Driving system, control method and vehicle

Abstract

The invention discloses a driving system, a control method and a vehicle, and relates to the technical field of vehicles. The driving system comprises an engine, a clutch device, a generator and a transmission assembly, the engine is connected with the generator and the transmission assembly through the clutch device, and the transmission assembly is suitable for being in transmission connection with the wheel end of the vehicle; the clutch device has a first state, and when the clutch device is in the first state, output power of the engine is suitable for being transmitted to the generator and the transmission assembly through the clutch device.

Description

Technical Field

[0001] The present application relates to the field of vehicle technology, and in particular to a drive system and a control method, and a vehicle. Background Art

[0002] In the development process of hybrid vehicle technology today, higher requirements are placed on the efficiency, stability and energy recovery of the drive system.

[0003] During vehicle driving, the drive system is unable to make an effective balance between driving the vehicle's wheel ends and providing power to the generator according to actual working conditions, affecting the vehicle's overall performance and driving experience, and affecting the functionality of the drive system. Summary of the invention

[0004] The purpose of this application is to provide a drive system, a control method, and a vehicle to achieve the versatility of the drive system and improve the performance of the vehicle.

[0005] In order to achieve the above objectives, this application adopts the following technical solutions:

[0006] In a first aspect, the present application provides a drive system, which includes an engine, a clutch device, a generator and a transmission assembly, wherein the engine is connected to the generator and the transmission assembly via a clutch device, and the transmission assembly is suitable for transmission connection with the wheel end of a vehicle.

[0007] The clutch device has a first state. When the clutch device is in the first state, the output power of the engine is suitable for being transmitted to the generator and the transmission assembly via the clutch device.

[0008] In the present application, by using a clutch device, the output power of the engine can be transmitted to the generator and the wheel ends of the vehicle at the same time. During normal driving of the vehicle, part of the engine power is used to directly drive the wheel ends of the vehicle to move the vehicle forward, and the other part of the power drives the generator to generate electricity and charge the battery.

[0009] This dual power output mode can fully utilize the engine's output energy, avoid energy waste, improve the energy utilization efficiency of the entire drive system, and enhance the functionality of the drive system.

[0010] At the same time, the clutch device is in the first state, allowing the engine to power the generator while driving the vehicle, helping to keep the engine running in its efficient operating range.

[0011] In some embodiments, the clutch device further has a second state. When the clutch device is in the second state, the engine is disconnected from the transmission assembly, and the output power of the engine is transmitted to the generator via the clutch device.

[0012] In some embodiments, the clutch device further has a third state. When the clutch device is in the third state, the engine is disconnected from the generator, and the output power of the engine is transmitted to the transmission assembly via the clutch device.

[0013] In some embodiments, the clutch device further has a fourth state. When the clutch device is in the fourth state, the engine is disconnected from the generator, and the engine is disconnected from the transmission assembly.

[0014] In some embodiments, the clutch device includes an active component, a first clutch component and a second clutch component, the active component is connected to the engine, the first clutch component is arranged between the active component and the transmission component, and the second clutch component is arranged between the active component and the generator; the first clutch component and the second clutch component are suitable for switching between a disconnected state and a coupled state, when the first clutch component is in the coupled state, the output power of the engine is suitable for being transmitted to the generator via the clutch device; when the first clutch component is in the disconnected state, the engine is disconnected from the generator; when the second clutch component is in the coupled state, the output power of the engine is suitable for being transmitted to the transmission component via the clutch device; when the second clutch component is in the disconnected state, the engine is disconnected from the transmission component.

[0015] In some embodiments, the clutch device further comprises a first follower and a second follower, wherein the first follower is rotatably mounted on the rotating shaft and disposed between the rotating shaft and the transmission assembly, and the second follower is rotatably mounted on the rotating shaft and disposed between the rotating shaft and the generator.

[0016] The first clutch assembly is arranged between the rotating shaft and the first driven member, and the second clutch assembly is arranged between the rotating shaft and the second driven member. Both the first clutch assembly and the second clutch assembly include a coupling state.

[0017] Wherein, when the first clutch assembly and the second clutch assembly are both in a coupled state, the first clutch assembly is suitable for transmitting the power of the active assembly to the first driven component, and the second clutch assembly is suitable for transmitting the power of the active assembly to the second driven component.

[0018] In some embodiments, the active component includes a rotating shaft and a rotating member, the rotating member is fixedly connected to the rotating shaft, the first clutch component is arranged between the rotating member and the transmission component, and the second clutch component is arranged between the rotating member and the generator.

[0019] In some embodiments, the first clutch assembly and the second clutch assembly share a rotating member. In some embodiments, along the axial direction of the rotating shaft, the rotating member has a first side and a second side opposite to each other, the first clutch assembly is disposed on the first side, and the second clutch assembly is disposed on the second side.

[0020] In some embodiments, along the axial direction of the rotating shaft, the rotating member is provided with a first accommodating groove and a second accommodating groove, the first accommodating groove is located on the first side and is suitable for accommodating the first clutch assembly, and the second accommodating groove is located on the second side and is suitable for accommodating the second clutch assembly.

[0021] In some embodiments, the first receiving groove is projected along a direction perpendicular to the axial direction of the rotating shaft to obtain a first projection; the second receiving groove is projected along a direction perpendicular to the axial direction of the rotating shaft to obtain a second projection; the first projection and the second projection at least partially overlap.

[0022] In some embodiments, the first accommodating groove is projected along the axial direction of the rotating shaft to obtain a first projection; the second accommodating groove is projected along the axial direction of the rotating shaft to obtain a second projection; the first projection and the second projection at least partially overlap.

[0023] In some embodiments, the first clutch assembly includes at least one first friction plate and at least one second friction plate, at least one first friction plate is connected to the rotating member, and at least one second friction plate is connected to the first driven member; at least one first friction plate and at least one second friction plate can switch between a disconnected state and a friction contact state, so that the first clutch assembly can switch between a disconnected state and a coupled state.

[0024] In some embodiments, at least one first friction plate and at least one second friction plate are arranged along the axial direction of the rotating shaft.

[0025] In some embodiments, the number of the first friction plates and the number of the second friction plates are both plural, and the plural first friction plates and the plural second friction plates are alternately arranged in sequence along the axial direction of the rotating shaft.

[0026] In some embodiments, the first clutch assembly further includes a first drive assembly, and the first drive assembly is used to drive at least one first friction plate and at least one second friction plate to switch between a disconnected state and a friction contact state.

[0027] In some embodiments, the first drive component includes a moving part, which is slidably connected to the rotating shaft along the axial direction of the rotating shaft, and a first hydraulic chamber is formed between the moving part and the rotating part; the first hydraulic chamber is suitable for connecting to the hydraulic system of the vehicle, and the medium of the hydraulic system is suitable for flowing between the hydraulic system and the first hydraulic chamber to drive the moving part to move.

[0028] In some embodiments, the rotating shaft is provided with a first fluid supply channel, the first fluid supply channel is communicated with the first hydraulic chamber, and the first fluid supply channel is suitable for supplying medium to the first hydraulic chamber to drive the moving part along the first direction.

[0029] In some embodiments, the first drive component also includes a first shell, which is fixed relative to the rotating shaft along the axial direction of the rotating shaft. The first shell is arranged on the side of the moving part away from the rotating part. A third hydraulic chamber is formed between the moving part and the first shell. The third hydraulic chamber is suitable for connecting to the hydraulic system of the vehicle. The medium of the hydraulic system is suitable for flowing between the hydraulic system and the third hydraulic chamber to drive the moving part to move.

[0030] In some embodiments, the rotating shaft is provided with a third fluid supply channel, the third fluid supply channel is connected to the third hydraulic chamber, and the third fluid supply channel is suitable for supplying medium to the third hydraulic chamber to drive the moving part along a second direction, wherein the first direction is opposite to the second direction.

[0031] In some embodiments, the first driving assembly further includes a first elastic member, a first end of the first elastic member is connected to the moving member, and a second end of the first elastic member is connected to the first shell.

[0032] In some embodiments, the first elastic member is used to apply a first elastic force to the moving member, and the first elastic force is used to keep the first clutch assembly in a disconnected state or a coupled state.

[0033] In some embodiments, the second clutch assembly includes a sliding member, a first end of which is connected to a rotating member, and the sliding member moves axially along the rotating shaft to couple or disconnect with the second driven member, so that the second clutch assembly switches between a disconnected state and a coupled state.

[0034] In some embodiments, the sliding member is provided with at least one first combining tooth portion, and the second driven member is provided with at least one second combining tooth portion. When the sliding member moves along the first axial direction of the rotating shaft, at least one first combining tooth portion is meshed with at least one second combining tooth portion, so that the second clutch assembly is in a coupled state. When the sliding member moves along the second axial direction of the rotating shaft, at least one first combining tooth portion is disconnected from at least one second combining tooth portion, so that the second clutch assembly is in a disconnected state, wherein the first direction is opposite to the second direction.

