Distributed hybrid drive system and vehicle

Abstract

The invention provides a distributed hybrid drive system and a vehicle. The distributed hybrid drive system comprises a driver, a transmission, a first distributed motor and a first clutch, the first distributed motor is used for driving wheels, the transmission comprises an input shaft, an output shaft and a drive motor, the driver is connected with the input shaft through the first clutch, the drive motor is connected with the input shaft, and the output shaft is connected with the first clutch. The first distribution motor is connected to at least one end of the output shaft. According to the distributed hybrid drive system and the vehicle, different power requirements can be met, and the operation efficiency is high.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicles, in particular to a distributed hybrid drive system and a vehicle. BACKGROUND

[0002] In the development process of the current automobile industry, new energy vehicles have become an important development direction. Among them, hybrid electric vehicles have a higher market share than pure electric vehicles in the current market. Most hybrid electric vehicles on the market currently use a combination of an engine and a central motor. This form of hybrid system has a complex structure, which not only increases the manufacturing cost, but also occupies a large amount of interior space. Moreover, the hybrid system with a central motor cannot effectively decouple the power domain and the chassis domain, and the limitations are increasingly prominent.

[0003] Therefore, it is necessary to provide an improved distributed hybrid drive system and a vehicle to solve the above problems. SUMMARY

[0004] The present application provides a distributed hybrid drive system and a vehicle that can meet different power requirements and have high efficiency.

[0005] The present application discloses a distributed hybrid drive system, which comprises a driver, a transmission, a first distributed motor and a first clutch. The first distributed motor is used to drive a wheel. The transmission comprises an input shaft, an output shaft and a drive motor. The driver is selectively connected to the input shaft through the first clutch. The drive motor is connected to the input shaft. The first distributed motor is connected to at least one end of the output shaft.

[0006] Further, the output clutch is arranged on the output shaft. The first distributed motor is selectively connected to the transmission through the output clutch.

[0007] Further, the number of the first distributed motors is two. The two first distributed motors are symmetrically arranged at both ends of the output shaft. At least one first distributed motor is provided with a differential between the transmission.

[0008] Further, the transmission further comprises a first driving gear, a first driven gear and a second clutch. The first driving gear drives the first driven gear to rotate. The first driving gear rotates around the input shaft. The first driven gear is sleeved on the output shaft and is selectively connected to the output shaft through the second clutch.

[0009] Further, the transmission further comprises a second driving gear, a second driven gear and a third clutch, the second driving gear drives the second driven gear to rotate, the second driving gear is sleeved on the input shaft and is selectively connected with the driving motor through the third clutch, and the second driven gear rotates around the output shaft.

[0010] Further, the first driving gear is engaged with the first driven gear through at least one intermediate gear, and / or the second driving gear is engaged with the second driven gear through at least one intermediate gear.

[0011] Further, the intermediate gear is a triple gear, the intermediate gear comprises coaxially arranged first, second, third intermediate gears and a fourth clutch, the first driving gear is engaged with the first intermediate gear, the second intermediate gear is engaged with the first driven gear, the third intermediate gear is engaged with the second driving gear and the second driven gear respectively, and the second intermediate gear is connected with the third intermediate gear through the fourth clutch.

[0012] Further, an electric drive controller is further included, the electric drive controller is used to control the driving motor, the transmission and the first distributed motor.

[0013] Further, a second distributed motor is further included, one of the first distributed motor and the second distributed motor is used to drive a front wheel, and the other of the first distributed motor and the second distributed motor is used to drive a rear wheel; and the electric drive controller is further used to control the second distributed motor.

[0014] The application further discloses a vehicle comprising the distributed hybrid drive system as described above, and the first distributed motor is arranged at a front wheel or a rear wheel.

[0015] Further, a power battery is further included, the power battery is used to supply power to the distributed hybrid drive system.

[0016] Further, a vehicle controller is further included, the vehicle controller is used to control the distributed hybrid drive system.

[0017] The distributed hybrid drive system and the vehicle of the present application realize the coupling among the drive, the drive motor and the first distributed motor by arranging the drive, the first distributed motor and the drive motor, the drive and the drive motor being connected with the input shaft of the transmission respectively, and the first distributed motor being connected with the output shaft of the transmission, so that the distributed hybrid drive system of the present application can realize the combination of different driving forms, meet the diversified power requirements, and improve the working efficiency of the whole system. In addition, the first distributed motor is arranged at the front wheel or the rear wheel, so that the vehicle chassis space is released, and the interior space layout is optimized.

