Vehicle drive system and vehicle

Abstract

The application discloses a vehicle driving system and a vehicle, which comprise an engine, a first motor, a first speed reducer assembly and a clutch assembly. The clutch assembly comprises a bidirectional engaging piece and an input shaft. The bidirectional engaging piece comprises a first end surface and a second end surface. The engine shaft can be in driving connection or disconnection with the first end surface. The first input shaft gear can be in driving connection or disconnection with the second end surface. The bidirectional engaging piece is sleeved on the input shaft. The bidirectional engaging piece can move along the extension direction of the engine shaft, so that the engine or the first input shaft gear is selectively connected with the clutch assembly. The bidirectional engaging piece and the input shaft can slide relative to each other along the extension direction of the engine shaft, and the bidirectional engaging piece and the input shaft can synchronously rotate. The first motor shaft is in driving connection with the input shaft. The vehicle has small mechanical loss, high power generation efficiency, avoids the problem of inefficient working condition dragging, saves space and has more compact system layout.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and more particularly to a vehicle drive system and a vehicle. Background Technology

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

[0003] Currently, the mainstream range extender drive system is connected as follows: the engine output is directly connected to the generator, and the generator is driven by mechanical transmission when the engine is working; the generator is connected to the battery pack and the drive motor through circuits, and the generated power can be directly supplied to the drive motor or stored in the battery pack for later use; the output 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 range-extended drive systems have some shortcomings: during driving, when the engine is not working, there may be drag losses due to mechanical connection; during charging, the continuous connection between the drive motor and the reducer will lead to additional energy loss; at the same time, the engine needs to indirectly interact with the battery pack or drive motor through the generator, which results in low system integration and complex overall layout, which not only increases manufacturing costs but may also affect space utilization. Summary of the Invention

[0005] This application discloses a vehicle drive system and vehicle that can avoid energy loss, reduce mechanical losses, increase power generation efficiency, eliminate the need for an additional generator, save space and make the system layout more compact, reduce space requirements and weight, reduce costs, and help improve the overall energy efficiency of the vehicle.

[0006] To achieve the above objectives, this application discloses a vehicle drive system, comprising: An engine, the engine including an engine shaft, The first motor, including the first motor shaft; A first reducer assembly for drive connection with the wheels of the vehicle, the first reducer assembly including a first input shaft gear; Clutch assembly, the clutch assembly comprising: A bidirectional coupling member includes a first end face and a second end face along the extension direction of the engine shaft. The engine shaft can be connected or disconnected from the first end face, and the first input shaft gear can be connected or disconnected from the second end face. The bidirectional coupling member can move along the extension direction of the engine shaft so that either the engine or the first input shaft gear can be connected to the bidirectional coupling member. An input shaft is provided, the bidirectional coupling is sleeved on the input shaft, the bidirectional coupling and the input shaft can slide relative to each other along the extension direction of the engine shaft, and the bidirectional coupling and the input shaft can rotate synchronously, the first input shaft gear is sleeved on the input shaft and can rotate relative to the input shaft, and the first motor shaft is connected to the input shaft in a transmission manner; When the vehicle drive system is in a charging state, the engine is connected to 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 drive mode, the engine is disconnected from the clutch assembly, the first input shaft gear is connected to the clutch assembly, and the first motor can drive the wheels to move.

[0007] In one possible implementation, the first end face 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, 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 together. The second end face is provided with a third meshing tooth, and the first input shaft gear is provided with a fourth meshing tooth on the side near the second end face. The third meshing tooth and the fourth meshing tooth can be meshed together.

[0008] In one possible implementation, the input shaft has an inner bore into which one end of the engine shaft near the input shaft can extend and is rotatably disposed with respect to the bore wall.

[0009] In one possible implementation, the first input shaft gear and the bidirectional coupling are arranged sequentially along the extension direction of the engine shaft, the input shaft is located at the end of the bidirectional coupling away from the engine shaft, and the first motor shaft extends into the inner hole at the end away from the engine shaft and is drively connected to the inner hole.

[0010] In one possible implementation, the engine, the bidirectional coupling, the first input shaft gear, and the first motor are arranged sequentially along the extension direction of the engine shaft; The first reducer assembly further 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 disposed between the first input shaft gear and the first output shaft gear and is meshed with the first input shaft gear and the first output shaft gear, respectively. The first output shaft gear is used for transmission connection with 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.

[0011] In one possible implementation, the vehicle drive system includes a housing, and a first rolling bearing is fitted around the outer periphery of the engine shaft, the input shaft, and the first motor shaft. The engine shaft, the input shaft, and the first motor shaft are all rotatably connected to the housing via the first rolling bearing.

