Powertrain and Vehicles

Abstract

The utility model provides a power system and a vehicle, wherein the power system includes a front drive axle, a rear drive axle, a first drive assembly, a second drive assembly and a first clutch, wherein the first drive assembly is connected to the front drive axle, the second drive assembly is connected to the rear drive axle, and the first clutch is connected to the front drive axle and the rear drive axle respectively, so as to realize power transmission between the front drive axle and the rear drive axle; thereby, the power provided by the first drive assembly or the second drive assembly can be transmitted to the front wheels and the rear wheels of the vehicle through the first clutch, so as to realize that the power system can operate in multiple modes and meet the requirements of the power system under different working conditions.

Description

Technical Field

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

[0002] With the acceleration of urbanization and automobile industry, the contradiction between the increasing air pollution and the depletion of oil resources has become increasingly prominent. Electric vehicles are considered to be the best choice to resolve the above contradictions and achieve the transformation and upgrading of the automobile industry.

[0003] Compared with electric vehicles driven by a single motor, electric vehicles using dual motor independent wheel drive (hereinafter referred to as dual motor drive) have many advantages, such as simplifying the mechanical transmission system, improving driving efficiency, and making full use of the on-board energy to increase the driving range; and compact structure, improving the space utilization of the car; the most important thing is that the dual motor drive solution can achieve electronic differential by independently adjusting the speed of the two driving wheels, and at the same time rely on precise electronic control to effectively improve the driving performance of the vehicle, and it is easy to realize the electrification and activeness of the vehicle chassis. Therefore, electric vehicles with dual motor independent drive have advantages that single motor drive solutions cannot match, and are an important development direction for electric vehicles.

[0004] However, existing dual-motor four-wheel drive systems usually adopt a front and rear decoupled dual-motor four-wheel drive system, which cannot achieve rapid torque transfer when a single axle slips. At the same time, insufficient motor torque capacity can easily lead to insufficient escape under strong off-road conditions. Once a single motor fails, the vehicle will not have four-wheel drive capability and cannot meet people's demand for vehicle power.

[0005] Therefore, the prior art has technical problems such as single-axle slippage, poor off-road performance, and possible failure of four-wheel drive. Utility Model Content

[0006] The main purpose of the utility model is to provide a power system and a vehicle to solve the technical problems existing in the prior art such as single-axle slippage, poor off-road performance and possible failure of four-wheel drive.

[0007] In order to achieve the above-mentioned purpose, according to one aspect of the utility model, a power system is provided, including a front drive axle, a rear drive axle, a first drive assembly, a second drive assembly and a first clutch, the first drive assembly is connected to the front drive axle, the second drive assembly is connected to the rear drive axle, and the first clutch is respectively connected to the front drive axle and the rear drive axle, so as to realize power transmission between the front drive axle and the rear drive axle.

[0008] Further, the front drive axle includes a first coupler, a first main reducer and a front drive shaft, the first coupler is connected to the first drive assembly, the first main reducer is arranged on the front drive shaft, and the first coupler is connected to the front drive shaft through the first main reducer; the rear drive axle includes a second coupler, a second main reducer and a rear drive shaft, the second coupler is connected to the second drive assembly, the second main reducer is arranged on the rear drive shaft, and the second coupler is connected to the rear drive shaft through the second main reducer.

[0009] Furthermore, the first driving assembly includes a first motor and a second clutch, the output end of the first motor is connected to the input end of the second clutch, and the output end of the second clutch is connected to the first coupler.

[0010] Furthermore, the second driving assembly includes a second motor and a third clutch, the output end of the second motor is connected to the input end of the third clutch, and the output end of the third clutch is connected to the second coupler.

[0011] Further, the first output end of the first coupler is connected to the first main reducer, and the second output end of the first coupler is connected to the first clutch.

[0012] Furthermore, a first output end of the second coupler is connected to the second main reducer, and a second output end of the second coupler is connected to the third clutch.

[0013] Furthermore, by controlling the first clutch, the first drive assembly and the second drive assembly, the power system can operate in multiple operating modes, wherein the multiple operating modes include front-wheel drive mode, rear-wheel drive mode, intelligent full-time four-wheel drive mode, forced full-time four-wheel drive mode and fault-adaptive four-wheel drive mode.

