Driving system and vehicle

Abstract

The utility model provides a driving system and a vehicle. The driving system comprises an engine, a first motor, a second motor, a third motor, a first output shaft and a second output shaft. The second motor is in transmission connection with the first output shaft, the third motor is in transmission connection with the second output shaft, and the first output shaft and the second output shaft are arranged in a distributed mode, that is, the second motor and the third motor can independently drive the first output shaft and the second output shaft to rotate in a distributed mode. The engine can drive the first motor to generate power for the second motor and the third motor to work, so that the driving system has a range extending function. In the vehicle, the first output shaft and the second output shaft of the driving system are both connected with the wheels, the wheels connected to the first output shaft and the wheels connected to the second output shaft can be independently controlled, and the stability of the vehicle can be conveniently controlled; and the engine can drive the first motor to generate electricity, so that the cruising ability of the vehicle is improved.

Description

Technical Field

[0001] This utility model relates to the field of power transmission, and mainly to a drive system and vehicle. Background Technology

[0002] In a car with four motors independently driving four wheels, if one tire blows out while traveling at high speed, the vehicle controller can control the torque of the remaining three motors to bring the car to a smooth stop. Therefore, distributed drive with four motors independently driving four wheels is the future development direction of passenger vehicle power systems.

[0003] However, among energy-saving vehicles and new energy vehicles, the technological bottlenecks of long charging times and short driving range in winter for pure electric vehicles have not yet been overcome; the cost of hydrogen fuel cell vehicles remains high, and the construction of hydrogen refueling infrastructure still requires time. Hybrid vehicles, on the other hand, can achieve energy conservation and emission reduction even using existing charging facilities, making them a more realistic and feasible solution at present. Therefore, major automakers have launched or are developing their own hybrid models. Utility Model Content

[0004] In view of the shortcomings of the prior art, one of the objectives of this utility model is to provide a drive system that can independently drive multiple output shafts for connection with wheels to rotate.

[0005] Another objective of this invention is to provide a vehicle capable of driving multiple wheels to rotate independently.

[0006] To achieve the above objectives, the present invention adopts the following technical solution:

[0007] A drive system includes an engine, a first motor, a second motor, a third motor, a first output shaft, a second output shaft, and a controller. The first motor is driven by the output shaft of the engine to generate electricity under the drive of the engine. The second motor is driven by the first output shaft, and the third motor is driven by the second output shaft. The controller is electrically connected to the engine and the first motor. The controller is used to control the drive system to operate in different working modes, including: a pure electric mode in which neither the engine nor the first motor operates; and a range-extended hybrid mode in which the engine drives the first motor to generate electricity. By configuring the engine, first motor, second motor, and third motor, and by driving the first motor by the output shaft of the engine, the engine can drive the first motor to generate electricity, thereby improving the driving system's range. Furthermore, the driving connections of the second motor and the first output shaft, and the third motor and the second output shaft, enable the pure electric distributed drive mode in which neither the engine nor the first motor operates, and the range-extended hybrid distributed drive mode in which the engine drives the first motor to generate electricity, by controlling the second and third motors to drive the first and second output shafts to rotate respectively, and by controlling the engine to drive the first motor to generate electricity. When the drive system is in pure electric distributed drive mode or range-extended hybrid distributed drive mode, it can achieve synchronous rotation of the wheels connected to the first output shaft and the wheels connected to the second output shaft, enabling the vehicle to travel in a straight line. It can also achieve asynchronous rotation of the wheels connected to the first output shaft and the wheels connected to the second output shaft, enabling the vehicle to turn and reducing the turning radius. Furthermore, the drive system eliminates the traditional mechanical power transmission system of the engine and drive axle, allowing for more flexible placement of the engine, second motor, and third motor in heavy-duty vehicles.

[0008] In some embodiments of this application, the drive system further includes a first clutch, which is disposed on the output shaft of the engine and connected to one of the first output shaft and the second output shaft. The controller is also electrically connected to the first clutch, wherein, in the pure electric distributed drive mode, the controller further controls the first clutch to disengage; in the range-extended hybrid distributed drive mode, the controller further controls the first clutch to disengage. By setting the first clutch between one of the first and second output shafts and the engine's output shaft, the engine can directly drive the wheels to rotate, thereby providing greater power to the wheels directly driven by the engine and facilitating vehicle extrication from difficult situations.

