Hybrid power system and vehicle

Abstract

The utility model discloses a hybrid power system and a vehicle. The hybrid power system comprises an engine (1), a first motor (111), a second motor (115), a first differential mechanism (200), a first clutch (302), a power take-off piece (300), a front drive shaft (10), a rear drive transmission shaft (5), a rear main speed reducer (400) and a rear drive shaft (20). The engine (1), the first motor (111) and the second motor (115) are respectively in transmission connection with the first differential mechanism (200), the first differential mechanism (200) is respectively in transmission connection with the front drive shaft (10) and the first clutch (302), the first clutch (302) is in transmission connection with the power take-off piece (300), the power take-off piece (300) is in transmission connection with the rear main speed reducer (400) through the rear drive transmission shaft (5), and the rear main speed reducer (400) is in transmission connection with the rear drive shaft (20). By controlling the coupling and disconnection of the first clutch (302), the multi-mode four-wheel drive function of the hybrid power system can be realized with a smaller number of motors, so that the power utilization rate of the motors is improved, and the cost is reduced.

Description

Technical Field

[0001] The utility model relates to the technical field of vehicles, in particular to a hybrid power system and a vehicle. Background Art

[0002] In order to achieve the four-wheel drive function, the existing hybrid system structure places an electric motor on the rear drive axle, with a total of three motors on the front and rear axles, which is too costly. In addition, the generator and the engine cannot be decoupled, resulting in the inability to fully utilize the motor power and a low motor power utilization rate. Utility Model Content

[0003] The hybrid power system provided by the utility model can realize the multi-mode four-wheel drive function of the hybrid power system with a smaller number of motors, thereby reducing costs.

[0004] Therefore, an object of the present invention is to provide a hybrid power system.

[0005] According to the hybrid power system of the first aspect of the utility model, the hybrid power system includes an engine, a first motor, a second motor, a first differential, a first clutch, a power take-off member, a front drive shaft, a rear drive shaft, a rear main reducer and a rear drive shaft; the first motor and the second motor are respectively connected to the engine in a transmission manner, and the second motor is connected to the first differential in a transmission manner; the first differential is arranged on the front drive shaft and is sequentially connected to the first clutch and the power take-off member along the axial direction of the front drive shaft, and the first clutch is located between the first differential and the power take-off member; the power take-off member is connected to the rear main reducer in a transmission manner through the rear drive shaft, and the rear main reducer is arranged on the rear drive shaft and connected to the rear drive shaft.

[0006] The hybrid power system provided by the embodiment of the utility model does not require an additional motor. By controlling the coupling and disconnection of the first clutch, the original two-wheel drive vehicle can realize the four-wheel drive function and the switching between two-wheel drive and four-wheel drive, thereby reducing costs.

[0007] In some embodiments, the hybrid power system also includes a dual clutch module, which includes a second clutch and a third clutch, wherein the second clutch is connected between the engine and the first motor, and is suitable for controlling the connection and disconnection between the engine and the first motor; the third clutch is connected between the first motor and the second motor, and is suitable for controlling the connection and disconnection between the first motor and the second motor.

[0008] In some embodiments, the first differential includes a first differential housing, a first left half-shaft gear, a first right half-shaft gear, a first planetary gear, a second planetary gear and a first planetary gear shaft; the first planetary gear shaft is connected to the first differential housing, and the first planetary gear and the second planetary gear are respectively provided at both ends of the first planetary gear shaft, the first planetary gear is meshed with the first left half-shaft gear, and the second planetary gear is meshed with the first right half-shaft gear, and the first left half-shaft gear and the first right half-shaft gear are arranged on the front drive shaft and connected to the front drive shaft.

[0009] In some embodiments, the front drive shaft includes a left front drive half shaft and a right front drive half shaft, the left front drive half shaft is connected to the first left half shaft gear, and the right front drive half shaft is connected to the first right half shaft gear.

[0010] In some embodiments, the first differential also includes a first differential lock, which is arranged between the first differential case and the first left half-shaft gear or the first right half-shaft gear, and is suitable for locking or disconnecting the connection between the first differential case and the first left half-shaft gear or the first right half-shaft gear.

[0011] In some embodiments, the power take-off member includes an input shaft, a first large bevel gear shaft, a first large bevel gear, a first small bevel gear and a first small bevel gear shaft, the first large bevel gear is arranged on the first large bevel gear shaft, the first small bevel gear is arranged on the first small bevel gear shaft, and the first large bevel gear and the first small bevel gear are meshed.

[0012] In some embodiments, the first differential housing is connected to the input shaft, and the first clutch is disposed between the input shaft and the first large bevel gear shaft. By controlling the engagement and disengagement of the first clutch, the transmission of torque to the rear drive half shaft can be achieved.

[0013] In some embodiments, the rear main reducer includes a fourth clutch and a second differential, the fourth clutch is disposed between the rear drive shaft and the second differential, and the fourth clutch is adapted to control connection and disconnection of the power take-off member and the second differential.

[0014] In some embodiments, a torsional vibration damper is also included, and the torsional vibration damper is arranged between the dual clutch module and the engine.

