Power driving system and vehicle

Abstract

The utility model provides a power driving system and a vehicle, which comprise an engine, a first motor, a second motor, an input shaft, a first output half shaft and a second output half shaft, and a first control element is arranged between the first output half shaft and the second output half shaft. The first control element can control the first motor to be connected with one or two of the first output half shaft and the second output half shaft, the engine and the second motor are connected with the input shaft, the input shaft is provided with a second control element, and the second control element can control connection between the input shaft and the first output half shaft. Therefore, through control of the first control element and the second control element, one or more of the first motor, the second motor and the engine can drive the first wheel end and the second wheel end to rotate, or one of the engine and the second motor can drive the first wheel end to rotate, and the first motor drives the second wheel end to rotate. The engine can further drive the second motor to generate electricity, so that the cruising ability is improved.

Description

Technical Field

[0001] The utility model relates to the field of automobiles, and mainly to a power drive system and a vehicle. Background Art

[0002] The more common automotive drive systems on the market are electromechanical coupling systems in series-parallel hybrid and extended-range modes, as well as pure electric distributed electric drive systems. For vehicles equipped with electromechanical coupling systems in series-parallel hybrid or extended-range modes on the market, each wheel on the corresponding electromechanical coupling system axle cannot be driven by an independent power source, resulting in the inability of the power source to reduce the turning radius of the vehicle. In addition, in the event of extreme tire blowouts, slippery roads and other safety accidents, the independent power drive system cannot be relied on to balance and stabilize the vehicle's posture, resulting in serious traffic accidents. Distributed electric drives have excessive performance requirements for power batteries, resulting in a shorter driving range. Utility Model Content

[0003] In view of the above-mentioned deficiencies in the prior art, an object of the present invention is to provide a power drive system and a vehicle, which can independently drive each wheel to rotate and improve the endurance of the vehicle.

[0004] In order to achieve the above purpose, the utility model adopts the following technical solutions:

[0005] A power drive system includes an engine, an input shaft, a first motor, a second motor, a first output half shaft, a second output half shaft, a first operating element and a second operating element; the input shaft is connected to the engine, the first output half shaft is vertically arranged with the rotating shaft of the engine, and the first output half shaft is used to connect with the first wheel end; the second output half shaft is coaxially arranged with the first output half shaft, and the second output half shaft is used to connect with the second wheel end; the first operating element is arranged between the first output half shaft and the second output half shaft, and is drivingly connected to the first motor, the first operating element can control the on-off of the power transmission path between the first motor and the first output half shaft, and can control the on-off of the power transmission path between the first motor and the second output half shaft; the second operating element is arranged on the input shaft and connected to the first output half shaft, and the second operating element can control the on-off of the power transmission path between the input shaft and the first output half shaft; the second motor is drivingly connected to the input shaft.

[0006] In some embodiments of the present application, the first operating element includes a first coupling member, a second coupling member and a third coupling member, the first coupling member is drivingly connected to the first motor, the second coupling member is fixedly connected to the first output half shaft, the first coupling member can be coupled with or separated from the second coupling member to control the on-off of the power transmission path between the first motor and the first output half shaft, and the third coupling member is fixedly connected to the second output half shaft, the first coupling member can be coupled with or separated from the third coupling member to control the on-off of the power transmission path between the first motor and the second output half shaft.

[0007] In some solutions of the present application, the first coupling member, the second coupling member and the third coupling member constitute a dual clutch; the dual clutch is a wet clutch.

[0008] In some embodiments of the present application, the second operating element includes a fourth coupling member and a fifth coupling member, the fourth coupling member is fixedly connected to the input shaft, the fifth coupling member is rotatably connected to the input shaft and is drivingly connected to the first output half shaft, and the fourth coupling member can be coupled to or separated from the fifth coupling member to control the on / off of the power transmission path between the input shaft and the first output half shaft.

[0009] In some embodiments of the present application, the fourth coupling member and the fifth coupling member constitute a second clutch.

[0010] In some embodiments of the present application, the second operating element also includes a sixth coupling member, which is transmission-connected to the first coupling member, and the fourth coupling member can be coupled to or separated from the sixth coupling member to control the on / off of the power transmission path between the input shaft and the first coupling member.

[0011] In some embodiments of the present application, the fourth combining member, the fifth combining member and the sixth combining member constitute a three-position synchronizer, a three-position clutch or a double clutch.

[0012] In some schemes of the present application, the input shaft is coaxially arranged with the rotating shaft of the engine; a first gear is provided on the first output half shaft, a second gear is provided on the fifth combining member, the second gear is meshed with the first gear, and the second gear and the first gear are both bevel gears; a third gear is provided on the first combining member, a fourth gear is provided on the sixth combining member, the fourth gear is meshed with the third gear, and the fourth gear and the third gear are both bevel gears; the rotating shaft of the first motor is arranged parallel to the input shaft, and a fifth gear is provided on the rotating shaft of the first motor; the power drive system also includes an intermediate transmission member, the intermediate transmission member includes an intermediate shaft, a first intermediate gear and a second intermediate gear, the first intermediate gear and the second intermediate gear are arranged on the intermediate shaft at intervals, the first intermediate gear is a bevel gear and meshes with the third gear, the second intermediate gear is meshed with the fifth gear, the diameter of the fifth gear is smaller than the diameter of the second intermediate gear, and the diameter of the first intermediate gear is smaller than the diameter of the third gear.

[0013] In some embodiments of the present application, when the rotating shaft of the engine rotates in the forward direction, it can drive the first wheel end and the second wheel end to rotate in the forward direction.

[0014] In some embodiments of the present application, the power drive system further includes a speed increasing mechanism connecting the second motor and the input shaft, and when power is transmitted from the input shaft to the second motor, the rotation speed of the second motor is greater than the rotation speed of the input shaft.

[0015] In some embodiments of the present application, the power drive system further includes a first clutch, which connects the engine and the input shaft, and the first clutch is capable of controlling the engine to be coupled to the input shaft, and is capable of controlling the engine to be separated from the input shaft.

[0016] A vehicle comprises a vehicle body, a first wheel end, a second wheel end, a power battery and a power drive system, wherein the power drive system is mounted on the vehicle body, the first wheel end is connected to the first output half shaft, the second wheel end is connected to the second output half shaft, and the power battery is fixed to the vehicle body and electrically connected to the first motor and the second motor.

[0017] Beneficial effects: The power drive system of the present application includes an engine, a first motor, a second motor, an input shaft, a first output half shaft and a second output half shaft, a first control element is provided between the first output half shaft and the second output half shaft, the first control element can control the first motor to be connected to one or both of the first output half shaft and the second output half shaft, the engine and the second motor are connected to the input shaft, and a second control element is provided on the input shaft, and the second control element can control the connection between the input shaft and the first output half shaft, so that through the control of the first control element and the second control element, one or more of the first motor, the second motor and the engine can drive the first wheel end and the second wheel end to rotate, or one of the engine and the second motor can drive the first wheel end to rotate, and the first motor drives the second wheel end to rotate, thereby improving the reliability and flexibility of the power drive system; the engine can also drive the second motor to generate electricity to improve the endurance, which solves the problem that the existing parallel hybrid and extended-range mode electromechanical coupling systems cannot independently drive each wheel, resulting in the inability to balance and stabilize the vehicle posture under extreme tire blowouts and slippery roads, and also solves the problem that the existing distributed electric drive system has a short mileage. In addition, the first output half shaft and the second output half shaft are coaxially arranged, and the rotating shaft of the engine is perpendicular to the first output half shaft, that is, the engine is arranged longitudinally, thereby reducing the size of the power drive system along the first output half shaft and the second output half shaft.

[0018] The vehicle of the present application includes the above-mentioned power drive system. The engine of the power drive system is arranged longitudinally, so that when the power of the engine is increased, the size of the power drive system in the width direction of the vehicle will not increase, thereby enabling the power drive system to be applied to more compact vehicles, and the vehicle has more working modes, improving safety and endurance. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] Figure 1 It is a structural schematic diagram of the power drive system of embodiment 1.

[0020] Figure 2 It is a schematic structural diagram of the first operating element.

[0021] Figure 3 yes Figure 1 Schematic diagram of the structure of the second operating element.

[0022] Figure 4 It is a structural schematic diagram of the power drive system of the second embodiment.

[0023] Figure 5 yes Figure 4 Schematic diagram of the structure of the second operating element.

[0024] Figure 6 It is a structural schematic diagram of the power drive system of embodiment three.

[0025] Figure 7 yes Figure 6 Schematic diagram of the structure of the second operating element.