[0009] In some embodiments of this application, the power transmission path between the second motor and the first output shaft is the first power transmission path, and the power transmission path between the third motor and the second output shaft is the second power transmission path. The drive system further includes a second clutch, which is disposed between the first power transmission path and the second power transmission path. The second clutch is used to control the engagement or disengagement of the first power transmission path and the second power transmission path. The controller is also electrically connected to the second clutch. In the pure electric distributed drive mode, the controller also controls the disengagement of the second clutch. In the range-extended hybrid distributed drive mode, the controller also controls the disengagement of the second clutch. By setting a second clutch between the first power transmission path and the second power transmission path, the first output shaft and the second output shaft can be rotated synchronously by controlling the second clutch. That is, the second motor and / or the third motor can simultaneously drive the first output shaft and the second output shaft to rotate, so as to output greater power and facilitate vehicle extrication. When the drive system also includes a first clutch, the engine can also simultaneously drive the first output shaft and the second output shaft to rotate.

[0010] In some embodiments of this application, the first power transmission path includes a first intermediate shaft, which is driven by the output shaft of the second motor, and the first output shaft is driven by the first intermediate shaft; the second power transmission path includes a second intermediate shaft, which is driven by the output shaft of the third motor, and the second output shaft is driven by the second intermediate shaft; a second clutch is disposed between the first intermediate shaft and the second intermediate shaft, and the second clutch is used to control the engagement or disengagement of the first intermediate shaft and the second intermediate shaft. By setting the first and second intermediate shafts, and with the second clutch located at the first intermediate shaft, and the engagement of the second clutch with the second intermediate shaft, the first and second output shafts rotate synchronously, reducing the torque of the second clutch. Furthermore, the second clutch can be located radially outside the first and second output shafts, making it easier to arrange the second clutch and reducing the axial length of the drive system along the first output shaft, thus facilitating the placement of the drive system in a compact vehicle.

[0011] In some embodiments of this application, the second clutch, the first intermediate shaft, and the second intermediate shaft are coaxially arranged, thereby reducing the radial dimension of the drive system in the first output shaft and facilitating the placement of the drive system in a compact vehicle.

[0012] In some embodiments of this application, the first power transmission path further includes a first reduction mechanism disposed between the first output shaft and the first intermediate shaft; the second power transmission path further 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. This arrangement facilitates controlling the first output shaft and the second output shaft to rotate at the same speed, thereby enabling the controller to easily control the vehicle's movement.

[0013] In some embodiments of this application, the first reduction mechanism includes a first gear fixed on the first intermediate shaft and a second gear 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. Power transmission between the first intermediate shaft and the first output shaft is achieved through the meshing of the first gear and the second gear, and a reduction structure is formed between the first gear and the second gear to increase the output torque of the first output shaft. The second reduction mechanism includes a third gear fixed on the second intermediate shaft and a fourth gear 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. Power transmission between the second intermediate shaft and the second output shaft is achieved through the meshing of the third gear and the fourth gear, and a reduction structure is formed between the third gear and the fourth gear to increase the output torque of the second output shaft.

[0014] In some embodiments of this application, when the drive system includes a first clutch, the first intermediate shaft is located between the first output shaft and the first clutch; a fifth gear is provided on the first clutch, and a sixth gear is fixed on the first intermediate shaft, the sixth gear meshing with the fifth gear; a seventh gear is provided on the output shaft of the second motor, the seventh gear meshing with the sixth gear. The first intermediate shaft achieves the transmission connection between the first clutch and the first intermediate shaft, and the transmission connection between the second motor and the first intermediate shaft, through the meshing of the sixth gear with the fifth gear and the seventh gear, resulting in a simple structure. Furthermore, the coplanar arrangement of the sixth, fifth, and seventh gears makes the size of the drive system in the axial direction of the first output shaft smaller, facilitating the placement of the drive system in a compact vehicle.