[0018] It should be understood that the foregoing general description and the following detailed description are only exemplary and explanatory, and cannot limit the present specification. BRIEF DESCRIPTION OF DRAWINGS

[0019] The drawings incorporated into the specification and forming a part of the specification, show embodiments consistent with the present specification, and together with the specification, serve to explain the principles of the present specification.

[0020] Figure 1 is a structural schematic diagram of an embodiment of the distributed hybrid drive system of the present application.

[0021] Figure 2 is Figure 1 is a structural schematic diagram of the transmission of the distributed hybrid drive system in

[0022] Figure 3 is a structural schematic diagram of an embodiment of the vehicle of the present application.

[0023] BRIEF DESCRIPTION OF DRAWINGS 10, drive; 20, transmission; 21, input shaft; 22, output shaft; 23, drive motor; 24, first gear set; 241, first driving gear; 242, first driven gear; 243, second clutch; 25, second gear set; 251, second driving gear; 252, second driven gear; 253, third clutch; 26, intermediate gear; 261, first intermediate gear; 262, second intermediate gear; 263, third intermediate gear; 264, fourth clutch; 30, first distributed motor; 41, first clutch; 42, output clutch; 50, differential; 60, electric drive controller; 70, power battery; 80, second distributed motor; 90, whole vehicle controller. DETAILED DESCRIPTION

[0024] The technical solutions in the embodiments (or, the implementation manners) of the present application will be described clearly and completely in conjunction with the drawings. When the following description refers to the drawings, the same numerals in different drawings represent the same or similar elements, unless otherwise indicated.

[0025] If the application embodiments involve the terms of direction indication or position relationship (for example, up, down, left, right, front, back, inner, outer, top, bottom, center, vertical, horizontal, longitudinal, transverse, length, width, counterclockwise, clockwise, axial, radial, circumferential, etc.), such terms are only used to explain the relative position relationship, motion condition, etc. between the components in a certain posture (as shown in the drawings); if the specific posture changes, the direction indication or position relationship will also change accordingly. In addition, the terms "first", "second", etc. in the application embodiments are only used for convenience of description, and cannot be understood as indicating or implying relative importance.

[0026] Next, the application embodiments will be described in detail.

[0027] As shown in Figure 1 , the application provides a distributed hybrid drive system, which comprises a driver 10, a transmission 20, a first distributed motor 30, a first clutch 41, an output clutch 42 and a differential 50.

[0028] In the embodiment, the driver 10 is an engine. In some cases, the driver 10 can also be other power devices, such as fuel cells, methanol fuel power systems, etc.

[0029] Please refer to Figure 2 , the transmission 20 comprises an input shaft 21, an output shaft 22, a driving motor 23, a first gear set 24 and a second gear set 25. The driver 10 and the driving motor 23 are connected with the input shaft 21, and the first distributed motor 30 is connected to at least one end of the output shaft 22.

[0030] The driving motor 23 can be used as a power driving motor, a starting motor of the driver 10, or a generator, and has the functions of the BSG (Belt Driven Starter Generator, belt driven starter generator), ISG (Integrated Starter Generator, integrated starter generator) and P1 motor (a motor directly rigidly connected with the crankshaft of the engine) on the market. The driving motor 23 can be a liquid-cooled motor or an oil-cooled motor. Preferably, the driving motor 23 is an oil-cooled motor, and the oil supply of the driving motor 23 and the gear oil in the transmission 20 can share one kind of oil.

[0031] The first gear set 24 comprises a first driving gear 241, a first driven gear 242 and a second clutch 243. The first driving gear 241 drives the first driven gear 242 to rotate, and the first driving gear 241 rotates around the input shaft 21. The first driven gear 242 is sleeved on the output shaft 22 and is selectively connected with the output shaft 22 through the second clutch 243.

[0032] The second clutch 243 has a first end and a second end that are selectively coupled. The first driven gear 242 is connected to the first end of the second clutch 243, and the output shaft 22 is connected to the second end of the second clutch 243. When the first end and the second end are coupled, i.e., the second clutch 243 is closed, the first driven gear 242 can transmit torque to the output shaft 22. When the first end and the second end are decoupled, i.e., the second clutch 243 is separated, the first driven gear 242 cannot transmit power to the output shaft 22. By controlling the closing or separation of the second clutch 243, it can be flexibly selected whether the power from the input shaft 21 is transmitted to the output shaft 22 through the first gear set 24.

