive wheel 11 through the intermediate shaft I 239, the secondary driving gear I 238, the secondary driven gear I 234, the front axle output shaft 236, the front transmission shaft 10, the front drive axle inter-wheel differential 13, and the front half shaft 12; and transmits power to the front drive wheel 7 through the intermediate shaft II 217, the secondary driving gear II 215, the secondary driven gear II 212, the rear axle output shaft 213, the rear transmission shaft 4, the rear drive axle inter-wheel differential 5, and the rear half shaft 6. This driving mode can be used when the vehicle needs a large torque to start, escape, and climb, and can give full play to the power of the engine 14 and the main motor 8.

[0085] like Fig.13 As shown, when the driving mode is the parallel distributed drive of the main motor 8 and the engine 14, the main motor 8 transmits power to the rear drive wheel 7 through the input shaft II 222, the synchronizer II 224, the distributed driving gear II 220, the distributed driven gear II 216, the intermediate shaft II 217, the secondary driving gear II 215, the secondary driven gear II 212, the rear axle output shaft 213, the rear transmission shaft 9, the rear drive axle wheel differential 5, and the rear half shaft 6; the engine 14 transmits power to the front drive wheel 11 through the speed increase clutch 1, the auxiliary motor 2, the input shaft I 243, the synchronizer I 202, the distributed driving gear I 201, the distributed driven gear I 237, the intermediate shaft I 239, the secondary driving gear I 238, the secondary driven gear I 234, the front axle output shaft 236, the front transmission shaft 10, the front drive axle wheel differential 13, and the front half shaft 12. In this driving mode, the engine 14 and the main motor 8 can be controlled independently, which can effectively reduce engine fuel consumption and improve vehicle efficiency.

[0086] like Fig.14As shown, when the driving mode is the centralized parallel drive of the engine 14, the auxiliary motor 2 and the main motor 8, the main motor 8 is transmitted to the central differential 233 through the input shaft II 222, the synchronizer II 224, the centralized driving gear II 229, and the centralized driven gear II 211; the engine 14 and the auxiliary motor 2 realize power coupling through the speed-increasing clutch 1, and then transmitted to the central differential 233 through the input shaft I 243, the synchronizer I 202, the centralized driving gear I 206, and the centralized driven gear I 232. The central differential 233 transmits the power to the front drive wheel 11 through the intermediate shaft I 239, the secondary driving gear I 238, the secondary driven gear I 234, the front axle output shaft 236, the front transmission shaft 10, the front drive axle inter-wheel differential 13, and the front half shaft 12; and transmits the power to the front drive wheel 7 through the intermediate shaft II 217, the secondary driving gear II 215, the secondary driven gear II 212, the rear axle output shaft 213, the rear transmission shaft 4, the rear drive axle inter-wheel differential 5, and the rear half shaft 6. This driving mode is a driving mode with three power sources working at the same time, which has the maximum power of the vehicle's centralized four-wheel drive. This mode can be selected when the centralized driving environment requires high power.

[0087] like Fig.15 As shown, when the driving mode is the parallel distributed drive of the engine 14, the auxiliary motor 2 and the main motor 8, the main motor 8 transmits power to the rear drive wheel 7 through the input shaft II 243, the synchronizer II 224, the distributed driving gear II 220, the distributed driven gear II 215, the intermediate shaft II 217, the secondary driving gear II 215, the secondary driven gear II 212, the rear axle output shaft 213, the rear transmission shaft 9, the rear drive axle inter-wheel differential 5, and the rear half shaft 6; the engine 14 and the auxiliary motor 2 realize power coupling through the speed increase clutch 1, and then transmit power to the front drive wheel 11 through the input shaft I 243, the synchronizer I 202, the distributed driving gear I 201, the distributed driven gear 237, the intermediate shaft I 239, the secondary driving gear I 238, the secondary driven gear I 234, the front axle output shaft 236, the front transmission shaft 10, the front drive axle inter-wheel differential 13, and the front half shaft 12. This driving mode has three power sources working simultaneously. It is the driving mode with the maximum power of the vehicle's distributed four-wheel drive. This mode can be selected when a centralized driving environment requires high power.

