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

Abstract

The utility model provides a transmission mechanism, a range extending device and a range extending system for an electric vehicle and the electric vehicle. The transmission mechanism comprises: a first input shaft (10); a second input shaft (12); a first clutch (2) having first and second rotating members; a first clutch actuator (A1) having a first actuating element for actuating the first clutch when energized; the differential mechanism (7) is provided with an input gear capable of being in power connection with the second rotating component; one end part of each output shaft is in power connection with the differential mechanism; a second clutch (6) provided on a power transmission path from the second rotating member to the other end of each output shaft; a second clutch actuator (A2) having a second actuating element for actuating the second clutch when energized; and a clutch interlock device configured such that when one clutch is engaged, the other clutch is automatically disengaged.

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 depletion of oil resources and growing environmental awareness, there is an urgent need for green and environmentally friendly vehicles that conserve energy and produce low or even zero emissions. To this end, new energy vehicles, such as electric vehicles, are gaining increasing attention. Compared to the internal combustion engines of traditional vehicles, the traction motors in electric vehicles have a wider operating range, and their constant torque at low speeds and constant power at high speeds are more suitable for vehicle operation requirements. In recent years, the power drive systems and operating modes used in electric vehicles have become a hot topic of research.

[0003] Prior art discloses a power coupling system for an electric vehicle, comprising an internal combustion engine, a generator, and a drive motor. This technology utilizes both a generator and a drive motor, resulting in a complex vehicle structure, a large footprint, and increased manufacturing costs. Furthermore, the direct power connection between the internal combustion engine and the generator in this prior art precludes flexible control of the internal combustion engine and the generator.

[0004] Furthermore, in existing technologies, internal combustion engines are installed in new energy vehicles. However, under certain operating conditions, these engines directly drive the vehicles, resulting in increased exhaust emissions. Consequently, vehicle manufacturers face restrictions when applying for vehicle licenses, and new energy vehicles equipped with internal combustion engines are subject to driving restrictions in certain urban areas.

[0005] Therefore, there is a need for improvements in electric vehicles, and particularly in range extenders for electric vehicles. Utility Model Content

[0006] The object of the present disclosure is to provide a transmission mechanism, a range extender, and a range extender system for an electric vehicle that have a simple structure and save space, as well as an electric vehicle.

[0007] In order to solve the above technical problems, the first aspect of the present disclosure provides a transmission mechanism for an electric vehicle, comprising: a first input shaft; a second input shaft; a first clutch, the first clutch being arranged 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 disconnected with each other, the first rotating member of the first clutch being dynamically connected to the first input shaft and the second rotating member of the first clutch being dynamically connected to the second input shaft, thereby dynamically connecting the first input shaft with the second input shaft; a first clutch actuator, the first clutch actuator having a first actuating element for actuating the first clutch when power is supplied; a differential, the differential being provided with an input gear on a differential housing, the input gear being dynamically connected to the second rotating member of the first clutch; two output shafts, the two output shafts One end of each output shaft is connected to the differential power, thereby enabling power from the differential to be transmitted to the other end of each output shaft; a second clutch, the second clutch being arranged on a power transmission path from the second rotating component of the first clutch via the differential to the other end of each output shaft, thereby enabling power transmission from the second rotating component to the other end of each output shaft to be disconnected; a second clutch actuator, the second clutch actuator having a second actuating element for actuating the second clutch when energized; and a clutch interlocking device, the clutch interlocking device being arranged in a control circuit of one of the first clutch actuator and the second clutch actuator, the clutch interlocking device being configured so that when one of the first clutch and the second clutch is engaged, the other clutch is automatically disengaged.

[0008] The transmission mechanism for an electric vehicle disclosed herein has a compact structure, improves interior space utilization, and can quickly disconnect power transmission from the drive unit to the wheels. The transmission mechanism for an electric vehicle disclosed herein allows the internal combustion engine's power to be used solely to drive the electric generator to charge the vehicle's power battery, rather than to drive the wheels. This facilitates compliance with emission regulations and obtaining new energy vehicle production permits.

[0009] Preferably, the clutch interlock device includes a switch device having a pressing portion for turning the switch device on or off; the switch device is provided in the control circuit of one of the first and second clutch actuators; and when the other of the first and second clutch actuators is turned on and the corresponding other clutch is engaged, the corresponding actuating element of the other clutch actuator presses the pressing portion, thereby disconnecting the control circuit of the one clutch actuator and disengaging the corresponding one clutch. Thus, with a simple configuration, the power of the internal combustion engine is used only to drive the motor generator to charge the power battery of the electric vehicle, rather than to drive the wheels.

[0010] Preferably, the clutch interlock device includes a Hall sensor and a magnet spaced apart from the Hall sensor; the Hall sensor is provided in the control circuit of one of the first clutch actuator and the second clutch actuator, and the magnet is provided on the corresponding actuating element of the other of the first clutch actuator and the second clutch actuator; and when the other clutch actuator is turned on and the corresponding other clutch is engaged, the corresponding actuating element of the other clutch actuator drives the magnet to move toward the Hall sensor, and the Hall sensor captures the signal to disconnect the control circuit of the one clutch actuator, thereby disengaging the corresponding one clutch. Thus, through a simple structure, the power of the internal combustion engine is only used to drive the electric generator to charge the power battery of the electric vehicle, and is not used to drive the wheels.

[0011] Preferably, the clutch interlock device includes a magnetic switch device disposed in the control circuit of one of the first and second clutch actuators. When the other of the first and second clutch actuators is turned on and the corresponding other clutch is engaged, the magnetic switch device induces a current from the control circuit of the other clutch actuator, thereby disconnecting the control circuit of the one clutch actuator and disengaging the corresponding one clutch. This simple configuration allows the power of the internal combustion engine to be used only to drive the motor generator to charge the electric vehicle's power battery, rather than to drive the wheels.

[0012] Preferably, the clutch interlock device includes a relay disposed in the control circuit of one of the first and second clutch actuators. When the other of the first and second clutch actuators is turned on and the corresponding other clutch is engaged, the relay is energized to disconnect the control circuit of the one clutch actuator, thereby disengaging the corresponding one clutch. This simple configuration allows the power of the internal combustion engine to be used only to drive the motor generator to charge the electric vehicle's power battery, rather than to drive the wheels.

[0013] Preferably, the second clutch is provided on any one of the two output shafts, thereby being able to disconnect the transmission of power from the differential.

[0014] Preferably, the second rotating component of the first clutch includes a main body part and a rotating shaft connected to the main body part, the main body part is capable of directly engaging with the first rotating component of the first clutch, an intermediate gear is arranged on the rotating shaft in a rotationally non-conforming manner, and the intermediate gear is dynamically connected to the input gear of the differential.

