Vehicle driving system and vehicle

Abstract

The vehicle driving system comprises an engine, a first motor, a first speed reducer assembly and a clutch assembly, the clutch assembly comprises a two-way joint piece and an input shaft, the two-way joint piece comprises a first end face and a second end face, and an engine shaft can be in transmission connection or disconnection with the first end face; the first input shaft gear can be in transmission connection or disconnection with the second end face, the input shaft is sleeved with the two-way joint piece, and the two-way joint piece can move in the extending direction of the engine shaft so that the engine or the first input shaft gear can be selected to be connected with the clutch assembly. The bidirectional connector and the input shaft can relatively slide in the extending direction of the engine shaft and can synchronously rotate, the first motor shaft is in transmission connection with the input shaft, mechanical loss is small, power generation efficiency is high, the problem of low-efficiency working condition towing is avoided, space is saved, and system layout is more compact.

Description

Technical Field

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

[0002] With the rapid development of the new energy vehicle industry, extended-range drive technology has gradually become the focus of market attention because it can effectively alleviate users' charging inconvenience and range anxiety, and has broad development prospects.

[0003] At present, the connection method of the mainstream extended-range drive system is: the engine output end is directly connected to the generator, and the generator is driven by mechanical transmission to generate electricity when the engine is working; the generator is connected to the battery pack and the drive motor through circuits respectively, and the generated electricity can be directly supplied to the drive motor or stored in the battery pack for subsequent use; the output end of the drive motor is connected to the clutch assembly, reducer and differential in sequence, and finally the differential transmits power to the drive wheels to drive the vehicle.

[0004] However, existing extended-range drive systems have some shortcomings: during the driving process, drag loss may be generated due to mechanical connection when the engine is not in operation; when charging, the continuous connection between the drive motor and the reducer will cause additional energy loss; at the same time, the engine needs to indirectly form energy interaction with the battery pack or drive motor through the generator, which makes the system structure less integrated and the overall layout complex, which not only increases production and manufacturing costs, but may also affect space utilization. Summary of the Invention

[0005] The present application discloses a vehicle drive system and a vehicle, which can avoid energy loss, reduce mechanical loss, and have high power generation efficiency. It does not require an additional generator, saves space, makes the system layout more compact, reduces space requirements and weight, reduces costs, and is conducive to improving the overall energy efficiency of the vehicle.

[0006] To achieve the above objectives, the present application discloses a vehicle drive system, comprising:

[0007] an engine, said engine comprising an engine shaft,

[0008] a first motor including a first motor shaft;

[0009] a first speed reducer assembly, configured to be drivingly connected to a wheel of the vehicle, the first speed reducer assembly comprising a first input shaft gear;

[0010] A clutch assembly, comprising:

[0011] a bidirectional engagement member, the bidirectional engagement member including a first end face and a second end face along the extension direction of the engine shaft, the engine shaft being capable of drivingly connecting or disconnecting with the first end face, and the first input shaft gear being capable of drivingly connecting or disconnecting with the second end face, the bidirectional engagement member being capable of moving along the extension direction of the engine shaft to selectively connect the engine or the first input shaft gear to the bidirectional engagement member;

[0012] An input shaft, wherein the bidirectional engagement member is sleeved on the input shaft, the bidirectional engagement member and the input shaft are capable of sliding relative to each other along the extension direction of the engine shaft, and the bidirectional engagement member and the input shaft are capable of synchronous rotation, the first input shaft gear is sleeved on the input shaft and is rotatable relative to the input shaft, and the first motor shaft is drivingly connected to the input shaft;

[0013] When the vehicle drive system is in a charging state, the engine is in transmission connection with the clutch assembly, the first reducer assembly is disconnected from the clutch assembly, and the engine is configured to drive the first motor to rotate;

[0014] When the vehicle drive system is in a driving state, the engine is disconnected from the clutch assembly, the first input shaft gear is in transmission connection with the clutch assembly, and the first motor is capable of driving the wheels to move.

[0015] In one possible implementation, the first end surface is provided with first meshing teeth, the engine shaft is provided with an outer convex ring, the side wall of the outer convex ring is provided with second meshing teeth, and the second meshing teeth are arranged opposite to the first meshing teeth along the extension direction of the engine shaft and can be meshed with each other;

[0016] The second end surface is provided with a third meshing tooth, and the first input shaft gear is provided with a fourth meshing tooth on a side close to the second end surface, and the third meshing tooth and the fourth meshing tooth are meshingly connected.

[0017] In one possible implementation, the input shaft has an inner hole, and one end of the engine shaft close to the input shaft can extend into the inner hole and be rotatably arranged with respect to the hole wall of the inner hole.

[0018] In one possible implementation, the first input shaft gear and the bidirectional coupling are arranged in sequence along the extension direction of the engine shaft, the input shaft is provided at the end of the bidirectional coupling away from the engine shaft, and the first motor shaft extends into the end of the inner hole away from the engine shaft and is transmission-connected to the inner hole.

[0019] In one possible implementation, the engine, the bidirectional coupling, the first input shaft gear, and the first motor are arranged in sequence along an extension direction of the engine shaft;

[0020] The first reducer assembly also includes a first intermediate shaft, a first intermediate shaft gear, and a first output shaft gear. The first intermediate shaft gear is sleeved on the first intermediate shaft and can rotate relative to the first intermediate shaft. The first intermediate shaft is arranged parallel to the input shaft. The first intermediate shaft gear is arranged between the first input shaft gear and the first output shaft gear, and is respectively meshed with the first input shaft gear and the first output shaft gear. The first output shaft gear is used to be connected to the wheels of the vehicle. The first intermediate shaft gear and the first input shaft gear are arranged along an extension direction perpendicular to the engine shaft.

