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) provided between the first and second input shafts; a reduction gear (3) comprising a sun gear (31) connected to the second input shaft, a planetary gear pair comprising inner and outer planetary gears, a ring gear (33) having inner and outer teeth, the ring gear being connected to the second rotating component of the first clutch and the planet carrier being fixed, and a planet carrier (34); a differential (7); an intermediate shaft; first and second intermediate gears disposed on the intermediate shaft; one end part of each output shaft is in power connection with the differential mechanism; and a second clutch (6) provided on the power transmission path between the first intermediate gear and the other end of each output shaft opposite to the one end.

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] Compared to the internal combustion engines of traditional vehicles, the traction motors of 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 research hotspot.

[0003] Prior art discloses a power coupling system for electric vehicles, 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. The drive motor's output needs to be decelerated, but prior art typically uses a conventional planetary gear set to decelerate the motor's output, resulting in a bulky system and reduced transmission efficiency.

[0004] Therefore, there is a need for improvements in electric vehicles, and particularly in range extenders for electric vehicles. Utility Model Content

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

[0006] The transmission mechanism of claim 1, wherein the first clutch is 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 engage and disengage with each other, the first rotating member of the first clutch being connected to the first input shaft; a reduction gear, the reduction gear being arranged between the first clutch and the second input shaft, the reduction gear comprising a sun gear, at least one planetary gear pair including an inner planetary gear and an outer planetary gear, a ring gear, and a planet carrier supporting the planetary gear pair, the sun gear being connected to the second input shaft, the ring gear having inner teeth on a radial inner surface of the ring gear and outer teeth on a radial outer surface of the ring gear, the ring gear being connected to the second rotating member of the first clutch, and the planet carrier being fixed, thereby power from the first input shaft and power from the second input shaft are transmitted to the transmission mechanism. The power of the differential can be coupled at the ring gear; a differential, the differential is provided with an input gear on the differential housing; an intermediate shaft; a first intermediate gear and a second intermediate gear, the first intermediate gear and the second intermediate gear are arranged on the intermediate shaft, the first intermediate gear is meshed with the external teeth of the ring gear, and the second intermediate gear can be connected to the first intermediate gear power on the one hand and to the input gear of the differential on the other hand, so that the input gear can be connected to the ring gear power; two output shafts, one end of each of the two output shafts is connected to the differential power, thereby enabling power from the differential to be transmitted; and a second clutch, the second clutch is provided between the first intermediate gear and the other end of each of the two output shafts opposite to the one end on the power transmission path of the transmission mechanism, thereby enabling power transmission between the first intermediate gear and the other end of each output shaft to be allowed or disconnected.

[0007] The transmission mechanism for an electric vehicle according to the present disclosure has a compact structure, improves the space utilization rate in the vehicle, decelerates the motor output with a simple structure, and can quickly disconnect the power transmission from the drive device to the wheels.

[0008] Preferably, the outer planetary gear of one planetary gear pair of the reduction gear is meshed with the internal teeth of the ring gear on a side of the ring gear close to the first intermediate gear.

[0009] Preferably, when viewed in the radial direction of the ring gear, meshing points of the outer planetary gears of the one planetary gear pair of the reduction gear device with the inner teeth of the ring gear and meshing points of the first intermediate gear with the outer teeth of the ring gear overlap.

[0010] Preferably, when the reduction gear includes multiple planetary gear pairs and the number of the planetary gear pairs is an even number, the one planetary gear pair is a first planetary gear pair, and the outer planetary gears of the second planetary gear pair among the multiple planetary gear pairs are engaged with the internal teeth of the ring gear on the side of the ring gear away from the first intermediate gear.

[0011] Preferably, the gear centers of the inner planetary gear and the outer planetary gear of the one planetary gear pair, the ring gear and the first intermediate gear are arranged on a straight line.

[0012] The transmission mechanism for electric vehicles disclosed herein has a compact structure. By making the meshing points of the outer planetary gears of a planetary gear pair of the reduction device and the inner teeth of the ring gear and the meshing points of the first intermediate gear and the outer teeth of the ring gear overlap in the radial direction of the ring gear, the forces acting on the ring gear can be effectively offset.

[0013] The second clutch may be a dog clutch.The first clutch may be a friction clutch.

[0014] Preferably, the second clutch is a dog clutch and the first clutch is a friction clutch.

