Power system of vehicle and vehicle

Abstract

The utility model discloses a power system of a vehicle and the vehicle. The power system of the vehicle comprises a driving motor; an engine; a front transmission shaft; a rear transmission shaft; the power coupler, the first bevel gear and the second bevel gear are oppositely arranged, the first annular gear and the second annular gear are oppositely arranged on the outer sides of the first bevel gear and the second bevel gear and connected with a first gear frame, and the third bevel gear is rotatably arranged on the first gear frame and engaged between the first bevel gear and the second bevel gear. A motor shaft penetrates through the first annular gear and is connected with the first bevel gear, an engine shaft penetrates through the second annular gear and is connected with the second bevel gear, the front transmission shaft is in transmission connection with the first annular gear, and the rear transmission shaft is in transmission connection with the second annular gear. Therefore, through the design of the power system, on the premise that single-motor driving, single-engine driving and hybrid driving can be achieved, the structure can be simpler and more reliable, the cost can be reduced, the working performance can be improved, and the function can be perfected.

Description

Technical Field

[0001] This utility model relates to the field of vehicle technology, and in particular to a vehicle power system and a vehicle. Background Technology

[0002] Considering the range anxiety of pure electric vehicles and the high fuel consumption and operating costs of traditional energy vehicles, various companies have launched various hybrid solutions for vehicles, such as series, parallel, and series-parallel hybrid systems.

[0003] In related technologies, the design of hybrid vehicle solutions is still not reasonable enough. Not only does it involve converting excess kinetic energy into electrical energy through a generator, resulting in low energy utilization, but the vehicle also has a complex structure, many electronic components, and is difficult to maintain. Furthermore, it suffers from a single driving mode and poor off-road capability. Utility Model Content

[0004] The present invention aims to solve at least one of the technical problems existing in the prior art. Therefore, one objective of the present invention is to provide a vehicle power system that is not only simple and reliable in structure and lower in cost, but also has better performance and more comprehensive functions.

[0005] Another objective of this invention is to provide a vehicle.

[0006] A vehicle power system according to an embodiment of the present invention includes: a drive motor, the drive motor having a motor shaft; an engine, the engine having an engine shaft; a front drive shaft adapted to drive the front wheels; a rear drive shaft adapted to drive the rear wheels; and a power coupler, the power coupler including: a first bevel gear, a second bevel gear, a third bevel gear, a first ring gear, and a second ring gear, the first bevel gear and the second bevel gear being arranged opposite each other in the left-right direction, the first ring gear and the second ring gear being arranged opposite each other on the outside of the first bevel gear and connected to a first gear carrier, the third bevel gear being rotatably arranged on the first gear carrier and meshing between the first bevel gear and the second bevel gear, the motor shaft passing through the first ring gear and connected to the first bevel gear, the engine shaft passing through the second ring gear and connected to the second bevel gear, the front drive shaft being drivenly connected to the first ring gear, and the rear drive shaft being drivenly connected to the second ring gear.

[0007] Therefore, by designing the power system, under the premise of realizing single-motor drive, single-engine drive and hybrid drive, it can adapt to the characteristics of different engine and motor speeds, different acceleration characteristics and different response times. This not only makes the structure of the power system simpler and more reliable and reduces the manufacturing cost of the power system, but also improves the working performance of the power system and perfects the function of the power system.

[0008] In some examples of this utility model, the power coupler further includes: a fourth bevel gear, a second gear carrier is connected between the first ring gear and the second ring gear, the second gear carrier is disposed opposite to the first gear carrier, the fourth bevel gear is rotatably disposed on the second gear carrier and disposed opposite to the third bevel gear, and the fourth bevel gear meshes between the first bevel gear and the second bevel gear.

[0009] In some examples of this utility model, the power coupler further includes a fifth bevel gear, which is connected to the front drive shaft and selectively engages with the first annular gear.

