Vehicle and driving system thereof

Abstract

The utility model relates to a vehicle and a driving system thereof. The driving system comprises a motor, an internal combustion engine, a differential mechanism and an intermediate shaft, the middle shaft is sleeved with the hollow shaft; the first clutch is arranged between the internal combustion engine and the intermediate shaft, and the second clutch is arranged between the intermediate shaft and the hollow shaft; an output shaft of the motor is connected with the intermediate shaft through the first transmission mechanism; the hollow shaft is in transmission connection with the differential mechanism through the second transmission mechanism; the driving system comprises the following three working modes which can be switched mutually: a motor driving mode, an internal combustion engine driving mode and a range extending mode. The utility model provides a vehicle and a driving system thereof, which provide a plurality of driving modes and can effectively improve the endurance mileage of the vehicle.

Description

Technical Field

[0001] The utility model relates to the technical field of vehicle manufacturing, and particularly relates to a vehicle and its drive system. Background Art

[0002] With the increasing global emphasis on environmental protection and sustainable development, new energy vehicles have gradually become an important development direction in the automotive industry. As one of the core technologies of new energy vehicles, the drive system of new energy vehicles has a profound background.

[0003] In the current field of new energy vehicles, the drive systems in the existing technologies present a relatively complex situation. The drive system of new energy vehicles should be the key to achieving efficient energy conversion and stable power output, but the actual situation is not satisfactory.

[0004] From the overall structure, its drive system has numerous components, and the collaborative working mechanism among various components is also quite complex. More critically, the existing drive systems of new energy vehicles generally lack an extended-range mode. The extended-range mode is of great significance for the long-distance driving and the improvement of the cruising range of new energy vehicles. Without the extended-range mode, new energy vehicles are often greatly limited in terms of cruising range, which causes consumers to face range anxiety during long-distance trips. When the battery power of the vehicle is exhausted, if there is no other effective energy replenishment method, the vehicle will not be able to continue driving, bringing great inconvenience to users.

[0005] Compared with traditional fuel vehicles, new energy vehicles should show obvious advantages in terms of energy utilization efficiency and environmental protection. However, due to the complex drive system and the lack of an extended-range mode, their actual application effects have been affected to a certain extent. In future development, how to simplify the drive system structure and at the same time introduce an effective extended-range mode will be one of the important directions for the research and development of new energy vehicle technologies. Summary of the Utility Model

[0006] Aiming at the above problems of the existing technology, the utility model provides a vehicle and its drive system, which provide multiple drive modes and can effectively improve the cruising range of the vehicle.

[0007] Specifically, the utility model provides a drive system, which includes a motor, an internal combustion engine and a differential, and further includes:

[0008] An intermediate shaft;

[0009] A hollow shaft sleeved outside the intermediate shaft;

[0010] A first clutch and a second clutch, the first clutch is arranged between the intermediate shaft and the internal combustion engine, and the second clutch is arranged between the intermediate shaft and the hollow shaft;

[0011] The first transmission mechanism, the output shaft of the motor is connected to the intermediate shaft through the first transmission mechanism;

[0012] The second transmission mechanism, the hollow shaft is drivingly connected to the differential through the second transmission mechanism;

[0013] The drive system includes the following three mutually switchable operating modes:

[0014] Motor drive mode, the first clutch is disengaged, the second clutch is engaged, the output shaft of the motor transmits torque to the intermediate shaft through the first transmission mechanism, and transmits the torque to the hollow shaft through the second clutch, and the hollow shaft transmits torque to the differential through the second transmission mechanism;

[0015] Internal combustion engine drive mode, the first clutch is engaged, the second clutch is engaged, the output shaft of the internal combustion engine transmits torque to the intermediate shaft through the first clutch; the output shaft of the internal combustion engine transmits torque to the hollow shaft through the second clutch, and the hollow shaft transmits torque to the differential through the second transmission mechanism;

[0016] Range extender mode, the first clutch is engaged, the second clutch is disengaged, the output shaft of the internal combustion engine transmits torque to the intermediate shaft through the first clutch, and the intermediate shaft transmits torque to the output shaft of the motor through the first transmission mechanism.

