Motor, driving system and vehicle

Abstract

The utility model relates to a motor, a driving system and a vehicle, and the motor comprises a first clutch which comprises an outer hub and an inner hub; the rotor is connected with the outer hub; the first clutch has a disengaged state and an engaged state, and the inner hub is configured to be connected with the outer hub to enable the first clutch to be in the engaged state, or to be disconnected with the outer hub to enable the first clutch to be in the disengaged state. The rotor is connected with the outer hub of the first clutch, integration of the motor and the first clutch is achieved, the integration degree of the motor is improved, meanwhile, transmission parts between the inner hub and the rotor are reduced, and the power transmission efficiency can be improved.

Description

Technical Field

[0001] This application relates to the field of drive technology, and more particularly to an electric motor, drive system, and vehicle. Background Technology

[0002] In related technologies, most hybrid vehicle transmissions are single-speed, which cannot effectively balance power and fuel economy under high and low speed conditions. Multi-speed hybrid systems offer better power and economy compared to single-speed systems, but multi-speed transmissions often have complex structures, resulting in lower transmission efficiency and difficulty in achieving high integration. Utility Model Content

[0003] This application provides an electric motor, a drive system, and a vehicle, which improves the integration of the electric motor and the drive system, thereby at least partially solving the above-mentioned technical problems.

[0004] To achieve the above objectives, according to a first aspect of this application, an electric motor is provided, comprising:

[0005] The first clutch includes an outer hub and an inner hub;

[0006] The rotor is connected to the outer hub;

[0007] The first clutch has a disengaged state and an engaged state, with the inner hub configured to connect with the outer hub to engage the first clutch, or to disconnect from the outer hub to disengage the first clutch.

[0008] According to a second aspect of this application, a drive system is provided, including the aforementioned motor, and further comprising:

[0009] An engine is connected to a rotor and is configured to drive a motor to generate electricity when the first clutch is disengaged, and to output power through the first clutch when the first clutch is engaged.

[0010] In some embodiments, the drive system also includes a transmission that is connected to the inner hub.

[0011] In some embodiments, the transmission device includes a first transmission mechanism, a synchronizer, and a drive shaft;

[0012] The first transmission mechanism is connected to the inner hub, and the first transmission mechanism has a first transmission path and a second transmission path;

[0013] A synchronizer is mounted on a drive shaft. The first transmission mechanism has a first transmission path and a second transmission path. The synchronizer is configured to connect the first transmission path or the second transmission path to the drive shaft to output power through the drive shaft. And / or, the synchronizer has a neutral position. The synchronizer is also configured to disconnect both the first transmission path and the second transmission path from the drive shaft when in neutral.

[0014] In some embodiments, the first transmission mechanism further includes a shifting mechanism configured to switch between a first transmission path and a second transmission path, and a synchronizer configured to connect the first transmission path to the drive shaft when the shifting mechanism switches to the first transmission path, and to connect the second transmission path to the drive shaft when the shifting mechanism switches to the second transmission path.

[0015] In some embodiments, the first transmission mechanism includes a direct-drive first gear output gear located on a first transmission path and a direct-drive second gear output gear located on a second transmission path. Both the direct-drive first gear output gear and the direct-drive second gear output gear are mounted on a transmission shaft. The synchronizer is configured to connect the direct-drive first gear output gear to the transmission shaft when the shift mechanism switches to the first transmission path, and to connect the direct-drive second gear output gear to the transmission shaft when the shift mechanism switches to the second transmission path.

[0016] In some embodiments, the first transmission mechanism further includes:

[0017] The planetary gear set includes a sun gear, planet gears, a ring gear, and a planet carrier. The planet carrier is fixed to the inner hub. The planet gears mesh with the sun gear and the ring gear respectively. The ring gear is also connected to the direct drive first gear output gear. The sun gear is also connected to the direct drive second gear output gear.

[0018] The first transmission path starts from the planet carrier, passes through the planet gears and the ring gear to the direct drive first gear output gear, and the second transmission path starts from the planet carrier, passes through the planet gears and the sun gear to the direct drive second gear output gear. The shifting mechanism is configured to lock the sun gear, keeping it stationary, to switch to the first transmission path, or lock the ring gear, keeping it stationary, to switch to the second transmission path.

[0019] In some embodiments, the first transmission mechanism further includes a first shaft and a direct-drive second-gear input gear, the sun gear being connected to the direct-drive second-gear input gear via the first shaft, and the direct-drive second-gear input gear meshing with the direct-drive second-gear output gear.

[0020] In some embodiments, the shifting mechanism includes a first locking mechanism and a second locking mechanism, the first locking mechanism being configured to lock or release the gear ring and the second locking mechanism being configured to lock or release the sun gear.

