Extended-range distributed driving system and extended-range hybrid vehicle

Abstract

The invention provides a range-extending type distributed driving system and a range-extending type hybrid vehicle. The range-extending type distributed driving system comprises an engine; the front axle first motor is connected with the engine through a first clutch and connected to a first half axle of the front axle through a second clutch; the front shaft second motor is connected to a second half shaft of the front shaft through a third clutch; the rear axle first motor is directly arranged on a first half axle of the rear axle; the rear axle second motor is directly arranged on a second half axle of the rear axle; according to the range extending type distributed driving system, only four motors are adopted to achieve the range extending function and distributed driving at the same time, the number of the motors is reduced, the structure of the driving system is simplified, meanwhile, inter-wheel torque distribution can be accurately controlled, the dynamic property and controllability of a vehicle are improved, switching of multiple function modes is supported, and the energy utilization rate of the whole vehicle is increased.

Description

Technical Field

[0001] The present application relates to the field of hybrid vehicle drive technology, and in particular, to an extended-range distributed drive system and an extended-range hybrid vehicle. Background Art

[0002] With the development of new energy vehicles, distributed drive technology, owing to its high flexibility and precise power distribution, has become a research and development focus. This technology utilizes independent motors at each wheel to precisely control wheel torque and speed, improving vehicle performance, handling, and safety. Depending on the degree of integration between the motors and wheels, four-motor drive systems can be categorized as integrated, wheel-side, and hub-based. The integrated four-motor drive system eliminates the traditional differential and instead uses the motors to directly control the speed difference and power distribution between the wheels, simplifying the mechanical structure and improving transmission efficiency.

[0003] However, the design of a range-extended distributed drive system that combines range extension with four-motor distributed drive still faces challenges. Traditional range-extended electric vehicles typically utilize a single or dual motor drive, which struggles to fully utilize the advantages of a four-motor drive system. In known new energy vehicles, when both distributed drive and range extension are required, this is typically achieved by configuring five motors, one of which acts as a range extender.

[0004] It should be noted that the information disclosed in the above background technology section is only used to enhance the understanding of the background of the present disclosure, and therefore may include information that does not constitute prior art known to ordinary technicians in this field. Summary of the Invention

[0005] One aspect of the technical problem to be solved in this application is how to better combine the four-motor distributed drive and the range extension function.

[0006] In addition, other aspects of the present application are also intended to solve or alleviate other technical problems existing in the prior art.

[0007] The present application provides an extended-range distributed drive system and an extended-range hybrid vehicle. Specifically, according to one aspect of the present application, the present application provides:

[0008] An extended-range distributed drive system, comprising:

[0009] engine;

[0010] a first electric motor on the front axle, connected to the engine via a first clutch and connected to a first half shaft of the front axle via a second clutch;

[0011] a second front axle motor connected to a second half-shaft of the front axle via a third clutch;

[0012] a first rear axle motor, which is directly arranged on the first half shaft of the rear axle;

[0013] The second rear axle motor is directly arranged on the second half shaft of the rear axle.

[0014] Optionally, according to one embodiment of the present application, the first half-shaft of the front axle is connected to the second half-shaft of the front axle through a differential, and the second motor of the front axle is connected to the housing of the differential through a fourth clutch.

[0015] Optionally, according to one embodiment of the present application, the first front axle motor and the second front axle motor are connected via a fifth clutch.

[0016] Optionally, according to one embodiment of the present application, there is no mechanical connection between the first front axle half-shaft and the second front axle half-shaft.

[0017] Optionally, according to one embodiment of the present application, the extended-range distributed drive system has a three-motor distributed drive mode. In the three-motor distributed drive mode, the fourth clutch is engaged, the second clutch and the third clutch are disconnected, the second motor of the front axle is in a drive mode, and the front axle is driven through the differential.

[0018] Optionally, according to one embodiment of the present application, the extended-range distributed drive system has a differential locking mode, in which the second motor on the front axle is in a driving mode, and the third clutch and the fourth clutch are both engaged, whereby the differential is locked.