[0017] According to an embodiment of the present invention, the first clutch and the second clutch are coaxial.

[0018] According to an embodiment of the present invention, the first transmission mechanism includes a gear set, the gear set includes a first gear and a second gear that mesh with each other, the first gear is arranged on the output shaft of the motor, and the second gear is coupled to the intermediate shaft.

[0019] According to an embodiment of the present invention, the output shaft of the motor and the output shaft of the internal combustion engine are not coaxial.

[0020] According to an embodiment of the present invention, the first transmission mechanism includes a planetary gear set, and the output shaft of the motor transmits torque to the intermediate shaft through the planetary gear set.

[0021] According to an embodiment of the present invention, the output shaft of the motor and the intermediate shaft are coaxial.

[0022] According to an embodiment of the present utility model, the second transmission mechanism includes a driving gear, a first driven gear, and a second driven gear. The driving gear meshes with the first driven gear. The first driven gear and the second driven gear are fixed by a connecting shaft. The hollow shaft transmits torque to the first driven gear through the driving gear, and the second driven gear is used to drive the differential to act.

[0023] According to an embodiment of the present utility model, the drive system further includes an energy storage device connected to the motor. In the range extender mode, the energy generated by the motor is stored in the energy storage device.

[0024] According to an embodiment of the present utility model, in the internal combustion engine drive mode, the first transmission mechanism and the motor are in an idle state.

[0025] The present utility model also provides a vehicle including the aforementioned drive system.

[0026] A vehicle and its drive system provided by the present utility model provide three working modes through the first clutch, the second clutch, the first transmission mechanism, and the second transmission mechanism. Among them, the range extender mode can effectively improve the cruising range.

[0027] It should be understood that the above general description and the following detailed description of the present utility model are both exemplary and explanatory, and are intended to provide further explanation of the present utility model. BRIEF DESCRIPTION OF THE DRAWINGS

[0028] The accompanying drawings are provided to further understand the present utility model. They are incorporated into and constitute a part of this application. The accompanying drawings illustrate embodiments of the present utility model and, together with this specification, serve to explain the principles of the present utility model. In the accompanying drawings:

[0029] Figure 1 Shows a schematic structural diagram of a drive system according to an embodiment of the present utility model.

[0030] Figure 2 Shows a schematic structural diagram of a drive system according to another embodiment of the present utility model.

[0031] Among them, the above accompanying drawings include the following reference numerals:

[0032] Drive system 100

[0033] Motor 101

[0034] Internal combustion engine 102

[0035] Differential 103

[0036] Drive shaft 104

[0037] Intermediate shaft 105

[0038] Hollow shaft 106

[0039] First transmission mechanism 108

[0040] Second transmission mechanism 109

[0041] First clutch 110

[0042] Second clutch 111

[0043] Output shaft (of the motor) 112

[0044] Output shaft (of the internal combustion engine) 113

[0045] First gear 114

[0046] Second gear 115

[0047] Driving gear 116

[0048] First driven gear 117

[0049] Second driven gear 118

[0050] Torsional damper 119 Detailed implementation manners

[0051] It should be noted that, without conflict, the embodiments in the present application and the features in the embodiments may be combined with each other.

[0052] Next, the technical solutions in the embodiments of the present application will be clearly and completely described in conjunction with the accompanying drawings in the embodiments of the present application. Obviously, the described embodiments are only a part of the embodiments of the present application, rather than all the embodiments. The following description of at least one exemplary embodiment is actually only illustrative and in no way restrictive of the present application and its application or use. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative efforts shall fall within the scope of protection of the present application.

[0053] It should be noted that the terms used herein are only for describing the specific implementation manners and are not intended to limit the exemplary embodiments according to the present application. As used herein, unless otherwise clearly specified in the context, 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, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0054] Unless otherwise specifically stated, the relative arrangements of components and steps, numerical expressions, and numerical values set forth in these embodiments do not limit the scope of this application. At the same time, it should be understood that, for the sake of convenience of description, the sizes of the various parts shown in the drawings are not drawn in actual proportional relationships. Technologies, methods, and devices known to those of ordinary skill in the relevant art may not be discussed in detail, but where appropriate, such technologies, methods, and devices should be regarded as part of the authorization specification. In all the examples shown and discussed here, any specific value should be construed as merely exemplary and not as a limitation. Therefore, other examples of the exemplary embodiments may have different values. It should be noted that like reference numerals and letters denote like items in the following drawings, and thus, once an item is defined in one drawing, it need not be further discussed in subsequent drawings.

