A multi-effect linkage transmission system for new energy vehicles

Abstract

This invention relates to the field of new energy vehicle transmission technology, and in particular to a multi-effect linkage transmission system for new energy vehicles. The system includes a chassis frame fixedly mounted at the bottom of the vehicle chassis assembly. Two wheel axle sleeves are fixedly mounted at both the front and rear ends of the chassis frame. A front axle is fitted between the two wheel axle sleeves at the corresponding ends of the front frame, and a rear axle is fitted between the two wheel axle sleeves at the corresponding ends of the rear frame. A motor assembly and an engine assembly are fixedly mounted on both sides of the middle section of the chassis frame. The output end of the motor assembly is connected to the rear axle, and the output end of the engine assembly is connected to the front axle. A bidirectional transmission mechanism is installed between the front and rear axles. This transmission system allows the motor and engine to work together to drive the entire vehicle during operation. It can effectively coordinate to different degrees according to the current driving conditions, offering diverse driving modes and effectively ensuring sufficient power transmission during the transmission process.

Description

Technical Field

[0001] This invention relates to the field of new energy vehicle transmission technology, and particularly to a novel dual-effect transmission system capable of coordinating the transmission of a motor and an engine, especially a multi-effect linkage transmission system for new energy vehicles. Background Technology

[0002] Due to their energy efficiency and relatively clean energy, new energy vehicles are being rapidly commercialized worldwide. Many car manufacturers and research institutions have improved and innovated the body components of new energy vehicles. Among them, the transmission system, as an important transmission mechanism in the entire vehicle operation process, directly determines the performance of new energy vehicles under different road conditions.

[0003] For example, prior art discloses a hybrid power transmission device for a new energy vehicle, patent application number CN202110834946.8. Its main structure includes a main mounting base, with two sets of mounting brackets fixedly disposed at the top center of the main mounting base; two sets of side plates and two sets of end plates fixedly disposed on the sides of the main mounting base, and a top plate fixedly disposed on the top of the side plates and end plates, all of which are in contact with the sides of the mounting brackets; a power shaft is rotatably disposed via bearings at the lower center of the two sets of mounting brackets, and two sets of transmission gears are fixedly disposed on the outer side of the power shaft relative to the two sets of mounting brackets... Linkage gears are fixedly installed on the outer side of the middle of each linkage shaft, and the linkage gears of the two sets of linkage shafts are laterally staggered; three sets of guide rods are fixedly installed on the outer end of each mounting base, and a shaft frame is fixedly installed on the outer side of the six sets of guide rods on the same side. A shaft seat is slidably installed on the outer side of the six sets of guide rods on the same side. A combined shaft is rotatably installed in the middle of the shaft seat through a bearing, and a hexagonal shaft is slidably installed on the outer side of the shaft seat. A connecting rod is rotatably installed at both ends of the shaft seat through a hinge, and a slider is rotatably installed at the other end of the connecting rod through a hinge. The connecting rod is slidably installed on the upper outer side of the mounting plate through a guide rail; the bottom of the slider is fixedly connected to the telescopic end of the electric cylinder... The first magnet and the second magnet are separated from each other and do not contact each other, and a pressure sensor is installed between the electromagnet and the spring. A rotary motor is installed between the slider and the first magnet.

[0004] The existing technology patent mainly provides continuous reversing and output differentiation functions for the transmission device through the power shaft, linkage shaft, and output shaft. During the rotation of the power shaft, the transmission gear drives a set of internal ratchet gears A to rotate. The output of the internal ratchet gears A, the linkage gears, the internal ratchet gears B, and the combined shaft are coordinated. However, this transmission method achieves the purpose of controlling the output direction by using the ratchet to achieve reverse locking. Its power transmission stages are too high. First, it requires high machining accuracy of the parts. Second, it is easy to cause serious wear of the parts during actual use. Third, it cannot effectively and quickly respond to the conversion of new energy dual power under different working conditions.

[0005] Therefore, this invention proposes a novel dual-effect transmission system capable of coordinating the transmission of an electric motor and an engine, in order to better solve the problems existing in the prior art. Summary of the Invention

[0006] To solve one of the aforementioned technical problems, the present invention adopts the following technical solution: a multi-effect linkage transmission system for new energy vehicles, comprising a chassis frame fixedly installed at the bottom of the vehicle chassis assembly, two wheel axle sleeves fixedly installed at both the front and rear ends of the chassis frame, a front axle respectively fitted between the two wheel axle sleeves at the corresponding ends of the front end, and a rear axle respectively fitted between the two wheel axle sleeves at the corresponding ends of the rear end, a motor assembly and an engine assembly respectively fixedly installed on both sides of the middle part of the chassis frame, the output end of the motor assembly connected to the rear axle, the output end of the engine assembly connected to the front axle, and a bidirectional transmission mechanism installed between the front axle and the rear axle, the bidirectional transmission mechanism being used to realize the linkage between the front axle and the rear axle.