[0019] Optionally, according to one embodiment of the present application, the extended-range distributed drive system has a first half-shaft disengagement mode and a second half-shaft disengagement mode. In the first half-shaft disengagement mode, the second clutch and the fifth clutch are both engaged, the third clutch is disconnected, and the front axle first motor and the front axle second motor are both in drive mode; in the second half-shaft disengagement mode, the third clutch and the fifth clutch are both engaged, the second clutch is disconnected, and the front axle first motor and the front axle second motor are both in drive mode.

[0020] Optionally, according to one embodiment of the present application, the extended-range distributed drive system has an idle power replenishment mode. In the idle power replenishment mode, the engine is working, the first clutch is engaged, the second clutch is disengaged, and the first motor of the front axle is in a power generation mode.

[0021] Optionally, according to one embodiment of the present application, the extended-range distributed drive system has a fast idle charging mode. In the fast idle charging mode, the engine is working, the first clutch is engaged, the fifth clutch is engaged, the front axle first motor and the front axle second motor are both in power generation mode, and the second clutch and the third clutch are both disconnected.

[0022] According to another aspect of the present application, the present application provides an extended-range hybrid vehicle, which includes the extended-range distributed drive system described above.

[0023] The benefits of this application include at least one of the following:

[0024] 1. The extended-range distributed drive system proposed in this application uses four motors to simultaneously achieve range extension and distributed drive. This system can precisely control torque distribution between wheels, improving vehicle power and handling. It eliminates the need for a fifth motor to achieve range extension, reducing vehicle production and maintenance costs while simplifying system layout. Through a different clutch design, it achieves a deep integration of distributed drive and range extension, significantly improving system integration.

[0025] 2. The extended-range distributed drive system proposed in this application can support switching between multiple functional modes, enabling the vehicle to flexibly adapt to various driving scenarios such as urban commuting, high-speed cruising, and harsh road conditions. In addition, combined with the energy distribution strategy and drive mode switching design, the system can achieve higher energy utilization efficiency in various modes, thereby improving the energy utilization rate of the entire vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] The above and other features of the present application will become apparent with reference to the accompanying drawings. It will be readily understood by those skilled in the art that these drawings are for illustrative purposes only and are not intended to limit the scope of protection of the present application. In addition, similar numbers in the drawings represent similar components, wherein:

[0027] Figure 1 A schematic structural diagram of an extended-range distribution system according to one embodiment of the present application is shown;

[0028] Figure 2 A schematic structural diagram of an extended-range distribution system according to another embodiment of the present application is shown;

[0029] Figure 3 A schematic structural diagram of an extended-range distribution system proposed according to one embodiment of the present application is shown. DETAILED DESCRIPTION

[0030] It is easy to understand that, based on the technical solution of this application, without changing the essential spirit of this application, a person skilled in the art can propose a variety of interchangeable structural methods and implementation methods. Therefore, the following specific embodiments and drawings are only exemplary descriptions of the technical solution of this application and should not be regarded as the entire application or as a limitation or restriction of the technical solution of this application.

[0031] The terms "up," "down," "left," "right," "front," "back," "front," "back," "top," and "bottom" mentioned or potentially mentioned in this specification are defined relative to the configurations shown in the accompanying drawings. These are relative concepts and may vary depending on the location or usage of the device. Therefore, these or other directional terms should not be construed as restrictive. Furthermore, the terms "first," "second," "third," and similar expressions are used solely for descriptive and distinguishing purposes and should not be construed as indicating or implying the relative importance of the corresponding components or the order or sequence of their assembly.