[0010] In some examples of this utility model, the power coupler further includes a front locking device that selectively disconnects the transmission engagement between the fifth bevel gear and the first annular gear.

[0011] In some examples of this utility model, the power coupler further includes a sixth bevel gear, which is connected to the rear drive shaft and selectively engages with the second annular gear.

[0012] In some examples of this utility model, the power coupler further includes a rear locking device that selectively disconnects the transmission engagement between the sixth bevel gear and the second annular gear.

[0013] In some examples of this utility model, the vehicle's power system further includes: a housing, which covers the outside of the power coupler, and the motor shaft, the engine shaft, the front drive shaft, and the rear drive shaft pass through the housing.

[0014] In some examples of this utility model, the power system of the vehicle further includes: a front drive axle, which is connected to the front drive shaft and is adapted to be connected to the front wheels.

[0015] In some examples of this utility model, the power system of the vehicle further includes: a rear drive axle, which is connected to the rear drive shaft and is adapted to be connected to the rear wheels.

[0016] The vehicle according to an embodiment of the present invention includes: a vehicle power system.

[0017] Additional aspects and advantages of this invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0018] The above and / or additional aspects and advantages of this utility model will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which:

[0019] Figure 1 This is a schematic diagram of the power system of a vehicle according to an embodiment of the present utility model.

[0020] Figure label:

[0021] 100. Power system; 200. Front wheel; 300. Rear wheel;

[0022] 10. Drive motor; 11. Motor shaft;

[0023] 20. Engine; 21. Engine shaft;

[0024] 30. Front drive shaft; 40. Rear drive shaft;

[0025] 50. Power coupler;

[0026] 501. First bevel gear; 502. Second bevel gear; 503. Third bevel gear; 504. Fourth bevel gear; 505. First ring gear; 506. Second ring gear; 507. Fifth bevel gear; 508. Sixth bevel gear; 509. Front locking device; 510. Rear locking device; 511. Housing; 512. First gear carrier; 513. Second gear carrier;

[0027] 60. Front drive axle; 70. Rear drive axle. Detailed Implementation

[0028] The embodiments of the present invention are described in detail below. The embodiments described with reference to the accompanying drawings are exemplary. The embodiments of the present invention are described in detail below.

[0029] The following is for reference. Figure 1 The present invention describes a power system 100 for a vehicle according to an embodiment of the present invention. The power system 100 can be applied to a vehicle.

[0030] Combination Figure 1 As shown, the power system 100 of the vehicle according to this utility model can mainly include: a drive motor 10, an engine 20, a front drive shaft 30, a rear drive shaft 40, and a power coupler 50.

[0031] The drive motor 10 is equipped with a motor shaft 11, the engine 20 is equipped with an engine shaft 21, the front drive shaft 30 is adapted to drive the front wheel 200, and the rear drive shaft 40 is adapted to drive the rear wheel 300. The power coupler 50 may mainly include: a first bevel gear 501, a second bevel gear 502, a third bevel gear 503, a first ring gear 505, and a second ring gear 506. The first bevel gear 501 and the second bevel gear 502 are arranged opposite each other in the left-right direction. The first ring gear 505 and the second ring gear 506 are arranged opposite each other on the outside of the first bevel gear 501 and the second bevel gear 502 and are connected to a first gear carrier 512. The third bevel gear 503 is rotatably arranged on the first gear carrier 512 and meshes between the first bevel gear 501 and the second bevel gear 502. The motor shaft 11 passes through the first ring gear 505 and is connected to the first bevel gear 501. The engine shaft 21 passes through the second ring gear 506 and is connected to the second bevel gear 502. The front drive shaft 30 is connected to the first ring gear 505, and the rear drive shaft 40 is connected to the second ring gear 506.