[0007] In any of the above embodiments, it is preferred that the motor assembly includes a motor, the motor is fixed on the chassis frame by a motor frame, and the output end of the motor extends rearward and cooperates with the rear axle reversing mechanism connecting disc at the corresponding position.

[0008] In any of the above embodiments, preferably, the rear axle reversing mechanism includes a rear reversing gearbox fixedly installed at the bottom of the chassis assembly. Both ends of the rear axle are movable and sealed through the rear reversing gearbox. A rear axle drive bevel gear is fixedly installed on the outer wall of the rear axle inside the cavity of the rear reversing gearbox. A rear axle drive bevel gear meshes with the front side of the rear axle drive bevel gear. The gear shaft of the rear axle drive bevel gear moves forward through the rear reversing gearbox and is connected to the output shaft of the motor through a rear axle clutch. A rear positioning bushing is movably sleeved on the outer side of the forward output shaft of the rear axle clutch. The rear positioning bushing is fixed on the chassis frame.

[0009] In any of the above embodiments, it is preferred that the engine assembly includes an engine, which is fixed to the chassis frame by an engine mount, and the output end of the engine extends forward and engages with a front axle reversing mechanism connecting disc at a corresponding position.

[0010] In any of the above embodiments, preferably, the front axle reversing mechanism includes a front reversing gearbox fixedly installed at the bottom of the chassis assembly. Both ends of the front axle are movable and sealed through the front reversing gearbox. A front axle drive bevel gear is fixedly installed on the outer wall of the front axle inside the cavity of the front reversing gearbox. A front axle drive bevel gear meshes with the rear side of the front axle drive bevel gear. The gear shaft of the front axle drive bevel gear moves rearward through the front reversing gearbox and is connected to the output shaft of the engine through a front axle clutch. A front positioning bushing is movably sleeved on the outer side of the rearward output shaft of the front axle clutch. The front positioning bushing is fixed on the chassis frame.

[0011] In any of the above embodiments, it is preferred that the housings of the front axle clutch and the rear axle clutch are both fixed to the chassis frame by lateral fixing brackets at corresponding positions.

[0012] In any of the above embodiments, it is preferred that the bidirectional transmission mechanism includes a bidirectional clutch fixedly installed in the middle of the chassis frame. The two output shafts of the bidirectional clutch are respectively connected to a bidirectional front drive shaft and a bidirectional rear drive shaft that are coaxially engaged. The bidirectional clutch is used to control the connection or separation of the bidirectional front drive shaft and the bidirectional rear drive shaft. The front end of the bidirectional front drive shaft and the rear end of the bidirectional rear drive shaft are respectively engaged with the front axle and the rear axle through a forward reversing linkage component and a backward reversing linkage component.

[0013] In any of the above embodiments, it is preferred that a transmission positioning sleeve is movably sleeved on the outer wall of the middle section of the bidirectional front drive shaft and the outer wall of the middle section of the bidirectional rear drive shaft, respectively, and both transmission positioning sleeves are fixed on the chassis frame.

[0014] In any of the above embodiments, preferably, the forward reversing linkage assembly includes a front linkage gearbox fixedly installed at the bottom of the chassis assembly, both ends of the front axle are movable and sealed through the front linkage gearbox, a front axle linkage bevel gear is fixedly installed on the outer wall of the front axle inside the cavity of the front linkage gearbox, a front axle output bevel gear meshes with the rear side of the front axle linkage bevel gear, and the gear shaft of the front axle output bevel gear moves rearward through the front linkage gearbox and connects to the bidirectional clutch.

[0015] In any of the above embodiments, it is preferred that the rearward reversing linkage assembly includes a rear linkage gearbox fixedly installed at the bottom of the chassis assembly, both ends of the rear axle are movable and sealed through the rear linkage gearbox, a rear axle linkage bevel gear is fixedly installed on the outer wall of the rear axle inside the cavity of the rear linkage gearbox, a rear axle output bevel gear is engaged with the front side of the rear axle linkage bevel gear, and the gear shaft of the rear axle output bevel gear moves forward through the rear linkage gearbox and connects to the bidirectional clutch.

