Electric control coupling box for extended-range electric four-wheel drive system

Abstract

The utility model provides an electric control coupling box for an extended range electric four-wheel drive system, which comprises a coupling box shell, a plurality of gears, a gear sleeve, a shaft and a mode switching module, the gears, the gear sleeve and the shaft are arranged in the coupling box shell, and the mode switching module is used for controlling the working mode of the coupling box. The first intermediate shaft gear and the second intermediate shaft gear are sleeved on the intermediate shaft at intervals, the motor shaft gear sleeve is fixedly sleeved on the motor connecting shaft, the motor gear and the power transmission driving gear are sleeved on the motor connecting shaft at intervals, and the engine input shaft gear, the first intermediate shaft gear and the motor gear are sequentially meshed. The second intermediate shaft gear is meshed with the power transmission driving teeth, the second movable gear sleeve can move along the motor connecting shaft, and the first movable gear sleeve can move along the intermediate shaft. According to the electric control coupling box, multiple modes such as engine driving, motor driving, neutral position and power generation can be achieved, the electric control coupling box can be additionally arranged in an existing automobile power system, and the original power system does not need to be thoroughly changed.

Description

Technical Field

[0001] The utility model belongs to the technical field of new energy vehicles, and in particular is an electronically controlled coupling box for a range-extended electric four-wheel drive system. Background Art

[0002] At present, the power system of pure electric four-wheel drive vehicles on the market mostly adopts a structure of dual electric motors equipped with large-capacity batteries, or a three-motor structure of two electric motors and a range extender generator, such as Figure 1 The power systems of the above two structures are large in size, occupy a large space, and are expensive. When driving the car with an electric motor at high speed, the electric motor consumes more power and has a poor energy-saving effect. Utility Model Content

[0003] In response to the above-mentioned problems existing in the prior art, the purpose of the present utility model is to provide an electronically controlled coupling box for an extended-range electric four-wheel drive system, wherein the electronically controlled coupling box can switch the power connected to the vehicle wheels, and the power is a motor or an engine, realizing multiple modes such as engine drive, motor drive, neutral, and power generation. The electronically controlled coupling box can be added to the existing vehicle power system without completely changing the original power system, thereby reducing the cost of improvement. The power system can adopt a dual motor in conjunction with an electronically controlled coupling box system to realize switching between two-wheel drive and four-wheel drive, switching between pure electric four-wheel drive and hybrid four-wheel drive, and any combination and switching of electric, hybrid, and pure oil drive. The power system takes up less space and the overall vehicle layout is easier.

[0004] In order to achieve the above purpose, the technical solution adopted by the utility model is:

[0005] An electronically controlled coupling box for an extended-range electric four-wheel drive system comprises a coupling box housing and an engine connecting shaft, a motor connecting shaft and an intermediate shaft installed in the coupling box housing, an engine input shaft gear, an intermediate shaft gear 1, an intermediate shaft gear 2, a motor gear, a power transmission driving gear, a motor shaft gear sleeve and a mode switching module, wherein the mode switching module comprises a movable gear sleeve 1 and a movable gear sleeve 2, the movable gear sleeve 1 and the movable gear sleeve 2, the intermediate shaft is located between the engine connecting shaft and the motor connecting shaft, the engine input shaft gear is fixedly sleeved on the engine connecting shaft, the intermediate shaft gear 1 and the intermediate shaft gear 2 are sleeved on the intermediate shaft with space between them, and the motor shaft gear sleeve is fixedly sleeved on the motor shaft. On the connecting shaft, the motor gear and the power transmission driving gear are loosely sleeved on the motor connecting shaft, the engine input shaft gear, the intermediate shaft gear 1 and the motor gear are meshed in sequence, the intermediate shaft gear 2 is meshed with the power transmission driving gear, the movable gear sleeve 2 is movable along the motor connecting shaft, the movable gear sleeve 2 can be moved to co-rotate with the motor gear and the motor shaft gear sleeve, or only connect the motor shaft gear sleeve, or co-rotate with the motor shaft gear sleeve and the power transmission driving gear, the movable gear sleeve 1 is movable along the intermediate shaft, the movable gear sleeve 1 can be moved to co-rotate with the motor intermediate shaft gear 1 and the intermediate shaft gear 2, or disconnect the intermediate shaft gear 1 and the intermediate shaft gear 2.