[0015] In some embodiments, the hybrid power system has at least one of a single-motor pure electric four-wheel drive mode, a dual-motor pure electric four-wheel drive mode, and a series four-wheel drive mode.

[0016] In some embodiments, in the single-motor pure electric four-wheel drive mode, the second clutch and the third clutch are both disengaged and the first clutch is engaged, and the power output by the second motor is transmitted to the front drive shaft through the first differential. At the same time, the power is transmitted to the rear drive shaft through the first differential in sequence via the first clutch, the power take-off component, the rear drive shaft, and the rear main reducer.

[0017] In some embodiments, in the dual-motor pure electric four-wheel drive mode, the second clutch is disengaged, the third clutch and the first clutch are both engaged, and the power output by the second motor and the first motor is transmitted to the front drive shaft through the first differential. At the same time, the power is transmitted to the rear drive shaft through the first differential in sequence via the first clutch, the power take-off member, the rear drive shaft, and the rear main reducer.

[0018] In some embodiments, in the series four-wheel drive mode, the first clutch and the second clutch are both engaged, the third clutch is disengaged, and the power output by the engine is transmitted to the first motor through the second clutch; the power output by the second motor is transmitted to the front drive shaft through the first differential, and at the same time, the power is transmitted to the rear drive shaft through the first differential in sequence via the first clutch, the power take-off member, the rear drive shaft, and the rear main reducer.

[0019] Another object of the present invention is to provide a vehicle driven by the hybrid power system. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] The above and / or additional aspects and advantages of the present invention will become apparent and easily understood from the description of the embodiments in conjunction with the following drawings, in which:

[0021] Figure 1 is a schematic diagram of a hybrid power system architecture according to an embodiment of the utility model;

[0022] Figure 2 is a schematic diagram of the structure of a hybrid power system according to an embodiment of the utility model;

[0023] Figure 3 It is a schematic structural diagram of a first differential and a power take-off member according to an embodiment of the utility model;

[0024] Figure 4 A schematic diagram of the structure of the rear main reducer according to an embodiment of the utility model;

[0025] Figure 5 2 is a schematic diagram of another hybrid power system architecture according to an embodiment of the present utility model.

[0026] Reference numerals

[0027] 1. Engine; 2. Torsional vibration damper; 3. Left front drive axle; 4. Right front drive axle; 5. Rear drive shaft; 6. Left rear drive axle; 7. Right rear drive axle; 10. Front drive shaft; 20. Rear drive shaft; 30. Speed ​​increasing gear pair; 40. Direct drive gear pair; 50. Primary gear pair; 60. Secondary gear pair; Engine output shaft; 102. Dual clutch module; 104. Dual clutch common outer hub; 105. Engine input shaft; 106. First motor input shaft; 107. Engine input gear; 108. First motor drive gear; 109. First motor driven gear shaft; 110. First motor shaft; 111. First motor; 112. Intermediate shaft; 113. Intermediate shaft pinion; 114. Intermediate shaft gear; 115. Second motor; 116. Second motor shaft; 117. Second motor input gear shaft; 118. Main reduction gear; 119. First clutch; 1 20, second clutch; first differential; 201, first differential housing; 202, first left half-shaft gear; 203, first right half-shaft gear; 204, first planetary gear; 205, second planetary gear; 206, first planetary gear shaft; 207, first differential lock; 300, power take-off member; 301, input shaft; 302, first clutch; 303, first large bevel gear shaft; 304, first large bevel gear; 305, first small bevel gear; 306, first small bevel gear shaft; 400, rear main reducer; 401, second small bevel gear shaft; 402, second large bevel gear; 403, second differential housing; 404, third planetary gear; 405, second planetary gear shaft; 406, second left half-shaft gear; 407, fourth planetary gear; 408, second right half-shaft gear; 409, second differential lock; 410, fourth clutch; 411, second small bevel gear; 420, second differential. DETAILED DESCRIPTION

[0028] Embodiments of the present invention are described in detail below, and the embodiments described with reference to the accompanying drawings are exemplary.

[0029] like Figure 1 As shown, it is a schematic diagram of the hybrid power system architecture of an embodiment of the utility model, and the hybrid power system includes: an engine 1, a torsional vibration damper 2, a first motor 111, a second motor 115, a first differential 200, a power take-off member 300, a first clutch 302, a front drive shaft 10, a rear drive shaft 5, a rear main reducer 400 and a rear drive shaft 20; wherein the front drive shaft 10 is composed of a left front drive half shaft 3 and a right front drive half shaft 4, and the rear drive shaft 20 is composed of a left rear drive half shaft 6 and a right rear drive half shaft 7.

[0030] The engine 1, the first motor 111 and the second motor 115 are respectively connected to the first end of the first differential 200; the second end of the first differential 200 is connected to the front drive shaft 10, the third end of the first differential 200 is connected to the first clutch 302, the first clutch 302 is connected to the power take-off member 300, the power take-off member 300 is connected to the rear main reducer 400 through the rear drive shaft 5, and the rear main reducer 400 is connected to the rear drive shaft 20; the first clutch 302 and the power take-off member 300 are combined to control the connection and disconnection of the transmission connection between the first differential 200 and the rear main reducer 400, so as to realize the switching between two-wheel drive and four-wheel drive of the vehicle.