[0016] Compared with the prior art, the beneficial effects of the present invention are as follows:

[0017] 1. When the vehicle is in motion, this transmission system can be driven by the electric motor and engine. It can effectively cooperate to different degrees according to the current driving conditions, and has a variety of driving modes, which can effectively ensure the transmission of sufficient power during the transmission process.

[0018] 2. This system has electric drive mode, oil drive mode and hybrid drive mode. It can effectively and quickly switch drive modes according to the needs of complex working conditions, and ensure the overall drive effect is good.

[0019] 3. The system's pure electric mode adopts a mid-engine, rear-wheel-drive configuration, which better ensures that the larger electric drive torque can effectively propel the vehicle from the rear, improving the vehicle's ability to get out of trouble and preventing slippage when used on muddy surfaces.

[0020] 4. The pure oil drive mode adopts a mid-engine front-wheel drive method, which can effectively ensure front traction in oil drive mode and ensure effective traction in high-speed driving mode.

[0021] 5. The electric-driven rear axle and the hydraulic-driven front axle can be driven independently or synchronously and matched with each other through a speed synchronization controller to achieve speed consistency.

[0022] 6. When the electric motor and engine drive independently, there are two modes. The first is that only one of the electric motor or engine is started. At this time, the unstarted component (electric motor or engine) is in the disengaged state through the corresponding clutch, and the started component (electric motor or engine) drives the front and rear axles through the bidirectional transmission mechanism. The second is that when the electric motor and engine drive synchronously, the synchronous speed controller is used to control and disengage the bidirectional clutch of the bidirectional transmission mechanism to achieve synchronous drive of the two shafts. Attached Figure Description

[0023] To more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the accompanying drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. In all the drawings, similar elements or components are generally identified by similar reference numerals. In the drawings, the elements or components are not necessarily drawn to scale.

[0024] Figure 1 This is a partial internal cross-sectional view of the present invention.

[0025] Figure 2 This is a schematic diagram of the overall structure of the present invention.

[0026] In the diagram, 1. Chassis frame; 2. Wheel axle sleeve; 3. Front axle; 4. Rear axle; 5. Electric motor; 6. Motor frame; 7. Rear reversing gearbox; 8. Rear axle drive bevel gear; 9. Rear axle drive bevel gear; 10. Rear axle clutch; 11. Forward output shaft; 12. Rear positioning bushing; 13. Engine; 14. Engine frame; 15. Front reversing gearbox; 16. Front axle drive bevel gear; 18. Front axle drive bevel gear; 19. Front axle clutch; 20. Front positioning bushing; 21. Lateral mounting bracket; 22. Two-way clutch; 23. Two-way front drive shaft; 24. Two-way rear drive shaft; 25. Drive positioning bushing; 26. Front linkage gearbox; 27. Front axle linkage bevel gear; 28. Front axle output bevel gear; 29. ​​Rear linkage gearbox; 30. Rear axle linkage bevel gear; 31. Rear axle output bevel gear. Detailed Implementation

[0027] The embodiments of the technical solution of the present invention will now be described in detail with reference to the accompanying drawings. The following embodiments are only used to more clearly illustrate the technical solution of the present invention, and are therefore merely examples and should not be used to limit the scope of protection of the present invention. The specific structure of the present invention is as follows: Figure 1-2 As shown in the image.

[0028] Example 1:

[0029] A multi-effect linkage transmission system for new energy vehicles includes a chassis frame 1 fixedly installed at the bottom of the vehicle chassis assembly. Two wheel axle sleeves 2 are fixedly installed at both the front and rear ends of the chassis frame 1. A front axle 3 is respectively installed between the two wheel axle sleeves 2 at the corresponding ends of the front end, and a rear axle 4 is respectively installed between the two wheel axle sleeves 2 at the corresponding ends of the rear end. A motor assembly and an engine assembly are respectively fixedly installed on both sides of the middle part of the chassis frame 1. The output end of the motor assembly is connected to the rear axle 4, and the output end of the engine assembly is connected to the front axle 3. A bidirectional transmission mechanism is installed between the front axle 3 and the rear axle 4 to realize the linkage between the front axle 3 and the rear axle 4. The new energy vehicle multi-effect linkage transmission system of this invention uses engine 13 and electric motor 5 as dual drive components. The two drive components can output independently or be used in combination. When used independently, they can be used with a bidirectional transmission mechanism to achieve a mid-engine four-wheel drive or mid-engine four-wheel drive transmission layout. When engine 13 and electric motor 5 start simultaneously, a speed synchronization controller can be used to control the output of the front axle 3 and rear axle 4 at the same speed, thus achieving a dual-axle four-wheel drive state. In addition, when only engine 13 and electric motor 5 are driven, if the transmission of the bidirectional transmission mechanism is not interrupted, a mid-engine rear-wheel drive propulsion drive mode and a mid-engine front-wheel drive traction drive mode can be achieved. In this way, multiple transmission drive modes can be realized according to different working conditions, effectively coping with various driving conditions.