[0032] Specifically, the basic structure of the power coupler 50 is formed by arranging the first bevel gear 501 and the second bevel gear 502 opposite to each other, with the first bevel gear 501 and the second bevel gear 502 being coaxial, and arranging the first ring gear 505 and the second ring gear 506 opposite to each other outside the first bevel gear 501 and the second ring gear 502, with the first ring gear 505 and the second ring gear 506 being coaxial, connecting the first gear carrier 512 between the first ring gear 505 and the second ring gear 506, and rotatably arranging the third bevel gear 503 on the first gear carrier 512 and meshing between the first bevel gear 501 and the second bevel gear 502, with the axis of the third bevel gear 503 being perpendicular to the axes of the first ring gear 505 and the second ring gear 506.

[0033] It is understandable that the third bevel gear 503 is a planetary gear.

[0034] When there is a speed difference between the first bevel gear 501 and the second bevel gear 502, for example, when one of the first bevel gear 501 and the second bevel gear 502 rotates while the other does not, or for example, when both the first bevel gear 501 and the second bevel gear 502 rotate, but one rotates faster and the other rotates slower, the speed difference will not only cause the third bevel gear 503 to rotate on its own axis, but will also cause the third bevel gear 503 to rotate around the axis of the first ring gear 505 and the second ring gear 506 under the action of the first bevel gear 501 and the second bevel gear 502.

[0035] When the first bevel gear 501 and the second bevel gear 502 rotate synchronously, the third bevel gear 503 does not rotate. The first bevel gear 501 and the second bevel gear 502 drive the third bevel gear 503 to rotate around the axis of the first ring gear 505 and the second ring gear 506. That is, the rotational power can be transmitted sequentially to the first ring gear 505 and the second ring gear 506 through the third bevel gear 503 and the first gear carrier 512, thereby driving the first ring gear 505 and the second ring gear 506 to rotate synchronously.

[0036] Furthermore, the power system 100 may also include a drive motor 10 and an engine 20, wherein the drive motor 10 provides driving force to the vehicle, the driving force being derived from the electricity stored in the power battery. The engine 20 provides driving force to the vehicle, the driving force being derived from the fuel stored in the fuel tank. It is understood that the drive motor 10 starts up faster than the engine 20, and the drive motor 10 will reach the predetermined speed before the engine 20.

[0037] By having the motor shaft 11 pass through the first ring gear 505 and connect it to the first bevel gear 501, and the engine shaft 21 pass through the second ring gear 506 and connect it to the second bevel gear 502, the power of the drive motor 10 and the power of the engine 20 can be coupled at the power coupler 50. Furthermore, by having the front drive shaft 30 connected to the first ring gear 505 and the rear drive shaft 40 connected to the second ring gear 506, the power coupler 50 can also decompose the coupled power, distributing it equally to the front drive shaft 30 and the rear drive shaft 40 through the first ring gear 505 and the second ring gear 506.

[0038] Specifically, when the drive motor 10 is driven alone, the power of the drive motor 10 can be transmitted to the inside of the power coupler 50 in sequence through the motor shaft 11, the first bevel gear 501, and the third bevel gear 503, and then evenly distributed to the front drive shaft 30 and the rear drive shaft 40 through the first ring gear 505 and the second ring gear 506. The whole vehicle is in the operating state of a new energy vehicle.

[0039] When the engine 20 is driven alone, the power of the engine 20 can be transmitted to the power coupler 50 in sequence through the engine shaft 21, the second bevel gear 502, and the third bevel gear 503, and then evenly distributed to the front drive shaft 30 and the rear drive shaft 40 through the first ring gear 505 and the second ring gear 506. The vehicle is in the operation state of a conventional energy vehicle.