[0031] according to Figure 2 As shown, it is a schematic diagram of the structure of a hybrid power system of an embodiment of the utility model, and the hybrid power system includes: an engine output shaft 101, a dual-clutch common outer hub 104, an engine input shaft 105, a first motor input shaft 106, a generator input gear 107, a first motor drive gear 108, a first motor driven gear shaft 109, a first motor shaft 110, an intermediate shaft 112, an intermediate shaft pinion 113, an intermediate shaft gear 114, a second motor shaft 116, a second motor input gear shaft 117, a main reduction gear 118, etc.

[0032] The hybrid power system also includes a dual-clutch module 102, which includes a second clutch 119 and a third clutch 120; one end of the second clutch 119 is connected to the engine 1, and the other end is connected to the first motor 111 by transmission, and the second clutch 119 is suitable for controlling the connection and disconnection between the engine 1 and the first motor 111; one end of the third clutch 120 is connected to the first motor 111 by transmission, and the other end is connected to the second motor 115 by transmission, and the third clutch 120 is suitable for controlling the connection and disconnection between the first motor 111 and the second motor 115.

[0033] Optionally, one end of the torsional vibration damper 2 of the hybrid power system is mounted on the crankshaft of the engine 1 by bolts, and the other end is connected to the engine output shaft 101 , which can reduce the transmission torsional vibration of the power of the engine 1 .

[0034] Optionally, the engine 1 is connected to the second clutch 119 in sequence through the torsional vibration damper 2 and the engine output shaft 101, the second clutch 119 and the third clutch 120 are connected to the same dual-clutch common outer hub 104, the second clutch 119 and the third clutch 120 are respectively connected to the first motor input shaft 106, the dual-clutch common outer hub 104 is connected to the first motor input shaft 106 through a flower piece, the engine input shaft 105 is coaxially sleeved outside the first motor input shaft 106, and the engine input shaft 105 is provided with an engine input gear 107 fixedly connected through a flower piece; when only the second clutch 119 is engaged, the power output by the engine 1 is transmitted to the first motor through the engine output shaft 101 and the dual-clutch common outer hub 104 111, realize the series power generation or driving function of the engine 1 and the first motor 111, or start the engine 1 through the first motor 111; when the first clutch 119 is disengaged, the power transmission between the engine 1 and the first motor 111 and the first differential 200 is interrupted; when only the third clutch 120 is engaged, the dual-clutch common outer hub 104 and the engine input gear 107 are connected, so that the first motor 111 can participate in the drive; when the third clutch 120 is disengaged, the dual-clutch common outer hub 104 and the engine input gear 107 are disconnected, and the direct drive mode of the engine 1 or the drive mode of the first motor 111 can be disconnected; when the second clutch 119 and the third clutch 120 are both engaged, the direct drive mode of the engine 1 or the multi-power source drive mode can be realized.

[0035] Optionally, the first motor 111 is connected to the first motor shaft 110, and a first motor driven gear 109 is provided on the first motor shaft 110. The first motor driven gear 109 is in transmission meshing engagement with a first motor driving gear 108 provided on the first motor input shaft 106 and fixedly connected via a flower piece. The first motor driving gear 108 and the first motor driven gear shaft 109 together constitute a speed increasing gear pair 30, which is used to transmit the power of the first motor 111 to other driving mechanisms through the second clutch 119, and is also used for the engine 1 to drive the first motor 111 to generate electricity.

[0036] Optionally, the second motor 115 is connected to a second motor shaft 116 , and a second motor input gear shaft 117 is provided on the second motor shaft 116 .

[0037] Optionally, an intermediate shaft 112 is provided with an intermediate shaft large gear 114 and an intermediate shaft small gear 113; the intermediate shaft large gear 114 and the engine input gear 107 are in driving meshing engagement to form an engine direct drive gear pair 40, and the direct drive gear pair 40 is connected to the engine 1 through a third clutch 120; the intermediate shaft large gear 114 is also in driving meshing engagement with the second motor input gear shaft 117 to form a pure electric primary gear pair 60, and the intermediate shaft 112 and the second motor 115 are connected through the primary gear pair 60; the intermediate shaft small gear 113 and the main reduction gear 118 are in driving meshing engagement to form a pure electric secondary gear pair 50, which is used to efficiently transmit the driving power of the engine 1, the first motor 111 and the second motor 115 from the intermediate shaft 112 and each gear pair to the first differential 200 through the main reduction gear 118 in various driving modes.

[0038] like Figure 3 As shown, the first differential 200 is composed of a first differential housing 201, a first left half-shaft gear 202, a first right half-shaft gear 203, a first planetary gear 204, a second planetary gear 205, a first planetary gear shaft 206, etc. The main reduction gear 118 is used as the first end of the first differential 200 and is rigidly connected to the first differential housing 201 of the first differential 200. The first planetary gear shaft 206 is fixedly connected to the first differential housing 201. The first planetary gears 204 and 205 are respectively provided at both ends of the first planetary gear shaft 206. 04 and the second planetary gear 205, the first planetary gear 204 is in driving mesh with the first left half-shaft gear 202, the second planetary gear 205 is in driving mesh with the first right half-shaft gear 203, the first left half-shaft gear 202 and the first right half-shaft gear 203 are drivingly connected to the front drive shaft 10 as the second end of the first differential 200, wherein the first left half-shaft gear 202 is drivingly connected to the left front drive half-shaft 3, and the first right half-shaft gear 203 is drivingly connected to the right front drive half-shaft 4, for the front drive of the vehicle.

