Four-wheel drive speed change device and system and vehicle

Abstract

The invention provides a four-wheel-drive speed change device and system and a vehicle. Comprising a motor having a first output end and a second output end; the first clutch assembly is arranged at the first end of the motor, the first end of the first clutch assembly is connected with the first output end, and the second end of the first clutch assembly is connected with the front transmission shaft; the first clutch assembly is arranged at the second end of the motor, the second clutch assembly and the first clutch assembly are arranged in a spaced mode, the first end of the second clutch assembly is connected with the second output end, and the second end of the second clutch assembly is connected with the rear transmission shaft; wherein the first output end is provided with a first joint position and a first disconnection position with the front transmission shaft through the first clutch assembly, and the second output end is provided with a second joint position and a second disconnection position with the rear transmission shaft through the second clutch assembly. The problem that in the prior art, control performance is limited in a traditional four-wheel-drive system and a new energy automobile four-wheel-drive scheme is solved.

Description

Technical Field

[0001] This invention relates to the field of automotive drive systems, and more specifically, to a four-wheel drive transmission device, system, and vehicle. Background Technology

[0002] With the continuous development of the automotive industry, the requirements for vehicle handling, fuel economy, and environmental performance are becoming increasingly stringent. Against this backdrop, four-wheel drive systems have garnered significant attention due to their excellent stability and traction. However, traditional four-wheel drive systems in gasoline-powered vehicles often rely on complex mechanical structures, such as transfer cases and driveshafts, which not only increase vehicle weight and cost but also make it difficult to achieve ideal four-wheel drive performance in certain situations, such as space constraints at the rear of the vehicle. Furthermore, for new energy vehicles, especially hybrid and pure electric vehicles, while adopting a dual-motor four-wheel drive system can provide better handling and responsiveness, it also faces challenges such as high cost, increased system complexity, and unbalanced front-rear power distribution.

[0003] There is currently no effective solution to the above problems. Summary of the Invention

[0004] The main objective of this invention is to provide a four-wheel drive transmission device, system, and vehicle to solve the problem of limited handling performance in existing traditional four-wheel drive systems and new energy vehicle four-wheel drive solutions.

[0005] To achieve the above objectives, according to one aspect of the present invention, a four-wheel drive transmission device is provided, comprising: a motor having a first output terminal and a second output terminal; a first clutch assembly disposed at a first terminal of the motor, the first terminal of the first clutch assembly being connected to the first output terminal, and a second terminal of the first clutch assembly being connected to a front drive shaft; and a second clutch assembly disposed at a second terminal of the motor, spaced apart from the first clutch assembly, the first terminal of the second clutch assembly being connected to the second output terminal, and the second terminal of the second clutch assembly being connected to a rear drive shaft; wherein the first output terminal has a first engagement position and a first disengagement position with the front drive shaft via the first clutch assembly, and the second output terminal has a second engagement position and a second disengagement position with the rear drive shaft via the second clutch assembly.

[0006] Furthermore, the first clutch assembly and the second clutch assembly are arranged symmetrically about the motor.

[0007] Furthermore, the four-wheel drive transmission also includes: a gearbox, one end of which is connected to the third end of the first clutch assembly, and the first output end is selectively connected to the gearbox via the first clutch assembly. The gearbox is spaced apart from the second clutch assembly, the front drive shaft, and the rear drive shaft.

[0008] Further, the first clutch assembly includes: a first clutch, which is spaced apart from the second clutch assembly and the gearbox, the first clutch being located at one end of the motor, and the first end of the first clutch being connected to the first output end; a first differential, the first end of the first differential being connected to the second end of the first clutch, the second end of the first differential being connected to one end of the gearbox, the third end of the first differential being connected to the front drive shaft, and the first differential being spaced apart from the motor and the rear drive shaft; the first output end is selectively connected to the first differential via the first clutch.

[0009] Furthermore, the second clutch assembly includes: a second clutch disposed at the other end of the motor, the first end of the second clutch being connected to the second output end; a second differential, the first end of the second differential being connected to the second end of the second clutch, the second end of the second differential being connected to the rear drive shaft, and the second differential being spaced apart from the motor, the gearbox, and the front drive shaft; and the second output end being selectively connected to the second differential via the second clutch.

[0010] In another aspect, the present invention provides a four-wheel drive transmission system, including a four-wheel drive transmission device, wherein the four-wheel drive transmission device is the four-wheel drive transmission device described above.