[0015] Preferably, the intermediate gear is a first intermediate gear, and the transmission mechanism for an electric vehicle further comprises a second intermediate gear, which is meshed with the first intermediate gear, thereby facilitating one or more stages of reduction in speed.

[0016] Preferably, the second intermediate gear is disposed between the first intermediate gear and the input gear of the differential, and dynamically connects the first intermediate gear and the input gear of the differential.

[0017] Preferably, the transmission mechanism for an electric vehicle further includes a third intermediate gear, the third intermediate gear being coaxial with the second intermediate gear and rotating together with the second intermediate gear, and the third intermediate gear being engaged with the input gear of the differential.

[0018] Preferably, the second rotating component of the first clutch includes a main body part and a rotating shaft connected to the main body part, the main body part is capable of directly engaging with the first rotating component of the first clutch, and the intermediate gear is arranged on the rotating shaft in a rotationally anti-rotational manner, and the intermediate gear is a first intermediate gear; wherein the transmission mechanism for electric vehicles also includes a second intermediate gear, and the second intermediate gear is meshed with the first intermediate gear; wherein the transmission mechanism for electric vehicles also includes a third intermediate gear, the third intermediate gear is coaxial with the second intermediate gear and can rotate together, and the third intermediate gear is meshed with the input gear of the differential; and wherein the second clutch is arranged between the second intermediate gear and the third intermediate gear, thereby being able to disconnect the transmission of power between the second intermediate gear and the third intermediate gear.

[0019] Preferably, the transmission mechanism for electric vehicles also includes a planetary gear mechanism, which includes a sun gear, planetary gears, a ring gear and a planetary carrier supporting the planetary gears, the sun gear is dynamically connected to the second input shaft, and the planetary carrier is fixed; the ring gear is dynamically connected to the second rotating component of the first clutch, and the ring gear is circumferentially provided with external teeth; and wherein, the transmission mechanism for electric vehicles also includes a second intermediate gear, which is meshed with the external teeth of the ring gear; wherein, the transmission mechanism for electric vehicles also includes a third intermediate gear, which is coaxial with the second intermediate gear and can rotate together, and the third intermediate gear is meshed with the input gear of the differential; and wherein, the second clutch is arranged between the second intermediate gear and the third intermediate gear, thereby being able to disconnect the transmission of power between the second intermediate gear and the third intermediate gear.

[0020] Preferably, the transmission mechanism for the electric vehicle also includes: a shock absorber, which is arranged between the first input shaft and the first clutch, the input end of the shock absorber is dynamically connected to the first input shaft, and the output end of the shock absorber is dynamically connected to the first rotating component of the first clutch.

[0021] Preferably, the second clutch is a dog clutch or a synchronizer.

[0022] Preferably, the first clutch is a friction plate clutch.

[0023] Preferably, the second clutch is a dog clutch or a synchronizer, and the first clutch is a friction plate clutch.

[0024] A second aspect of the present disclosure provides a range extender for an electric vehicle, comprising: an electric generator; and the aforementioned transmission mechanism for an electric vehicle, wherein a second input shaft of the transmission mechanism for an electric vehicle is power-connected to the electric generator.

[0025] The motor generator is a permanent magnet synchronous motor.

[0026] A third aspect of the present disclosure provides a range extender system for an electric vehicle, comprising: an internal combustion engine; and the aforementioned range extender for an electric vehicle, wherein the first input shaft of the transmission mechanism for the electric vehicle is dynamically connected to the crankshaft of the internal combustion engine.

[0027] The internal combustion engine is an inline 4-cylinder internal combustion engine.

[0028] The fourth aspect of the present disclosure provides an electric vehicle, comprising: the range extender system for the electric vehicle; and a pair of wheels, 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 the electric vehicle is dynamically connected to a corresponding one of the pair of wheels.

[0029] The electric vehicle includes a main drive, the main drive including a main drive motor and a final reducer in power connection with the main drive motor, wherein the main drive is used to drive a pair of wheels different from the pair of wheels driven by the range extender system for the electric vehicle. Preferably, the main drive is used to drive a pair of rear wheels of the electric vehicle.

[0030] While the range extender for an electric vehicle drives the vehicle's front wheels, the main drive is used to drive the vehicle's rear wheels. While the vehicle is in motion, the main drive is typically always in operation, and the range extender operates to provide (assistive) propulsion or generate electricity, depending on the vehicle's conditions and road conditions.

[0031] The present disclosure also provides a method for controlling the range extender for an electric vehicle, comprising: step S21: determining the relationship between the SOC of the power battery of the electric vehicle and the SOC threshold, or simultaneously determining the relationship between the SOC of the power battery of the electric vehicle and the SOC threshold and the relationship between the speed of the electric vehicle and the speed threshold; step S22: selecting an operating mode of the range extender based on the determination result.

[0032] The present disclosure also provides a program product, comprising a program containing a plurality of instructions, wherein when the program is executed on an onboard computer, the instructions execute the method for controlling the range extender for an electric vehicle. The program product may be, for example, a program carrier such as a hard disk.

[0033] The disclosed speed reducer, range extender, and / or range extender system for electric vehicles offer a compact structure, improving interior space utilization, ensuring the internal combustion engine is not used to drive the wheels, and facilitating the acquisition of new energy vehicle production permits. The disclosed method for controlling a range extender for an electric vehicle can automatically switch between multiple operating modes based on the power battery's SOC and vehicle speed. BRIEF DESCRIPTION OF THE DRAWINGS

[0034] The features, advantages, and technical and industrial significance of exemplary embodiments of the present disclosure will be described below with reference to the accompanying drawings, wherein like symbols represent like elements. It is obvious that the drawings described below are only some embodiments of the present disclosure, and those skilled in the art may make changes to these drawings without inventive effort.

[0035] 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 a first embodiment.

[0036] Figure 2 It is a structural schematic diagram of an example of a disclosed clutch interlocking device.

[0037] Figure 3 It is a structural schematic diagram of another example of the disclosed clutch interlocking device.

[0038] Figure 4 It is a structural schematic diagram of another example of the disclosed clutch interlocking device.

[0039] Figure 5 It is a structural schematic diagram of another example of the disclosed clutch interlocking device.

[0040] Figure 6 It is a structural schematic diagram of a transmission mechanism, a range extender device, and a range extender system for an electric vehicle according to a second embodiment.

[0041] Figure 7 3 is a schematic structural diagram of a transmission mechanism, a range extender, and a range extender system for an electric vehicle according to a third embodiment.