[0039] Optionally, the first differential 200 also includes a first differential lock 207, which is arranged between the first differential case 201 and the first left half-shaft gear 202 or the first right half-shaft gear 203, and is used to lock or disconnect the first differential case 201 and the first left half-shaft gear 202 or the second right half-shaft gear 203; on a normal adhesion road surface, the first differential lock 207 is disconnected, and when the wheels slip on a low adhesion road surface, the first differential lock 207 is locked, which can transfer all the torque to the non-slipping wheel side, thereby improving the four-wheel drive performance.

[0040] The power take-off member 300 includes an input shaft 301, a first large bevel gear shaft 303, a first large bevel gear 304, a first small bevel gear 305 and a first small bevel gear shaft 306; the right side journal of the first differential housing 201 of the first differential 200 is rigidly connected to the input shaft 301, the first clutch 302 is connected to the input shaft 301 and the first large bevel gear shaft 303, the first large bevel gear 304 is coaxially arranged on the first large bevel gear shaft 303, the first small bevel gear 305 is coaxially arranged on the first small bevel gear shaft 306, and the first large bevel gear 304 and the first small bevel gear 305 are meshed.

[0041] Optionally, the first small bevel gear 305 and the first small bevel gear shaft 306 may also be made into an integral piece.

[0042] Optionally, both the input shaft 301 and the first large bevel gear shaft 303 are provided with a center hole, and the right front drive half shaft 4 passes through the center holes of the first large bevel gear shaft 303 and the input shaft 301 in succession and is connected to the first right half shaft gear 203, so that the torque of the first differential 200 can be transmitted to the front axle drive half shaft 10 and can also be directly transmitted to the first clutch 302 and the power take-off member 300 through the first differential housing 201, and then the coupling and disconnection of the first clutch 302 are controlled, so as to reasonably realize the distribution of the power torque of the power source of the front axle hybrid power system to the front and rear axles, thereby making full use of the ground adhesion of the front and rear axles to improve the vehicle's power, four-wheel drive performance and handling performance.

[0043] Optionally, when the vehicle speed is low, the first clutch 302 is engaged, and the power of the input shaft 301 can be transmitted to the first large bevel gear shaft 303, and then the power is transmitted to the first small bevel gear shaft 306. The first small bevel gear shaft 306 transmits the power to the rear drive transmission shaft 5 and the rear main reducer 400 in sequence. The rear main reducer 400 can drive the rear drive shaft 20 to realize the four-wheel drive mode; when the vehicle speed is high, the first clutch 302 is disengaged, and the power transmission between the input shaft 301 and the first large bevel gear shaft 303 is disconnected, so that the two-wheel drive mode can be realized, the four-wheel drive transmission loss behind the first clutch 302 is reduced, the two-wheel drive driving efficiency can be improved, and the fuel consumption and power consumption of the whole vehicle can be reduced.

[0044] Optionally, the first small bevel gear shaft 306 is fixedly connected to the rear drive transmission shaft 5, and the connection method can be a two-flange surface bolt connection, which is suitable for more tightly and efficiently transmitting power to the rear.

[0045] Optionally, the axial angle between the first large bevel gear shaft 303 and the first small bevel gear shaft 306 is 90°, and the first large bevel gear 304 and the first small bevel gear 305 are meshed to form a bevel gear pair, which is used to change the power transmission direction, speed and size of the power take-off component 300, and convert the lateral torque from the first differential 200 into longitudinal torque, thereby transmitting the longitudinal torque to the rear-drive transmission shaft 5.

[0046] Optionally, the first clutch 302 is an electro-hydraulic clutch, and the torque transmitted by the power take-off member 300 can be controlled by controlling the oil pressure of the first clutch 302, so that the torque distribution ratio of the front and rear axles can be adjusted to achieve optimal four-wheel drive performance.

[0047] like Figure 4 As shown, the rear main reducer 400 includes a second small bevel gear shaft 401, on which a second small bevel gear 411 is arranged. The second small bevel gear shaft 401 is fixedly connected to the rear drive shaft 5, and the connection method can be a two-flange surface bolt connection, which is suitable for transmitting the longitudinal torque from the power take-off 300 to the rear main reducer 400.

[0048] The rear main reducer 400 also includes a second differential 420 and a second large bevel gear 402. The second differential 420 includes a second differential housing 403, a third planetary gear 404, a second planetary gear shaft 405, a second left half-shaft gear 406, a fourth planetary gear 407, and a second right half-shaft gear 408. The second small bevel gear 411 is in driving engagement with the second large bevel gear 402. The second large bevel gear 402 is fixed on the second differential housing 403 and is coaxially connected to the second differential 420, which can save layout space.