[0021] In one possible implementation, the vehicle drive system includes a housing, and the outer peripheries of the engine shaft, the input shaft, and the first motor shaft are all sleeved with first rolling bearings, and the engine shaft, the input shaft, and the first motor shaft are all rotatably connected to the housing through the first rolling bearings.

[0022] In one possible implementation, a first bearing retaining ring is provided on a side of the first rolling bearing on the input shaft close to the first motor to limit axial displacement of the first rolling bearing on the input shaft; and / or,

[0023] A second bearing retaining ring is provided on a side of the first rolling bearing on the engine shaft close to the engine to limit the axial displacement of the first rolling bearing on the engine shaft.

[0024] In one possible implementation, a first gap is provided between the engine shaft and the wall of the inner hole in the radial direction of the inner hole, a second rolling bearing is provided in the first gap, and the engine shaft and the inner hole are rotatably connected via the second rolling bearing; and / or,

[0025] A second gap is defined between the first input shaft gear and the input shaft. A third rolling bearing is disposed in the second gap. The first input shaft gear and the second extension portion are rotatably connected via the third rolling bearing.

[0026] In one possible implementation, the vehicle drive system further includes:

[0027] a second motor, the second motor comprising a second motor shaft,

[0028] A second reducer assembly, the second reducer assembly comprising:

[0029] a second input shaft gear, drivingly connected to the second motor shaft;

[0030] a second output shaft gear, one end of the second output shaft gear being transmission-connected to the second input shaft gear, and the other end of the second output shaft gear being transmission-connected to a wheel of the vehicle;

[0031] A power battery is electrically connected to the first motor and the second motor.

[0032] The present application also discloses a vehicle, comprising a vehicle body, wheels, and any one of the vehicle drive systems described above.

[0033] Compared with the prior art, the present invention has the following advantages:

[0034] The vehicle drive system and vehicle provided in the present application include an engine and a first motor, and power output is achieved through the engine shaft of the engine and the first motor shaft of the first motor. The first reducer assembly is responsible for transmitting power to the wheels, and includes a first input shaft gear. The clutch assembly includes a two-way coupling. The two-way coupling has two coupling surfaces, a first end face and a second end face. The two-way coupling can slide along the extension direction of the engine shaft, and can selectively connect the engine shaft (using the first end face) or the first input shaft gear (using the second end face), and rotate synchronously with the input shaft to ensure the continuity of power transmission. The input shaft is transmission-connected to the first motor shaft and is the transfer shaft of the first motor power. The position of the two-way coupling is controlled to achieve power path switching. When the two-way coupling is engaged with the first end face, the engine shaft is connected to the clutch assembly, and the first input shaft gear is disconnected from the clutch assembly. When the two-way coupling is engaged with the second end face, the engine shaft is disconnected from the clutch assembly, and the first input shaft gear is connected to the clutch assembly. The power of the first motor is transmitted to the clutch assembly through the input shaft and then to the wheels through the reducer assembly.

[0035] First, in the charging state, the engine only drives the first motor to generate electricity, and is completely disconnected from the first reducer assembly, avoiding the energy loss caused by the continuous connection between the engine and the transmission system in related technologies, minimizing mechanical losses and achieving higher power generation efficiency. Second, in the driving state, the engine is separated from the transmission system after being decoupled, and the first motor directly drives the vehicle, eliminating the mechanical resistance of the engine when it is not working, and avoiding the problem of dragging due to inefficient engine conditions, such as energy waste caused by a mismatch between engine speed and wheel demand at low speeds. Third, the switching from the engine to the first motor and from the first motor to the reducer is achieved through the two-way clutch assembly, reducing the redundant transmission components in traditional range-extended systems, eliminating the need for a separate generator and its related components, reducing R&D, procurement and manufacturing costs, achieving short-path transmission, and making the system layout more compact, reducing space requirements and weight, which is conducive to improving the overall energy efficiency of the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0036] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the following briefly introduces the drawings required for use in the embodiments. 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 creative work.

[0037] Figure 1 A schematic structural diagram of a vehicle drive system provided by an embodiment of the present invention;

[0038] Figure 2 A cross-sectional view of the structure of a vehicle drive system provided by an embodiment of the present invention;

[0039] Figure 3 A schematic diagram of a partial structure of a vehicle drive system provided by an embodiment of the present invention;

[0040] Figure 4 A simplified diagram of a vehicle drive system provided by an embodiment of the present invention;

[0041] Figure 5 A schematic structural diagram of a vehicle provided in an embodiment of the present invention.

[0042] Description of reference numerals:

[0043] 11-Engine; 111-Engine shaft; 112-External convex ring; 113-Oil seal; 12-First motor; 121-First motor shaft; 13-First reducer assembly; 131-First input shaft gear; 132-First output shaft gear; 133-First intermediate shaft gear; 1331-Intermediate shaft gear; 1332-Intermediate shaft gear; 134-Differential; 14-Clutch assembly; 141-Two-way engagement member; 1411-First end face; 1412-Second end face; 142-Input shaft; 1421-Inner hole; 143-Drive member; 15-First rolling bearing; 151-First bearing retaining ring; 152-Second bearing retaining ring; 153-Shaft sleeve; 154-Bearing washer; 16-Second rolling bearing; 17-Third rolling bearing;

[0044] 21 - second motor; 30 - power battery; 40 - vehicle body; 50 - wheel; 100 - vehicle. DETAILED DESCRIPTION

[0045] The following will be combined with the drawings in the embodiments of this application to clearly and completely describe the technical solutions in the embodiments of this application. Obviously, the embodiments described are only part of the embodiments of this application, not all of the embodiments. Based on the embodiments in this application, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of this application.