[0040] When the drive motor 10 and the engine 20 are driven simultaneously, the power of the drive motor 10 can be transmitted sequentially through the motor shaft 11 and the first bevel gear 501 to the third bevel gear 503, and the power of the engine 20 can be transmitted sequentially through the engine shaft 21 and the second bevel gear 502 to the third bevel gear 503. The power of the drive motor 10 and the power of the engine 20 can be coupled at the third bevel gear 503 and evenly distributed to the front drive shaft 30 and the rear drive shaft 40 through the first ring gear 505 and the second ring gear 506. The vehicle operates as a hybrid vehicle. The power coupler 50 can adjust the input torque ratio according to the different instantaneous speeds of the drive motor 10 and the engine 20, so that the drive force is provided by the one with the higher speed, until the speeds of the drive motor 10 and the engine 20 are the same, at which point they provide drive force simultaneously.

[0041] In this way, the power system 100 can freely choose the source of driving force, and the power system 100 has a simple structure, fewer parts, and is easier to maintain.

[0042] Optionally, drive motor 10 can be used to reduce fuel consumption, and engine 20 can be switched to drive when there is power anxiety, reserving battery power.

[0043] Optionally, the drive motor 10 provides low-speed instantaneous torque during climbing and acceleration, while the engine 20 provides high-speed high torque at high speeds, thus solving the problem of weak torque output of the drive motor 10 at high speeds and the engine 20 at low speeds.

[0044] Optionally, by taking advantage of the faster response of the drive motor 10 compared to the engine 20, the vehicle can accelerate before the engine 20 consumes fuel, ensuring that the engine 20 is always in a low fuel consumption range and reducing the overall fuel consumption of the vehicle.

[0045] Optionally, the drive motor 10 and the engine 20 can be used to drive the vehicle simultaneously, thereby achieving hybrid drive of the power system 100.

[0046] Therefore, by applying the power coupler 50 to the power system 100, under the premise of realizing single motor drive, single engine 20 drive and hybrid drive, it can adapt to the characteristics of different speeds, different acceleration characteristics and different response times of the engine 20 and the motor. This not only makes the structure of the power system 100 simpler and more reliable and reduces the manufacturing cost of the power system 100, but also improves the working performance of the power system 100 and improves the function of the power system 100.

[0047] Combination Figure 1As shown, the power coupler 50 may further include: a fourth bevel gear 504, a second gear carrier 513 connected between the first ring gear 505 and the second ring gear 506, the second gear carrier 513 being disposed opposite to the first gear carrier 512, the fourth bevel gear 504 being rotatably disposed on the second gear carrier 513 and disposed opposite to the third bevel gear 503, and the fourth bevel gear 504 meshing between the first bevel gear 501 and the second bevel gear 502.

[0048] With this configuration, the fourth bevel gear 504 can move synchronously with the third bevel gear 503, thereby making the force on the first bevel gear 501 and the second bevel gear 502 more uniform, and the force on the first ring gear 505 and the second ring gear 506 more uniform, which in turn makes the power transmission in the power coupler 50 more stable and makes the structure of the power coupler 50 more stable and reliable.

[0049] Combination Figure 1 As shown, the power coupler 50 may further include a fifth bevel gear 507, which is connected to the front drive shaft 30 and selectively engages with the first ring gear 505. Specifically, by connecting the fifth bevel gear 507 to the front drive shaft 30, the fifth bevel gear 507 can move synchronously with the front drive shaft 30. Furthermore, by selectively engaging the fifth bevel gear 507 with the first ring gear 505, power can be selectively transmitted from the first ring gear 505 to the fifth bevel gear 507. That is, power can be selectively transmitted to the front drive shaft 30, thereby controlling the vehicle's drive mode.

[0050] Furthermore, combined Figure 1 As shown, the power coupler 50 may further include a front locking device 509, which selectively disconnects the transmission engagement between the fifth bevel gear 507 and the first ring gear 505. Thus, by controlling the operation of the front locking device 509, the transmission engagement between the fifth bevel gear 507 and the first ring gear 505 can be made or disconnected, thereby simplifying and making the selective transmission engagement between the fifth bevel gear 507 and the first ring gear 505 simpler and more reliable.