[0088] like Fig.16As shown, when the driving mode is the distributed parallel engine 14 centralized drive of the main motor 8, the main motor 8 transmits power to the rear drive wheel 7 through the input shaft II 243, the synchronizer II 224, the distributed driving gear II 220, the distributed driven gear II 215, the intermediate shaft II 217, the secondary driving gear II 215, the secondary driven gear II 212, the rear axle output shaft 213, the rear transmission shaft 9, the rear drive axle inter-wheel differential 5, and the rear half shaft 6; the engine 14 transmits power to the rear drive wheel 7 through the input shaft I 243, the synchronizer I 202, the centralized driving gear I 20 6. The centralized driven gear Ⅰ232 is transmitted to the central differential 233; the central differential 233 transmits the power to the front drive wheel 11 through the intermediate shaft Ⅰ239, the secondary driving gear Ⅰ238, the secondary driven gear Ⅰ234, the front axle output shaft 236, the front transmission shaft 10, the front drive axle inter-wheel differential 13, and the front half shaft 12; and transmits the power to the front drive wheel 7 through the intermediate shaft Ⅱ217, the secondary driving gear Ⅱ215, the secondary driven gear Ⅱ212, the rear axle output shaft 213, the rear transmission shaft 4, the rear drive axle inter-wheel differential 5, and the rear half shaft 6. This driving mode uses a single power source centralized drive front axle, and dual power sources centralized and distributed parallel drive rear axle, which can independently control the main motor to flexibly supplement the torque when the engine drives the entire vehicle with insufficient torque.

[0089] like Fig.17 As shown, when the driving mode is the distributed parallel centralized driving of the main motor 8 and the auxiliary motor 2, the main motor 8 transmits power to the rear drive wheel 7 through the input shaft II 243, the synchronizer II 224, the distributed driving gear II 220, the distributed driven gear II 215, the intermediate shaft II 217, the secondary driving gear II 215, the secondary driven gear II 212, the rear axle output shaft 213, the rear transmission shaft 9, the rear drive axle inter-wheel differential 5, and the rear half shaft 6; the auxiliary motor 2 transmits power to the rear drive wheel 7 through the input shaft I 243, the synchronizer I 202, the centralized driving gear I 206 , centralized driven gear Ⅰ232 is transmitted to the central differential 233; the central differential 233 transmits the power to the front drive wheel 11 through the intermediate shaft Ⅰ239, the secondary driving gear Ⅰ238, the secondary driven gear Ⅰ234, the front axle output shaft 236, the front transmission shaft 10, the front drive axle inter-wheel differential 13, and the front half shaft 12; and transmits the power to the front drive wheel 7 through the intermediate shaft Ⅱ217, the secondary driving gear Ⅱ215, the secondary driven gear Ⅱ212, the rear axle output shaft 213, the rear transmission shaft 4, the rear drive axle inter-wheel differential 5, and the rear half shaft 6. This driving mode adopts a single power source centralized drive front axle, and a dual power source centralized and distributed parallel drive rear axle, which can independently control the main motor to flexibly supplement the torque when the engine driving the whole vehicle torque is insufficient.

[0090] like Fig.18As shown, when the driving mode is distributed driving of the main motor 8 and centralized driving of the engine 14 in parallel with the auxiliary motor 2, the main motor 8 transmits power to the rear drive wheel 7 through the input shaft II 243, the synchronizer II 224, the distributed driving gear II 220, the distributed driven gear II 215, the intermediate shaft II 217, the secondary driving gear II 215, the secondary driven gear II 212, the rear axle output shaft 213, the rear transmission shaft 9, the rear drive axle inter-wheel differential 5, and the rear half shaft 6; the engine 14 and the auxiliary motor 2 realize power coupling through the speed increase clutch 1, and then transmit power to the rear drive wheel 7 through the input shaft I 243, the synchronizer I 2 02. The centralized driving gear Ⅰ206 and the centralized driven gear Ⅰ232 are transmitted to the central differential 233; the central differential 233 transmits the power to the front drive wheel 11 through the intermediate shaft Ⅰ239, the secondary driving gear Ⅰ238, the secondary driven gear Ⅰ234, the front axle output shaft 236, the front transmission shaft 10, the front drive axle inter-wheel differential 13, and the front half shaft 12; and transmits the power to the front drive wheel 7 through the intermediate shaft Ⅱ217, the secondary driving gear Ⅱ215, the secondary driven gear Ⅱ212, the rear axle output shaft 213, the rear transmission shaft 4, the rear drive axle inter-wheel differential 5, and the rear half shaft 6. This driving mode adopts dual power sources to drive the front axle in a centralized manner, and three power sources to drive the rear axle in a centralized and distributed parallel manner. When the engine is insufficient to drive the entire vehicle, the main motor can be controlled separately to flexibly supplement the torque.