[0030] In any of the above embodiments, preferably, the motor assembly includes a motor 5, which is fixed to the chassis frame 1 via a motor frame 6. The output end of the motor 5 extends rearward and engages with a connecting disc of the rear axle reversing mechanism at a corresponding position. The motor 5 serves as the driving force for the rear axle 4, and the rotation of the rear axle 4 can be directly controlled by the connection of the rear axle reversing mechanism, making the rear axle 4 the drive shaft and achieving the purpose of mid-mounted rear-drive.

[0031] In any of the above embodiments, preferably, the rear axle reversing mechanism includes a rear reversing gearbox 7 fixedly installed at the bottom of the chassis assembly. Both ends of the rear axle 4 are movable and sealed through the rear reversing gearbox 7. A rear axle drive bevel gear 8 is fixedly installed on the outer wall of the rear axle 4 inside the cavity of the rear reversing gearbox 7. A rear axle drive bevel gear 9 meshes with the front side of the rear axle drive bevel gear. The gear shaft of the rear axle drive bevel gear 9 moves forward through the rear reversing gearbox 7 and is connected to the output shaft of the motor 5 through the rear axle clutch 10. A rear positioning bushing 12 is movably sleeved on the outer side of the forward output shaft 11 of the rear axle clutch 10. The rear positioning bushing 12 is fixed on the chassis frame 1.

[0032] The rear axle reversing mechanism controls the connection and disconnection between the rear axle 4 and the motor 5. When the rear axle clutch 10 is disengaged, the output power of the motor 5 cannot be transmitted to the rear axle 4. When the rear axle clutch 10 is engaged, the power of the motor 5 will be output to the bevel gear set inside the rear reversing gearbox 7 and driven to rotate the rear axle 4 after reversing, thereby ensuring that the mid-mounted motor 5 achieves the purpose of rear drive.

[0033] In any of the above embodiments, preferably, the engine assembly includes an engine 13, which is fixed to the chassis frame 1 via an engine mount 14. The output end of the engine 13 extends forward and engages with a connecting disc of the front axle reversing mechanism at a corresponding position. The engine 13 serves as the power source for driving the front axle 3, and the rotation of the front axle 3 can be directly controlled via the connection of the front axle reversing mechanism, making the front axle 3 the drive shaft and achieving the purpose of mid-engine front-drive.

[0034] In any of the above embodiments, preferably, the front axle reversing mechanism includes a front reversing gearbox 15 fixedly installed at the bottom of the chassis assembly. Both ends of the front axle 3 are movable and sealed through the front reversing gearbox 15. A front axle drive bevel gear 16 is fixedly installed on the outer wall of the front axle 3 inside the cavity of the front reversing gearbox 15. A front axle drive bevel gear 18 meshes with the rear side of the front axle drive bevel gear 16. The gear shaft of the front axle drive bevel gear 18 is movable rearward through the front reversing gearbox 15 and connected to the output shaft of the engine 13 through a front axle clutch 19. A front positioning bushing 20 is movably sleeved on the outer side of the rearward output shaft of the front axle clutch 19. The front positioning bushing 20 is fixed on the chassis frame 1. The front axle reversing mechanism controls the connection and disconnection between the rear axle 4 and the engine 13. When the front axle clutch 19 is disengaged, the output power of the engine 13 cannot be transmitted to the front axle 3. When the front axle clutch 19 is engaged, the power of the engine 13 will be output to the bevel gear set inside the front reversing gearbox 15 and drive the front axle 3 to rotate after reversing, thereby ensuring that the mid-mounted electric motor 5 achieves the purpose of front drive.

[0035] Example 2:

[0036] A multi-effect linkage transmission system for new energy vehicles includes a chassis frame 1 fixedly installed at the bottom of the vehicle chassis assembly. Two wheel axle sleeves 2 are fixedly installed at both the front and rear ends of the chassis frame 1. A front axle 3 is respectively installed between the two wheel axle sleeves 2 at the corresponding ends of the front end, and a rear axle 4 is respectively installed between the two wheel axle sleeves 2 at the corresponding ends of the rear end. A motor assembly and an engine assembly are respectively fixedly installed on both sides of the middle part of the chassis frame 1. The output end of the motor assembly is connected to the rear axle 4, and the output end of the engine assembly is connected to the front axle 3. A bidirectional transmission mechanism is installed between the front axle 3 and the rear axle 4 to realize the linkage between the front axle 3 and the rear axle 4.