[0015] According to an aspect of the present disclosure, the second clutch is provided between the first intermediate gear and the second intermediate gear, thereby being capable of allowing or disconnecting transmission of power between the first intermediate gear and the second intermediate gear.

[0016] According to an aspect of the present disclosure, the second clutch is provided on either one of the two output shafts, thereby being capable of disconnecting power transmission between the differential and the other end portion.

[0017] The transmission mechanism for the electric vehicle further includes: a shock absorber, which is arranged between the first input shaft and the first clutch, wherein 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.

[0018] The vibration damper is a torsional vibration damper.

[0019] The present disclosure provides a range extender for an electric vehicle, comprising: a motor 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 motor generator.

[0020] The motor generator is a permanent magnet synchronous motor.

[0021] 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 a first input shaft of a transmission mechanism for the electric vehicle is power-connected to the internal combustion engine.

[0022] The internal combustion engine is an inline 4-cylinder internal combustion engine.

[0023] The present disclosure provides an electric vehicle, comprising: a range extender system for an electric vehicle; a power battery, in which the electricity generated by the range extender system is stored; 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 power-connected to a corresponding one of the pair of wheels.

[0024] The electric vehicle includes a main drive, which includes a main drive motor and a main reducer that is power-connected to the main drive motor. The main drive is powered by a power battery of the electric vehicle, wherein the main drive is used to drive a pair of wheels that is different from a pair of wheels driven by the range extender system for the electric vehicle.

[0025] While the range extender for an electric vehicle drives a pair of front wheels, the main drive drives a pair of rear wheels. While the vehicle is in motion, the main drive is typically always in operation, and the range extender operates to provide driving, power generation, or both, depending on the vehicle's own conditions and road conditions.

[0026] The speed reducer, range extender, and / or range extender system for electric vehicles disclosed herein are compact, improving interior space utilization. They utilize a simple structure to reduce motor output and quickly disconnect power from the drive unit to the wheels. The disclosed method for controlling a range extender for an electric vehicle enables automatic switching between multiple operating modes based on the power battery's state of charge (SOC) and vehicle speed. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] The features, advantages, and technical and industrial significance of exemplary embodiments of the present invention 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 invention, and those skilled in the art can make changes to these drawings without inventive effort.

[0028] 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.

[0029] Figure 2 It is a schematic diagram showing a state in which a sun gear, inner planetary gears and outer planetary gears of a planetary gear pair, and a ring gear of a reduction gear device of a transmission mechanism according to the first embodiment are engaged.

[0030] Figure 3 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. DETAILED DESCRIPTION

[0031] The following describes various embodiments of the present invention with reference to the accompanying drawings to illustrate specific embodiments in which the present invention may be implemented. The expressions "left" and "right" (if any) appearing in this specification are used solely for the purpose of describing the present invention with reference to the accompanying drawings and are not intended to limit the present invention. It should be understood that the expressions "left" or "right" denote only one direction and are reversible. Certain terms used in this specification are for convenience only and are not limiting. The words "axial," "radial," "circumferential," "outward," "inward," "upper," and "lower," if any, denote directions in the accompanying drawings. Unless expressly stated otherwise, each numerical value and range, as well as the shape (if any), should be interpreted as approximate, as if preceded by the terms "approximately," "about," or "substantially." The terms "approximately," "substantially," and the like are intended to mean substantially or substantially, but not necessarily entirely (but may entirely) encompassing, the specified range.

[0032] It should be understood that although the terms "first," "second," etc. may be used herein to describe various elements, these elements should not be limited by these terms. These terms are only used to distinguish one element from another. For example, a first element may be referred to as a second element, and similarly, a second element may be referred to as a first element, without departing from the scope of this disclosure.

[0033] <System Configuration>

[0034] First embodiment:

[0035] 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 1As shown, a range-extending system for an electric vehicle according to a first embodiment includes: an internal combustion engine 1; an electric generator 4; and a transmission mechanism positioned between the internal combustion engine 1 and the electric generator 4, as indicated by the dashed box. The transmission mechanism is capable of coupling and outputting power from the internal combustion engine 1 and the electric generator 4. The internal combustion engine 1 and the electric generator 4 are preferably located on opposite sides of the transmission mechanism. The electric generator 4 has a rotor 41 and a stator 42. The stator 42 is stationary, and the rotor 41 is rotatable relative to the stator 42. The operating principle of the electric generator is well known and will not be further described here.

