Transmission mechanism for electric vehicle, range extending device, range extending system and electric vehicle

Abstract

The utility model provides a transmission mechanism for an electric vehicle, a range extending device, a range extending system and the electric vehicle. The transmission mechanism comprises a first input shaft; a second input shaft; the first clutch is arranged between the first input shaft and the second input shaft; the differential mechanism is provided with an input gear on a differential mechanism shell, and the input gear is in power connection with the second rotating component of the first clutch; one end part of each of the two output shafts is in power connection with the differential mechanism; and a second clutch, which is provided on any one of the two output shafts, thereby being able to disconnect transmission of power from the differential. The range extending device comprises a transmission mechanism, the range extending system comprises the range extending device, and the electric vehicle comprises the range extending system.

Description

Technical Field

[0001] The present application relates to the field of new energy vehicles, and in particular to a transmission mechanism for an electric vehicle, a range extender for an electric vehicle, a range extender system for an electric vehicle, and an electric vehicle. Background Art

[0002] With the shortage of oil resources and the improvement of people's environmental protection awareness, there is an urgent need for green and environmentally friendly vehicle products that can save energy and have low emissions or even zero emissions. For this reason, new energy vehicles such as electric vehicles have been increasingly concerned. Compared with the internal combustion engine of traditional vehicles, the traction motor of an electric vehicle has a wider working range, and the characteristics of constant torque at low speeds and constant power at high speeds of the motor are more suitable for the operation requirements of vehicles. In recent years, the power drive system for electric vehicles and its working mode have become research hotspots.

[0003] The prior art discloses a power coupling system for an electric vehicle, including an internal combustion engine 1, a generator 11, and a drive motor 12, as Figure 12 shown. In this technology, both the generator 11 and the drive motor 12 are used simultaneously, resulting in a complex vehicle structure, a large occupied space, and an increased manufacturing cost. In addition, in this prior art, the internal combustion engine 1 and the generator 11 are directly power-connected, and the internal combustion engine and the generator cannot be flexibly controlled.

[0004] Therefore, there is a need for improvement in electric vehicles, especially in the range extender for electric vehicles. Summary of the Utility Model

[0005] The purpose of the utility model is to provide a transmission mechanism, a range extender, and a range extender system for an electric vehicle, as well as an electric vehicle, which have a simple structure and save space.

[0006] To solve the above technical problems, the present disclosure provides a transmission mechanism for an electric vehicle, including: a first input shaft; a second input shaft; a first clutch disposed between the first input shaft and the second input shaft, the first clutch having a first rotating member and a second rotating member that can be engaged and disengaged with each other, the first rotating member of the first clutch being connected to the first input shaft and the second rotating member of the first clutch being connected to the second input shaft, whereby the first input shaft and the second input shaft can be power-connected; a differential, an input gear being provided on the differential housing, the input gear being power-connected to the second rotating member of the first clutch; two output shafts, one end of each of the two output shafts being power-connected to the differential, whereby power from the differential can be transmitted; and a second clutch disposed on any one of the two output shafts, whereby the transmission of power from the differential can be disconnected.

[0007] The transmission mechanism for an electric vehicle according to the present disclosure is structurally compact, improves the utilization rate of the interior space of the vehicle, and can quickly disconnect the power transmission from the drive device to the wheels.

[0008] The second clutch is a jaw clutch.

[0009] The second rotating member of the first clutch includes a main body portion and a rotating shaft connected to the main body portion, the main body portion being capable of directly engaging with the first rotating member of the first clutch, an intermediate gear being arranged on the rotating shaft in a rotation-resistant manner, and the intermediate gear being power-connected to the input gear of the differential. In particular, the intermediate gear is directly meshed with the input gear of the differential.

[0010] The transmission mechanism for an electric vehicle further includes a planetary gear mechanism, the planetary gear mechanism including a sun gear, a planetary gear, a ring gear, and a planet carrier for supporting the planetary gear, the sun gear being power-connected to the second input shaft, and the planet carrier being power-connected to the rotating shaft of the second rotating member of the first clutch.

[0011] The transmission mechanism for an electric vehicle further includes: a shock absorber disposed between the first input shaft and the first clutch, an input end of the shock absorber being power-connected to the first input shaft, and an output end of the shock absorber being power-connected to the first rotating member of the first clutch.

[0012] The shock absorber is a torsional shock absorber.

[0013] The intermediate gear is a first intermediate gear, and the transmission mechanism for an electric vehicle further includes a second intermediate gear, the second intermediate gear being meshed with the first intermediate gear.

[0014] The second intermediate gear is disposed between the first intermediate gear and the input gear of the differential, and power-connects both the first intermediate gear and the input gear of the differential.

[0015] The transmission mechanism for the electric vehicle further includes a third intermediate gear, which is coaxial with and rotates together with the second intermediate gear, and the third intermediate gear meshes with the input gear of the differential.

[0016] The present disclosure provides a range extender for an electric vehicle, characterized by comprising: an electric generator; and the aforementioned transmission mechanism for the electric vehicle, wherein a second input shaft of the transmission mechanism for the electric vehicle is power-connected to the electric generator.