[0011] Furthermore, the four-wheel drive transmission system includes a first drive mode in which the first clutch is controlled to perform a first closing action so that the two output half-shafts of the first differential are respectively connected to the gearbox and the front drive shaft, so that the motor provides driving force to the front drive shaft.

[0012] Furthermore, it includes: a second drive mode, in which the second clutch is controlled to perform a second closing action to connect the two output half-shafts of the second differential to the rear drive shaft, so that the motor provides driving force to the rear drive shaft.

[0013] Furthermore, it includes: a third drive mode, in which the first clutch is controlled to perform a first disengagement action, the second clutch is controlled to perform a second disengagement action, and the vehicle engine is controlled to start so that the vehicle engine provides driving force.

[0014] In another aspect, the present invention provides a vehicle including a four-wheel drive transmission system, wherein the four-wheel drive transmission system is the four-wheel drive transmission system of any one of the claims.

[0015] By applying the technical solution of this invention, the first and second output terminals of the motor are connected to the first and second clutch components, respectively, and then these two clutch components are connected to the front drive shaft and the rear drive shaft, respectively. The vehicle can flexibly switch between drive modes, supporting both front-wheel drive and rear-wheel drive, which improves the safety and reliability of the vehicle. It also effectively balances the front and rear load distribution of the power system and optimizes the overall handling performance of the vehicle. This is of great significance for improving the overall performance of electric vehicles and electric equipment, and solves the problem of limited handling performance in traditional four-wheel drive systems and new energy vehicle four-wheel drive solutions in the prior art. Attached Figure Description

[0016] The accompanying drawings, which form part of this application, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an undue limitation of the invention. In the drawings:

[0017] Figure 1 A schematic diagram of the structure of a first embodiment of the four-wheel drive transmission device according to the present invention is shown;

[0018] Figure 2 A schematic diagram of a second embodiment of the four-wheel drive transmission device according to the present invention is shown.

[0019] The above figures include the following reference numerals:

[0020] 10. Gearbox;

[0021] 20. Electric motor;

[0022] 201. Second output terminal;

[0023] 202. First output terminal;

[0024] 30. Rear drive shaft;

[0025] 40. Second clutch assembly;

[0026] 401. Second clutch;

[0027] 402. Second differential;

[0028] 50. First clutch assembly;

[0029] 501. First clutch;

[0030] 502. First differential;

[0031] 60. Front drive shaft. Detailed Implementation

[0032] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other. The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0033] It should be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the exemplary embodiments according to this application. As used herein, the singular form is intended to include the plural form as well, unless the context clearly indicates otherwise. Furthermore, it should be understood that when the terms "comprising" and / or "including" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0034] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such terms can be used interchangeably where appropriate so that the embodiments of this application described herein can be implemented, for example, in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0035] Exemplary embodiments according to this application will now be described in more detail with reference to the accompanying drawings. However, these exemplary embodiments may be implemented in many different forms and should not be construed as being limited to the embodiments set forth herein. It should be understood that these embodiments are provided so that the disclosure of this application is thorough and complete, and that the concept of these exemplary embodiments is fully conveyed to those skilled in the art. In the drawings, for clarity, the thickness of layers and regions may be exaggerated, and the same reference numerals are used to denote the same devices, and therefore their description will be omitted.

[0036] As the automotive industry continues to advance, consumers and manufacturers are increasingly demanding higher overall vehicle performance, particularly in terms of handling, fuel efficiency, and environmental friendliness. Four-wheel drive systems, as a key technology for improving vehicle stability and traction, have received widespread attention and application. However, the design of four-wheel drive systems in traditional gasoline-powered vehicles typically revolves around complex mechanical structures, primarily including components such as transfer cases and drive shafts. While these mechanical structures enable torque distribution between the front and rear wheels, they also introduce a series of problems:

[0037] The addition of a transfer case and a long driveshaft increases the overall weight of the vehicle and also raises the cost of manufacturing it. This is undoubtedly an important consideration, especially for modern vehicles that are sensitive to weight and strive for lightweight design.

[0038] In vehicle design, especially for models with limited rear space, complex four-wheel drive mechanisms can consume valuable interior space, affecting passenger comfort or optimizing cargo capacity. Furthermore, the fixed positions of the transfer case and driveshaft limit the designers' flexibility in the layout of the vehicle's powertrain.

[0039] For new energy vehicles, especially hybrid and pure electric vehicles, the slow response and difficult-to-precise torque distribution mechanism of traditional four-wheel drive systems can no longer meet the market's demand for high-performance four-wheel drive systems. While dual front and rear motors can bring better handling and immediate response, they also come with high costs and increased system complexity, posing new challenges to the overall performance optimization of the vehicle.