[0021] In some embodiments, the first locking mechanism is a lock-up clutch; and / or, the second locking mechanism is a lock-up clutch.

[0022] In some embodiments, the second locking mechanism includes a locking clutch drive wheel connected to the first shaft. The second locking mechanism has a locked state and an unlocked state. When the second locking mechanism is in the locked state, it is configured to lock the locking clutch drive wheel to lock the sun gear, or to release the locking clutch drive wheel to release the sun gear when the second locking mechanism is in the unlocked state.

[0023] In some embodiments, the first transmission mechanism further includes a direct-drive input gear connected to the drive shaft for outputting power.

[0024] In some embodiments, the transmission device further includes a second transmission mechanism and a differential, the second transmission mechanism being drive-connected between the direct drive input gear and the differential.

[0025] In some embodiments, the second transmission mechanism includes a first transmission gear, a second shaft, and a reducer gear set;

[0026] The first transmission gear meshes with the direct drive input gear and is connected to the second shaft;

[0027] The reducer gear set is connected to the differential and the second shaft.

[0028] In some embodiments, the reducer gear set includes a meshing reducer driving gear and a reducer driven gear;

[0029] The reducer's drive gear is connected to the second shaft, and the reducer's driven gear is connected to the differential.

[0030] In some embodiments, the drive system further includes a third transmission mechanism and a drive motor;

[0031] The third transmission mechanism is connected between the second transmission mechanism and the drive motor.

[0032] In some embodiments, the third transmission mechanism includes a third shaft and a drive motor drive gear;

[0033] The drive motor's active gear is connected to the drive motor via a third shaft and meshes with the first transmission gear.

[0034] In some embodiments, the differential includes a differential shaft, and the drive motor includes a drive shaft;

[0035] Both the driving gear and driven gear of the reducer are cylindrical gears, and the differential shaft is parallel to the drive shaft.

[0036] In some embodiments, the differential includes a differential shaft, and the drive motor includes a drive shaft;

[0037] Both the driving gear and driven gear of the reducer are bevel gears, and the differential shaft is perpendicular to the drive shaft.

[0038] In some embodiments, the drive system also includes a torsional damper connected to the motor and engine, and disposed between the motor and engine.

[0039] According to a third aspect of this application, a vehicle is provided, including the drive system described above.

[0040] In the drive system of this application embodiment, the motor and the first clutch are integrated by connecting the rotor to the outer hub of the first clutch, thereby improving the integration of the motor. At the same time, the number of transmission components between the inner hub and the rotor is reduced, which helps to improve the power transmission efficiency.

[0041] Other features and advantages of this application will be described in detail in the following detailed description section. Attached Figure Description

[0042] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0043] To gain a more complete understanding of this application and its beneficial effects, the following description will be provided in conjunction with the accompanying drawings, wherein the same reference numerals in the following description denote the same parts.

[0044] Figure 1 This is a schematic diagram of the structure of the motor provided in the embodiment of this application;

[0045] Figure 2 This is a schematic diagram of the drive system provided in an embodiment of this application;

[0046] Figure 3 This application provides another schematic diagram of a drive system structure.

[0047] Figure 4 yes Figure 2 The provided power transmission route diagram for the drive system in pure electric drive mode;

[0048] Figure 5 yes Figure 2 The provided power transmission route diagram for the drive system in series drive mode;

[0049] Figure 6 yes Figure 2 A power transmission route diagram for the provided drive system in parallel drive mode;

[0050] Figure 7 yes Figure 2The provided drive system offers an alternative power transmission route in parallel drive mode;

[0051] Figure 8 yes Figure 2 A power transmission route diagram for the provided drive system in direct drive mode;

[0052] Figure 9 yes Figure 2 The provided drive system offers an alternative power transmission route in direct drive mode.

[0053] Explanation of reference numerals in the attached figures:

[0054] 1. Engine;

[0055] 2. Torsional shock absorber;

[0056] 3. Motor; 31. Rotor;

[0057] 4. First clutch;

[0058] 5. Planetary gear set; 51. Sun gear; 52. Planetary gears; 53. Ring gear; 54. Planet carrier;

[0059] 6. First axis;

[0060] 7. Gear shifting mechanism; 71. First locking mechanism; 72. Second locking mechanism; 721. Locking clutch drive wheel;

[0061] 8. Direct drive second-speed gear set; 81. Direct drive second-speed input gear; 82. Direct drive second-speed output gear;

[0062] 9. Synchronizer;

[0063] 10. Direct drive first gear output gear;

[0064] 11. Drive shaft;

[0065] 12. Direct drive input gear;

[0066] 13. First transmission gear;

[0067] 14. Drive motor drive gear;

[0068] 15. Third axis;

[0069] 16. Drive motor;

[0070] 17. Second axis;

[0071] 18. Gear set of reducer; 181. Drive gear of reducer; 182. Driven gear of reducer;

[0072] 19. Differential; 191. Differential shaft. Detailed Implementation

[0073] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the protection scope of this application.