[0006] As a further improvement of the above technical solution:

[0007] The engine connecting shaft, the intermediate shaft and the motor connecting shaft are arranged in parallel and at intervals.

[0008] One end of the engine connecting shaft is connected to the driving shaft of the engine of the vehicle through the engine crankshaft connecting flange, and one end of the motor connecting shaft is detachably connected to the driving shaft of the first motor of the vehicle.

[0009] The coupling box also includes a transmission shaft, a power transmission passive gear and a main reduction gear. The power transmission passive gear and the main reduction gear are fixedly sleeved on the transmission shaft. The power transmission active teeth engage the power transmission passive gear, and the main reduction gear transmits drive to the vehicle wheels.

[0010] The main reduction gear is meshed with the main reduction gear of the vehicle, and the main reduction gear is coaxially connected to the differential of the vehicle.

[0011] The mode switching module is installed on the coupling box housing.

[0012] The coupling box also includes a sensor, a second motor, a shift head and a double shift fork. The double shift fork is connected to and drives the movable gear sleeve 1 and the movable gear sleeve 2 to move. The second motor is connected to and drives the shift head to move in a bidirectional linear manner. The shift head is connected to and drives the double shift fork to move. The sensor is used to sense the position of the shift head and send the sensed position information to the controller of the power system.

[0013] The beneficial effects of the present invention are as follows: the electronically controlled coupling box can switch the power connected to the vehicle wheels, and the power is a motor or an engine, realizing multiple modes such as engine drive, motor drive, neutral gear, and power generation. The electronically controlled coupling box can be added to the existing vehicle power system without completely changing the original power system, thereby reducing the improvement cost. The power system can adopt dual motors (one electric motor and one range extender) in conjunction with an electronically controlled gearbox system to realize switching between two-wheel drive and four-wheel drive, and realize switching between pure electric four-wheel drive and hybrid four-wheel drive, and realize any combination and switching of electric, hybrid, and pure oil drive. The power system takes up less space and is easier to arrange the entire vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0014] Figure 1 It is a schematic diagram of a power system of an automobile in the prior art of the utility model.

[0015] Figure 2 It is a structural schematic diagram of an electric control coupling box according to an embodiment of the present utility model.

[0016] Figure 3 It is a schematic structural diagram of a mode switching module according to an embodiment of the present invention.

[0017] Figure 4 This is a schematic diagram of a pure electric four-wheel drive mode of an embodiment of the present utility model.

[0018] Figure 5 It is a schematic diagram of an engine driving mode of an embodiment of the present utility model.

[0019] Figure 6 It is a schematic diagram of a power generation mode of an embodiment of the utility model.

[0020] Figure 7 It is a schematic diagram of a rear-wheel drive mode of an embodiment of the present utility model.

[0021] Figure 8 It is a schematic structural diagram of an automobile power system according to an embodiment of the present utility model. DETAILED DESCRIPTION

[0022] The following is a detailed description of the specific embodiments of the present invention in conjunction with the accompanying drawings. It should be understood that the specific embodiments described herein are only used to illustrate and explain the present invention and are not intended to limit the present invention.

[0023] For ease of description, spatially relative terms such as "above", "above", "on the upper surface of", "above", etc. may be used herein to describe the spatial positional relationship of a device or feature to other devices or features as shown in the figures. It should be understood that spatially relative terms are intended to include different orientations of the device in use or operation in addition to the orientation described in the figures. For example, if the device in the drawings is inverted, the device described as "above other devices or structures" or "above other devices or structures" will be positioned as "below other devices or structures" or "below other devices or structures". Thus, the exemplary term "above" can include both "above" and "below". The device can also be positioned in other different ways (rotated 90 degrees or in other orientations), and the spatially relative descriptions used here are interpreted accordingly.