[0033] The second gear set 25 includes a second driving gear 251, a second driven gear 252, and a third clutch 253. The second driving gear 251 drives the second driven gear 252 to rotate. The second driving gear 251 is sleeved on the input shaft 21 and is selectively connected to the drive motor 23 through the third clutch 253. The second driven gear 252 rotates around the output shaft 22.

[0034] The third clutch 253 has a first end and a second end that are selectively coupled. The second driving gear 251 is connected to the first end of the third clutch 253, and the drive motor 23 is connected to the second end of the third clutch 253. When the first end and the second end are coupled, i.e., the third clutch 253 is closed, the drive motor 23 can transmit torque to the second driving gear 251. When the first end and the second end are decoupled, i.e., the third clutch 253 is separated, the drive motor 23 cannot transmit power to the second driving gear 251. By controlling the closing or separation of the third clutch 253, it can be flexibly selected whether the power from the input shaft 21 is transmitted to the output shaft 22 through the second gear set 25.

[0035] In this embodiment, the third clutch 253 is an electromagnetic clutch, the friction disc end and the side end of the second driving gear 251 are integrated together, and the electromagnetic end and the rotor of the drive motor 23 are integrated together. The drive motor 23 and the two electromagnetic coils of the third clutch 253 are arranged close to each other, share the same cooling circuit, and can effectively improve the integration degree.

[0036] Further, the first driving gear 241 is engaged with the first driven gear 242 through at least one intermediate gear 26. And / or, the second driving gear 251 is engaged with the second driven gear 252 through at least one intermediate gear 26. By reasonably designing the parameters of the intermediate gear 26, the transmission ratio and torque output can be adjusted, the power transmission can be more stable and efficient, and the impact and wear between gears can be reduced. At the same time, more flexibility is provided for the design of the transmission 20. According to different vehicle requirements and space limitations, appropriate gear combinations can be selected to achieve different transmission effects.

[0037] Specifically, the intermediate gear 26 in the embodiment is a triple gear, including coaxially arranged first intermediate gear 261, second intermediate gear 262, third intermediate gear 263 and fourth clutch 264. The first driving gear 241 is engaged with the first intermediate gear 261, the second intermediate gear 262 is engaged with the first driven gear 242, and the third intermediate gear 263 is engaged with the second driving gear 251 and the second driven gear 252 respectively.

[0038] The second intermediate gear 262 and the third intermediate gear 263 are selectively connected through the fourth clutch 264. In this way, when the fourth clutch 264 is closed, the second intermediate gear 262 and the third intermediate gear 263 are connected, the connection of the first gear set 24 and the second gear set 25 can be realized, the speed ratio range of the transmission 20 is further widened, and the gear adjustment of the transmission 20 is more flexible. The intermediate gear 26 of the embodiment reduces the volume and the cost by adopting a triple gear built-in clutch.

[0039] The transmission 20 of the application has three gear states. By controlling the second clutch 243, the third clutch 253 and the fourth clutch 264 to be closed or separated, the switching of the three gear states can be realized.

[0040] In the one-gear state, the second clutch 243 is closed, and the third clutch 253 and the fourth clutch 264 are separated. The first driven gear 242 is connected with the output shaft 22, and the torque of the input shaft 21 is transmitted to the output shaft 22 through the first driving gear 241, the first intermediate gear 261, the second intermediate gear 262 and the first driven gear 242 in sequence.

[0041] In the two-gear state, the fourth clutch 264 is closed, and the second clutch 243 and the third clutch 253 are separated. The second intermediate gear 262 and the third intermediate gear 263 are connected, and the torque of the input shaft 21 is transmitted to the output shaft 22 through the first driving gear 241, the first intermediate gear 261, the second intermediate gear 262, the third intermediate gear 263 and the second driven gear 252 in sequence.

[0042] In the three-gear state, the third clutch 253 is closed, and the second clutch 243 and the fourth clutch 264 are separated. The second driving gear 251 is connected with the driving motor 23, and the torque of the input shaft 21 is transmitted to the output shaft 22 through the second driving gear 251, the third intermediate gear 263 and the second driven gear 252 in sequence.