[0074] According to the first aspect of this application, please refer to Figure 1 , Figure 1 This is a schematic diagram of the structure of a motor provided in an embodiment of this application. This application provides a motor 3, including: a first clutch 4, including an outer hub and an inner hub; a rotor 31, connected to the outer hub; the first clutch 4 has a disengaged state and an engaged state, the inner hub is configured to be connected to the outer hub so that the first clutch 4 is in the engaged state, or to be disconnected from the outer hub so that the first clutch 4 is in the disengaged state.

[0075] In this embodiment of the application, by connecting the rotor 31 to the outer hub of the first clutch 4, the motor 3 and the first clutch 4 are integrated, thereby improving the integration of the motor 3. At the same time, the number of transmission components between the inner hub and the rotor 31 is reduced, which helps to improve the power transmission efficiency.

[0076] According to the second aspect of this application, please refer to Figure 2 , Figure 2 This is a schematic diagram of the drive system provided in the embodiment of this application. This application provides a drive system including the motor 3 as described above, and further including: an engine 1 connected to the rotor 31, and the engine 1 is configured to drive the motor 3 to rotate and generate electricity when the first clutch 4 is in a disengaged state, and to output power through the first clutch 4 when the first clutch 4 is in an engaged state.

[0077] In this embodiment, by connecting the rotor 31 of the motor 3 to the engine 1, the engine 1 and the motor 3 are directly connected, reducing path losses when the engine 1 drives the motor 3 to generate electricity, which helps to improve power generation efficiency. Simultaneously, when the first clutch 4 is disengaged, the engine 1 drives the motor 3 to generate electricity, and the engine 1 does not participate in driving, thus achieving the function of parking power generation. Of course, if other power sources (such as drive motor 16) are used to drive the vehicle at this time, the function of charging while driving can also be achieved. When the first clutch 4 is engaged, the engine 1 drives the first clutch 4 to rotate, thus achieving the driving function.

[0078] In some embodiments of this application, motor 3 is a flat motor.

[0079] In this embodiment, the flat motor has a flat shape, a small axial dimension, and a relatively large radial dimension. Therefore, using a flat motor helps to improve integration.

[0080] In some embodiments of this application, the drive system further includes a transmission device connected to the inner hub.

[0081] In this embodiment, by connecting the inner hub of the first clutch 4 to the transmission device, the driving or charging function can be achieved by controlling the connection relationship between the inner and outer hubs of the first clutch 4 (i.e., whether the first clutch 4 is in a disengaged or engaged state). For example, when the first clutch 4 is engaged, the outer hub is connected to the inner hub, and the power of the engine 1 is output through the first clutch 4 to achieve the driving function. For example, when the first clutch 4 is disengaged, the outer hub is disconnected from the inner hub, and the power of the engine 1 drives the generator 3 to rotate and generate electricity, achieving the charging function.

[0082] In some embodiments of this application, the transmission device includes a first transmission mechanism, a synchronizer 9, and a drive shaft 11; the first transmission mechanism is connected to an inner hub and has a first transmission path and a second transmission path; the synchronizer 9 is disposed on the drive shaft 11, the first transmission mechanism has a first transmission path and a second transmission path, and the synchronizer 9 is configured to connect the first transmission path or the second transmission path to the drive shaft 11 so as to output power through the drive shaft 11.

[0083] In this embodiment, the first transmission mechanism is connected to the inner hub, and by setting the synchronizer 9 on the transmission shaft 11, the transmission path can be switched using the synchronizer 9. Different transmission paths can be set with different transmission ratios, resulting in different power outputs through the transmission shaft 11, thus achieving a multi-gear function.

[0084] Meanwhile, in some embodiments of this application, the synchronizer 9 has a neutral position, and the synchronizer 9 is also configured to disconnect both the first transmission path and the second transmission path from the transmission shaft 11 when it is in the neutral position.

[0085] This design ensures that when synchronizer 9 is in neutral, the power from engine 1 is no longer transmitted to downstream devices via driveshaft 11. Simultaneously, the power from downstream devices connected to driveshaft 11 cannot be transmitted to the first transmission mechanism via driveshaft 11. This prevents the driving force output by other power sources from affecting the engine 1's ability to drive motor 3 to generate electricity and achieve vehicle charging functionality, even when driveshaft 11 is connected to other power sources. Furthermore, when engine 1 is not operating, placing synchronizer 9 in neutral (disconnecting both the first and second transmission paths from driveshaft 11) also prevents the driving force from other power sources from causing the first transmission mechanism and first clutch 4 to reverse.