[0046] In this application, the terms "installed," "disposed," "provided with," "connected," and "connected" should be interpreted broadly. For example, they can refer to fixed connections, removable connections, or integral structures; mechanical connections or electrical connections; direct connections, indirect connections through an intermediary, or internal communication between two devices, elements, or components. Those skilled in the art will understand the specific meanings of these terms in this application based on the specific circumstances.

[0047] Furthermore, the terms "first," "second," etc., are primarily used to distinguish between different devices, elements, or components (which may or may not be of the same type and configuration), and are not intended to indicate or imply the relative importance or quantity of the devices, elements, or components indicated. Unless otherwise specified, "plurality" means two or more.

[0048] With the rapid development of the new energy vehicle industry, range extenders have gradually become the focus of market attention because they can effectively solve vehicle charging and endurance anxiety problems, and have broad development prospects.

[0049] At present, the connection method of the mainstream extended-range drive system is as follows: the engine output end is connected to the generator, and the engine drives the generator to generate electricity when it is working; the generator is connected to the battery pack and the drive motor through a circuit, and the generated electricity can be stored in the battery pack or directly supplied to the drive motor; the output end of the drive motor is connected to the clutch assembly, reducer, and differential in sequence, and finally the differential transmits power to the drive wheels to drive the vehicle.

[0050] However, the existing extended-range drive system has some shortcomings. The engine will generate drag loss during the driving process, and additional energy loss will occur due to maintaining connection with the reducer during charging. At the same time, the engine is connected to the battery or drive motor through the generator, resulting in low structural integration and complex overall system structure, which increases production and manufacturing costs.

[0051] In view of this, some embodiments of the present application provide a vehicle drive system and a vehicle, which can selectively connect the engine shaft or the first input shaft gear through the two-way coupling member of the clutch assembly, thereby avoiding energy loss, reducing mechanical loss, and increasing power generation efficiency. There is no need to set up an additional generator, saving space and making the system layout more compact, reducing space requirements and weight, reducing costs, and helping to improve the overall energy efficiency of the vehicle.

[0052] The present application is described in detail below through specific embodiments:

[0053] The vehicle drive system of the embodiment of the present application is as follows Figures 1 to 5 As shown, a vehicle drive system includes an engine 11, a first motor 12, and a first reducer assembly 13. The engine 11 includes an engine shaft 111, the first motor 12 includes a first motor shaft 121, and the first reducer assembly 13 is used for transmission connection with the vehicle's wheels and includes a first input shaft gear 131.

[0054] Furthermore, if Figures 1 to 5 As shown, the vehicle drive system also includes a clutch assembly 14, which includes a two-way coupling 141 and an input shaft 142. Along the extension direction of the engine shaft 111, the two-way coupling 141 includes a first end face 1411 and a second end face 1412. The engine shaft 111 can be connected or disconnected with the first end face 1411, and the first input shaft gear 131 can be connected or disconnected with the second end face 1412.

[0055] The two-way coupling 141 is sleeved on the input shaft 142. The two-way coupling 141 and the input shaft 142 can slide relative to each other along the extension direction of the engine shaft 111, and the two-way coupling 141 and the input shaft 142 can rotate synchronously. The first input shaft gear 131 is sleeved on the input shaft 142 and can rotate relative to the input shaft 142. The first motor shaft 121 is transmission-connected to the input shaft 142. The two-way coupling 141 can move along the extension direction of the engine shaft 111 so that either the engine 11 or the first input shaft gear 131 can be connected to the clutch assembly 14.

[0056] When the vehicle drive system is in a charging state, the engine 11 is in transmission connection with the clutch assembly 14, the first reducer assembly 13 is disconnected from the clutch assembly 14, and the engine 11 is configured to drive the first motor 12. When the vehicle drive system is in a driving state, the engine 11 is disconnected from the clutch assembly 14, the first input shaft gear 131 is in transmission connection with the clutch assembly 14, and the first motor 12 can simultaneously drive the wheels 50 to move.

[0057] The vehicle drive system provided in the embodiment of the present application includes an engine 11 and a first motor 12, and power output is achieved through the engine shaft 111 of the engine 11 and the first motor shaft 121 of the first motor 12. The first reducer assembly 13 includes a first input shaft gear 131, which is responsible for transmitting power to the wheel 50. The clutch assembly 14 includes a two-way engagement member 141, and the two-way engagement member 141 has two engagement surfaces, a first end face 1411 and a second end face 1412. The two-way engagement member 141 can slide along the extension direction of the engine shaft 111 and can selectively connect to the engine shaft 111 (using the first end face 1411) or the first input shaft gear 131 (using the second end face 1412), and is connected to the input shaft 142 rotates synchronously to ensure the continuity of power transmission. The input shaft 142 is connected to the first motor shaft 121 in a transmission manner. It is the intermediate shaft of the power of the first motor 12 and controls the position of the two-way coupling 141 to realize power path switching. When the two-way coupling 141 is engaged with the first end face 1411, the engine shaft 111 is connected to the clutch assembly 14, and the first input shaft gear 131 is disconnected from the clutch assembly 14. When the two-way coupling 141 is engaged with the second end face 1412, the engine shaft 111 is disconnected from the clutch assembly 14, and the first input shaft gear 131 is connected to the clutch assembly 14. The power of the first motor 12 is transmitted to the clutch assembly 14 through the input shaft 142 and then transmitted to the wheel 50 through the reducer assembly.