[0043] The on-off control of the three clutches in the transmission 20 can realize three-gear driving of the driving motor 23 and the driver 10, the maximum speed ratio can reach more than 10, greatly increasing the torque of the driving motor 23 and the driver 10, and widening the high-efficiency working area of the two. The transmission 20 of the present application is a three-parallel-shaft topological structure, the input shaft 21, the wheel shaft of the intermediate gear 26 and the output shaft 22 are arranged in the same plane to adapt to the space arrangement inside the vehicle. In some cases, the input shaft 21, the wheel shaft of the intermediate gear 26 and the output shaft 22 can also be arranged in a triangular configuration according to the space arrangement of the whole vehicle, so that one of the three is higher or lower than the other two, or the three are located at different heights, which is not limited by the present application. The transmission 20 of the present application is designed to be compact and has high integration, which reduces the volume and cost.

[0044] The first distributed motor 30 is used to drive the wheels and is arranged at the front wheels or the rear wheels and connected with the output shaft 22. The first distributed motor 30 can be a hub motor installed in the wheel hub or a wheel motor installed beside the wheel, which integrates the electric drive function and the power generation function. In the embodiment, the first distributed motor 30 is a hub motor installed at the front wheel. The hub motor of the present application can be an inner rotor motor or an outer rotor motor, and can also integrate a reducer.

[0045] In the embodiment, the number of the first distributed motors 30 is two. The two first distributed motors 30 are symmetrically arranged at the two ends of the output shaft 22 and are respectively arranged in the wheel hubs of the two wheels on the front side of the vehicle. At least one first distributed motor 30 is provided with a differential 50 between the transmission 20, so that the two first distributed motors 30 can rotate at different speeds when the vehicle turns, improving the turning performance and maneuverability of the vehicle.

[0046] The first clutch 41 is arranged on the input shaft 21 and between the driver 10 and the transmission 20, and the driver 10 is selectively connected with the input shaft 21 through the first clutch 41. It can be understood that the first clutch 41 has a selectively combined first end and a second end, the driver 10 is connected with the first end of the first clutch 41, and the input shaft 21 is connected with the second end of the first clutch 41. When the first end and the second end of the first clutch 41 are combined, the torque transmission between the driver 10 and the input shaft 21 can be realized. When the first end and the second end of the first clutch 41 are separated, the torque transmission between the driver 10 and the input shaft 21 cannot be realized. In this way, by controlling the first clutch 41, the driver 10 can be selectively connected or separated with the transmission 20. When the first clutch 41 is closed, the driver 10 is directly connected with the driving motor 23, and the driver 10 can be driven by the driving motor 23 to quickly and smoothly enter the high-efficiency area, improving the system efficiency.

[0047] The output clutch 42 is arranged on the output shaft 22 and between the first distribution motor 30 and the transmission 20, and the first distribution motor 30 is connected to the transmission 20 through the output clutch 42. It can be understood that the output clutch 42 has a first end and a second end selectively combined, the first distribution motor 30 is connected to the first end of the output clutch 42, and the output shaft 22 is connected to the second end of the output clutch 42. When the first end and the second end of the output clutch 42 are combined, torque transmission between the first distribution motor 30 and the output shaft 22 can be achieved. When the first end and the second end of the output clutch 42 are separated, torque transmission between the first distribution motor 30 and the output shaft 22 cannot be achieved.

[0048] In the embodiment, the two first distribution motors 30 are each connected to the transmission 20 through an output clutch 42, and the two first distribution motors 30 can each independently work. The output clutch 42 can be arranged on an outer shaft of the first distribution motor 30, or can be integrated on a shaft inside the first distribution motor 30. By controlling the output clutch 42, the first distribution motor 30 can be selectively connected to or separated from the transmission 20.

[0049] The driver 10, the drive motor 23 and the first distribution motor 30 can be connected in series, in parallel or in a hybrid manner. In the series mode, the first distribution motor 30 mainly drives the wheels, and the driver 10 drives the drive motor 23 to generate electricity to charge the power battery 70 of the vehicle. In the parallel mode, the driver 10, the drive motor 23 and the first distribution motor 30 can each independently drive the vehicle, or can be coupled to jointly drive. In the hybrid mode, the driver 10, the drive motor 23 and the first distribution motor 30 can each independently drive the vehicle, or can be coupled to jointly drive, and the driver 10 can also drive the drive motor 23 to generate electricity to charge the power battery 70.