[0012] In one possible implementation, a first bearing retainer is provided on the side of the first rolling bearing on the input shaft near the first motor to limit the axial displacement of the first rolling bearing on the input shaft; and / or, A second bearing retainer is provided on the side of the first rolling bearing on the engine shaft near the engine to limit the axial displacement of the first rolling bearing on the engine shaft.

[0013] In one possible implementation, the engine shaft and the bore wall of the inner bore have a first gap in the radial direction of the inner bore, and a second rolling bearing is disposed within the first gap, wherein the engine shaft and the inner bore are rotatably connected by the second rolling bearing; and / or, There is a second gap between the first input shaft gear and the input shaft, and a third rolling bearing is provided in the second gap. The first input shaft gear and the input shaft are rotatably connected through the third rolling bearing.

[0014] In one possible implementation, the vehicle drive system further includes: A second motor, the second motor including a second motor shaft; A power battery, which is electrically connected to both the first motor and the second motor; The second reducer assembly includes: The second input shaft gear is connected to the second motor shaft via a transmission. The second output shaft gear has one end connected to the second input shaft gear and the other end connected to the vehicle's wheels.

[0015] This application also discloses a vehicle, including a vehicle body, wheels, and a vehicle drive system as described in any one of the above.

[0016] Compared with the prior art, the beneficial effects of this application are as follows: The vehicle drive system and vehicle provided in this application include an engine and a first motor. Power output is achieved through the engine shaft of the engine and the first motor shaft of the first motor. A first reducer assembly is responsible for transmitting power to the wheels and includes a first input shaft gear. The clutch assembly includes a bidirectional engagement member with two engagement surfaces: a first end face and a second end face. The bidirectional engagement member can slide along the extension direction of the engine shaft and can selectively connect to the engine shaft (using the first end face) or the first input shaft gear (using the second end face). It rotates synchronously with the input shaft to ensure the continuity of power transmission. The input shaft is drive-connected to the first motor shaft and is the intermediate shaft for the power of the first motor. The position of the bidirectional engagement member is controlled to achieve power path switching. When the bidirectional engagement member engages with the first end face, the engine shaft is connected to the clutch assembly, and the first input shaft gear is disengaged from the clutch assembly. When the bidirectional engagement member engages with the second end face, the engine shaft is disengaged 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 wheels through the input shaft to the clutch assembly and then through the reducer assembly.

[0017] Firstly, in charging mode, the engine only drives the first motor to generate electricity, completely disconnecting from the first reducer assembly. This avoids energy loss caused by the continuous connection between the engine and the transmission system in related technologies, minimizing mechanical losses and increasing power generation efficiency. Secondly, in driving mode, the engine is disconnected from the transmission system, and the first motor directly drives the vehicle. This eliminates the mechanical resistance when the engine is not operating, avoiding the problem of inefficient engine operation, such as energy waste caused by the mismatch between engine speed and wheel demand at low speeds. Thirdly, the two-way clutch assembly enables switching between the engine and the first motor, and between the first motor and the reducer. This reduces redundant transmission components in traditional range extender systems, eliminates the need for a separate generator and its related components, reduces R&D, procurement, and manufacturing costs, achieves short-path transmission, and results in a more compact system layout, reducing space requirements and weight, thus improving the overall energy efficiency of the vehicle. Attached Figure Description

[0018] To more clearly illustrate the technical solutions in the embodiments of this application, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0019] Figure 1This is a schematic diagram of the structure of a vehicle drive system provided in an embodiment of the present invention; Figure 2 A structural cross-sectional view of a vehicle drive system provided in an embodiment of the present invention; Figure 3 This is a partial structural schematic diagram of a vehicle drive system provided in an embodiment of the present invention; Figure 4 A simplified view of a vehicle drive system provided in an embodiment of the present invention; Figure 5 This is a structural schematic diagram of a vehicle provided in an embodiment of the present invention.

[0020] Explanation of reference numerals in the attached figures: 11-Engine; 111-Engine shaft; 112-Outer 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 large gear; 1332-Intermediate shaft small gear; 134-Differential gear; 14-Clutch assembly; 141-Two-way engagement member; 1411-First end face; 1412-Second end face; 142-Input shaft; 1421-Inner hole; 143-Drive component; 15-First rolling bearing; 151-First bearing retainer; 152-Second bearing retainer; 153-Busset; 154-Bearing washer; 16-Second rolling bearing; 17-Third rolling bearing; 21-Second motor; 30-Power battery; 40-Vehicle body; 50-Wheel; 100-Vehicle. Detailed Implementation

[0021] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0022] In this application, the terms "installation," "setup," "equipped with," "connection," and "linked" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral structure; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium, or an internal connection between two devices, components, or parts. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0023] Furthermore, the terms "first," "second," etc., are primarily used to distinguish different devices, components, or parts (which may be the same or different in specific type and construction), and are not intended to indicate or imply the relative importance or quantity of the indicated devices, components, or parts. Unless otherwise stated, "a plurality of" means two or more.