[0014] Further, when the power system operates in the front-wheel drive mode, the second drive component stops working, the first drive component works, and the first clutch is in a disengaged state; when the power system operates in the rear-wheel drive mode, the first drive component stops working, the second drive component works, and the first clutch is in a disengaged state; when the power system operates in the intelligent full-time four-wheel drive mode, both the first drive component and the second drive component work, and the first clutch is in a disengaged state; when the power system operates in the forced full-time four-wheel drive mode, both the first drive component and the second drive component work, and the first clutch is in an engaged state; when the power system operates in the fault-timed four-wheel drive mode, both the first drive component or the second drive component works, and the first clutch is in an engaged state.

[0015] Furthermore, the first drive assembly and the second drive assembly are connected to a power battery pack.

[0016] According to another aspect of the present invention, a vehicle is provided, comprising any of the power systems described above.

[0017] When the power system and vehicle provided by the utility model are used, the front drive axle and the rear drive axle are connected by the first clutch, thereby realizing power transmission between the front drive axle and the rear drive axle, and then the power provided by the first drive component or the second drive component can be transmitted to the front wheels and rear wheels of the vehicle through the first clutch, thereby realizing that the power system can operate in multiple modes to meet the requirements of the power system under different working conditions. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] The drawings constituting part of the present application are used to provide a further understanding of the present invention. The exemplary embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an improper limitation on the present invention. In the drawings:

[0019] Figure 1 A structural schematic diagram of a power system according to the utility model is shown.

[0020] The above drawings include the following reference numerals:

[0021] 11. First coupler; 12. First main reducer; 13. Front drive shaft; 21. Second coupler; 22. Second main reducer; 23. Rear drive shaft; 30. First drive assembly; 31. First motor; 32. Second clutch; 40. Second drive assembly; 41. Second motor; 42. Third clutch; 50. First clutch. DETAILED DESCRIPTION

[0022] It should be noted that, in the absence of conflict, the embodiments and features in the embodiments of the present application can be combined with each other. The present utility model will be described in detail below with reference to the accompanying drawings and in conjunction with the embodiments.

[0023] It should be noted that, unless otherwise specified, all technical and scientific terms used in this application have the same meanings as commonly understood by ordinary technicians in the technical field to which this application belongs.

[0024] In the present invention, unless otherwise specified, the directional words used, such as "up, down, top, bottom", usually refer to the directions shown in the drawings, or to the components themselves in the vertical, perpendicular or gravity directions; similarly, for ease of understanding and description, "inside and outside" refer to the inside and outside relative to the outline of each component itself, but the above-mentioned directional words are not used to limit the present invention.

[0025] In order to solve the technical problems existing in the prior art such as single-axle slippage, poor off-road performance and possible failure of four-wheel drive, the utility model provides a power system and a vehicle.

[0026] like Figure 1 As shown, the power system provided by the utility model includes a front drive axle, a rear drive axle, a first drive assembly 30, a second drive assembly 40 and a first clutch 50, wherein the first drive assembly 30 is connected to the front drive axle, thereby transmitting power to the front wheels of the vehicle through the front drive axle, the second drive assembly 40 is connected to the rear drive axle, thereby transmitting power to the rear wheels of the vehicle through the rear drive axle, and the first clutch 50 is respectively connected to the front drive axle and the rear drive axle, thereby enabling power transmission between the front drive axle and the rear drive axle.

[0027] When the power system provided by the utility model is applied, the front drive axle and the rear drive axle are connected by the first clutch 50, thereby realizing power transmission between the front drive axle and the rear drive axle, and then the power provided by the first drive component 30 or the second drive component 40 can be transmitted to the front wheels and rear wheels of the vehicle through the first clutch 50, so that the power system can operate in multiple modes to meet the requirements of the power system under different working conditions.

[0028] Furthermore, the front drive axle includes a first coupler 11, a first main reducer 12 and a front drive shaft 13, wherein the first coupler 11 is connected to the first drive assembly 30, the first main reducer 12 is arranged on the front drive shaft 13, and the first coupler 11 is connected to the front drive shaft 13 through the first main reducer 12; through such a setting, the first coupler 11 transmits the power provided by the first drive assembly 30 to the front drive shaft 13 through the first main reducer 12, and drives the front drive shaft 13 to rotate, thereby driving the front wheels of the vehicle to move.