[0017] The electric generator is a permanent magnet synchronous motor.

[0018] The present disclosure provides a range extension system for an electric vehicle, characterized by comprising: an internal combustion engine; the aforementioned range extender for the electric vehicle, wherein a first input shaft of the transmission mechanism for the electric vehicle is power-connected to a crankshaft of the internal combustion engine.

[0019] The internal combustion engine is an in-line 4-cylinder internal combustion engine.

[0020] The present disclosure provides an electric vehicle, characterized by comprising: the aforementioned range extension system for the electric vehicle; and a pair of wheels, which are a pair of front wheels or a pair of rear wheels of the electric vehicle, wherein each of the two output shafts of the transmission mechanism for the electric vehicle is power-connected to a corresponding one of the pair of wheels at the other end.

[0021] The electric vehicle includes a main driver, which includes a main drive motor and a main reducer power-connected to the main drive motor, wherein the main driver is used to drive a pair of wheels different from the pair of wheels driven by the range extension system for the electric vehicle.

[0022] When the range extender for the electric vehicle is used to drive a pair of front wheels of the electric vehicle, the main driver is used to drive a pair of rear wheels of the electric vehicle. When the vehicle is running, the main driver is usually always in a working state, and the range extender for the electric vehicle operates timely according to the vehicle's own conditions and road conditions, etc. for driving, for power generation, or for both driving and power generation.

[0023] The present disclosure also provides a method for controlling the range extender for an electric vehicle, characterized by including: Step S21: determining the magnitude relationship between the SOC of the power battery of the electric vehicle and the SOC threshold, or simultaneously determining the magnitude relationship between the SOC of the power battery of the electric vehicle and the SOC threshold and the magnitude relationship between the vehicle speed of the electric vehicle and the vehicle speed threshold; Step S22: selecting the operating mode of the range extender according to the determination result.

[0024] Preferably, when it is determined in the step S21 that the SOC of the power battery is higher than the first SOC threshold, the step S22 includes: controlling the internal combustion engine not to operate, disconnecting the first clutch, and closing the second clutch, so that the motor generator drives the pair of wheels after passing through the differential and the second clutch, whereby the range extender for the electric vehicle enters the pure electric mode.

[0025] Preferably, when it is determined in the step S21 that the SOC of the power battery is lower than the first SOC threshold but higher than the second SOC threshold, and the vehicle speed is greater than the first vehicle speed threshold, the step S22 includes: controlling both the first clutch and the second clutch to be closed, so that the internal combustion engine and the motor generator jointly drive the pair of wheels via the differential and the second clutch, whereby the range extender for the electric vehicle enters the hybrid drive mode.

[0026] Preferably, when it is determined in the step S21 that the SOC of the power battery is lower than the second SOC threshold but higher than the third SOC threshold, and the vehicle speed is greater than the vehicle speed threshold, the step S22 includes: controlling both the first clutch and the second clutch to be closed, so that a part of the power of the internal combustion engine is transmitted to the motor generator for power generation, and another part of the power of the internal combustion engine drives the pair of wheels via the first clutch, the differential and the second clutch, whereby the range extender for the electric vehicle enters the first range extension mode.

[0027] Preferably, when it is determined in the step S21 that the SOC of the power battery is lower than the third SOC threshold and the vehicle speed is lower than the vehicle speed threshold, the step S22 includes: controlling the first clutch to be closed and the second clutch to be disconnected, so that the power of the internal combustion engine is only transmitted to the motor generator for power generation, whereby the range extender for the electric vehicle enters the second range extension mode.

[0028] Preferably, the method further includes: Step S23: controlling the first clutch to be closed and the second clutch to be disconnected when starting the vehicle, and starting the internal combustion engine by using the power from the motor generator.

[0029] The present disclosure also provides a program product, which includes a program containing a plurality of instructions. When the program runs on an in-vehicle computer, the instructions execute a method for controlling the range extender device for an electric vehicle as described above. The program product is, for example, a program carrier such as a hard disk, etc.

[0030] According to the present disclosure, the reducer, range extender device, and / or range extender system for an electric vehicle are structurally compact, improving the utilization rate of the interior space of the vehicle. By using the method for controlling the range extender device for an electric vehicle according to the present disclosure, various working modes can be automatically switched according to the state of charge (SOC) of the power battery and the vehicle speed. BRIEF DESCRIPTION OF THE DRAWINGS

[0031] The features, advantages, and technical and industrial significance of the exemplary embodiments of the utility model will be described below with reference to the accompanying drawings, in which the same reference numerals represent the same elements. Obviously, the drawings in the following description are only some embodiments of the utility model, and those of ordinary skill in the art can make changes to these drawings without creative efforts.

[0032] Figure 1 FIG. is a schematic structural diagram of a transmission mechanism, range extender device, and range extender system for an electric vehicle according to the first embodiment.

[0033] Figure 2 FIG. is a diagram of a working mode of a transmission mechanism, range extender device, and range extender system for an electric vehicle according to the first embodiment.