[0055] In the description of this application, it should be understood that the orientation or positional relationships indicated by orientation terms such as "front, rear, top, bottom, left, right", "lateral, vertical, perpendicular, horizontal", and "top, bottom", etc. are generally based on the orientation or positional relationships shown in the drawings. It is only for the convenience of describing this application and simplifying the description. Without contrary description, these orientation terms do not indicate and imply that the devices or elements referred to must have a specific orientation or be constructed and operated in a specific orientation. Therefore, they should not be construed as limiting the protection scope of this application; the orientation terms "inside, outside" refer to the inside and outside relative to the contour of each component itself.

[0056] For the convenience of description, spatial relative terms such as "above...", "over...", "on the upper surface of...", "above", etc. may be used here to describe the spatial positional relationship between a device or feature shown in the drawings and other devices or features. It should be understood that spatial relative terms are intended to encompass different orientations in use or operation in addition to the orientation depicted in the drawings for the device. For example, if the device in the drawing is inverted, the device described as "above other devices or structures" or "over other devices or structures" will then be positioned "below other devices or structures" or "under other devices or structures". Thus, the exemplary term "above..." can include both the orientations of "above..." and "below...". The device can also be positioned in other different ways (rotated 90 degrees or in other orientations), and corresponding interpretations should be made for the spatial relative descriptions used here.

[0057] In addition, it should be noted that the use of terms such as "first" and "second" to limit components is merely for the convenience of differentiating the corresponding components. Without additional statements, the above terms have no special meanings, so they should not be construed as limitations on the protection scope of this application. In addition, although the terms used in this application are selected from well-known and commonly used terms, some of the terms mentioned in the specification of this application may be selected by the applicant according to his or her judgment, and their detailed meanings are described in the relevant parts of this description. In addition, it is required to understand this application not only through the actual terms used, but also through the meanings implied by each term.

[0058] Figure 1 The structural schematic diagram of the drive system according to an embodiment of the present invention is shown. As shown in the figure, the present invention provides a drive system 100, which mainly includes a motor 101, an internal combustion engine 102, and a differential 103. The differential 103 is disposed on the drive shaft 104 of the wheel, and the differential 103 transmits the power it receives to the drive shaft 104, thereby driving the wheel installed at the end of the drive shaft 104 to rotate. The drive system 100 further includes an intermediate shaft 105, a hollow shaft 106, a first clutch 110, a second clutch 111, a first transmission mechanism 108, and a second transmission mechanism 109.

[0059] Among them, the hollow shaft 106 is sleeved outside the intermediate shaft 105, and the two cooperate with each other to jointly achieve power transmission in the system.

[0060] The connection between the internal combustion engine 102 and the intermediate shaft 105 and the hollow shaft 106 is achieved through these two clutches. Specifically, the first clutch 110 is disposed between the internal combustion engine 102 and the intermediate shaft 105, and the second clutch 111 is disposed between the intermediate shaft 105 and the hollow shaft 106. With such a design, by engaging or disengaging the first clutch 110 and / or the second clutch 111, the intermediate shaft 105 can be selectively power-connected to the internal combustion engine 102 and / or the hollow shaft 106.

[0061] The first transmission mechanism 108 establishes a connection between the motor 101 and the intermediate shaft 105. The output shaft 112 of the motor 101 is connected to the intermediate shaft 105 through the first transmission mechanism 108, thereby achieving the transmission of the power of the motor 101 to the intermediate shaft 105.

[0062] The second transmission mechanism 109 establishes a transmission connection between the hollow shaft 106 and the differential 103, transmits the power to the wheels, and drives the vehicle to travel.

[0063] The drive system 100 has three mutually switchable working modes, and each mode has its unique power transmission path and working principle.