[0035] In some embodiments, at least one first coupling tooth portion is disposed along the circumference of the sliding member.

[0036] In some embodiments, at least one second coupling tooth portion is disposed along the circumference of the second follower.

[0037] In some embodiments, the rotating member is provided with at least one first limiting portion; the sliding member is provided with at least one second limiting portion, and the first limiting portion cooperates with the second limiting portion and is suitable for slidably connecting along the axial direction of the rotating shaft.

[0038] In some embodiments, the first limiting portion includes a limiting groove extending along the axial direction of the rotating shaft, and the second limiting portion includes a limiting protrusion slidably accommodated in the limiting groove along the axial direction of the rotating shaft.

[0039] In some embodiments, a second hydraulic chamber is formed between the sliding member and the rotating member; the second hydraulic chamber is suitable for connecting to a hydraulic system of the vehicle, and a medium of the hydraulic system is suitable for flowing between the hydraulic system and the second hydraulic chamber to drive the sliding member to move.

[0040] In some embodiments, the rotating shaft is provided with a second fluid supply channel, the second fluid supply channel is communicated with the second hydraulic chamber, and the second fluid supply channel is used to supply the medium to the second hydraulic chamber to drive the sliding member along the third direction.

[0041] In some embodiments, the second clutch assembly includes a second drive assembly, and the second drive assembly is used to drive the sliding member to move axially along the rotating shaft so as to couple or disconnect the sliding member with the second driven member.

[0042] In some embodiments, the second driving assembly includes a second shell and a second elastic member, the second shell is fixed relative to the rotating shaft along the axial direction of the rotating shaft, the first end of the second elastic member is connected to the sliding member, and the second end of the second elastic member is connected to the second shell.

[0043] In some embodiments, the second elastic member is used to apply a second elastic force to the sliding member, and the second elastic force is used to keep the second clutch assembly in a disconnected state or a coupled state.

[0044] In some embodiments, the drive system also includes a drive motor, the input end of the transmission component is suitable for transmission connection with the output end of the drive motor and the output end of the first follower, and the output end of the transmission component is suitable for transmission connection with the wheel end of the vehicle.

[0045] In some embodiments, the transmission assembly includes a first gear and a second gear that are coaxially arranged and fixedly connected; the first gear forms an input end of the transmission assembly, and the second gear forms an output end of the transmission assembly.

[0046] In some embodiments, the diameter of the first gear is greater than the diameter of the second gear.

[0047] In some embodiments, after the engine enters the operating state, the engine is controlled to continuously operate in a high-efficiency operating region.

[0048] In some embodiments, the drive system further comprises a differential, wherein an input end of the differential is adapted to be drivingly connected to an output end of the transmission assembly, and an output end of the differential is adapted to be drivingly connected to a wheel end of the vehicle.

[0049] In a second aspect, the present application provides a vehicle comprising the above-mentioned drive system.

[0050] In a third aspect, the present application provides a control method for the above-mentioned drive system, comprising:

[0051] Determine the current drive mode;

[0052] When the current driving mode is the first preset driving mode, the clutch device is in the first state, and the output power of the engine is suitable for being transmitted to the generator and the transmission assembly via the clutch device.

[0053] In some embodiments, the method further comprises:

[0054] When the current driving mode is the second preset driving mode, the clutch device is in the second state, the engine is disconnected from the transmission assembly, and the output power of the engine is transmitted to the generator via the clutch device.

[0055] In some embodiments, the method further comprises:

[0056] When the current driving mode is the third preset driving mode, the clutch device is in the third state, the engine is disconnected from the generator, and the output power of the engine is transmitted to the transmission assembly via the clutch device.

[0057] In some embodiments, it also includes:

[0058] When the current driving mode is the fourth preset driving mode, the clutch device is in a fourth state, the engine is disconnected from the generator, and the engine is disconnected from the transmission assembly.

[0059] It should be noted that the technical effects brought about by the implementation methods of the second and third aspects can refer to the technical effects brought about by the corresponding implementation methods in the first aspect, and will not be repeated here. BRIEF DESCRIPTION OF THE DRAWINGS

[0060] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings required for use in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0061] Figure 1 One of the structural schematic diagrams of the clutch device provided in some embodiments of the present application;

[0062] Figure 2 A schematic diagram of the transmission relationship of a clutch device provided in some embodiments of the present application;

[0063] Figure 3 A second schematic diagram of the structure of a clutch device provided in some embodiments of the present application;

[0064] Figure 4 A schematic diagram of the structure of a rotating shaft provided in some embodiments of the present application;

[0065] Figure 5 A schematic diagram of the structure of a rotating member provided in some embodiments of the present application;

[0066] Figure 6 A schematic diagram of the structure of a sliding member provided in some embodiments of the present application;

[0067] Figure 7 The third structural schematic diagram of the clutch device provided in some embodiments of the present application.

[0068] 1-engine; 101-shaft; 2-generator; 3-drive motor; 4-differential; 5-transmission assembly;

[0069] 200-first follower;

[0070] 300-first clutch assembly; 301-first friction plate; 302-second friction plate; 303-first drive assembly; 3031-moving member; 3032-first hydraulic chamber; 3033-first elastic member; 3034-third hydraulic chamber;

[0071] 400 - second driven member; 401 - second engaging tooth portion;

[0072] 500-second clutch assembly; 501-sliding member; 5011-first engaging tooth portion; 5012-position-limiting convex portion; 502-second driving assembly; 5021-second hydraulic chamber; 5022-second elastic member;

[0073] 600-rotating member; 601-accommodating hole; 6011-limiting groove; 6012-oil throwing hole; 602-first accommodating groove; 603-second accommodating groove;

[0074] 700-first housing;

[0075] 800- second housing;

[0076] A-first liquid supply channel; B-second liquid supply channel; C-third liquid supply channel. DETAILED DESCRIPTION

[0077] The following will be combined with the drawings in the embodiments of the present application to clearly and completely describe the technical solutions in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0078] In the description of this application, it should be understood that the terms "upper", "lower", "left", "right", "front", "back", "inside", "outside", etc. indicate directions or positional relationships based on the directions or relative positional relationships shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific direction, be constructed and operated in a specific direction, and therefore cannot be understood as a limitation on this application. Unless otherwise specified, the above-mentioned directional description can be flexibly set in the process of actual application under the condition that the relative positional relationship shown in the accompanying drawings is met.

[0079] The terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the features. In the description of this application, unless otherwise specified, "plurality" means two or more.

[0080] In the description of this application, it should be noted that, unless otherwise clearly specified and limited, the terms "installed", "connected", "connected", and "connected" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection. It can be directly connected, or indirectly connected through an intermediate medium, or it can be the internal communication of two components. For ordinary technicians in this field, the specific meanings of the above terms in this application can be understood according to specific circumstances.

[0081] In the present application, the terms "comprises", "comprising" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, article or device including a series of elements includes not only those elements, but also includes other elements not explicitly listed, or also includes elements inherent to such process, article or device. In the absence of further restrictions, an element defined by the sentence "comprising a ..." does not exclude the presence of other identical elements in the process, article or device including the element.

[0082] In the embodiments of the present application, words such as "exemplary" or "for example" are used to indicate examples, illustrations or descriptions. Any embodiment or design described as "exemplary" or "for example" in the embodiments of the present application should not be interpreted as being more preferred or more advantageous than other embodiments or designs. Specifically, the use of words such as "exemplary" or "for example" is intended to present related concepts in a specific way.

[0083] In the description of this specification, specific features, structures, materials or characteristics may be combined in an appropriate manner in any one or more embodiments or examples.

[0084] The Ministry of Industry and Information Technology has announced two mandatory national standards, namely the "Evaluation Methods and Indicators for Passenger Vehicle Fuel Consumption" (draft for comments). The new fuel consumption standard has attracted the attention of the industry. The new fuel consumption standard divides passenger vehicles into three levels:

[0085] 1. For vehicles with a total mass of less than 1,090 kg, the fuel consumption target is 2.57 L / 100 km;

[0086] 2. For vehicles with a total mass between 1090kg and 2510kg, the fuel consumption target value is 3.3L / 100km;

[0087] 3. For vehicles with a total mass greater than 2510kg, the fuel consumption target is 4.7L / 100km.

[0088] In order to achieve the above-mentioned purpose, an embodiment of the present application provides a vehicle, which is a hybrid vehicle. The hybrid vehicle includes a drive system. The drive system of the vehicle is a key system in the vehicle that converts power into vehicle movement.

[0089] In some embodiments, see Figure 2 The driving system in the present application includes an engine 1, a clutch device, a generator 2 and a transmission assembly 5. The engine 1 is connected to the generator 2 and the transmission assembly 5 through the clutch device, and the transmission assembly 5 is suitable for transmission connection with the wheel end of the vehicle.