[0024] With the rapid development of the new energy vehicle industry, range extenders have gradually become the focus of market attention and have broad development prospects because they can effectively solve the problems of vehicle charging and range anxiety.

[0025] Currently, the mainstream range extender drive system is connected as follows: the engine output is connected to the generator, and the generator generates electricity when the engine 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 of the drive motor is connected in sequence to the clutch assembly, reducer, and differential, and finally the differential transmits the power to the drive wheels to drive the vehicle.

[0026] However, existing range-extended drive systems have some shortcomings. During the driving process, the engine will generate drag losses, and during charging, there will be additional energy losses due to the connection with the reducer. At the same time, the engine is connected to the battery or drive motor through the generator, which results in low structural integration, complex overall system structure, and increased production and manufacturing costs.

[0027] In view of this, some embodiments of this application provide a vehicle drive system and vehicle, which can selectively connect the engine shaft or the first input shaft gear through the bidirectional engagement member of the clutch assembly, thereby avoiding energy loss, resulting in low mechanical loss, high power generation efficiency, no need for additional generator, saving space and making the system layout more compact, reducing space requirements and weight, reducing costs, and improving the overall energy efficiency of the vehicle.

[0028] The present application will be described in detail below through specific embodiments: The vehicle drive system of this application embodiment, such as 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 drive connection with the vehicle's wheels and includes a first input shaft gear 131.

[0029] Furthermore, such as Figures 1 to 5As shown, the vehicle drive system also includes a clutch assembly 14, which includes a bidirectional engagement member 141 and an input shaft 142. Along the extension direction of the engine shaft 111, the bidirectional engagement member 141 includes a first end face 1411 and a second end face 1412. The engine shaft 111 can be connected or disconnected from the first end face 1411, and the first input shaft gear 131 can be connected or disconnected from the second end face 1412.

[0030] The bidirectional coupling 141 is sleeved on the input shaft 142. The bidirectional coupling 141 and the input shaft 142 can slide relative to each other along the extension direction of the engine shaft 111, and the bidirectional 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 connected to the input shaft 142. The bidirectional 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 selectively connected to the clutch assembly 14.

[0031] When the vehicle drive system is charging, the engine 11 is connected to 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 to rotate. When the vehicle drive system is in driving mode, the engine 11 is disconnected from the clutch assembly 14, the first input shaft gear 131 is connected to the clutch assembly 14, and the first motor 12 can simultaneously drive the wheels 50 to move.

[0032] The vehicle drive system provided in this application embodiment includes an engine 11 and a first motor 12. 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 wheels 50. The clutch assembly 14 includes a bidirectional engagement member 141, which has two engagement surfaces: a first end face 1411 and a second end face 1412. The bidirectional engagement member 141 can slide along the extension direction of the engine shaft 111 and can selectively connect 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 also compatible with the input shaft. The synchronous rotation of input shaft 142 ensures the continuity of power transmission. Input shaft 142 is connected to the first motor shaft 121 and serves as the transfer shaft for the power of the first motor 12. It controls the position of bidirectional coupling 141 to achieve power path switching. When bidirectional coupling 141 engages 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 bidirectional coupling 141 engages 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 input shaft 142 and then to the wheel 50 through the reducer assembly.

[0033] Therefore, on the one hand, in driving mode, 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 participation of the engine 11 (such as idling and mechanical transmission friction). In charging mode, the engine 11 directly drives the first motor 12 to generate electricity (without going through the reducer assembly, reducing transmission loss), which can replenish the power battery 30 when there is no external charging condition (such as during long-distance driving), solving the range anxiety of pure electric vehicles, expanding the usage scenarios of vehicle 100, and enabling vehicle 100 to achieve a longer driving range in remote areas, long-distance transportation, and other situations.

[0034] Therefore, in the charging state, the engine 11 only drives the first motor 12 to generate electricity, completely disconnecting from the first reducer assembly 13. This avoids the energy loss caused by the continuous connection between the engine 11 and the transmission system in related technologies, minimizing mechanical losses and increasing 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. This eliminates the mechanical resistance of the engine 11 when it is not working, avoiding the problem of inefficient dragging of the engine 11 in traditional hybrid vehicles, such as the energy waste caused by the mismatch between the engine 11 speed and the wheel 50 demand at low speeds.