[0086] In some embodiments of this application, the first transmission mechanism further includes a shifting mechanism 7, which is configured to switch between a first transmission path and a second transmission path. The synchronizer 9 is configured to connect the first transmission path to the transmission shaft 11 when the shifting mechanism 7 switches to the first transmission path, and to connect the second transmission path to the transmission shaft 11 when the shifting mechanism 7 switches to the second transmission path.

[0087] In this embodiment, by providing a shifting mechanism 7 to the first transmission mechanism, the shifting mechanism 7 can be used to switch between the first transmission path and the second transmission path, making it easier to select the appropriate gear according to the actual scenario, and helping to expand the applicability of the drive system provided in this application.

[0088] In some embodiments of this application, the first transmission mechanism includes a direct-drive first-gear output gear 10 located on a first transmission path and a direct-drive second-gear output gear 82 located on a second transmission path. Both the direct-drive first-gear output gear 10 and the direct-drive second-gear output gear 82 are mounted on the transmission shaft 11. The synchronizer 9 is configured to connect the direct-drive first-gear output gear 10 to the transmission shaft 11 when the shift mechanism 7 switches to the first transmission path, and to connect the direct-drive second-gear output gear 82 to the transmission shaft 11 when the shift mechanism 7 switches to the second transmission path.

[0089] In this embodiment, both the direct-drive first-gear output gear 10 and the direct-drive second-gear output gear 82 are mounted on the drive shaft 11, allowing the direct-drive first-gear output gear 10 or the direct-drive second-gear output gear 82 to be connected to the drive shaft 11 via the synchronizer 9 and the shifting mechanism 7, thus enabling switching between the two gears. Furthermore, by using gears and shafts to transmit power, this transmission method helps improve transmission efficiency and accuracy compared to other transmission methods.

[0090] In some embodiments of this application, the first transmission mechanism further includes: a planetary gear set 5, including a sun gear 51, planet gears 52, a ring gear 53, and a planet carrier 54. The planet carrier 54 is fixedly connected to the inner hub. The planet gears 52 mesh with the sun gear 51 and the ring gear 53 respectively. The ring gear 53 is also connected to the direct drive first gear output gear 10. The sun gear 51 is also connected to the direct drive second gear output gear 82. The first transmission path starts from the planet carrier 54, passes through the planet gears 52 and the ring gear 53, and reaches the direct drive first gear output gear 10. The second transmission path starts from the planet carrier 54, passes through the planet gears 52 and the sun gear 51, and reaches the direct drive second gear output gear 82. The shifting mechanism 7 is configured to lock the sun gear 51, so that the sun gear 51 is fixed, to switch to the first transmission path, or lock the ring gear 53, so that the ring gear 53 is fixed, to switch to the second transmission path.

[0091] In this embodiment, the planet carrier 54 of the planetary gear set 5 is connected to the first clutch 4 and the planetary gears 52. The planetary gears 52 mesh with the ring gear 53, which is connected to the direct drive first gear output gear 10. The direct drive first gear output gear 10 is connected to the drive shaft 11. Therefore, the first transmission path of the drive system provided in this application is: engine 1 – first clutch 4 – planet carrier 54 – planetary gears 52 – ring gear 53 – direct drive first gear output gear 10 – drive shaft 11. The planetary gears 52 also mesh with the sun gear 51, which is connected to the direct drive second gear output gear 82 via the first shaft 6. The direct drive second gear output gear 82 is connected to the drive shaft 11. Therefore, the second transmission path of the drive system provided in this application includes: engine 1 – first clutch 4 – planet carrier 54 – planetary gears 52 – sun gear 51 – direct drive second gear output gear 82 – drive shaft 11. The planetary gear set 5 in this embodiment includes a sun gear 51, planet gears 52, a ring gear 53, and a planet carrier 54. The ring gear 53 and the sun gear 51 are connected to the direct drive first gear output gear 10 and the direct drive second gear output gear 82, respectively, so that the drive system provided by this application has two gears to meet more usage scenarios.

[0092] In some embodiments of this application, the first transmission mechanism further includes a first shaft 6 and a direct-drive second-gear input gear 81. The sun gear 51 is connected to the direct-drive second-gear input gear 81 through the first shaft 6, and the direct-drive second-gear input gear 81 meshes with the direct-drive second-gear output gear 82.

[0093] This design ensures that the sun gears 51 at both ends of the first shaft 6 have the same rotational speed as the direct drive second gear input gear 81, which helps to reduce power loss during transmission and improve transmission efficiency.

[0094] In some embodiments of this application, the shifting mechanism 7 includes a first locking mechanism 71 and a second locking mechanism 72. The first locking mechanism 71 is configured to lock or release the gear ring 53, and the second locking mechanism 72 is configured to lock or release the sun gear 51.