[0090] The clutch device has a first state. When the clutch device is in the first state, the output power of the engine 1 is suitable for being transmitted to the generator 2 and the transmission assembly 5 via the clutch device.

[0091] Specifically, at this time, the clutch device can couple the connection between the engine 1 and the transmission assembly 5, so as to realize the transmission connection between the engine 1 and the wheel end of the vehicle. At this time, the engine 1 can directly drive the wheel end of the vehicle to travel.

[0092] At the same time, the clutch device couples the connection between the engine 1 and the generator 2, so that the engine 1 can transmit power to the generator 2, and the generator 2 can convert the mechanical energy transmitted by the engine 1 into electrical energy to be stored in the battery.

[0093] When the clutch device is in the first state, the power output by the engine 1 can reach the generator 2 and the transmission assembly 5 at the same time. This means that during normal driving of the vehicle, part of the power of the engine 1 can be used to directly drive the wheel ends of the vehicle to move the vehicle forward, and the other part of the power can drive the generator 2 to generate electricity.

[0094] In some embodiments, the present application also includes a drive motor 3, the input end of the transmission assembly 5 is suitable for transmission connection with the output end of the drive motor 3 and the output end of the first follower 200 respectively, and the output end of the transmission assembly 5 is suitable for transmission connection with the wheel end of the vehicle.

[0095] On this basis, the vehicle in the present application not only has another power source, but also, through the transmission assembly 5, the drive motor 3 and the engine 1 can simultaneously provide power to the wheel ends, meeting more riding needs of the driver and passengers. For example, when overtaking on the highway, the drive motor 3 and the engine 1 work together to enable the vehicle to reach a higher speed faster to complete the overtaking. Specifically, the direct drive of the engine 1 and the drive of the drive motor 3 work together to improve the power performance of the whole vehicle, for example: the acceleration performance of 100 kilometers is improved by more than 10%.

[0096] In some embodiments, the transmission assembly 5 includes a first gear and a second gear that are coaxially arranged and fixedly connected, the first gear forms the input end of the transmission assembly 5, the second gear forms the output end of the transmission assembly 5, the first gear receives power and transmits it to the second gear, and the second gear transmits the power to the wheel end of the vehicle.

[0097] Further, the diameter of the first gear is greater than the diameter of the second gear.

[0098] Such a transmission assembly 5 can achieve a speed-increasing effect, thereby increasing the rotation speed of the wheels, and the vehicle can achieve a higher driving speed.

[0099] At the same time, when the vehicle starts or needs to accelerate quickly, this design helps to more efficiently transmit the power of the power source (engine 1 and drive motor 3) to the wheels. Because the pinion output speed is high, the power can be quickly transmitted to the wheels, so that the vehicle can start and accelerate more quickly, reduce the lag in the power transmission process, and improve the dynamic performance of the vehicle.

[0100] In some embodiments, see Figure 1 Combined with Figure 2 The present application also includes a differential 4, which includes an input end and an output end. The input end of the differential 4 is drivingly connected to the output end of the transmission assembly 5, and the output end of the differential 4 is suitable for drivingly connecting to the wheels.

[0101] Furthermore, the output end of the differential 4 includes a first output end and a second output end, the first output end is suitable for being drivingly connected to the first wheel, and the second output end is suitable for being drivingly connected to the second wheel.

[0102] Correspondingly, the clutch device has a first state. When the clutch device is in the first state, the output power of the engine 1 is suitable for being transmitted to the generator 2 and the transmission assembly 5 via the clutch device.

[0103] This means that during normal driving of the vehicle, part of the power of the engine 1 can be used to directly drive the wheels to move the vehicle forward, and the other part of the power can drive the generator 2 to generate electricity.

[0104] The clutch device also has a second state. When the clutch device is in the second state, the engine 1 is disconnected from the transmission assembly 5, and the output power of the engine 1 is transmitted to the generator 2 via the clutch device.

[0105] The output power of the engine 1 is transmitted to the generator 2 via the clutch device, at which point the speed of the generator 2 can be better controlled, thereby ensuring the stability and quality of power generation. Under different vehicle speeds and operating conditions, the generator 2 can work efficiently under relatively stable power input, which helps maintain the health of the battery and extend the battery life.

[0106] The clutch device also has a third state. When the clutch device is in the third state, the engine 1 is disconnected from the generator 2, and the output power of the engine 1 is transmitted to the transmission assembly 5 via the clutch device.

[0107] When the engine 1 has to drive the generator 2 to rotate, two parts of losses will be generated, one is the power loss of the primary gear of the generator 2 and the rotor bearing of the generator 2, and the other is the no-load loss of the generator 2. The existence of these losses inevitably reduces the overall driving efficiency of the drive system.

[0108] Corresponding to the state where the vehicle is not working, the clutch device in the present application also has a fourth state. When the clutch device is in the fourth state, the engine 1 is disconnected from the generator 2, and the engine 1 is disconnected from the transmission assembly 5.

[0109] On this basis, the vehicle of the present application can avoid the engine 1 and the generator 2 being in a constantly connected state during driving, thereby avoiding the problem that the engine 1 has to drag the generator 2 to rotate when the vehicle's driving mode is in the engine 1 direct drive or parallel drive mode, thereby further improving the overall efficiency of the drive system.

[0110] In some embodiments, after the engine 1 enters the working state, the engine 1 is controlled to continuously operate in the high-efficiency operation area.

[0111] Continuously operating the engine 1 in the high-efficiency operating area can bring many benefits, including improving fuel economy, reducing emissions, improving power performance, and extending engine life.

[0112] Specifically, in terms of improving fuel economy, the continuous operation of the engine 1 in the high-efficiency operation area corresponds to a high thermal efficiency range of the engine 1, which means that the engine 1 can more effectively convert fuel into kinetic energy, thereby reducing fuel consumption. In addition, the hybrid-specific engine 1 can achieve higher thermal efficiency in the high-efficiency operation area by optimizing the working cycle (such as the Atkinson cycle) and improving the exhaust gas recovery rate, saving more fuel than traditional fuel vehicles.

[0113] In addition, in terms of reducing emissions, the engine 1 continuously operates in a high-efficiency operating area, and the combustion process of the engine 1 is more complete, which helps to reduce the generation of harmful emissions.

[0114] Furthermore, by combining the operation of the electric motor and the internal combustion engine, the hybrid engine 1 can optimize emissions under different operating conditions and further reduce the impact on the environment.

[0115] In terms of improving power performance, the engine 1 can output the best torque and power when it continuously runs in the high-efficiency operating area, providing a better driving experience.

[0116] Furthermore, the hybrid engine 1 can maintain efficient operation under different operating conditions through intelligent adjustment, thereby providing additional power support when needed.

[0117] In terms of extending the life of the engine, when the engine 1 continuously operates in the high-efficiency operating area, the wear degree of the engine 1 is low, which helps to extend the service life of the engine 1.

[0118] In addition, ensuring that the engine 1 operates in an efficient operating range and performing regular maintenance can further extend the service life of the engine 1.

[0119] In some embodiments, see Figure 1 Combined with Figure 2 The clutch device also has a second state. When the clutch device is in the second state, the engine 1 is disconnected from the transmission assembly 5, and the output power of the engine 1 is transmitted to the generator 2 via the clutch device.

[0120] In some embodiments, the clutch device includes an active component, a first clutch component 300 and a second clutch component 500, the active component is connected to the engine 1, the first clutch component 300 is arranged between the active component and the transmission component 5, and the second clutch component 500 is arranged between the active component and the generator 2.

[0121] The first clutch assembly 300 and the second clutch assembly 500 are suitable for switching between a disconnected state and a coupled state. When the first clutch assembly 300 is in the coupled state, the output power of the engine 1 is suitable for being transmitted to the generator 2 via the clutch device; when the first clutch assembly 300 is in the disconnected state, the engine 1 is disconnected from the generator 2.

[0122] When the second clutch assembly 500 is in a coupled state, the output power of the engine 1 is suitable for being transmitted to the transmission assembly 5 via the clutch device; when the second clutch assembly 500 is in a disconnected state, the engine 1 is disconnected from the transmission assembly 5.

[0123] In this way, the power transmitted by the active component passes through the clutch device in the present application so that the power of the engine 1 can be transmitted simultaneously on two paths.

[0124] Under the above two transmission modes, the power of engine 1 can transmit power to generator 2 while meeting the system driving requirements, thereby improving the energy utilization rate of the whole vehicle, and then also improving the energy consumption utilization rate of the whole vehicle, so as to effectively reduce the fuel consumption per 100 kilometers of the whole vehicle.

[0125] In some embodiments, see Figure 1 Combined with Figure 3 The active component includes a rotating shaft 101 and a rotating member 600 , the rotating member 600 is fixedly connected to the rotating shaft 101 , the first clutch component 300 is disposed between the rotating member 600 and the transmission component 5 , and the second clutch component 500 is disposed between the rotating member 600 and the generator 2 .