[0040] In a four-wheel drive system employing dual motors, precisely and intelligently controlling the torque distribution between the front and rear wheels to ensure optimal vehicle performance under various driving conditions is a pressing technical challenge. An imbalance in front and rear power not only affects vehicle balance but can also lead to a decrease in handling performance, especially at high speeds and on complex road conditions.

[0041] Combination Figure 1 and Figure 2 As shown, according to a specific embodiment of this application, a four-wheel drive transmission device is provided.

[0042] Specifically, such as Figure 1 and Figure 2 As shown, a four-wheel drive transmission device includes: a motor 20 having a first output end 202 and a second output end 201; a first clutch assembly 50 disposed at a first end of the motor 20, the first end of the first clutch assembly 50 being connected to the first output end 202, and the second end of the first clutch assembly 50 being connected to a front drive shaft 60; and a second clutch assembly 40 disposed at a second end of the motor 20, spaced apart from the first clutch assembly 50, the first end of the second clutch assembly 40 being connected to the second output end 201, and the second end of the second clutch assembly 40 being connected to a rear drive shaft 30; wherein the first output end 202 has a first engagement position and a first disengagement position with the front drive shaft 60 via the first clutch assembly 50, and the second output end 201 has a second engagement position and a second disengagement position with the rear drive shaft 30 via the second clutch assembly 40.

[0043] By applying the technical solution of this invention, the first output terminal 202 and the second output terminal 201 of the motor 20 are respectively connected to the first clutch assembly 50 and the second clutch assembly 40, and then these two clutch assemblies are respectively connected to the front drive shaft 60 and the rear drive shaft 30. The vehicle can flexibly switch between drive modes, supporting both front-wheel drive and rear-wheel drive, which improves the safety and reliability of the vehicle, effectively balances the front and rear load distribution of the power system, and optimizes the overall handling performance of the vehicle. This is of great significance for improving the overall performance of electric vehicles and electric equipment, and solves the problem of limited handling performance in traditional four-wheel drive systems and new energy vehicle four-wheel drive solutions in the prior art.

[0044] Furthermore, the first clutch assembly 50 and the second clutch assembly 40 are symmetrically arranged with respect to the motor 20. By symmetrically arranging the first clutch assembly 50 and the second clutch assembly 40 with respect to the motor 20, the four-wheel drive transmission device of the present invention achieves balanced and precise torque control of the front and rear drive shafts. This symmetrical design ensures that when the motor provides power, it can affect the front and rear wheels with the same technical specifications and response speed, thereby significantly improving the vehicle's handling stability and the consistency of four-wheel drive performance.

[0045] In this embodiment, the four-wheel drive transmission device further includes: a gearbox 10, one end of which is connected to the third end of the first clutch assembly 50, and the first output end 202 is selectively connected to the gearbox 10 through the first clutch assembly 50. The gearbox 10 is spaced apart from the second clutch assembly 40, the front drive shaft 60 and the rear drive shaft 30 respectively.

[0046] In this embodiment, the transmission 10 can interact independently with other components, avoiding physical interference in the power transmission path and ensuring efficient operation and flexible control of each component. In particular, the indirect connection between the transmission 10, the second clutch assembly 40, and the front and rear drive shafts enables the device to seamlessly switch between four-wheel drive mode and independent front and rear wheel drive mode, improving the vehicle's adaptability and driving experience.

[0047] Further, the first clutch assembly 50 includes: a first clutch 501, which is spaced apart from the second clutch assembly 40 and the gearbox 10, and is located at one end of the motor 20. The first end of the first clutch 501 is connected to the first output end 202; a first differential 502, whose first end is connected to the second end of the first clutch 501, whose second end is connected to one end of the gearbox 10, and whose third end is connected to the front drive shaft 60. The first differential 502 is spaced apart from the motor 20 and the rear drive shaft 30; the first output end 202 is selectively connected to the first differential 502 via the first clutch 501.

[0048] In this embodiment, the first clutch 501 disconnects from the first output terminal 202, preventing the motor's power from being transmitted to the first differential 502, thereby cutting off the direct power input to the front drive shaft 60. This design ensures intelligent power distribution, meeting the needs of four-wheel drive under complex road conditions while reducing energy consumption and improving energy efficiency under simple driving conditions.