[0036] 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.

[0037] The transmission mechanism also includes a first clutch 2 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 to the internal combustion engine 1, specifically the crankshaft of the internal combustion engine. The connection between the first rotating component 21 and the first input shaft 10 can be direct, such as a form-fit or friction-fit connection, or indirect, such as via a conventional coupling. The second rotating component 22 is power-coupled (e.g., via the reduction gear 3, as described below) to the second input shaft 12, and thereby to the motor generator 4, specifically the output shaft of the motor generator. Thus, the first clutch 2 can power-couple the first input shaft 10 to the second input shaft 12. Accordingly, the first clutch 2 can power-couple the internal combustion engine 1 to the motor generator 4. The term "power-coupled" refers to a connection in which two components are directly or indirectly connected so as to transmit power.

[0038] The transmission mechanism for an electric vehicle also includes a reduction gear 3. The reduction gear 3 is disposed between the first clutch 2 and the second input shaft 12, which is connectable to the motor generator 4. The reduction gear 3 has a spur planetary gear configuration. Specifically, the reduction gear 3 includes a sun gear 31, at least one planetary gear pair consisting of inner planetary gears 321 and outer planetary gears 322, a planetary carrier 34 supporting the planetary gear pair, and a ring gear 33. The sun gear 31 is connected to the second input shaft 12. The planetary gear pair is located radially inward of the ring gear 33. The ring gear 33 has internal teeth 331 located on its radial inner surface and external teeth 333 located on its radial outer surface. The inner planetary gears 321 of the planetary gear pair mesh with the sun gear 31 and with the outer planetary gears 322. The outer planetary gears 322, in turn, mesh with the internal teeth 331 of the ring gear 33. The ring gear 33 is power-coupled to the second rotating component 22 of the first clutch 2. The planetary carrier 34 is fixed. Thus, the power from the first input shaft 10 and the power from the second input shaft 12 can be coupled together at the ring gear 33 .

[0039] The transmission mechanism for the electric vehicle further includes a differential 7 , which is provided with an input gear 70 on a differential housing. The input gear 70 can be connected to the reduction gear 3 in a power manner, thereby receiving power from the reduction gear 3 .

[0040] The transmission mechanism for an electric vehicle also includes an intermediate shaft 222, a first intermediate gear 24, and a second intermediate gear 25. The first and second intermediate gears 24 and 25 are located on the intermediate shaft 222, and at least one of the intermediate gears is non-rotatably connected to the intermediate shaft 222. The axis of the intermediate shaft 222 is different from and located between the rotational axis of the ring gear 33 of the reduction gear 3 (or the rotational axis of the sun gear 31) and the rotational axis of the output shaft 71 of the differential 7. The first intermediate gear 24 meshes with the external teeth 332 of the ring gear 33. The second intermediate gear 25 is power-connected to the first intermediate gear 24 to receive power from the first intermediate gear 24, and is power-connected to, and preferably meshes with, the input gear 70 of the differential. Thus, the input gear 70 is power-connected to the ring gear 33, specifically the external teeth 332 of the ring gear 33. Specifically, as required, the intermediate shaft 222 is rotatably supported, and one of the first intermediate gear 24 and the second intermediate gear 25 is non-rotatably arranged on the intermediate shaft 222 or is integral therewith, while the other intermediate gear is rotatably arranged on the intermediate shaft 222, or both the first intermediate gear 24 and the second intermediate gear 25 are non-rotatably arranged on the intermediate shaft 222 or are integral therewith. The term "rotationally fixedly connected" refers to a connection in which two components are rigidly connected together without being able to rotate relative to each other.

[0041] The transmission mechanism for the electric vehicle also includes two output shafts 71. One end of each of the two output shafts 71 is power-connected to the differential 7, thereby enabling power from the differential 7 to be transmitted. For example, the output shafts 71 are used to transmit power to a pair of wheels of the electric vehicle. Specifically, the other end of each output shaft 71, opposite the one end power-connected to the differential 7, can be power-connected to a corresponding one of a 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 can be a pair of front wheels or a pair of rear wheels of the electric vehicle.

[0042] The transmission mechanism for electric vehicles also includes a second clutch 6, which is arranged on the power transmission path of the transmission mechanism between the first intermediate gear 24 and the other end of each of the two output shafts 71 opposite to the one end, thereby allowing or disconnecting power transmission between the first intermediate gear 24 and the other end of each output shaft.