[0126] Exemplarily, the active component is an input shaft.

[0127] The first clutch assembly 300 is located between the rotating member 600 and the transmission assembly 5, so that the power transmission from the rotating member 600 to the transmission assembly 5 can be flexibly controlled. For example, when the power needs to be mainly used to drive an external device (through the transmission assembly 5), the first clutch assembly 300 can be engaged to effectively transmit the power of the rotating member 600 to the transmission assembly 5. In some cases where external transmission is not required, such as when the device is in standby or internal debugging state, the first clutch assembly 300 can be disengaged to stop transmitting power to the transmission assembly 5, which can avoid unnecessary energy loss and wear of mechanical parts.

[0128] Similarly, the second clutch assembly 500 is disposed between the rotating member 600 and the generator 2, and can control the power connection between the rotating member 600 and the generator 2. When power generation is required, the second clutch assembly 500 is engaged, and the power of the rotating member 600 can drive the generator 2 to generate power. When power generation is not required, the second clutch assembly 500 is disengaged, and the generator 2 will not be driven unnecessarily, thereby extending the service life of the generator 2 and reducing energy loss.

[0129] In some embodiments, the clutch device also includes a first follower 200 and a second follower 400. The first follower 200 can be rotatably mounted on the rotating shaft 101, and the first follower 200 is disposed between the rotating shaft 101 and the transmission assembly 5. The second follower 400 can be rotatably mounted on the rotating shaft 101, and the second follower 400 is disposed between the rotating shaft 101 and the generator 2.

[0130] The first clutch assembly 300 is disposed between the rotating shaft 101 and the first driven member 200 ; the second clutch assembly 500 is disposed between the rotating shaft 101 and the second driven member 400 . Both the first clutch assembly 300 and the second clutch assembly 500 include a coupling state.

[0131] When the first clutch assembly 300 and the second clutch assembly 500 are both in a coupled state, the first clutch assembly 300 is suitable for transmitting the power of the active assembly to the first driven member 200 , and the second clutch assembly 500 is suitable for transmitting the power of the active assembly to the second driven member 400 .

[0132] Exemplarily, the first driven member 200 is a gear assembly of the generator 2 .

[0133] When the first clutch assembly 300 and the second clutch assembly 500 are both in a coupled state, the first clutch assembly 300 is suitable for transmitting the power of the active assembly to the rotating shaft 101 to the first driven member 200 , and the second clutch assembly 500 is suitable for transmitting the power of the active assembly to the rotating shaft 101 to the second driven member 400 .

[0134] It is understandable that the first clutch assembly 300 can cut off or couple the transmission between the first driven member 200 and the active member. When the driving mode of the vehicle is in the engine 1 direct drive or parallel drive mode, the input shaft needs to be connected to the first driven member 200 by transmission, and the transmission connection between the input shaft and the first driven member 200 is coupled by the first clutch assembly 300. In addition, the input shaft does not need to be connected to the second driven member 400 by transmission, and the transmission connection between the input shaft and the second driven member 400 is disconnected by the second clutch assembly 500, thereby avoiding the drag transmission of the generator, thereby improving the energy utilization rate of the whole vehicle.

[0135] Correspondingly, the second clutch assembly 500 can cut off or couple the transmission between the second driven component 400 and the driving component.

[0136] The coupling and disconnection of the first clutch assembly 300 and the second clutch assembly 500 are independently controlled. Therefore, the current state is: the first clutch assembly 300 is in a coupled state, and the second clutch assembly 500 is in a disconnected state. Due to the needs of the vehicle, the next state needs to be changed to: the first clutch assembly 300 is in a disconnected state, and the second clutch assembly 500 is in a coupled state.

[0137] Since the two clutch assemblies are independently controlled, the second clutch assembly 500 can be first put into the coupled state, and then the first clutch assembly 300 can be controlled to switch from the coupled state to the disconnected state, thereby ensuring the stability of the power output of the entire vehicle and avoiding the sense of frustration during vehicle driving, thereby improving the driving comfort of the vehicle and the riding experience of the user.

[0138] At the same time, the above arrangement structure can greatly save installation space, and the first driven member 200 and the second driven member 400 are sleeved on the same rotating shaft 101, avoiding the extra space occupied by setting a rotating shaft 101 for each component separately, making the structure of the entire device more compact, and providing more possibilities for the installation and layout of other components. That is, the driving gear assembly and the generator 2 gear assembly share a rotating shaft 101, and the power transmission path is more direct and efficient.

[0139] For example, see Figure 1 Combined with Figure 5 Taking the first clutch assembly 300 in the present application including a clutch outer hub as an example, the rotating member 600 is the clutch outer hub.

[0140] Also, see Figure 5 The clutch outer hub is provided with a plurality of oil-slinging holes 6012, which help to evenly distribute the oil to various parts around the clutch. When the clutch rotates, the oil is thrown out through the oil-slinging holes 6012 under the action of centrifugal force, and can cover some parts that are difficult to be directly infiltrated by the oil, such as the edge of the clutch, the seal, etc. This ensures that the entire clutch system can be fully lubricated and reduce friction and wear.

[0141] In some embodiments, the first clutch assembly 300 and the second clutch assembly 500 share a rotating member 600 .

[0142] On the one hand, the shared rotating member 600 can ensure the continuity of the power transmission process between the first clutch assembly 300 and the second clutch assembly 500. When power is transmitted from the active assembly, the shared rotating member 600 can more smoothly distribute or switch power between the two clutch assemblies.

[0143] On the other hand, the first clutch assembly 300 and the second clutch assembly 500 share the rotating member 600, which can reduce the number and volume of parts and components, making the layout of the entire power system more compact.

[0144] In some embodiments, along the axial direction of the rotating shaft 101 , the rotating member 600 has a first side and a second side opposite to each other, the first clutch assembly 300 is disposed on the first side, and the second clutch assembly 500 is disposed on the second side.

[0145] The first clutch assembly 300 and the second clutch assembly 500 are respectively arranged on both sides of the axial direction of the rotating member 600, so that space can be used more effectively. In the power system of a hybrid vehicle, space is a very valuable resource. This layout method can integrate two clutch assemblies in a limited space, avoiding the space crowding problem that may be caused by arranging the two assemblies on the same side, making the structure of the entire power system more compact.

[0146] Since the spatial layout of the clutch device is more reasonable, it facilitates the arrangement of other peripheral components such as the engine 1, the generator 2 and the transmission parts. For example, the direction of the cooling system, the electronic control unit and various pipes and lines can be arranged more conveniently, the interference between components can be reduced, and the integration and maintainability of the entire power system can be improved.

[0147] At the same time, the first clutch assembly 300 and the second clutch assembly 500 are respectively located on both sides of the rotating member 600, which helps to balance the axial force on the rotating member 600. During the power transmission process, the operation of the clutch assembly will generate an axial force. If the two assemblies are concentrated on one side, the rotating member 600 may be unevenly stressed in the axial direction, causing vibration, deflection and other problems.

[0148] This symmetrical distribution can make the axial forces offset or balance each other, ensure the stability and normal operation of the rotating member 600 during operation, and reduce component wear and failure caused by uneven force. By balancing the axial forces, not only can the stability of the rotating member 600 itself be improved, but also the entire power system can be made more stable.

[0149] In some embodiments, see Figure 1 Combined with Figure 3 Along the axial direction of the rotating shaft 101, the rotating member 600 is provided with a first accommodating groove 602 and a second accommodating groove 603. The first accommodating groove 602 is located on the first side and is suitable for accommodating the first clutch assembly 300. The second accommodating groove 603 is located on the second side and is suitable for accommodating the second clutch assembly 500.

[0150] By providing the first receiving groove 602 and the second receiving groove 603 on the rotating member 600 to respectively place the first clutch assembly 300 and the second clutch assembly 500, the clutch assembly can be cleverly integrated into the structure of the rotating member 600. This compact spatial integration method can minimize the additional space occupied by the clutch device, making the layout of the entire power system more compact.

[0151] At the same time, since the clutch components are accommodated in the grooves of the rotating member 600, their positions during operation are more stable, which helps to reduce the interruption or instability of power transmission caused by displacement or shaking of the clutch components.

[0152] The arrangement of the first receiving groove 602 and the second receiving groove 603 provides a clear position and fixing method for the installation of the first clutch assembly 300 and the second clutch assembly 500 .

[0153] During the assembly process, the installer can accurately place the clutch assembly in the corresponding receiving slot and perform the corresponding fixing operation. This greatly simplifies the installation process, improves assembly efficiency, and also reduces the risk of failure caused by improper installation.

[0154] In some embodiments, see Figure 1 Combined with Figure 3 The first containing groove 602 is projected along a direction perpendicular to the axial direction of the rotating shaft 101 to obtain a first projection. Specifically, the first projection is obtained on a horizontal plane where the axis of the rotating shaft 101 is located.