[0026] Explanation of the main component symbols: 11-engine; 12-first motor; 13-second motor; 14-input shaft; 15-first clutch; 2-intermediate transmission member; 21-intermediate shaft; 22-first intermediate gear; 23-second intermediate gear; 3-first operating element; 31-first coupling member; 32-second coupling member; 33-third coupling member; 4-second operating element; 41-fourth coupling member; 42-fifth coupling member; 43-sixth coupling member; 5-speed increasing mechanism; 51-sixth gear; 52-seventh gear; 61-first gear; 62-second gear; 63-third gear; 64-fourth gear; 65-fifth gear; 71-first output half shaft; 72-second output half shaft; 81-first wheel end; 82-second wheel end. DETAILED DESCRIPTION

[0027] The utility model provides a power drive system and a vehicle. In order to make the purpose, technical solution and effect of the utility model clearer and more specific, the utility model is further described in detail with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described here are only used to explain the utility model and are not used to limit the protection scope of the utility model.

[0028] In the description of the present invention, it is necessary to understand that the terms "upper", "lower", "inside", "outside", etc., indicating the orientation or positional relationship are based on the orientation or positional relationship shown in the drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present invention.

[0029] In the description of the present utility model, it should be noted that, unless otherwise clearly specified and limited, the terms "installation", "connection" and "connection" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection, an electrical connection, or mutual communication; it can be a direct connection, or an indirect connection through an intermediate medium, it can be the internal connection of two elements or the interaction relationship between two elements. For ordinary technicians in this field, the specific meanings of the above terms in the present utility model can be understood according to specific circumstances.

[0030] See also Figure 1 , Figure 4 and Figure 6The vehicle of the present application includes a vehicle body, a first wheel end 81, a second wheel end 82, a power battery and a power drive system. The power drive system is installed on the vehicle body. The power drive system includes an engine 11, a first motor 12, a second motor 13, an input shaft 14, a first operating element 3, a second operating element 4 and a first output half-shaft and a second output half-shaft. The power battery is fixed on the vehicle body and is electrically connected to the first motor 12 and the second motor 13. When the first motor 12 and the second motor 13 are used for driving, the electricity in the power battery can provide power for the first motor 12 and the second motor 13. When the first motor 12 and the second motor 13 are used for generating electricity, the electricity generated can also be stored in the power battery.

[0031] The first output half shaft 71 and the second output half shaft 72 are coaxially arranged, and the first output half shaft 71 and the second output half shaft 72 can rotate relative to each other. The axial direction of the first output half shaft 71 and the second output half shaft 72 is the width direction of the vehicle, the first wheel end 81 is connected to the first output half shaft 71, and the second wheel end 82 is connected to the second output half shaft 72. Therefore, the first wheel end 81 and the second wheel end 82 are respectively the two front wheels of the vehicle, or the first wheel end 81 and the second wheel end 82 are respectively the two rear wheels of the vehicle.

[0032] The input shaft 14 is connected to the engine 11, so that the power between the input shaft 14 and the engine 11 can be transmitted to each other. The second motor 13 is transmission-connected to the input shaft 14, so that the power between the second motor 13 and the input shaft 14 can be transmitted to each other. Then, the second motor 13 can drive the rotating shaft of the engine 11 to rotate to assist the starting of the engine 11. When the engine 11 is working, it can also drive the second motor 13 to generate electricity. The electricity generated by the second motor 13 can be stored in the power battery or used for the operation of the first motor 12, thereby improving the vehicle's endurance.

[0033] The first operating element 3 is transmission-connected to the first motor 12, and the first operating element 3 can control the on-off of the power transmission path between the first motor 12 and the first output half shaft 71, and can control the on-off of the power transmission path between the first motor 12 and the second output half shaft 72. That is to say, the first operating element 3 has 4 working positions. When the first operating element 3 is in the first working position, the power transmission path between the first motor 12 and the first output half shaft 71 is in a connected state, and the power transmission path between the first motor 12 and the second output half shaft 72 is in a disconnected state, and the first motor 12 can drive the first wheel end 81 to rotate, but does not drive the second wheel end 82 to rotate; when the first operating element 3 is in the second working position, the power transmission path between the first motor 12 and the second output half shaft 72 is in a connected state, and the power transmission path between the first motor 12 and the first output half shaft 71 is in a disconnected state, and the first motor 12 can drive the second wheel end 82 to rotate. rotation without driving the first wheel end 81 to rotate; when the first operating element 3 is in the third position, the power transmission paths between the first motor 12 and the first output half shaft 71 and between the first motor 12 and the second output half shaft 72 are in a connected state, and the first motor 12 can simultaneously drive the first wheel end 81 and the second wheel end 82 to rotate; when the first operating element 3 is in the fourth position, the power transmission paths between the first motor 12 and the first output half shaft 71 and between the first motor 12 and the second output half shaft 72 are in a disconnected state, and the first motor 12 cannot drive the first wheel end 81 and the second wheel end 82 to rotate.

[0034] Among them, when the power transmission paths between the first motor 12 and the first output half shaft 71 and between the first motor 12 and the second output half shaft 72 are in a connected state, the power between the first motor 12, the first output half shaft 71 and the second output half shaft 72 can be transmitted to each other.

[0035] The second operating element 4 is arranged on the input shaft 14 and connected to the first output half shaft 71. The second operating element 4 can control the on and off of the power transmission path between the input shaft 14 and the first output half shaft 71. When the second operating element 4 controls the power transmission path between the input shaft 14 and the first output half shaft 71 to be connected, the power on the input shaft 14 can be transmitted to the first wheel end 81 through the second operating element 4 and the first output half shaft 71, and can also be transmitted to the second wheel end 82 through the second operating element 4, the first output half shaft 71, the first operating element 3, and the second output half shaft 72. The power on the input shaft 14 can be provided by the second motor 13, or by the engine 11, or by both the engine 11 and the second motor 13. When the second operating element 4 controls the power transmission path between the input shaft 14 and the first output half shaft 71 to be disconnected, the engine 11 can only drive the second motor 13 to generate electricity without driving the first wheel end 81 and the second wheel end 82 to rotate. Through such an arrangement, the second motor 13 can be used for both generating electricity and driving the vehicle to move, thereby improving the performance of the power drive system. The engine 11 can drive the second motor 13 to generate electricity and also drive the vehicle to move, thereby enabling the power performance of the engine 11 and the second motor 13 to be fully utilized.

[0036] In the above, by controlling the first operating element 3 and the second operating element 4, the power drive system can realize the engine direct drive mode, pure electric single motor mode, pure electric dual motor mode, parallel mode, series mode (also known as extended range mode), pure electric dual motor distributed mode, hybrid distributed mode, parking power generation mode, single motor energy recovery mode, dual motor energy recovery mode and dual motor distributed energy recovery mode. The vehicle can control the working mode of the vehicle according to the actual road conditions to improve the fuel economy of the vehicle. For example, when the vehicle speed is at high speed, the engine direct drive mode is adopted so that the engine 11 works in the optimal power area, which can improve the fuel economy of the vehicle.

[0037] When the power drive system is in the engine direct drive mode, the engine 11 is working, the first motor 12 and the second motor 13 are not working, the second operating element 4 controls the power transmission path between the input shaft 14 and the first output half shaft 71 to be connected, the first operating element 3 controls the power transmission path between the first motor 12 and the first output half shaft 71 and controls the power transmission path between the first motor 12 and the second output half shaft 72 to be connected at the same time, therefore, the power of the first output half shaft 71 can be transmitted to the second wheel end 82 through the first operating element 3, thereby enabling the engine 11 to simultaneously drive the first wheel end 81 and the second wheel end 82 to rotate.

[0038] When the power drive system is in pure electric single-motor mode, the first motor 12 is working, the engine 11 and the second motor 13 are not working, the second operating element 4 controls the power transmission path between the input shaft 14 and the first output half shaft 71 to be disconnected, and the first operating element 3 controls the power transmission path between the first motor 12 and the first output half shaft 71 and controls the power transmission path between the first motor 12 and the second output half shaft 72 to be connected at the same time, so that the first motor 12 can simultaneously drive the first wheel end 81 and the second wheel end 82 to rotate.

[0039] When the power drive system is in pure electric dual-motor mode, the first motor 12 and the second motor 13 are working, the engine 11 is not working, the second operating element 4 controls the power transmission path between the input shaft 14 and the first output half shaft 71 to be connected, the first operating element 3 controls the power transmission path between the first motor 12 and the first output half shaft 71 and controls the power transmission path between the first motor 12 and the second output half shaft 72 to be connected at the same time, so that the first motor 12 and the second motor 13 can simultaneously drive the first wheel end 81 and the second wheel end 82 to rotate.