[0024] An electronically controlled coupling box for an extended range electric four-wheel drive system, such as Figure 2 and 3 The coupling box comprises a coupling box housing 24 and an engine connecting shaft, a motor connecting shaft, an intermediate shaft 27, a transmission shaft, an engine input shaft gear Z1, an intermediate shaft gear 1 Z2, an intermediate shaft gear 2 Z4, a motor gear Z3, a motor shaft gear sleeve 29, a power transmission driving gear Z5, a power transmission driven gear Z6, a main reduction gear 25, a movable gear sleeve 2 236, a movable gear sleeve 1 235 and an engine crankshaft connecting flange 21 installed in the coupling box housing 24.

[0025] The engine connecting shaft, the intermediate shaft 27, the motor connecting shaft and the transmission shaft are arranged in parallel and spaced apart in sequence. One end of the engine connecting shaft is connected to the drive shaft of the vehicle's engine 1 through the engine crankshaft connecting flange 21, and one end of the motor connecting shaft is detachably connected to the drive shaft of the vehicle's first motor 3.

[0026] Each gear and gear sleeve is connected to the engine connecting shaft, intermediate shaft 27, motor connecting shaft or transmission shaft. The details are as follows:

[0027] The engine input shaft gear Z1 is fixedly sleeved on the engine connecting shaft.

[0028] Intermediate shaft gear 1 Z2 and intermediate shaft gear 2 Z4 are spaced apart on the intermediate shaft 27 , and a movable gear sleeve 1 235 is also spaced apart on the intermediate shaft 27 .

[0029] The motor shaft gear sleeve 29 is fixedly sleeved on the motor connecting shaft, the motor gear Z3 and the power transmission active gear Z5 are loosely sleeved on the motor connecting shaft, and the motor connecting shaft is also loosely sleeved with a second movable gear sleeve 236.

[0030] The power transmission driven gear Z6 and the main reduction gear 25 are fixedly sleeved on the transmission shaft at intervals.

[0031] The engine input shaft gear Z1, the intermediate shaft gear 1 Z2 and the motor gear Z3 are meshed in sequence, and the intermediate shaft gear 2 Z4, the power transmission driving gear Z5 and the power transmission driven gear Z6 are meshed in sequence.

[0032] The second movable gear sleeve 236 is movable along the motor connecting shaft. The second movable gear sleeve 236 can be moved to co-rotatably connect the motor gear Z3 and the motor shaft gear sleeve 29, or to connect only the motor shaft gear sleeve 29, or to co-rotatably connect the motor shaft gear sleeve 29 and the power transmission driving gear Z5. Preferably, the motor gear Z3 is fixedly connected to the third fixed gear sleeve, and the second movable gear sleeve 236 is movable to co-rotatably connect the third fixed gear sleeve and the motor shaft gear sleeve 29. That is, the motor gear Z3 is co-rotatably connected to the motor shaft gear sleeve 29 via the third fixed gear sleeve and the second movable gear sleeve 236.

[0033] Movable gear sleeve 1 235 is movable along intermediate shaft 27. Movable gear sleeve 1 235 can be moved to corotatably connect intermediate shaft gear 1 Z2 and intermediate shaft gear 2 Z4, or to connect only intermediate shaft gear 2 Z4, i.e., disconnecting intermediate shaft gear 1 Z2 and intermediate shaft gear 2 Z4. Preferably, intermediate shaft gear 1 Z2 is fixedly connected to a first fixed gear sleeve, and intermediate shaft gear 2 Z4 is fixedly connected to a second fixed gear sleeve. Movable gear sleeve 1 235 can be moved to corotatably connect the first and second fixed gear sleeves, or to be independently sleeved on the second fixed gear sleeve.