[0043] Specifically, if Figure 1 As shown, the second clutch 6 is located on the intermediate shaft 222 and is provided between the first intermediate gear 24 and the second intermediate gear 25 , thereby being able to allow or disconnect the transmission of power between the first intermediate gear 24 and the second intermediate gear 25 .

[0044] Figure 2 It is a schematic diagram showing a state in which the sun gear, the inner planetary gears and the outer planetary gears of the planetary gear pair, and the ring gear of the reduction gear device of the transmission mechanism according to the first embodiment are engaged. Figure 2 Only one planetary gear pair is shown, but it is understood that the reduction gear 3 may include multiple gear pairs, such as 2, 3, 4, or 5. The number of gear pairs is not particularly limited. Figure 2 Combine Figure 1 As shown, the second input shaft 12 is power-coupled to the sun gear 31. The sun gear 31 meshes with the inner planetary gears 321 of the planetary gear pair. The inner planetary gears 321 mesh with the outer planetary gears 322, and the outer planetary gears 322 mesh with the ring gear 33, specifically the inner teeth 331. Specifically, in the radial direction of the ring gear 33, the gear centers of the inner planetary gears 321 and the gear centers of the outer planetary gears 322 of the planetary gear pair are generally aligned on a straight line. That is, the line connecting the gear centers of the inner planetary gears 321 and the gear centers of the outer planetary gears 322 of each planetary gear pair is aligned in the radial direction of the ring gear 33. However, it is contemplated that the line connecting the gear centers of the inner planetary gears 321 and the gear centers of the outer planetary gears 322 of each planetary gear pair does not necessarily need to be aligned in the radial direction of the ring gear 33. The planetary carrier 34 is fixed, for example, directly fixedly connected to the stator 42 of the motor generator 4.

[0045] The outer planetary gears 322 of one of the planetary gear pairs of the reduction gear 3 mesh with the internal teeth 331 of the ring gear 33 on the side of the ring gear 33 that is closest to the first intermediate gear 24. Preferably, when viewed in the radial direction of the ring gear 33, the meshing points between the outer planetary gears 322 of the one planetary gear pair of the reduction gear 3 and the ring gear 33, specifically the internal teeth 331, and the meshing points between the first intermediate gear 24 and the ring gear 33, specifically the external teeth 333, substantially overlap. That is, the straight line connecting these two meshing points is generally arranged in the radial direction of the ring gear 33. In other words, these two meshing points are located at substantially the same position / at the same circumferential angle on the circumference of the ring gear in the circumferential direction of the ring gear.

[0046] Furthermore, when the reduction gear 3 includes an odd number of planetary gear pairs, the outer planetary gears 322 of one planetary gear pair mesh with the inner teeth 331 of the ring gear 33 on the side of the ring gear 33 close to the first intermediate gear 24, and the other planetary gear pairs (if any) and the one planetary gear pair are evenly distributed in the circumferential direction of the ring gear 33. Preferably, the odd number of planetary gear pairs is three planetary gear pairs.

[0047] When the reduction gear 3 includes an even number of planetary gear pairs, the outer planetary gears 322 of the first planetary gear pair mesh with the internal teeth 331 of the ring gear 33 on the side of the ring gear 33 closer to the first intermediate gear 24, and the outer planetary gears 322 of the second planetary gear pair mesh with the internal teeth 331 of the ring gear 33 on the side of the ring gear 33 farther from the first intermediate gear 24. The remaining planetary gear pairs (if any) are evenly distributed along the circumference of the ring gear 33 along with the first and second planetary gear pairs. In particular, and preferably, when the reduction gear 3 includes an even number of planetary gear pairs, the gear centers of the inner planetary gears 321 and outer planetary gears 322 of the first planetary gear pair and the gear centers of the inner planetary gears 321 and outer planetary gears 322 of the second planetary gear pair are aligned. Preferably, the even number of planetary gear pairs is two or four.

[0048] Spurious planetary gear sets offer advantages such as high transmission precision, high transmission density, compact footprint, high transmission efficiency, and long service life. Furthermore, through the gear pair arrangement described above, when power is transmitted from the outer planetary gears 322 through the ring gear 33 to the first intermediate gear 24, the two meshing points are arranged to overlap when viewed in the radial direction of the ring gear 33, effectively offsetting the forces acting on the ring gear, particularly radial and axial forces. Accordingly, the reduction gear device according to the present disclosure can reduce the rotational output of the drive source in a stable manner with a simple structure. This further reduces costs.