[0040] When the power drive system is in parallel mode, the second operating element 4 controls the power transmission path between the input shaft 14 and the first output half shaft 71 to be connected, the first operating element 3 controls the power transmission path between the first motor 12 and the first output half shaft 71 and controls the power transmission path between the first motor 12 and the second output half shaft 72 to be connected at the same time, the engine 11 and the first motor 12 work, so that the engine 11 and the first motor 12 jointly drive the first wheel end 81 and the second wheel end 82 to rotate. In this working mode, the second motor 13 can generate electricity under the drive of the engine 11, or it can follow the input shaft 14 to idle.

[0041] When the power drive system is in series mode, the second operating element 4 controls the power transmission path between the input shaft 14 and the first output half shaft 71 to be disconnected, the engine 11 drives the second motor 13 to generate electricity, the first operating element 3 controls the power transmission path between the first motor 12 and the first output half shaft 71 and controls the power transmission path between the first motor 12 and the second output half shaft 72 to be connected at the same time, and the first motor 12 drives the first wheel end 81 and the second wheel end 82 to rotate at the same time.

[0042] When the power drive system is in the pure electric dual-motor distributed mode, the second operating element 4 controls the power transmission path between the input shaft 14 and the first output half shaft 71 to be connected, the first operating element 3 controls the power transmission path between the first motor 12 and the second output half shaft 72 to be connected, the first motor 12 and the second motor 13 are working, the engine 11 is not working, the first motor 12 drives the second wheel end 82 to rotate through the first operating element 3 and the second output half shaft 72, and the second motor 13 drives the first wheel end 81 to rotate through the input shaft 14, the second operating element 4 and the first output half shaft 71.

[0043] When the power drive system is in the hybrid distributed mode, the second operating element 4 controls the power transmission path between the input shaft 14 and the first output half shaft 71, the first operating element 3 controls the power transmission path between the first motor 12 and the second output half shaft 72, the first motor 12 and the engine 11 are working, the second motor 13 is not working, the first motor 12 drives the second wheel end 82 to rotate through the first operating element 3 and the second output half shaft 72, and the engine 11 drives the first wheel end 81 to rotate through the input shaft 14, the second operating element 4 and the first output half shaft 71.

[0044] When the power drive system is in the parking power generation mode, the second operating element 4 controls the power transmission path between the input shaft 14 and the first output half shaft 71 to be disconnected, the first operating element 3 controls the power transmission path between the first motor 12 and the first output half shaft 71 and controls the power transmission path between the first motor 12 and the second output half shaft 72 to be disconnected at the same time, the engine 11 drives the second motor 13 to generate electricity, and the first motor 12 does not work.

[0045] When the power drive system is in the single motor energy recovery mode, the second operating element 4 controls the power transmission path between the input shaft 14 and the first output half shaft 71 to be disconnected, the first operating element 3 controls the power transmission path between the first motor 12 and the first output half shaft 71 and controls the power transmission path between the first motor 12 and the second output half shaft 72 to be connected at the same time, and the first wheel end 81 and the second wheel end 82 drive the first motor 12 to generate electricity. That is, the single motor energy recovery mode is the power reverse transmission when the pure electric single motor mode.

[0046] When the power drive system is in the dual motor energy recovery mode, the second operating element 4 controls the power transmission path between the input shaft 14 and the first output half shaft 71 to be connected, the first operating element 3 controls the power transmission path between the first motor 12 and the first output half shaft 71 and controls the power transmission path between the first motor 12 and the second output half shaft 72 to be connected at the same time, and the first wheel end 81 and the second wheel end 82 drive the first motor 12 and the second motor 13 to generate electricity. That is, the dual motor energy recovery mode is the power reverse transmission when the pure electric dual motor mode.

[0047] When the power drive system is in the dual-motor distributed energy recovery mode, the second operating element 4 controls the power transmission path between the input shaft 14 and the first output half shaft 71 to be connected, the first operating element 3 controls the power transmission path between the first motor 12 and the second output half shaft 72 to be connected, the first wheel end 81 drives the second motor 13 to generate electricity, and the second wheel end 82 drives the first motor 12 to generate electricity. That is, the dual-motor distributed energy recovery mode is the reverse transmission of power when the pure electric dual-motor distributed mode.

[0048] In the above, when the engine 11 fails, the power drive system can be switched to a pure electric single motor mode, a pure electric dual motor mode or a pure electric dual motor distributed mode to drive the vehicle to move; when the second motor 13 fails, the power drive system can be switched to an engine direct drive mode, a pure electric single motor mode, a parallel mode or a hybrid distributed mode to drive the vehicle to move; when the first motor 12 fails, the power drive system can be switched to an engine direct drive mode to drive the vehicle to move, so that the whole vehicle has higher safety redundancy, and the vehicle can continue to drive when one or both of the engine 11, the first motor 12 and the second motor 13 fail.

[0049] When one of the first wheel end 81 and the second wheel end 82 has a tire blowout or slips on the road, the power drive system can switch to the pure electric dual-motor distributed mode or the hybrid distributed mode, so that one wheel end is driven independently to maintain the balance of the vehicle and improve safety. Moreover, when the vehicle is in the pure electric dual-motor distributed mode or the hybrid distributed mode, the whole vehicle has a smaller turning radius and track following accuracy, which improves the vehicle's maneuverability and responds faster to emergencies, thereby improving driving safety.

[0050] When the vehicle needs to get out of trouble, the power drive system can switch to engine direct drive mode, pure electric single motor mode, pure electric dual motor mode, parallel mode or series mode, and by locking the differential between the first wheel end 81 and the second wheel end 82, the entire vehicle has a stronger ability to get out of trouble.

[0051] In one embodiment, the power drive system is applied to a four-wheel drive vehicle, and the first wheel end 81 and the second wheel end 82 are the front wheels of the vehicle. When the whole vehicle is in the rear-wheel drive economic driving condition, the front-wheel drive is not required, and the second operating element 4 can be used to control the power transmission path between the input shaft 14 and the first output half shaft 71 to be disconnected. The first operating element 3 controls the power transmission path between the first motor 12 and the first output half shaft 71 and controls the power transmission path between the first motor 12 and the second output half shaft 72 to be disconnected at the same time. In this way, only the first output half shaft 71 and the second output half shaft 72 rotate with the first wheel end 81 and the second wheel end 82, and the rotating shafts of the engine 11, the first motor 12 and the second motor 13 do not need to rotate, thereby avoiding gear oil stirring loss, motor idling iron loss and controller power loss of motor weak magnetic field, thereby improving the efficiency of the whole vehicle.

[0052] In a preferred embodiment, the power drive system further includes a first clutch 15, which connects the engine 11 and the input shaft 14 and can control the engine 11 to be coupled with the input shaft 14, and control the engine 11 to be separated from the input shaft 14. When the first clutch 15 is in a coupled state, the engine 11 is coupled with the input shaft 14, and the power of the engine 11 can be transmitted to the input shaft 14 through the first clutch 15. When the first clutch 15 is in a separated state, the engine 11 is separated from the input shaft 14, and the power of the engine 11 cannot be transmitted to the input shaft 14, and the power on the input shaft 14 cannot be transmitted to the engine 11. The engine 11, the first clutch 15 and the input shaft 14 are coaxially arranged, and the engine 11 and the input shaft 14 are directly connected to the first clutch 15, which reduces intermediate transmission parts and reduces power consumption during transmission. In other embodiments, the engine 11 is directly connected to the input shaft 14, or the engine 11 is transmission-connected to the input shaft 14, that is, the first clutch 15 is not provided between the engine 11 and the input shaft 14, and mutual transmission of power between the engine 11 and the input shaft 14 can also be achieved.

[0053] In an embodiment where the power drive system further includes a first clutch 15, when the first clutch 15 is in a disengaged state and the second motor 13 is used to drive one or both of the first wheel end 81 and the second wheel end 82 to rotate, the second motor 13 does not need to drag the engine 11 shaft to rotate, thereby reducing the power loss of the second motor 13. In this embodiment, when the power drive system is in an engine direct drive mode, a parallel mode, a series mode, a hybrid distributed mode, and a parking power generation mode, the first clutch 15 is controlled to be in a coupled state so that the engine 11 can output power. When the power drive system is in a pure electric dual-motor mode, a pure electric dual-motor distributed mode, a dual-motor energy recovery mode, and a dual-motor distributed energy recovery mode, the first clutch 15 is controlled to be in a disengaged state so that the rotating shaft of the engine 11 does not need to be dragged to rotate, thereby reducing energy consumption. When the power drive system is in a pure electric single-motor mode and a single-motor energy recovery mode, the first clutch 15 can be in a disengaged state or in a coupled state.