[0064] The first mode is the motor 101 driving mode. In this mode, the first clutch 110 is disengaged and the second clutch 111 is engaged. The output shaft 112 of the motor 101 transmits torque to the intermediate shaft 105 through the first transmission mechanism 108, and transmits the torque to the hollow shaft 106 through the engaged second clutch 111. Finally, the hollow shaft 106 transmits torque to the differential 103 through the second transmission mechanism 109, thereby driving the vehicle forward. In this mode, the vehicle mainly relies on the motor 101 to provide power, which is suitable for working conditions such as low-speed driving in the city and has the characteristics of quietness and high efficiency.

[0065] The second mode is the internal combustion engine 102 driving mode. In this mode, the first clutch 110 is engaged and the second clutch 111 is engaged. The output shaft 113 of the internal combustion engine 102 transmits torque to the intermediate shaft 105 through the engaged first clutch 110. At the same time, the output shaft 113 of the internal combustion engine 102 transmits torque to the hollow shaft 106 through the engaged second clutch 111, and the hollow shaft 106 transmits torque to the differential 103 through the second transmission mechanism 109 to achieve vehicle drive. This mode is suitable for high-speed driving or situations where a large power output is required. In this working mode, the motor 101 can be in a working state, and its output shaft 112 transmits torque to the intermediate shaft 105 through the first transmission mechanism 108, and transmits the torque to the hollow shaft 106 through the second clutch 111, and together with the internal combustion engine 102 transmits torque to the differential 103 through the second transmission mechanism 109. Although in this working mode, the power is mainly provided by the internal combustion engine 102. Or, in this working mode, the motor 101 can be used as a generator to generate electricity.

[0066] The third mode is the range-extending mode. In this mode, the first clutch 110 is engaged and the second clutch 111 is disengaged. The output shaft 113 of the internal combustion engine 102 transmits torque to the intermediate shaft 105 through the engaged first clutch 110, and the intermediate shaft 105 transmits torque to the output shaft 112 of the motor 101 through the first transmission mechanism 108. The output shaft 112 of the motor 101 drives the rotating shaft in the housing of the motor 101 in the reverse direction, and the motor 101 operates as a generator in this case to provide electrical energy or current. In this mode, the internal combustion engine 102 does not directly drive the vehicle, but generates electricity for the motor 101. The range-extending mode can extend the driving range of the vehicle, especially suitable for situations where the battery power is insufficient but the vehicle needs to continue driving.

[0067] The drive system 100 of the present disclosure can be used as an auxiliary drive system of a vehicle, especially an auxiliary drive system provided on the front axle of the vehicle. In this case, the vehicle further includes a main drive system provided on the rear axle of the vehicle. It is easy to understand that when the drive system 100 can provide a range-extending mode and be used as an auxiliary drive, it has the following important functions:

[0068] I. Enhance power performance

[0069] Enhance acceleration ability: When the vehicle needs to accelerate quickly, the auxiliary drive can work in coordination with the main drive system to provide additional power output, significantly improving the vehicle's acceleration performance. This is very helpful in situations such as overtaking and merging onto highways; Increase climbing ability: In the face of steep slopes or heavy loads, the auxiliary drive can provide additional torque to ensure that the vehicle can climb the slope smoothly without power shortage.

[0070] II. Extend the driving range

[0071] Extend the driving range in pure electric mode: For pure electric vehicles, the range extender mode can be activated when the battery power is low to provide continuous power for the vehicle, thus extending the driving range in pure electric mode.

[0072] In some examples, the first clutch 110 and the second clutch 111 are coaxial.