[0049] The type of second clutch 6 is also not limited. However, it is preferably a dog clutch (also known as a dog clutch or claw clutch). The dog clutch can be either a radial tooth clutch or an axial tooth clutch. The dog clutch comprises a first external spline (not shown) on the first intermediate gear 24, a second external spline (not shown) on the second intermediate gear 25, and a sleeve (not shown) with internal splines. The sleeve is slidably mounted on one of the first and second external splines via its internal splines. When engagement is desired, the sleeve is axially actuated to engage its internal splines with the other external spline, thereby achieving synchronous rotation of the first and second intermediate gears. The dog 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 features a fast response. Utilizing this dog clutch, the transmission mechanism for an electric vehicle according to the present disclosure is compact and can rapidly drive the electric vehicle (either as a main drive or an auxiliary drive). When an intermediate gear is non-rotatably arranged on or integral with intermediate shaft 222, an external spline of the dog clutch corresponding to the intermediate gear can be formed directly on intermediate shaft 222.

[0050] The first clutch 2 can be any type of clutch, such as a friction clutch. Friction clutches offer the advantages of simple construction and low cost. As described above, the second rotating member 22 of the first clutch 2 is power-connected to the ring gear 33 of the reduction gear 3. It will be readily understood that the second rotating member 22 of the first clutch 2 can be fixed to or integrally formed with the ring gear 33 of the reduction gear 3.

[0051] The differential 7 is a conventional type of differential. As described above, each output shaft 71 of the transmission mechanism is power-connected to the differential 7 at one end thereof and is power-connected to a corresponding wheel 8 of the electric vehicle at the other end thereof. In this case, the output shaft 71 of the transmission mechanism can also be considered the output shaft of the differential 7 itself. The specific construction of the differential is known and will not be described in detail herein.

[0052] 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, in order to buffer or reduce the output of an external 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 arranged 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, 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 type of shock absorber is not limited and can be other types of shock absorbers, such as a hydraulic shock absorber.

[0053] The transmission mechanism may preferably include a housing to house one or more components of the transmission mechanism. Preferably, the internal combustion engine 1 and the motor generator 4 may be located outside the housing, on opposite sides of the housing. The housing may, for example, be fixed to the frame of the electric vehicle. When the transmission mechanism is provided with a housing, the first input shaft 10 is rotatably supported in a wall on one side of the housing, and the second input shaft 12 is rotatably supported in a wall on a second side of the housing, opposite the first side. For example, the engine 1 is located on one side, and the motor generator 4 is located on the other side. The shock absorber 11 and the reduction gear 3 may be located inside or outside the housing. The first clutch 2 is preferably located inside the housing. The differential 7 is preferably located inside the housing. One of the two output shafts 71 is rotatably supported in a wall on one side of the housing, and the other is rotatably supported in a wall on the other side of the housing. It should be understood that the positional relationship of all components of the transmission mechanism relative to the housing is not restrictive and can be appropriately selected based on practical needs. The housing configuration is not limited; for example, the housing may not have any walls in the axial direction of the input and / or output shafts.

[0054] The components of the transmission mechanism for an electric vehicle, as described above, are rationally arranged and compact, facilitating assembly and saving space, thereby improving interior space utilization. In particular, the reduction gear 3 according to the present disclosure can stably and precisely reduce the rotational output of the power source, while the second clutch 6 according to the present disclosure can rapidly disconnect the power transmission from the drive unit to the wheels of the electric vehicle.

[0055] Second embodiment:

[0056] Figure 3 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. Components of the second embodiment identical to those of the first embodiment have the same reference numerals and their descriptions are omitted, with only the differences being described.

[0057] In the first embodiment described above, Figure 1 As shown, the second clutch 6 is located on the intermediate shaft 222 and is arranged between the first intermediate gear 24 and the second intermediate gear 25. Different from the first embodiment, as shown in FIG. Figure 3 As shown, in the second embodiment, the second clutch 6 is disposed on one of the two output shafts 71. This allows the power from the differential 7 to be disconnected from the other end of either output shaft 71. It should be understood that whether the second clutch 6 is disposed on either of the two output shafts 71, the same effect of disconnecting power transmission can be achieved.

