Driving system and vehicle

Abstract

The utility model provides a driving system and a vehicle, the driving system comprises an engine, an input shaft, a first clutch, a second clutch, a first motor, a second motor, a first output shaft and a second output shaft, the first clutch is arranged between the engine and the input shaft, and the first motor is in transmission connection with the input shaft; the first output shaft is in transmission connection with the first motor, and a second clutch is arranged on a power transmission path between the first motor and the first output shaft; by controlling combination and separation of the first clutch and the second clutch, the engine can be used for driving the first motor to generate electricity and / or the first output shaft to rotate, the second motor drives the second output shaft to rotate, and therefore the driving system at least has a range extending mode, a range extending distributed driving mode and a pure electric distributed driving mode. The second output shaft and the first output shaft are coaxially arranged, so that the driving system can independently drive the multiple output shafts on the same axis to rotate, and a distributed structure is formed.

Description

TECHNICAL FIELD

[0001] The utility model relates to power transmission field, mainly relates to a drive system and vehicle. BACKGROUND

[0002] Four motors independently drive four wheels of the car, when one tire bursts at high speed, the whole vehicle controller can control the motor torque of the remaining three wheels to make the car stop steadily, therefore, four motors independently drive four wheels of the distributed drive is the development direction of future passenger car power system.

[0003] However, the technical bottleneck of long charging time of pure electric vehicle and short winter range of new energy vehicle has not been broken through, the cost of hydrogen fuel cell vehicle is high, and hydrogen infrastructure construction still needs time. Even if the existing energy charging facilities are used, hybrid electric vehicles can realize energy saving and emission reduction, which is a more realistic and feasible solution at present, so various car companies have launched or are developing their own hybrid electric vehicles. CONTENT OF THE UTILITY MODEL

[0004] In view of the above-mentioned deficiencies of prior art, one of the purposes of the utility model is to provide a drive system, which can independently drive a plurality of output shafts connected with wheels.

[0005] Another purpose of the utility model is to provide a vehicle, which can drive a plurality of wheels to rotate independently.

[0006] In order to achieve the above purpose, the utility model adopts the following technical scheme:

[0007] A drive system, comprising an engine, an input shaft, a first clutch, a second clutch, a first motor, a second motor, a first output shaft and a second output shaft; the first clutch is arranged between the engine and the input shaft, and the first clutch is used to control the combination or separation of the output shaft of the engine and the input shaft; the first motor is in transmission connection with the input shaft; the first output shaft is in transmission connection with the first motor, and the power transmission path between the first motor and the first output shaft comprises the second clutch; the second output shaft is in transmission connection with the second motor, and the second output shaft is coaxially arranged with the first output shaft. In this way, the first output shaft and the second output shaft on the same axis can be driven by the first motor and the second motor respectively, forming a distributed structure, improving the flexibility of control, and realizing the turning of the vehicle by controlling the different rotating speeds of the first output shaft and the second output shaft, without the need to set up a differential, so that the structure is simpler; and the engine can drive the first motor to generate electricity, thereby improving the endurance of the vehicle.

[0008] In some embodiments of the application, the power transmission path between the first motor and the first output shaft is a first power transmission path, and the power transmission path between the second motor and the second output shaft is a second power transmission path; the drive system further comprises a third clutch arranged between the first power transmission path and the second power transmission path, and the third clutch is used to control the combination or separation of the first power transmission path and the second power transmission path. By arranging the third clutch between the first power transmission path and the second power transmission path, the synchronous rotation of the first output shaft and the second output shaft can be realized by controlling the third clutch, that is, one or more of the engine, the first motor and the second motor can simultaneously drive the first output shaft and the second output shaft to rotate to output greater power, which facilitates the vehicle to escape from trouble.

[0009] In some embodiments of the application, the drive system further comprises a controller electrically connected with the engine, the first motor, the first clutch and the second clutch, and the controller is used to control the drive system to operate in different working modes, wherein the working modes include: a pure electric distributed drive mode in which the first clutch is controlled to be separated and the engine is controlled to be inoperative; a range extender mode in which the first clutch is controlled to be combined, the second clutch is controlled to be separated, and the engine is controlled to drive the first motor to generate electricity; and a range extender distributed drive mode in which the first clutch and the second clutch are both controlled to be combined, and the engine is controlled to drive the first motor to generate electricity. The drive system can be switched to different working modes according to different working conditions to improve the fuel economy and power performance of the vehicle. Moreover, in the pure electric distributed drive mode, the first clutch is in a separated state, so that the first motor does not need to drag the engine to rotate, which reduces energy consumption and improves the power output of the drive system.

[0010] In some embodiments of the application, when the drive system comprises the first clutch, the second clutch and the third clutch, the controller is further electrically connected with the third clutch, in the pure electric distributed drive mode, the controller further controls the third clutch to be separated; in the range extender mode, the controller further controls the third clutch to be separated; and in the range extender distributed drive mode, the controller further controls the third clutch to be separated. By controlling the third clutch to be in a separated state by the controller, the drive system can realize the pure electric distributed drive mode and the range extender distributed drive mode, so that the first wheel and the second wheel have independent driving power sources, thereby realizing flexible control of the vehicle.