[0091] like Fig.19 As shown, when the driving mode is the distributed drive of the main motor 8 centralized parallel engine 14, the main motor 8 is transmitted to the central differential 233 through the input shaft II 222, the synchronizer II 234, the centralized driving gear II 229, and the centralized driven gear II 211. The central differential 233 transmits the power to the front drive wheel 11 through the intermediate shaft I 239, the secondary driving gear I 238, the secondary driven gear I 234, the front axle output shaft 236, the front transmission shaft 10, the front drive axle inter-wheel differential 13, and the front half shaft 12; through the intermediate shaft II 217 , secondary driving gear Ⅱ215, secondary driven gear Ⅱ212, rear axle output shaft 213, rear transmission shaft 4, rear drive axle inter-wheel differential 5, rear half shaft 6 transmit to front drive wheel 7; engine 14 transmits power to front drive wheel 11 through speed increase clutch 1, input shaft Ⅰ243, distributed driving gear Ⅰ201, distributed driven gear 237, intermediate shaft Ⅰ239, secondary driving gear Ⅰ238, secondary driven gear Ⅰ234, front axle output shaft 236, front transmission shaft 10, front drive axle inter-wheel differential 13, front half shaft 12. This driving mode adopts single power source distributed drive front axle, dual power source centralized and distributed parallel drive rear axle, and can independently control the main motor to flexibly supplement torque when the engine driving the whole vehicle torque is insufficient.

[0092] like Fig. 20As shown, when the driving mode is the distributed driving of the main motor 8 in parallel with the auxiliary motor 2, the main motor 8 is transmitted to the central differential 233 through the input shaft II 222, the synchronizer II 234, the centralized driving gear II 229, and the centralized driven gear II 211. The central differential 233 transmits the power to the front drive wheel 11 through the intermediate shaft I 239, the secondary driving gear I 238, the secondary driven gear I 234, the front axle output shaft 236, the front transmission shaft 10, the front drive axle inter-wheel differential 13, and the front half shaft 12; through the intermediate shaft II The power is transmitted to the front drive wheel 7 through the secondary motor 217, the secondary driving gear Ⅱ215, the secondary driven gear Ⅱ212, the rear axle output shaft 213, the rear transmission shaft 4, the rear drive axle inter-wheel differential 5, and the rear half shaft 6; the auxiliary motor 2 transmits power to the front drive wheel 11 through the input shaft Ⅰ243, the distributed driving gear Ⅰ201, the distributed driven gear 237, the intermediate shaft Ⅰ239, the secondary driving gear Ⅰ238, the secondary driven gear Ⅰ234, the front axle output shaft 236, the front transmission shaft 10, the front drive axle inter-wheel differential 13, and the front half shaft 12. This driving mode adopts a single power source distributed drive front axle and a dual power source centralized and distributed parallel drive rear axle, which can independently control the main motor to flexibly supplement the torque when the engine driving the whole vehicle torque is insufficient.

[0093] like Fig.21 As shown, when the driving mode is the centralized parallel engine 14 of the main motor 8 and the distributed drive of the auxiliary motor 2, the main motor 8 is transmitted to the central differential 233 through the input shaft II 222, the synchronizer II 234, the centralized driving gear II 229, and the centralized driven gear II 211. The central differential 233 transmits the power to the front drive wheel 11 through the intermediate shaft I 239, the secondary driving gear I 238, the secondary driven gear I 234, the front axle output shaft 236, the front transmission shaft 10, the front drive axle inter-wheel differential 13, and the front half shaft 12; through the intermediate shaft II 217, the secondary driving gear Gear II 215, secondary driven gear II 212, rear axle output shaft 213, rear transmission shaft 4, rear drive axle inter-wheel differential 5, rear half shaft 6 are transmitted to front drive wheel 7; engine 14 and auxiliary motor 2 realize power coupling through speed increase clutch 1, and then transmit power to front drive wheel 11 through input shaft I 243, distributed driving gear I 201, distributed driven gear 237, intermediate shaft I 239, secondary driving gear I 238, secondary driven gear I 234, front axle output shaft 236, front transmission shaft 10, front drive axle inter-wheel differential 13, front half shaft 12. This driving mode adopts dual power source distributed drive front axle, three power source centralized and distributed parallel drive rear axle, and can independently control the main motor for flexible torque supplement when the engine driving the whole vehicle torque is insufficient.

[0094] The present invention also provides a hybrid vehicle, including the longitudinal multi-mode four-wheel drive system. Since the hybrid vehicle includes the structure of the longitudinal multi-mode four-wheel drive system, the hybrid vehicle can also realize all the functions of the longitudinal multi-mode four-wheel drive system, which will not be described in detail here.

[0095] The above descriptions are merely embodiments of the present invention and are not intended to limit the protection scope of the present invention. Any equivalent structure or equivalent process transformation made using the contents of the present invention specification and drawings, or directly or indirectly applied in other related system fields, are also included in the protection scope of the present invention.