[0051] Combination Figure 1As shown, the power coupler 50 may further include a sixth bevel gear 508, which is connected to the rear drive shaft 40 and selectively engages with the second ring gear 506. Specifically, by connecting the sixth bevel gear 508 to the rear drive shaft 40, the sixth bevel gear 508 can move synchronously with the rear drive shaft 40. Furthermore, by selectively engaging the sixth bevel gear 508 with the second ring gear 506, power can be selectively transmitted from the second ring gear 506 to the sixth bevel gear 508. That is, power can be selectively transmitted to the rear drive shaft 40, thereby controlling the vehicle's drive mode.

[0052] Furthermore, combined Figure 1 As shown, the power coupler 50 may further include a rear locking device 510, which selectively disconnects the connection between the sixth bevel gear 508 and the second ring gear 506. Thus, by controlling the operation of the rear locking device 510, the sixth bevel gear 508 and the second ring gear 506 can be engaged in transmission, or their engagement can be disconnected, thereby simplifying and making the selective engagement between the sixth bevel gear 508 and the second ring gear 506 more reliable.

[0053] The above can be achieved by controlling the front locking device 509 to make the fifth bevel gear 507 and the first ring gear 505 engage in transmission, and by controlling the rear locking device 510 to disconnect the sixth bevel gear 508 and the second ring gear 506, so that the rear drive shaft 40 does not output power and torque, and all power is output by the front drive shaft 30, thus realizing the front-wheel drive mode of the vehicle.

[0054] Furthermore, the transmission engagement between the fifth bevel gear 507 and the first ring gear 505 can be disconnected by controlling the front locking device 509, and the transmission engagement between the sixth bevel gear 508 and the second ring gear 506 can be made by controlling the rear locking device 510, so that the front drive shaft 30 does not output power and torque, and all output is from the rear drive shaft 40, thus realizing the rear-wheel drive mode of the vehicle.

[0055] Furthermore, the fifth bevel gear 507 can be driven to engage with the first ring gear 505 by controlling the front locking device 509, and the sixth bevel gear 508 can be driven to engage with the second ring gear 506 by controlling the rear locking device 510, so that power and torque are evenly distributed to the front drive shaft 30 and the rear drive shaft 40, thereby realizing the four-wheel drive mode of the vehicle.

[0056] In other words, by controlling the front locking device 509 and the rear locking device 510, the front-wheel drive mode, rear-wheel drive mode and four-wheel drive mode can be freely switched, thereby achieving the purpose of multiple drive modes, adapting to different working conditions, and making the vehicle's functions more comprehensive and reliable.

[0057] Combination Figure 1 As shown, the vehicle's power system 100 may further include a housing 511, which covers the outside of the power coupler 50. The motor shaft 11, engine shaft 21, front drive shaft 30, and rear drive shaft 40 pass through the housing 511. This arrangement, while ensuring normal power transmission, allows the components of the power coupler 50 to be housed inside the housing 511. The housing 511 provides protection, preventing corrosion from foreign objects or impacts from damaging the structure of the power coupler 50. This improves the structural reliability of the power coupler 50 and the power system 100, ensuring their normal operation.

[0058] Combination Figure 1 As shown, the vehicle's powertrain 100 may further include a front drive axle 60, which is connected to the front drive shaft 30 and is adapted to be connected to the front wheels 200. In this way, power and torque can be transmitted from the front drive shaft 30 to the front drive axle 60, which then distributes the power and torque provided by the front drive shaft 30 evenly to the two front wheels 200, ensuring normal vehicle operation.

[0059] Combination Figure 1 As shown, the vehicle's powertrain 100 may further include a rear drive axle 70, which is connected to the rear drive shaft 40 and is adapted to be connected to the rear wheels 300. In this way, power and torque can be transmitted from the rear drive shaft 40 to the rear drive axle 70, which then distributes the power and torque provided by the rear drive shaft 40 evenly to the two rear wheels 300, ensuring normal vehicle operation.