[0095] In this embodiment, by connecting the gear ring 53 and the sun gear 51 to the first locking mechanism 71 and the second locking mechanism 72 respectively, the gear ring 53 can be locked using the first locking mechanism 71, and the sun gear 51 can be locked using the second locking mechanism 72. Thus, one of the gear ring 53 and the sun gear 51 can be locked while the other rotates to transmit power. Taking the two transmission paths in the above embodiment as examples, if the sun gear 51 is locked using the second locking mechanism 72, the power transmission path is the first transmission path: engine 1 – first clutch 4 – planetary carrier 54 – planetary gear 52 – gear ring 53 – direct drive first gear output gear 10 – drive shaft 11.

[0096] In some embodiments of this application, the first locking mechanism 71 is a locking clutch.

[0097] In some embodiments of this application, the second locking mechanism 72 is a locking clutch.

[0098] In some embodiments of this application, the second locking mechanism 72 includes a locking clutch drive wheel 721, which is connected to the first shaft 6. The second locking mechanism 72 has a locked state and an unlocked state. When the second locking mechanism 72 is in the locked state, it is configured to lock the locking clutch drive wheel 721 to lock the sun gear 51; or, when the second locking mechanism 72 is in the unlocked state, it releases the locking clutch drive wheel 721 to release the sun gear 51. Thus, when the second locking mechanism 72 is in the unlocked state, the locking clutch drive wheel 721 rotates with the first shaft 6. When the second locking mechanism 72 is in the locked state, the locking clutch drive wheel 721 is locked and no longer rotates, thereby preventing the sun gear 51, which is connected to the same shaft (first shaft 6), from rotating. The power transmission path is: planetary gear 52 – ring gear 53 – direct drive first gear output gear 10 – drive shaft 11.

[0099] In some embodiments of this application, the first transmission mechanism further includes a direct drive input gear 12, which is connected to the transmission shaft 11 and is used to output power.

[0100] In some embodiments of this application, the transmission device further includes a second transmission mechanism and a differential 19, wherein the second transmission mechanism is drively connected between the direct drive input gear 12 and the differential 19.

[0101] This design allows the differential 19 to automatically adjust the speed difference between the left and right wheels or the front and rear wheels according to different road conditions and driving states.

[0102] In some embodiments of this application, the second transmission mechanism includes a first transmission gear 13, a second shaft 17, and a reducer gear set 18; the first transmission gear 13 meshes with a direct drive input gear 12 and is connected to the second shaft 17; the reducer gear set 18 is connected to a differential 19 and the second shaft 17.

[0103] By adopting this scheme, the reducer gear set 18 can be used to reduce the speed, increase the torque and change the transmission direction. At the same time, the reducer gear set 18 and the differential 19 can work together to optimize power transmission and distribution and improve the overall performance of the vehicle.

[0104] In some embodiments of this application, the reducer gear set 18 includes a reducer driving gear 181 and a reducer driven gear 182 that mesh with each other; the reducer driving gear 181 is connected to the second shaft 17, and the reducer driven gear 182 is connected to the differential 19.

[0105] In some embodiments of this application, the drive system further includes a third transmission mechanism and a drive motor 16; the third transmission mechanism is connected between the second transmission mechanism and the drive motor 16.

[0106] This approach allows the drive system provided in this application to have multiple driving modes: one is driven by engine 1, another is driven by drive motor 16, and yet another is driven by both engine 1 and drive motor 16 simultaneously. These multiple driving modes enable the drive system provided in this application to be applicable to a wider range of scenarios.

[0107] In some embodiments of this application, the third transmission mechanism includes a third shaft 15 and a drive motor drive gear 14; the drive motor drive gear 14 is connected to the drive motor 16 through the third shaft 15 and meshes with the first transmission gear 13.

[0108] With this approach, the drive system provided in this application has the following three transmission paths: Transmission path one: Engine 1 - First clutch 4 - Planetary carrier 54 - Planetary gear 52 - Ring gear 53 - Direct drive first gear output gear 10 - Drive shaft 11 - Direct drive input gear 12 - First transmission gear 13.

[0109] Transmission path two: Engine 1 — First clutch 4 — Planetary carrier 54 — Planetary gear 52 — Sun gear 51 — First shaft 6 — Direct drive first gear input gear 81 — Direct drive first gear output gear 82 — Drive shaft 11 — Direct drive input gear 12 — First transmission gear 13.

[0110] Transmission path three: drive motor 16 — third shaft 15 — drive motor drive gear 14 — first transmission gear 13. The first transmission gear 13 meshes with both the direct drive input gear 12 on the power transmission path of engine 1 and the drive motor drive gear 14 on the power transmission path of drive motor 16, so that the drive system provided in this application has a hybrid mode, has better power performance, and can also improve energy utilization.