[0029] Correspondingly, the rear drive axle includes a second coupler 21, a second main reducer 22 and a rear drive shaft 23, wherein the second coupler 21 is connected to the second drive assembly 40, the second main reducer 22 is arranged on the rear drive shaft 23, and the second coupler 21 is connected to the rear drive shaft 23 through the second main reducer 22; so that the second coupler 21 transmits the power provided by the second drive assembly 40 to the rear drive shaft 23 through the second main reducer 22, and drives the rear drive shaft 23 to rotate, thereby driving the rear wheels of the vehicle to move. By setting the front drive axle and the rear drive axle, the front wheels and the rear wheels of the vehicle can be driven separately, so that the power transmission path control of the vehicle is more convenient.

[0030] Specifically, the first drive assembly 30 includes a first motor 31 and a second clutch 32, wherein the output end of the first motor 31 is connected to the input end of the second clutch 32, and the output end of the second clutch 32 is connected to the first coupler 11, so that the distortion output by the first motor 31 can be transmitted to the first coupler 11 through the second clutch 32. The second clutch 32 is arranged between the first motor 31 and the first coupler 11, and the first drive assembly 30 can be controlled by controlling the engagement or disengagement of the second clutch 32.

[0031] In another embodiment of the present application, the first output end of the first coupler 11 is connected to the first main reducer 12, and the second output end of the first coupler 11 is connected to the first clutch 50, so that the power output by the first drive assembly 30 can be transmitted to the first main reducer 12 and the first clutch 50 at the same time, thereby realizing that the first drive assembly 30 drives the front and rear wheels of the vehicle at the same time.

[0032] In order to facilitate the control of the power transmission to the rear wheels of the vehicle, the second drive assembly 40 includes a second motor 41 and a third clutch 42, wherein the output end of the second motor 41 is connected to the input end of the third clutch 42, and the output end of the third clutch 42 is connected to the second coupler 21; thus, the distortion output by the second motor 41 can be transmitted to the second coupler 21 through the third clutch 42. The third clutch 42 is provided between the second motor 41 and the second coupler 21, and the second drive assembly 40 can be controlled by controlling the engagement or disengagement of the third clutch 42.

[0033] Furthermore, the first output end of the second coupler 21 is connected to the second main reducer 22, and the second output end of the second coupler 21 is connected to the third clutch 42, so that the power output by the second drive assembly 40 can be transmitted to the second main reducer 22 and the first clutch 50 at the same time, thereby realizing that the second drive assembly 40 drives the front and rear wheels of the vehicle at the same time.

[0034] During use, the power system provided by the utility model can be operated in multiple working modes by controlling the first clutch 50, the first drive assembly 30 and the second drive assembly 40. The multiple working modes include front drive mode, rear drive mode, intelligent full-time four-wheel drive mode, forced full-time four-wheel drive mode and fault-timed four-wheel drive mode, so as to meet the requirements of the power system of the vehicle under different working conditions.

[0035] Specifically, when high-efficiency and stable driving is required, the power system is preferably operated in the front-wheel drive mode; when high-efficiency and excellent control is required, the power system is preferably operated in the rear-wheel drive mode; when full-time stable driving is required, the power system is preferably operated in the intelligent full-time four-wheel drive mode; when off-road climbing is performed, the power system is preferably operated in the forced full-time four-wheel drive mode; when the vehicle is driving in a fault, the power system is preferably operated in the fault-time four-wheel drive mode; the specific description is as follows:

[0036] When the power system is operated in the front-wheel drive mode, the third clutch 42 is disconnected, the second drive assembly 40 stops working, the second clutch 32 is engaged, the first drive assembly 30 is working, the first clutch 50 is in a disengaged state, and the first motor 31 drives the torque control to achieve high economy and excellent stability output of the power system. At the same time, when the front-wheel drive mode is operated, when the vehicle needs to drive in four-wheel drive, the vehicle can quickly enter the four-wheel drive state by controlling the engagement of the first clutch 50 and the third clutch 42, thereby achieving efficient operation of the vehicle.