[0073] In some examples, referring to Figure 1 , the first transmission mechanism 108 includes a gear set. The gear set includes a first gear 114 and a second gear 115 that mesh with each other. Among them, the first gear 114 is arranged on the output shaft 112 of the motor 101, and the second gear 115 is coupled to the intermediate shaft 105. In the driving mode of the motor 101, the output shaft drives the first gear 114 to rotate. When the first gear 114 rotates, power is transmitted to the second gear 115 through their meshing, and then the intermediate shaft 105 is driven to rotate. This design enables the power of the motor 101 to be smoothly and efficiently transmitted to the intermediate shaft 105 through the gear set, providing power support for the operation of the vehicle. In the range extender mode, the intermediate shaft 105 drives the second gear 115 to rotate, and power is transmitted to the first gear 114 through meshing with the first gear 114, and then the output shaft 112 of the motor 101 is driven to rotate, causing the motor 101 to operate as a generator, thereby increasing the vehicle's cruising range. With the first transmission mechanism 108 arranged in this structure, the output shaft 112 of the motor 101 and the output shaft 113 of the internal combustion engine 102 are not coaxial. For the overall design of the vehicle, the non-coaxial setting enables the motor 101 and the internal combustion engine 102 to be more flexibly arranged inside the vehicle, leaving more space for other components such as the battery pack, electronic control system, cooling system, etc., optimizing the space utilization rate of the vehicle and making the internal layout of the vehicle more reasonable. In addition, the non-coaxial design makes the structures of the motor 101 and the internal combustion engine 102 relatively independent, making maintenance and repair more convenient. Technicians can separately inspect, maintain, and repair the motor 101 and the internal combustion engine 102, reducing the difficulty and cost of maintenance and repair.

[0074] Figure 2 The structural schematic diagram of the drive system according to another embodiment of the present invention is shown. As shown in the figure, in addition toFigure 1 Except for the specific structure of the first transmission mechanism 108 in it being different, other structures are exactly the same. Specifically, the first transmission mechanism 108 includes a planetary gear set, and the output shaft 112 of the motor 101 transmits torque to the intermediate shaft 105 through the planetary gear set. The planetary gear set can transmit torque to the intermediate shaft 105 smoothly and efficiently. The planetary gear set realizes the reasonable distribution and transmission of torque with a unique structure and operation mode. This transmission process not only ensures the smooth output of power, but also can flexibly adjust the magnitude and direction of torque according to requirements under different working conditions, providing a strong guarantee for the stable driving and good performance of the vehicle, enabling the vehicle to adapt to various complex road conditions. In this structural arrangement of the first transmission mechanism 108, the output shaft 112 of the motor 101 and the output shaft 113 of the internal combustion engine 102 are coaxial. The coaxial design can simplify the transmission structure, reduce the number of components, and thus reduce the probability of failure. Secondly, it can effectively shorten the power transmission path, reduce energy loss, make the power transmission more efficient and direct, and improve the energy utilization rate of the vehicle. Moreover, the coaxiality can also enhance the stability of the system, reduce vibration and noise, and bring a more comfortable driving experience to the driver.

[0075] In some examples, the second transmission mechanism 109 includes a driving gear 116, a first driven gear 117, and a second driven gear 118. The driving gear 116 meshes tightly with the first driven gear 117, and the first driven gear 117 and the second driven gear 118 are firmly fixed together by a connecting shaft. The internal combustion engine 102 or the motor 101 transmits torque from the driving gear 116 to the first driven gear 117 through the central shaft, and then transmits it to the differential 103. In this process, the second driven gear 118 is responsible for driving the differential 103 to act, so as to realize the reasonable distribution and transmission of power and ensure the stable operation of the entire transmission system.

[0076] In some examples, the drive system 100 further includes an energy storage device connected to the motor 101. In the range-extending mode, the energy generated by the motor 101 is stored in the energy storage device. The energy storage device can effectively collect and store the electric energy generated by the motor 101. This enables the vehicle to flexibly call on the stored energy under different working conditions, providing stable power support for the continuous operation of the vehicle, and further improving the energy utilization efficiency and endurance of the vehicle.

[0077] In some examples, in the internal combustion engine 102 drive mode, the first transmission mechanism 108 and the motor are in an idle state. In the idle state, unnecessary energy loss can be reduced, the power output of the internal combustion engine 102 can be made more concentrated and efficient, thereby improving the fuel economy of the vehicle. At the same time, the idle state can reduce the wear of each component and extend the service life. In addition, it can also reduce the generation of noise and vibration, create a quieter and more comfortable driving environment for the driver, and improve the driving experience.