[0035] Furthermore, the bidirectional clutch assembly 14 enables the switching between the engine 11 and the first motor 12, and between the first motor 12 and the reducer. This reduces redundant transmission components in traditional range-extender systems, eliminates the need for a separate generator and its related components, lowers R&D, procurement, and manufacturing costs, achieves short-path transmission, results in a more compact system layout, reduces space requirements and weight, and improves the overall energy efficiency of the vehicle 100. It replaces traditional multi-clutch assemblies 14 or complex planetary gear structures, reducing the number of parts, system weight, and manufacturing costs.

[0036] In the diagram, the X direction is the extension direction of the engine shaft 111.

[0037] Furthermore, in the vehicle drive system, the bidirectional engagement member 141 of the clutch assembly 14 needs precise control of its axial sliding to achieve switching between the engine 11 and the electric motor and reducer. The bidirectional engagement member 141 may have an internal drive structure, or the clutch assembly 14 may include a drive member 143 capable of driving the bidirectional engagement member 141 to move along the extension direction of the engine shaft 111, so that either the engine 11 or the first input shaft gear 131 is selectively engaged with the clutch assembly 14.

[0038] The drive unit 143 can have various drive methods such as electromagnetic drive, hydraulic drive, pneumatic drive, mechanical drive and shape memory alloy drive.

[0039] The electromagnetic drive utilizes electromagnetic force to generate linear motion, and the position of the bidirectional engagement member 141 is adjusted by controlling the direction and magnitude of the current. When the coil is energized, a magnetic field is generated, and the iron core moves the push rod under the action of magnetic force, pushing the bidirectional engagement member 141 to slide left or right. The position of the engagement member is maintained by a spring or mechanical locking mechanism, and the clutch assembly 14 does not require continuous power supply, thereby reducing energy consumption.

[0040] It should be explained that the drive system consisting of engine 11, first motor 12, and first reducer assembly 13 can be used as a front-wheel drive system or a rear-wheel drive system of the vehicle, and this application does not limit it here.

[0041] In this embodiment, the vehicle drive system further includes a second motor 21, a second reducer assembly, and a power battery 30, with the power battery 30 electrically connected to both the first motor 12 and the second motor 21.

[0042] The second motor 21 includes a second motor shaft, and the second reducer assembly includes a second input shaft gear, which is connected to the second motor shaft in a transmission manner.

[0043] The second reducer assembly includes a second output shaft gear, one end of which is connected to the second input shaft gear, and the other end of which is connected to the wheel 50 of the vehicle 100.

[0044] The second motor provides additional driving force. The power battery 30 is electrically connected to both 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 respectively. The first motor 12 and the second motor 21 can be driven independently and output synchronously, realizing the dual motors working together to improve the vehicle's 100 acceleration performance (especially at low speeds or when climbing hills).

[0045] On the other hand, the dual motors drive independently and can distribute power according to road conditions (such as steering and load). For example, when a single wheel 50 of vehicle 100 needs more torque, the torque is distributed through the output difference of the two motors, thereby improving the accuracy of energy utilization.

[0046] Moreover, the dual-motor drive mode provides a higher power output limit, suitable for high-speed driving or acceleration needs, while the pure electric drive mode can achieve zero-emission driving, meeting environmental protection requirements. The simplified transmission structure reduces the number of parts, reduces production and assembly complexity, and the integrated design reduces space occupation, potentially reducing the overall design cost of the vehicle by 100%.

[0047] For example, the drive system consisting of engine 11, first motor 12, and first reducer assembly 13 is located at the front of vehicle 100 and is connected to the front wheels 50 of vehicle 100 as a front axle auxiliary drive system. This system includes engine 11, first motor 12, clutch assembly 14, and first reducer assembly 13. In charging mode, engine 11 transmits torque and power to first motor 12 via clutch assembly 14, thereby driving first motor 12 to rotate. First motor 12 generates electricity through its own rotation, and the generated electrical energy is then supplied to power battery 30 for charging. In driving mode, first motor 12 transmits torque to first reducer assembly 13 and then to wheels 50 via clutch assembly 14, thereby driving the front wheels 50 to rotate. As an auxiliary power source, it participates in driving when needed (such as during rapid acceleration or hill climbing), or acts as a power generation unit during charging. The clutch assembly 14 enables switching between "driving" and "charging" functions, preventing engine 11 from directly participating in daily driving.