[0155] The second receiving groove 603 is projected along a direction perpendicular to the axial direction of the rotating shaft 101 to obtain a second projection. Specifically, the second projection is obtained on a horizontal plane where the axis of the rotating shaft 101 is located, and the first projection at least partially overlaps with the second projection.

[0156] “The first receiving groove 602 is projected along the direction perpendicular to the axial direction of the rotating shaft 101”, which means that the orthographic projection of the first receiving groove 602 on the horizontal plane where the axis of the rotating shaft 101 is located is the first projection. Similarly, for the second receiving groove 603, a second projection is formed on the same horizontal plane.

[0157] Here, “the first projection and the second projection at least partially overlap” means that the two projections have overlapping parts on the horizontal plane.

[0158] Further, in another direction, the first receiving groove 602 is projected along the axial direction of the rotating shaft 101 to obtain a first projection, specifically, the first projection is obtained on a vertical plane perpendicular to the axis of the rotating shaft 101 .

[0159] The second receiving groove 603 is projected along the axial direction of the rotating shaft 101 to obtain a second projection. Specifically, the second projection is obtained on a vertical plane perpendicular to the axis of the rotating shaft 101. The first projection at least partially overlaps with the second projection.

[0160] It is understandable that, in this way, the first receiving groove 602 and the second receiving groove 603 have overlapping parts in a horizontal or vertical viewing angle.

[0161] The present application enables the first accommodating groove 602 and the second accommodating groove 603 to share a portion of space on the horizontal plane where the axis of the rotating shaft 101 is located, thereby effectively utilizing the limited space without increasing the overall radial dimension of the rotating member 600.

[0162] In this way, the first clutch assembly 300 and the second clutch assembly 500 can be overlapped in two directions perpendicular to each other, thereby achieving efficient use of the space of the rotating member 600 and making the structure of the rotating member 600 more compact.

[0163] In some embodiments, see Figure 1 Combined with Figure 3 The first clutch assembly 300 includes at least one first friction plate 301 and at least one second friction plate 302 . The at least one first friction plate 301 is connected to the rotating member 600 , and the at least one second friction plate 302 is connected to the first driven member 200 .

[0164] At least one first friction plate 301 and at least one second friction plate 302 can switch between a disconnected state and a friction contact state, so that the first clutch assembly 300 can switch between a disconnected state and a coupled state.

[0165] By gradually switching the first friction plate 301 and the second friction plate 302 from the disconnected state to the friction contact state, the power of the engine 1 can be transmitted to the driving gear more smoothly. For example, when the vehicle starts, the driver slowly lifts the clutch pedal, the first friction plate 301 and the second friction plate 302 gradually contact and increase the friction force, and the speed of the engine 1 can gradually match the speed of the driving gear, thereby achieving a smooth start of the vehicle, avoiding the vehicle jerking caused by sudden power transmission, and improving driving comfort.

[0166] The specific structure of the friction plate is described below. It should be noted that the friction plate can be the first friction plate 301 or the second friction plate 302 .

[0167] The friction plate comprises a substrate and a friction material, and the friction material is adhered to both sides of the substrate.

[0168] Correspondingly, the inner edge of the friction plate is designed with a spline structure that is loosely matched with the outer spline of the rotating member 600 (clutch inner hub), and the clutch is provided with a steel plate, and the outer edge of the steel plate is designed with an outer spline structure that is loosely matched with the inner spline structure of the clutch outer hub. The steel plate and the clutch friction plate are overlapped and matched to form a friction pair.

[0169] In some embodiments, see Figure 1 Combined with Figure 3 At least one first friction plate 301 and at least one second friction plate 302 are arranged along the axial direction of the rotating shaft 101. Such an arrangement can fully utilize the axial space of the rotating shaft 101, making the transmission structure more compact.

[0170] In some embodiments, see Figure 1 Combined with Figure 3The number of the first friction plates 301 and the number of the second friction plates 302 are both multiple, and the multiple first friction plates 301 and the multiple second friction plates 302 are alternately arranged in sequence along the axial direction of the rotating shaft 101. Therefore, during the operation of the clutch assembly, the pressure can be more evenly distributed on these friction plates.

[0171] In some embodiments, see Figure 1 Combined with Figure 3 The first clutch assembly 300 further includes a first driving assembly 303, which is used to drive at least one first friction plate 301 and at least one second friction plate 302 to switch between a disconnected state and a friction contact state.

[0172] When the vehicle needs the power of the engine 1 to directly drive the wheels, the first drive assembly 303 can make the first friction plate 301 and at least one second friction plate 302 enter a friction contact state, allowing the power to be smoothly transmitted to the wheel end through the first clutch assembly 300.

[0173] In some embodiments, see Figure 1 Combined with Figure 3 The first driving assembly 303 includes a moving part 3031, which is slidably connected to the rotating shaft 101 along the axial direction of the rotating shaft 101, and a first hydraulic chamber 3032 is formed between the moving part 3031 and the rotating part 600; the first hydraulic chamber 3032 is suitable for connecting to the hydraulic system of the vehicle, and the medium of the hydraulic system is suitable for flowing between the hydraulic system and the first hydraulic chamber 3032 to drive the moving part 3031 to move.

[0174] It can be understood that the present application can drive the engagement and disconnection of a friction plate and at least one second friction plate 302 by utilizing the vehicle's hydraulic system, which not only saves space inside the vehicle, but also reduces the number of additional components, making the overall structure of the vehicle drive system more compact.

[0175] Further, see Figure 3 Combined with Figure 4 The rotating shaft 101 is provided with a first liquid supply channel A, which is communicated with the first hydraulic chamber 3032. The first liquid supply channel A is suitable for supplying a medium to the first hydraulic chamber 3032 to drive the moving member 3031 along a first direction.

[0176] Exemplarily, the first liquid supply channel A is connected to an oil pipeline in a vehicle lubrication system, and the liquid provided by the first liquid supply channel A is the oil in the vehicle lubrication system.

[0177] Liquid with a certain pressure can drive the moving part 3031 to move from the first position to the second position along the axial direction of the rotating shaft 101, that is, to move in the direction of squeezing the first friction plate 301 and the second friction plate 302, so as to squeeze at least one first friction plate 301 and at least one second friction plate 302, and switch at least one first friction plate 301 and at least one second friction plate 302 to a friction contact state, that is, the first clutch assembly 300 can be in a coupled state.

[0178] In some embodiments, see Figure 1 Combined with Figure 3 The first driving assembly 303 also includes a first shell 700, which is relatively fixed to the rotating shaft 101 along the axial direction of the rotating shaft 101, which provides a stable installation foundation for the entire first driving assembly 303.

[0179] The first shell 700 is arranged on the side of the moving part 3031 away from the rotating part 600, and a third hydraulic chamber 3034 is formed between the moving part 3031 and the first shell 700. The third hydraulic chamber 3034 is suitable for being connected to the hydraulic system of the vehicle. The medium of the hydraulic system is suitable for flowing between the hydraulic system and the third hydraulic chamber 3034 to drive the moving part 3031 to move. After entering the third hydraulic chamber 3034, the hydraulic medium can directly act on the moving part 3031 to make it move in a predetermined direction, thereby avoiding power delay or attenuation caused by a complex transmission path, thereby improving the efficiency of power transmission.

[0180] It should be noted that the first housing 700 and the rotating member 600 may be an integral structural member or may be independently provided.

[0181] In some embodiments, see Figure 1 Combined with Figure 4 The rotating shaft 101 is provided with a third liquid supply channel C, which is connected to the third hydraulic chamber 3034. The third liquid supply channel C is suitable for supplying medium to the third hydraulic chamber 3034 to drive the moving part 3031 along the second direction, wherein the first direction is opposite to the second direction.

[0182] In this way, under the action of controlling the amount of liquid in the first liquid supply channel A and the third liquid supply channel C, the moving part 3031 can realize movement in two directions in the axial direction of the rotating shaft 101, that is, it can drive the moving part 3031 to squeeze the first friction plate 301 and the second friction plate 302, so that the engine 1 is connected to the first follower 200, or it can release the squeezing force of the moving part 3031 on the first friction plate 301 and the second friction plate 302, so that the engine 1 is disconnected from the first follower 200.

[0183] In some embodiments, see Figure 1 Combined with Figure 3The first driving assembly 303 further includes a first elastic member 3033, a first end of the first elastic member 3033 is connected to the moving member 3031, and a second end of the first elastic member 3033 is connected to the first housing 700. The first elastic member 3033 is used to apply a first elastic force to the moving member 3031, and the first elastic force is used to drive the moving member 3031 along a second direction, wherein the first direction is opposite to the second direction.

[0184] It can be understood that, under the action of the first elastic member 3033, the first elastic member 3033 can drive the moving member 3031 to squeeze the first friction plate 301 and the second friction plate 302, so that the engine 1 is connected to the first follower 200, or the first elastic member 3033 can release the squeezing force of the moving member 3031 on the first friction plate 301 and the second friction plate 302, so that the engine 1 is disconnected from the first follower 200.