[0034] Figure 3 FIG. is a diagram of another working mode of a transmission mechanism, range extender device, and range extender system for an electric vehicle according to the first embodiment.

[0035] Figure 4 FIG. is a diagram of yet another working mode of a transmission mechanism, range extender device, and range extender system for an electric vehicle according to the first embodiment.

[0036] Figure 5 FIG. is a diagram of still another working mode of a transmission mechanism, range extender device, and range extender system for an electric vehicle according to the first embodiment.

[0037] Figure 6 FIG. is a schematic structural diagram of a transmission mechanism, range extender device, and range extender system for an electric vehicle according to the second embodiment.

[0038] Figure 7 FIG. is a diagram of a working mode of a transmission mechanism, range extender device, and range extender system for an electric vehicle according to the second embodiment.

[0039] Figure 8It is a diagram of another working mode of a transmission mechanism, a range extender, and a range extender system for an electric vehicle according to the second embodiment.

[0040] Figure 9 It is a diagram of yet another working mode of a transmission mechanism, a range extender, and a range extender system for an electric vehicle according to the second embodiment.

[0041] Figure 10 It is a diagram of still another working mode of a transmission mechanism, a range extender, and a range extender system for an electric vehicle according to the second embodiment.

[0042] Figure 11 It is a schematic structural diagram of a transmission mechanism, a range extender, and a range extender system for an electric vehicle according to the third embodiment.

[0043] Figure 12 It is a schematic structural diagram of a power coupling device of an electric vehicle in the prior art.

[0044] Figure 13 It is a comparison diagram of the SOC of the power battery of an electric vehicle and the vehicle speed with their respective thresholds.

[0045] Figure 14 It is a chart showing the working modes of an electric vehicle. Detailed Embodiments

[0046] The following describes various embodiments of the utility model with reference to the accompanying drawings to illustrate specific embodiments in which the utility model can be implemented. Expressions such as "left" and "right" that appear in the specification are only used to describe the present application with reference to the accompanying drawings and are not intended to limit the utility model, and it can be understood that the expressions "left" or "right" only represent a direction and can be reversed.

[0047] First Embodiment:

[0048] Figure 1 It is a schematic structural diagram of a transmission mechanism, a range extender, and a range extender system for an electric vehicle according to the first embodiment. As Figure 1 shown, the range extender system for an electric vehicle according to the first embodiment includes: an internal combustion engine 1; an electric generator 4; and a transmission mechanism located between the internal combustion engine 1 and the electric generator 4. The transmission mechanism can couple and output the power from the internal combustion engine 1 and the electric generator 4. The internal combustion engine 1 and the electric generator 4 are preferably located on opposite sides of the transmission mechanism.

[0049] The transmission mechanism further includes two input shafts, namely a first input shaft 10 and a second input shaft 12. The first input shaft 10 and the second input shaft 12 are both rotatably supported. The first input shaft 10 and the second input shaft 12 are used to receive power inputs from corresponding power sources.

[0050] The transmission mechanism further includes a first clutch 2, which is disposed between the first input shaft 10 and the second input shaft 12. The first clutch 2 includes a first rotating member 21 and a second rotating member 22 that can be engaged and disengaged with each other. The first rotating member 21 is connected to the first input shaft 10 and thus connected to the internal combustion engine 1, specifically the crankshaft of the internal combustion engine. The second rotating member 22 is connected to the second input shaft 12 and thus connected to the output shaft of the electric generator 4, specifically the electric generator. Thus, the first clutch 2 can power-connect the first input shaft 10 and the second input shaft 12. Correspondingly, the first clutch 2 can power-connect the internal combustion engine 1 and the electric generator 4.

[0051] The transmission mechanism for an electric vehicle further includes a differential 7, which is provided with an input gear 70. The input gear 70 of the differential 7 is power-connected to the second rotating member 22 of the first clutch 2 and can thus receive power from the second rotating member 22.

[0052] The transmission mechanism for an electric vehicle further includes two output shafts 71. One end of each of the two output shafts 71 is power-connected to the differential 7 and can thus transmit power from the differential 7. The output shafts 71 are used to transmit power to a pair of wheels of the electric vehicle. Specifically, each output shaft 71 can be connected to a corresponding one of a pair of wheels 8 of the electric vehicle to transmit power from the differential 7 to the pair of wheels 8. The pair of wheels 8 are a pair of front wheels or a pair of rear wheels of the electric vehicle.

[0053] The transmission mechanism for an electric vehicle further includes a second clutch 6, which is disposed between the differential 7 and one of the pair of wheels 8. Preferably, the second clutch 6 can be disposed on any one of the output shafts 71, and can thus disconnect the transmission of power from the differential 7, thereby being able to disconnect the power transmission between the differential 7 and the pair of wheels 8 of the electric vehicle.