[0011] In some embodiments of the present application, the working modes further include: a pure electric escape mode in which the controller controls the engine to be inoperative and controls the first clutch to be disengaged and the third clutch to be engaged; and an engine direct drive escape mode in which the controller controls the engine to be operative and controls the first clutch, the second clutch and the third clutch to be engaged. The first clutch, the second clutch and the third clutch enable the drive system to realize the pure electric escape mode and the engine direct drive escape mode, so that the drive system can output greater power and facilitate vehicle escape.

[0012] In some embodiments of the present application, in the pure electric distributed drive mode and the pure electric escape mode, the controller further controls the second clutch to be engaged, so that the power of the first motor can be transmitted to the first output shaft through the second clutch to realize the driving of the first output shaft by the first motor.

[0013] In some embodiments of the present application, the controller is further electrically connected with the second motor, and in the pure electric distributed drive mode, the range extender mode, the range extender distributed drive mode and the pure electric escape mode, the controller further controls the second motor to be operative, so that the second motor can drive the second output shaft to rotate.

[0014] In some embodiments of the present application, the first power transmission path includes a first intermediate shaft and the input shaft, and the second clutch is arranged on the input shaft and in transmission connection with the first intermediate shaft. Compared with arranging the second clutch on the first intermediate shaft, arranging the second clutch on the input shaft can reduce the torque of the second clutch, so that the second clutch can be arranged to be smaller, and thus the overall size of the drive system is smaller.

[0015] In some embodiments of the present application, the second power transmission path includes a second intermediate shaft, and the third clutch is arranged between the second intermediate shaft and the first intermediate shaft. Compared with arranging the third clutch between the first output shaft and the second output shaft, arranging the third clutch between the second intermediate shaft and the first intermediate shaft can reduce the torque of the third clutch, so that the third clutch can be arranged to be smaller, and thus the overall size of the drive system is smaller.

[0016] In some embodiments of the present application, the third clutch, the first intermediate shaft and the second intermediate shaft are coaxially arranged, so that the size of the drive system in the radial direction of the first output shaft is reduced, and the drive system is facilitated to be arranged on a compact vehicle.

[0017] In some embodiments of the present application, the first power transmission path further comprises a first speed reduction mechanism arranged between the first output shaft and the first intermediate shaft; the second power transmission path further comprises a second speed reduction mechanism arranged between the second output shaft and the second intermediate shaft; the transmission ratios of the first speed reduction mechanism and the second speed reduction mechanism are equal. In this way, it is convenient to control the first output shaft and the second output shaft to have the same rotational speed, and in turn, it is convenient for the controller to control the vehicle to travel.

[0018] In some embodiments of the present application, the first speed reduction mechanism comprises a first gear and a second gear, the first gear is fixed on the first intermediate shaft, the second gear is fixed on the first output shaft, the second gear is engaged with the first gear, and the diameter of the second gear is greater than that of the first gear; the power transmission between the first intermediate shaft and the first output shaft is realized through the engagement of the first gear and the second gear, and a speed reduction structure is formed between the first gear and the second gear to increase the output torque of the first output shaft. The second speed reduction mechanism comprises a third gear and a fourth gear, the third gear is fixed on the second intermediate shaft, the fourth gear is fixed on the second output shaft, the fourth gear is engaged with the third gear, and the diameter of the fourth gear is greater than that of the third gear; the power transmission between the second intermediate shaft and the second output shaft is realized through the engagement of the third gear and the fourth gear, and a speed reduction structure is formed between the third gear and the fourth gear to increase the output torque of the second output shaft. The first power transmission path further comprises a fifth gear and a sixth gear, the fifth gear is arranged on the second clutch, and the sixth gear is arranged on the first intermediate shaft, the sixth gear is engaged with the fifth gear, so that the first intermediate shaft is engaged with the fifth gear on the second clutch and the second gear on the first output shaft through the sixth gear and the first gear respectively, making the gear matching between the first intermediate shaft and the second clutch and between the first intermediate shaft and the first output shaft easier and reducing the matching difficulty; the second power transmission path further comprises an eighth gear and a ninth gear, the eighth gear is arranged on the output shaft of the second motor, the ninth gear is arranged on the second intermediate shaft, the ninth gear is engaged with the eighth gear to realize the transmission connection between the second motor and the second intermediate shaft, and the structure is simple.

[0019] In some schemes of the present application, the first power transmission path further comprises a tenth gear and an eleventh gear, the tenth gear is fixed on the input shaft, the eleventh gear is fixed on the output shaft of the first motor, the eleventh gear meshes with the tenth gear, and the diameter of the tenth gear is greater than that of the eleventh gear. In this way, the transmission connection between the engine and the first motor is realized between the eleventh gear and the tenth gear, and when the power of the engine is transmitted to the first motor, the rotation speed of the first motor is increased, the required torque of the first motor is reduced, and the volume of the first motor can be designed smaller, thereby reducing the overall volume of the drive system.

[0020] In some schemes of the present application, the first clutch and the second clutch are integrated into a back-to-back double clutch, which integrates the first clutch and the second clutch together, reduces the number of parts, reduces the cost, and makes the structure more compact.