[0032] refer to Figure 1 , which shows a schematic structural diagram of an extended-range distribution system 1 proposed according to an embodiment of the present application. The extended-range distribution system 1 adopts a distributed drive arrangement of four motors, and does not require a fifth motor to extend the range. Figure 1 In the embodiment, the extended-range distribution system 1 includes an engine 100, a first front axle motor 200, a second front axle motor 300, a first rear axle motor 400 and a second rear axle motor 500. The engine 100 is connected to the first front axle motor 200 through a first clutch 10. When the first clutch 10 is engaged, the engine 100 drives the first front axle motor 200 to generate electricity. The first front axle motor 200 is connected to the first half shaft 11 of the front axle through the second clutch 20, and the second front axle motor 300 is connected to the second half shaft 12 of the front axle through the third clutch 30. When the second clutch 20 is engaged, the first front axle motor 200 can drive the first half shaft 11 of the front axle alone, that is, Figure 1 When the third clutch 30 is engaged, the second front axle motor 300 can drive the second front axle half shaft 12 alone. Figure 1 The right front axle is connected to the left rear axle, thereby controlling the driving force of the two front axles by engaging and disengaging the second clutch 20 and the third clutch 30. The first rear axle motor 400 is directly mounted on the first rear axle 13, and the second rear axle motor 500 is directly mounted on the second rear axle 14. In other words, the two rear axle motors independently drive the left and right rear axles, enhancing the rear axle's driving capability and adapting it to the power requirements of different scenarios.

[0033] Further, in Figure 1In the embodiment, the first half-shaft 11 of the front axle is connected to the second half-shaft 12 of the front axle via the differential 600, and the second front-axle motor 300 is connected to the housing of the differential 600 via the fourth clutch 40. In this embodiment, by engaging the fourth clutch 40, the second front-axle motor 300 can directly drive the differential 600, thereby driving both half-shafts of the front axle. This provides a solution for achieving front-axle drive using only the second front-axle motor 300. Furthermore, if the differential 600 does not have a self-locking function, the second front-axle motor 300 can be set to the drive state and simultaneously engaged with the third clutch 30 and the fourth clutch 40 to achieve locking of the differential 600. This solution simplifies the structure of the differential 600 and achieves locking of the differential 600 through the coordination between the motor and the clutch, facilitating automatic and precise control of the locking of the differential 600.

[0034] In one embodiment of the present application, the extended-range distributed drive system 1 features a three-motor distributed drive mode. In this mode, the fourth clutch 40 is engaged, the second clutch 20 and the third clutch 30 are disengaged, the front axle second motor 300 is in drive mode, driving the front axle via the differential 600, and the rear axle first motor 400 and rear axle second motor 500 independently drive the two rear axle half-axles. If neither the engine 100 nor the front axle first motor 200 is operating, the system operates in pure electric mode. If the engine 100 is operating and the front axle first motor 200 is charging, the system operates in hybrid mode. The engine 100 drives the front axle first motor 200 to generate electricity, which is then supplied to the front axle second motor 300 and the two rear axle motors 400 and 500 via the battery 700.

[0035] In one embodiment of the present application, the extended-range distributed drive system 1 has a four-motor distributed drive mode. In this mode, the fourth clutch 40 is disengaged, the second clutch 20 and the third clutch 30 are engaged, and the first and second front axle motors 200 and 300 are in drive mode, each independently driving one half-axle of the front axle, while the two rear axle motors drive the two half-axles of the rear axle. In this case, if the engine 100 is not operating, that is, the first clutch 10 is disengaged, the first and second front axle motors 200 and 300 are powered by the battery 700, i.e., a four-motor distributed drive mode in pure electric mode. If the engine 100 is operating, the first clutch 10 is engaged, and the first front axle motor 200 is driven by the engine 100, i.e., a four-motor distributed drive mode in hybrid mode. This mode can achieve distributed drive in extended-range mode.

[0036] In one embodiment of the present application, the extended-range distributed drive system 1 has a dual-motor distributed drive mode. In this mode, the first clutch 10 is engaged, the second, third and fourth clutches are disconnected, the engine 100 is working, and the first motor 200 on the front axle is in a power generation state. At this time, the engine 100 drives the first motor 200 on the front axle to generate electricity and supply electrical energy to the battery 700, and then drives the two rear axle motors 400 and 500 through the battery 700 to drive the two half-axles of the rear axle, thereby realizing the function of independently driving the rear wheels. In this mode, energy utilization can be further optimized and unnecessary power output can be reduced.

[0037] In one embodiment of the present application, the extended-range distributed drive system 1 has a differential lock mode, in which the front axle second motor 300 is in a drive mode, and the third clutch 30 and the fourth clutch 40 are both engaged, whereby the differential 600 is locked.