[0042] Figure 8 It is a schematic structural diagram of a transmission mechanism, a range extender, and a range extender system for an electric vehicle according to a fourth embodiment.

[0043] Figure 9 It is a structural schematic diagram of a transmission mechanism, a range extender, and a range extender system for an electric vehicle according to a fifth embodiment. DETAILED DESCRIPTION

[0044] The following describes various embodiments of the present disclosure with reference to the accompanying drawings to illustrate specific embodiments in which the present disclosure may be implemented. The expressions "left" and "right" and the like appearing in the specification are merely used to describe the present application with reference to the accompanying drawings and are not intended to limit the present disclosure. It should be understood that the expressions "left" and "right" merely indicate one direction and can be reversed.

[0045] First embodiment:

[0046] Figure 1 FIG is a schematic structural diagram of a transmission mechanism, a range extender, and a range extender system for an electric vehicle according to a first embodiment. Figure 1 As shown, a range extender system for an electric vehicle according to a first embodiment includes: an internal combustion engine 1; a motor generator 4; and a transmission mechanism located between the internal combustion engine 1 and the motor generator 4. The transmission mechanism is capable of transmitting power from the internal combustion engine 1 to the motor generator 4 for generating electricity, transmitting power from the motor generator 4 to the internal combustion engine 1 for starting the internal combustion engine 1, and outputting power from the motor generator 4 to an external portion of the transmission mechanism, such as to the wheels of the electric vehicle. The internal combustion engine 1 and the motor generator 4 are preferably located on opposite sides of the transmission mechanism.

[0047] The transmission mechanism 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 input from respective power sources, such as the internal combustion engine 1 and the motor generator 4.

[0048] The transmission mechanism also 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 component 21 and a second rotating component 22 that can be engaged and disengaged with each other. The first rotating component 21 is connected to the first input shaft 10, and thereby, for example, to the internal combustion engine 1, specifically, its crankshaft. The second rotating component 22 is connected to the second input shaft 12, and thereby, for example, to the motor generator 4, specifically, its output shaft. Thus, the first clutch 2 can dynamically connect the first input shaft 10 and the second input shaft 12. Accordingly, for example, the first clutch 2 can dynamically connect the internal combustion engine 1 and the motor generator 4.

[0049] The transmission mechanism for an electric vehicle includes a first clutch actuator A1 ( Figure 1 Not shown in Figure 2-5 (shown in the figure). The first clutch actuator A1 can employ a known type of actuator. For example, the first clutch actuator A1 includes an electronic control system 84, such as a motor, and a corresponding first actuating element 80, such as a push rod, for actuating the first clutch 2 when energized. For example, the first clutch 2 is a friction plate clutch, and the electronic control system 84 of the first clutch actuator A1 rotates when energized, thereby causing the first actuating element 80 to translate in one direction, engaging the first clutch 2. Conversely, when the electronic control system 84 of the first clutch actuator A1 is de-energized, the first actuating element 80 translates in a direction opposite to the first direction under the action of a reed (not shown) of the friction plate clutch, thereby disengaging the first clutch 2. Alternatively, the first clutch actuator A1 can be a hydraulic actuator, a pneumatic actuator, or an electromagnetic actuator. When the electronic control system 84 of the first clutch actuator A1 is energized, the first clutch actuator A1 applies pressure to compress the friction plate and steel plate of the friction plate clutch, engaging the first clutch 2. Conversely, when the electronic control system 84 of the first clutch actuator A1 is de-energized, the first clutch actuator A1 does not apply pressure, thereby disengaging the first clutch 2. The electronic control system 84 of the first clutch actuator A1 can also be configured to disengage the first clutch 2 when energized and engage the first clutch 2 when de-energized.

[0050] The transmission mechanism for the electric vehicle further includes a differential 7 , which is provided with an input gear 70 on the differential housing. The input gear 70 of the differential can be connected to the second rotating component 22 of the first clutch 2 to receive power from the second rotating component 22 .

[0051] The transmission mechanism for the electric vehicle also includes two output shafts 71. One end of each of the two output shafts 71 is connected to the differential 7, so that the output shaft can transmit power from the differential 7, that is, transmit the power from the differential 7 to the other end of each output shaft. Via the other end of each output shaft, the output shaft 71 can transmit power to a pair of wheels of the electric vehicle. Thus, a power transmission path is formed from the second rotating component 22 of the first clutch 2 via the differential 7 to the other end of each output shaft 71. Specifically, the other end of each output shaft 71 can be connected to a corresponding one of the pair of wheels 8 of the electric vehicle for transmitting power from the differential 7 to the pair of wheels 8. The pair of wheels 8 is preferably a pair of front wheels of the electric vehicle.

[0052] The transmission mechanism for the electric vehicle further includes a second clutch 6. The second clutch is provided on the power transmission path from the second rotating member 22 to the other end of each output shaft via the differential 7, thereby being able to disconnect the power transmission from the second rotating member 22 to the other end of each output shaft. Figure 1 As shown, the second clutch 6 can be provided between the differential 7 and the other end of any output shaft or a corresponding one of the pair of wheels 8. Preferably, the second clutch 6 can be provided on any output shaft 71, thereby being able to disconnect the transmission of power from the differential 7 to the other end of the output shaft 71, thereby being able to disconnect the power transmission between the differential 7 and the pair of wheels 8 of the electric vehicle.

[0053] The transmission mechanism further comprises a second clutch actuator A2 ( Figure 1 Not shown in Figure 2-5 (shown in FIG). The second clutch 6 is preferably a dog clutch, and the second clutch actuator A2 can employ a known type of actuator. The second clutch actuator A2 includes an electronic control system 86, such as an electric motor, and a corresponding second actuating element 82 for actuating the second clutch 6 when power is applied. If the second clutch 6 is a dog clutch, when the electronic control system 86 of the second clutch actuator A2 rotates in one direction when power is applied, the second actuating element 82 translates in one direction, thereby engaging the second clutch 6. Subsequently, with reduced current (and / or when power is removed), the second clutch 6 remains engaged. Conversely, when the electronic control system 86 of the second clutch actuator A2 rotates in the other direction when power is applied, the second actuating element 82 translates in the other direction, thereby disengaging the second clutch 6. Subsequently, when power is removed, the second clutch 6 remains disengaged.

[0054] The transmission mechanism also includes a clutch interlock device (see Figure 2-5 ), the clutch interlock device is configured such that when the second clutch 6 is engaged, the first clutch 2 is immediately and automatically disengaged. This ensures that the power of the internal combustion engine is only used to drive the motor generator to charge the electric vehicle's power battery and cannot be supplied to the electric vehicle's wheels, thereby facilitating compliance with emission regulations and obtaining production approval for new energy vehicles.