[0021] A vehicle comprising a vehicle body, a first wheel, a second wheel and the drive system, the drive system is arranged on the vehicle body, the first output shaft is connected to the first wheel, the second output shaft is connected to the second wheel, and the first wheel and the second wheel are located on different sides of the vehicle body, so that the first motor and the second motor of the drive system drive the first wheel and the second wheel to rotate respectively, realizing the working mode of distributed driving, facilitating the control of the stability of the vehicle; and the engine can drive the first motor to generate electricity, thereby improving the endurance of the vehicle.

[0022] Beneficial effects: the drive system of the present application comprises an engine, an input shaft, a first clutch, a second clutch, a first motor, a second motor, a first output shaft and a second output shaft, the first clutch is arranged between the engine and the input shaft, the first motor is in transmission connection with the input shaft, the first output shaft is in transmission connection with the first motor, and the second clutch is arranged on the power transmission path between the first motor and the first output shaft; by controlling the combination and separation of the first clutch and the second clutch, the engine can drive the first motor, the engine drives the first output shaft to rotate and drives the first motor to generate electricity, and the first motor drives the first output shaft to rotate, the second motor drives the second output shaft to rotate, so that the drive system at least has the range increasing mode, the range increasing distributed driving mode and the pure electric distributed driving mode; the second output shaft is coaxially arranged with the first output shaft, so that the drive system can independently drive multiple output shafts on the same axis to rotate, forming a distributed structure, which can realize the asynchronous rotation of the wheels connected to the first output shaft and the wheels connected to the second output shaft, and does not need a differential, so that the structure is simple, and the turning radius of the vehicle can be reduced by controlling the first motor and the second motor; the engine can drive the first motor to generate electricity, thereby improving the endurance of the drive system.

[0023] A vehicle has the above-mentioned driving system and a vehicle body, a first wheel and a second wheel, the driving system is arranged on the vehicle body, a first output shaft of the driving system is connected with the first wheel, a second output shaft is connected with the second wheel, the first wheel and the second wheel are located at different sides of the vehicle body, therefore, the first wheel connected with the first output shaft and the second wheel connected with the second output shaft can be independently controlled, the working mode of distributed driving is realized, and the stability of the vehicle is facilitated to be controlled; and the engine can drive the first motor to generate electricity, and the endurance of the vehicle is improved. BRIEF DESCRIPTION OF DRAWINGS

[0024] Figure 1 is a structural schematic diagram of the driving system in embodiment one.

[0025] Figure 2 is a structural schematic diagram of the driving system in embodiment two.

[0026] Figure 3 is a structural schematic diagram of the driving system in embodiment three. Figure 1 .

[0027] Figure 4 is a structural schematic diagram of the driving system in embodiment three. Figure 2 .

[0028] Explanation of main element symbols:

[0029] 1-engine; 2-first motor; 3-second motor; 4-first clutch; 5-second clutch; 6-third clutch; 7-input shaft; 8-fifth gear; 9-tenth gear; 10-first intermediate shaft; 11-sixth gear; 12-first reduction mechanism; 13-second reduction mechanism; 14-first gear; 15-second gear; 16-first output shaft; 19-second intermediate shaft; 20-third gear; 21-fourth gear; 22-second output shaft; 24-ninth gear; 25-eighth gear; 28-eleventh gear; 17-wheel; 23-wheel. DETAILED DESCRIPTION

[0030] The utility model provides a kind of driving system and vehicle, to make the purpose, technical scheme and effect of the utility model more clear, definite, the following referring to drawing and taking example for further detailed explanation of the utility model of embodiment.It should be understood that the specific embodiments described herein are only used to explain the utility model, and are not used to limit the protection scope of the utility model.

[0031] In the description of the utility model, it needs to be understood that the orientation or position relation indicated by the terms "upper", "lower", "inner", "outer" and the like is based on the orientation or position relation shown in the drawings, and is only for the convenience of describing the utility model and simplifying the description, and does not indicate or imply that the device or element indicated must have a particular orientation, be constructed and operated in a particular orientation, and therefore cannot be understood as a limitation on the utility model.

[0032] In the description of the utility model, it needs to be understood that the terms "installation", "connection", "connection" should be understood broadly unless otherwise specified and limited, for example, it can be fixedly connected, or it can be detachably connected, or integrally connected, it can be mechanically connected, or it can be electrically connected or can communicate with each other, it can be directly connected, or indirectly connected through an intermediate medium, it can be the communication or interaction relationship between two elements. For ordinary skilled in the art, the specific meaning of the above terms in the utility model can be understood according to the specific situation.

[0033] In the hybrid vehicle, the vehicle comprises a vehicle body, a first wheel, a second wheel and a driving system, the driving system is fixed on the vehicle body, the wheel is connected on the output shaft of the driving system, so as to realize the walking of the vehicle by controlling the working of the driving system. Referring to Figures 1-4 The driving system of the application comprises an engine 1, an input shaft 7, a first motor 2, a second motor 3, a first clutch 4, a second clutch 5, a first output shaft 16 and a second output shaft 17. The first motor 2 is in transmission connection with the input shaft 7, the output shaft of the engine 1 is connected with the input shaft 7 through the first clutch 4, so that the first motor 5 can be combined through the first clutch 4 to generate electricity under the driving of the engine 1, thereby improving the endurance of the vehicle. The input shaft 7 is in transmission connection with the first output shaft 16, the first wheel 17 is connected to the first output shaft 16, the second motor 3 is in transmission connection with the second output shaft 22, and the second wheel 23 is connected to the second output shaft 22. Among them, the first output shaft 16 and the second output shaft 22 are coaxially arranged, and the first wheel 17 and the second wheel 23 are located on the opposite sides of the vehicle body (i.e. on both sides of the vehicle body in the width direction). In this way, the first motor 2 and the second motor 3 can control the rotation of the first wheel 17 and the second wheel 23 respectively, so as to realize flexible control of the vehicle.