[0054] The type of the second clutch 6 is also not limited. However, preferably, the second clutch 6 is a jaw clutch (also known as a dog clutch or claw clutch). The jaw clutch can be a radially toothed jaw clutch or an axially toothed jaw clutch. In the case of the radially toothed jaw clutch, the output shaft 71 provided with the jaw clutch includes a first shaft portion 711 connected to the differential 7 and a second shaft portion 712 connected to one wheel 8. The jaw clutch includes a first external spline provided on the first shaft portion, a second external spline provided on the second shaft portion, and a sliding sleeve provided with an internal spline. The sliding sleeve is slidably provided on one of the first external spline and the second external spline through its internal spline, and is axially actuated when engagement is required to engage its internal spline with the other external spline, thereby achieving synchronous rotation of the first shaft portion and the second shaft portion. The structural features of the jaw clutch are simple structure, small drag loss, small external dimensions, and no relative rotation between the two connected shafts after engagement; convenient operation, capable of transmitting large torque, effectively preventing overload and overheating conditions, and extending the service life of the equipment; also having the characteristic of fast response. By using this jaw clutch, the transmission mechanism for an electric vehicle according to the present disclosure is small in size and can achieve rapid driving (main driving or auxiliary driving) of the electric vehicle.

[0055] The first clutch 2 can be any type of clutch, such as a friction clutch. The friction clutch has the advantages of simple structure and low cost. As described above, the second rotating member 22 of the first clutch 2 is power-connected to the second input shaft 12 and / or the electric generator 4. It is easy to understand that the second rotating member 22 of the first clutch 2 can be directly power-connected to the output shaft of the electric generator 4, and at this time, the second rotating member 22 includes the second input shaft 12. Alternatively, the second rotating member 22 of the first clutch 2 can be power-connected to the output shaft of the electric generator 4 through a reduction device.

[0056] The differential 7 is a conventional type of differential. Each output shaft 71 of the transmission mechanism is power-connected to a corresponding wheel 8 of the electric vehicle at one end and to the differential 7 at the other end. In this case, the output shaft 71 of the transmission mechanism can also be regarded as the output shaft of the differential 7 itself. The specific structure of the differential can be known and will not be described in detail herein.

[0057] The driving connection between the input gear 70 of the differential 7 and the first clutch 2 can be achieved in various ways. For example, the outer peripheral edge of the second rotating member 22 of the first clutch 2 may have teeth that directly mesh with the input gear 70. Alternatively or preferably, the second rotating member 22 of the first clutch 2 includes a main body portion and a rotating shaft 221 connected to the main body portion. The main body portion can be directly engaged with the first rotating member 21 of the first clutch 2, and an intermediate gear 23 is arranged on the rotating shaft 221 in a rotation-resistant manner. The intermediate gear 23 meshes with the input gear 70 of the differential 7, so that the power from the first clutch 2 can be transmitted to the differential 7.

[0058] As described above, a speed reduction device may be provided between the first clutch 2 and the electric generator 4, and the speed reduction device may be, for example, a planetary gear mechanism 3. That is, the transmission mechanism includes a speed reduction device such as a planetary gear mechanism 3. The planetary gear mechanism 3 includes a sun gear 31, planetary gears 32, a ring gear 33, and a planet carrier 34 that supports the planetary gears. The sun gear 31 is power-connected to the second input shaft 12, and thus is power-connected to the output shaft of the electric generator 4, and the planet carrier 34 is power-connected to the second rotating member 22 of the first clutch 2, specifically, power-connected to the rotating shaft 221. Thus, the planetary gear mechanism 3 can transmit power between the first clutch 2 and the electric generator 4 and can reduce the rotation speed of the electric generator 4.

[0059] The first rotating member 21 of the first clutch 2 can be directly power-connected to a power source such as an internal combustion engine 1. Preferably, in order to buffer and damp the output of an external power source such as an internal combustion engine 1, a shock absorber 11 may be provided in the transmission mechanism for the electric vehicle, and the shock absorber is provided between the first input shaft 10 and the first clutch 2. The input end of the shock absorber 11 is power-connected to the first input shaft 10, and thus can be connected to the crankshaft of the internal combustion engine 1, and the output end of the shock absorber 11 is power-connected to the first rotating member 21 of the first clutch 2. The shock absorber is preferably a torsional shock absorber. However, the shock absorber can be other types of shock absorbers, such as a hydraulic shock absorber.

[0060] Preferably, the transmission mechanism may include a housing B, and the internal combustion engine 1 and the electric generator 4 are respectively located on opposite sides of the housing B. The housing B can be fixed to the frame of the electric vehicle, for example. When the housing B is provided in the transmission mechanism, the first input shaft 10 is rotatably supported in the wall on one side of the housing B, and the second input shaft 12 is rotatably supported in the wall on the second side of the housing B opposite to the one side. For example, the engine 1 is located on the one side, and the electric generator 4 is located on the other side. The shock absorber 11 and the planetary gear mechanism 3 may be provided inside or outside the housing B. The first clutch 2 is preferably provided inside the housing B. The differential 7 is preferably provided inside the housing B. One of the two output shafts 71 is rotatably supported in the wall on one side of the housing B, and the other output shaft is rotatably supported in the wall on the other side of the housing B. It should be understood that the positional relationship of all components of the transmission mechanism relative to the housing B is not restrictive, but can be appropriately selected according to actual needs. The structure of the housing B is not limited. For example, the housing B may not have any wall in the axial direction of the input shaft or output shaft.