[0111] Please continue reading. Figure 2 In some embodiments of this application, the differential 19 includes a differential shaft 191, and the drive motor 16 includes a drive shaft (not shown in the figure); the reducer drive gear 181 and the reducer driven gear 182 are both cylindrical gears, and the differential shaft 191 is parallel to the drive shaft. This design ensures that the drive shaft of the drive system provided in this application is perpendicular to the vehicle's direction of travel, i.e., the drive system is transversely mounted, which allows for better utilization of the engine compartment space, thereby increasing the passenger and storage space inside the vehicle.

[0112] Please see Figure 3 , Figure 3 This application provides another schematic diagram of a drive system structure. In some embodiments of this application, the differential 19 includes a differential shaft 191, and the drive motor 16 includes a drive shaft (not shown in the figure); the reducer drive gear 181 and the reducer driven gear 182 are both bevel gears, and the differential shaft 191 is perpendicular to the drive shaft. This design ensures that the drive shaft of the drive system provided in this application is parallel to the vehicle's direction of travel, i.e., the drive system is longitudinally mounted. This is suitable for vehicles such as off-road vehicles that use four-wheel drive or rear-wheel drive, facilitating the front compartment layout of a non-load-bearing body structure and improving integration.

[0113] In some embodiments of this application, the drive system further includes a torsional damper 2, which is connected to the motor 3 and the engine 1 and is disposed between the motor 3 and the engine 1. In this way, the torsional damper 2 can be used to buffer torsional vibrations and improve the efficiency of the engine 1.

[0114] In some embodiments of this application, the drive motor 16 includes a drive shaft (not shown in the figure), and the first shaft 6, the transmission shaft 11, the second shaft 17 and the third shaft 15 are arranged in parallel with the drive shaft.

[0115] This design ensures a more uniform distribution of torque and stress across the first shaft 6, drive shaft 11, second shaft 17, and third shaft 15, helping to reduce component wear. Simultaneously, it maintains a constant angle between the shafts, preventing power transmission disruptions due to angular deviations and contributing to efficient power transmission.

[0116] Please see Figure 4 , Figure 4 yes Figure 2 The provided drive system provides a power transmission route diagram in pure electric drive mode. In some embodiments of this application, the drive system has a pure electric drive mode. In the pure electric drive mode, the synchronizer 9 is in neutral, the drive motor 16 is in working state, and the engine 1 and motor 3 are in non-working state.

[0117] In this embodiment, the power transmission route in pure electric drive mode is as follows: drive motor 16 — third shaft 15 — drive motor drive gear 14 — first transmission gear 13 — reducer drive gear 181 — reducer driven gear 182 — differential 19. At this time, synchronizer 9 is in neutral, drive motor 16 is driven independently, decoupled from engine 1, motor 3 and planetary gear set 5, reducing drag loss and helping to improve drive efficiency.

[0118] Please see Figure 5 , Figure 5 yes Figure 2The provided drive system in series drive mode power transmission route diagram, in some embodiments of this application, the drive system is connected to the power supply, the drive system has a series drive mode, in the series drive mode, the first clutch 4 is in the disengaged state, the synchronizer 9 is in neutral, the motor 3 starts the engine 1, the engine 1 drives the motor 3 to generate electricity, the drive motor 16 is in the working state, the electrical energy required by the drive motor 16 is provided by the motor 3 or the power supply.

[0119] In this embodiment, the power transmission route in the series drive mode is as follows: drive motor 16 — third shaft 15 — drive motor drive gear 14 — first transmission gear 13 — second shaft 17 — reducer drive gear 181 — reducer driven gear 182 — differential 19; and engine 1 — motor 3.

[0120] Please see Figure 6 and Figure 7 , Figure 6 yes Figure 2 The provided drive system provides a power transmission route diagram in parallel drive mode. Figure 7 yes Figure 2 The provided drive system offers an alternative power transmission route in parallel drive mode. In some embodiments of this application, the drive system has a first parallel drive mode and a second parallel drive mode; in the first parallel drive mode, the first clutch 4 is engaged, the second locking mechanism 72 locks the sun gear 51, the synchronizer 9 engages with the direct drive first gear output gear 10, the motor 3 is in a non-operating state, and both the drive motor 16 and the engine 1 are in an operating state to provide driving force; in the second parallel drive mode, the first clutch 4 is engaged, the first locking mechanism 71 locks the gear ring 53, the synchronizer 9 engages with the direct drive first gear output gear 10, the motor 3 is in a non-operating state, and both the drive motor 16 and the engine 1 are in an operating state to provide driving force.