[0034] Embodiment one:

[0035] As Figure 1As shown, the drive system comprises an engine 1, an input shaft 7, a first clutch 4, a second clutch 5, a first motor 2, a second motor 3, a first output shaft 16 and a second output shaft 22. The first clutch 4 is arranged between the engine 1 and the input shaft 7, and is used to control the combination or separation of the output shaft of the engine 1 and the input shaft 7. When the output shaft of the engine 1 is combined with the input shaft 7, the power of the engine 1 can be transmitted to the input shaft 7, i.e. the input shaft 7 rotates with the output shaft of the engine 1; when the output shaft of the engine 1 is separated from the input shaft 7, the input shaft 7 does not rotate with the output shaft of the engine 1, reducing the drag force of the first motor 2 driving the input shaft 7 to rotate as described below, and improving the power output efficiency of the vehicle.

[0036] The first motor 2 is in driving connection with the input shaft 7, so that the input shaft 7 can drive the first motor 2 to rotate when the input shaft 7 rotates, and the first motor 2 can also drive the input shaft 7 to rotate when the first motor 2 rotates. Therefore, when the first clutch 4 is in the combined state, the engine 1 can drive the first motor 2 to generate electricity, and when the first clutch 4 is in the separated state, the engine 1 and the first motor 2 are independent of each other.

[0037] The first output shaft 16 is in driving connection with the first motor 2, so that when the first clutch 4 is in the separated state, the first motor 2 can be independent of the engine 1 and be used for power output to drive the first output shaft 16 to rotate, and when the first clutch 4 is in the combined state, the engine 1 can drive the first motor 2 to generate electricity and also drive the first output shaft 16 to rotate.

[0038] The second clutch 5 is included in the power transmission path between the first motor 2 and the first output shaft 16, and when the second clutch 5 is in the combined state, the power output by the first motor 2 can be transmitted to the first output shaft 16. When the second clutch 5 is in the separated state, the first motor 2 cannot drive the first output shaft 16 to rotate. When the first clutch 4 and the second clutch 5 are both in the combined state, the power output by the engine 1 can be transmitted to the first output shaft 16; when the first clutch 4 is in the combined state and the second clutch 5 is in the separated state, the power output by the engine 1 can drive the first motor 2 to generate electricity, but cannot drive the first output shaft 16 to rotate.

[0039] The second output shaft 22 is in driving connection with the second motor 3, so that the power output by the second motor 3 can be used to drive the second output shaft 22 to rotate.

[0040] The drive system further comprises a controller (not shown in the figure), which is electrically connected with the engine 1, the first motor 2, the first clutch 4 and the second clutch 5, and is used to control the drive system to operate in different working modes. The working modes at least include a pure electric distributed drive mode, a range extender mode and a range extender distributed drive mode. The specific working modes are shown in the following table:

[0041]

[0042] In the range-extender mode, the controller controls the first clutch 4 to be engaged, the second clutch 5 to be disengaged, and the engine 1 to drive the first motor 2 to generate electricity, thereby improving the endurance of the vehicle, solving the technical problem of long charging time and short endurance mileage of the pure electric vehicle in winter, and also solving the problem of high cost of hydrogen fuel cell vehicles.

[0043] In the range-extender mode, the controller controls the first clutch 4 to be engaged, the second clutch 5 to be disengaged, and the engine 1 to drive the first motor 2 to generate electricity, thereby improving the endurance of the vehicle, solving the technical problem of long charging time and short endurance mileage of the pure electric vehicle in winter, and also solving the problem of high cost of hydrogen fuel cell vehicles.

[0044] In the range-extender mode, the controller controls the first clutch 4 to be engaged, the second clutch 5 to be disengaged, and the engine 1 to drive the first motor 2 to generate electricity, thereby improving the endurance of the vehicle, solving the technical problem of long charging time and short endurance mileage of the pure electric vehicle in winter, and also solving the problem of high cost of hydrogen fuel cell vehicles.

[0045] In the range-extender mode, the controller controls the first clutch 4 to be engaged, the second clutch 5 to be disengaged, and the engine 1 to drive the first motor 2 to generate electricity, thereby improving the endurance of the vehicle, solving the technical problem of long charging time and short endurance mileage of the pure electric vehicle in winter, and also solving the problem of high cost of hydrogen fuel cell vehicles.