[0015] In some embodiments of this application, the output shaft of the third motor is provided with an eighth gear, and the second intermediate shaft is provided with a ninth gear. The ninth gear meshes with the eighth gear to realize the transmission connection between the third motor and the second intermediate shaft, and the structure is simple.

[0016] In some embodiments of this application, a tenth gear is fixed on the engine output shaft, and an eleventh gear is provided on the output end of the first motor. The eleventh gear meshes with the tenth gear, and the diameter of the tenth gear is larger than that of the eleventh gear. This arrangement enables the eleventh gear to establish a transmission connection between the engine and the first motor. Furthermore, when the engine's power is transmitted to the first motor, it increases the speed of the first motor, reduces the torque required by the first motor, and allows for a smaller design of the first motor, thus resulting in a smaller overall size of the drive system.

[0017] In some embodiments of this application, the operating mode further includes: a pure electric traction mode in which both the engine and the first motor are not operating, and the second clutch is engaged; and a range-extended hybrid traction mode in which both the engine and the first motor are operating, and the second clutch is engaged. When the drive system is in pure electric traction mode or range-extended hybrid traction mode, the engagement of the second clutch causes the first and second output shafts to rotate synchronously. The first and second output shafts can be driven to rotate simultaneously by the second and third motors, allowing for greater power output. Alternatively, either the second or third motor can be driven simultaneously to rotate the first and second output shafts, ensuring vehicle control even if one motor fails.

[0018] In some embodiments of this application, the controller is also electrically connected to the second motor and the third motor. In the pure electric mode, the range-extended hybrid mode, the pure electric obstacle-avoidance mode, and the range-extended hybrid obstacle-avoidance mode, the controller also controls both the second motor and the third motor to operate. By controlling the second motor and the third motor to simultaneously drive the first output shaft and the second output shaft to rotate, greater power can be output, facilitating vehicle obstacle removal.

[0019] In some embodiments of this application, based on the case where the drive system includes the first clutch and the second clutch, in the pure electric escape mode, the controller further controls the first clutch to disengage; in the range-extended hybrid escape mode, the controller further controls the first clutch to disengage.

[0020] In some embodiments of this application, based on the case where the drive system includes the first clutch and the second clutch, the operating mode further includes: controlling both the first clutch and the second clutch to engage, and controlling the engine to drive the first output shaft and the second output shaft to rotate in an engine direct drive traction mode. In the engine direct drive traction mode, the engine directly drives the first output shaft and the second output shaft to rotate, resulting in the drive system outputting more power and facilitating the vehicle's rapid traction in the event of a power failure.

[0021] A vehicle includes a vehicle body, a first wheel, a second wheel, and a drive system. The drive system is mounted on the vehicle body. A first output shaft of the drive system is connected to the first wheel, and a second output shaft is connected to the second wheel. The first wheel and the second wheel are located on opposite sides of the vehicle body, such that a second motor and a third motor of the drive system drive the first wheel and the second wheel to rotate, respectively, to achieve a distributed drive working mode.

[0022] Beneficial Effects: The drive system of this application includes an engine, a first motor, a second motor, a third motor, a first output shaft, and a second output shaft. The second motor is driven by the first output shaft, and the third motor is driven by the second output shaft, forming a distributed configuration between the first and second output shafts. This means the second and third motors can independently drive the first and second output shafts to rotate, allowing the wheels connected to the first and second output shafts to rotate asynchronously, thus enabling vehicle turning and reducing the turning radius. The engine's output shaft is driven by the first motor, which generates electricity to power the second and third motors, giving the drive system a range-extending function and improving its driving range.

[0023] A vehicle has the aforementioned drive system, a vehicle body, a first wheel, and a second wheel. The drive system is mounted on the vehicle body. A first output shaft of the drive system is connected to the first wheel, and a second output shaft is connected to the second wheel. The first wheel and the second wheel are located on opposite sides of the vehicle body. Therefore, the wheel connected to the first output shaft and the wheel connected to the second output shaft can be controlled independently, realizing a distributed drive working mode, which facilitates the control of vehicle stability. Moreover, the engine can drive the first motor to generate electricity, improving the vehicle's range. Attached Figure Description

[0024] Figure 1 This is a schematic diagram of the drive system in Embodiment 1.