[0121] In the embodiments of this application, please refer to Figure 6 The power transmission route in the first parallel drive mode is as follows: engine 1 — first clutch 4 — planetary carrier 54 — planetary gear 52 — ring gear 53 — direct drive first gear output gear 10 — drive shaft 11 — direct drive input gear 12 — first transmission gear 13 — second shaft 17 — reducer drive gear 181 — reducer driven gear 182 — differential 19; and drive motor 16 — third shaft 15 — drive motor drive gear 14 — first transmission gear 13 — second shaft 17 — reducer drive gear 181 — reducer driven gear 182 — differential 19.

[0122] Please see Figure 7The power transmission route in the second parallel drive mode is as follows: engine 1 – first clutch 4 – planetary carrier 54 – planetary gear 52 – sun gear 51 – first shaft 6 – direct drive first gear input gear 81 – direct drive first gear output gear 82 – drive shaft 11 – direct drive input gear 12 – first transmission gear 13 – second shaft 17 – reducer drive gear 181 – reducer driven gear 182 – differential 19; and drive motor 16 – third shaft 15 – drive motor drive gear 14 – first transmission gear 13 – second shaft 17 – reducer drive gear 181 – reducer driven gear 182 – differential 19.

[0123] Please see Figure 8 and Figure 9 , Figure 8 yes Figure 2 The provided drive system provides a power transmission route diagram in direct drive mode. Figure 9 yes Figure 2 The provided drive system offers an alternative power transmission route in direct drive mode. In some embodiments of this application, the drive system has a first direct drive mode and a second direct drive mode; in the first direct drive mode, the first clutch 4 is engaged, the second locking mechanism 72 locks the sun gear 51, the synchronizer 9 engages with the direct drive first gear output gear 10, the motor 3 and drive motor 16 are both in a non-operating state, and the engine 1 is in an operating state to provide driving force; in the second direct drive mode, the first clutch 4 is engaged, the first locking mechanism 71 locks the gear ring 53, the synchronizer 9 engages with the direct drive first gear output gear 10, the motor 3 and drive motor 16 are both in a non-operating state, and the engine 1 is in an operating state to provide driving force.

[0124] In the embodiments of this application, please refer to Figure 8 The power transmission route in the first direct drive mode is as follows: engine 1 — first clutch 4 — planetary carrier 54 — planetary gear 52 — ring gear 53 — direct drive first gear output gear 10 — drive shaft 11 — direct drive input gear 12 — first transmission gear 13 — second shaft 17 — reducer drive gear 181 — reducer driven gear 182 — differential 19.

[0125] Please see Figure 9 The power transmission route in the second direct drive mode is as follows: engine 1 — first clutch 4 — planetary carrier 54 — planetary gear 52 — sun gear 51 — first shaft 6 — direct drive first gear input gear 81 — direct drive first gear output gear 82 — drive shaft 11 — direct drive input gear 12 — first transmission gear 13 — second shaft 17 — reducer drive gear 181 — reducer driven gear 182 — differential 19.

[0126] According to a third aspect of this disclosure, a vehicle is provided, including the drive system described above. This vehicle possesses all the beneficial effects of the aforementioned drive system, which will not be elaborated further herein.

[0127] The vehicle may be a gasoline-powered vehicle, a plug-in hybrid electric vehicle, or a new energy vehicle, etc., and this disclosure does not make any specific restrictions.

[0128] In the description of this application, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more features. In the description of this application, "multiple" means two or more, unless otherwise explicitly specified.

[0129] In the above embodiments, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions in other embodiments.

[0130] The embodiments, implementation methods, and related technical features of this application can be combined and substituted for each other without conflict.

[0131] The above are merely preferred embodiments of this application and are not intended to limit this application in any way. Any simple modifications, equivalent changes, and alterations made to the above embodiments based on the technical essence of this application without departing from the scope of the technical solution of this application shall still fall within the scope of the technical solution of this application.

Claims

1. An electric machine characterized in that, The motor comprises: a first clutch comprising an outer hub and an inner hub; a rotor connected to the outer hub; the first clutch has a disengaged state and an engaged state, the inner hub is configured to be connected to the outer hub to make the first clutch in the engaged state, or disconnected from the outer hub to make the first clutch in the disengaged state.

2. A drive system characterized by, The motor as claimed in claim 1 further comprises: an engine connected to the rotor, and the engine is configured to generate electricity when the first clutch is in the disengaged state, and output power through the first clutch when the first clutch is in the engaged state.

3. The drive system of claim 2, wherein, The drive system further comprises a transmission device connected to the inner hub.

4. The drive system of claim 3, wherein, The transmission device comprises a first transmission mechanism, a synchronizer and a transmission shaft; the first transmission mechanism is connected to the inner hub, and the first transmission mechanism has a first transmission path and a second transmission path; the synchronizer is arranged on the transmission shaft, and the synchronizer is configured to connect the first transmission path or the second transmission path to the transmission shaft to output power through the transmission shaft; and / or, the synchronizer has a neutral gear, and the synchronizer is further configured to disconnect the first transmission path and the second transmission path from the transmission shaft when in the neutral gear.