[0058] Therefore, on the one hand, in the driving state, the engine 11 and the first motor 12 are completely disconnected (at this time, the first motor 12 will not be subject to mechanical resistance from the engine 11), avoiding energy loss caused by the involvement of the engine 11 (such as idling and mechanical transmission friction). In the charging state, the engine 11 directly drives the first motor 12 to generate electricity (without going through the reducer assembly, reducing transmission losses), and can replenish the power battery 30 when external charging conditions are not available (such as during long-distance driving), thus solving the range anxiety of pure electric vehicles and expanding the use scenarios of the vehicle 100, so that the vehicle 100 can achieve a longer range in remote areas and long-distance transportation.

[0059] Therefore, in the charging state, the engine 11 only drives the first motor 12 to generate electricity, completely disconnected from the first reducer assembly 13. This avoids the energy loss caused by the constant connection between the engine 11 and the transmission system in the related art, minimizes mechanical losses, and improves power generation efficiency. In the driving state, the engine 11 is disconnected from the transmission system, and the first motor 12 directly drives the vehicle 100, eliminating the mechanical resistance of the engine 11 when it is not operating. This avoids the inefficient drag problem of the engine 11 in traditional hybrid vehicles, such as the energy waste caused by the mismatch between the engine 11 speed and the demand of the wheels 50 at low speeds.

[0060] Furthermore, the bidirectional clutch assembly 14 enables switching between the engine 11 and the first motor 12, and between the first motor 12 and the speed reducer. This reduces redundant transmission components in conventional range-extended systems, eliminates the need for a separate generator and its associated components, and reduces R&D, procurement, and manufacturing costs. It also achieves short-path transmission, a more compact system layout, reduced space requirements and weight, and contributes to improved overall energy efficiency of the vehicle 100. By replacing conventional multi-clutch assemblies 14 or complex planetary gear structures, it reduces the number of components, system weight, and manufacturing costs.

[0061] In the figure, the X direction is the extending direction of the engine shaft 111.

[0062] Furthermore, in the vehicle drive system, the two-way engagement member 141 of the clutch assembly 14 needs to precisely control its axial sliding to achieve switching between the engine 11 and the motor and reducer. The two-way engagement member 141 may be internally provided with a driving structure, or the clutch assembly 14 may include a driving member 143 that can drive the two-way engagement member 141 to move along the extension direction of the engine shaft 111 to selectively connect the engine 11 or the first input shaft gear 131 to the clutch assembly 14.

[0063] The driving member 143 may have various driving modes such as electromagnetic driving, hydraulic driving, pneumatic driving, mechanical driving, and shape memory alloy driving.

[0064] Electromagnetic drive utilizes electromagnetic force to generate linear motion, adjusting the position of the bidirectional engagement member 141 by controlling the direction and magnitude of the current. When the coil is energized, it generates a magnetic field. The magnetic force on the core drives the push rod, pushing the bidirectional engagement member 141 left or right. A spring or mechanical locking mechanism maintains the engagement member's position, eliminating the need for continuous power to the clutch assembly 141, thereby reducing energy consumption.

[0065] It should be explained that the drive system composed of the engine 11, the first motor 12, and the first reducer assembly 13 can be used as the front drive system of the vehicle or the rear drive system of the vehicle, and this application does not limit this.

[0066] In this embodiment, specifically, the vehicle drive system further includes a second motor 21 , a second reducer assembly, and a power battery 30 . The power battery 30 is electrically connected to both the first motor 12 and the second motor 21 .

[0067] The second motor 21 includes a second motor shaft, and the second reducer assembly includes a second input shaft gear, which is in driving connection with the second motor shaft.

[0068] The second speed reducer assembly includes a second output shaft gear, one end of the second output shaft gear is transmission-connected to the second input shaft gear, and the other end of the second output shaft gear is used for transmission connection to the wheel 50 of the vehicle 100 .

[0069] Additional driving force is provided by the second motor. The power battery 30 is electrically connected to the first motor 12 and the second motor 21. As an energy storage unit, it can receive charging from the first motor 12 (when the engine 11 drives the first motor 12), or supply power to the two motors separately. The first motor 12 and the second motor 21 are driven independently and can output synchronously, realizing the coordinated force of the dual motors and improving the acceleration performance of the vehicle 100 (especially at low speed or when climbing a slope).

[0070] On the other hand, the dual motors are driven independently and can distribute power according to road conditions (such as steering and load). For example, when a wheel 50 on one side of the vehicle 100 requires greater torque, the torque can be distributed through the output difference of the two motors, thereby improving the accuracy of energy utilization.

[0071] Moreover, the dual-motor drive mode provides a higher power output limit, which is suitable for high-speed driving or acceleration needs. In the pure electric drive mode, zero-emission driving can be achieved, which meets environmental protection requirements. The simplified transmission structure reduces the number of parts and reduces the complexity of production and assembly. The integrated design reduces space occupation and may reduce the overall design cost of the vehicle 100.