[0185] In both of the above methods, see Figure 1 Combined with Figure 3 The first elastic member 3033 and the liquid in the third liquid supply channel C can jointly release the squeezing force of the moving member 3031 on the first friction plate 301 and the second friction plate 302 , so that the engine 1 is disconnected from the first driven member 200 .

[0186] In some embodiments, the first elastic member 3033 is used to apply a first elastic force to the moving member 3031 , and the first elastic force is used to keep the first clutch assembly 300 in a disconnected state or a coupled state.

[0187] During normal driving of the vehicle, when there is no need to transmit the power of the engine 1 to the wheels through the first clutch assembly 300, the first elastic force can ensure that the first friction plate 301 and the second friction plate 302 are separated, thereby cutting off the power transmission path.

[0188] In some cases, the first elastic force can also help the first clutch assembly 300 to maintain the coupling state. When the hydraulic system of the vehicle drives the moving part 3031 to combine the first friction plate 301 and the second friction plate 302, the first elastic force may reach a balance with other forces (such as the pressure of the hydraulic system, the friction between the friction plates, etc.). At this time, the first elastic force is equivalent to playing a role in assisting in maintaining the coupling state, preventing the friction plates from accidentally separating due to slight external interference.

[0189] In some embodiments, the second clutch assembly 500 includes a sliding member 501, a first end of the sliding member 501 is connected to the rotating member 600, and the sliding member 501 moves axially along the rotating shaft 101 to couple or disconnect with the second follower member 400, so that the second clutch assembly 500 switches between a disconnected state and a coupled state.

[0190] The structure of the second clutch assembly 500 is described in detail below.

[0191] It should be noted that the second clutch assembly 500 may adopt the following structure, or may adopt the structure of the first clutch assembly 300 for transmission, and this application does not limit this.

[0192] In some embodiments, see Figure 1 Combined with Figure 3 The sliding member 501 is provided with at least one first combining tooth portion 5011, and the second driven member 400 is provided with at least one second combining tooth portion 401. When the sliding member 501 moves along the first axial direction of the rotating shaft 101, at least one first combining tooth portion 5011 is meshed with at least one second combining tooth portion 401, so that the second clutch assembly 500 is in a coupled state. When the sliding member 501 moves along the second axial direction of the rotating shaft 101, at least one first combining tooth portion 5011 is disconnected from at least one second combining tooth portion 401, so that the second clutch assembly 500 is in a disconnected state, wherein the first direction is opposite to the second direction.

[0193] It can be understood that the first direction and the second direction here may be consistent with or opposite to the first direction and the second direction corresponding to the movement of the moving member 3031, depending on the specific structure of the clutch device.

[0194] When the sliding member 501 moves along the first axial direction of the rotating shaft 101, the first combined tooth portion 5011 gradually approaches and finally meshes with the second combined tooth portion 401. When the active component transmits power, the power is transmitted to the second driven member 400 meshing therewith through the sliding member 501. Due to the close contact and mutual engagement between the teeth, the torque can be effectively transmitted.

[0195] In some embodiments, see Figure 1 Combined with Figure 3 , at least one first coupling tooth portion 5011 is arranged along the circumference of the sliding member 501 .

[0196] When the second clutch assembly 500 is in a coupled state, power is transmitted from the active assembly to the sliding member 501, and then transmitted to the second driven member 400 through the meshing of the first combined tooth portion 5011 and the second combined tooth portion 401. Such circumferentially distributed teeth can evenly distribute power in the circumferential direction.

[0197] In some embodiments, see Figure 1 Combined with Figure 3At least one second combining tooth portion 401 is arranged along the circumference of the second follower 400. During the process of meshing with the first combining tooth portion 5011, the power can be evenly distributed in the circumferential direction. This uniform force distribution can ensure the smooth operation of the generator 2 and make the power transmission more stable, and there will be no vibration or unstable power transmission caused by local uneven force.

[0198] In some embodiments, the rotating member 600 is provided with at least one first limiting portion, and the sliding member 501 is provided with at least one second limiting portion, and the first limiting portion cooperates with the second limiting portion and is suitable for axial sliding connection along the rotating shaft 101 .

[0199] It is understandable that, during the axial sliding of the sliding member 501 along the shaft, when the rotating member 600 is separated from the sliding member 501, the first limiting portion is separated from the second limiting portion; when the rotating member 600 is separated from the sliding member 501, the first limiting portion is connected to the second limiting portion.

[0200] In some embodiments, see Figure 1 , Figure 3 Combined with Figure 5 The first limiting portion includes a limiting groove 6011 , that is, the rotating member 600 is provided with a limiting groove 6011 , and there is at least one limiting groove 6011 , and the limiting groove 6011 extends along the axial direction of the rotating shaft 101 .

[0201] Continue to see Figure 5 The second limiting portion includes a limiting protrusion 5012, that is, a limiting protrusion 5012 is provided on the sliding member 501, and there is at least one limiting protrusion 5012.

[0202] The limiting protrusion 5012 can be slidably accommodated in the limiting groove 6011 along the axial direction of the rotating shaft 101 .

[0203] Understandably, see Figure 5 , Figure 6 Combined with Figure 7 The cooperation between the limiting protrusion 5012 and the limiting groove 6011 can provide a clear guide for the sliding of the sliding member 501. The limiting groove 6011 extending axially along the rotating shaft 101 enables the sliding member 501 to always slide along a predetermined axial path when sliding between the third position and the fourth position, thereby avoiding deviation, skewness, etc. during the sliding process, ensuring the accuracy and stability of the sliding, thereby ensuring the stability of the operation of the clutch device.

[0204] At the same time, since the limiting groove 6011 extends axially along the rotating shaft 101 , the limiting protrusion 5012 is accommodated in the limiting groove 6011 , which effectively limits the circumferential rotation of the sliding member 501 relative to the rotating member 600 .

[0205] In addition, the cooperation between the limiting protrusion 5012 and the limiting groove 6011 increases the contact area and connection strength between the sliding member 501 and the rotating member 600. When the clutch device is working, especially at the moment of power transmission or disconnection, a large impact force and stress may be generated. This structural design can better withstand these forces and improve the stability and durability of the entire structure.

[0206] In some embodiments, see Figure 1 Combined with Figure 3 A second hydraulic chamber 5021 is formed between the sliding member 501 and the rotating member 600 . The second hydraulic chamber 5021 is suitable for being connected to a hydraulic system of a vehicle. A medium of the hydraulic system is suitable for flowing between the hydraulic system and the second hydraulic chamber 5021 to drive the sliding member 501 to move.

[0207] The hydraulic oil flows into the second hydraulic chamber 5021 , which increases the pressure in the chamber, thereby exerting a force on the sliding member 501 , pushing the sliding member 501 to move along the axial direction of the rotating shaft 101 .

[0208] In some embodiments, see Figure 1 Combined with Figure 3 The rotating shaft 101 is provided with a second liquid supply channel B, which is communicated with the second hydraulic chamber 5021 . The second liquid supply channel B is used to supply the medium to the second hydraulic chamber 5021 to drive the sliding member 501 along the third direction.

[0209] The third direction here refers to the direction in which the moving member 3031 is coupled with the second driven member 400 .

[0210] In some embodiments, the second clutch assembly 500 includes a second driving assembly 502 , and the second driving assembly 502 is used to drive the sliding member 501 to move axially along the rotating shaft 101 , so that the sliding member 501 is coupled to or disconnected from the second driven member 400 .

[0211] It should be noted that when the second driving component 502 couples the sliding member 501 with the second follower 400, the third liquid supply channel C can be connected to the second hydraulic chamber 5021 so that the liquid in the third liquid supply channel C acts as the second driving component 502, thereby driving the sliding member 501 to be coupled with the second follower 400.

[0212] In some embodiments, see Figure 1 Combined with Figure 3 The second driving assembly 502 includes a second shell 800 and a second elastic member 5022. The second shell 800 is relatively fixed to the rotating shaft 101 along the axial direction of the rotating shaft 101. The first end of the second elastic member 5022 is connected to the sliding member 501, and the second end of the second elastic member 5022 is connected to the second shell 800.

[0213] The second elastic member 5022 is connected between the sliding member 501 and the second housing 800. When the hydraulic system drives the sliding member 501 to move to achieve the coupling or disconnection state of the second clutch assembly 500, if the hydraulic system stops applying driving force to the sliding member 501, the second elastic member 5022 will play a role.

[0214] When the hydraulic system drives the sliding member 501 to move, the second elastic member 5022 can also play a buffering role.

[0215] Since the hydraulic system may quickly deliver hydraulic oil to the second hydraulic chamber 5021 , causing the sliding member 501 to move rapidly, such rapid movement may cause the sliding member 501 to collide with other components or generate a large impact force.