5. The drive system of claim 4, wherein, The first transmission mechanism further has a gear shifting mechanism configured to switch the first transmission path and the second transmission path, and the synchronizer is configured to connect the first transmission path to the transmission shaft when the gear shifting mechanism switches to the first transmission path, and connect the second transmission path to the transmission shaft when the gear shifting mechanism switches to the second transmission path.

6. The drive system of claim 5, wherein, The first transmission mechanism comprises a direct drive first gear output gear on the first transmission path and a direct drive second gear output gear on the second transmission path, and the direct drive first gear output gear and the direct drive second gear output gear are arranged on the transmission shaft, the synchronizer is configured to connect the direct drive first gear output gear to the transmission shaft when the gear shifting mechanism switches to the first transmission path, and connect the direct drive second gear output gear to the transmission shaft when the gear shifting mechanism switches to the second transmission path.

7. The drive system of claim 6, wherein, The first transmission mechanism further comprises: a planetary gear set comprising a sun gear, a planet gear, a ring gear and a planet carrier, the planet carrier is fixedly connected to the inner hub, the planet gear is engaged with the sun gear and the ring gear respectively, the ring gear is further in transmission connection with the direct drive first gear output gear, and the sun gear is further in transmission connection with the direct drive second gear output gear; The first transmission path starts from the planet carrier, passes through the planet gear and the ring gear to the direct-drive one-gear output gear, and the second transmission path starts from the planet carrier, passes through the planet gear and the sun gear to the direct-drive two-gear output gear, and the gear shifting mechanism is configured to lock the sun gear to fix the sun gear to switch to the first transmission path, or lock the ring gear to fix the ring gear to switch to the second transmission path.

8. The drive system of claim 7, wherein, The first transmission mechanism further comprises a first shaft and a direct-drive two-gear input gear, the sun gear is connected to the direct-drive two-gear input gear through the first shaft, and the direct-drive two-gear input gear is engaged with the direct-drive two-gear output gear.

9. The drive system of claim 7, wherein, The gear shifting mechanism comprises a first locking mechanism and a second locking mechanism, the first locking mechanism is configured to lock or release the ring gear, and the second locking mechanism is configured to lock or release the sun gear.

10. The drive system of claim 9, wherein, The first locking mechanism is a locking clutch, and / or the second locking mechanism is a locking clutch.

11. The drive system of claim 9, wherein, The second locking mechanism comprises a locking clutch driving gear connected to the first shaft, and the second locking mechanism has a locking state and a non-locking state, the locking clutch driving gear is locked when the second locking mechanism is in the locking state to lock the sun gear, or the locking clutch driving gear is released when the second locking mechanism is in the non-locking state to release the sun gear.

12. Drive system according to any one of claims 4 to 11, characterized in that The first transmission mechanism further comprises a direct-drive input gear connected to the transmission shaft for outputting power.

13. The drive system of claim 12, wherein, The transmission device further comprises a second transmission mechanism and a differential, and the second transmission mechanism is drivingly connected between the direct-drive input gear and the differential.

14. The drive system of claim 13, wherein, The second transmission mechanism comprises a first transmission gear, a second shaft and a reducer gear set; The first transmission gear is engaged with the direct-drive input gear and connected to the second shaft; The reducer gear set is connected to the differential and the second shaft.

15. The drive system of claim 14, wherein, The reducer gear set comprises a reducer driving gear and a reducer driven gear engaged with each other; The reducer driving gear is connected to the second shaft, and the reducer driven gear is connected to the differential.

16. Drive system according to any one of claims 13 to 15, characterized in that The drive system further comprises a third transmission mechanism and a drive motor; The third transmission mechanism is connected between the second transmission mechanism and the drive motor.

17. The drive system of claim 16, wherein, The third transmission mechanism comprises a third shaft and a drive motor driving gear; The drive motor driving gear is connected to the drive motor through the third shaft and engaged with the first transmission gear.

18. The drive system of claim 16, wherein, The differential comprises a differential shaft, and the drive motor comprises a drive shaft; The reducer driving gear and the reducer driven gear are both cylindrical gears, and the differential shaft is parallel to the drive shaft.

19. The drive system of claim 16, wherein, The differential comprises a differential shaft, and the drive motor comprises a drive shaft; The reducer driving gear and the reducer driven gear are both bevel gears, and the differential shaft is perpendicular to the drive shaft.

20. The drive system of claim 2, wherein, The drive system further comprises a torsional damper connected with the motor and the engine, and arranged between the motor and the engine.

21. A vehicle characterized by The drive system of any one of claims 2 to 20.

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