[0072] For example, the drive system consisting of the engine 11, the first motor 12, and the first reducer assembly 13 is arranged at the front side of the vehicle 100 and is transmission-connected to the front wheels 50 of the vehicle 100. As a front axle auxiliary drive system, it includes the engine 11, the first motor 12, the clutch assembly 14, and the first reducer assembly 13. In charging mode, the engine 11 transmits torque and power to the first motor 12 through the clutch assembly 14, thereby driving the first motor 12 to rotate. The first motor 12 generates electricity through its own rotation, and the generated electricity is then transmitted to the power battery 30 to charge the power battery 30. In driving mode, the first motor 12 transmits torque to the first reducer assembly 13 through the clutch assembly 14 and then to the wheels 50, thereby driving the front wheels 50. As an auxiliary power source, it participates in driving when needed (such as rapid acceleration or climbing a hill), or as a power generation unit during charging, and the clutch assembly 14 is used to switch between the "driving" and "charging" functions, preventing the engine 11 from directly participating in daily driving.

[0073] The drive system, consisting of a second motor 21 and a second reducer assembly, is located at the rear of vehicle 100 and is in transmission connection with rear wheels 50. The second motor 21's motor shaft is directly connected to the second reducer assembly, serving as the primary drive, constantly driving wheels 50 forward. The direct connection of the second motor shaft to the reducer eliminates the need for a clutch assembly 14, simplifying the transmission structure and improving efficiency. The power battery 30, serving as an energy hub, receives charging energy from the first motor 12 and simultaneously supplies power to both the first motor 12 and the second motor 21.

[0074] This design allows engine 11 to operate within its optimal efficiency range, such as generating electricity at a constant speed, avoiding the operating fluctuations caused by the need for engine 11 to simultaneously manage both driving and generating power. Second motor 21, serving as the primary drive, can be optimized for power and torque based on requirements such as high-speed efficiency or low-speed torque, eliminating the need to consider compatibility with engine 11, simplifying control system design.

[0075] In one possible implementation, Figure 2 As shown, the first end face 1411 of the bidirectional coupling 141 is provided with a first meshing tooth, an outer convex ring 112 is provided on the engine shaft 111, and a second meshing tooth is provided on the side wall of the outer convex ring 112. The second meshing tooth and the first meshing tooth are arranged opposite to each other along the extension direction of the engine shaft 111 and can be meshed and connected.

[0076] The second end surface 1412 is provided with a third meshing tooth. The first input shaft gear 131 is provided with a fourth meshing tooth on a side close to the second end surface 1412 . The third meshing tooth and the fourth meshing tooth can be meshed and connected.

[0077] The first and second end surfaces 1411, 1412 of the two-way coupling 141 are respectively provided with first and third meshing teeth. The two-way coupling 141 and the input shaft 142 are splined, allowing the two-way coupling 141 to slide axially relative to the input shaft 142, but requiring the two-way coupling 141 to rotate synchronously with the input shaft 142. The connecting member on the engine 11 side is secured to the side of the engine shaft 111 near the clutch assembly 14 via an outer convex ring 112. The sidewall of the outer convex ring 112 is provided with second meshing teeth that mate with the first meshing teeth. The connecting member on the first reducer assembly 13 side is provided with fourth meshing teeth on the side of the first input shaft gear 131 near the two-way coupling 141, which mate with the third meshing teeth.

[0078] In charging mode, the bidirectional engagement member 141 moves toward the engine 11, fully engaging the first and second meshing teeth. The power of the engine 11 is transmitted to the input shaft 142, which then drives the first motor 12 to generate electricity. In driving mode, the bidirectional engagement member 141 moves toward the first input shaft gear 131, fully engaging the third and fourth meshing teeth. The power of the first motor 12 is transmitted to the first reducer assembly 13 via the input shaft 142, and then drives the wheels 50.

[0079] This type of face tooth meshing is a rigid mechanical connection with high transmission efficiency, and is particularly suitable for high-torque scenarios, such as when the engine 11 is generating electricity or driven by an electric motor. Compared to sliding friction, meshing connections have strong load-bearing capacity, wear resistance, long service life, and low mechanical loss. After switching into position, there is no need to continuously provide driving forces in the form of electromagnetic holding force, thereby reducing energy consumption. By directly providing the face tooth structure on the two-way coupling 141, the overall size is more compact, suitable for vehicles 100 with limited space, and the geometric parameters of the face teeth can be precisely designed to ensure a smooth and reliable meshing process, reducing impact and noise.

[0080] In another possible implementation, active friction plates may be provided on the first end face 1411 and the second end face 1412 respectively, and driven friction plates may be provided on the engine shaft 111 and the first input shaft gear 131, and engagement may be achieved by the friction plates being fitted together.

[0081] Among them, the bidirectional coupling 141 can also be called a push ring assembly. The structure usually includes a push ring body, a reset spring, etc. One end of the push ring is linked to the armature or movable iron core of the electromagnetic coil, and the other end is in contact with or connected to the coupling component.

[0082] In addition, the input shaft 142 and the push ring assembly cooperate through a guide structure, allowing the push ring assembly to slide along the axis of the input shaft 142. Specifically, the guide structure can be, for example, a guide key on the input shaft 142, a spline in the inner hole of the push ring assembly, etc., and the push ring assembly does not rotate with the input shaft 142, but only moves axially.

[0083] The push ring is slidable along the axis of the input shaft 142 , for example, by being guided by a guide pin or a spline, to ensure that the movement direction is consistent with the axis.

[0084] In some embodiments, as Figure 2 As shown, the input shaft 142 has an inner hole 1421 , and one end of the engine shaft 111 close to the input shaft 142 can extend into the inner hole 1421 and be rotatably arranged with the hole wall of the inner hole 1421 .