[0049] The second planetary gear shaft 405 is rigidly arranged on the second differential housing 403, and the third planetary gear 404 and the fourth planetary gear 407 are provided at both ends of the second planetary gear shaft 405, the third planetary gear 404 is in driving engagement with the second left half-shaft gear 406, and the fourth planetary gear 407 is in driving engagement with the second right half-shaft gear 408, the second left half-shaft gear 406 is spline-connected to the left rear driving half-shaft 6, and the second right half-shaft gear 408 is spline-connected to the right rear driving half-shaft 7, which is suitable for transmitting driving power to the left rear wheel and the right rear wheel to complete rear-wheel drive.

[0050] Optionally, the second differential 420 may also include a second differential lock 409, one end of the second differential lock 409 is connected to the second differential case 403, and the other end is connected to the second left half-shaft gear 406 or the second right half-shaft gear 408; the second differential lock 409 is used to control the connection and disconnection between the second differential case 403 and the second left half-shaft gear 406 or the second right half-shaft gear 408, so as to improve the four-wheel drive escape performance.

[0051] Optionally, the rear main reducer 400 may also include a fourth clutch 410, one end of the fourth clutch 410 is connected to the second large bevel gear 402, and the other end is connected to the second differential housing 403, and is used to control the connection and disconnection of the second large bevel gear 402 and the second differential housing 403, so as to reduce the drag loss of the rear drive shaft 5, the second differential 420 and the rear drive shaft 20; in the two-wheel drive mode, the fourth clutch 410 is disconnected to further reduce the drag loss at the rear end of the power take-off member 300, and in the four-wheel drive mode, the fourth clutch 410 is engaged to realize the four-wheel drive function.

[0052] Optionally, the hybrid four-wheel drive system of the present application has a front axle power source centralized arrangement, the engine 1, the first motor 111 and the second motor 115 are centralized arrangement on the front axle, and the engine 1 is arranged transversely on the right, and the torsional vibration damper 2 is arranged coaxially along the crankshaft of the engine 1. This arrangement is conducive to saving space and making power transmission more direct.

[0053] By controlling the operating modes of the engine 1, the first motor 111, and the second motor 115, as well as controlling the dual-clutch module 102, the power take-off member 300 and the first clutch 302, 12 operating modes can be realized, including single-motor pure electric two-wheel drive, single-motor pure electric four-wheel drive, dual-motor pure electric two-wheel drive, dual-motor pure electric four-wheel drive, series two-wheel drive, series four-wheel drive, engine direct drive, two power sources parallel drive, three power sources parallel drive, parking power generation, and driving power generation, covering multiple scenario modes.

[0054] The specific implementation control logic is shown in the following table:

[0055]

[0056] like Figure 5 As shown, it is another system architecture schematic diagram of the hybrid power system of the utility model, and the detailed introduction of various working modes is as follows:.

[0057] Single motor pure electric two-wheel drive mode:

[0058] When the vehicle battery SOC value is high, the vehicle speed is below medium and high speed, and the torque demand is not high on normal driving road conditions, the vehicle enters the single-motor pure electric two-wheel drive mode. In this mode, the engine 1 and the first motor 111 do not work, the second motor 115 provides driving power, the second clutch 119 and the third clutch 120 are both disengaged, the first clutch 302 is disengaged, and only the front drive shaft outputs torque in the two-wheel drive mode.

[0059] The specific power transmission path is as follows: the second motor 115 transmits power to the first differential 200 through the first-stage gear pair 60 and the second-stage gear pair 50, and then transmits power from the first differential 200 to the front drive shaft 10, and the front drive shaft 10 drives the left / right front wheels to complete a single-motor pure electric front-wheel drive.

[0060] 2. Single motor pure electric four-wheel drive mode:

[0061] When the vehicle battery SOC value is high, the vehicle speed is low, or there is a moderate torque demand such as acceleration conditions, low-adhesion roads or the need to escape from difficulties, the vehicle enters the single-motor pure electric four-wheel drive mode; in this mode, the engine 1 and the first motor 111 do not work, the second motor 115 works, the second clutch 119 and the third clutch 120 are both disengaged, and the first clutch 302 is engaged, and the front and rear drive shafts both output torque in the four-wheel drive mode.

[0062] The specific power transmission path is as follows: the second motor 115 transmits power to the first differential 200 through the primary gear pair 60 and the secondary gear pair 50, and the power is transmitted from the first differential 200 to the front drive shaft 10, and the front drive shaft 10 drives the left / right front wheels to complete the front drive; at the same time, the power is transmitted from the first differential case 201 of the first differential 200 to the first clutch 302, and the first clutch 302 is engaged to transmit the power to the power take-off member 300, and the power take-off member 300 converts the transmitted lateral torque into longitudinal torque, and then transmits it to the rear main reducer 400 through the rear drive shaft 5, and the rear main reducer 400 transmits it to the rear drive shaft 20, and the rear drive shaft 20 drives the left / right rear wheels to complete the rear drive.

[0063] 3. Dual-motor pure electric two-wheel drive mode:

[0064] When the vehicle battery SOC value is high, the vehicle speed is below medium and high speed, and the torque demand is high, the vehicle enters the dual-motor pure electric two-wheel drive mode when driving on normal roads. In this mode, the engine 1 does not work, the second clutch 119 is disengaged, the third clutch 120 is engaged, the first motor 111 and the second motor 115 are driven by dual motors, the first clutch 302 is disengaged, and only the front drive shaft outputs torque in the two-wheel drive mode, which can meet the requirements of acceleration, small climbing and other working conditions.