[0216] The second elastic member 5022 can absorb part of the impact force, making the movement of the sliding member 501 more stable and gentle, avoiding damage to the components due to sudden and violent movement, extending the service life of the components, and also helping to improve the stability and reliability of the entire clutch assembly.

[0217] Specifically, the second elastic member 5022 is used to apply a second elastic force to the sliding member 501 , and the second elastic force is used to keep the second clutch assembly 500 in a disconnected state or a coupled state.

[0218] When the hydraulic system of the vehicle does not apply a force to the sliding member 501 to put the second clutch assembly 500 into a coupled state, the second elastic force applied by the second elastic member 5022 will keep the sliding member 501 in a position to put the second clutch assembly 500 in a disconnected state.

[0219] The fourth direction here refers to the direction in which the moving member 3031 moves away from the second driven member 400 .

[0220] Exemplarily, the first elastic member 3033 and the second elastic member 5022 are both springs.

[0221] The elastic member usually reacts quickly and can quickly take effect when the driving force of the second driving component 502 disappears, causing the sliding member 501 to move to the target position faster, shortening the switching time of the clutch assembly from the disconnected state to the coupled state, and improving the working efficiency of the clutch device.

[0222] When the first clutch assembly 300 and the second clutch assembly 500 are in a coupled state, the second elastic force of the first elastic member 3033 and the second elastic member 5022 can continuously act on the sliding member 501, playing a certain stabilizing role, preventing the moving member 3031 and the sliding member 501 from being misaligned due to external vibrations, impacts or slight fluctuations in the vehicle hydraulic system, thereby ensuring the stability of the clutch device during operation.

[0223] Alternatively, after the second clutch assembly 500 enters the coupling state, the second elastic force can also play a role in assisting the maintenance. When the hydraulic system drives the sliding member 501 to mesh the first coupling tooth portion 5011 with the second coupling tooth portion 401, the second elastic force will reach a balance with other forces (such as the force applied by the hydraulic system, the friction force after the teeth are meshed, etc.). At this time, the direction of the second elastic force is consistent with the direction of the force required to maintain the coupling state, helping to maintain the meshing of the first coupling tooth portion 5011 and the second coupling tooth portion 401.

[0224] In some embodiments, the present application also includes a method for controlling a drive system.

[0225] The method includes:

[0226] S100: Determine the current driving mode.

[0227] S200: When the current driving mode is the first preset driving mode, the clutch device is in a first state, so that the output power of the engine 1 is suitable for being transmitted to the generator 2 and the transmission assembly 5 via the clutch device.

[0228] At this time, the vehicle can use the power generated by the engine 1 to directly drive the vehicle forward (transmitting the power to the wheel ends of the vehicle through the transmission assembly 5), and at the same time, part of the power of the engine 1 can also drive the generator 2 to generate electricity.

[0229] For example, when the vehicle is in a normal driving state and the battery is not fully charged, the driving mode of the vehicle can be set to the first preset driving mode. This can fully utilize the power of the engine 1 and improve the utilization rate of energy. At the same time, through reasonable power distribution, the vehicle can ensure the power performance and take into account the charging needs of the generator 2 during driving.

[0230] In some embodiments, the method further comprises:

[0231] When the current driving mode is the second preset driving mode, the clutch device is in the second state, the engine 1 is disconnected from the transmission assembly 5, and the output power of the engine 1 is transmitted to the generator 2 via the clutch device.

[0232] At this time, the power of the engine 1 can only be transmitted to the generator 2 through the clutch device.

[0233] Taking the vehicle in the present application as a hybrid vehicle as an example, at this time, the vehicle mainly relies on the drive motor 3 to provide power, and the engine 1 mainly provides energy for the generator 2 to generate electricity.

[0234] In some embodiments, the method further comprises:

[0235] When the current driving mode is the third preset driving mode, the clutch device is in the third state, the engine 1 is disconnected from the generator 2, and the output power of the engine 1 is transmitted to the transmission assembly 5 via the clutch device.

[0236] At this time, the power generated by the engine 1 is no longer used for power generation by the generator 2, but is directly transmitted to the wheel ends of the vehicle through the clutch device like a traditional fuel vehicle.

[0237] In some embodiments, the method further comprises:

[0238] When the current driving mode is the fourth preset driving mode, the clutch device is in the fourth state, the engine 1 is disconnected from the generator 2, and the engine 1 is disconnected from the transmission assembly 5.

[0239] At this time, the vehicle can be in a stationary state or in a neutral gliding state, where the vehicle slides forward by inertia, and the rotation of the wheel end of the vehicle does not drive the engine through the transmission assembly 5, thereby reducing the resistance of the engine, thereby allowing the vehicle to slide a longer distance to a certain extent.

[0240] The above are only specific implementations of the present application, but the protection scope of the present application is not limited thereto. Any technician familiar with the technical field can easily think of changes or substitutions within the technical scope disclosed in the present application, which should be included in the protection scope of the present application. Therefore, the protection scope of the present application should be based on the protection scope of the claims.

Claims

1. A drive system, characterized in that: The invention comprises an engine (1), a clutch device, a generator (2) and a transmission assembly (5), wherein the engine (1) is connected to the generator (2) and the transmission assembly (5) via the clutch device, and the transmission assembly (5) is suitable for transmission connection with the wheel end of a vehicle; The clutch device has a first state. When the clutch device is in the first state, the output power of the engine (1) is suitable for being transmitted to the generator (2) and the transmission assembly (5) via the clutch device.

2. The drive system according to claim 1, characterized in that: The clutch device also has a second state. When the clutch device is in the second state, the engine (1) is disconnected from the transmission assembly (5), and the output power of the engine (1) is transmitted to the generator (2) via the clutch device.

3. The drive system according to claim 1, characterized in that: The clutch device also has a third state. When the clutch device is in the third state, the engine (1) is disconnected from the generator (2), and the output power of the engine (1) is transmitted to the transmission assembly (5) via the clutch device.

4. The drive system according to claim 1, characterized in that: The clutch device also has a fourth state. When the clutch device is in the fourth state, the engine (1) is disconnected from the generator (2), and the engine (1) is disconnected from the transmission assembly (5).

5. The drive system according to any one of claims 1 to 4, characterized in that: The clutch device comprises an active component, a first clutch component (300) and a second clutch component (500), wherein the active component is connected to the engine (1), the first clutch component (300) is arranged between the active component and the transmission component (5), and the second clutch component (500) is arranged between the active component and the generator (2); The first clutch assembly (300) and the second clutch assembly (500) are suitable for switching between a disconnected state and a coupled state. When the first clutch assembly (300) is in the coupled state, the output power of the engine (1) is suitable for being transmitted to the generator (2) via the clutch device; when the first clutch assembly (300) is in the disconnected state, the engine (1) is disconnected from the generator (2); When the second clutch assembly (500) is in a coupled state, the output power of the engine (1) is suitable for being transmitted to the transmission assembly (5) via the clutch device; when the second clutch assembly (500) is in a disconnected state, the engine (1) is disconnected from the transmission assembly (5).

6. The drive system according to claim 5, characterized in that: The active components include: A rotating shaft (101); A rotating member (600) is fixedly connected to the rotating shaft (101), the first clutch assembly (300) is arranged between the rotating member (600) and the transmission assembly (5), and the second clutch assembly (500) is arranged between the rotating member (600) and the generator (2).

7. The drive system according to claim 6, characterized in that: The clutch device also includes: a first driven member (200), the first driven member (200) being rotatably sleeved on the rotating shaft (101), and the first driven member (200) being arranged between the rotating shaft (101) and the transmission assembly (5); a second driven member (400), the second driven member (400) being rotatably sleeved on the rotating shaft (101), and the second driven member (400) being disposed between the rotating shaft (101) and the generator (2); The first clutch assembly (300) is arranged between the rotating shaft (101) and the first driven member (200); the second clutch assembly (500) is arranged between the rotating shaft (101) and the second driven member (400), and the first clutch assembly (300) and the second clutch assembly (500) both include a coupling state; Wherein, when the first clutch assembly (300) and the second clutch assembly (500) are both in the coupling state, the first clutch assembly (300) is suitable for transmitting the power of the active assembly to the first driven member (200), and the second clutch assembly (500) is suitable for transmitting the power of the active assembly to the second driven member (400).

8. The drive system according to claim 6, characterized in that: The first clutch assembly (300) and the second clutch assembly (500) share the rotating member (600).

9. The drive system according to claim 6, characterized in that: Along the axial direction of the rotating shaft (101), the rotating member (600) has a first side and a second side that are opposite to each other; the first clutch assembly (300) is arranged on the first side, and the second clutch assembly (500) is arranged on the second side.

10. The drive system according to claim 9, characterized in that: Along the axial direction of the rotating shaft (101), the rotating member (600) is provided with a first accommodating groove (602) and a second accommodating groove (603), wherein the first accommodating groove (602) is located on the first side and is suitable for accommodating the first clutch assembly (300), and the second accommodating groove (603) is located on the second side and is suitable for accommodating the second clutch assembly (500).