[0046] In one embodiment, the second output shaft 22 is coaxially arranged with the first output shaft 16, meaning that the wheel 17 connected to the first output shaft 16 and the wheel 23 connected to the second output shaft 22 are either the front wheels or the rear wheels of the vehicle. For example, in a front-wheel drive vehicle, both the wheel 17 connected to the first output shaft 16 and the wheel 23 connected to the second output shaft 22 are front wheels. In a rear-wheel drive vehicle, both the wheel 17 connected to the first output shaft 16 and the wheel 23 connected to the second output shaft 22 are rear wheels. In other embodiments, the first output shaft 16 and the second output shaft 22 are used to connect the front wheels and the rear wheels of the vehicle, respectively, so that both the front and rear wheels of the vehicle have driving force.

[0047] The drive system eliminates the traditional mechanical power transmission system between the engine and the drive axle, allowing for more flexible placement of the engine 1, the first motor 2, and the second motor 3 on heavy vehicles.

[0048] When the vehicle using this drive system is a four-wheel drive vehicle, if one of the wheels connected to the drive system experiences a tire blowout, the controller can control the speed of the wheels driven by the first motor 2 and the second motor 3 to maintain the vehicle's balance and improve vehicle safety.

[0049] In one embodiment, the drive system further includes a housing, in which a first motor 2 for generating electricity and driving and a second motor 3 for driving are integrated, making the drive system compact and easy to install in a passenger vehicle.

[0050] Example 2:

[0051] like Figure 2 As shown, based on Embodiment 1, Embodiment 2 adds a third clutch 6 to the drive system. The power transmission path between the first motor 2 and the first output shaft 16 is the first power transmission path, and the power transmission path between the second motor 3 and the second output shaft 22 is the second power transmission path. The third clutch 6 is located between the first and second power transmission paths, and is used to control the engagement or disengagement of the first and second power transmission paths.

[0052] The controller is also electrically connected with the third clutch 6, and the third clutch 6 is combined by the controller, so that the first power transmission path and the second power transmission path are connected together, so that the power between the first power transmission path and the second power transmission path can be transmitted to each other, and therefore, when the third clutch 6 is in the combined state, the second motor 3 can drive the first output shaft 16 and the second output shaft 22 to rotate at the same time; when the second clutch 5 and the third clutch 6 are both in the combined state, the first motor 2 can drive the first output shaft 16 and the second output shaft 22 to rotate at the same time, or the first motor 2 and the second motor 3 drive the first output shaft 16 and the second output shaft 22 to rotate at the same time.

[0053] The driving system of the embodiment can realize the pure electric distributed driving mode, the range extender mode and the range extender distributed driving mode realized by the first embodiment, and in the pure electric distributed driving mode, the range extender mode and the range extender distributed driving mode, the controller controls the third clutch 6 to be separated.

[0054] In addition to the pure electric distributed driving mode, the range extender mode and the range extender distributed driving mode realized by the first embodiment, the driving system in the embodiment also has a pure electric escape mode and an engine direct drive escape mode. When the driving system is in the pure electric distributed driving mode, the range extender mode and the range extender distributed driving mode, the third clutch 6 is in the separated state, and when the driving system is in the pure electric escape mode and the engine 1 direct drive escape mode, the third clutch 6 is in the combined state. The specific conditions are as follows:

[0055]

[0056] In the pure electric escape mode, the controller controls the first clutch 4 to be separated, controls the second clutch 5 and the third clutch 6 to be combined, and controls the engine 1 to be inoperative, and the first output shaft 16 and the second output shaft 22 are driven by the first motor 2 and the second motor 3. When the vehicle needs to move, the controller controls the first motor 2 and the second motor 3 to work, so that the first motor 2 and the second motor 3 jointly drive the first output shaft 16 and the second output shaft 22 to rotate. Since the third clutch 6 is in the combined state, when one of the wheels connected to the first output shaft 16 and the second output shaft 22 slips with the ground, the forces output by the first motor 2 and the second motor 3 act on the other, so that the wheel not slipping with the ground obtains greater power, facilitating the vehicle to escape.

[0057] In the engine direct drive escape mode, the controller controls the first clutch 4, the second clutch 5 and the third clutch 6 to be engaged, and controls the engine 1 to drive the first output shaft 16 and the second output shaft 22 to rotate. When the vehicle needs to move, the controller controls the engine 1 to work, so that the first output shaft 16 and the second output shaft 22 rotate under the drive of the engine 1. Since the third clutch 6 is in the engaged state, when one of the wheels connected to the first output shaft 16 and the second output shaft 22 slips with the ground, the power output by the engine 1 acts on the other, so that the wheel not slipping with the ground obtains greater power, facilitating the vehicle to escape.

[0058] In the engine direct drive escape mode, the first motor 2 and the second motor 3 can act as auxiliary power to drive the first output shaft 16 and the second output shaft 22 to rotate, so as to make the drive system output greater power; or the first motor 2 generates electricity under the drive of the engine 1, and the second motor 3 assists in driving the first output shaft 16 and the second output shaft 22 to rotate, or the first motor 2 and the second motor 3 are idling.

[0059] In the above, through the setting of the third clutch 6, when the first motor 2 or the second motor 3 fails, the third clutch 6 can be controlled to be engaged, so that the normally working motor of the first motor 2 and the second motor 3 drives the first wheel 17 and the second wheel 23 to rotate at the same time, so that the wheels can continue to travel to the repair point for repair, improving the safety of the vehicle. It should be noted that when the first motor 2 and the second motor 3 both fail, the engine 1 can also drive the first wheel 17 and the second wheel 23 to rotate, so that the vehicle can continue to travel to the repair point for repair.