[0061] The layout of the components of the transmission mechanism for an electric vehicle with the above structure is reasonable, the structure is compact, which is beneficial to assembly and saves space, and improves the utilization rate of the interior space of the vehicle.

[0062] The range extender for an electric vehicle according to the present disclosure includes the above-mentioned transmission mechanism and the electric generator 4. The second input shaft 12 of the transmission mechanism for an electric vehicle is power-connected to the electric generator 4.

[0063] The electric generator 4 is a motor that can be used as both a motor and a generator. The electric generator 4 is provided with an inverter 5 for controlling the operation of the electric generator 4. The electric generator is preferably a permanent magnet synchronous motor (PSM). However, it should be understood that the type of the electric generator 4 is not limited.

[0064] The range extender system for an electric vehicle according to the present disclosure includes the above-mentioned range extender and the internal combustion engine 1. The first input shaft 10 of the transmission mechanism for an electric vehicle is power-connected to the crankshaft of the internal combustion engine 1. The specific type of the internal combustion engine 1 is not limited. For example, it can be an in-line four-cylinder internal combustion engine, a horizontally opposed six-cylinder internal combustion engine, and a V-type 12-cylinder internal combustion engine. The output parameters of the internal combustion engine, such as the maximum output power, are also not limited, but are selected according to needs. Thus, the internal combustion engine 1 and the electric generator 4 can provide power to the electric vehicle together.

[0065] Range extender devices and / or range extender systems in the prior art typically use two motors, one dedicated to power generation and the other dedicated to driving to achieve the range extension function. This makes the device bulky and increases the cost. However, the range extender device and / or range extender system described above in the present disclosure only requires one motor, i.e., the motor generator 4, to be able to achieve both the functions of power generation and driving the vehicle, thereby achieving the range extension function with low cost and low occupied space.

[0066] The electric vehicle of the present disclosure includes the above-described range extender system, and a pair of wheels 8, which are a pair of front wheels or a pair of rear wheels of the electric vehicle. The other end of each of the two output shafts of the transmission mechanism for the electric vehicle is power-connected to a corresponding one of the pair of wheels 8. The range extender system according to the utility model can be the only driver of the electric vehicle. Thus, efficient power generation and driving of the electric vehicle can be achieved without an additional driver. Thereby, the cost is reduced.

[0067] It is easy to understand that the range extender system according to the utility model can be used as an auxiliary driver of the electric vehicle. Additionally, thus, the electric vehicle of the present disclosure may include a main driver. The main driver includes a main drive motor and a main speed reducer power-connected to the main drive motor. The main driver is used to drive a pair of wheels different from the pair of wheels 8 driven by the range extender system for the electric vehicle. For example, the main driver can be used to drive a pair of rear wheels of the electric vehicle, and the range extender system according to the present disclosure can be used to drive a pair of front wheels of the electric vehicle. Since the main driver itself can achieve two-wheel drive of the electric vehicle, the electric vehicle of the present disclosure can easily achieve four-wheel drive of the electric vehicle.

[0068] With the range extender device and / or range extender system of the electric vehicle having the above structure, the shock absorber can be easily installed on the internal combustion engine, achieving high power density and good smoothness, and the entire range extender device and / or range extender system is highly integrated and compact, thereby achieving low resistance loss during the coasting of the electric vehicle.

[0069] The range extender system for an electric vehicle according to the first embodiment has multiple working modes, including a pure electric mode, a hybrid drive mode, a first range extension mode, and a second range extension mode, and can automatically switch between multiple modes according to the SOC of the power battery and the vehicle speed requirement. Thus, the present disclosure also provides a method for controlling the range extender system for an electric vehicle, the method including: step S21, determining the magnitude relationship between the SOC of the power battery of the electric vehicle and the SOC threshold, or simultaneously determining the magnitude relationship between the SOC of the power battery of the electric vehicle and the SOC threshold and the magnitude relationship between the vehicle speed of the electric vehicle and the vehicle speed threshold; and step S22, selecting the working mode of the range extender system according to the determination result.

[0070] The SOC thresholds include three thresholds, namely the first SOC threshold S1, the second SOC threshold S2 which is less than the first SOC threshold S1, and the third SOC threshold S3 which is less than the second SOC threshold S2. According to the relationship between the SOC of the power battery of the electric vehicle and each SOC threshold, and the relationship between the vehicle speed V and the vehicle speed threshold V1, the working mode of the range extender system is selected.

[0071] Reference can be made to Figure 13 。 Figure 13 It shows a comparison chart of the SOC of the power battery of the electric vehicle and the vehicle speed with their respective thresholds.