[0085] The input shaft 142 is a hollow shaft with a cylindrical inner hole 1421 machined inside. The diameter of the inner hole 1421 is slightly larger than the outer diameter of the engine shaft 111. The end of the engine shaft 111 is a smooth shaft structure that can extend into the inner hole 1421 of the input shaft 142 to form a radial clearance fit.

[0086] Engine shaft 111 can be radially positioned using its own bearings, while input shaft 142 is supported by bearings at both ends. Engine shaft 111 is rotatably disposed within the wall of inner bore 1421, and a sliding bearing or needle bearing can be employed between inner bore 1421 and engine shaft 111. Engine shaft 111 and input shaft 142 are configured to rotate synchronously (when engaged) or independently (when disengaged) via bidirectional coupling 141. Engine shaft 111 is axially fixed and radially confined within inner bore 1421 of input shaft 142, enhancing the stability of engine shaft 111, improving the handling stability of vehicle 100, and reducing vibration and noise.

[0087] The engine shaft 111 can be sealed by an oil seal 113 to reduce the risk of leakage.

[0088] In some embodiments, as Figure 1 and Figure 3 As shown, along the extension direction of the engine shaft 111, the first input shaft gear 131 and the two-way coupling 141 are arranged in sequence, the input shaft 142 is provided at the end of the two-way coupling 141 away from the engine shaft 111, and the first motor shaft 121 extends into the end of the inner hole 1421 away from the engine shaft 111, and is transmission-connected to the inner hole 1421.

[0089] The engine shaft 111 and the bidirectional coupling 141 are selectively connected via first and second meshing teeth. The bidirectional coupling 141 is sleeved onto the input shaft 142, allowing axial sliding but synchronous circumferential rotation. The first input shaft gear 131 is sleeved around the input shaft 142 and connected to the input shaft 142 via a bearing for relative rotation. One end of the inner bore 1421 of the input shaft 142 accommodates the end of the engine shaft 111, enabling relative rotation between the two via the bearing. The other end is connected to the first motor shaft 121 via a spline or coupling.

[0090] The engine shaft 111, input shaft 142, and first motor shaft 121 are nested and arranged on the same axis. The bidirectional coupling 141 and first input shaft gear 131 are both sleeved onto the input shaft 142, reducing the overall axial length. Axial sliding of the bidirectional coupling 141 enables switching between engine 11 power generation and motor drive modes without the need for an additional clutch assembly. The input shaft 142 utilizes an inner bore 1421 to reduce weight, and the first input shaft gear 131 is also hollow, reducing the moment of inertia of the entire drive train.

[0091] In some embodiments, as Figure 1 As shown, the engine 11 , the two-way coupling 141 , the first input shaft gear 131 and the first motor 12 are arranged in sequence along the extending direction of the engine shaft 111 .

[0092] like Figure 3 and Figure 4 As shown, the first reducer assembly 13 also includes a first intermediate shaft gear 133, a first intermediate shaft and a first output shaft gear 132. The first intermediate shaft gear 133 is sleeved on the first intermediate shaft and can rotate relative to the first intermediate shaft. The first intermediate shaft is arranged parallel to the input shaft 142. The first intermediate shaft gear 133 is arranged between the first input shaft gear 131 and the first output shaft gear 132, and is respectively meshed with the first input shaft gear 131 and the first output shaft gear 132. The first output shaft gear 132 is used for transmission connection with the wheel 50 of the vehicle 100. The first intermediate shaft gear 133 and the first input shaft gear 131 are arranged along an extension direction perpendicular to the engine shaft 111.

[0093] The engine 11, clutch assembly 14, first input shaft gear 131, and first electric motor 12 are arranged along the same axis. The vertical arrangement of the first intermediate shaft gear 133 redirects the power flow in the radial direction, avoiding further axial extension and achieving a more compact overall layout. The vertical arrangement of the intermediate shaft gears balances the weight distribution of the engine 11 and electric motor, reducing the center of gravity shift of the vehicle 100.

[0094] Among them, the first intermediate shaft gear 133 includes a transmission-connected intermediate shaft large gear 1331 and an intermediate shaft small gear 1332. The power transmission path is that the first motor 12 is transmitted to the clutch assembly 14 through the first motor shaft 121 and then to the first input shaft gear 131, and then transmitted to the intermediate shaft large gear 1331 and then transmitted to the intermediate shaft small gear 1332 through the intermediate shaft and then to the first output shaft gear 132, and finally transmitted to the output shaft through the differential 134 to the wheel 50.

[0095] In some embodiments, as Figure 1 As shown, the vehicle drive system includes a housing, and the outer peripheries of the engine shaft 111, the input shaft 142, and the first motor shaft 121 are all sleeved with first rolling bearings 15. The engine shaft 111, the input shaft 142, and the first motor shaft 121 are all rotatably connected to the housing through the first rolling bearings 15.

[0096] By adopting a multi-point rolling bearing support structure, rolling bearings are arranged on the outer circumference of the engine shaft 111, input shaft 142, and first motor shaft 121, achieving rotatable connection between each shaft and the housing. By placing bearings at key locations on each shaft, a rigid support framework is formed to suppress bending deformation and vibration of the shafts. The rolling bearings are standardized products with strong interchangeability, facilitating easy maintenance and replacement.

[0097] The rolling bearings may be ball bearings, cylindrical roller bearings, etc. to form supports capable of withstanding large radial forces. Alternatively, angular contact ball bearings or tapered roller bearings may be used, which can withstand both radial and axial forces. This application does not limit this.