[0060] Embodiment three:

[0061] As shown in Figure 3 and Figure 4 In the structures of the first embodiment and the second embodiment, the first clutch 4 and the second clutch 5 are a back-to-back double clutch, that is, the first clutch 4 and the second clutch 5 are integrated together, reducing the number of parts, reducing the cost, and reducing the axial size at the input shaft 7, so that the structure is more compact.

[0062] The double clutch includes a clutch housing, a first engaging member and a second engaging member, the clutch housing is fixedly connected with the input shaft 7, two installation cavities are formed on both sides of the clutch housing along the axial direction of the clutch housing, the first engaging member and the second engaging member are respectively installed in the two installation cavities, so as to integrate the first clutch 4 and the second clutch 5 together. The first output shaft 16 and the engine 1 are respectively in transmission connection with the first engaging member and the second engaging member.

[0063] As shown in Figures 1-4In the above-mentioned embodiment one, embodiment two and embodiment three, the first power transmission path includes the first intermediate shaft 10 and the input shaft 7, the second clutch 5 is arranged on the input shaft 7 and is in driving connection with the first intermediate shaft 10, and the first input shaft 7 is in driving connection with the first intermediate shaft 10. The power of the engine 1 and the first motor 2 is transmitted to the first intermediate shaft 10 through the input shaft 7 and then transmitted to the first output shaft 16 from the first intermediate shaft 10; or the power of the engine 1 or the first motor 2 is transmitted to the first intermediate shaft 10 through the input shaft 7 and then transmitted to the first output shaft 16 from the first intermediate shaft 10.

[0064] The second power transmission path includes the second intermediate shaft 19, the second intermediate shaft 19 is in driving connection with the second motor 3, and the second input shaft 7 is in driving connection with the second intermediate shaft 19. Therefore, the power output by the second motor 3 is transmitted to the second input shaft 7 through the second intermediate shaft 19.

[0065] The first power transmission path further includes the first speed reduction mechanism 12, which is arranged between the first output shaft 16 and the first intermediate shaft 10. Through the arrangement of the first speed reduction mechanism 12, when the power on the first intermediate shaft 10 is transmitted to the first output shaft 16, the speed is reduced and the torque is increased, that is, the speed is reduced and the torque is increased, so that the wheels connected to the first output shaft 16 have a large torque; and the first motor 2 for driving the first intermediate shaft 10 to rotate can be in the best working power range, reducing energy consumption.

[0066] In Figures 1-4 In the embodiment shown, the first speed reduction mechanism 12 includes a first gear 14 fixed on the first intermediate shaft 10 and a second gear 15 fixed on the first output shaft 16, the second gear 15 is in meshing engagement with the first gear 14, so that a gear transmission is formed between the first intermediate shaft 10 and the first output shaft 16. Among them, the diameter of the second gear 15 is greater than the diameter of the first gear 14, so that when the power is transmitted from the first intermediate shaft 10 to the first output shaft 16, the first speed reduction mechanism 12 is formed, and the speed is reduced and the torque is increased.

[0067] Similarly, the second power transmission path further includes the second speed reduction mechanism 13, which is arranged between the second output shaft 22 and the second intermediate shaft 19. Through the arrangement of the second speed reduction mechanism 13, when the power on the second intermediate shaft 19 is transmitted to the second output shaft 22, the speed is reduced and the torque is increased, that is, the speed is reduced and the torque is increased, so that the wheels have a large torque, and the second motor 3 for driving the second intermediate shaft 19 to rotate can be in the best working power range, reducing energy consumption.

[0068] The second reduction mechanism 13 is fixed on the third gear 20 of the second intermediate shaft 19 and the fourth gear 21 of the second output shaft 22, and the fourth gear 21 is engaged with the third gear 20, so that the gear transmission is formed between the second intermediate shaft 19 and the second output shaft 22. The diameter of the fourth gear 21 is greater than the diameter of the third gear 20, so that the power is transmitted from the second intermediate shaft 19 to the second output shaft 22, and the second reduction mechanism 13 is formed to realize the speed reduction and torque increase.

[0069] In the above, when the vehicle is in the coasting or braking state, the first motor 2 can be driven by the first wheel to generate electricity, and the second motor 3 can be driven by the second wheel to generate electricity, so as to realize the braking energy utilization. In the process of driving the first motor 2 by the wheel to generate electricity, the power is transmitted from the first output shaft 16 to the first intermediate shaft 10, and the diameter of the second gear 15 is greater than the diameter of the first gear 14, so as to form the speed increasing and torque decreasing effect, and improve the rotating speed of the first motor 2 when generating electricity. Similarly, in the process of driving the second motor 3 by the wheel to generate electricity, the power is transmitted from the second output shaft 22 to the second intermediate shaft 19, so as to form the speed increasing and torque decreasing effect, and improve the rotating speed of the second motor 3 when generating electricity.