[0072] Figure 2 It is a diagram of a working mode of the range extender system for an electric vehicle according to the first embodiment. Figure 3 It is a diagram of another working mode of the range extender system for an electric vehicle according to the first embodiment. Figure 4 It is a diagram of yet another working mode of the range extender system for an electric vehicle according to the first embodiment. Figure 5 It is a diagram of still another working mode of the range extender system for an electric vehicle according to the first embodiment.

[0073] Specifically, as Figure 2 shown, when step S21 determines that the SOC of the power battery of the electric vehicle is higher than the first SOC threshold S1, step S22 includes: controlling the internal combustion engine 1 not to work and the motor generator 4 to work as a drive motor, disconnecting the first clutch 2, closing the second clutch 6, and the power from the motor generator 4 is transmitted to the differential 7 through the second rotating member 22 of the first clutch 2 (or the intermediate gear 23 that rotates integrally with the second rotating member 22), and then transmitted to a pair of wheels 8 to drive the electric vehicle. At this time, the range extender system for the electric vehicle operates in pure electric mode, and the power transmission route is as shown by the dotted arrow in Figure 2 . At this time, the main driver (not shown) of the electric vehicle is usually used to drive another pair of wheels of the electric vehicle different from the pair of wheels 8. Therefore, when the range extender system for the electric vehicle operates in pure electric mode, the electric vehicle realizes four-wheel drive.

[0074] As Figure 3As shown, when it is determined in step S21 that the SOC of the power battery is lower than the first SOC threshold S1 but higher than the second SOC threshold S2, and the vehicle speed V is higher than the vehicle speed threshold V1, step S22 includes: controlling the internal combustion engine 1 to operate and the electric generator 4 to operate as a drive motor, both the first clutch 2 and the second clutch 6 are closed, the power of the internal combustion engine 1 and the power of the electric generator 4 are coupled through the second rotating member 22 of the first clutch 2, and then the coupled power is transmitted to the differential 7 and then to a pair of wheels 8. At this time, the range extender system for the electric vehicle operates in a hybrid mode, and the power transmission route is as Figure 3 shown by the dashed arrow in the figure. At this time, the main drive of the electric vehicle is usually used to drive another pair of wheels of the electric vehicle different from the pair of wheels 8. Therefore, when the range extender system for the electric vehicle operates in a hybrid mode, the electric vehicle achieves four-wheel drive.

[0075] As Figure 4 shown, when it is determined in step S21 that the SOC of the power battery is lower than the second SOC threshold S2 but higher than the third SOC threshold S3, and the vehicle speed V is higher than the vehicle speed threshold V1, step S22 includes: controlling the internal combustion engine 1 to operate and the electric generator 4 to operate as a generator, both the first clutch 2 and the second clutch 6 are closed, a part of the power of the internal combustion engine 1 is transmitted to the electric generator 4 through the first clutch 2 for power generation, and another part of the power of the internal combustion engine 1 passes through the first clutch 2, the differential 7 and the second clutch 6 and then is transmitted to a pair of wheels 8. The electric power generated by the electric generator 4 is stored in the power battery (not shown) of the electric vehicle. At this time, the range extender system for the electric vehicle operates in the first range extension mode, and the power transmission route is as Figure 4 shown by the dashed arrow in the figure. At this time, the main drive of the electric vehicle is usually used to drive another pair of wheels of the electric vehicle different from the pair of wheels 8. Therefore, when the range extender system for the electric vehicle operates in the first range extension mode, the electric vehicle also achieves four-wheel drive.

[0076] As Figure 5 shown, when it is determined in step S21 that the SOC of the power battery is lower than the third SOC threshold S3 and the vehicle speed is lower than the vehicle speed threshold V1, step S22 includes: controlling the first clutch 2 to be closed and the second clutch 6 to be disengaged, and the internal combustion engine 1 drives the electric generator 4 to generate electricity through the first clutch 2 to charge the power battery. At this time, the range extender system for the electric vehicle operates in the second range extension mode, in which only power generation is performed. The electric power generated by the electric generator 4 is stored in the power battery (not shown) of the electric vehicle. At this time, if the main drive of the electric vehicle is driving another pair of wheels of the electric vehicle different from the pair of wheels 8, then when the range extender system for the electric vehicle operates in the second range extension mode, the electric vehicle travels in a two-wheel drive manner in the low-speed area. The power transmission route is as Figure 5As shown by the upper-middle dotted arrow.

[0077] Furthermore, as Figure 5 shown, when the electric vehicle starts, the motor generator 4 can be used as a drive motor to start the internal combustion engine 1. The power transmission route is as Figure 5 shown by the lower-middle dotted arrow. Correspondingly, the method for controlling the range extender system of the electric vehicle in this embodiment further includes: step S23, controlling the motor generator 4 to generate a starting torque and start the internal combustion engine 1 during starting.

[0078] In the above first range extender mode and second range extender mode, since the SOC of the power battery is relatively low, the internal combustion engine 1 drives the motor generator 4 to charge the power battery to rapidly increase the SOC of the power battery.

[0079] Reference can be made to Figure 14 . Figure 14 is a diagram showing the working modes of the electric vehicle.