[0050] All power units can independently operate or can be coupled to jointly drive. The driver 10 and the first distribution motor 30 can be combined through the first clutch 41, the drive motor 23 and the first distribution motor 30 can be combined through the third clutch 253, or the driver 10 and the drive motor 23 can be combined with the first distribution motor 30 through the first clutch 41 and the third clutch 253. The drive motor 23 and / or the driver 10 can be combined with only one first distribution motor 30 to load power on any one of the two front wheels, or can be combined with both first distribution motors 30 to load power on both front wheels. In this way, the ability to escape from a ditch, a pit or skidding is greatly increased, and different power requirements of the vehicle in various working conditions can be met.

[0051] Further, as shown in FIG. 1, the drive motor 23 is arranged on the output shaft 22 and between the driver 10 and the first distribution motor 30, and the driver 10 is connected to the drive motor 23 through the drive motor clutch 251. It can be understood that the drive motor 23 has a first end and a second end selectively combined, the driver 10 is connected to the first end of the drive motor 23, and the output shaft 22 is connected to the second end of the drive motor 23. When the first end and the second end of the drive motor 23 are combined, torque transmission between the driver 10 and the output shaft 22 can be achieved. When the first end and the second end of the drive motor 23 are separated, torque transmission between the driver 10 and the output shaft 22 cannot be achieved. Figure 3As shown, in some cases, the distributed hybrid drive system further comprises a second distributed motor 80. In this embodiment, the first distributed motor 30 is arranged at the front wheels for driving the front wheels, and the second distributed motor 80 is arranged at the rear wheels for driving the rear wheels. The second distributed motor 80 is also a hub motor, and there are two of them, symmetrically arranged in the hubs of the two rear wheels of the vehicle, integrated with the electric drive function and the power generation function.

[0052] The first distributed motor 30 and the second distributed motor 80 can directly drive the wheels, realizing complete decoupling of power and subframe, greatly improving the power response of the vehicle, and greatly benefiting the development of vehicle automatic driving technology and the development of vehicle intelligence.

[0053] Further, the distributed hybrid drive system of the present application further comprises an electric drive controller 60 for controlling the driver 10, the transmission 20, the first distributed motor 30 and the second distributed motor 80. The electric drive controller 60 and the transmission 20 are arranged together, and the integrated form can be assembled or in the form of a common housing. The electric drive controller 60 and the thermal management circuit of the drive motor 23 and the high and low voltage circuit can be arranged nearby, which shortens the circuit length, reduces energy loss, and also reduces the risk of circuit failure, enhancing the stability of the system. The driver 10, the transmission 20, the electric drive controller 60 are closely assembled, which can supply cooling liquid or lubricating oil and power supply, and can realize unified cooling and lubrication management of each component, improving the reliability of the system.

[0054] The drive motor 23, the first distributed motor 30 and the second distributed motor 80 each have a motor controller. Each motor controller can be arranged together with its corresponding motor, and then interact with the electric drive controller 60, or can be arranged together in the electric drive controller 60. Preferably, the electric drive controller 60 integrates the controllers of the driver 10, the transmission 20, the first distributed motor 30 and the second distributed motor 80, reducing the number of connection lines and interfaces between the controllers, not only reducing the complexity of the system, but also improving the transmission speed and accuracy of the control signal, making the response of the distributed hybrid drive system more rapid and the control more accurate.

[0055] The vehicle comprises a power battery 70 for supplying power to the drive motor 23, the first distributed motor 30 and the second distributed motor 80, and can store the energy charged when the above-mentioned motors are used as generators. The power battery 70 can be directly electrically connected to each component of the distributed hybrid drive system, or can be electrically connected to each component through the electric drive controller 60.

[0056] As Figure 3As shown, in this embodiment, along the vehicle body width direction, the driver 10 is connected to the transmission 20 on the side away from the drive motor 23, the system weight is evenly distributed, and the heat dissipation is good. Along the front-rear direction of the vehicle body, the driver 10 and the input shaft 21 are both located on the front side of the output shaft 22, and the electric drive controller 60 and the power battery 70 are both located between the first distribution motor 30 and the second distribution motor 80. The entire system space is fully utilized, and it is very convenient whether it is assembly or replacement and maintenance. The series-parallel connection of the first distribution motor 30 and the transmission 20 saves the chassis space of the vehicle, and because the maximum speed ratio of the transmission 20 is large, the power and volume of the drive motor 23 can be small. Therefore, the power battery 70 has a large enough space for installation, so that the power retention capability of the distributed hybrid drive system of the present application is greatly enhanced.