[0055] The type of the second clutch 6 is not particularly limited. However, preferably, as described above, the second clutch 6 is a tooth clutch (also known as a dog clutch or a claw clutch) or a synchronizer to achieve a particularly compact space. In the case where the second clutch 6 is a tooth clutch, the second actuating element 82 is, for example, a rack for controlling the engagement and disengagement of the second clutch 6. The tooth clutch can be a radial tooth clutch or an axial tooth clutch. In the case of a radial tooth clutch, as Figure 1 As shown, the output shaft 71, equipped with a dog clutch, includes a first shaft portion 711 connected to the differential 7 and a second shaft portion 712 connected to one of the wheels 8. The dog clutch includes a first external spline provided on the first shaft portion, a second external spline provided on the second shaft portion, and a sleeve provided with an internal spline. The sleeve, via its internal spline, is slidably mounted on one of the first and second external splines. When engagement is desired, the sleeve is actuated axially toward one side by the second actuating element 82, or rack, of the second clutch actuator A2, causing its internal spline to engage with the other external spline, thereby achieving synchronous rotation of the first and second shaft portions. When the dog clutch is to be disengaged, the second actuating element 82, or rack, of the second clutch actuator A2 is actuated axially toward the other side to disengage the internal spline of the sleeve from the other external spline, thereby disconnecting the first and second shaft portions. The tooth clutch is characterized by its simple structure, low drag loss, compact dimensions, and the fact that the two connected shafts do not rotate relative to each other after engagement. It is easy to operate, can transmit high torque, effectively prevents overload and overheating, and extends the service life of the equipment. It also has a fast response characteristic. Using this tooth clutch, the transmission mechanism for electric vehicles according to the present disclosure is compact and can quickly drive the electric vehicle (auxiliary drive).

[0056] The first clutch 2 is selected so that the clutch can be quickly disconnected, and is preferably a friction plate clutch, for example. Friction plate clutches have the advantages of quick disconnection, simple construction, and thus low cost. As described above, the second rotating component 22 of the first clutch 2 is power-connected to the second input shaft 12 and / or the motor generator 4. It is easy to understand that the second rotating component 22 of the first clutch 2 can be directly power-connected to the output shaft of the motor generator 4, and in this case, the second rotating component 22 includes the second input shaft 12. Alternatively, the second rotating component 22 of the first clutch 2 can be power-connected to the output shaft of the motor generator 4 via a reduction gear. The first actuating element 80 of the first clutch actuator A1 can engage or disengage the first clutch 2.

[0057] It is conceivable that the second clutch 6 is also a friction plate clutch, and in this case the construction of the second clutch actuator A2 for the second clutch 6 is substantially the same as the construction of the first clutch actuator A1 for the first clutch 2 .

[0058] The differential 7 is a conventional type of differential. Each output shaft 71 of the transmission is connected to the differential 7 at one end and to a corresponding wheel 8 of the electric vehicle at the other end. In this case, the output shaft 71 of the transmission can also be considered as the output shaft of the differential 7 itself. The specific construction of the differential is known and will not be described in detail herein.

[0059] The drive connection between the input gear 70 of the differential 7 and the second rotating member 22 of the first clutch 2 can be achieved in a variety of ways. For example, the outer peripheral edge of the second rotating member 22 of the first clutch 2 can 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 is capable of directly engaging with the first rotating member 21 of the first clutch 2, and the intermediate gear 23 is arranged on the rotating shaft 221 in a rotationally fixed manner. The intermediate gear 23 meshes with the input gear 70 of the differential 7, thereby enabling power from the first clutch 2 to be transmitted to the differential 7.

[0060] As described above, a reduction gear may be provided between the first clutch 2 and the electric generator 4, and the reduction gear may be, for example, a planetary gear mechanism 3. That is, the transmission mechanism includes a reduction gear, 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 planetary carrier 34 that supports the planetary gears. The sun gear 31 is dynamically connected to the second input shaft 12, and thereby dynamically connected to the output shaft of the electric generator 4. The ring gear 33 is fixed, for example, fixed relative to the frame of the electric vehicle, and the planetary carrier 34 is dynamically connected to the second rotating member 22 of the first clutch 2, specifically, 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 decelerate the rotation of the electric generator 4.

[0061] The first rotating component 21 of the first clutch 2 can be directly connected to a power source, such as the internal combustion engine 1. Preferably, to cushion and reduce vibrations of the output of the power source, such as the internal combustion engine 1, the transmission mechanism for an electric vehicle can be provided with a shock absorber 11, which is disposed between the first input shaft 10 and the first clutch 2. The input end of the shock absorber 11 is connected to the first input shaft 10, thereby enabling connection to the crankshaft of the internal combustion engine 1, for example, and the output end of the shock absorber 11 is connected to the first rotating component 21 of the first clutch 2. The shock absorber is preferably a torsional vibration damper. However, the shock absorber can be another type of shock absorber, such as a hydraulic shock absorber.

[0062] Preferably, the transmission mechanism includes a housing B, with the internal combustion engine 1 and the motor generator 4 located on opposite sides of the housing B. Housing B can be fixed to the frame of an electric vehicle, for example. When the transmission mechanism includes housing B, the first input shaft 10 rotatably passes through a wall on one side of the housing B, and the second input shaft 12 rotatably passes through a wall on a second side of the housing B, opposite the first side. For example, the internal combustion engine 1 is located on one side and is power-connected to the first input shaft 10, while the motor generator 4 is located on the other side and is power-connected to the second input shaft 12. The shock absorber 11 and the planetary gear mechanism 3 can be located inside or outside the housing B. The first clutch 2 is preferably located inside the housing B. The differential 7 is preferably located inside the housing B. One of the two output shafts 71 rotatably passes through a wall on one side of the housing B, while the other output shaft rotatably passes through a wall on the other side of the housing B. It should be understood that the positional relationships of all components of the transmission mechanism relative to the housing B are not restrictive and can be appropriately selected based on practical needs. The configuration 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 the output shaft.

[0063] The components of the transmission mechanism for electric vehicles of the above structure are rationally arranged and compact in structure, which is convenient for assembly and saves space, thereby improving the utilization rate of the space inside the vehicle.

[0064] The range extender for an electric vehicle disclosed herein comprises the aforementioned transmission mechanism and the motor generator 4. The second input shaft 12 of the transmission mechanism for an electric vehicle is power-connected to the motor generator 4.