[0034] The coupling box also includes a sensor 231, a second motor 232, a shift head 233, and a double shift fork 234. The double shift fork 234 connects to and drives the synchronous movement of the movable gear sleeve 1 235 and the movable gear sleeve 2 236. The second motor 232 connects to and drives the shift head 233 for bidirectional linear motion, and the shift head 233 connects to and drives the double shift fork 234 for movement. The sensor 231 is used to sense the position of the shift head 233 and transmit the sensed position information to the power system controller. The sensor 231, the second motor 232, the shift head 233, the double shift fork 234, the movable gear sleeve 1 235, and the movable gear sleeve 2 236 constitute the mode switching module 23.

[0035] An idle sleeve means that the two are not directly connected. For example, the motor gear Z3 is idle on the drive shaft of the first motor 3, which means that the motor gear Z3 is not directly connected to the first motor 3 and the two cannot directly transmit drive.

[0036] Based on the structure of the coupling box described above, when applied to a vehicle power system, its installation and connection method is as follows: the main reduction gear 25 engages the vehicle's main reduction gear 26, which is coaxially connected to the vehicle's differential 28. One end of the engine connecting shaft is connected to the drive shaft of the engine 1, and one end of the motor connecting shaft is connected to the drive shaft of the first motor 3. During connection, the coupling box housing 24 is connected to the engine scoop housing 22 on which the engine 1 is mounted, achieving a compact and integrated overall structure.

[0037] Based on the above connection, the drive of the first motor 3 can be transmitted to the differential 28, such as Figure 4 As shown, at this point, movable gear sleeve 236 has moved to corotatably connect the motor shaft gear sleeve 29 and the power transmission driving gear Z5, while movable gear sleeve 1 235 is connected only to intermediate shaft gear Z4. The transmission path for first motor 3 is as follows: first motor 3 - motor shaft gear sleeve 29 - movable gear sleeve 236 - power transmission driving gear Z5 - power transmission driven gear Z6 - transfer shaft - main reduction gear 25 - main reduction gear 26 - differential 28.

[0038] The engine 1 is connected to the differential 28 and the first motor 3 at the same time. Figure 5 As shown, at this point, movable gear sleeve 1 235 corotates with motor intermediate gear 1 Z2 and intermediate gear 2 Z4, while movable gear sleeve 2 236 corotates with motor gear Z3 and motor shaft gear sleeve 29. The transmission path from engine 1 to differential 28 is as follows: engine 1 - engine input shaft gear Z1 - intermediate gear 1 Z2 - first fixed gear sleeve - movable gear sleeve 1 235 - second fixed gear sleeve - intermediate gear 2 Z4 - power transmission driving gear Z5 - power transmission driven gear Z6 - transfer shaft - main reduction gear 25 - main reduction gear 26 - differential 28. At this point, engine 1 is also connected to first motor 3, enabling engine 1 to generate electricity for first motor 3. The transmission path from engine 1 to first motor 3 is as follows: engine 1 - engine input shaft gear Z1 - intermediate gear 1 Z2 - motor gear Z3 - third fixed gear sleeve - movable gear sleeve 236 - motor shaft gear sleeve 29 - first motor 3.

[0039] The engine 1 is only connected to the first motor 3, and the first motor 3 is not connected to the differential 28. Figure 6 As shown, the first motor 3 can now start the engine 1, and the engine 1 can generate electricity for the first motor 3. At this point, the movable gear sleeve 1 235 is connected only to the intermediate shaft gear 2 Z4, while the movable gear sleeve 236 is corotatably connected to the motor gear Z3 and the motor shaft gear sleeve 29. The power transmission path for the first motor 3 to start the engine 1 is as follows: first motor 3 - motor shaft gear sleeve 29 - movable gear sleeve 236 - third fixed gear sleeve - motor gear Z3 - intermediate shaft gear 1 Z2 - engine input shaft gear Z1 - engine 1.

[0040] The engine 1 and the first motor 3 are not connected to each other, and neither the engine 1 nor the first motor 3 is connected to the differential 28. Figure 7 At this time, the movable gear sleeve 1 235 is only connected to the intermediate shaft gear 2 Z4, and the movable gear sleeve 2 236 is only connected to the motor shaft gear sleeve 29.

[0041] The mode switching module 23 is used to switch the working mode of the power system.