[0054] When the power drive system is arranged on the vehicle body, the axial direction of the first output semi-shaft 71 and the second output semi-shaft 72 is the width direction (lateral direction) of the vehicle. In the present application, the rotating shaft of the engine 11 is perpendicular to the first output semi-shaft 71 and the second output semi-shaft 72, that is, the rotating shaft of the engine 11 is arranged axially along the length direction (longitudinal direction) of the vehicle, thereby reducing the size of the power drive system arranged in the width direction of the vehicle.

[0055] In the design of the vehicle, there are normative requirements for the width size range of the vehicle to avoid the vehicle width exceeding the prescribed size range and occupying the adjacent lane when driving on the road. In some vehicle models, the power demand for the engine 11 is large, so it is necessary to use an engine 11 with more cylinders, and the cylinders of the engine 11 are distributed along the axial direction of the engine shaft, so the length of the engine 11 along its shaft direction will be increased. When the engine 1 is arranged horizontally, the size of the power drive system along the width direction of the vehicle will be increased, which will lead to the size of the power drive system being larger than the width size range of the vehicle. For example, in the existing vehicle model, the engine 11 and the input shaft 14 are arranged along the width direction of the vehicle, resulting in the size of the power drive system arranged in the width direction of the vehicle being at least larger than the sum of the engine 11 and the input shaft 14. The present application makes full use of the length of the vehicle by placing the engine 11 longitudinally, so that the vehicle can meet the high power demand of the engine 11 without increasing the width size of the vehicle.

[0056] After the engine 11 is placed longitudinally, the engine 11 is located at the front end of the vehicle. When the vehicle moves forward, the engine 11 is located on the windward side of the vehicle, thereby facilitating heat dissipation of the engine 11 and improving the heat dissipation effect of the engine 11.

[0057] The input shaft 14 is coaxially arranged with the engine 11, and the first output shaft 71, the input shaft 14 and the engine 11 are arranged in the length direction of the vehicle. The input shaft 14 and the engine 11 are arranged along the length direction of the vehicle. The first control element 3 is arranged on the input shaft 14, and the second output shaft 72 and the second control element 4 are coaxial with the first output shaft 71, so that the size of the power drive system along the width direction of the vehicle at the input shaft 14 and the engine 11 is small. Since the space between the first wheel end 81 and the second wheel end 82 of the vehicle is usually large, the second control element 4 is arranged at the first wheel end 81 and the second wheel end 82, so that the structural arrangement of the power drive system is more reasonable, and when arranged on the vehicle, the overall structure of the vehicle is more compact.

[0058] The first motor 12 is arranged on the side of the second operating element 4 away from the engine 11, that is, the first motor 12, the input shaft 14 and the engine 11 are arranged along the length direction of the vehicle, so that the power drive system further utilizes the size of the vehicle in the length direction and reduces the size of the power drive system in the width direction of the vehicle.

[0059] The input shaft 14 is directly connected to the rotating shaft of the engine 11 through the first clutch 15 , so that the transmission mechanism between the engine 11 and the input shaft 14 is reduced, thereby reducing the power loss of the engine 11 .

[0060] See also Figure 1 and Figure 2 Specifically, the first operating element 3 includes a first coupling member 31, a second coupling member 32 and a third coupling member 33. The first motor 12 is drivingly connected to the first coupling member 31, the second coupling member 32 is fixedly connected to the second output half shaft 72, the first coupling member 31 can be coupled or separated with the second coupling member 32 to control the on-off of the power transmission path between the first motor 12 and the second output half shaft 72, the third coupling member 33 is fixedly connected to the first output half shaft 71, the first coupling member 31 can be coupled or separated with the third coupling member 33 to control the on-off of the power transmission path between the first motor 12 and the first output half shaft 71. Among them, the first coupling member 31, the second coupling member 32 and the third coupling member 33 constitute a dual clutch.

[0061] In one embodiment, the first coupling member 31 is sleeved on the second coupling member 32 and the third coupling member 33. The first coupling member 31 is the outer hub of the dual clutch, and the second coupling member 32 and the third coupling member 33 are the two inner hubs of the dual clutch. The outer hub can be coupled with one or both of the two inner hubs. When the vehicle is in a gliding state, the first coupling member 31 rotates. Since the diameters of the second coupling member 32 and the third coupling member 33 are smaller than the diameter of the first coupling member 31, the centrifugal force of the components of the first operating element 3 that rotate with the first wheel end 81 and the second wheel end 82 (i.e., the second coupling member 32 and the third coupling member 33) is reduced, making the first operating element 3 more stable.

[0062] The first coupling member 31 and the second coupling member 32 constitute a fourth clutch, and the first coupling member 31 and the third coupling member 33 constitute a fifth clutch, that is, the fourth clutch and the fifth clutch share an outer hub. In other embodiments, the first coupling member 31 includes a first outer hub and a second outer hub, the first outer hub and the second outer hub are fixedly connected, the second coupling member 32 is a first inner hub, the first inner hub and the first outer hub constitute a fourth clutch, the third coupling member 33 is a second inner hub, the second inner hub and the second outer hub constitute a fifth clutch, that is, the fourth clutch and the fifth clutch have independent outer hubs, and the outer hubs of the fourth clutch and the fifth clutch are fixed together to form the first coupling member 31, and then the fourth clutch and the fifth clutch constitute a dual clutch.

[0063] In a preferred embodiment, the fourth clutch and the fifth clutch are wet clutches, so that when the wet clutches are controlled to engage, two states of "engagement with slipping friction" and "engagement" can be achieved according to the depth of the throttle.

[0064] Among them, when the fourth clutch is in the "slip-friction engagement" state, the first engagement member 31 and the second engagement member 32 are in a semi-engaged state, that is, the first engagement member 31 can drive the second engagement member 32 to rotate together, but when the resistance of one of the wheel ends is large, there can still be relative sliding between the first engagement member 31 and the second engagement member 32. When the fourth clutch is in the "engaged" state, the first engagement member 31 and the second engagement member 32 are completely locked, and the first engagement member 31 and the second engagement member 32 rotate synchronously without relative sliding. When the fourth clutch is in the "engaged" state, the power of the first motor 12, the second motor 13 and the engine 11 is fully output to the wheel end, making the power greater.

[0065] Similarly, when the fifth clutch is in the "engaged with slip" state, the first engaging member 31 and the third engaging member 33 are in a semi-engaged state, that is, the first engaging member 31 can drive the third engaging member 33 to rotate together, but when the resistance of one of the wheel ends is large, there can still be relative sliding between the first engaging member 31 and the third engaging member 33. When the fifth clutch is in the "engaged" state, the first engaging member 31 and the third engaging member 33 are completely locked, and the first engaging member 31 and the third engaging member 33 rotate synchronously without relative sliding. When the fifth clutch is in the "engaged" state, the power of the first motor 12, the second motor 13 and the engine 11 is fully output to the wheel end, making the power greater.

[0066] Embodiment 1:

[0067] See also Figure 1 and Figure 3The second operating element 4 includes a fourth coupling member 41 and a fifth coupling member 42. The fourth coupling member 41 is fixedly connected to the input shaft 14. The fifth coupling member 42 is rotatably connected to the input shaft 14 and is transmission-connected to the first output half shaft 71. The fourth coupling member 41 can be coupled to or separated from the fifth coupling member 42 to control the on-off of the power transmission path between the input shaft 14 and the first output half shaft 71.

[0068] In one embodiment, if Figure 3 As shown, the fourth coupling member 41 and the fifth coupling member 42 constitute a second clutch.

[0069] In this embodiment, by controlling the first clutch 15, the second clutch, the fourth clutch and the fifth clutch, operating modes such as engine direct drive mode, pure electric single motor mode, pure electric dual motor mode, parallel mode, series mode, pure electric dual motor distributed mode, hybrid distributed mode, parking power generation mode, single motor energy recovery mode, dual motor energy recovery mode and dual motor distributed energy recovery mode can be realized.

[0070] When the power drive system is in the engine direct drive mode, the first clutch 15 and the second clutch are engaged, the fourth clutch and the fifth clutch are engaged with sliding friction, the engine 11 is working, the first motor 12 and the second motor 13 are not working, and the power of the engine 11 is transmitted to the first wheel end 81 and the second wheel end 82 through the first clutch 15, the input shaft 14, the second clutch, the first output half shaft 71, the fifth clutch, the fourth clutch and the second output half shaft 72.