[0049] In this embodiment, the second clutch assembly 40 includes: a second clutch 401, which is disposed at the other end of the motor 20, and the first end of the second clutch 401 is connected to the second output end 201; a second differential 402, the first end of the second differential 402 is connected to the second end of the second clutch 401, the second end of the second differential 402 is connected to the rear drive shaft 30, and the second differential 402 is spaced apart from the motor 20, the gearbox 10 and the front drive shaft 60 respectively; the second output end 201 is selectively connected to the second differential 402 through the second clutch 401.

[0050] In this embodiment, the combination of the second clutch 401 and the second differential 402 not only realizes the power transmission control from the second output end 201 of the motor 20 to the rear drive shaft 30, but also ensures the independence and precision of power distribution due to the spaced arrangement of the second differential 402 with the motor, gearbox and front drive shaft. This improves the vehicle's driving stability and handling flexibility while effectively reducing energy loss, enhancing the overall efficiency and response speed of the power system, and providing a smoother ride for the driver.

[0051] According to another specific embodiment of this application, a four-wheel drive transmission system is also provided, including a four-wheel drive transmission device, wherein the four-wheel drive transmission device is the four-wheel drive transmission device described above.

[0052] By applying the technical solution of this invention and integrating the above-mentioned innovative four-wheel drive transmission device, the power distribution efficiency and handling stability of the vehicle under various driving conditions are significantly improved.

[0053] Furthermore, the four-wheel drive transmission system includes a first drive mode in which the first clutch 501 is controlled to perform a first closing action so that the two output half shafts of the first differential 502 are respectively connected to the gearbox 10 and the front drive shaft 60, so that the motor 20 provides driving force to the front drive shaft 60.

[0054] In this embodiment, when the system detects the need for front-wheel drive or enhanced front-wheel traction under specific conditions, it can precisely control the first clutch 501 to close, seamlessly connecting the output half-shaft of the first differential 502 with the gearbox 10 and the front drive shaft 60. This ensures that the power of the motor 20 is efficiently and directly transmitted to the front wheels, which not only improves the vehicle's driving stability and handling performance but also optimizes energy utilization. Especially in situations involving complex road surfaces or requiring additional power support for the front wheels, this mode can significantly enhance the vehicle's passability and safety.

[0055] Specifically, in the second drive mode, the second clutch 401 is controlled to perform a second closing action, so that the two output half-shafts of the second differential 402 are connected to the rear drive shaft 30, thereby enabling the motor 20 to provide driving force to the rear drive shaft. By precisely controlling the second clutch 401 to perform the closing action, this embodiment effectively connects the output half-shafts of the second differential 402 to the rear drive shaft 30, ensuring that the power of the motor 20 is directly and efficiently transmitted to the rear wheels.

[0056] In this embodiment, in the third drive mode, the first clutch 501 is controlled to perform a first disengagement action, and the second clutch 401 is controlled to perform a second disengagement action, thereby starting the vehicle engine to provide driving force. Applying this embodiment fully utilizes the engine's high torque and continuous power output characteristics, making it particularly suitable for scenarios such as high-speed cruising or heavy-duty transportation. It not only significantly improves vehicle driving efficiency and fuel economy but also ensures the simplicity and reliability of system operation without the need for electric assistance, providing drivers with diverse driving experiences and power options.

[0057] According to another specific embodiment of this application, a vehicle is also provided, including a four-wheel drive transmission system, which is the four-wheel drive transmission system described above.

[0058] The technical solution of this invention integrates all the optimized functions of the aforementioned four-wheel drive transmission system, enabling seamless intelligent switching between front-wheel drive, rear-wheel drive, and four-wheel drive modes based on driving environment and needs. The core advantage of this system lies in its significantly improved road adaptability, power efficiency, and driving stability. Simultaneously, through refined energy management and power distribution, it also achieves excellent fuel economy and environmental performance, providing drivers with a driving experience that combines performance, comfort, and economy.

[0059] For ease of description, spatial relative terms such as "above," "on top of," "on the upper surface of," "above," etc., are used herein to describe the spatial positional relationship of a device or feature as shown in the figures to other devices or features. It should be understood that spatial relative terms are intended to encompass different orientations in use or operation beyond the orientation of the device as described in the figures. For example, if the device in the figures were inverted, a device described as "above" or "on top of" other devices or structures would subsequently be positioned as "below" or "under" other devices or structures. Thus, the exemplary term "above" can include both "above" and "below." The device may also be positioned in other different ways (rotated 90 degrees or in other orientations), and the spatial relative descriptions used herein will be interpreted accordingly.