[0037] When the power system is operated in the rear-drive mode, the second clutch 32 is disconnected, the first drive assembly 30 stops working, the third clutch 42 is engaged, the second drive assembly 40 is working, the first clutch 50 is in a disengaged state, and the second motor 41 drives the torque control to achieve high economy and superior controllability output of the power system. At the same time, when the vehicle is required to drive in four-wheel drive mode, the vehicle can quickly enter the four-wheel drive state by controlling the engagement of the first clutch 50 and the second clutch 32, thereby achieving efficient operation of the vehicle.

[0038] When the power system operates in the intelligent full-time four-wheel drive mode, the first clutch 50 is in a disengaged state, the second clutch 32 and the third clutch 42 are both in an engaged state, the first motor 31 and the second motor 41 are both in a working state, and the first motor 31 and the second motor 41 perform torque control to achieve intelligent full-time four-wheel drive of the vehicle, and the optimal handling stability and traction performance are achieved by distributing and adjusting the torque of the first motor 31 and the second motor 41.

[0039] When the power system is running in the forced full-time four-wheel drive mode, the first clutch 50, the second clutch 32 and the third clutch 42 are all in the engaged state, the first motor 31 and the second motor 41 are both in the working state, and the front and rear wheels of the vehicle are controlled at the same speed through the limited slip effect of the first clutch 50, thereby effectively avoiding the occurrence of single-wheel slip due to uneven distribution of front and rear drive torque. At the same time, the total drive torque of the first motor 31 and the second motor 41 can also be applied to the high-attachment side wheel, thereby achieving the best off-road escape performance.

[0040] When the power system is running in the fault-appropriate four-wheel drive mode, the first drive assembly 30 and the second drive assembly 40 are both working, and the first clutch 50 is in an engaged state. At this time, if any one of the first motor 31, the second motor 41, the first clutch 50, the second clutch 32 and the third clutch 42 fails, the vehicle can still maintain the four-wheel drive capability. According to the different locations of the fault, the engagement mode of the power system is as follows:

[0041] When the first motor 31 fails, the second clutch 32 is disconnected, the third clutch 42 is engaged, and the first clutch 50 is engaged in time according to the speed difference between the front and rear axles, so that the driving torque of the second motor 41 is distributed to the front and rear drive wheels of the vehicle, realizing the four-wheel drive state;

[0042] When the second clutch 32 fails, the second clutch 32 is disconnected, the third clutch 42 is engaged, and the first clutch 50 is engaged in time according to the speed difference between the front and rear axles, so that the driving torque of the second motor 41 is distributed to the front drive wheels and the rear drive wheels, realizing the four-wheel drive state;

[0043] When the second motor 41 fails, the third clutch 42 is disconnected, the second clutch 32 is engaged, and the first clutch 50 is engaged in time according to the speed difference between the front and rear axles, so that the driving torque of the first motor 31 is distributed to the front and rear drive wheels of the vehicle, realizing the four-wheel drive state;

[0044] When the third clutch 42 fails, the third clutch 42 is disconnected, the second clutch 32 is engaged, and the first clutch 50 is engaged in time according to the speed difference between the front and rear axles, so that the driving torque of the first motor 31 is distributed to the front drive wheels and the rear drive wheels, realizing the four-wheel drive state;

[0045] When the first clutch 50 fails, the second clutch 32 and the third clutch 42 are both engaged, the first clutch 50 is disconnected, the first motor 31 and the second motor 41 drive the front drive wheels and the rear drive wheels of the vehicle respectively, and the vehicle still has the four-wheel drive capability.

[0046] In another embodiment of the present invention, the first drive assembly 30 and the second drive assembly 40 are connected to a power battery pack; specifically, the first drive assembly 30 and the second drive assembly 40 can be connected to the same power battery pack or to different power battery packs, so as to power the first motor 31 and the second motor 41.

[0047] According to another aspect of the present invention, a vehicle is provided, comprising the power system described in any one of the above embodiments.

[0048] From the above description, it can be seen that the above embodiments of the utility model achieve the following technical effects:

[0049] 1. Effectively solve the technical problems of single-axle slippage, poor off-road performance, and possible failure of four-wheel drive in the existing technology;

[0050] 2. The power system can operate in multiple modes to meet the power system requirements under different working conditions.

[0051] Obviously, the embodiments described above are only some embodiments of the utility model, not all embodiments. Based on the embodiments of the utility model, all other embodiments obtained by ordinary technicians in this field without creative work should fall within the scope of protection of the utility model.