[0065] The motor generator 4 is a motor that can function as both a motor and a generator. The motor generator 4 is provided with an inverter 5 for controlling the operation of the motor generator 4. The motor generator 4 is preferably a permanent magnet synchronous motor (PSM). However, it should be understood that the type of motor generator 4 is not limited.

[0066] The range extender system for an electric vehicle disclosed herein includes the above-mentioned range extender and an internal combustion engine 1. The first input shaft 10 of the transmission mechanism for the electric vehicle is connected to the crankshaft power of the internal combustion engine 1. The specific type of the internal combustion engine 1 is not limited, and for example, it can be an inline 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 as needed. Thus, using the clutch interlocking device disclosed herein, the internal combustion engine 1 can only transmit power to the motor generator 4 to generate electricity, and the motor generator 4 can provide power to the electric vehicle.

[0067] Existing range extenders and / or range extender systems typically use two motors: one dedicated to generating electricity and the other dedicated to driving the vehicle. This makes the device bulky and increases costs. However, the range extender and / or range extender system described above in the present disclosure requires only one motor, namely the motor generator 4, to achieve both power generation and vehicle driving, thereby achieving range extension at a low cost and in a small footprint.

[0068] The electric vehicle disclosed herein includes the above-described range-extending system and a pair of wheels 8, which are either a pair of front wheels or a pair of rear wheels of the electric vehicle, and preferably a pair of front wheels. 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-extending system disclosed herein can be the sole drive of the electric vehicle. Thus, efficient power generation and driving of the electric vehicle can be achieved without the need for an additional drive, thereby reducing costs.

[0069] However, the focus of the present disclosure is and it is easy to understand that the range extender system according to the present disclosure can be used as an auxiliary drive for an electric vehicle. Thus, additionally, the electric vehicle of the present disclosure may include a main drive. The main drive includes a main drive motor, a main inverter for controlling the main drive motor, and a main reducer connected to the power of the main drive motor. The main drive is used to drive a pair of wheels that are different from the pair of wheels 8 driven by the range extender system for the electric vehicle. For example, preferably, the main drive 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 drive itself can achieve two-wheel drive for the electric vehicle, the electric vehicle of the present disclosure can easily achieve four-wheel drive for the electric vehicle while having a range extender function.

[0070] By utilizing the range extender and / or range extender system of an electric vehicle having the above-described 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 and / or range extender system is highly integrated and compact, thereby achieving low resistance loss when the electric vehicle is coasting.

[0071] Figure 2-5 It is a schematic structural diagram of multiple examples of the disclosed clutch interlocking device.

[0072] Figure 2 FIG. 1 is a schematic structural diagram of an example of a disclosed clutch interlocking device. Figure 2 As shown, the clutch interlocking device for the transmission mechanism of an electric vehicle according to the present disclosure includes a switch device 90. The switch device 90 is provided with a pressing portion 91 such as a button to turn the switch device on or off. The switch device 90 is a mechanical switch.

[0073] The switch device 90 is provided in the control circuit of the first clutch actuator A1 for the first clutch 2. For example, when the second clutch actuator A2 for the second clutch 6 is turned on, the second actuating element 82 of the second clutch actuator A2 is turned in one direction ( Figure 2 When the second clutch 6 is engaged (in the center and to the right), the second actuating element 82 presses the pressing portion 91 (or generates an electromagnetic signal), thereby closing the switch device 90 and disconnecting the control circuit of the first clutch actuator A1, thereby de-energizing the first clutch actuator A1 and disengaging the corresponding first clutch 2. This ensures that once the second clutch 6 is engaged, the first clutch 2 will automatically disengage, and if the first clutch 2 is a friction plate clutch, it will disengage quickly, thereby preventing the internal combustion engine's power from being transmitted to the wheels. It is contemplated that the clutch interlock device's switch device 90 can be provided in the control circuit of either the first clutch actuator A1 or the second clutch actuator A2; accordingly, the clutch interlock device is configured such that when the clutch corresponding to the other of the first and second clutch actuators A1 and A2 is engaged, the pressing portion 91 is operated to disengage the clutch corresponding to the first clutch actuator. This ensures that at most only one of the first and second clutches 2 and 6 is engaged at a time.

[0074] The first clutch actuator A1 and the second clutch actuator A2 may use different power supplies, or may use the same power supply. In the case of using the same power supply, the first clutch actuator A1 and the second clutch actuator A2 are connected in parallel.

[0075] Figure 3FIG. 1 is a schematic structural diagram of another example of a disclosed clutch interlocking device. Figure 3 As shown, the clutch interlocking device includes a magnet 81 and a Hall sensor 92. The magnet 81 and the Hall sensor 92 are spaced apart from each other.

[0076] The Hall sensor 92 is provided in the control circuit of the first clutch actuator A1 for the first clutch 2, and the magnet 81 is provided on the second actuating element 82 in the second clutch actuator A2 for the second clutch 6. When the second clutch actuator A2 is turned on, the second actuating element 82 in the second clutch actuator A2 moves in the one direction ( Figure 3 When the second clutch 6 is engaged, the second actuating element 82 drives the magnet 81 toward the Hall sensor 92 ( Figure 3 When the Hall sensor 92 moves to the right (in the middle), it receives a signal, disconnecting the control circuit of the first clutch actuator A1, thereby de-energizing the first clutch actuator A1 and disengaging the corresponding first clutch 2. This ensures that once the second clutch 6 engages, the first clutch 2 automatically disengages, and if the first clutch 2 is a friction plate clutch, it quickly disengages, thereby preventing the internal combustion engine's power from being transmitted to the wheels. It is contemplated that the Hall sensor 92 may be provided in the control circuit of either the first clutch actuator A1 or the second clutch actuator A2, with the magnet 81 provided on the corresponding actuating element of the other clutch actuator. Accordingly, when the clutch corresponding to the other clutch actuator engages, the magnet 81 is activated, causing the Hall sensor 92 to receive a signal, disengaging the clutch corresponding to the first clutch actuator. This ensures that at most only one of the first clutch 2 and the second clutch 6 is engaged at any one time.