[0058] The range extender for an electric vehicle disclosed herein comprises a transmission mechanism according to any one of the first to second embodiments and a motor generator 4. A second input shaft 12 of the transmission mechanism for an electric vehicle is power-connected to the motor generator 4.

[0059] The motor generator 4 can function as both a motor and a generator. The motor generator 4 is provided with an inverter (not shown) 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.

[0060] The range extender system for electric vehicles disclosed in the present invention includes the above-mentioned range extender device and the internal combustion engine 1. The first input shaft 10 of the transmission mechanism for the electric vehicle is connected to the internal combustion engine 1, specifically its crankshaft power. The specific type of the internal combustion engine 1 is not limited, 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 torque and the maximum output power, are also not limited, but are selected as needed. Thus, the internal combustion engine 1 and the electric generator 4 can together provide power to the output shaft 71 of the range extender system. However, it is easy to understand that the internal combustion engine 1 can be restricted from providing mechanical power to the output shaft 71, while only the electric generator 4 can be kept to provide power to the output shaft 71 to ensure the pure electric mode of the range extender system.

[0061] Prior art range extenders and / or range extender systems typically use two motors: one dedicated to generating electricity and the other dedicated to driving the vehicle to achieve the range-extending function. 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 electric generator 4, to achieve both power generation and vehicle driving, thereby achieving the range-extending function at low cost and in a small footprint. Furthermore, the reduction gear 3 according to the present disclosure can be used to reduce the rotational output of the power source in a simple and stable manner, and the second clutch 6 according to the present disclosure can be used to quickly disconnect the power transmission from the drive device to the output shaft or wheels of the electric vehicle.

[0062] The electric vehicle disclosed herein includes the above-mentioned range-extending system, a power battery, and a pair of wheels 8, which are a pair of front wheels or a pair of rear wheels of the electric vehicle. The other end of each of the two output shafts of the transmission mechanism of the electric vehicle is power-connected to a corresponding one of the pair of wheels 8. The electricity generated by the range-extending system can be stored in the power battery of the electric vehicle. The range-extending system according to the utility model can be the only drive of the electric vehicle. As a result, efficient power generation and driving of the electric vehicle can be achieved without an additional drive. As a result, costs are reduced.

[0063] However, it is easy to understand that the range extender system according to the present invention 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 and a main reducer that is power-connected to the main drive motor. The main drive is used to use the power of the power battery 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, the range extender system according to the present disclosure can be used to drive a pair of front wheels of an electric vehicle, while the main drive can be used to drive a pair of rear wheels of an electric vehicle. Since the main drive itself can achieve two-wheel drive of the electric vehicle, the electric vehicle of the present disclosure can easily achieve four-wheel drive of the electric vehicle with the help of the range extender system.

[0064] 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.

[0065] The range-extender system for electric vehicles according to the first embodiment has multiple operating modes, including pure electric mode, hybrid drive mode, and range-extender mode. It automatically switches between these modes based on the power battery's state of charge (SOC) and vehicle speed. Specific control strategies can be specified based on the vehicle type, for example, different control strategies can be developed for pure electric vehicles, hybrid vehicles, and range-extender vehicles. This article does not focus on control strategies and therefore does not describe their development in detail.

[0066] The preferred embodiments of the present invention have been described above, but these embodiments are not intended to limit the scope of the present invention. Therefore, the various embodiments may be modified without exceeding the scope of protection defined by the claims of the present invention and without departing from the gist of the present invention and its equivalents.