Claims

1. A longitudinal multi-mode four-wheel drive system, characterized in that: It comprises a speed increasing clutch (1), an auxiliary motor (2), a transmission assembly (3), a rear transmission shaft (4), a rear drive axle wheel differential (5), a main motor (8), a variable mode actuator (9), a front transmission shaft (10), a front drive axle wheel differential (13), and an engine (14); The transmission assembly includes a housing, an input shaft I (243) is fixed to the housing through a bearing; a distributed driving gear I (201) and a centralized driving gear I (206) are respectively installed on the input shaft I (243) through bearings; a synchronizer I (202) is installed between the distributed driving gear I (201) and the centralized driving gear I (206), and is fixed to the input shaft I (243) through a spline; an intermediate shaft I (239) is connected to the central differential (233) and is fixed to the housing through a bearing; an intermediate shaft II (217) is connected to the central differential (233) and is fixed to the housing through a bearing; a front axle output shaft (236) is fixed to the housing through a bearing; a distributed driven gear I (237) is installed on the intermediate shaft I (239) and is connected to the distributed driving gear I (2 01) meshing; the secondary driving gear Ⅰ (238) is mounted on the intermediate shaft Ⅰ (239); the secondary driven gear Ⅰ (234) is mounted on the front axle output shaft (236) and meshes with the secondary driving gear Ⅰ (238); the input shaft Ⅱ (222) is fixed to the housing through a bearing; the distributed driving gear Ⅱ (220) and the centralized driving gear Ⅱ (229) are respectively mounted on the input shaft Ⅱ (228) through bearings; the synchronizer Ⅱ (224) is mounted between the distributed driving gear Ⅱ (220) and the centralized driving gear Ⅱ (229) and is fixed to the input shaft Ⅱ (222) through a spline; the rear axle output shaft (213) is fixed to the housing through a bearing; the distributed driven gear Ⅱ (216) is mounted on the intermediate shaft Ⅱ (217) and meshes with the distributed driving gear Ⅱ (220); The secondary driving gear II (215) is mounted on the intermediate shaft II (217); the secondary driven gear II (212) is mounted on the rear axle output shaft (213) and meshes with the secondary driving gear II (215); the shift fork I (203) is mounted on the variable mode push rod and connected to the engagement sleeve on the synchronizer I (202); the shift fork II (225) is mounted on the variable mode push rod and connected to the engagement sleeve on the synchronizer II (224); the shift finger I (204) is placed in the shift finger seat I (205) of the variable mode push rod; the shift finger II (226) is placed in the shift finger seat II (227) of the variable mode push rod; The engine (14) is connected to the auxiliary motor (2) through a speed-increasing clutch (1), and the auxiliary motor (2) is mounted on the housing of the transmission assembly (3) and connected to the input shaft I (243) of the transmission assembly; the main motor (8) is mounted on the housing of the transmission assembly (3) and connected to the input shaft II (222) of the transmission assembly; the front drive axle inter-wheel differential (13) is connected to the front axle output shaft (236) of the transmission assembly (3) through the front transmission shaft (10); the rear drive axle inter-wheel differential (5) is connected to the rear axle output shaft (213) of the transmission assembly (3) through the rear transmission shaft (4); There are two variable mode actuators (9), which respectively control the synchronizer I (202) and synchronizer II (224) to move left and right, so that the system is in different driving modes.

2. A longitudinal multi-mode four-wheel drive system according to claim 1, characterized in that: The speed-increasing clutch (1) comprises an engine (14) connecting shaft (313), the engine (14) connecting shaft (313) is connected to the engine (14), a speed-increasing clutch planetary carrier (309) is fixed on the engine (14) connecting shaft (313), a speed-increasing clutch planetary gear (310) is fixed on the planetary carrier (309) and is respectively meshed with a speed-increasing clutch sun gear (312) and a speed-increasing clutch outer gear ring (308); the speed-increasing clutch sun gear (312) and a sun gear brake disc (311) are fixed, and the sun gear brake disc (311) is placed between two friction plates (314); a torsion spring (305) is installed between the speed-increasing clutch outer gear ring (308) and an inner rotating hub (307); and a caliper floating spring (302) is fixedly connected to a caliper housing (303) by bolts.