[0077] Figure 4 FIG. 1 is a schematic structural diagram of another example of a disclosed clutch interlocking device. Figure 4As shown, the clutch interlock device includes a magnetic switch device 93. The magnetic switch device 93 is disposed in the control circuit of the first clutch actuator A1. The magnetic switch device 93 is positioned close to the control circuit of the second clutch actuator A2. Preferably, the magnetic switch device 93 is arranged close to or around the wiring of the control circuit of the second clutch actuator A2. When the second clutch actuator A2 is turned on to engage the second clutch 6, the magnetic switch device 93 induces current from the control circuit of the second clutch actuator A2. This disconnects the control circuit of the first clutch actuator A1, thereby de-energizing the first clutch actuator A1 and disengaging the corresponding first clutch 2. This ensures that the first clutch 2 is always disengaged when the second clutch 6 is engaged, thereby preventing the internal combustion engine's power from being transferred to the wheels. It is contemplated that the clutch interlock device's magnetic switch device 93 may be provided in the control circuit of one of the first clutch actuator A1 and the second clutch actuator A2. Accordingly, when the clutch corresponding to the other of the first clutch actuator A1 and the second clutch actuator A2 is engaged, the magnetic switch device 93 induces a current from the control circuit of the other clutch actuator to disengage the clutch corresponding to the first clutch actuator. This ensures that at most only one of the first clutch 2 and the second clutch 6 is engaged at any one time.

[0078] Please note that the magnetic switch device 93 remains in an operative state during both the on and off periods of the control circuit. The magnetic switch device 93 requires only a relatively small power consumption. For example, the power of the magnetic switch device 93 is approximately 2-5 watts.

[0079] Figure 5 FIG. 1 is a schematic structural diagram of another example of a disclosed clutch interlocking device. Figure 5 As shown, the clutch interlock device includes a relay 94. The relay 94 includes an electromagnetic coil 95 on the control side of the relay circuit, a contact system 96 on the load side of the relay circuit, and a spring 97 for controlling the contact system 96. When the relay 94 is not energized, the spring 97 keeps the contact system 96 in an open state.

[0080] A relay 94 is provided in the control circuit of the first clutch actuator A1. The relay 94 is positioned close to the control circuit of the second clutch actuator A2. Preferably, the relay 94 is arranged close to or around the wiring of the control circuit of the second clutch actuator A2. When the second clutch actuator A2 for the second clutch 6 is turned on and the second clutch 6 is engaged, the relay 94 can induce current from the control circuit of the second clutch actuator A2 and thereby energize. When the relay 94 is energized, the electromagnetic force generated by the electromagnetic coil 95 causes the contact system 96 to overcome the spring force of the spring 97 and switch from an open state to an open state. As a result, the relay 94 disconnects the first clutch actuator A1 and, accordingly, disengages the first clutch 2. This ensures that the first clutch 2 is always disengaged when the second clutch 6 is engaged, thereby preventing the internal combustion engine's power from being transferred to the wheels. It is conceivable that the relay 94 is provided in the control circuit of one of the first clutch actuator A1 and the second clutch actuator A2, and that the relay 94 is configured to disengage the clutch corresponding to the other of the first clutch actuator A1 and the second clutch actuator A2 when the clutch corresponding to the first clutch actuator A1 and the second clutch actuator A2 is engaged. This ensures that at most only one of the first clutch 2 and the second clutch 6 is engaged at any one time.

[0081] According to the first embodiment, the range-extending system for an electric vehicle has multiple operating modes, including at least a standby mode, an electric mode, and an extended-range mode, and can automatically switch between the various modes based on the SOC of the power battery and the required vehicle speed. Accordingly, the present disclosure also provides a method for controlling the range-extending system for an electric vehicle, the method comprising: step S21, determining the relationship between the SOC of the power battery of the electric vehicle and an SOC threshold, or simultaneously determining the relationship between the SOC of the power battery of the electric vehicle and the SOC threshold and the relationship between the speed of the electric vehicle and the speed threshold; and step S22, selecting an operating mode for the range-extending system based on the determination result.

[0082] For example, when the SOC of the electric vehicle's power battery is greater than the SOC threshold and the vehicle speed is high, a standby mode is selected. In this standby mode, the range extender system is not activated. When the SOC of the electric vehicle's power battery is greater than the SOC threshold and the vehicle speed is low (e.g., climbing a hill), an electric mode is selected. In this electric mode, the range extender system is activated. The internal combustion engine 1 is not started and the first clutch 2 is disengaged, but the motor generator 4 is started and the second clutch 6 is engaged, thereby transmitting power from the motor generator 4 to the wheels of the electric vehicle. Furthermore, when the SOC of the electric vehicle's power battery is lower than the SOC threshold, a range extender mode, i.e., a charging mode, is selected. In this range extender mode, the internal combustion engine 1 is started, the first clutch 2 is engaged, the motor generator 4 functions as a generator, and the second clutch 6 is disengaged. The internal combustion engine 1 drives the motor generator 4 to generate electricity to charge the electric vehicle's power battery, thereby achieving the purpose of extending the range and reducing exhaust emissions. Please note that the method for controlling the range extender system for an electric vehicle is not limited to the above method and can be designed according to actual needs. By utilizing the clutch interlocking device, it is possible to ensure that at most only one of the first clutch 2 and the second clutch 6 is engaged at the same time.

[0083] Second embodiment:

[0084] Figure 6 1 is a schematic structural diagram of a transmission mechanism, a range extender, and a range extender system for an electric vehicle according to a second embodiment. Descriptions of the same parts of the second embodiment as those of the first embodiment are omitted, and only the differences are described.

[0085] Different from the first embodiment, Figure 6 As shown, in the second embodiment, the intermediate gear 23 is a first intermediate gear, and the transmission mechanism for an electric vehicle further includes a second intermediate gear 24 that meshes with the first intermediate gear. Specifically, the second intermediate gear 24 is disposed between the first intermediate gear and the input gear 70 of the differential 7 and provides a power connection between the first intermediate gear and the input gear 70 of the differential 7.

[0086] In addition, with Figure 1 As shown (the second clutch 6 is arranged on the right output shaft 71 of the transmission mechanism), differently, as Figure 6 As shown, the second clutch 6 is provided on the left output shaft 71 of the transmission mechanism. It should be understood that the second clutch 6 can be provided on the output shaft on either the left or right side of the transmission mechanism to disconnect the power transmission between the differential 7 and the pair of wheels 8, and the effect is the same.

[0087] Please note that if Figure 2-5 The examples of clutch interlocking devices shown in the disclosure are also applicable to Figure 6 The transmission mechanism, range extender and range extender system for electric vehicles are shown. Therefore, the structure and working principle of the clutch interlocking device will not be described in detail.

[0088] 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 to the first embodiment, in the transmission mechanism for an electric vehicle according to the second embodiment, a single-stage reduction is achieved from the first intermediate gear 23 to the second intermediate gear 24. However, it will be readily understood that multiple stages of reduction can be achieved between the first intermediate gear 23 and the input gear 70 of the differential 7.

[0089] Third embodiment:

[0090] Figure 7 1 is a schematic structural diagram of a transmission mechanism, a range extender, and a range extender system for an electric vehicle according to a third embodiment. Descriptions of the same parts of the third embodiment as those of the first and second embodiments are omitted, and only the differences are described.