[0037] In any of the above embodiments, it is preferred that the motor assembly includes a motor 5, the motor 5 is fixed on the chassis frame 1 by a motor frame 6, and the output end of the motor 5 extends rearward and cooperates with the rear axle reversing mechanism connecting disc at the corresponding position.

[0038] The electric motor 5 serves as the driving force for the rear axle 4. It can directly control the rotation of the rear axle 4 by utilizing the connection of the rear axle reversing mechanism, making the rear axle 4 the drive shaft and achieving the purpose of mid-mounted rear-drive.

[0039] In any of the above embodiments, preferably, the rear axle reversing mechanism includes a rear reversing gearbox 7 fixedly installed at the bottom of the chassis assembly. Both ends of the rear axle 4 are movable and sealed through the rear reversing gearbox 7. A rear axle drive bevel gear 8 is fixedly installed on the outer wall of the rear axle 4 inside the cavity of the rear reversing gearbox 7. A rear axle drive bevel gear 9 meshes with the front side of the rear axle drive bevel gear 8. The gear shaft of the rear axle drive bevel gear 9 moves forward through the rear reversing gearbox 7 and is connected to the output shaft of the motor 5 through the rear axle clutch 10. A rear positioning bushing 12 is movably sleeved on the outer side of the forward output shaft 11 of the rear axle clutch 10. The rear positioning bushing 12 is fixed on the chassis frame 1.

[0040] The rear axle reversing mechanism controls the connection and disconnection between the rear axle 4 and the motor 5. When the rear axle clutch 10 is disengaged, the output power of the motor 5 cannot be transmitted to the rear axle 4. When the rear axle clutch 10 is engaged, the power of the motor 5 will be output to the bevel gear set inside the rear reversing gearbox 7 and driven to rotate the rear axle 4 after reversing, thereby ensuring that the mid-mounted motor 5 achieves the purpose of rear drive.

[0041] In any of the above embodiments, it is preferred that the engine assembly includes an engine 13, which is fixed to the chassis frame 1 by an engine frame 14, and the output end of the engine 13 extends forward and engages with the front axle reversing mechanism at the corresponding position.

[0042] Engine 13 serves as the power source for driving the front axle 3. It can directly control the rotation of the front axle 3 by utilizing the connection of the front axle reversing mechanism, thus enabling the front axle 3 to act as the drive shaft and achieve the purpose of mid-engine front-drive.

[0043] In any of the above embodiments, preferably, the front axle reversing mechanism includes a front reversing gearbox 15 fixedly installed at the bottom of the chassis assembly. Both ends of the front axle 3 are movable and sealed through the front reversing gearbox 15. A front axle drive bevel gear 16 is fixedly installed on the outer wall of the front axle 3 inside the cavity of the front reversing gearbox 15. A front axle drive bevel gear 18 meshes with the rear side of the front axle drive bevel gear 16. The gear shaft of the front axle drive bevel gear 18 is movable rearward through the front reversing gearbox 15 and connected to the output shaft of the engine 13 through a front axle clutch 19. A front positioning bushing 20 is movably sleeved on the outer side of the rearward output shaft of the front axle clutch 19. The front positioning bushing 20 is fixed on the chassis frame 1.

[0044] The front axle reversing mechanism controls the connection and disconnection between the rear axle 4 and the engine 13. When the front axle clutch 19 is disengaged, the output power of the engine 13 cannot be transmitted to the front axle 3. When the front axle clutch 19 is engaged, the power of the engine 13 will be output to the bevel gear set inside the front reversing gearbox 15 and drive the front axle 3 to rotate after reversing, thereby ensuring that the mid-mounted electric motor 5 achieves the purpose of front drive.

[0045] In any of the above embodiments, it is preferred that the housings of the front axle clutch 19 and the rear axle clutch 10 are both fixed to the chassis frame 1 by lateral fixing brackets 21 at corresponding positions.

[0046] The front axle clutch 19 and the rear axle clutch 10 respectively serve to connect the front axle 3 and the rear axle 4 to achieve power control.