[0080] The above respective SOC thresholds are used to judge the level of the SOC of the power battery, and the vehicle speed threshold is used to judge the level of the vehicle speed. In this embodiment, no specific values of the SOC threshold and the vehicle speed threshold are limited. Generally, they can be freely set according to specific control strategies, and under different control strategies, the value of any one of the SOC threshold and the vehicle speed threshold is different. After setting the respective SOC thresholds and vehicle speed thresholds, the electric vehicle automatically makes a judgment and automatically switches between multiple modes according to the judgment result.

[0081] In addition, when the vehicle brakes, the first clutch 2 is disengaged, and the second clutch 6 is engaged to use the motor generator 4 to generate a braking torque to brake the wheels. Thus, an induced current will be generated in the windings of the motor generator 4 to charge the power battery, realizing the recovery of braking energy. Therefore, the control method of this embodiment further includes: controlling the second clutch 6 to generate a braking torque and generating an induced current in the windings of the motor generator 4 to charge the power battery of the electric vehicle during braking.

[0082] In addition, for the range extender system for an electric vehicle configured as described above, by simply disengaging the second clutch 6, both the internal combustion engine and the motor generator can be disconnected from the wheels 8 of the electric vehicle, thus easily interrupting the transmission of the driving force.

[0083] Second Embodiment:

[0084] Figure 6 is a schematic structural diagram of a transmission mechanism, a range extender device, and a range extender system for an electric vehicle according to the second embodiment. The parts of the second embodiment that are the same as those of the first embodiment are omitted here for description, and only the different parts are described.

[0085] Different from the first embodiment, as Figure 6 shown, in the second embodiment, the intermediate gear 23 is the first intermediate gear, and the transmission mechanism for the electric vehicle further includes a second intermediate gear 24, and the second intermediate gear 24 meshes with the first intermediate gear.

[0086] Specifically, the second intermediate gear 24 is disposed between the first intermediate gear and the input gear 70 of the differential 7, and power-connects both the first intermediate gear and the input gear 70 of the differential 7. In addition, different from Figure 1 shown, as Figure 6 shown, the second clutch 6 is disposed on the left output shaft 71 of the transmission mechanism. It should be understood that the second clutch 6 disposed on the output shaft on either the left or right side of the transmission mechanism can achieve the effect of disconnecting the power transmission between the differential 7 and a pair of wheels 8, and the effect is the same.

[0087] Figure 7 is a diagram of a working mode of the range extender system for an electric vehicle according to the second embodiment. Figure 8 is a diagram of another working mode of the range extender system for an electric vehicle according to the second embodiment. Figure 9 is a diagram of yet another working mode of the range extender system for an electric vehicle according to the second embodiment. Figure 10 is a diagram of still another working mode of the range extender system for an electric vehicle according to the second embodiment. Figures 7 - 10 The various working modes shown, including the working states of each component and the direction of the power flow, correspond to those of the first embodiment Figures 2 - 5 shown. Therefore, the various working modes shown Figures 7 - 10 will not be described in detail.

[0088] Please note that in the first embodiment, the first intermediate gear 23 is directly power-connected to the input gear 70 of the differential 7. Compared with the first embodiment, in the transmission mechanism for the electric vehicle according to the second embodiment, a first-stage speed reduction is achieved from the first intermediate gear 23 to the second intermediate gear 24. However, it is easily understood that multiple-stage speed reduction can be achieved between the first intermediate gear 23 and the input gear 70 of the differential 7.

[0089] Third embodiment:

[0090] Figure 11 is a schematic structural diagram of the transmission mechanism, range extender device, and range extender system for an electric vehicle according to the third embodiment. The parts of the third embodiment that are the same as those of the first and second embodiments are omitted here for description, and only the different parts are described.

[0091] Different from the second embodiment, as Figure 11As shown, in the third embodiment, the transmission mechanism for an electric vehicle further includes a third intermediate gear 25. The third intermediate gear 25 is coaxial with and rotates together with the second intermediate gear 24, and the third intermediate gear 25 meshes with the input gear 70 of the differential 7. The third intermediate gear 25 and the second intermediate gear 24 have different numbers of teeth.

[0092] Compared with the first and second embodiments, in the transmission mechanism for an electric vehicle according to the third embodiment, two-stage deceleration can be achieved between the first intermediate gear 23 and the input gear 70 of the differential 7.

[0093] Figure 11 The range extender system for an electric vehicle shown in the third embodiment has operating modes corresponding to the respective operating modes shown in the first embodiment. Figures 2 - 5 Therefore, the operating modes of the range extender system for an electric vehicle shown in the third embodiment will not be described in detail. Figure 11 The operating modes of the range extender system for an electric vehicle shown in the third embodiment.

[0094] In addition, the present disclosure also provides a program product, such as a program carrier or a computer medium. The program product includes a program containing a plurality of instructions. When the program runs on an in-vehicle computer, the instructions execute the method for controlling the range extender system for an electric vehicle.