[0065] The specific power transmission path is as follows: the second motor 115 transmits power to the first differential 200 through the primary gear pair 60 and the secondary gear pair 50, and at the same time the first motor 111 transmits power to the third clutch 120 through the speed increasing gear pair 30, and after the third clutch 120 is engaged, it is transmitted to the first differential 200 through the direct drive gear pair 40 and the secondary gear pair 50; the power is then transmitted from the first differential 200 to the front drive shaft 10, and the front drive shaft 10 drives the left / right front wheels to complete the front drive.

[0066] 4. Dual-motor pure electric four-wheel drive mode:

[0067] When the vehicle battery SOC value is high, the vehicle speed is low, the torque demand is large (such as sudden acceleration, climbing steep slopes), the road surface is low-attachment, and there is a need to get out of trouble, the pure electric four-wheel drive mode is entered. In this mode, the engine 1 does not work, the second clutch 119 is disengaged, the third clutch 120 is engaged, the first motor 111 and the second motor 115 are driven by dual motors, the first clutch 302 is engaged, and the front and rear drive shafts in the four-wheel drive mode both output torque to meet the needs of sudden acceleration, climbing steep slopes, low attachment, getting out of trouble, etc.

[0068] The specific power transmission paths are as follows: the second motor 115 transmits power to the first differential 200 through the primary gear pair 60 and the secondary gear pair 50, and at the same time, the first motor 111 transmits power to the third clutch 120 through the speed increasing gear pair 30. After the third clutch 120 is engaged, it is transmitted to the first differential 200 through the direct drive gear pair 40 and the secondary gear pair 50, and then the power is transmitted from the first differential 200 to the front drive shaft 10, and the front drive shaft 10 drives the left / right front wheels to complete the front drive; at the same time, the power is transmitted from the first differential housing 201 of the first differential 200 to the first clutch 302, and the first clutch 302 is engaged to transmit power to the power take-off member 300, and the power take-off member 300 converts the transmitted lateral torque into longitudinal torque, and then transmits it to the rear main reducer 400 through the rear drive shaft 5, and the rear main reducer 400 transmits it to the rear drive shaft 20, and the rear drive shaft 20 drives the left / right rear wheels to complete the rear drive.

[0069] 5. Series two-wheel drive mode:

[0070] When the vehicle battery SOC value is low, the vehicle speed is below medium and high speed, or when accelerating rapidly at high speed, or the battery SOC is medium, under conditions such as large torque demand, the vehicle enters the series two-wheel drive mode. In this mode, the engine 1 is working, the second clutch 119 is engaged, the engine 1 drives the first motor 111 to generate electricity efficiently, the third clutch 120 is disengaged, the second motor 115 is driven, and the first clutch 302 is disengaged. In the two-wheel drive mode, only the front drive shaft outputs torque.

[0071] The specific power transmission path is as follows: the engine 1 transmits power to the second clutch 119 through the torsional vibration damper 2, and after the second clutch 119 is engaged, the power is transmitted to the first motor 111 through the speed-increasing gear pair 30, driving the first motor 111 to generate electricity; the second motor 115 transmits power to the first differential 200 through the primary gear pair 60 and the secondary gear pair 50, and the power is transmitted from the first differential 200 to the front drive shaft 10, and the front drive shaft 10 drives the left / right front wheels to complete the series two-wheel drive.

[0072] 6. Series 4WD mode:

[0073] When the vehicle battery SOC value is low, the vehicle speed is low, there is a large torque demand (rapid acceleration, climbing, etc.), and there is a need to escape from a low-adhesion road, the vehicle enters the series four-wheel drive mode. In this mode, the engine 1 is working, the second clutch 119 is engaged, the engine 1 drives the first motor 111 to generate electricity efficiently, the third clutch 120 is disengaged, the second motor 115 is driven, and the first clutch 302 is engaged. In the four-wheel drive mode, both the front and rear drive shafts output torque.

[0074] The specific power transmission paths are as follows: the engine 1 transmits power to the second clutch 119 through the torsional vibration damper 2, and the second clutch 119 transmits power to the first motor 111 through the speed-increasing gear pair 30 after engagement, driving the first motor 111 to generate electricity; the second motor 115 transmits power to the first differential 200 through the primary gear pair 60 and the secondary gear pair 50, and then transmits power from the first differential 200 to the front drive shaft 10, and the front drive shaft 10 drives the left / right front wheels to complete the series two-wheel drive. At the same time, the power is transmitted from the first differential case 201 of the first differential 200 to the first clutch 302, and the first clutch 302 transmits power to the power take-off member 300 after engagement, and the power take-off member 300 converts the transmitted lateral torque into longitudinal torque, and then transmits it to the rear main reducer 400 through the rear drive shaft 5, and the rear main reducer 400 transmits it to the rear drive shaft 20, and the rear drive shaft 20 drives the left / right rear wheels to complete the rear drive.