Claims

1. A transmission mechanism for an electric vehicle, characterized in that include: First input shaft (10); 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 with and disengaging from each other, the first rotating member (21) of the first clutch being connected to the first input shaft (10); a reduction gear (3), the reduction gear (3) being arranged between the first clutch (2) and the second input shaft (12), the reduction gear (3) comprising a sun gear (31), at least one planetary gear pair comprising an inner planetary gear (321) and an outer planetary gear (322), a ring gear (33) and a planet carrier (34) supporting the planetary gear pair, the sun gear (31) being connected to the second input shaft (12), the ring gear (33) having inner teeth (331) located on a radial inner surface of the ring gear and outer teeth (333) located on a radial outer surface of the ring gear, the ring gear (33) being connected to the second rotating member (22) of the first clutch (2), and the planet carrier (34) being fixed, whereby power from the first input shaft (10) and power from the second input shaft (12) can be coupled at the ring gear (33); A differential (7), wherein the differential is provided with an input gear (70) on the differential housing; Intermediate shaft (222); a first intermediate gear (24) and a second intermediate gear (25), the first intermediate gear (24) and the second intermediate gear (25) being arranged on the intermediate shaft (222), the first intermediate gear (24) being meshed with the outer teeth (332) of the ring gear (33), and the second intermediate gear (25) being capable of being dynamically connected to the first intermediate gear (24) on the one hand and dynamically connected to the input gear (70) of the differential (7) on the other hand, whereby the input gear (70) is capable of being dynamically connected to the ring gear (33); Two output shafts (71), one end of each of the two output shafts being connected to the differential (7) for power transmission, thereby being capable of transmitting power from the differential (7); and A second clutch (6) is provided on a power transmission path of the transmission mechanism between the first intermediate gear (24) and the other end of each of the two output shafts opposite to the one end, thereby enabling or disconnecting power transmission between the first intermediate gear (24) and the other end of each output shaft.

2. The transmission mechanism for an electric vehicle according to claim 1, characterized in that: An outer planetary gear (322) of a planetary gear pair of the reduction gear (3) meshes with an inner tooth (331) of the ring gear (33) on a side of the ring gear (33) close to the first intermediate gear (24).

3. The transmission mechanism for an electric vehicle according to claim 2, characterized in that: When viewed in the radial direction of the ring gear (33), the meshing point between the outer planetary gear (322) of the one planetary gear pair of the reduction gear (3) and the inner teeth (331) of the ring gear (33) and the meshing point between the first intermediate gear (24) and the outer teeth (333) of the ring gear (33) overlap.

4. The transmission mechanism for an electric vehicle according to claim 2 or 3, characterized in that: When the reduction gear (3) includes a plurality of planetary gear pairs and the number of the planetary gear pairs is an even number, the one planetary gear pair is a first planetary gear pair, The outer planetary gear (322) of the second planetary gear pair among the plurality of planetary gear pairs is meshed with the inner teeth (331) of the ring gear (33) on the side of the ring gear (33) away from the first intermediate gear (24).

5. The transmission mechanism for an electric vehicle according to claim 2 or 3, characterized in that: The gear centers of the inner planetary gear (321) and the outer planetary gear (322) of the planetary gear pair, the ring gear (33) and the first intermediate gear (24) are arranged on a straight line.

6. The transmission mechanism for an electric vehicle according to claim 1 or 2, characterized in that: The second clutch (6) is a dog clutch.

7. The transmission mechanism for an electric vehicle according to claim 1 or 2, characterized in that: The first clutch (2) is a friction clutch.

8. The transmission mechanism for an electric vehicle according to claim 6, characterized in that: The first clutch (2) is a friction clutch.

9. The transmission mechanism for an electric vehicle according to claim 1 or 2, characterized in that: The second clutch (6) is provided between the first intermediate gear (24) and the second intermediate gear (25), thereby being capable of allowing or disconnecting the transmission of power between the first intermediate gear (24) and the second intermediate gear (25).

10. The transmission mechanism for an electric vehicle according to claim 1 or 2, characterized in that: The second clutch (6) is arranged on any one of the two output shafts (71), thereby being able to disconnect the power transmission between the differential (7) and the other end.

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

12. The transmission mechanism for an electric vehicle according to claim 11, characterized in that: The vibration damper (11) is a torsional vibration damper.

13. A range extender for an electric vehicle, characterized in that include: 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 is connected to the electric generator (4) in a power connection.

14. The range extender for an electric vehicle according to claim 13, characterized in that: The motor generator is a permanent magnet synchronous motor.

15. 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 13 or 14, The first input shaft (10) of the transmission mechanism is connected to the internal combustion engine (1) in a power connection.

16. The range-extending system for an electric vehicle according to claim 15, characterized in that: The internal combustion engine is an inline 4-cylinder internal combustion engine.

17. An electric vehicle, characterized in that include: The range extender system for an electric vehicle according to claim 15 or 16; a power battery in which the power generated by the range extender system is stored; and a pair of wheels (8), the pair of wheels being a pair of front wheels or a pair of rear wheels of the electric vehicle, 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.

18. The electric vehicle according to claim 17, 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 powered by the power battery of the electric vehicle. The main drive is used to drive a pair of wheels of the electric vehicle that is different from a pair of wheels (8) driven by the range-extending system for the electric vehicle.

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