[0060] The vehicle according to this utility model mainly includes: the aforementioned vehicle power system 100. Specifically, by applying the power system 100 to the vehicle, while realizing the vehicle's hybrid function, the vehicle's structure can be made simpler and more reliable, the vehicle's manufacturing cost can be reduced, thereby enhancing the vehicle's product competitiveness.

[0061] In the description of this utility model, it should be understood that the terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc., indicating the orientation or positional relationship are based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this utility model and simplifying the description, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this utility model.

[0062] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example.

[0063] Although embodiments of the present invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the present invention, the scope of which is defined by the claims and their equivalents.

Claims

1. A power system for a vehicle, characterized in that, include: A drive motor (10) is provided with a motor shaft (11). Engine (20), said engine (20) is provided with engine shaft (21); A front drive shaft (30) adapted to drive the front wheel (200); A rear drive shaft (40) adapted to drive the rear wheel (300); A power coupler (50) includes: a first bevel gear (501), a second bevel gear (502), a third bevel gear (503), a first ring gear (505), and a second ring gear (506). The first bevel gear (501) and the second bevel gear (502) are arranged opposite each other in the left-right direction. The first ring gear (505) and the second ring gear (506) are arranged opposite each other on the outside of the first bevel gear (501) and the second bevel gear (502) and are connected to a first gear carrier (512). The third bevel gear... (503) is rotatably disposed on the first gear carrier (512) and meshed between the first bevel gear (501) and the second bevel gear (502). The motor shaft (11) passes through the first ring gear (505) and is connected to the first bevel gear (501). The engine shaft (21) passes through the second ring gear (506) and is connected to the second bevel gear (502). The front drive shaft (30) is drivenly connected to the first ring gear (505). The rear drive shaft (40) is drivenly connected to the second ring gear (506).

2. The power system of the vehicle according to claim 1, characterized in that, The power coupler (50) further includes a fourth bevel gear (504), and a second gear carrier (513) is connected between the first ring gear (505) and the second ring gear (506). The second gear carrier (513) is disposed opposite to the first gear carrier (512). The fourth bevel gear (504) is rotatably disposed on the second gear carrier (513) and disposed opposite to the third bevel gear (503). The fourth bevel gear (504) meshes between the first bevel gear (501) and the second bevel gear (502).

3. The power system of the vehicle according to claim 1, characterized in that, The power coupler (50) further includes a fifth bevel gear (507), which is connected to the front drive shaft (30) and selectively engages with the first ring gear (505).

4. The power system of the vehicle according to claim 3, characterized in that, The power coupler (50) further includes a front locking device (509) that selectively disconnects the connection between the fifth bevel gear (507) and the first annular gear (505).

5. The power system of the vehicle according to claim 1, characterized in that, The power coupler (50) further includes a sixth bevel gear (508), which is connected to the rear drive shaft (40) and selectively engages with the second ring gear (506).

6. The power system of the vehicle according to claim 5, characterized in that, The power coupler (50) further includes a rear locking device (510) that selectively disconnects the connection between the sixth bevel gear (508) and the second annular gear (506).

7. The power system of the vehicle according to claim 1, characterized in that, Also includes: A housing (511) is provided on the outside of the power coupler (50), and the motor shaft (11), the engine shaft (21), the front drive shaft (30) and the rear drive shaft (40) pass through the housing (511).

8. The power system of the vehicle according to claim 1, characterized in that, Also includes: A front drive axle (60) is connected to the front drive shaft (30) and is adapted to be connected to the front wheels (200).

9. The power system of the vehicle according to claim 1, characterized in that, Also includes: The rear drive axle (70) is connected to the rear drive shaft (40) and is adapted to be connected to the rear wheel (300).

10. A vehicle, characterized in that, include: The power system (100) of the vehicle according to any one of claims 1-9.

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