[0057] When the vehicle is in different working conditions, the distributed hybrid drive system also has different working states, which will be described below taking the embodiment shown in the figure as an example. Figure 3

[0058] When driving normally at low speed, the vehicle is in a pure electric working state. The driver 10 and the transmission 20 of the distributed hybrid drive system do not work, and the output clutches 42 on both sides are in a disengaged state. The two first distribution motors 30 and the two second distribution motors 80 are in a working state.

[0059] When driving normally at medium-low speed, the vehicle is in a pure electric working state. The driver 10 does not work, the drive motor 23 works and runs in one gear of the transmission 20, the output clutches 42 on both sides are in an engaged state, and the two first distribution motors 30 and the two second distribution motors 80 are in a working state. At this time, the five motors simultaneously drive the vehicle, which is enough to meet the power and torque requirements of normal medium-low speed driving.

[0060] When driving normally at medium-high speed, the vehicle is in a pure electric working state. The driver 10 does not work, the drive motor 23 works and automatically controls the transmission 20 to run in two gears or three gears according to the load size, and the output clutches 42 on both sides are in an engaged state. When the load is low, only the drive motor 23 drives. When the load is high, the two first distribution motors 30, the two second distribution motors 80 and the drive motor 23 work simultaneously, and the five motors simultaneously drive the vehicle.

[0061] When cruising at high speed, the vehicle is in a driver direct drive working state. The first clutch 41 and the output clutches 42 on both sides are in an engaged state, the driver 10 runs in three gears of the transmission 20, and the two first distribution motors 30, the two second distribution motors 80 and the drive motor 23 do not work. The driver 10 is connected to the input shaft 21 through the first clutch 41 and realizes torque output through the transmission 20 in the three-gear state. At this time, the driver 10 runs in the high-efficiency zone, saving electricity and oil. ​

[0062] When the vehicle is in high speed and heavy load, the vehicle is in parallel working state. The first clutch 41 and the output clutches 42 on both sides are in the combined state. Since the efficiency of the distributed motor is relatively low when driving at high speed, in this working condition, the two first distributed motors 30 and the two second distributed motors 80 are not working, and the driving motor 23 and the driver 10 are working. The transmission 20 operates in three gears, and the driving motor 23 and the driver 10 are working in the high efficiency area.

[0063] When the vehicle is climbing and towing, the vehicle is in parallel working state, and each power unit is coupled to achieve common driving. The first clutch 41 and the output clutches 42 on both sides are in the combined state. The driver 10, the driving motor 23, the two first distributed motors 30 and the two second distributed motors 80 are working, and the transmission 20 automatically operates in one gear or two gears according to the vehicle speed, and all powers are in the high efficiency working area.

[0064] When the wheels are slipping, the vehicle is in parallel working state. The output clutches 42 on both sides are in the combined state, and the two first distributed motors 30 and the two second distributed motors 80 are working. According to the adhesion of the non-slip tire, it is determined whether to combine the first clutch 41 and / or the third clutch 253 to start the driving motor 23 and / or the driver 10 to assist in escaping. If the adhesion of the non-slip tire is weak, the transmission 20 operates in one gear, and the first clutch 41 and / or the third clutch 253 are combined as appropriate, and it is selected whether to start the driving motor 23 and the driver 10 simultaneously or only one of them to assist; if the adhesion of the non-slip tire is strong, the first clutch 41 and the third clutch 253 are not combined, and the first distributed motor 30 and the two second distributed motors 80 work independently.

[0065] When the wheels are over the pit and the ridge, the vehicle is in parallel working state, and each power unit is coupled to achieve common driving. The first clutch 41 and the output clutches 42 on both sides are in the combined state. The driver 10, the driving motor 23, the two first distributed motors 30 and the two second distributed motors 80 are working, and the transmission 20 operates in one gear.

[0066] When the distributed motor of one side wheel is electrically damaged, if the left first distributed motor 30 is damaged, the left output clutch 42 is combined, and the driving motor 23 works to compensate power. If the right first distributed motor 30 is damaged, the right output clutch 42 is combined, and the driving motor 23 works to compensate power. If one of the two second distributed motors 80 is electrically damaged, the driving motor 23 works to compensate power. The transmission 20 reasonably selects the gear according to the power torque of the damaged motor. At this time, whether the vehicle is in the low speed area, the medium speed area or the high speed area, the vehicle can still realize distributed driving. When the load increases (such as acceleration), the output clutches 42 on both sides can be combined and intervened at the same time.