[0025] Figure 2 This is a schematic diagram of the drive system in Embodiment 2.

[0026] Figure 3 This is a schematic diagram of the drive system in Embodiment 3.

[0027] Figure 4 This is a schematic diagram of the drive system in Embodiment 4.

[0028] Explanation of main component symbols: 1-Engine; 2-First motor; 3-Second motor; 4-Third motor; 5-First clutch; 6-Second clutch; 7-First reduction mechanism; 8-Fifth gear; 9-Tenth gear; 10-First intermediate shaft; 11-Sixth gear; 12-Seventh gear; 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 Implementation

[0029] This utility model provides a drive system and a vehicle. To make the purpose, technical solution, and effects of this utility model clearer and more explicit, the following describes this utility model in further detail with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain this utility model and are not intended to limit the scope of protection of this utility model.

[0030] In the description of this utility model, it should be understood that the terms "upper", "lower", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings. They are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this utility model.

[0031] In the description of this utility model, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "joining" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection, an electrical connection, or a connection that allows for communication; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model according to the specific circumstances.

[0032] The vehicle includes a body, a first wheel, a second wheel, and a drive system. The drive system is mounted on the body, and the first and second wheels are respectively connected to the output shafts of the drive system. Therefore, by controlling the operation of the drive system, the vehicle moves. The drive system of this application includes an engine, a first motor, a second motor, a third motor, a first output shaft, and a second output shaft. The first motor is driven by the output shaft of the engine, enabling it to generate electricity under the engine's drive, thus improving the vehicle's range. The second motor is driven by the first output shaft, and the first wheel is connected to the first output shaft. The third motor is driven by the second output shaft, and the second wheel is connected to the second output shaft. The first and second output shafts are coaxially arranged, and the first and second wheels are located on opposite sides of the body (i.e., on opposite sides in the width direction of the body). This arrangement allows the second and third motors to control the rotation of the first and second wheels respectively, thereby achieving flexible control of the vehicle.

[0033] Example 1:

[0034] like Figure 1 As shown, the drive system includes an engine 1, a first motor 2, a second motor 3, a third motor 4, a first output shaft 16, and a second output shaft 22. The first motor 2 is driven by the output shaft of the engine 1, enabling it to generate electricity under the drive of the engine 1. The second motor 3 is driven by the first output shaft 16, enabling it to drive the first output shaft 16 to rotate, and the power transmission path between the second motor 3 and the first output shaft 16 is the first power transmission path. The third motor 4 is driven by the second output shaft 22, enabling it to drive the second output shaft 22 to rotate, and the power transmission path between the third motor 4 and the second output shaft 22 is the second power transmission path. Both the first output shaft 16 and the second output shaft 22 are used to connect to the vehicle's wheels. The first output shaft 16 and the second output shaft 22 are coaxially arranged. The first wheel 17 is driven by the first output shaft 16, so that the power output by the second motor 3 can drive the first wheel 17 to rotate. The second wheel 23 is driven by the second output shaft 22, so that the power output by the third motor 4 can drive the second wheel 23 to rotate. This allows the first wheel 17 connected to the first output shaft 16 and the second wheel 23 connected to the second output shaft 22 to rotate synchronously, or to rotate asynchronously.

[0035] The drive system also includes a controller (not shown in the figure), which is electrically connected to the engine 1 and the first motor 2. The controller is used to control the drive system to operate in different working modes. The controller is also electrically connected to the second motor 3 and the third motor 4 to control their operation.

[0036] The operating modes include pure electric distributed drive mode and range-extended hybrid distributed drive mode, as detailed in the table below:

[0037]

[0038] In the pure electric distributed drive mode, the controller prevents both engine 1 and the first motor 2 from operating. When the vehicle needs to move in this mode, the controller activates the second motor 3 and the third motor 4, causing the wheels connected to the first output shaft 16 and the second output shaft 22 to rotate, thus moving the vehicle. The second motor 3 and the third motor 4 drive different wheels; the second motor 3 drives the wheel connected to the first output shaft 16, and the third motor 4 drives the wheel connected to the second output shaft 22, forming a distributed configuration. This independent control of each wheel's rotation maintains vehicle stability.