[0060] In addition to the above, it should be noted that the terms "one embodiment," "another embodiment," and "embodiment" used in this specification refer to specific features, structures, or characteristics described in connection with that embodiment, which are included in at least one embodiment described in the general description of this application. The appearance of the same expression in multiple places in the specification does not necessarily refer to the same embodiment. Furthermore, when a specific feature, structure, or characteristic is described in connection with any embodiment, the intention is to suggest that implementing such a feature, structure, or characteristic in conjunction with other embodiments also falls within the scope of this invention.

[0061] In the above embodiments, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions in other embodiments.

[0062] The above description is merely a preferred embodiment of the present invention and is not intended to limit the invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A four-wheel drive transmission device, characterized in that, include: The motor (20) has a first output terminal (202) and a second output terminal (201); A first clutch assembly (50) is disposed at the first end of the motor (20), the first end of the first clutch assembly (50) is connected to the first output end (202), and the second end of the first clutch assembly (50) is connected to the front drive shaft (60). The second clutch assembly (40) is disposed at the second end of the motor (20). The second clutch assembly (40) is spaced apart from the first clutch assembly (50). The first end of the second clutch assembly (40) is connected to the second output end (201), and the second end of the second clutch assembly (40) is connected to the rear drive shaft (30). The first output terminal (202) has a first engagement position and a first disengagement position with the front drive shaft (60) via the first clutch assembly (50), and the second output terminal (201) has a second engagement position and a second disengagement position with the rear drive shaft (30) via the second clutch assembly (40).

2. The four-wheel drive transmission device according to claim 1, characterized in that, The first clutch assembly (50) and the second clutch assembly (40) are arranged symmetrically with respect to the motor (20).

3. The four-wheel drive transmission device according to claim 1 or 2, characterized in that, The four-wheel drive transmission also includes: A gearbox (10) is provided, one end of which is connected to the third end of the first clutch assembly (50). The first output end (202) is selectively connected to the gearbox (10) via the first clutch assembly (50). The gearbox (10) is spaced apart from the second clutch assembly (40), the front drive shaft (60), and the rear drive shaft (30).

4. The four-wheel drive transmission device according to claim 3, characterized in that, The first clutch assembly (50) includes: The first clutch (501) is disposed at intervals with the second clutch assembly (40) and the gearbox (10) respectively. The first clutch (501) is disposed at one end of the motor (20), and the first end of the first clutch (501) is connected to the first output end (202). A first differential (502) is provided, with its first end connected to the second end of the first clutch (501), its second end connected to one end of the gearbox (10), and its third end connected to the front drive shaft (60). The first differential (502) is also provided at intervals with the motor (20) and the rear drive shaft (30). The first output terminal (202) is selectively connected to the first differential (502) via the first clutch (501).

5. The four-wheel drive transmission device according to claim 3, characterized in that, The second clutch assembly (40) includes: A second clutch (401) is disposed at the other end of the motor (20), and the first end of the second clutch (401) is connected to the second output end (201). The second differential (402) has its first end connected to the second end of the second clutch (401), and its second end connected to the rear drive shaft (30). The second differential (402) is spaced apart from the motor (20), the gearbox (10), and the front drive shaft (60). The second output terminal (201) is selectively connected to the second differential (402) via the second clutch (401).

6. A four-wheel drive transmission system, comprising a four-wheel drive transmission device, characterized in that, The four-wheel drive transmission device is the four-wheel drive transmission device according to any one of claims 1-5.

7. The four-wheel drive transmission system according to claim 6, characterized in that, The four-wheel drive transmission system includes a first drive mode. In the first drive mode, the first clutch (501) is controlled to perform a first closing action so that the two output half shafts of the first differential (502) are connected to the gearbox (10) and the front drive shaft (60) respectively, so that the motor (20) provides driving force to the front drive shaft (60).

8. The four-wheel drive transmission system according to claim 7, characterized in that, include: Second drive mode, In the second drive mode, the second clutch (401) is controlled to perform a second closing action so that the two output half shafts of the second differential (402) are connected to the rear drive shaft (30) so that the motor (20) provides driving force to the rear drive shaft.

9. The four-wheel drive transmission system according to claim 6, characterized in that, include: Third drive mode In the third drive mode, the first clutch (501) is controlled to perform a first disengagement action, the second clutch (401) is controlled to perform a second disengagement action, and the vehicle engine is controlled to start so that the vehicle engine provides driving force.

10. A vehicle comprising a four-wheel drive transmission system, characterized in that, The four-wheel drive transmission system is the four-wheel drive transmission system as described in any one of claims 6-9.

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