[0071] When the power drive system is in pure electric single-motor mode, the first clutch 15 and the second clutch are disengaged, the fourth clutch and the fifth clutch are both engaged with sliding friction, the first motor 12 is working, the engine 11 and the second motor 13 are not working, and part of the power of the first motor 12 is transmitted to the second wheel end 82 through the fourth clutch and the second output half shaft 72, and the other part of the power is transmitted to the first wheel end 81 through the fifth clutch and the first output half shaft 71.

[0072] When the power drive system is in pure electric dual-motor mode, the first clutch 15 is disengaged, the second clutch is engaged, the fourth clutch and the fifth clutch are both engaged with sliding friction, the first motor 12 and the second motor 13 are working, and the engine 11 is not working. The power of the first motor 12 and the power of the second motor 13 are combined at the first output half shaft 71, the fourth clutch and the fifth clutch and then transmitted to the first wheel end 81 and the second wheel end 82.

[0073] When the power drive system is in parallel mode, the first clutch 15 and the second clutch are combined, the fourth clutch and the fifth clutch are both engaged with sliding friction, the engine 11 and the first motor 12 are working, and the second motor 13 is not working. The power of the engine 11 is transmitted to the first output half shaft 71, the fourth clutch and the fifth clutch through the first clutch 15, the input shaft 14, and the second clutch. The power of the first motor 12 is transmitted to the fourth clutch and the fifth clutch, and then the power of the engine 11 is combined with the power of the first motor 12 and transmitted to the first wheel end 81 and the second wheel end 82.

[0074] When the power drive system is in series mode, the second clutch is disengaged, the first clutch 15 is engaged, the fourth clutch and the fifth clutch are both engaged with sliding friction, the first motor 12 is working, and the power of the first motor 12 is transmitted to the second wheel end 82 and the first wheel end 81 through the fourth clutch and the fifth clutch, and the engine 11 drives the second motor 13 to generate electricity through the first clutch 15 and the input shaft 14.

[0075] When the power drive system is in the pure electric dual-motor distributed mode, the first clutch 15 and the fifth clutch are disengaged, the second clutch and the fourth clutch are engaged, the first motor 12 and the second motor 13 are working, the engine 11 is not working, and the power of the first motor 12 is transmitted to the second wheel end 82 through the fourth clutch and the second output half shaft 72, and the power of the second motor 13 is transmitted to the first wheel end 81 through the input shaft 14, the second clutch and the first output half shaft 71.

[0076] When the power drive system is in the hybrid distributed mode, the fifth clutch is disengaged, the first clutch 15, the second clutch and the fourth clutch are all engaged, the first motor 12 and the engine 11 are working, the second motor 13 is not working, and the power of the first motor 12 is transmitted to the second wheel end 82 through the fourth clutch and the second output half shaft 72, and the power of the engine 11 is transmitted to the first wheel end 81 through the input shaft 14, the second clutch and the first output half shaft 71.

[0077] When the power drive system is in the parking power generation mode, the first clutch 15 is engaged, the second clutch, the fourth clutch and the fifth clutch are all disengaged, the first motor 12 does not work, and the engine 11 drives the second motor 13 to generate electricity.

[0078] The single-motor energy recovery mode is the power reverse transmission in the pure electric single-motor mode, the dual-motor energy recovery mode is the power reverse transmission in the pure electric dual-motor mode, and the dual-motor distributed energy recovery mode is the power reverse transmission in the pure electric dual-motor distributed mode. They will not be described in detail here.

[0079] In the above, by controlling the engagement state of the fourth clutch and the fifth clutch, the engine direct drive escape mode, the pure electric single motor escape mode, the pure electric dual motor escape mode, the parallel escape mode and the series escape mode can also be realized. Among them, in the working modes of the engine direct drive escape mode, the pure electric single motor escape mode, the pure electric dual motor escape mode, the parallel escape mode and the series escape mode, except that the engagement state of the fourth clutch and the fifth clutch is the "engaged" state, the rest are the same as the engine direct drive mode, the pure electric single motor mode, the pure electric dual motor mode, the parallel mode and the series mode, respectively, so they are not repeated here.

[0080] The working modes of the power drive system are as follows:

[0081]

[0082]

[0083] Embodiment 2:

[0084] See also Figure 4 and Figure 5 Embodiment 2 is based on embodiment 1, and the second operating element 4 can also control the on-off of the power transmission path between the input shaft 14 and the first coupling member 31, and when the power transmission path between the input shaft 14 and the first coupling member 31 is connected, the power transmission path between the input shaft 14 and the first output half shaft 71 is disconnected.

[0085] Specifically, the second operating element 4 also includes a sixth coupling member 43, which is transmission-connected to the first coupling member 31, and the fourth coupling member 41 can be coupled or separated with the sixth coupling member 43 to control the on-off of the power transmission path between the input shaft 14 and the first coupling member 31. Among them, the fourth coupling member 41, the fifth coupling member 42 and the sixth coupling member 43 constitute a three-position synchronizer or a three-position clutch. When the second operating element 4 is in the first position, the fourth coupling member 41 is coupled with the fifth coupling member 42, when the second operating element 4 is in the second position, the fourth coupling member 41 is coupled with the sixth coupling member 43, and when the second operating element 4 is in the third position, the fourth coupling member 41 is separated from the fifth coupling member 42 and the sixth coupling member 43.

[0086] In this embodiment, by controlling the first clutch 15, the fourth clutch, the fifth clutch and the second operating element 4, the engine direct drive mode 1, the engine direct drive mode 2, the pure electric single motor mode, the pure electric dual motor mode 1, the pure electric dual motor mode 2, the parallel mode 1, the parallel mode 2, the series mode, the pure electric dual motor distributed mode, the hybrid distributed mode, the parking power generation mode, the single motor energy recovery mode, the dual motor energy recovery mode 1, the dual motor energy recovery mode 2, the dual motor distributed energy recovery mode and other working modes can be realized.

[0087] When the power drive system is in the engine direct drive mode 1, the first clutch 15 is engaged, the fourth clutch and the fifth clutch are both engaged with sliding friction, the second operating element 4 is in the first position, the engine 11 is working, the first motor 12 and the second motor 13 are not working, and the power of the engine 11 is transmitted to the first wheel end 81 and the second wheel end 82 through the first clutch 15, the input shaft 14, the fourth coupling member 41 and the fifth coupling member 42 of the second operating element 4, the first output half shaft 71, the fifth clutch, the fourth clutch and the second output half shaft 72.

[0088] When the power drive system is in the engine direct drive mode 2, the first clutch 15 is engaged, the fourth clutch and the fifth clutch are both engaged with sliding friction, the second operating element 4 is in the second position, the engine 11 is working, the first motor 12 and the second motor 13 are not working, and the power of the engine 11 is transmitted to the first wheel end 81 and the second wheel end 82 through the first clutch 15, the input shaft 14, the fourth coupling member 41 and the sixth coupling member 43 of the second operating element 4, the first output half shaft 71, the fifth clutch, the fourth clutch and the second output half shaft 72.

[0089] When the power drive system is in pure electric single-motor mode, the first clutch 15 is disengaged, the fourth clutch and the fifth clutch are both engaged with sliding friction, the second operating element 4 is in the third position, the first motor 12 is working, the engine 11 and the second motor 13 are not working, and part of the power of the first motor 12 is transmitted to the second wheel end 82 through the fourth clutch and the second output half shaft 72, and the other part of the power is transmitted to the first wheel end 81 through the fifth clutch and the first output half shaft 71.

[0090] When the power drive system is in pure electric dual-motor mode 1, the first clutch 15 is disengaged, the fourth clutch and the fifth clutch are both engaged with sliding friction, the second operating element 4 is in the first working position, the first motor 12 and the second motor 13 are working, and the engine 11 is not working. The power of the second motor 13 passes through the input shaft 14, the fourth coupling member 41 and the fifth coupling member 42 of the second operating element 4, and then merges with the power of the first motor 12 at the first output half shaft 71, the fourth clutch and the fifth clutch to drive the first wheel end 81 and the second wheel end 82 to rotate.

[0091] When the power drive system is in pure electric dual-motor mode 2, the first clutch 15 is disengaged, the fourth clutch and the fifth clutch are both engaged with sliding friction, the second operating element 4 is in the second position, the first motor 12 and the second motor 13 are working, and the engine 11 is not working. The power of the second motor 13 passes through the input shaft 14, the fourth coupling member 41 and the sixth coupling member 43 of the second operating element 4, and then merges with the power of the first motor 12 at the fourth clutch and the fifth clutch to drive the first wheel end 81 and the second wheel end 82 to rotate.