[0039] When the drive system is in range-extended hybrid distributed drive mode, the controller controls engine 1 to drive the first motor 2 to generate electricity. In this mode, when the vehicle needs to move, the controller controls the second motor 3 and the third motor 4 to operate, causing the wheels connected to the first output shaft 16 and the second output shaft 22 to rotate, thus moving the vehicle. The second motor 3 and the third motor 4 drive different wheels respectively, forming a distributed configuration, thereby controlling vehicle stability by independently controlling the rotation of each wheel.

[0040] When the drive system is in the range-extended hybrid distributed drive mode, and the second motor 3 and the third motor 4 are not working, only the engine 1 drives the first motor 2 to generate electricity, forming a parking power generation mode, that is, the engine 1 generates electricity when the vehicle is parked.

[0041] The drive system is connected to a power battery, which is electrically connected to the first motor 2, the second motor 3, the third motor 4, and the controller. The electricity generated by the first motor 2 can be stored in the power battery, and the second motor 3 and the third motor 4 can use the electricity stored in the power battery to operate. The controller is set with a preset remaining battery level. When the battery level is lower than the preset remaining battery level, the controller controls the drive system to operate in a range-extended hybrid distributed drive mode. When the battery level is higher than the preset remaining battery level, the controller controls the drive system to operate in a pure electric distributed drive mode.

[0042] In this embodiment, the arrangement of engine 1, first motor 2, second motor 3, and third motor 4, with first motor 2 connected to the output shaft of engine 1, enables engine 1 to drive first motor 2 to generate electricity. This improves the driving system's range, solving the technical problems of long charging time and short driving range in winter for pure electric vehicles, as well as the high cost of hydrogen fuel cell vehicles. Furthermore, the second motor 3 is connected to the first output shaft 16, and the third motor 4 is connected to the second output shaft 22. This allows for the control of second motor 3 and third motor 4 to drive the first output shaft 16 and second output shaft 22 respectively, and for engine 1 to drive first motor 2 to generate electricity. This enables both a pure electric distributed drive mode where neither engine 1 nor first motor 2 operates, and a range-extended hybrid distributed drive mode where engine 1 drives first motor 2 to generate electricity. Moreover, the drive system eliminates the traditional mechanical power transmission system between engine 1 and drive axle, allowing for more flexible placement of engine 1, first motor 2, second motor 3, and third motor 4 on heavy-duty vehicles.

[0043] When the drive system is in pure electric distributed drive mode or range-extended hybrid distributed drive mode, it can realize that the first wheel 17 connected to the first output shaft 16 and the second wheel 23 connected to the second output shaft 22 rotate synchronously to achieve straight-line driving of the vehicle. It can also realize that the first wheel 17 connected to the first output shaft 16 and the second wheel 23 connected to the second output shaft 22 rotate asynchronously to achieve turning of the vehicle and reduce the turning radius of the vehicle.

[0044] 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 rotational speeds of the wheels driven by the second motor 3 and the third motor 4 to maintain vehicle balance and improve vehicle safety.

[0045] In one embodiment, the drive system further includes a housing, in which a first motor 2 for generating electricity and a second motor 3 and a third motor 4 for driving are integrated, making the drive system compact and easy to install in a passenger vehicle.

[0046] Example 2:

[0047] like Figure 2As shown, based on Embodiment 1, this drive system further includes a first clutch 5. The first clutch 5 is mounted on the output shaft of the engine 1 and connected to one of the first output shaft 16 and the second output shaft 22. The controller is also electrically connected to the first clutch 5. In addition to achieving the operating modes of the drive system in Embodiment 1, the drive system in Embodiment 2 can also directly drive the wheels to rotate by controlling the engagement of the first clutch 5, giving the wheels directly driven by the engine 1 greater power and facilitating vehicle extrication from difficult situations.