[0048] The drive system, consisting of the second motor 21 and the second reducer assembly, is located at the rear of the vehicle 100 and is connected to the rear wheels 50. The second motor 21's motor shaft is directly connected to the second reducer assembly, serving as the primary drive and constantly propelling the wheels 50 forward. The direct connection of the second motor shaft to the reducer eliminates the need for a clutchless assembly 14, simplifying the transmission structure and improving efficiency. The power battery 30 acts as an energy hub, receiving charging energy from the first motor 12 and simultaneously supplying power to both the first motor 12 and the second motor 21.

[0049] Therefore, this design allows the engine 11 to operate within its optimal efficiency range, such as generating electricity at a constant speed, avoiding the operational fluctuations caused by the engine 11 needing to simultaneously drive and generate electricity. The second motor 21, as the main drive, can have its power and torque characteristics specifically optimized according to requirements such as high-speed efficiency or low-speed torque, without needing to consider matching with the engine 11, thus simplifying the control system design.

[0050] In one possible implementation, such as Figure 2 As shown, the first end face 1411 of the bidirectional coupling member 141 is provided with a first meshing tooth, the engine shaft 111 is provided with an outer convex ring 112, and the side wall of the outer convex ring 112 is provided with a second meshing tooth. 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 together.

[0051] The second end face 1412 is provided with a third meshing tooth, and the first input shaft gear 131 is provided with a fourth meshing tooth on the side near the second end face 1412. The third meshing tooth and the fourth meshing tooth can mesh and connect.

[0052] The first end face 1411 and the second end face 1412 of the bidirectional coupling member 141 are respectively provided with a first meshing tooth and a third meshing tooth. The bidirectional coupling member 141 and the input shaft 142 can be connected by a spline, allowing the bidirectional coupling member 141 to slide axially relative to the input shaft 142, but the bidirectional coupling member 141 and the input shaft 142 need to rotate synchronously. The connector on the engine 11 side is fixed to the side of the engine shaft 111 near the clutch assembly 14 by an outer convex ring 112. The side wall of the outer convex ring 112 is provided with a second meshing tooth that matches the first meshing tooth. The connector on the first reducer assembly 13 side is provided with a fourth meshing tooth near the bidirectional coupling member 141 by the first input shaft gear 131, which matches the third meshing tooth.

[0053] In charging mode, the bidirectional engagement member 141 moves towards the engine 11, and the first and second meshing teeth fully engage. Power from 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 towards the first input shaft gear 131, and the third and fourth meshing teeth fully engage. Power from the first motor 12 is transmitted through the input shaft 142 to the first reducer assembly 13, which then drives the wheels 50.

[0054] This type of end-face tooth meshing is a rigid mechanical connection with high transmission efficiency, making it particularly suitable for high-torque scenarios, such as those involving generators or electric motors. Compared to sliding friction, meshing connections offer higher load-bearing capacity, wear resistance, longer lifespan, and lower mechanical losses. Furthermore, once switched into position, no continuous electromagnetic holding force or other forms of driving force are required, thus reducing energy consumption. By directly incorporating end-face tooth structures on the bidirectional engagement member 141, the overall dimensions are more compact, making it suitable for vehicles 100 with limited space. Moreover, the geometric parameters of the end-face teeth can be precisely designed to ensure a smooth and reliable meshing process, reducing impact and noise.

[0055] 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, so that engagement is achieved by the friction plates adhering together.

[0056] Among them, the bidirectional coupling component 141 can also be called the push ring assembly. The structure usually includes the push ring body, the return spring, etc. One end of the push ring is linked with the armature or movable iron core of the electromagnetic coil, and the other end is in contact or connected with the coupling component.

[0057] Furthermore, the input shaft 142 and the push ring assembly are connected by a guide structure, allowing the push ring assembly to slide along the axial direction of the input shaft 142. Specifically, the guide structure can be such as 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.

[0058] The push ring can slide along the axis of the input shaft 142, for example, guided by a guide pin or spline, to ensure that the direction of motion is consistent with the axis.

[0059] In some embodiments, such as Figure 2 As shown, the input shaft 142 has an inner hole 1421, and one end of the engine shaft 111 near the input shaft 142 can extend into the inner hole 1421 and is rotatably configured with respect to the wall of the inner hole 1421.

[0060] 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.