[0047] In any of the above embodiments, it is preferred that the bidirectional transmission mechanism includes a bidirectional clutch 22 fixedly installed in the middle of the chassis frame 1. The two output shafts of the bidirectional clutch 22 are respectively connected to a bidirectional front transmission shaft 23 and a bidirectional rear transmission shaft 24 that are coaxially engaged. The bidirectional clutch 22 is used to control the connection or separation of the bidirectional front transmission shaft 23 and the bidirectional rear transmission shaft 24. The front end of the bidirectional front transmission shaft 23 and the rear end of the bidirectional rear transmission shaft 24 are respectively engaged with the front axle 3 and the rear axle 4 through a forward reversing linkage component and a backward reversing linkage component, respectively.

[0048] The bidirectional transmission mechanism serves two main purposes here:

[0049] Firstly, when only one of the electric motors 5 or the engine 13 is in the starting state, the opening of the two-way clutch 22 of the two-way transmission mechanism can be used to drive the linkage between the front axle 3 and the rear axle 4, thereby achieving the purpose of single-power dual-axle drive, and finally realizing single-power four-wheel drive, ensuring sufficient power for each axle when the vehicle is driving.

[0050] Secondly, when the electric motor 5 and the engine 13 start simultaneously, the two-way clutch 22 of the two-way transmission mechanism can be used to make the front axle 3 and the rear axle 4 independent of each other. At the same time, the speed synchronization controller is used to control the synchronous rotation of the front axle 3 and the rear axle 4, ensuring the full power output of the entire vehicle and ensuring that the vehicle has a high ability to get out of trouble on muddy roads.

[0051] In any of the above embodiments, it is preferred that a transmission positioning bushing 25 is movably sleeved on the outer side wall of the middle section of the bidirectional front drive shaft 23 and the outer side wall of the middle section of the bidirectional rear drive shaft 24, and both transmission positioning bushings 25 are fixed on the chassis frame 1.

[0052] The transmission positioning bushing 25 activates the fixed axis limit function, which can effectively ensure the fixed axis rotation of the bidirectional front transmission shaft 23 and the bidirectional rear transmission shaft 24, and ensure the stability of power transmission.

[0053] In any of the above embodiments, preferably, the forward reversing linkage assembly includes a front linkage gearbox 26 fixedly installed at the bottom of the chassis assembly, both ends of the front axle 3 are movable and sealed through the front linkage gearbox 26, a front axle linkage bevel gear 27 is fixedly installed on the outer wall of the front axle 3 inside the cavity of the front linkage gearbox 26, a front axle output bevel gear 28 is engaged with the rear side of the front axle linkage bevel gear 27, and the gear shaft of the front axle output bevel gear 28 is movably extended rearward through the front linkage gearbox 26 and connected to the bidirectional clutch 22.

[0054] The main purpose of the forward reversing linkage assembly here is to realize the transmission reversal by using the front linkage gearbox 26 and the front axle linkage bevel gear 27, so as to transmit the rotational power of the front axle 3 to the bidirectional clutch 22. Finally, the bidirectional clutch 22 is used to continue the transmission to the rear reversing linkage assembly, and finally link the rear axle 4.

[0055] In any of the above embodiments, it is preferred that the rearward reversing linkage assembly includes a rear linkage gearbox 29 fixedly installed at the bottom of the chassis assembly, both ends of the rear axle 4 are movable and sealed through the rear linkage gearbox 29, a rear axle linkage bevel gear 30 is fixedly installed on the outer wall of the rear axle 4 inside the cavity of the rear linkage gearbox 29, a rear axle output bevel gear 31 is engaged with the front side of the rear axle linkage bevel gear 30, and the gear shaft of the rear axle output bevel gear 31 moves forward through the rear linkage gearbox 29 and is connected to the bidirectional clutch 22.

[0056] The main purpose of the rearward reversing linkage assembly here is to realize the transmission reversal by using the rear linkage gearbox 29 and the rear axle linkage bevel gear 30, so as to transmit the rotational power of the rear axle 4 to the bidirectional clutch 22. Finally, the bidirectional clutch 22 is used to continue the forward reversing linkage assembly transmission, and finally link the front axle 3.

[0057] Specific working principle:

[0058] The multi-effect linkage transmission system for new energy vehicles in this invention uses an engine 13 and an electric motor 5 as dual drive components. The two drive components can operate independently or in combination. When used independently, they can work with a bidirectional transmission mechanism to achieve a mid-engine four-wheel drive or a mid-engine four-wheel drive configuration. When both the engine 13 and electric motor 5 start simultaneously, a speed synchronization controller can be used to control the output speed of the front axle 3 and rear axle 4, achieving a dual-axle four-wheel drive state. Furthermore, when only one of the engine 13 or electric motor 5 is driving, without interrupting the bidirectional transmission mechanism, a mid-engine rear-wheel drive propulsion mode or a mid-engine front-wheel drive traction mode can be achieved. This allows for multiple transmission drive modes to be implemented according to different operating conditions, effectively addressing various driving situations. The electric motor 5, as the power source for the rear axle 4, can directly control the rotation of the rear axle 4 using the rear axle reversing mechanism, making the rear axle 4 the drive shaft and achieving the purpose of mid-engine rear-wheel drive. The engine 13, as the power source for the front axle 3, can directly control the rotation of the front axle 3 using the front axle reversing mechanism, making the front axle 3 the drive shaft and achieving the purpose of mid-engine front-wheel drive. The bidirectional transmission mechanism serves two main purposes: First, when only one of the electric motor 5 or the engine 13 is running, the opening of the bidirectional clutch 22 of the bidirectional transmission mechanism can drive the front axle 3 and the rear axle 4 together, thereby achieving single-power dual-axle drive and ultimately single-power four-wheel drive, ensuring sufficient power for each axle when the vehicle is in motion. Second, when the electric motor 5 and the engine 13 are running simultaneously, the disengagement of the bidirectional clutch 22 of the bidirectional transmission mechanism can make the front axle 3 and the rear axle 4 independent of each other. At the same time, it works with the speed synchronization controller to control the synchronous rotation of the front axle 3 and the rear axle 4, ensuring the full power output of the entire vehicle and ensuring that the vehicle has a high ability to get out of trouble on muddy roads.

[0059] This transmission system, when the vehicle is in motion, utilizes the electric motor 5 and engine 13 to drive the entire vehicle. It can effectively coordinate with different driving conditions, offering various drive modes to ensure sufficient power transmission. The system supports electric drive, hydraulic drive, and hybrid drive modes, allowing for quick and efficient switching between modes to meet complex driving needs and maintain overall good driving performance. In pure electric mode, a mid-engine, rear-wheel-drive configuration ensures that the larger electric torque effectively propels the vehicle from the rear, improving its ability to get out of trouble and preventing slippage on muddy surfaces. In pure hydraulic drive mode, a mid-engine, front-wheel-drive configuration effectively ensures front-end traction in hydraulic driving mode and maintains effective traction at high speeds. The electric rear axle 4 and hydraulic front axle 3 can be driven independently or synchronously, with speed matching via a speed synchronization controller to achieve consistent speeds.

[0060] When the electric motor 5 and the engine 13 are driven individually, there are two modes. The first mode is when only one of the electric motor 5 or the engine 13 is started. At this time, the unstarted component (electric motor 5 or engine 13) is in the disengaged state through the corresponding clutch, and the component in the open state (electric motor 5 or engine 13) drives the front and rear axles 4 through the bidirectional transmission mechanism. The second mode is when the electric motor 5 and the engine 13 are driven synchronously. The synchronous speed controller is used to control and disengage the bidirectional clutch 22 of the bidirectional transmission mechanism to achieve synchronous drive of the two shafts.

[0061] The above embodiments are only used to illustrate the technical solutions of the present invention, and are not intended to limit it. Although the present invention 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 or all of the technical features therein. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention, and they should all be covered within the scope of the claims and specification of the present invention. For those skilled in the art, any alternative improvements or modifications made to the embodiments of the present invention fall within the protection scope of the present invention.

[0062] Any aspects of this invention not described in detail are well-known to those skilled in the art.