[0038] In one embodiment of the present application, the extended-range distributed drive system 1 has an idle charging mode, in which the engine 100 is working, the first clutch 10 is engaged, the second, third and fourth clutches are disconnected, the first motor 200 on the front axle is in a power generation mode, and both motors on the rear axle are not working. The engine 100 generates electricity through the first motor 200 on the front axle to charge the battery 600, thereby ensuring that the battery energy of the vehicle can meet subsequent driving needs.

[0039] refer to Figure 2 , which shows a schematic structural diagram of an extended-range distribution system 1 proposed according to another embodiment of the present application. Figure 2 In the embodiment, compared to Figure 1 In this embodiment, a fifth clutch 50 is additionally provided between the first front axle motor 200 and the second front axle motor 300, enabling power to be transferred between the first and second motors 200, 300. In this embodiment, when the fifth clutch 50 is engaged, the first and second motors 200, 300 can collectively deliver power to the differential 600 to drive the front axle. Alternatively, by engaging and disengaging the second clutch 20 or the third clutch 30, the first and second motors 200, 300 can collectively deliver power to one of the front axles, thereby providing double power to the single axle. This helps free a single wheel of the vehicle when it becomes stuck, such as in a pothole or mud.

[0040] exist Figure 2In this embodiment, in addition to enabling the aforementioned four-motor distributed drive, three-motor distributed drive, two-motor distributed drive, differential lock, and idle charging modes, the extended-range distributed drive system 1 can also achieve a mode in which the front axle first motor 200 and the front axle second motor 300 cooperate by controlling the fifth clutch 50. In one embodiment, the extended-range distributed drive system 1 has a fast idle charging mode. In this mode, the engine 100 is operating, the first clutch 10 is engaged, the fifth clutch 50 is engaged, the front axle first motor 200 and the front axle second motor 300 are both in generating mode, the second, third, and fourth clutches are disengaged, and the rear axle first motor 400 and the rear axle second motor 500 are inactive. In this mode, the front axle first motor 200 and the rear axle second motor 300 can charge the battery 700 together, accelerating the charging process during idle conditions and providing a useful solution when emergency battery replenishment is needed. In another embodiment, the extended-range distributed drive system 1 has a first half-shaft disengagement mode and a second half-shaft disengagement mode. In the first half-shaft disengagement mode, the second clutch 20 and the fifth clutch 50 are both engaged, the third clutch 30 and the fourth clutch 40 are disconnected, and the front axle first motor 200 and the front axle second motor 300 are both in drive mode; in the second half-shaft disengagement mode, the third clutch 30 and the fifth clutch 50 are both engaged, the second clutch 20 and the fourth clutch 40 are disconnected, and the front axle first motor 200 and the front axle second motor 300 are both in drive mode. In the first and second half-axle escape modes, if the engine 100 is not working, the front axle first motor 200 and the front axle second motor 300 drive one half-axle, i.e., the first half-axle escape mode and the second half-axle escape mode in the pure electric mode; if the engine 100 is working, the first clutch 10 is combined to drive one half-axle through the engine 100, the front axle first motor 200 and the front axle second motor 300, i.e., the first half-axle escape mode and the second half-axle escape mode in the hybrid mode. In the first half-axle escape mode and the second half-axle escape mode, power can be output to a single half-axle through the combined action of the front axle first motor 200, the front axle second motor 300, and even the engine 100. This can instantly output huge driving force to a single half-axle, which is beneficial for freeing a wheel when one side is stuck or stuck in mud.

[0041] refer to Figure 3 , which shows a schematic structural diagram of an extended-range distribution system 1 proposed according to one embodiment of the present application. Figure 3 In the embodiment, compared to Figure 2In the embodiment, the differential 600 is eliminated, so that there is no mechanical connection between the two half-axles of the front axle, that is, the two half-axles of the front axle are arranged independently. In this case, the fourth clutch 40 is also eliminated, and the second front axle motor 300 can only drive the second half-axle 12 of the front axle. This arrangement is relatively simple in structure. The two front axle motors can drive one half-axle of the front axle respectively, and can also achieve the following Figure 2 In an embodiment, two motors are used to drive a half shaft of the front axle together to help a single-sided vehicle escape.