[0075] 7. Engine direct drive mode:

[0076] When the vehicle speed is above medium or high speed, the engine 1 is driven directly with high efficiency. In this mode, the engine 1 is working, the second clutch 119 and the third clutch 120 are engaged, the first motor 111 is not working, the second motor 115 is not working or can generate electricity while driving according to the situation, the first clutch 302 is disengaged, and in the two-wheel drive mode, only the front drive shaft outputs torque.

[0077] The specific power transmission path is as follows: the engine 1 transmits power to the second clutch 119 through the torsional vibration damper 2, the second clutch 119 is engaged and then transmitted to the third clutch 120, the third clutch 120 is engaged and transmits power to the first differential 200 through the direct drive gear pair 40 and the secondary gear pair 50, the first differential 200 is transmitted to the front drive shaft 10, and the front drive shaft 10 drives the left / right front wheels to complete the front drive.

[0078] Two power sources in parallel mode:

[0079] When the vehicle speed is above medium or high speed, or under conditions such as rapid acceleration, the two-power source parallel mode is entered. In this mode, the engine 1 is working, the second clutch 119 and the third clutch 120 are engaged, the first motor 111 is not working, the second motor 115 participates in the driving, the first clutch 302 is disengaged, and only the front drive shaft outputs torque in the two-wheel drive mode.

[0080] The specific power transmission path is as follows: the engine 1 transmits power to the second clutch 119 through the torsional vibration damper 2, and the second clutch 119 is engaged and then transmitted to the third clutch 120. After the third clutch 120 is engaged, the power is transmitted to the first differential 200 through the direct drive gear pair 40 and the secondary gear pair 50; at the same time, the second motor 115 transmits power to the first differential 200 through the primary gear pair 60 and the secondary gear pair 50, and the first differential 200 is transmitted to the front drive shaft 10, and the front drive shaft 10 drives the left / right front wheels to complete the front drive.

[0081] Three power sources parallel mode:

[0082] When the vehicle is in high-speed rapid acceleration, high-speed climbing, or short-term ultra-high-speed high-power driving, it enters the three-power source parallel mode. In this mode, the second clutch 119 and the third clutch 120 are engaged, the three power sources of the engine 1, the first motor 111 and the second motor 115 are all driven, the power take-off member 300 and the first clutch 302 are separated, and only the front drive shaft outputs torque in the two-wheel drive mode.

[0083] The specific power transmission paths are as follows: the engine 1 transmits power to the second clutch 119 through the torsional vibration damper 2, and the second clutch 119 is engaged and then transmitted to the third clutch 120. After the third clutch 120 is engaged, the power is transmitted to the first differential 200 through the direct drive gear pair 40 and the secondary gear pair 50; at the same time, the second motor 115 transmits power to the first differential 200 through the primary gear pair 60 and the secondary gear pair 50; at the same time, the power is transmitted from the first motor 111 to the third clutch 120 through the speed increasing gear pair 30, and after the third clutch 120 is engaged, it is transmitted to the first differential 200 through the direct drive gear pair 40 and the secondary gear pair 50; the first differential 200 transmits power to the front drive shaft 10, and the front drive shaft 10 drives the left / right front wheels to complete the front drive.

[0084] The hybrid power system and vehicle of the utility model can realize the four-wheel drive function by making minor modifications to the existing hybrid power system, making full use of the existing power source power and the front and rear axle attachment to achieve excellent power and four-wheel drive performance. Compared with the existing four-wheel drive system, it can save a set of motor and electronic control system and has lower cost.

[0085] The terms "first", "second", "third", "fourth", "up", "down", "front", "back", "left", "right", "top", "bottom", "inside", "outside", "large", "small", etc. in the specification and claims of the present invention and the drawings indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, and are used to distinguish different objects rather than to describe a specific order. In addition, the terms "including" and "having" and any variations thereof are intended to cover non-exclusive inclusions and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the referred device or element must have a specific orientation, be constructed and operate in a specific orientation, and therefore cannot be understood as a limitation on the present invention.

[0086] In the description of the present invention, "plurality" means two or more.

[0087] In the description of the utility model specification, the description with reference to the terms "one embodiment", "some embodiments", "illustrative embodiment", "example", "specific example", or "some examples" means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the utility model. In this specification, the schematic representation of the above terms does not necessarily refer to the same embodiment or example.

[0088] Although the embodiments of the present invention have been shown and described, those skilled in the art will appreciate that various changes, modifications, substitutions and variations may be made to the embodiments without departing from the principles and spirit of the present invention, and that the scope of the present invention is defined by the claims and their equivalents.

Claims

1. A hybrid power system, characterized in that: include: An engine (1), a first motor (111), a second motor (115), a first differential (200), a first clutch (302), a power take-off member (300), a front drive shaft (10), a rear drive shaft (5), a rear main reducer (400), and a rear drive shaft (20); the first motor (111) and the second motor (115) are respectively connected to the engine (1) in a transmission manner, and the second motor (115) is connected to the first differential (200); the first differential (200) is arranged on the front drive shaft (10) and is arranged along the axial direction of the front drive shaft (10). The first clutch (302) and the power take-off member (300) are connected in sequence, the first clutch (302) being located between the first differential (200) and the power take-off member (300); the power take-off member (300) is transmission-connected to the rear main reducer (400) via the rear drive shaft (5), the rear main reducer (400) being arranged on the rear drive shaft (20) and connected to the rear drive shaft (20); the hybrid power system further comprises a dual clutch module (102), the dual clutch module (102) comprising a second clutch (119) and a third clutch (120).