[0048] In both the pure electric distributed drive mode and the range-extended hybrid distributed drive mode, the controller also controls the first clutch 5 to disengage, so that the second motor 3 does not need to drive the engine 1 and the first motor 2, thus reducing the load on the second motor 3. See the table below for details:

[0049]

[0050] In the above, the second motor 3 and the third motor 4 drive different wheels (referring to the first wheel 17 connected to the first output shaft 16 and the second wheel 23 connected to the second output shaft 22) to rotate, or the engine 1 and the third motor 4 drive different wheels to rotate, forming a distributed configuration, thereby controlling the stability of the vehicle by independently controlling the rotation of each wheel.

[0051] In the drive system of implementation two, in addition to the pure electric distributed drive mode and the range-extended hybrid distributed drive mode mentioned above, the engine 1 can also drive the first output shaft 16 to rotate while the first motor 2 and the second motor 3 idle, or the first motor 2 generates electricity while the second motor 3 idles, so that the first output shaft 16 has greater power. For example, on an uneven road surface, when the first wheel 17 connected to the first output shaft 16 is in contact with the ground and the wheel connected to the second output shaft 22 is suspended in the air or slipping on the road surface, the engine 1 drives the first wheel 17 connected to the first output shaft 16 to rotate, so that the first wheel 17 connected to the first output shaft 16 has greater power, making it easier for the vehicle to get out of trouble.

[0052] Example 3:

[0053] like Figure 3As shown, based on Embodiment 2, this drive system further includes a second clutch 6. The second clutch 6 is located between the first power transmission path and the second power transmission path. The second clutch 6 is used to control the engagement or disengagement of the first and second power transmission paths. In addition to achieving the operating modes achievable by the drive system of Embodiment 2, the drive system of Embodiment 3 can also simultaneously drive the first output shaft 16 and the second output shaft 22 to rotate using the second motor 3 and the third motor 4, and simultaneously drive the first output shaft 16 and the second output shaft 22 using the engine 1, the second motor 3, and the third motor 4 to output greater power, facilitating vehicle extrication. Of course, it can also drive the first output shaft 16 and the second output shaft 22 individually using the engine 1, the second motor 3, or the third motor 4, so that vehicle movement can still be controlled even if one motor fails.

[0054] The controller is also electrically connected to the second clutch 6. In both the pure electric distributed drive mode and the range-extended hybrid distributed drive mode, the controller also controls the second clutch 6 to disengage, allowing the first output shaft 16 and the second output shaft 22 to rotate independently. In other words, the power outputs of the second motor 3 and the third motor 4 will not combine, thus independently controlling the rotation of each wheel to maintain vehicle stability.

[0055] The drive system in Embodiment 3 also includes a pure electric traction mode, a range-extended hybrid traction mode, and an engine direct-drive traction mode. Details are shown in the table below:

[0056]

[0057] The pure electric distributed drive mode and the range-extended hybrid distributed drive mode have the same functions as in Embodiment 1, and will not be described again here. When the drive system is in pure electric traction mode, range-extended hybrid traction mode, or engine direct drive traction mode, the controller controls the second clutch 6 to engage.

[0058] In pure electric traction mode, the controller disengages the first clutch 5, engages the second clutch 6, and disables the engine 1. The first output shaft 16 and the second output shaft 22 are driven by the second motor 3 and the third motor 4, respectively. When the vehicle needs to move, the controller activates the second motor 3 and the third motor 4, causing them to jointly drive the first output shaft 16 and the second output shaft 22 to rotate, thus outputting greater power. For example, when one of the wheels connected to the first output shaft 16 and the second output shaft 22 slips off the ground, the forces output by the second motor 3 and the third motor 4 work together on the other wheel, providing greater power to the wheel that is not slipping off the ground, facilitating the vehicle's escape from difficult situations.

[0059] In the range-extended hybrid escape mode, the controller disengages the first clutch 5, engages the second clutch 6, and controls the engine 1 to drive the first motor 2 to generate electricity. The electricity generated by the first motor 2 is used to power the second motor 3 and the third motor 4, and to charge the power battery, thus providing more power for the second motor 3 and the third motor 4. The first output shaft 16 and the second output shaft 22 are driven by the second motor 3 and the third motor 4, respectively. When the vehicle needs to move, the controller controls the engine to drive the first motor to generate electricity, and the second motor 3 and the third motor 4 operate, causing the second motor 3 and the third motor 4 to jointly drive the first output shaft 16 and the second output shaft 22 to rotate, thereby outputting greater power.