[0042] It should be understood that in Figure 3 In the embodiment, compared to Figure 2 The embodiment only eliminates the differential 600 and the fourth clutch 40, so Figure 2 The four-motor distributed drive, idle charging mode, fast idle charging mode, first half-axle escape mode and second half-axle escape mode of the extended-range distribution system 1 can also be applied to Figure 3 The extended-range distribution system 1 in will not be described in detail here.

[0043] Another aspect of the present application also provides an extended-range hybrid vehicle, which includes the extended-range distributed drive system described above.

[0044] To sum up, the extended-range distributed drive system of the present application only uses four motors to simultaneously realize the extended-range function and distributed drive, which saves the number of motors and simplifies the structure of the drive system. At the same time, it can accurately control the torque distribution between wheels, improve the vehicle's power and controllability, support switching of multiple functional modes, and improve the energy utilization rate of the entire vehicle.

[0045] It should be understood that all the above preferred embodiments are illustrative rather than restrictive, and that various modifications or variations made by those skilled in the art to the specific embodiments described above based on the concept of this application should be within the legal protection scope of this application.

Claims

1. An extended-range distributed drive system, characterized in that: include: engine; a first electric motor on the front axle, connected to the engine via a first clutch and connected to a first half shaft of the front axle via a second clutch; a second front axle motor connected to a second half-shaft of the front axle via a third clutch; a first rear axle motor, which is directly arranged on the first half shaft of the rear axle; The second motor on the rear axle is directly arranged on the second half shaft of the rear axle.

2. The extended-range distributed drive system according to claim 1, characterized in that: The first half shaft of the front axle is connected to the second half shaft of the front axle through a differential, and the second motor of the front axle is connected to the housing of the differential through a fourth clutch.

3. The extended-range distributed drive system according to claim 1, characterized in that: The first front axle motor and the second front axle motor are connected via a fifth clutch.

4. The extended-range distributed drive system according to claim 1, characterized in that: There is no mechanical connection between the first front axle half-shaft and the second front axle half-shaft.

5. The extended-range distributed drive system according to claim 2, characterized in that: The extended-range distributed drive system has a three-motor distributed drive mode. In the three-motor distributed drive mode, the fourth clutch is engaged, the second clutch and the third clutch are disconnected, the second motor of the front axle is in a drive mode, and the front axle is driven through the differential.

6. The extended-range distributed drive system according to claim 2, characterized in that: The extended-range distributed drive system has a differential lock mode. In the differential lock mode, the second electric motor on the front axle is in a drive mode, and the third clutch and the fourth clutch are both engaged, so that the differential is locked.

7. The extended-range distributed drive system according to claim 3, characterized in that: The extended-range distributed drive system has a first half-shaft unstuck mode and a second half-shaft unstuck mode. In the first half-shaft unstuck mode, the second clutch and the fifth clutch are both engaged, the third clutch is disengaged, and the first front axle motor and the second front axle motor are both in a driving mode. In the second half-shaft unstuck mode, the third clutch and the fifth clutch are both engaged, the second clutch is disengaged, and the front axle first motor and the front axle second motor are both in the driving mode.

8. The extended-range distributed drive system according to claim 1, characterized in that: The extended-range distributed drive system has an idle power replenishment mode. In the idle power replenishment mode, the engine is working, the first clutch is engaged, the second clutch is disengaged, and the first motor of the front axle is in a power generation mode.

9. The extended-range distributed drive system according to claim 3, characterized in that: The extended-range distributed drive system has a fast idle charging mode. In the fast idle charging mode, the engine is working, the first clutch is engaged, the fifth clutch is engaged, the first front axle motor and the second front axle motor are both in power generation mode, and the second clutch and the third clutch are both disconnected.

10. An extended-range hybrid vehicle, characterized in that: It comprises the extended-range distributed drive system according to any one of claims 1 to 9.

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