[0091] The difference from the second embodiment is that Figure 7 As shown, in the third embodiment, the transmission mechanism for an electric vehicle further includes a third intermediate gear 25, which is coaxial with and rotates with the second intermediate gear 24 and is engaged with the input gear 70 of the differential 7. The third intermediate gear 25 has a different number of teeth than the second intermediate gear 24.

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

[0093] Please note that if Figure 2-5 The examples of clutch interlocking devices shown in the disclosure are also applicable to Figure 7 The transmission mechanism, range extender and range extender system for electric vehicles are shown. Therefore, the structure and working principle of the clutch interlocking device will not be described in detail.

[0094] Fourth embodiment:

[0095] Figure 8 1 is a schematic structural diagram of a transmission mechanism, a range extender, and a range extender system for an electric vehicle according to a fourth embodiment. Descriptions of the same parts of the fourth embodiment as those of the first to third embodiments are omitted, and only the differences are described.

[0096] Different from the third embodiment, Figure 8As shown, in the fourth embodiment, the second intermediate gear 24 and the third intermediate gear 25 are rotatably arranged on the intermediate shaft 222, and the second clutch 6 is located on the intermediate shaft 222 and is arranged between the second intermediate gear 24 and the third intermediate gear 25, thereby allowing or disconnecting the transmission of power between the second intermediate gear 24 and the third intermediate gear 25.

[0097] Compared with the first and second embodiments, in the transmission mechanism for an electric vehicle according to the fourth embodiment, two-stage speed reduction can be achieved between the first intermediate gear 23 and the input gear 70 of the differential 7 .

[0098] Please note that if Figure 2-5 The examples of clutch interlocking devices shown in the disclosure are also applicable to Figure 8 The transmission mechanism, range extender and range extender system for electric vehicles are shown. Therefore, the structure and working principle of the clutch interlocking device will not be described in detail.

[0099] Fifth embodiment:

[0100] Figure 9 1 is a schematic structural diagram of a transmission mechanism, a range extender, and a range extender system for an electric vehicle according to a fifth embodiment. Descriptions of the same parts of the fifth embodiment as those of the first to fourth embodiments are omitted, and only the differences are described.

[0101] The difference from the fourth embodiment is that Figure 9 As shown, the planet carrier 34 is fixed instead of the ring gear 33, and in the fifth embodiment, the ring gear 33 is connected to the rotating shaft 221 of the second rotating member 22 of the first clutch 2 and is provided with external teeth in the circumferential direction, and instead of the second intermediate gear 24 being meshed with the first intermediate gear 23, the second intermediate gear 24 is meshed with the external teeth of the ring gear 33. As a result, power can be transmitted from the ring gear 33 to the second intermediate gear 24. Figure 9 As shown, preferably, the first intermediate gear 23 is eliminated.

[0102] Compared with the first and second embodiments, in the transmission mechanism for an electric vehicle according to the fifth embodiment, two-stage speed reduction can be achieved between the ring gear 33 and the input gear 70 of the differential 7 .

[0103] Please note that if Figure 2-5 The examples of clutch interlocking devices shown in the disclosure are also applicable to Figure 9 The transmission mechanism, range extender and range extender system for electric vehicles are shown. Therefore, the structure and working principle of the clutch interlocking device will not be described in detail.

[0104] In addition, the present disclosure also provides a program product, such as a program carrier or computer medium, which includes a program containing multiple instructions, wherein when the program is run on an on-board computer, the instructions execute the method of controlling the range extender system for an electric vehicle.

[0105] The preferred embodiments of the present disclosure have been described above, but these embodiments are not intended to limit the scope of the rights of the present disclosure. Therefore, without exceeding the scope of protection defined by the claims of the present disclosure and without departing from the gist of the present disclosure and its equivalents, various embodiments may be modified.

Claims

1. A transmission mechanism for an electric vehicle, characterized in that include: a first input shaft (10); a second input shaft (12); a first clutch (2), the first clutch being provided 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) capable of engaging and disengaging with each other, the first rotating member (21) of the first clutch being dynamically connected to the first input shaft (10) and the second rotating member (22) of the first clutch being dynamically connected to the second input shaft (12), thereby enabling dynamic connection between the first input shaft (10) and the second input shaft (12); a first clutch actuator (A1) having a first actuating element (80) for actuating the first clutch (2) when energized; A differential (7), wherein the differential is provided with an input gear (70) on a differential housing, and the input gear (70) is capable of being power-connected to the second rotating component (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), thereby being capable of transmitting power from the differential (7) to the other end of each output shaft; a second clutch (6) provided on a power transmission path from the second rotating member (22) of the first clutch via the differential (7) to the other end of each output shaft, thereby being capable of disconnecting power transmission from the second rotating member (22) to the other end of each output shaft; a second clutch actuator (A2) having a second actuating element (82) for actuating the second clutch (6) when energized; and A clutch interlocking device is provided in a control circuit of one of the first clutch actuator (A1) and the second clutch actuator (A2), and is configured so that when one of the first clutch (2) and the second clutch (6) is engaged, the other clutch is automatically disengaged.

2. The transmission mechanism for an electric vehicle according to claim 1, characterized in that: The clutch interlocking device includes a switch device (90), wherein the switch device (90) is provided with a pressing portion (91) for switching the switch device on or off; The switching device (90) is provided in a control circuit of the one clutch actuator among the first clutch actuator (A1) and the second clutch actuator (A2); and When the other of the first clutch actuator (A1) and the second clutch actuator (A2) is turned on and the corresponding other clutch is engaged, the corresponding actuating element of the other clutch actuator presses the pressing portion (91) so that the control circuit of the one clutch actuator is disconnected and the corresponding one clutch is disengaged.

3. The transmission mechanism for an electric vehicle according to claim 1, characterized in that: The clutch interlock device includes a Hall sensor (92) and a magnet (81) spaced apart from the Hall sensor; The Hall sensor (92) is provided in a control circuit of one of the first clutch actuator (A1) and the second clutch actuator (A2), and the magnet (81) is provided on a corresponding actuating element of the other of the first clutch actuator (A1) and the second clutch actuator (A2); and When the other clutch actuator is turned on and the corresponding other clutch is engaged, the corresponding actuating element of the other clutch actuator drives the magnet (81) to move toward the Hall sensor (92), and the Hall sensor (92) captures the signal to disconnect the control circuit of the one clutch actuator so that the corresponding one clutch is disengaged.