[0098] In addition, a first rolling bearing 15 is also arranged on the outer circumference of the intermediate shaft and the output shaft.

[0099] In some embodiments, as Figure 2 As shown, a first bearing retaining ring 151 is provided on a side of the first rolling bearing 15 on the input shaft 142 close to the first motor 12 to limit the axial displacement of the first rolling bearing 15 on the input shaft 142 .

[0100] In some embodiments, as Figure 2 As shown, a second bearing retaining ring 152 is provided on a side of the first rolling bearing 15 on the engine shaft 111 close to the engine 11 to limit the axial displacement of the first rolling bearing 15 on the engine shaft 111 .

[0101] The first bearing retaining ring 151 is located on the side of the first rolling bearing 15 on the input shaft 142 close to the first motor 12, and is usually embedded in the annular groove of the input shaft 142. The outer side of the first bearing retaining ring 151 contacts the inner ring of the first rolling bearing 15 or the end face of the retaining frame, forming an axial limit for the first rolling bearing 15 in the direction of the first motor 12.

[0102] The second bearing retaining ring 152 is located on the side of the first rolling bearing 15 on the engine shaft 111 close to the engine 11, and is also fixed by the slot on the shaft to limit the axial movement of the first rolling bearing 15 toward the engine 11, for example, to prevent the vibration of the engine 11 from driving the bearing to move.

[0103] The first rolling bearing 15 itself is radially positioned by the outer ring cooperating with the housing, but the axial direction needs to rely on the first bearing retaining ring 151 and other components to form a two-way limit.

[0104] For the first rolling bearing 15 on the input shaft 142, the first bearing retaining ring 151 restricts its movement toward the first motor 12. The other side of the first rolling bearing 15 may be moved by Figure 2 The bearing washer 154 shown, or the shaft shoulder or housing boss limits reverse displacement, forming a two-way limit.

[0105] For the first rolling bearing 15 on the engine shaft 111, the second bearing retaining ring 152 restricts its movement toward the engine 11 side, and the other side may be moved by Figure 2 The shaft sleeve 153 shown, or the housing end cover or shaft shoulder, etc., limits the reverse displacement to prevent the bearing from moving out of the working position due to the axial movement of the engine shaft 111.

[0106] The bearing retaining ring directly limits the axial movement of the bearing inner ring (or outer ring) through rigid contact, controls the bearing position tolerance within a reasonable range, ensures the stability of the gear meshing center distance, and improves the motion accuracy and stability of the transmission system.

[0107] Bearing retaining rings are easy to install, requiring no additional tools. They elastically deform into their slots and automatically reset, requiring only snap ring pliers for assembly, improving assembly efficiency. If worn or failed, bearing retaining rings can be removed and replaced without disassembling the entire shafting, shortening maintenance cycles.

[0108] In other embodiments, conventional axial positioning methods such as nut locking, gasket adjustment, etc. may also be used.

[0109] In some embodiments, as Figure 2 As shown, there is a first gap between the engine shaft 111 and the wall of the inner hole 1421 in the radial direction of the inner hole 1421. A second rolling bearing 16 is provided in the first gap. The engine shaft 111 and the inner hole 1421 are rotatably connected through the second rolling bearing 16.

[0110] In some embodiments, as Figure 2 As shown, there is a second gap between the first input shaft gear 131 and the input shaft 142 , and a third rolling bearing 17 is provided in the second gap. The first input shaft gear 131 and the second extension portion are rotatably connected via the third rolling bearing 17 .

[0111] The end of engine shaft 111 extends into the inner bore of input shaft 142. A second rolling bearing 16 is installed in the first gap between the two, enabling relative rotation between engine shaft 111 and input shaft 142. Second rolling bearing 16 minimizes the radial clearance between engine shaft 111 and inner bore 1421, effectively limiting radial runout, ensuring shaft coaxiality during high-speed rotation, and reducing vibration and noise caused by shaking. Engine shaft 111 is subject to radial forces during operation. Second rolling bearing 16, through its rolling elements, evenly transmits these forces to the walls of inner bore 1421, preventing localized wear caused by direct contact between the shaft and the wall, thereby extending component life.

[0112] A third rolling bearing 17 is installed in the second gap between the inner bore of the first input shaft gear 131 and the outer periphery of the input shaft 142. This allows the first input shaft gear 131 to rotate independently of the input shaft 142. Similarly, the third rolling bearing 17 isolates high-frequency vibrations generated by the gear transmission, reducing their impact on the input shaft 142 and the first motor 12.

[0113] Second rolling bearing 16 and third rolling bearing 17 can be cylindrical roller bearings or needle roller bearings, among others. Optionally, second rolling bearing 16 and third rolling bearing 17 are needle roller bearings. The first and second gaps are typically the relatively small radial gaps between the inner bore of a gear or shaft and the shaft. Needle roller bearings also have a small radial dimension, eliminating the need for a complex outer ring structure. The inner bore and shaft journal can be used directly as raceways, fully utilizing limited clearance space and meeting compact design requirements. Furthermore, needle roller bearings have a larger number of rolling elements, a longer contact line with the raceway, and a greater radial load capacity.

[0114] The present application also discloses a vehicle 100, such as Figure 5 As shown, the vehicle 100 includes a vehicle body 40, wheels 50 and a vehicle drive system. The vehicle drive system in the vehicle 100 is the above-mentioned vehicle drive system. Therefore, the vehicle 100 in this embodiment has substantially the same technical effects as the above-mentioned vehicle drive system. Since the technical effects of the vehicle drive system have been fully explained, they will not be repeated here.