2. The hybrid power system according to claim 1, characterized in that: The second clutch (119) is connected between the engine (1) and the first motor (111), and is suitable for controlling the connection and disconnection between the engine (1) and the first motor (111); the third clutch (120) is connected between the first motor (111) and the second motor (115), and is suitable for controlling the connection and disconnection between the first motor (111) and the second motor (115).

3. The hybrid power system according to claim 1, characterized in that: The first differential (200) comprises a first differential housing (201), a first left half-shaft gear (202), a first right half-shaft gear (203), a first planetary gear (204), a second planetary gear (205) and a first planetary gear shaft (206); the first planetary gear shaft (206) is connected to the first differential housing (201); the first planetary gear (204) and the second planetary gear (205) are respectively arranged at two ends of the first planetary gear shaft (206); the first planetary gear (204) is meshed with the first left half-shaft gear (202); the second planetary gear (205) is meshed with the first right half-shaft gear (203); the first left half-shaft gear (202) and the first right half-shaft gear (203) are arranged on the front drive shaft (10) and connected to the front drive shaft (10).

4. The hybrid power system according to claim 3, characterized in that: The front drive shaft (10) comprises a left front drive half shaft (3) and a right front drive half shaft (4); the left front drive half shaft (3) is connected to the first left half shaft gear (202), and the right front drive half shaft (4) is connected to the first right half shaft gear (203).

5. The hybrid power system according to claim 3, characterized in that: The first differential (200) further comprises a first differential lock (207), the first differential lock (207) being arranged between the first differential housing (201) and the first left half-shaft gear (202) or the first right half-shaft gear (203), and being suitable for locking or disconnecting the connection between the first differential housing (201) and the first left half-shaft gear (202) or the first right half-shaft gear (203).

6. The hybrid power system according to claim 3, characterized in that: The power take-off member (300) comprises an input shaft (301), a first large bevel gear shaft (303), a first large bevel gear (304), a first small bevel gear (305) and a first small bevel gear shaft (306); the first large bevel gear (304) is arranged on the first large bevel gear shaft (303); the first small bevel gear (305) is arranged on the first small bevel gear shaft (306); and the first large bevel gear (304) and the first small bevel gear (305) are meshed.

7. The hybrid power system according to claim 6, characterized in that: The first differential housing (201) is connected to the input shaft (301), and the first clutch (302) is arranged between the input shaft (301) and the first large bevel gear shaft (303).

8. The hybrid power system according to claim 1, characterized in that: The rear main reducer (400) comprises a fourth clutch (410) and a second differential (420), wherein the fourth clutch (410) is arranged between the rear drive shaft (5) and the second differential (420), and the fourth clutch (410) is suitable for controlling the connection and disconnection of the power take-off member (300) and the second differential (420).

9. The hybrid power system according to claim 1, characterized in that: It also includes a torsional vibration damper (2), wherein the torsional vibration damper (2) is arranged between the dual clutch module (102) and the engine (1).

10. The hybrid power system according to any one of claims 1 to 9, characterized in that: The hybrid power system has at least one of a single-motor pure electric four-wheel drive mode, a dual-motor pure electric four-wheel drive mode, and a series four-wheel drive mode.

11. The hybrid power system according to claim 10, characterized in that: In the single-motor pure electric four-wheel drive mode, the second clutch (119) and the third clutch (120) are both disengaged, and the first clutch (302) is engaged, and the power output by the second motor (115) is transmitted to the front drive shaft (10) through the first differential (200), and at the same time, the power is transmitted to the rear drive shaft (20) through the first differential (200) in sequence via the first clutch (302), the power take-off member (300), the rear drive shaft (5), and the rear main reducer (400).

12. The hybrid power system according to claim 10, characterized in that: In the dual-motor pure electric four-wheel drive mode, the second clutch (119) is disengaged, the third clutch (120) and the first clutch (302) are both engaged, and the power output by the second motor (115) and the first motor (111) is transmitted to the front drive shaft (10) through the first differential (200), and at the same time, the power is transmitted to the rear drive shaft (20) through the first differential (200) in sequence via the first clutch (302), the power take-off member (300), the rear drive shaft (5), and the rear main reducer (400).

13. The hybrid power system according to claim 10, characterized in that: In the series four-wheel drive mode, the first clutch (302) and the second clutch (119) are both engaged, the third clutch (120) is disengaged, and the power output by the engine (1) is transmitted to the first motor (111) via the second clutch (119); the power output by the second motor (115) is transmitted to the front drive shaft (10) via the first differential (200), and at the same time, the power is transmitted to the rear drive shaft (20) via the first differential (200) in sequence via the first clutch (302), the power take-off member (300), the rear drive shaft (5), and the rear main reducer (400).

14. A vehicle, characterized in that: A hybrid power system comprising any one of claims 1-13.

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