Claims

1. A multi-effect linkage transmission system for new energy vehicles, characterized in that: The system includes a chassis frame fixedly installed at the bottom of the vehicle chassis assembly. Two wheel axle sleeves are fixedly installed at both the front and rear ends of the chassis frame. A front axle is fitted between the two wheel axle sleeves at the corresponding ends of the front end, and a rear axle is fitted between the two wheel axle sleeves at the corresponding ends of the rear end. An electric motor assembly and an engine assembly are fixedly installed on both sides of the middle part of the chassis frame. The output end of the electric motor assembly is connected to the rear axle, and the output end of the engine assembly is connected to the front axle. A bidirectional transmission mechanism is installed between the front axle and the rear axle to realize the linkage between the front axle and the rear axle. When only one of the engine or electric motor is driving, the transmission of the bidirectional transmission mechanism can be interrupted to achieve a mid-engine rear-wheel drive propulsion mode and a mid-engine front-wheel drive traction mode. It can realize multiple transmission drive modes according to different working conditions and effectively cope with various driving conditions. The bidirectional transmission mechanism includes a bidirectional clutch fixedly installed in the middle of the chassis frame. The two output shafts of the bidirectional clutch are respectively connected to a bidirectional front drive shaft and a bidirectional rear drive shaft that are coaxially engaged. The bidirectional clutch is used to control the connection or separation of the bidirectional front drive shaft and the bidirectional rear drive shaft. The front end of the bidirectional front drive shaft and the rear end of the bidirectional rear drive shaft are respectively connected to the front axle and the rear axle through a forward reversing linkage component and a backward reversing linkage component. When only one of the electric motors or engines is running, the two-way clutch of the two-way transmission mechanism can be used to drive the linkage between the front axle and the rear axle, achieving single-power dual-axle drive, thus realizing single-power four-wheel drive and ensuring sufficient power for each axle when the vehicle is in motion. When the electric motor and engine start simultaneously, the two-way clutch of the two-way transmission mechanism is disengaged to achieve the independence of the front axle and the rear axle. At the same time, the speed synchronization controller controls the synchronous rotation of the front axle and the rear axle to ensure the full power output of the entire vehicle and ensure that the vehicle has the ability to get out of trouble on muddy roads. The forward reversing linkage assembly includes a front linkage gearbox fixedly installed at the bottom of the chassis assembly. Both ends of the front axle are movable and sealed through the front linkage gearbox. A front axle linkage bevel gear is fixedly installed on the outer wall of the front axle inside the cavity of the front linkage gearbox. A front axle output bevel gear meshes with the rear side of the front axle linkage bevel gear. The gear shaft of the front axle output bevel gear moves rearward through the front linkage gearbox and connects to the bidirectional clutch. The rearward reversing linkage assembly includes a rear linkage gearbox fixedly installed at the bottom of the chassis assembly. Both ends of the rear axle are movable and sealed through the rear linkage gearbox. A rear axle linkage bevel gear is fixedly installed on the outer wall of the rear axle inside the cavity of the rear linkage gearbox. A rear axle output bevel gear meshes with the front side of the rear axle linkage bevel gear. The gear shaft of the rear axle output bevel gear moves forward through the rear linkage gearbox and connects to the bidirectional clutch.

2. The multi-effect linkage transmission system for new energy vehicles according to claim 1, characterized in that: The motor assembly includes a motor, which is fixed to the chassis frame by a motor frame. The output end of the motor extends rearward and is connected to the rear axle reversing mechanism at the corresponding position.

3. The multi-effect linkage transmission system for new energy vehicles according to claim 2, characterized in that: The rear axle reversing mechanism includes a rear reversing gearbox fixedly installed at the bottom of the chassis assembly. Both ends of the rear axle are movable and sealed through the rear reversing gearbox. A rear axle drive bevel gear is fixedly installed on the outer wall of the rear axle inside the cavity of the rear reversing gearbox. A rear axle drive bevel gear meshes with the front side of the rear axle drive bevel gear. The gear shaft of the rear axle drive bevel gear moves forward through the rear reversing gearbox and is connected to the output shaft of the motor through a rear axle clutch. A rear positioning bushing is movably sleeved on the outer side of the forward output shaft of the rear axle clutch. The rear positioning bushing is fixed on the chassis frame.

4. The multi-effect linkage transmission system for new energy vehicles according to claim 3, characterized in that: The engine unit includes an engine, which is fixed to the chassis frame by an engine mount. The output end of the engine extends forward and is connected to the front axle reversing mechanism at the corresponding position.

5. A multi-effect linkage transmission system for new energy vehicles according to claim 4, characterized in that: The front axle reversing mechanism includes a front reversing gearbox fixedly installed at the bottom of the chassis assembly. Both ends of the front axle are movable and sealed through the front reversing gearbox. A front axle drive bevel gear is fixedly installed on the outer wall of the front axle inside the cavity of the front reversing gearbox. A front axle drive bevel gear meshes with the rear side of the front axle drive bevel gear. The gear shaft of the front axle drive bevel gear moves rearward through the front reversing gearbox and is connected to the output shaft of the engine through a front axle clutch. A front positioning bushing is movably sleeved on the outer side of the rearward output shaft of the front axle clutch. The front positioning bushing is fixed on the chassis frame.

6. A multi-effect linkage transmission system for new energy vehicles according to claim 5, characterized in that: The housings of the front axle clutch and the rear axle clutch are both fixed to the chassis frame by lateral fixing brackets at corresponding positions.

7. A multi-effect linkage transmission system for new energy vehicles according to claim 6, characterized in that: A transmission positioning sleeve is movably sleeved on the outer side wall of the middle section of the bidirectional front drive shaft and the outer side wall of the middle section of the bidirectional rear drive shaft, respectively, and both transmission positioning sleeves are fixed on the chassis frame.

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