[0042] Based on the above-mentioned electronically controlled coupling box, an automobile power system is provided, such as Figure 8 As shown, it includes an engine 1, a first motor 3, an electronic control unit 4, a battery 5, an electric motor 6 and the above-mentioned electronic control coupling box 2.

[0043] The battery 5 powers the first motor 3 and the electric motor 6, which is connected via a speed reducer to drive the rear wheels of the vehicle. The electronically controlled coupling box 2 is connected to the differential 28 of the vehicle's front wheels. The engine 1 can be connected to and drive the differential 28 via the electronically controlled coupling box 2, and the first motor 3 can be connected to and drive the differential 28 via the electronically controlled coupling box 2. The engine 1 and the first motor 3 can be connected via the electronically controlled coupling box 2. In other words, the vehicle's front wheels can be driven by both the engine 1 and the first motor 3; the first motor 3 can also start the engine 1; and the engine 1 can be connected to and drive the first motor 3, generating electricity that charges the battery 5. In the diagram, F indicates the vehicle's forward direction.

[0044] The engine 1, the electronic control coupling box 2, the first motor 3 and the electric motor 6 are electrically connected to the electronic control unit 4. The electronic control unit 4 is connected to and controls the operation of the second motor 232 of the mode switching module 23 of the electronic control coupling box 2.

[0045] Based on the above structure, the power system includes four working modes: pure electric four-wheel drive mode, hybrid drive mode, parking or driving power generation mode, and rear-wheel pure electric two-wheel drive mode.

[0046] In pure electric four-wheel drive mode, the front wheels of the vehicle are driven by first motor 3 of electronically controlled coupling box 2, while the rear wheels are driven by electric motor 6. This is a pure electric four-wheel drive mode suitable for high-torque conditions such as hill climbing. In pure electric four-wheel drive mode, first motor 3 is connected to and drives the front wheel differential 28.

[0047] In the hybrid driving mode, the front wheels of the vehicle are driven by the engine 1 , which is simultaneously connected to the first motor 3 , and the electric motor 6 can stop working, which is suitable for high-speed cruising conditions.

[0048] In hybrid drive mode, the vehicle can be driven solely by engine 1, or the front wheels can be driven by engine 1 and the rear wheels by electric motor 6. Engine 1 is also connected to first motor 3, driving it to generate electricity and supply power to battery 5. In this mode, first motor 3 acts as a generator. In engine drive mode, engine 1 is connected to and drives the front wheel differential 28. This mode is suitable for medium and high-speed driving with moderate loads.

[0049] Furthermore, there are two hybrid drive modes: a hybrid two-wheel drive mode and a hybrid four-wheel drive mode. The hybrid two-wheel drive mode means that the engine 1 drives the front wheels of the vehicle, and the electric motor 6 does not drive the rear wheels. The hybrid four-wheel drive mode means that the engine 1 drives the front wheels of the vehicle, and the electric motor 6 drives the rear wheels.

[0050] In power generation mode, the first motor 3 is connected to the engine 1, and neither the first motor 3 nor the engine 1 is connected to the front wheels. The rear wheels are driven by the electric motor 6. This allows the first motor 3 to start the engine 1 while the vehicle is driving, and the engine 1 drives the first motor 3 to generate electricity and charge the battery 5. Similarly, if the rear-wheel drive motor 6 stops working, parking power generation can be achieved.

[0051] In the rear-wheel drive mode, the motor 6 is connected to and drives the rear wheels, and the vehicle is driven only by the motor 6. That is, at this time, the front wheels of the vehicle have no power output, which is suitable for the vehicle starting stage.

[0052] Switching between these multiple operating modes is achieved through the mode switching module 23, specifically by moving the movable gear sleeve 1 235 and the movable gear sleeve 2 236. A single motor is used for medium and low speed operation, while the engine can directly drive the vehicle during high-speed cruising. Dual motors assist the vehicle on hills, enabling parking power generation and brake energy recovery.