4. The transmission mechanism for an electric vehicle according to claim 1, characterized in that: The clutch interlock device includes a magnetic switch device (93) provided in a control circuit of one of the first clutch actuator (A1) and the second clutch actuator (A2); and When the other of the first clutch actuator (A1) and the second clutch actuator (A2) is turned on and the corresponding other clutch is engaged, the magnetic switch device (93) induces current from the control circuit of the other clutch actuator to disconnect the control circuit of the one clutch actuator and thus disengage the corresponding one clutch.

5. The transmission mechanism for an electric vehicle according to claim 1, characterized in that: The clutch interlock device includes a relay (94) provided in a control circuit of one of the first clutch actuator (A1) and the second clutch actuator (A2); and When the other of the first clutch actuator (A1) and the second clutch actuator (A2) is turned on and the corresponding other clutch is engaged, the relay (94) is energized to disconnect the control circuit of the one clutch actuator so that the corresponding one clutch is disengaged.

6. The transmission mechanism for an electric vehicle according to any one of claims 1 to 5, characterized in that: The second clutch (6) is provided on any one of the two output shafts (71), thereby being able to disconnect the transmission of power from the differential (7).

7. The transmission mechanism for an electric vehicle according to claim 6, 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, wherein the main body portion is capable of directly engaging with the first rotating member (21) of the first clutch (2). The intermediate gear (23) is arranged on the rotating shaft (221) in a rotationally fixed manner, and The intermediate gear (23) is power-connected to the input gear (70) of the differential (7).

8. The transmission mechanism for an electric vehicle according to claim 7, 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), which is meshed with the first intermediate gear.

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

10. The transmission mechanism for an electric vehicle according to claim 8, characterized in that: The transmission mechanism for an electric vehicle further includes a third intermediate gear (25) which is coaxial with and rotates together with the second intermediate gear (24) and is meshed with an input gear (70) of the differential (7).

11. The transmission mechanism for an electric vehicle according to any one of claims 1 to 5, characterized in that: The second rotating member (22) of the first clutch (2) comprises a main body and a rotating shaft (221) connected to the main body, the main body being directly engageable with the first rotating member (21) of the first clutch (2), an intermediate gear (23) being arranged on the rotating shaft (221) in a rotationally fixed manner, the intermediate gear (23) being a first intermediate gear; Wherein, the transmission mechanism for the electric vehicle further comprises a second intermediate gear (24), and the second intermediate gear (24) is meshed with the first intermediate gear; The transmission mechanism for the electric vehicle further comprises a third intermediate gear (25), the third intermediate gear (25) being coaxial with the second intermediate gear (24) and capable of rotating together, and the third intermediate gear (25) being meshed with the input gear (70) of the differential (7); and The second clutch (6) is arranged between the second intermediate gear (24) and the third intermediate gear (25), thereby being able to disconnect the power transmission between the second intermediate gear (24) and the third intermediate gear (25).

12. The transmission mechanism for an electric vehicle according to any one of claims 1 to 5, characterized in that: The transmission mechanism for the electric vehicle further comprises a planetary gear mechanism (3), wherein the planetary gear mechanism (3) comprises a sun gear (31), planetary gears (32), a ring gear (33) and a planet carrier (34) supporting the planetary gears. The sun gear (31) is in power connection with the second input shaft (12), and The planet carrier (34) is fixed; The ring gear (33) is dynamically connected to the second rotating member (22) of the first clutch (2), and the ring gear (33) is provided with external teeth in the circumferential direction; and Wherein, the transmission mechanism for the electric vehicle further comprises a second intermediate gear (24), and the second intermediate gear (24) is meshed with the external teeth of the ring gear (33); The transmission mechanism for the electric vehicle further comprises a third intermediate gear (25), the third intermediate gear (25) being coaxial with the second intermediate gear (24) and capable of rotating together, and the third intermediate gear (25) being meshed with the input gear (70) of the differential (7); and The second clutch (6) is arranged between the second intermediate gear (24) and the third intermediate gear (25), thereby being able to disconnect the power transmission between the second intermediate gear (24) and the third intermediate gear (25).

13. The transmission mechanism for an electric vehicle according to any one of claims 1 to 5, characterized in that: The transmission mechanism for the electric vehicle further comprises: A shock absorber (11) is provided between the first input shaft (10) and the first clutch (2), an input end of the shock absorber (11) being dynamically connected to the first input shaft (10), and an output end of the shock absorber (11) being dynamically connected to a first rotating component (21) of the first clutch (2).

14. The transmission mechanism for an electric vehicle according to any one of claims 1 to 5, characterized in that: The second clutch (6) is a dog clutch or a synchronizer.

15. The transmission mechanism for an electric vehicle according to claim 14, characterized in that: The first clutch (2) is a friction plate clutch.

16. The transmission mechanism for an electric vehicle according to any one of claims 1 to 5, characterized in that: The first clutch (2) is a friction plate clutch.

17. The transmission mechanism for an electric vehicle according to claim 6, characterized in that: The second clutch (6) is a dog clutch or a synchronizer.

18. The transmission mechanism for an electric vehicle according to claim 11, characterized in that: The second clutch (6) is a dog clutch or a synchronizer.

19. The transmission mechanism for an electric vehicle according to claim 12, wherein: The second clutch (6) is a dog clutch or a synchronizer.

20. A range extender for an electric vehicle, characterized in that include: a motor generator (4); and A transmission mechanism for an electric vehicle according to any one of the preceding claims, The second input shaft (12) of the transmission mechanism for the electric vehicle is connected to the electric generator (4) in a power connection.

21. The range extender for an electric vehicle according to claim 20, characterized in that: The motor generator is a permanent magnet synchronous motor.

22. A range-extending system for an electric vehicle, characterized in that include: Internal combustion engine (1); According to the range extender for electric vehicles according to claim 20 or 21, Wherein, the first input shaft (10) of the transmission mechanism for the electric vehicle is connected to the internal combustion engine (1) in a power connection.

23. The range-extending system for an electric vehicle according to claim 22, characterized in that: The internal combustion engine is an inline 4-cylinder internal combustion engine.

24. An electric vehicle, characterized in that include: The range extender system for an electric vehicle according to claim 22 or 23; and a pair of wheels (8), the pair of wheels being a pair of front wheels of the electric vehicle, The other end of each of the two output shafts of the transmission mechanism for the electric vehicle is connected to a corresponding wheel in the pair of wheels (8) in a power connection.

25. The electric vehicle according to claim 24, characterized in that include: A main drive, comprising a main drive motor and a main reducer connected to the main drive motor. Wherein, the main drive is used to drive a pair of rear wheels of the electric vehicle.

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