[0092] When the power drive system is in parallel mode 1, the first clutch 15 is engaged, the fourth clutch and the fifth clutch are both engaged with sliding friction, the second operating element 4 is in the first position, the engine 11 and the first motor 12 are working, and the second motor 13 is not working. The power of the engine 11 is transmitted to the first output half shaft 71, the fourth clutch and the fifth clutch through the first clutch 15, the input shaft 14, the fourth coupling member 41 and the fifth coupling member 42 of the second operating element 4, the power of the first motor 12 is transmitted to the fourth clutch and the fifth clutch, and then the power of the engine 11 is combined with the power of the first motor 12 and transmitted to the first wheel end 81 and the second wheel end 82.

[0093] When the power drive system is in parallel mode 2, the first clutch 15 is engaged, the fourth clutch and the fifth clutch are both engaged with sliding friction, the second operating element 4 is in the second position, the engine 11 and the first motor 12 are working, and the second motor 13 is not working. The power of the engine 11 is transmitted to the fourth clutch and the fifth clutch through the first clutch 15, the input shaft 14, the fourth coupling member 41 and the sixth coupling member 43 of the second operating element 4, the power of the first motor 12 is transmitted to the fourth clutch and the fifth clutch, and then the power of the engine 11 is combined with the power of the first motor 12 and transmitted to the first wheel end 81 and the second wheel end 82.

[0094] When the power drive system is in series mode, the second operating element 4 is in the third position, the first clutch 15 is engaged, the fourth clutch and the fifth clutch are both engaged with sliding friction, the first motor 12 is working, and part of the power of the first motor 12 is transmitted to the second wheel end 82 through the fourth clutch and the second output half shaft 72, and the other part of the power is transmitted to the first wheel end 81 through the fifth clutch and the first output half shaft 71, and the engine 11 drives the second motor 13 to generate electricity through the first clutch 15 and the input shaft 14.

[0095] When the power drive system is in the pure electric dual-motor distributed mode, the first clutch 15 and the fifth clutch are disengaged, the fourth clutch is engaged, the second operating element 4 is in the first working position, the first motor 12 and the second motor 13 are working, the engine 11 is not working, and the power of the first motor 12 is transmitted to the second wheel end 82 through the fourth clutch and the second output half shaft 72, and the power of the second motor 13 is transmitted to the first wheel end 81 through the input shaft 14, the fourth and fifth coupling members 41 and 42 of the second operating element 4, and the first output half shaft 71.

[0096] When the power drive system is in the hybrid distributed mode, the fifth clutch is disengaged, the first clutch 15 and the fourth clutch are both engaged, the second operating element 4 is in the first position, the first motor 12 and the engine 11 are working, the second motor 13 is not working, and the power of the first motor 12 is transmitted to the second wheel end 82 through the fourth clutch and the second output half shaft 72, and the power of the engine 11 is transmitted to the first wheel end 81 through the input shaft 14, the fourth and fifth coupling members 41 and 42 of the second operating element 4, and the first output half shaft 71.

[0097] When the power drive system is in the parking power generation mode, the first clutch 15 is engaged, the fourth clutch and the fifth clutch are both disengaged, the second operating element 4 is in the third position, the first motor 12 is not working, and the engine 11 drives the second motor 13 to generate electricity.

[0098] The single-motor energy recovery mode is the power reverse transmission in pure electric single-motor mode, the dual-motor energy recovery mode 1 is the power reverse transmission in pure electric dual-motor mode 1, the dual-motor energy recovery mode 2 is the power reverse transmission in pure electric dual-motor mode 2, and the dual-motor distributed energy recovery mode is the power reverse transmission in pure electric dual-motor distributed mode, which will not be described in detail here.

[0099] In the above, by controlling the engagement state of the fourth clutch and the fifth clutch, it is also possible to realize engine direct drive escape mode 1, engine direct drive escape mode 2, pure electric single motor escape mode, pure electric dual motor escape mode 1, pure electric dual motor escape mode 2, parallel escape mode 1, parallel escape mode 2 and series escape mode. Among them, in engine direct drive escape mode 1, engine direct drive escape mode 2, pure electric single motor escape mode, pure electric dual motor escape mode 1, pure electric dual motor escape mode 2, parallel escape mode 1, parallel escape mode 2 and series escape mode, except that the engagement state of the fourth clutch and the fifth clutch is the "engagement" state, the rest are the same as engine direct drive mode 1, engine direct drive mode 2, pure electric single motor mode, pure electric dual motor mode 1, pure electric dual motor mode 2, parallel mode 1, parallel mode 2 and series mode, respectively, so they are not repeated here.

[0100] The working modes of the power drive system are as follows:

[0101]

[0102]

[0103] Embodiment three:

[0104] See also Figure 6 and Figure 7In the third embodiment, based on the second embodiment, the second operating element 4 can also control the power transmission paths between the input shaft 14 and the first coupling member 31 and between the input shaft 14 and the first output half shaft 71 to be connected. In other words, the fourth coupling member 41, the fifth coupling member 42 and the sixth coupling member 43 constitute a double clutch, and the fourth coupling member 41 and the fifth coupling member 42 and the fourth coupling member 41 and the sixth coupling member 43 can be connected at the same time.

[0105] For example, the fourth coupling member 41 includes a first coupling portion and a second coupling portion, both of which are fixedly connected to the input shaft 14, the first coupling portion can be combined with the fifth coupling member 42 to form a second clutch, and the second coupling portion can be combined with the sixth coupling member 43 to form a third clutch.

[0106] In this embodiment, by controlling the first clutch 15, the second clutch, the third clutch, the fourth clutch and the fifth clutch, it is possible to realize engine direct drive mode 1, engine direct drive mode 2, pure electric single motor mode, pure electric dual motor mode 1, pure electric dual motor mode 2, pure electric dual motor mode 3, parallel mode 1, parallel mode 2, series mode, pure electric dual motor distributed mode 1, pure electric dual motor distributed mode 2, hybrid distributed mode 1, hybrid distributed mode 2, parking power generation mode, single motor energy recovery mode, dual motor energy recovery mode 1, dual motor energy recovery mode 2, dual motor distributed energy recovery mode 3, dual motor distributed energy recovery mode 1 and dual motor distributed energy recovery mode 2 and other working modes.

[0107] When the power drive system is in the engine direct drive mode 1, the first clutch 15 and the second clutch are both engaged, the fourth clutch and the fifth clutch are both engaged with sliding friction, the third clutch is disengaged, the engine 11 is working, the first motor 12 and the second motor 13 are not working, and the power of the engine 11 is transmitted to the first wheel end 81 and the second wheel end 82 through the first clutch 15, the input shaft 14, the second clutch, the first output half shaft 71, the fifth clutch, the fourth clutch and the second output half shaft 72.

[0108] When the power drive system is in the engine direct drive mode 2, the first clutch 15 and the third clutch are both engaged, the fourth clutch and the fifth clutch are both engaged with sliding friction, the second clutch is disengaged, the engine 11 is working, the first motor 12 and the second motor 13 are not working, and the power of the engine 11 is transmitted to the first wheel end 81 and the second wheel end 82 through the first clutch 15, the input shaft 14, the third clutch, the fourth clutch, the fifth clutch, the second output half shaft 72 and the first output half shaft 71.

[0109] When the power drive system is in pure electric single-motor mode, the first clutch 15, the second clutch and the third clutch are disengaged, the fourth clutch and the fifth clutch are both engaged with sliding friction, the first motor 12 is working, the engine 11 and the second motor 13 are not working, and part of the power of the first motor 12 is transmitted to the second wheel end 82 through the fourth clutch and the second output half shaft 72, and the other part of the power is transmitted to the first wheel end 81 through the fifth clutch and the first output half shaft 71.

[0110] When the power drive system is in pure electric dual-motor mode 1, the first clutch 15 and the third clutch are disengaged, the second clutch is engaged, the fourth clutch and the fifth clutch are both engaged with sliding friction, the first motor 12 and the second motor 13 are working, and the engine 11 is not working. The power of the second motor 13 is transmitted to the first output half shaft 71, the fourth clutch and the fifth clutch through the input shaft 14 and the second clutch, and is transmitted to the first wheel end 81 and the second wheel end 82 after merging with the power of the first motor 12.

[0111] When the power drive system is in pure electric dual-motor mode 2, the first clutch 15 and the second clutch are disengaged, the third clutch is engaged, the fourth clutch and the fifth clutch are both engaged with sliding friction, the first motor 12 and the second motor 13 are working, and the engine 11 is not working. The power of the second motor 13 is transmitted to the fourth clutch and the fifth clutch through the input shaft 14 and the third clutch, and is transmitted to the first wheel end 81 and the second wheel end 82 after merging with the power of the first motor 12.