[0052] It should be noted that the terms used herein are only for describing specific embodiments and are not intended to limit the exemplary embodiments according to the present application. As used herein, unless the context clearly indicates otherwise, the singular form is also intended to include the plural form. In addition, it should be understood that when the terms "comprise" and / or "include" are used in this specification, it indicates the presence of features, steps, operations, devices, components and / or combinations thereof.

[0053] It should be noted that the terms "first", "second", etc. in the specification and claims of the present application and the above-mentioned drawings are used to distinguish similar objects, and are not necessarily used to describe a specific order or sequence. It should be understood that the numbers used in this way can be interchanged where appropriate, so that the embodiments of the present application described herein can be implemented in an order other than those illustrated or described herein.

[0054] The above description is only the preferred embodiment of the utility model, and is not intended to limit the utility model. For those skilled in the art, the utility model can have various modifications and changes. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the utility model shall be included in the protection scope of the utility model.

Claims

1. A power system, characterized in that: include: Front and rear drive axles; A first drive assembly (30), the first drive assembly (30) being connected to the front drive axle; A second drive assembly (40), the second drive assembly (40) being connected to the rear drive axle; A first clutch (50) is connected to the front drive axle and the rear drive axle respectively, so as to realize power transmission between the front drive axle and the rear drive axle.

2. The power system according to claim 1, characterized in that: The front drive axle comprises a first coupler (11), a first main reducer (12) and a front drive shaft (13), wherein the first coupler (11) is connected to the first drive assembly (30), the first main reducer (12) is arranged on the front drive shaft (13), and the first coupler (11) is connected to the front drive shaft (13) through the first main reducer (12); the rear drive axle comprises a second coupler (21), a second main reducer (22) and a rear drive shaft (23), the second coupler (21) is connected to the second drive assembly (40), the second main reducer (22) is arranged on the rear drive shaft (23), and the second coupler (21) is connected to the rear drive shaft (23) through the second main reducer (22).

3. The power system according to claim 2, characterized in that: The first drive assembly (30) comprises a first motor (31) and a second clutch (32), wherein the output end of the first motor (31) is connected to the input end of the second clutch (32), and the output end of the second clutch (32) is connected to the first coupler (11).

4. The power system according to claim 2, characterized in that: The second drive assembly (40) comprises a second motor (41) and a third clutch (42), the output end of the second motor (41) is connected to the input end of the third clutch (42), and the output end of the third clutch (42) is connected to the second coupler (21).

5. The power system according to claim 3, characterized in that: The first output end of the first coupler (11) is connected to the first main reducer (12), and the second output end of the first coupler (11) is connected to the first clutch (50).

6. The power system according to claim 4, characterized in that: The first output end of the second coupler (21) is connected to the second main reducer (22), and the second output end of the second coupler (21) is connected to the third clutch (42).

7. The power system according to claim 1, characterized in that: By controlling the first clutch (50), the first drive assembly (30) and the second drive assembly (40), the power system can operate in multiple working modes, wherein the multiple working modes include front-wheel drive mode, rear-wheel drive mode, intelligent full-time four-wheel drive mode, forced full-time four-wheel drive mode and fault-adaptive four-wheel drive mode.

8. The power system according to claim 7, characterized in that: When the power system operates in a front-drive mode, the second drive assembly (40) stops working, the first drive assembly (30) works, and the first clutch (50) is in a disengaged state; When the power system operates in a rear-drive mode, the first drive component (30) stops working, the second drive component (40) starts working, and the first clutch (50) is in a disengaged state; When the power system operates in the intelligent full-time four-wheel drive mode, the first drive component (30) and the second drive component (40) are both in operation, and the first clutch (50) is in a disengaged state; When the power system operates in the forced full-time four-wheel drive mode, both the first drive assembly (30) and the second drive assembly (40) are in operation, and the first clutch (50) is in an engaged state; When the power system operates in the fault-adaptive four-wheel drive mode, the first drive component (30) or the second drive component (40) is in operation, and the first clutch (50) is in an engaged state.

9. The power system according to claim 1, characterized in that: The first drive assembly (30) and the second drive assembly (40) are connected to a power battery pack.

10. A vehicle, characterized in that: A power system comprising any one of claims 1 to 9.

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