[0115] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit it. Although the present invention has been described in detail with reference to the above embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the above embodiments, or replace some or all of the technical features therein with equivalents. However, these modifications or replacements do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention.

Claims

1. A vehicle drive system, characterized in that: include: an engine, said engine comprising an engine shaft, a first motor including a first motor shaft; a first speed reducer assembly, configured to be drivingly connected to a wheel of the vehicle, the first speed reducer assembly comprising a first input shaft gear; A clutch assembly, comprising: a bidirectional engagement member, the bidirectional engagement member including a first end face and a second end face along the extension direction of the engine shaft, the engine shaft being capable of drivingly connecting or disconnecting with the first end face, and the first input shaft gear being capable of drivingly connecting or disconnecting with the second end face, the bidirectional engagement member being capable of moving along the extension direction of the engine shaft to selectively connect the engine or the first input shaft gear to the bidirectional engagement member; An input shaft, wherein the bidirectional engagement member is sleeved on the input shaft, the bidirectional engagement member and the input shaft are capable of sliding relative to each other along the extension direction of the engine shaft, and the bidirectional engagement member and the input shaft are capable of synchronous rotation, the first input shaft gear is sleeved on the input shaft and is rotatable relative to the input shaft, and the first motor shaft is drivingly connected to the input shaft; When the vehicle drive system is in a charging state, the engine is in transmission connection with the clutch assembly, the first reducer assembly is disconnected from the clutch assembly, and the engine is configured to drive the first motor to rotate; When the vehicle drive system is in a driving state, the engine is disconnected from the clutch assembly, the first input shaft gear is in transmission connection with the clutch assembly, and the first motor is capable of driving the wheels to move.

2. The vehicle drive system according to claim 1, wherein: The first end surface is provided with a first meshing tooth, the engine shaft is provided with an outer convex ring, the side wall of the outer convex ring is provided with a second meshing tooth, and the second meshing tooth and the first meshing tooth are arranged opposite to each other along the extension direction of the engine shaft and can be meshed and connected; The second end surface is provided with a third meshing tooth, and the first input shaft gear is provided with a fourth meshing tooth on a side close to the second end surface, and the third meshing tooth and the fourth meshing tooth are meshingly connected.

3. The vehicle drive system according to claim 2, wherein: The input shaft has an inner hole, and one end of the engine shaft close to the input shaft can extend into the inner hole and be rotatably arranged with the hole wall of the inner hole.

4. The vehicle drive system according to claim 3, wherein: Along the extension direction of the engine shaft, the first input shaft gear and the bidirectional coupling are arranged in sequence, the input shaft is provided at the end of the bidirectional coupling away from the engine shaft, and the first motor shaft extends into the end of the inner hole away from the engine shaft and is transmission-connected to the inner hole.

5. The vehicle drive system according to claim 4, characterized in that: The engine, the bidirectional coupling, the first input shaft gear and the first motor are arranged in sequence along the extension direction of the engine shaft; The first reducer assembly also includes a first intermediate shaft, a first intermediate shaft gear, and a first output shaft gear. The first intermediate shaft gear is sleeved on the first intermediate shaft and can rotate relative to the first intermediate shaft. The first intermediate shaft is arranged parallel to the input shaft. The first intermediate shaft gear is arranged between the first input shaft gear and the first output shaft gear, and is respectively meshed with the first input shaft gear and the first output shaft gear. The first output shaft gear is used to be connected to the wheels of the vehicle. The first intermediate shaft gear and the first input shaft gear are arranged along an extension direction perpendicular to the engine shaft.

6. The vehicle drive system according to any one of claims 1 to 5, characterized in that: The vehicle drive system includes a housing, and the outer circumferences of the engine shaft, the input shaft, and the first motor shaft are all sleeved with first rolling bearings. The engine shaft, the input shaft, and the first motor shaft are all rotatably connected to the housing through the first rolling bearings.

7. The vehicle drive system according to claim 6, wherein: A first bearing retaining ring is provided on a side of the first rolling bearing on the input shaft close to the first motor to limit axial displacement of the first rolling bearing on the input shaft; and / or, A second bearing retaining ring is provided on a side of the first rolling bearing on the engine shaft close to the engine to limit the axial displacement of the first rolling bearing on the engine shaft.

8. The vehicle drive system according to claim 4, wherein: A first gap is formed between the engine shaft and the wall of the inner hole in the radial direction of the inner hole, a second rolling bearing is provided in the first gap, and the engine shaft and the inner hole are rotatably connected via the second rolling bearing; and / or, A second gap is defined between the first input shaft gear and the input shaft. A third rolling bearing is disposed in the second gap. The first input shaft gear and the second extension portion are rotatably connected via the third rolling bearing.

9. The vehicle drive system according to any one of claims 1 to 5, characterized in that: The vehicle drive system further includes: a second motor, the second motor comprising a second motor shaft, A second reducer assembly, the second reducer assembly comprising: a second input shaft gear, drivingly connected to the second motor shaft; a second output shaft gear, one end of the second output shaft gear is transmission-connected to the second input shaft gear, and the other end of the second output shaft gear is used to transmission-connect to the wheel of the vehicle; a power battery, the power battery is electrically connected to both the first motor and the second motor.

10. A vehicle, characterized in that: The vehicle comprises a vehicle body, wheels and a vehicle drive system, wherein the vehicle drive system is the vehicle drive system according to any one of claims 1 to 9.

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