[0061] The engine shaft 111 can be radially positioned using its own bearings. The input shaft 142 is supported by bearings at both ends. The engine shaft 111 and the inner hole 1421 are rotatably connected. A sliding bearing or a needle roller bearing can be used between the inner hole 1421 and the engine shaft 111. The engine shaft 111 and the input shaft 142 can rotate synchronously (when the engine shaft 111 and the input shaft 142 are engaged) or independently (when the engine shaft 111 and the input shaft 142 are separated) through a bidirectional coupling 141. The engine shaft 111 is axially fixed and radially restricted within the inner hole 1421 of the input shaft 142, which improves the stability of the engine shaft 111, enhances the handling stability of the vehicle 100, and reduces vibration and noise.

[0062] The engine shaft 111 can be sealed by the oil seal 113, reducing the risk of leakage.

[0063] In some embodiments, such 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 bidirectional coupling member 141 are arranged in sequence, the input shaft 142 is located at the end of the bidirectional coupling member 141 away from the engine shaft 111, and the first motor shaft 121 extends into the inner hole 1421 at the end away from the engine shaft 111 and is connected to the inner hole 1421 in a transmission manner.

[0064] The engine shaft 111 and the bidirectional coupling 141 are selectively connected via a first meshing tooth and a second meshing tooth. The bidirectional coupling 141 is sleeved on the input shaft 142 and can slide axially but rotate synchronously in the circumference. The first input shaft gear 131 is sleeved on the outside of the input shaft 142 and is connected to the input shaft 142 via a bearing that allows relative rotation. One end of the inner hole 1421 of the input shaft 142 accommodates the end of the engine shaft 111, and the two can rotate relative to each other via a bearing. The other end is connected to the first motor shaft 121 via a spline or coupling.

[0065] The engine shaft 111, input shaft 142, and first motor shaft 121 are nested on the same axis, and the bidirectional coupling 141 and the first input shaft gear 131 are both sleeved on the input shaft 142, reducing the overall axial length. By sliding the bidirectional coupling 141 axially, the switching between the generator and motor drive modes of the engine 11 can be achieved without the need for an additional clutch assembly. The input shaft 142 adopts an inner hole 1421 structure to reduce weight, and the first input shaft gear 131 is also a hollow design, which reduces the rotational inertia of the entire transmission chain.

[0066] In some embodiments, such as Figure 1 As shown, the engine 11, the bidirectional coupling 141, the first input shaft gear 131 and the first motor 12 are arranged sequentially along the extension direction of the engine shaft 111.

[0067] 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 located between the first input shaft gear 131 and the first output shaft gear 132, and is meshed with the first input shaft gear 131 and the first output shaft gear 132 respectively. 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 the extension direction perpendicular to the engine shaft 111.

[0068] The engine 11, clutch assembly 14, first input shaft gear 131, and first motor 12 are arranged along the same axis. The vertical arrangement of the first intermediate shaft gear 133 causes the power flow to be redirected in the radial direction, avoiding further extension in the axial direction, resulting in a more compact overall layout. The vertical arrangement of the intermediate shaft gear can balance the weight distribution of the engine 11 and the motor, reducing the center of gravity shift of the vehicle 100.

[0069] The first intermediate shaft gear 133 includes a transmission connection between a large intermediate shaft gear 1331 and a small intermediate shaft gear 1332. The power transmission path is as follows: the first motor 12 is transmitted through the first motor shaft 121 to the clutch assembly 14, then to the first input shaft gear 131, then to the large intermediate shaft gear 1331, then through the intermediate shaft to the small intermediate shaft gear 1332, then to the first output shaft gear 132, and finally through the differential 134 to the output shaft and finally to the wheel 50.

[0070] In some embodiments, such as Figure 1 As shown, the vehicle drive system includes a housing, and a first rolling bearing 15 is fitted around the outer periphery of the engine shaft 111, the input shaft 142, and the first motor shaft 121. 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 bearing 15.

[0071] By employing a multi-point support structure using rolling bearings, rolling bearings are arranged on the outer periphery of the engine shaft 111, input shaft 142, and first motor shaft 121, enabling rotatable connections between each shaft and the housing. By placing bearings at key locations on each shaft, a rigid support frame is formed, suppressing shaft bending deformation and vibration. Rolling bearings are standardized products, highly interchangeable, and easy to maintain and replace.

[0072] The rolling bearings can be such as ball bearings or cylindrical roller bearings to form a support capable of withstanding large radial forces. Alternatively, angular contact ball bearings or tapered roller bearings can be used, which can simultaneously withstand radial and axial forces; this application does not impose any limitations.

[0073] In addition, first rolling bearings 15 are also arranged on the outer periphery of the intermediate shaft and the output shaft.