[0067] When one side wheel's distributed motor is mechanically damaged or has a tire burst, the vehicle needs to be slowed down and gradually stopped. First, the output clutches 42 on both sides are combined, and it is determined whether to start the drive motor 23 and the drive 10 or only one of them to compensate for the torque according to the power torque of the damaged distributed motor. The drive motor 23 is preferentially started for fast response, and then the torque of the damaged distributed motor is gradually reduced or even stopped to decouple the damaged distributed motor or the tire-burst wheel through the corresponding output clutch 42, so as to avoid a sudden drop in speed caused by a sudden drop in power and torque of the entire drive system, thereby avoiding causing a loss of control of roll, slide, or even overturning, and avoiding further damage to the mechanical load. After the vehicle is stabilized, the total braking torque is distributed to the undamaged distributed motor and the drive motor 23 for regenerative braking, and to the undamaged distributed motor wheel for mechanical braking, so that the vehicle can still be driven, stopped, braked, and energy recovered stably when one side wheel's distributed motor is mechanically damaged or has a tire burst.

[0068] During normal driving braking, the vehicle is in a pure electric energy recovery state. The distributed hybrid drive system of the present application is provided with three energy recovery braking levels.

[0069] During weak energy recovery braking, both the first distributed motor 30 and the second distributed motor 80 are in a partial braking energy recovery state, the drive motor 23 is not working, and the output clutches 42 on both sides can be combined or decoupled.

[0070] During medium energy recovery braking, both the first distributed motor 30 and the second distributed motor 80 are in a full braking energy recovery state, the drive motor 23 is not working, and the output clutches 42 on both sides can be combined or decoupled.

[0071] During strong energy recovery braking, both the first distributed motor 30 and the second distributed motor 80 are in a full braking energy recovery state, the output clutches 42 on both sides are combined, the drive motor 23 is also in a full braking energy recovery state, and the transmission 20 is in one gear. Since the braking torque is transmitted to the drive motor 23 through the one gear of the transmission 20, the braking capacity of the drive motor 23 is amplified. During strong energy recovery braking, the strong recovery braking capacity of the entire system is very large, which can basically meet the braking force requirements of most vehicle use conditions, can greatly simplify, reduce, or even stop the use of mechanical braking, greatly reduce the braking cost, and improve the energy utilization and increase the pure electric endurance.

[0072] In the above three energy recovery braking conditions, when the vehicle is running on a normal flat road or passing a curve, the output clutches 42 on both sides are disengaged, and the two first distribution motors 30 and the two second distribution motors 80 are independently braked. When the vehicle is running on a wet and slippery road, the output clutches 42 on both sides are engaged, and the two first distribution motors 30 are coupled and braked at the same time.

[0073] When the vehicle is fed, the vehicle is in the range extending or driver direct drive state. When the vehicle is in the range extending state, the two first distribution motors 30 and the two second distribution motors 80 are working. All the clutches in the transmission 20 are in the disengaged state, the driver 10 is working, and the drive motor 23 is in the power generation state. When the vehicle is in the low load high speed cruising state, the driver 10 is directly driven to work. The output clutches 42 on both sides are engaged, the two first distribution motors 30, the two second distribution motors 80 and the drive motor 23 are all in the power generation state, and the system is in the strong power generation state during the vehicle running process.

[0074] Since the entire driving system is in parallel shaft arrangement, the axial space of the driver 10 is greatly released, the power of the drive motor 23 can be set to be relatively large, and the power battery 70 also has sufficient space. In this way, whether the vehicle is in the range extending state or the driver direct drive state, the power generation of the driver 10 will be faster, the charging capacity of the power battery 70 will be larger, and the power supply capacity of the vehicle is very strong.

[0075] When the vehicle is parked and generates power, the two first distribution motors 30 and the two second distribution motors 80 are not working, all the clutches in the transmission 20 are in the disengaged state, the driver 10 directly generates power for the drive motor 23, and the driver 10 is in the high efficiency area.

[0076] The application also provides a vehicle comprising the distributed hybrid driving system as described above.

[0077] Further, the vehicle further comprises a vehicle controller 90. The vehicle controller 90 is arranged between the power battery 70 and the electric drive controller 60, and is used for controlling the distributed hybrid driving system.