[0053] Finally, it is necessary to explain here that the above embodiments are only used to further illustrate the technical solution of the utility model in detail and cannot be understood as limiting the scope of protection of the utility model. Some non-essential improvements and adjustments made by technicians in this field based on the above content of the utility model are all within the scope of protection of the utility model.

Claims

1. An electronically controlled coupling box for a range-extended electric four-wheel drive system, characterized in that: The invention comprises a coupling box housing (24), an engine connecting shaft, a motor connecting shaft and an intermediate shaft (27) installed in the coupling box housing (24), an engine input shaft gear (Z1), an intermediate shaft gear 1 (Z2), an intermediate shaft gear 2 (Z4), a motor gear (Z3), a power transmission active gear (Z5), a motor shaft gear sleeve (29) and a mode switching module (23), wherein the mode switching module (23) comprises a movable gear sleeve 1 (235) and a movable gear sleeve 2 (236), the intermediate shaft (27) is located between the engine connecting shaft and the motor connecting shaft, the engine input shaft gear (Z1) is fixedly sleeved on the engine connecting shaft, the intermediate shaft gear 1 (Z2) and the intermediate shaft gear 2 (Z4) are spaced and sleeved on the intermediate shaft (27), the motor shaft gear sleeve (29) is fixedly sleeved on the motor connecting shaft, the motor gear (Z3) and the power transmission active gear (Z5) is spaced apart and sleeved on the motor connecting shaft, the engine input shaft gear (Z1), the intermediate shaft gear 1 (Z2) and the motor gear (Z3) are meshed in sequence, the intermediate shaft gear 2 (Z4) and the power transmission active gear (Z5) are meshed, the movable gear sleeve 2 (236) is movable along the motor connecting shaft, the movable gear sleeve 2 (236) is movable to co-rotatably connect the motor gear (Z3) and the motor shaft gear sleeve (29), or only connect the motor shaft gear sleeve (29), or co-rotatably connect the motor shaft gear sleeve (29) and the power transmission active gear (Z5), the movable gear sleeve 1 (235) is movable along the intermediate shaft (27), the movable gear sleeve 1 (235) is movable to co-rotatably connect the motor intermediate shaft gear 1 (Z2) and the intermediate shaft gear 2 (Z4), or disconnect the connection between the intermediate shaft gear 1 (Z2) and the intermediate shaft gear 2 (Z4).

2. The coupling box according to claim 1, characterized in that: The engine connecting shaft, the intermediate shaft (27) and the motor connecting shaft are arranged in parallel and at intervals.

3. The coupling box according to claim 1, characterized in that: One end of the engine connecting shaft is connected to the driving shaft of the engine (1) of the vehicle through the engine crankshaft connecting flange (21), and one end of the motor connecting shaft is detachably connected to the driving shaft of the first motor (3) of the vehicle.

4. The coupling box according to claim 1, characterized in that: The coupling box further comprises a transmission shaft, a power transmission driven gear (Z6) and a main reduction gear (25). The power transmission driven gear (Z6) and the main reduction gear (25) are fixedly sleeved on the transmission shaft, the power transmission driving gear (Z5) meshes with the power transmission driven gear (Z6), and the main reduction gear (25) transmits drive to the vehicle wheels.

5. The coupling box according to claim 4, characterized in that: The main reduction gear (25) is meshed with the main reduction gear (26) of the automobile, and the main reduction gear (26) is coaxially connected with the differential (28) of the automobile.

6. The coupling box according to claim 1, characterized in that: The mode switching module (23) is mounted on the coupling box housing (24).

7. The coupling box according to claim 1 or 6, characterized in that: The mode switching module (23) further comprises a sensor (231), a second motor (232), a shift head (233) and a double shift fork (234); the double shift fork (234) is connected to and drives the movable gear sleeve 1 (235) and the movable gear sleeve 2 (236) to move; the second motor (232) is connected to and drives the shift head (233) to move in a bidirectional linear manner; the shift head (233) is connected to and drives the double shift fork (234) to move; and the sensor (231) is used to sense the position of the shift head (233) and transmit the sensed position information to a controller of the power system.

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