3. A longitudinal multi-mode four-wheel drive system according to claim 2, characterized in that: The front drive axle inter-wheel differential (13) and the rear drive axle inter-wheel differential (5) are symmetrical differentials, and the front drive axle inter-wheel differential (13) comprises: an input shaft (401), a driving bevel gear (402), an output shaft I (403), an angular contact bearing I (404), an inter-wheel differential sun gear I (405), an inter-wheel differential planetary carrier (406), a driven bevel gear (407), an angular contact bearing II (408), a needle bearing (409), an output shaft II (410), an inter-wheel differential sun gear II (411), an inter-wheel differential planetary gear (412) and an angular contact bearing III (413); The power of the transmission assembly (3) is inputted from the input shaft (401), transmitted to the inter-wheel differential planetary carrier (406) through the driving bevel gear (402) and the driven bevel gear (407), and then transmitted to the inter-wheel differential sun gear I (403) and the inter-wheel differential sun gear II (411) through the planetary gear (412); the inter-wheel differential sun gear I (405) and the inter-wheel differential sun gear II (411) transmit the power to the output shaft I (405) and the output shaft II (410) respectively.

4. A longitudinal multi-mode four-wheel drive system according to claim 3, characterized in that: The inter-wheel differential sun gear I (405) and the inter-wheel differential sun gear II (411) have the same size, and the output shaft I (403) and the output shaft II (410) have equal torque output.

5. The longitudinal multi-mode four-wheel drive system according to claim 4, characterized in that: The variable mode actuator (9) comprises a worm wheel (503) and a worm (508); a rotating shaft (504) connected to the worm wheel (503); a shift finger (505) mounted on the rotating shaft (504) and matched with a shift fork shift finger seat (507); an angular displacement sensor (502) used to measure the rotation angle of the rotating shaft (504); an actuator rod (506) passing through the shift fork shift finger seat (507), the shift fork shift finger seat (507) sliding on the actuator rod (506), an actuator drive motor (501) connected to the worm (508) as a variable mode power source, transmitting power to the rotating shaft (504) through the worm gear transmission principle, and transmitting power to the shift fork shift finger seat (507) through the shift finger (505), and then the shift fork shift finger seat (507) drives the synchronizer ring of the synchronizer in the transmission assembly (3) to complete the gear shift.

6. A longitudinal multi-mode four-wheel drive system according to any one of claims 1 to 5, characterized in that: It also includes a rear half shaft (6), a rear driving wheel (7), a front driving wheel (11), and a front half shaft (12); The rear drive wheel (7) is connected to the rear drive axle wheel differential (5) via the rear half shaft (6); the front drive wheel (11) is connected to the front drive axle wheel differential (13) via the front half shaft (12).

7. The longitudinal multi-mode four-wheel drive system according to claim 1, characterized in that: The drive modes implemented by the system include: The main motor (8) drives the rear wheels alone in a distributed rear drive mode; a distributed front drive mode in which the engine (14) drives the front wheels alone; The main motor (8) drives the whole vehicle in a centralized four-wheel drive mode alone; The engine (14) alone drives the entire vehicle in a centralized four-wheel drive mode; A dual-motor parallel four-wheel drive mode of a main motor (8) centralized four-wheel drive and an auxiliary motor (2) centralized four-wheel drive; A dual-motor parallel four-wheel drive mode with a main motor (8) distributed rear drive and an auxiliary motor (2) distributed front drive; A parallel four-wheel drive mode of a main motor (8) centralized four-wheel drive and an engine (14) centralized four-wheel drive; A four-wheel drive mode in which the main motor (8) distributed rear drive and the engine (14) distributed front drive are connected in parallel; A parallel four-wheel drive mode of a centralized four-wheel drive of a main motor (8) and a centralized four-wheel drive of an engine (14) and a centralized four-wheel drive of an auxiliary motor (2); A parallel four-wheel drive mode of a main motor (8) distributed rear drive and an engine (14) and a secondary motor (2) distributed front drive; A parallel four-wheel drive mode of a main motor (8) distributed rear drive and an engine (14) centralized front drive; A parallel four-wheel drive mode of a main motor (8) distributed rear drive and a secondary motor (2) centralized four-wheel drive; A parallel four-wheel drive mode of a main motor (8) distributed rear drive and an engine (14) and a secondary motor (2) centralized four-wheel drive; A parallel four-wheel drive mode of a main motor (8) centralized four-wheel drive and an engine (14) distributed front drive; A parallel four-wheel drive mode of a main motor (8) centralized four-wheel drive and an auxiliary motor (2) distributed front drive; A parallel four-wheel drive mode of a main motor (8) centralized four-wheel drive and an engine (14) and an auxiliary motor (2) distributed front drive.

8. A hybrid electric vehicle, characterized in that: It comprises a longitudinal multi-mode four-wheel drive system as described in any one of claims 1-7.

Images