11. The drive system according to claim 10, characterized in that: The first containing groove (602) is projected along an axial direction perpendicular to the rotating shaft (101) to obtain a first projection; The second containing groove (603) is projected along an axial direction perpendicular to the rotating shaft (101) to obtain a second projection; The first projection at least partially overlaps with the second projection.

12. The drive system according to claim 10, characterized in that: The first containing groove (602) is projected along the axial direction of the rotating shaft (101) to obtain a first projection; The second containing groove (603) is projected along the axial direction of the rotating shaft (101) to obtain a second projection; The first projection at least partially overlaps with the second projection.

13. The drive system according to claim 7, characterized in that: The first clutch assembly (300) comprises at least one first friction plate (301) and at least one second friction plate (302), wherein the at least one first friction plate (301) is connected to the rotating member (600), and the at least one second friction plate (302) is connected to the first driven member (200); The at least one first friction plate (301) and the at least one second friction plate (302) are capable of switching between a disconnected state and a friction contact state, so that the first clutch component (300) is switched between a disconnected state and a coupled state.

14. The drive system according to claim 13, characterized in that: The at least one first friction plate (301) and the at least one second friction plate (302) are arranged along the axial direction of the rotating shaft (101).

15. The drive system according to claim 14, characterized in that: The number of the first friction plates (301) and the number of the second friction plates (302) are both multiple, and the multiple first friction plates (301) and the multiple second friction plates (302) are alternately arranged in sequence along the axial direction of the rotating shaft (101).

16. The driving system according to any one of claims 13 to 15, characterized in that: The first clutch assembly (300) further comprises a first drive assembly (303), wherein the first drive assembly (303) is used to drive the at least one first friction plate (301) and the at least one second friction plate (302) to switch between the disconnected state and the friction contact state.

17. The drive system according to claim 16, characterized in that: The first driving assembly (303) comprises: A moving part (3031) is slidably connected to the rotating shaft (101) along the axial direction of the rotating shaft (101), and a first hydraulic chamber (3032) is formed between the moving part (3031) and the rotating part (600); the first hydraulic chamber (3032) is suitable for being connected to a hydraulic system of a vehicle, and a medium of the hydraulic system is suitable for flowing between the hydraulic system and the first hydraulic chamber (3032) to drive the moving part (3031) to move.

18. The drive system according to claim 16, characterized in that: The rotating shaft (101) is provided with a first liquid supply channel (A), the first liquid supply channel (A) is connected to the first hydraulic chamber (3032), and the first liquid supply channel (A) is suitable for supplying a medium to the first hydraulic chamber (3032) to drive the moving part (3031) along a first direction.

19. The drive system according to claim 18, characterized in that: The first driving assembly (303) further comprises: The first shell (700) is relatively fixed to the rotating shaft (101) along the axial direction of the rotating shaft (101). The first shell (700) is arranged on the side of the moving part (3031) away from the rotating part (600). A third hydraulic chamber (3034) is formed between the moving part (3031) and the first shell (700). The third hydraulic chamber (3034) is suitable for being connected to the hydraulic system of the vehicle. The medium of the hydraulic system is suitable for flowing between the hydraulic system and the third hydraulic chamber (3034) to drive the moving part (3031) to move.

20. The drive system according to claim 19, characterized in that The rotating shaft (101) is provided with a third liquid supply channel (C), and the third liquid supply channel (C) is connected to the third hydraulic chamber (3034). The third liquid supply channel (C) is suitable for supplying medium to the third hydraulic chamber (3034) to drive the moving part (3031) along a second direction, wherein the first direction is opposite to the second direction.

21. The drive system according to claim 19, characterized in that The first driving assembly (303) further comprises: A first elastic member (3033), wherein a first end of the first elastic member (3033) is connected to the moving member (3031), and a second end of the first elastic member (3033) is connected to the first shell (700).

22. The drive system according to claim 21, characterized in that The first elastic member (3033) is used to apply a first elastic force to the moving member (3031), and the first elastic force is used to keep the first clutch assembly (300) in a disconnected state or a coupled state.

23. The drive system according to claim 7, characterized in that: The second clutch assembly (500) comprises: A sliding member (501), wherein a first end of the sliding member (501) is connected to the rotating member (600), and the sliding member (501) moves along the axial direction of the rotating shaft (101) to couple or disconnect with the second driven member (400), so that the second clutch assembly (500) switches between a disconnected state and a coupled state.

24. The drive system according to claim 23, characterized in that The sliding member (501) is provided with at least one first combining tooth portion (5011); The second follower (400) is provided with at least one second coupling tooth portion (401); When the sliding member (501) moves in a first axial direction of the rotating shaft (101), the at least one first combined tooth portion (5011) meshes with the at least one second combined tooth portion (401), so that the second clutch assembly (500) is in a coupled state; When the sliding member (501) moves in a second axial direction of the rotating shaft (101), the at least one first engaging tooth portion (5011) is disconnected from the at least one second engaging tooth portion (401), so that the second clutch assembly (500) is in a disconnected state, wherein the first direction is opposite to the second direction.

25. The drive system according to claim 24, characterized in that The at least one first coupling tooth portion (5011) is arranged along the circumference of the sliding member (501).

26. The drive system according to claim 24, characterized in that The at least one second coupling tooth portion (401) is arranged along the circumference of the second follower (400).

27. The drive system according to claim 23, characterized in that The rotating member (600) is provided with at least one first limiting portion; The sliding member (501) is provided with at least one second limiting portion, and the first limiting portion cooperates with the second limiting portion and is suitable for being slidably connected along the axial direction of the rotating shaft (101).

28. The drive system according to claim 27, characterized in that The first limiting portion comprises a limiting groove (6011), and the limiting groove (6011) extends along the axial direction of the rotating shaft (101); The second limiting portion comprises a limiting protrusion (5012), and the limiting protrusion (5012) is slidably accommodated in the limiting groove (6011) along the axial direction of the rotating shaft (101).

29. The drive system according to claim 23, characterized in that A second hydraulic chamber (5021) is formed between the sliding member (501) and the rotating member (600); the second hydraulic chamber (5021) is suitable for being connected to a hydraulic system of a vehicle, and a medium of the hydraulic system is suitable for flowing between the hydraulic system and the second hydraulic chamber (5021) to drive the sliding member (501) to move.

30. The drive system according to claim 29, characterized in that The rotating shaft (101) is provided with a second liquid supply channel (B), the second liquid supply channel (B) is connected to the second hydraulic chamber (5021), and the second liquid supply channel (B) is used to supply a medium to the second hydraulic chamber (5021) to drive the sliding member (501) along a third direction.

31. The drive system according to claim 30, characterized in that The second clutch assembly (500) comprises: A second driving component (502), the second driving component (502) is used to drive the sliding member (501) to move axially along the rotating shaft (101) so as to couple or disconnect the sliding member (501) with the second driven member (400).

32. The drive system according to claim 31, characterized in that The second driving assembly (502) comprises: a second shell (800), the second shell (800) being relatively fixed to the rotating shaft (101) along the axial direction of the rotating shaft (101); A second elastic member (5022), wherein a first end of the second elastic member (5022) is connected to the sliding member (501), and a second end of the second elastic member (5022) is connected to the second shell (800).

33. The drive system according to claim 32, characterized in that The second elastic member (5022) is used to apply a second elastic force to the sliding member (501), and the second elastic force is used to keep the second clutch assembly (500) in a disconnected state or a coupled state.

34. The drive system according to claim 7, characterized in that: Also includes: A drive motor (3), the input end of the transmission assembly (5) is suitable for being transmission-connected to the output end of the drive motor (3) and the output end of the first driven member (200), respectively, and the output end of the transmission assembly (5) is suitable for being transmission-connected to the wheel end of the vehicle.

35. The drive system according to claim 34, characterized in that The transmission assembly (5) comprises a first gear and a second gear which are coaxially arranged and fixedly connected; The first gear forms the input end of the transmission assembly (5), and the second gear forms the output end of the transmission assembly (5).

36. The drive system according to claim 35, characterized in that A diameter of the first gear is greater than a diameter of the second gear.

37. The drive system according to claim 1, characterized in that After the engine (1) enters the working state, the engine (1) is controlled to continuously operate in the high-efficiency operating area.

38. The drive system according to claim 35, characterized in that Also includes: A differential (4), wherein the input end of the differential (4) is suitable for transmission connection with the output end of the transmission assembly (5), and the output end of the differential (4) is suitable for transmission connection with the wheel end of the vehicle.

39. A vehicle, characterized in that: include: A drive system as claimed in any one of claims 1 to 38.

40. A control method for a drive system according to any one of claims 1 to 38, characterized in that: include: Determine the current drive mode; When the current driving mode is the first preset driving mode, the clutch device is in a first state, and the output power of the engine (1) is suitable for being transmitted to the generator (2) and the transmission assembly (5) via the clutch device.

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