[0070] As shown in FIGS. Figure 2 and Figure 4 In the second embodiment, the third clutch 6 is arranged between the second intermediate shaft 19 and the first intermediate shaft 10. Compared with arranging the third clutch 6 between the first output shaft 16 and the second output shaft 22, the torque of the third clutch 6 can be reduced when the same torque is obtained at the wheels. Moreover, the second clutch 6 is arranged radially outside the first output shaft 16 and the second output shaft 22, so that the second clutch 6 is more convenient to arrange, and the axial length of the drive system along the first output shaft 16 is reduced, and the drive system is convenient to arrange on a compact vehicle.

[0071] In other embodiments, the third clutch 6 is arranged on the first output shaft 16 and connected with the second output shaft 22, so that when the third clutch 6 is in the engaged state, the first output shaft 16 and the second output shaft 22 are connected together to form one shaft, and the power transmitted to the first output shaft 16 and the power transmitted to the second output shaft 22 are combined to realize common output.

[0072] The transmission ratios of the first reduction mechanism 12 and the second reduction mechanism 13 are equal, so that after the third clutch 6 is engaged, the rotating speeds of the first output shaft 16 and the second output shaft 22 are the same, to realize the straight movement of the vehicle. Moreover, when it is required to make the rotating speeds of the first wheel 17 connected with the first output shaft 16 and the second wheel 23 connected with the second output shaft 22 the same, the controller can directly control the first motor 2 and the second motor 3 to have the same rotating speed, without the need of complex conversion, and the control of the vehicle is convenient.

[0073] The third clutch 6, the first intermediate shaft 10, and the second intermediate shaft 19 are coaxially arranged, which reduces the lateral dimension of the drive system (the drive system is longitudinal along the axis of the first intermediate shaft 10), making it easier to arrange the drive system in a compact vehicle.

[0074] like Figures 1-4 As shown, in Embodiment 1, Embodiment 2 and Embodiment 3, the first intermediate shaft 10 is located between the first output shaft 16 and the second clutch 5. Therefore, when power is transmitted from the engine 1 to the first intermediate shaft 10 and then from the first intermediate shaft 10 to the first output shaft 16, the distance traveled is shorter, and thus the structure of the drive system is more compact.

[0075] The first power transmission path also includes a fifth gear 8 and a sixth gear 11. The fifth gear 8 is mounted on the second clutch 5, and the sixth gear 11 is mounted on the first intermediate shaft 10. The sixth gear 11 meshes with the fifth gear 8 to realize the power transmission between the first clutch 4 and the first intermediate shaft 10, and the structure is simple.

[0076] The second power transmission path also includes an eighth gear 25 and a ninth gear 24. The eighth gear 25 is located on the output shaft of the second motor 3, and the ninth gear 24 is located on the second intermediate shaft 19. The ninth gear 24 meshes with the eighth gear 25, so the power of the second motor 3 can be transmitted to the second intermediate shaft 19 through the eighth gear 25 and the ninth gear 24, realizing the transmission connection between the second motor 3 and the second intermediate shaft 19, and the structure is simple.

[0077] The first power transmission path also includes a tenth gear 9 and an eleventh gear 28. The tenth gear 9 is fixed on the input shaft 7, and the eleventh gear 28 is fixed on the output shaft of the first motor 2. The eleventh gear 28 meshes with the tenth gear 9, and the diameter of the tenth gear 9 is larger than the diameter of the eleventh gear 28. Therefore, the power of the engine 1 is transmitted to the first motor 2 through the tenth gear 9 and the eleventh gear 28 to drive the first motor 2 to generate electricity. The larger diameter of the tenth gear 9 compared to the eleventh gear 28 achieves torque reduction and speed increase (i.e., reducing the torque of the first motor 2 and increasing its speed). Therefore, while achieving the same power generation efficiency, the size of the first motor 2 can be reduced, resulting in a smaller overall size of the drive system.

[0078] exist Figures 1-4In the shown embodiment, the first output shaft 16 and the second output shaft 22 are coaxially arranged, so that the wheels 17 connected to the first output shaft 16 and the wheels 23 connected to the second output shaft 22 are front side wheels or rear side wheels of the vehicle. For example, in a front drive vehicle, the wheels 17 connected to the first output shaft 16 and the wheels 23 connected to the second output shaft 22 are all front side wheels of the vehicle. In a rear drive vehicle, the wheels 17 connected to the first output shaft 16 and the wheels 23 connected to the second output shaft 22 are all rear side wheels of the vehicle.

[0079] In other embodiments, the first output shaft 16 and the second output shaft 22 can also be arranged non-coaxially, for example, the wheels connected to the first output shaft 16 are front side wheels of the vehicle, and the wheels connected to the second output shaft 22 are rear side wheels of the vehicle.

[0080] In an embodiment, the second gear 15 and the first gear 14 are in the same plane, the fourth gear 21 and the third gear 20 are in the same plane, and the plane in which the second gear 15 and the first gear 14 are arranged and the plane in which the fourth gear 21 and the third gear 20 are arranged are distributed along the axial direction of the first output shaft 16 and close to each other, so that the distance between the first output shaft 16 and the second output shaft 22 is shorter, thereby enabling the size of the drive system at the first output shaft 16 and the second output shaft 22 to be smaller, facilitating the arrangement of the drive system in a compact vehicle.

[0081] It can be understood that, for those skilled in the art, equivalent replacements or changes can be made according to the technical scheme and the inventive concept of the utility model, and all these changes or replacements shall belong to the protection scope of the utility model.