[0112] When the power drive system is in pure electric dual-motor mode 3, the first clutch 15 is disengaged, the second clutch and the third clutch are both engaged, the fourth clutch and the fifth clutch are both engaged with sliding friction, the first motor 12 and the second motor 13 are working, the engine 11 is not working, and the power of the second motor 13 is divided into two paths, one path is transmitted to the fourth clutch and the fifth clutch through the input shaft 14 and the third clutch, and the other path is transmitted to the first output half shaft 71, the fourth clutch and the fifth clutch through the input shaft 14 and the second clutch, and is transmitted to the first wheel end 81 and the second wheel end 82 after merging with the power of the first motor 12.

[0113] When the power drive system is in parallel mode 1, the first clutch 15 and the second clutch are both engaged, the fourth clutch and the fifth clutch are both engaged with sliding friction, the third clutch is disengaged, the engine 11 and the first motor 12 are working, and the second motor 13 is not working. The power of the engine 11 is transmitted to the first output half shaft 71, the fourth clutch and the fifth clutch through the first clutch 15, the input shaft 14, and the second clutch. The power of the first motor 12 is transmitted to the fourth clutch and the fifth clutch. Then, the power of the engine 11 is combined with the power of the first motor 12 and transmitted to the first wheel end 81 and the second wheel end 82.

[0114] When the power drive system is in parallel mode 2, the first clutch 15 and the third clutch are both engaged, the fourth clutch and the fifth clutch are both engaged with sliding friction, the second clutch is disengaged, the engine 11 and the first motor 12 are working, and the second motor 13 is not working. The power of the engine 11 is transmitted to the fourth clutch and the fifth clutch through the first clutch 15, the input shaft 14, and the third clutch, and the power of the first motor 12 is transmitted to the fourth clutch and the fifth clutch. Then, the power of the engine 11 is combined with the power of the first motor 12 and transmitted to the first wheel end 81 and the second wheel end 82.

[0115] When the power drive system is in the series mode, the second clutch and the third clutch are disengaged, the first clutch 15 is engaged, the fourth clutch and the fifth clutch are both engaged with sliding friction, the first motor 12 is working, part of the power of the first motor 12 is transmitted to the second wheel end 82 through the fourth clutch and the second output half shaft 72, and the other part of the power is transmitted to the first wheel end 81 through the fifth clutch and the first output half shaft 71, and the engine 11 drives the second motor 13 to generate electricity through the first clutch 15 and the input shaft 14.

[0116] When the power drive system is in the pure electric dual-motor distributed mode 1, the first clutch 15, the third clutch, and the fifth clutch are disengaged, the second clutch and the fourth clutch are engaged, the first motor 12 and the second motor 13 are working, the engine 11 is not working, and the power of the first motor 12 is transmitted to the second wheel end 82 through the fourth clutch and the second output half shaft 72, and the power of the second motor 13 is transmitted to the first wheel end 81 through the input shaft 14, the second clutch and the first output half shaft 71.

[0117] When the power drive system is in pure electric dual-motor distributed mode 2, the first clutch 15 and the fifth clutch are disengaged, the second clutch, the third clutch and the fourth clutch are engaged, the first motor 12 and the second motor 13 are working, the engine 11 is not working, and the power of the first motor 12 is transmitted to the second wheel end 82 through the fourth clutch and the second output half shaft 72, part of the power of the second motor 13 is transmitted to the first wheel end 81 through the input shaft 14, the second clutch and the first output half shaft 71, and the other part of the power is transmitted to the second wheel end 82 through the input shaft 14, the third clutch, the fourth clutch and the second output half shaft 72.

[0118] When the power drive system is in hybrid distributed mode 1, the third clutch and the fifth clutch are disengaged, the first clutch 15, the second clutch and the fourth clutch are all engaged, the first motor 12 and the engine 11 are working, the second motor 13 is not working, and the power of the first motor 12 is transmitted to the second wheel end 82 through the fourth clutch and the second output half shaft 72, and the power of the engine 11 is transmitted to the first wheel end 81 through the input shaft 14, the second clutch and the first output half shaft 71.

[0119] When the power drive system is in hybrid distributed mode 2, the fifth clutch is disengaged, the first clutch 15, the second clutch, the third clutch and the fourth clutch are all engaged, the first motor 12 and the engine 11 are working, the second motor 13 is not working, and the power of the first motor 12 is transmitted to the second wheel end 82 through the fourth clutch and the second output half shaft 72, part of the power of the engine 11 is transmitted to the first wheel end 81 through the input shaft 14, the second clutch and the first output half shaft 71, and the other part of the power is transmitted to the second wheel end 82 through the input shaft 14, the third clutch, the fourth clutch and the second output half shaft 72.

[0120] When the power drive system is in the parking power generation mode, the first clutch 15 is engaged, the second clutch, the fourth clutch and the fifth clutch are all disengaged, the first motor 12 does not work, and the engine 11 drives the second motor 13 to generate electricity.

[0121] The single-motor energy recovery mode is the power reverse transmission in pure electric single-motor mode, the dual-motor energy recovery mode 1 is the power reverse transmission in pure electric dual-motor mode 1, the dual-motor energy recovery mode 2 is the power reverse transmission in pure electric dual-motor mode 2, the dual-motor energy recovery mode 3 is the power reverse transmission in pure electric dual-motor mode 3, the dual-motor distributed energy recovery mode 1 is the power reverse transmission in pure electric dual-motor distributed mode 1, and the dual-motor distributed energy recovery mode 2 is the power reverse transmission in pure electric dual-motor distributed mode 2, which will not be described in detail here.

[0122] In the above, by controlling the engagement state of the fourth clutch and the fifth clutch, it is also possible to realize engine direct drive escape mode 1, engine direct drive escape mode 2, pure electric single motor escape mode, pure electric dual motor escape mode 1, pure electric dual motor escape mode 2, parallel escape mode 1, parallel escape mode 2 and series escape mode. Among them, in engine direct drive escape mode 1, engine direct drive escape mode 2, pure electric single motor escape mode, pure electric dual motor escape mode 1, pure electric dual motor escape mode 2, parallel escape mode 1, parallel escape mode 2 and series escape mode, except that the engagement state of the fourth clutch and the fifth clutch is the "engagement" state, the rest are the same as engine direct drive mode 1, engine direct drive mode 2, pure electric single motor mode, pure electric dual motor mode 1, pure electric dual motor mode 2, parallel mode 1, parallel mode 2 and series mode, respectively, so they are not repeated here.

[0123] The working modes of the power drive system are as follows:

[0124]

[0125]

[0126]

[0127] See again Figure 1 , Figure 4 and Figure 6 In the above-mentioned first, second and third embodiments, the first output half shaft 71 is provided with a first gear 61, the fifth coupling member 42 is provided with a second gear 62, and the second gear 62 meshes with the first gear 61 to achieve a transmission connection between the fifth coupling member 42 and the first output half shaft 71. The first coupling member 31 is provided with a third gear 63, the sixth coupling member 43 is provided with a fourth gear 64, and the fourth gear 64 meshes with the third gear 63 to achieve a transmission connection between the sixth coupling member 43 and the first coupling member 31.

[0128] The first gear 61 , the second gear 62 , the third gear 63 and the fourth gear 64 are all bevel gears, so that the power on the longitudinally arranged input shaft 14 can be transmitted to the first output half shaft 71 and the second output half shaft 72 which are transversely arranged.

[0129] A fifth gear 65 is provided on the rotating shaft of the first motor 12. The power drive system further includes an intermediate transmission member 2. The intermediate transmission member 2 includes an intermediate shaft 21, a first intermediate gear 22 and a second intermediate gear 23. The first intermediate gear 22 and the second intermediate gear 23 are arranged on the intermediate shaft 21 at intervals. The first intermediate gear 22 is a bevel gear. The first intermediate gear 22 is meshed with the third gear 63, and the second intermediate gear 23 is meshed with the fifth gear 65, so as to realize the transmission connection between the first motor 12 and the first coupling member 31. The diameter of the fifth gear 65 is smaller than the diameter of the second intermediate gear 23, and the diameter of the first intermediate gear 22 is smaller than the diameter of the third gear 63, so that a reduction transmission is formed between the fifth gear 65 and the second intermediate gear 23 and between the first intermediate gear 22 and the third gear 63. The second intermediate gear 23 and the fifth gear 65 can be flat gears or bevel gears.

[0130] Among them, the intermediate transmission member 2, the first motor 12, the input shaft 14 and the engine 11 are arranged along the length direction of the vehicle, so that the power drive system further utilizes the size of the vehicle in the length direction and reduces the size of the power drive system in the width direction of the vehicle.