[0078] The distributed hybrid drive system and the vehicle of the present application realize the coupling among the drive 10, the drive motor 23 and the first distributed motor 30 by connecting the drive 10 with the input shaft 21 of the transmission 20 through the first clutch 41, connecting the drive motor 23 with the input shaft 21 through the third clutch 253 and connecting the first distributed motor 30 with the output shaft 22 of the transmission 20, so that the distributed hybrid drive system of the present application can realize the combination of different driving forms, meet the diversified power requirements and improve the working efficiency of the whole system. Moreover, the first distributed motor 30 is arranged at the front wheel or the rear wheel, so that the vehicle chassis space is released and the interior space layout is optimized. Meanwhile, whether the distributed motor is electrically failed, mechanically damaged or has a tire burst, the distributed hybrid drive system of the present application can quickly and reasonably distribute the power for intervention, ensure the stable operation, braking and energy recovery of the system when the vehicle fails and improve the safety and reliability.

[0079] It should be noted that the technical solutions or technical features described in the above embodiments can be combined or supplemented with each other without conflict. The scope of protection of the present application is not limited to the precise structures described in the above embodiments and shown in the drawings; any modification, equivalent replacement, improvement, etc. made within the spirit and principles of the present application shall be included in the scope of protection of the present application.

Claims

1. A distributed hybrid drive system, characterized by, The system comprises a driver, a transmission, a first distribution motor and a first clutch, the first distribution motor is used to drive wheels, the transmission comprises an input shaft, an output shaft and a driving motor, the driver is selectively connected with the input shaft through the first clutch, the driving motor is connected with the input shaft, and the first distribution motor is connected at least one end of the output shaft.

2. The distributed hybrid drive system of claim 1, wherein, The system further comprises an output clutch arranged on the output shaft, and the first distribution motor is selectively connected with the transmission through the output clutch.

3. The distributed hybrid drive system of claim 1, wherein, The number of the first distribution motors is two, and the two first distribution motors are symmetrically arranged at two ends of the output shaft, and at least one first distribution motor is provided with a differential between the transmission.

4. The distributed hybrid drive system of claim 1, wherein, The transmission further comprises a first driving gear, a first driven gear and a second clutch, the first driving gear drives the first driven gear to rotate, the first driving gear rotates around the input shaft, and the first driven gear is sleeved on the output shaft and is selectively connected with the output shaft through the second clutch.

5. The distributed hybrid drive system of claim 4, wherein, The transmission further comprises a second driving gear, a second driven gear and a third clutch, the second driving gear drives the second driven gear to rotate, the second driving gear is sleeved on the input shaft and is selectively connected with the driving motor through the third clutch, and the second driven gear rotates around the output shaft.

6. The distributed hybrid drive system of claim 5, wherein, The first driving gear is engaged with the first driven gear through at least one intermediate gear, and / or the second driving gear is engaged with the second driven gear through at least one intermediate gear.

7. The distributed hybrid drive system of claim 6, wherein, The intermediate gear is a triplex gear, the intermediate gear comprises a first intermediate gear, a second intermediate gear, a third intermediate gear and a fourth clutch arranged coaxially, the first driving gear is engaged with the first intermediate gear, the second intermediate gear is engaged with the first driven gear, the third intermediate gear is respectively engaged with the second driving gear and the second driven gear, and the second intermediate gear is connected with the third intermediate gear through the fourth clutch.

8. The distributed hybrid drive system of claim 1, wherein, The system further comprises an electric drive controller, the electric drive controller is used to control the driver, the transmission and the first distribution motor.

9. The distributed hybrid drive system of claim 8, wherein, The system further comprises a second distribution motor, one of the first distribution motor and the second distribution motor is used to drive front wheels, and the other of the first distribution motor and the second distribution motor is used to drive rear wheels; and the electric drive controller is further used to control the second distribution motor.

10. A vehicle characterized by comprising: The system comprises a distributed hybrid drive system as claimed in any one of claims 1-9, and the first distribution motor is arranged at a front wheel or a rear wheel.

11. The vehicle of claim 10, wherein, The system further comprises a power battery, the power battery is used to supply power to the distributed hybrid drive system.

12. The vehicle of claim 10, wherein, The system further comprises a vehicle controller, the vehicle controller is used to control the distributed hybrid drive system.

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