[0074] In some embodiments, such as Figure 2 As shown, a first bearing retainer 151 is provided on the side of the first rolling bearing 15 on the input shaft 142 near the first motor 12 to limit the axial displacement of the first rolling bearing 15 on the input shaft 142.

[0075] In some embodiments, such as Figure 2 As shown, a second bearing retainer 152 is provided on the side of the first rolling bearing 15 on the engine shaft 111 near the engine 11 to limit the axial displacement of the first rolling bearing 15 on the engine shaft 111.

[0076] The first bearing retainer 151 is located on the side of the first rolling bearing 15 on the input shaft 142 near the first motor 12. It is usually fitted into the annular groove of the input shaft 142. The outer side of the first bearing retainer 151 contacts the inner ring or cage end face of the first rolling bearing 15, forming an axial limit on the first rolling bearing 15 in the direction of the first motor 12.

[0077] The second bearing retainer 152 is located on the side of the first rolling bearing 15 on the engine shaft 111 closer to the engine 11. It is also fixed by a retainer groove on the shaft, which restricts the axial movement of the first rolling bearing 15 toward the engine 11, for example, to prevent the bearing from moving due to vibration of the engine 11.

[0078] The first rolling bearing 15 is radially positioned by its outer ring engaging with the housing, but its axial position depends on the first bearing retainer 151 and other components to form bidirectional limiting.

[0079] For the first rolling bearing 15 on the input shaft 142, the first bearing retainer 151 restricts its movement toward the first motor 12 side, and the other side of the first rolling bearing 15 may be restricted by, for example, Figure 2 The bearing washer 154 shown, or the shaft shoulder or housing boss, restricts reverse displacement, forming a bidirectional limit.

[0080] For the first rolling bearing 15 on the engine shaft 111, the second bearing retainer 152 restricts its movement toward the engine 11 side, while the other side may be restricted by, for example, Figure 2 The bushing 153 shown, or the housing end cover or shaft shoulder, etc., restricts reverse displacement to prevent the bearing from moving away from the working position as the engine shaft 111 moves axially.

[0081] Bearing retainers directly restrict the axial movement of the bearing inner ring (or outer ring) through rigid contact, controlling the bearing position tolerance within a reasonable range, ensuring stable gear meshing center distance, and improving the motion accuracy and stability of the transmission system.

[0082] Bearing retainers offer advantages such as convenient installation without the need for additional tools. They automatically reset after elastically deforming and embedding into the groove, requiring only retainer pliers for assembly, thus improving efficiency. When bearing retainers wear or fail, they can be directly removed and replaced without disassembling the entire shaft system, shortening maintenance cycles.

[0083] In other embodiments, traditional axial positioning methods, such as nut tightening and shim adjustment, can also be used.

[0084] In some embodiments, such as Figure 2 As shown, the engine shaft 111 and the inner hole 1421 have a first gap in the radial direction of the inner hole 1421. A second rolling bearing 16 is provided in the first gap, and the engine shaft 111 and the inner hole 1421 are rotatably connected through the second rolling bearing 16.

[0085] In some embodiments, such 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 input shaft 142 are rotatably connected through the third rolling bearing 17.

[0086] The end of the engine shaft 111 extends into the inner hole of the input shaft 142. A second rolling bearing 16 is installed in the first gap between them, enabling relative rotation between the engine shaft 111 and the input shaft 142. The second rolling bearing 16 can control the radial clearance between the engine shaft 111 and the inner hole 1421 to a very small range, effectively limiting the radial runout of the shaft, ensuring the coaxiality of the shaft during high-speed rotation, and reducing vibration and noise caused by shaking. When the engine shaft 111 is running, it will bear radial force. The second rolling bearing 16 transmits the force evenly to the bore wall of the inner hole 1421 through rolling elements, avoiding localized wear caused by direct contact between the shaft and the bore wall, and extending the service life of the component.

[0087] A third rolling bearing 17 is installed in the second clearance between the inner hole of the first input shaft gear 131 and the outer circumference of the input shaft 142, allowing the rotation of the first input shaft gear 131 to be completed independently from the rotation of the input shaft 142. Similarly, the third rolling bearing 17 isolates the high-frequency vibration generated by the gear transmission, reducing the impact on the input shaft 142 and the first motor 12.