[0078] In some examples, a torsional damper 119 is provided on the output shaft 113 of the internal combustion engine 102. During the operation of the internal combustion engine 102, due to reasons such as the combustion explosion in the cylinder and the reciprocating motion of the piston, the output shaft 113 will generate periodic torsional vibrations. The torsional damper 119 can absorb these vibration energies through its own elastic and damping characteristics, reduce the vibration amplitude of the output shaft 113, and make the operation smoother. At the same time, it can play a buffering role, reduce the damage of impact to the transmission system, and extend the service life of components.

[0079] The present utility model also provides a vehicle, including the aforementioned drive system 100.

[0080] A vehicle and its drive system provided by the present utility model provide multiple drive modes, among which the range extender mode can significantly improve the cruising range of the vehicle. In the range extender mode, the internal combustion engine drives the motor to generate electricity to provide sufficient power for the continuous driving of the vehicle, effectively alleviating the user's range anxiety. At the same time, the drive system is beneficial to realizing the four-wheel drive method, and it can accurately distribute power to the front and rear wheels, enabling the vehicle to maintain good traction and stability under various road conditions.

[0081] It will be apparent to those skilled in the art that various modifications and variations can be made to the above exemplary embodiments of the present utility model without departing from the spirit and scope of the present utility model. Therefore, it is intended that the present utility model cover modifications and variations of the present utility model that fall within the scope of the appended claims and their equivalent technical solutions.

Claims

1. A drive system, comprising an electric motor, an internal combustion engine and a differential, characterized in that, It further includes: An intermediate shaft; A hollow shaft sleeved outside the intermediate shaft; A first clutch and a second clutch, the first clutch is arranged between the intermediate shaft and the internal combustion engine, and the second clutch is arranged between the intermediate shaft and the hollow shaft; A first transmission mechanism, the output shaft of the motor is connected to the intermediate shaft through the first transmission mechanism; A second transmission mechanism, the hollow shaft is drivingly connected to the differential through the second transmission mechanism; The drive system includes the following three mutually switchable operating modes: Motor drive mode, the first clutch is disengaged, the second clutch is engaged, the output shaft of the motor transmits torque to the intermediate shaft through the first transmission mechanism, and transmits the torque to the hollow shaft through the second clutch, and the hollow shaft transmits torque to the differential through the second transmission mechanism; Internal combustion engine drive mode, the first clutch is engaged, the second clutch is engaged, the output shaft of the internal combustion engine transmits torque to the intermediate shaft through the first clutch; the output shaft of the internal combustion engine transmits torque to the hollow shaft through the second clutch, and the hollow shaft transmits torque to the differential through the second transmission mechanism; Range extender mode, the first clutch is engaged, the second clutch is disengaged, the output shaft of the internal combustion engine transmits torque to the intermediate shaft through the first clutch, and the intermediate shaft transmits torque to the output shaft of the motor through the first transmission mechanism.

2. The drive system according to claim 1, characterized in that, The first clutch and the second clutch are coaxial.

3. The drive system according to claim 1, characterized in that The first transmission mechanism includes a gear set, the gear set includes a first gear and a second gear that mesh with each other, the first gear is arranged on the output shaft of the motor, and the second gear is engaged.

4. The drive system according to claim 2, characterized in that, The output shaft of the motor and the output shaft of the internal combustion engine are not coaxial.

5. The drive system according to claim 1, characterized in that, The first transmission mechanism includes a planetary gear set, and the output shaft of the motor transmits torque to the intermediate shaft through the planetary gear set.

6. The drive system according to claim 5, characterized in that, The output shaft of the motor and the intermediate shaft are coaxial.

7. The drive system according to claim 1, characterized in that, The second transmission mechanism includes a driving gear, a first driven gear and a second driven gear, the driving gear and the first driven gear mesh, the first driven gear and the second driven gear are fixed by a connecting shaft, the hollow shaft transmits torque to the first driven gear through the driving gear, and the second driven gear is used to drive the differential to act.

8. The drive system according to claim 1, characterized in that, It further includes an energy storage device connected to the motor. In the range extender mode, the energy generated by the motor is stored in the energy storage device.

9. The drive system according to claim 1, characterized in that, In the internal combustion engine drive mode, the first transmission mechanism and the motor are in an idle state.

10. A vehicle, including the drive system according to any one of claims 1 to 9.

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