[0131] The first operating element 3 is arranged between the first output half shaft 71 and the second output half shaft 72, and is coaxially arranged with the first output half shaft 71, so as to facilitate the connection between the first operating element 3 and the first output half shaft 71 and the second output half shaft 72, and compared with the structure in which the first operating element 3 is arranged on the input shaft 14, the torque requirement for the first operating element 3 can be reduced, thereby reducing the structural size of the first operating element 3.

[0132] When the power drive system is arranged on the vehicle body, the positions of the first output half shaft 71 and the second output half shaft 72 correspond to the positions of the first wheel end 81 and the second wheel end 82 , which have a larger space, thus facilitating the arrangement of the first operating element 3 .

[0133] The forward drive rotation direction of the engine 11 is generally clockwise. When the engine 11 is set on the right side of the vehicle, the first wheel end 81 and the second wheel end 82 need to be connected to the rotating shaft of the engine 11 through a two-stage gear transmission, so that the forward rotation of the first wheel end 81 and the second wheel end 82 corresponds to the forward rotation of the engine 11. Compared with the scheme in which the engine 11 is set on the right side of the vehicle, the present application rotates the axial direction of the engine 11 90 degrees in the opposite direction, so that the engine 11 is connected to the first wheel end 81 and the second wheel end 82 through a primary gear transmission, so that the forward rotation of the first wheel end 81 and the second wheel end 82 corresponds to the forward rotation of the engine 11, which reduces the number of intermediate transmission gears and reduces the power loss of the engine 11 during the transmission process.

[0134] See also Figure 1 , Figure 4 as well as Figure 6 The power drive system also includes a speed increasing mechanism 5, which connects the second motor 13 and the input shaft 14. When the power is transmitted from the input shaft 14 to the second motor 13, the speed of the second motor 13 is greater than the speed of the input shaft 14, that is, when the engine 11 drives the second motor 13 to generate electricity, the speed of the second motor 13 is increased, so that the rotor of the second motor 13 cuts the magnetic lines of force faster in the stator magnetic field, thereby increasing the power generation of the second motor 13. When the power generation of the second motor 13 is constant, the speed increasing effect of the speed increasing mechanism 5 can reduce the size of the second motor 13, thereby reducing the resistance torque when the engine 11 drives the second motor 13 to generate electricity. When the second motor 13 drives the shaft of the engine 11 to rotate to assist the engine 11 in starting, the torque on the speed increasing mechanism 5 is transmitted in the reverse direction, that is, a speed reduction and torque increase structure is formed, so that the second motor 13 outputs a larger torque.

[0135] In one embodiment, the speed increasing mechanism 5 includes a sixth gear 51 and a seventh gear 52. The sixth gear 51 is fixedly connected to the input shaft 14, and the seventh gear 52 is fixed to the input end of the second motor 13 and meshes with the sixth gear 51. The diameter of the sixth gear 51 is greater than the diameter of the seventh gear 52, so that when the engine 11 drives the second motor 13 to generate electricity, the power of the engine 11 passes through the sixth gear 51 and the seventh gear 52 to achieve speed increase.

[0136] The two motors and one engine 11 of the power drive system of the present application are controlled by the first operating element 3 and the second operating element 4, and can realize multiple working modes such as independent driving of each wheel and common driving of multiple wheels. The user can switch to the corresponding working mode according to different road conditions, so that the first motor 12, the second motor 13 and the engine 11 work in the optimal efficiency area, thereby improving the power performance of the vehicle. It solves the problem that the existing electromechanical coupling system of the parallel hybrid and extended-range mode cannot independently drive each wheel, resulting in the inability to balance and stabilize the vehicle posture under extreme tire blowouts and slippery roads, and also solves the problem of the existing distributed electric drive system causing a short mileage. Moreover, compared with the extended-range distributed drive system of two independent modules of three motors formed by adding an engine-driven generator to the distributed electric drive system, the cancellation of one motor reduces the system cost and has a more compact structure.

[0137] It is understandable that those skilled in the art can make equivalent substitutions or changes based on the technical solution and the utility model concept of the utility model, and all these changes or substitutions should fall within the protection scope of the utility model.

Claims

1. A power drive system, characterized in that: include: an engine, an input shaft and a first motor, wherein the input shaft is connected to the engine; A first output half shaft is arranged perpendicularly to the rotating shaft of the engine, and the first output half shaft is used to connect to the first wheel end; A second output half shaft, coaxially arranged with the first output half shaft, the second output half shaft being used to connect with a second wheel end; a first operating element, disposed between the first output half shaft and the second output half shaft, and drivingly connected to the first motor, the first operating element being capable of controlling the on-off of a power transmission path between the first motor and the first output half shaft, and being capable of controlling the on-off of a power transmission path between the first motor and the second output half shaft; a second operating element, disposed on the input shaft and connected to the first output half shaft, the second operating element being capable of controlling the on and off of a power transmission path between the input shaft and the first output half shaft; The second motor is drivingly connected to the input shaft.

2. The power drive system according to claim 1, characterized in that: The first operating element includes a first coupling member, a second coupling member and a third coupling member, the first coupling member is drivingly connected to the first motor, the second coupling member is fixedly connected to the first output half shaft, the first coupling member can be coupled with or separated from the second coupling member to control the on-off of the power transmission path between the first motor and the first output half shaft, the third coupling member is fixedly connected to the second output half shaft, the first coupling member can be coupled with or separated from the third coupling member to control the on-off of the power transmission path between the first motor and the second output half shaft.

3. The power drive system according to claim 2, characterized in that: The first combining member, the second combining member and the third combining member constitute a dual clutch; The dual clutch is a wet clutch.

4. The power drive system according to claim 2, characterized in that: The second operating element includes a fourth combining member and a fifth combining member, the fourth combining member is fixedly connected to the input shaft, the fifth combining member is rotatably connected to the input shaft and is transmission-connected to the first output half shaft, and the fourth combining member can be combined with or separated from the fifth combining member to control the on and off of the power transmission path between the input shaft and the first output half shaft.

5. The power drive system according to claim 4, characterized in that: The fourth coupling member and the fifth coupling member constitute a second clutch.

6. The power drive system according to claim 4, characterized in that: The second operating element also includes a sixth coupling member, which is transmission-connected to the first coupling member, and the fourth coupling member can be coupled to or separated from the sixth coupling member to control the on-off of the power transmission path between the input shaft and the first coupling member.

7. The power drive system according to claim 6, characterized in that: The fourth combining member, the fifth combining member and the sixth combining member constitute a three-position synchronizer, a three-position clutch or a double clutch.

8. The power drive system according to claim 6, characterized in that: The input shaft is coaxially arranged with the rotating shaft of the engine; The first output half shaft is provided with a first gear, the fifth coupling member is provided with a second gear, the second gear is meshed with the first gear, and the second gear and the first gear are both bevel gears; The first combining member is provided with a third gear, the sixth combining member is provided with a fourth gear, the fourth gear is meshed with the third gear, and the fourth gear and the third gear are both bevel gears; The rotating shaft of the first motor is arranged parallel to the input shaft, and a fifth gear is provided on the rotating shaft of the first motor; the power drive system also includes an intermediate transmission member, and the intermediate transmission member includes an intermediate shaft, a first intermediate gear and a second intermediate gear, and the first intermediate gear and the second intermediate gear are arranged on the intermediate shaft at intervals, the first intermediate gear is a bevel gear and is meshed with the third gear, the second intermediate gear is meshed with the fifth gear, the diameter of the fifth gear is smaller than the diameter of the second intermediate gear, and the diameter of the first intermediate gear is smaller than the diameter of the third gear.

9. The power drive system according to claim 1, characterized in that: When the rotating shaft of the engine rotates in the forward direction, it can drive the first wheel end and the second wheel end to rotate in the forward direction.

10. The power drive system according to claim 1, characterized in that: The power drive system also includes: The speed increasing mechanism connects the second motor and the input shaft, and when the power is transmitted from the input shaft to the second motor, the speed of the second motor is greater than the speed of the input shaft.

11. The power drive system according to claim 1, characterized in that: The power drive system also includes: The first clutch connects the engine and the input shaft, and the first clutch can control the engine to be coupled with the input shaft, and can control the engine to be separated from the input shaft.

12. A vehicle, characterized in that: It includes a vehicle body, a first wheel end, a second wheel end, a power battery and a power drive system as described in any one of claims 1 to 11, wherein the power drive system is installed on the vehicle body, the first wheel end is connected to the first output half shaft, the second wheel end is connected to the second output half shaft, and the power battery is fixed on the vehicle body and electrically connected to the first motor and the second motor.

Images