Claims

1. A drive system, characterized in that, It includes an engine, an input shaft, a first clutch, a second clutch, a first motor, a second motor, a first output shaft, and a second output shaft; The first clutch is disposed between the engine and the input shaft, and the first clutch is used to control the engagement or disengagement of the engine's output shaft from the input shaft; The first motor is connected to the input shaft via a transmission. The first output shaft is connected to the first motor, and the power transmission path between the first motor and the first output shaft includes the second clutch; The second output shaft is connected to the second motor drive, and the second output shaft is coaxial with the first output shaft.

2. The drive system according to claim 1, characterized in that, The power transmission path between the first motor and the first output shaft is the first power transmission path, and the power transmission path between the second motor and the second output shaft is the second power transmission path; The drive system also includes: A third clutch is disposed between the first power transmission path and the second power transmission path, and the third clutch is used to control the engagement or disengagement of the first power transmission path and the second power transmission path.

3. The drive system according to claim 1 or 2, characterized in that, The drive system further includes a controller electrically connected to the engine, the first motor, the first clutch, and the second clutch. The controller is used to control the drive system to operate in different drive modes, wherein the drive modes include: A pure electric distributed drive mode that controls the first clutch to disengage and the engine to not operate; The range extender mode controls the engagement of the first clutch, the disengagement of the second clutch, and the engine to drive the first motor to generate electricity. The range-extended distributed drive mode controls both the first clutch and the second clutch to engage, and controls the engine to drive the first motor to generate electricity.

4. The drive system according to claim 3, characterized in that, When the drive system includes the first clutch, the second clutch, and the third clutch, the controller is also electrically connected to the third clutch. In the pure electric distributed drive mode, the controller also controls the disengagement of the third clutch; In the range extender mode, the controller also controls the disengagement of the third clutch; In the range-extended distributed drive mode, the controller also controls the disengagement of the third clutch.

5. The drive system according to claim 4, characterized in that, The driving mode also includes: A pure electric escape mode that controls the engine to stop working, and controls the first clutch to disengage and the third clutch to engage; Controlling the engine to operate, and controlling the engine direct drive escape mode in which the first clutch, the second clutch, and the third clutch are all engaged.

6. The drive system according to claim 5, characterized in that, In the pure electric distributed drive mode and the pure electric escape mode, the controller also controls the engagement of the second clutch.

7. The drive system according to claim 6, characterized in that, The controller is also electrically connected to the second motor; In the pure electric distributed drive mode, the range extender mode, the range extender distributed drive mode, and the pure electric escape mode, the controller also controls the second motor to work.

8. The drive system according to claim 2, characterized in that, The first power transmission path includes a first intermediate shaft and the input shaft, and the second clutch is disposed on the input shaft and is connected to the first intermediate shaft in a transmission manner.

9. The drive system according to claim 8, characterized in that, The second power transmission path includes a second intermediate shaft, and the third clutch is disposed between the second intermediate shaft and the first intermediate shaft.

10. The drive system according to claim 9, characterized in that, The third clutch, the first intermediate shaft, and the second intermediate shaft are coaxially arranged.

11. The drive system according to claim 9, characterized in that, The first power transmission path also includes a first reduction mechanism disposed between the first output shaft and the first intermediate shaft; The second power transmission path also includes a second reduction mechanism disposed between the second output shaft and the second intermediate shaft; The transmission ratios of the first reduction mechanism and the second reduction mechanism are equal.

12. The drive system according to claim 11, characterized in that, The first reduction mechanism includes a first gear and a second gear. The first gear is fixed on the first intermediate shaft, and the second gear is fixed on the first output shaft. The second gear meshes with the first gear, and the diameter of the second gear is larger than the diameter of the first gear. The second reduction mechanism includes a third gear and a fourth gear. The third gear is fixed on the second intermediate shaft, and the fourth gear is fixed on the second output shaft. The fourth gear meshes with the third gear, and the diameter of the fourth gear is larger than the diameter of the third gear. The first power transmission path further includes a fifth gear and a sixth gear. The fifth gear is mounted on the second clutch, and the sixth gear is mounted on the first intermediate shaft. The sixth gear meshes with the fifth gear. The second power transmission path also includes an eighth gear and a ninth gear. The eighth gear is disposed on the output shaft of the second motor, and the ninth gear is disposed on the second intermediate shaft. The ninth gear meshes with the eighth gear.

13. The drive system according to claim 2, characterized in that, The first power transmission path also includes a tenth gear and an eleventh gear. The tenth gear is fixed on the input shaft, and the eleventh gear is fixed on the output shaft of the first motor. The eleventh gear meshes with the tenth gear, and the diameter of the tenth gear is larger than the diameter of the eleventh gear.

14. The drive system according to claim 1, characterized in that, The first clutch and the second clutch are a back-to-back dual clutch.

15. A vehicle, characterized in that, The vehicle includes a vehicle body, a first wheel, a second wheel, and a drive system as described in any one of claims 1-14, the drive system being disposed on the vehicle body, the first output shaft being connected to the first wheel, the second output shaft being connected to the second wheel, and the first wheel and the second wheel being located on opposite sides of the vehicle body.

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