[0095] The preferred embodiments of the utility model have been described above, but these embodiments are not intended to limit the scope of the rights of the utility model. Therefore, various embodiments can be modified without exceeding the scope of protection defined by the claims of the utility model and without departing from the gist of the utility model and its equivalents.

Claims

1. A transmission mechanism for an electric vehicle, characterized in that Comprising: A first input shaft (10); A second input shaft (12); A first clutch (2), the first clutch being disposed between the first input shaft (10) and the second input shaft (12), the first clutch having a first rotating member (21) and a second rotating member (22) that can be engaged and disengaged with each other, the first rotating member (21) of the first clutch being connected to the first input shaft (10) and the second rotating member (22) of the first clutch being connected to the second input shaft (12), whereby the first input shaft (10) and the second input shaft (12) can be power-connected; A differential (7), the differential being provided with an input gear (70) on a differential housing, the input gear (70) being power-connected to the second rotating member (22) of the first clutch; Two output shafts (71), one end of each of the two output shafts being power-connected to the differential (7), whereby power from the differential (7) can be transmitted; And A second clutch (6), the second clutch being disposed on any one of the two output shafts (71), whereby transmission of power from the differential (7) can be disconnected.

2. The transmission mechanism for an electric vehicle according to claim 1, wherein, The second clutch (6) is a jaw clutch.

3. The transmission mechanism for an electric vehicle according to claim 1 or 2, characterized in that, The second rotating member (22) of the first clutch (2) includes a main body portion and a rotating shaft (221) connected to the main body portion, the main body portion being capable of directly engaging with the first rotating member (21) of the first clutch (2), An intermediate gear (23) is arranged non-rotatably on the rotating shaft (221), and The intermediate gear (23) is power-connected to the input gear (70) of the differential (7).

4. The transmission mechanism for an electric vehicle according to claim 3, characterized in that, The transmission mechanism for an electric vehicle further includes a planetary gear mechanism (3), the planetary gear mechanism (3) including a sun gear (31), a planetary gear (32), a ring gear (33), and a planet carrier (34) for supporting the planetary gear, The sun gear (31) is power-connected to the second input shaft (12), and The planet carrier (34) is power-connected to the rotating shaft (221) of the second rotating member (22) of the first clutch (2).

5. The transmission mechanism for an electric vehicle according to claim 1 or 2, characterized in that, The transmission mechanism for an electric vehicle further includes: A shock absorber (11), the shock absorber being disposed between the first input shaft (10) and the first clutch (2), an input end of the shock absorber (11) being power-connected to the first input shaft (10), and an output end of the shock absorber (11) being power-connected to the first rotating member (21) of the first clutch (2).

6. The transmission mechanism for an electric vehicle according to claim 5, characterized in that, The shock absorber (11) is a torsional shock absorber.

7. The transmission mechanism for an electric vehicle according to claim 3, characterized in that, The intermediate gear (23) is a first intermediate gear, The transmission mechanism for an electric vehicle further includes a second intermediate gear (24), the second intermediate gear (24) meshing with the first intermediate gear.

8. The transmission mechanism for an electric vehicle according to claim 7, characterized in that, The second intermediate gear (24) is disposed between the first intermediate gear and the input gear (70) of the differential (7), and power-connects both the first intermediate gear and the input gear (70) of the differential (7).

9. The transmission mechanism for an electric vehicle according to claim 7, characterized in that, The transmission mechanism for an electric vehicle further includes a third intermediate gear (25), the third intermediate gear (25) being coaxial with and rotating together with the second intermediate gear (24), and the third intermediate gear (25) meshes with the input gear (70) of the differential (7).

10. An extended range device for an electric vehicle, characterized in that Comprising: An electric generator (4); and The transmission mechanism for an electric vehicle according to any one of the preceding claims, wherein a second input shaft (12) of the transmission mechanism for an electric vehicle is power-connected to the electric generator (4).

11. The range extender for an electric vehicle according to claim 10, characterized in that, The electric generator is a permanent magnet synchronous motor.

12. An extended range system for an electric vehicle, characterized in that Comprising: An internal combustion engine (1); The range extender for an electric vehicle according to claim 10 or 11 of the preceding claims, wherein a first input shaft (10) of the transmission mechanism for an electric vehicle is power-connected to the crankshaft of the internal combustion engine (1).

13. The range extender system for an electric vehicle according to claim 12, wherein, The internal combustion engine is an in-line 4-cylinder internal combustion engine.

14. An electric vehicle, characterized in that Comprising: The range extender system for an electric vehicle according to claim 12 or 13; and A pair of wheels (8), the pair of wheels being a pair of front wheels or a pair of rear wheels of the electric vehicle, wherein the other end of each of the two output shafts of the transmission mechanism for an electric vehicle is power-connected to a corresponding one of the pair of wheels (8).

15. The electric vehicle according to claim 14, characterized in that Comprising: A main driver, the main driver including a main drive motor and a main speed reducer power-connected to the main drive motor, wherein the main driver is configured to drive a pair of wheels different from the pair of wheels (8) driven by the range extender system for an electric vehicle.

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