[0088] The second rolling bearing 16 and the third rolling bearing 17 can be cylindrical roller bearings or needle roller bearings, etc. Optionally, the second rolling bearing 16 and the third rolling bearing 17 are needle roller bearings. The first and second clearances are usually the radial clearances between the gear or shaft bore and the shaft, which are relatively small. The radial dimension of the needle roller bearing is also very small, eliminating the need for a complex outer ring structure. The inner bore and journal can be used directly as the raceway, making full use of the limited clearance space and meeting the requirements of compact design. At the same time, the needle roller bearing has a large number of rolling elements and a long contact line with the raceway, resulting in a stronger radial load-bearing capacity.

[0089] This 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 same as the vehicle drive system described above. Therefore, the vehicle 100 in this embodiment has roughly the same technical effect as the vehicle drive system described above. Since the technical effect of the vehicle drive system has been fully explained, it will not be repeated here.

[0090] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention.

Claims

1. A vehicle drive system, characterized in that, include: An engine, the engine including an engine shaft, The first motor, including the first motor shaft; A first reducer assembly for drive connection with the wheels of the vehicle, the first reducer assembly including a first input shaft gear; Clutch assembly, the clutch assembly comprising: A bidirectional coupling member includes a first end face and a second end face along the extension direction of the engine shaft. The engine shaft can be connected or disconnected from the first end face, and the first input shaft gear can be connected or disconnected from the second end face. The bidirectional coupling member can move along the extension direction of the engine shaft so that either the engine or the first input shaft gear can be connected to the bidirectional coupling member. An input shaft is provided, the bidirectional coupling is sleeved on the input shaft, the bidirectional coupling and the input shaft can slide relative to each other along the extension direction of the engine shaft, and the bidirectional coupling and the input shaft can rotate synchronously, the first input shaft gear is sleeved on the input shaft and can rotate relative to the input shaft, and the first motor shaft is connected to the input shaft in a transmission manner; When the vehicle drive system is in a charging state, the engine is connected to 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 drive mode, the engine is disconnected from the clutch assembly, the first input shaft gear is connected to the clutch assembly, and the first motor can drive the wheels to move. The first end face 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, 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 mesh with each other. The second end face is provided with a third meshing tooth, and the first input shaft gear is provided with a fourth meshing tooth on the side near the second end face. The third meshing tooth and the fourth meshing tooth can mesh and connect. The input shaft has an inner hole, and one end of the engine shaft near the input shaft can extend into the inner hole and is rotatably configured with respect to the wall of the inner hole.

2. The vehicle drive system according to claim 1, characterized in that, 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 located at the end of the bidirectional coupling away from the engine shaft. The first motor shaft extends into the inner hole at the end away from the engine shaft and is connected to the inner hole in a transmission manner.

3. The vehicle drive system according to claim 2, characterized in that, The engine, the bidirectional coupling, the first input shaft gear, and the first motor are arranged sequentially along the extension direction of the engine shaft; The first reducer assembly further 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 disposed between the first input shaft gear and the first output shaft gear and is meshed with the first input shaft gear and the first output shaft gear, respectively. The first output shaft gear is used for transmission connection with 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.

4. The vehicle drive system according to any one of claims 1-3, characterized in that, The vehicle drive system includes a housing, and a first rolling bearing is fitted around the outer periphery of the engine shaft, the input shaft, and the first motor shaft. The engine shaft, the input shaft, and the first motor shaft are all rotatably connected to the housing through the first rolling bearing.

5. The vehicle drive system according to claim 4, characterized in that, A first bearing retainer is provided on the side of the first rolling bearing on the input shaft near the first motor to limit the axial displacement of the first rolling bearing on the input shaft; and / or, A second bearing retainer is provided on the side of the first rolling bearing on the engine shaft near the engine to limit the axial displacement of the first rolling bearing on the engine shaft.

6. The vehicle drive system according to claim 2, characterized in that, The engine shaft and the inner bore wall have a first gap in the radial direction of the inner bore, and a second rolling bearing is provided within the first gap. The engine shaft and the inner bore are rotatably connected by the second rolling bearing; and / or, There is a second gap between the first input shaft gear and the input shaft, and a third rolling bearing is provided in the second gap. The first input shaft gear and the input shaft are rotatably connected through the third rolling bearing.

7. The vehicle drive system according to any one of claims 1-3, characterized in that, The vehicle drive system also includes: A second motor, the second motor including a second motor shaft; A power battery, which is electrically connected to both the first motor and the second motor; The second reducer assembly includes: The second input shaft gear is connected to the second motor shaft via a transmission. The second output shaft gear has one end connected to the second input shaft gear and the other end connected to the vehicle's wheels.

8. A vehicle, characterized in that, It includes a vehicle body, wheels, and a vehicle drive system, wherein the vehicle drive system is the vehicle drive system as described in any one of claims 1-7.

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