[0060] In engine direct drive traction mode, the controller engages both the first clutch 5 and the second clutch 6, 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 drive the first output shaft 16 and the second output shaft 22 to rotate, thus enabling the vehicle to move. Therefore, engine direct drive traction mode can be used to provide power output when the power battery is low, and the engine 1 can output greater power, making it easier for the vehicle to get out of trouble.

[0061] In the engine direct drive traction mode, the first motor 2, the second motor 3, and the third motor 4 can be used to assist in driving the first output shaft 16 and the second output shaft 22 to rotate, or the first motor 2 generates electricity and the second motor 3 and the third motor 4 assist in driving the first output shaft 16 and the second output shaft 22 to rotate, or the first motor 2, the second motor 3, and the third motor 4 idle and only the engine 1 drives the first output shaft 16 and the second output shaft 22 to rotate.

[0062] In one embodiment, when the drive system is in pure electric obstacle avoidance mode, the controller controls both the engine 1 and the first motor 2 to be inactive; when the drive system is in range-extended hybrid obstacle avoidance mode, the controller controls the engine 1 to drive the first motor 2 to generate electricity.

[0063] Example 4:

[0064] like Figure 4As shown, this drive system, based on Embodiment 1, further includes a second clutch 6. The second clutch 6 is located between the first power transmission path and the second power transmission path. The second clutch 6 is used to control the engagement or disengagement of the first and second power transmission paths. In other words, Embodiment 4, based on Embodiment 3, omits the first clutch 5. Therefore, in addition to achieving the working modes achievable by the drive system of Embodiment 1, the drive system of Embodiment 4 can also simultaneously drive the first output shaft 16 and the second output shaft 22 to rotate using the second motor 3 and the third motor 4, thereby outputting greater power and facilitating vehicle extrication. Of course, it is also possible to drive the first output shaft 16 and the second output shaft 22 simultaneously using either the second motor 3 or the third motor 4 alone.

[0065] The controller is also electrically connected to the second clutch 6. In both the pure electric distributed drive mode and the range-extended hybrid distributed drive mode, the controller also controls the disengagement of the second clutch 6.

[0066] The drive system in Embodiment 4 also features the same pure electric obstacle avoidance mode and range-extended hybrid obstacle avoidance mode as in Embodiment 3. See the table below for details:

[0067]

[0068] The pure electric distributed drive mode and the range-extended hybrid distributed drive mode have the same functions as in Embodiment 1, and will not be described again here. When the drive system is in pure electric or range-extended hybrid escape mode, the controller engages the second clutch 6.

[0069] In pure electric traction mode, the controller engages the second clutch 6 and disables the engine 1. The first output shaft 16 and the second output shaft 22 are driven by the second motor 3 and the third motor 4, respectively. When the vehicle needs to move, the controller activates the second motor 3 and the third motor 4, causing them to jointly drive the first output shaft 16 and the second output shaft 22 to rotate, thus outputting greater power. For example, when one of the wheels connected to the first output shaft 16 and the second output shaft 22 slips off the ground, the forces output by the second motor 3 and the third motor 4 work together on the other wheel, giving the wheel that is not slipping more power and facilitating the vehicle's escape from difficult situations.

[0070] In the range-extended hybrid escape mode, the controller engages the second clutch 6 and controls the engine 1 to drive the first motor 2 to generate electricity. The electricity generated by the first motor 2 is used to power the second motor 3 and the third motor 4, and to charge the power battery, thus providing more power for the second motor 3 and the third motor 4. The first output shaft 16 and the second output shaft 22 are driven by the second motor 3 and the third motor 4, respectively. When the vehicle needs to move, the controller controls the engine to drive the first motor to generate electricity, and the second motor 3 and the third motor 4 operate, so that the second motor 3 and the third motor 4 together drive the first output shaft 16 and the second output shaft 22 to rotate, thereby outputting greater power.

[0071] In one embodiment, when the drive system is in pure electric obstacle avoidance mode, the controller controls both the engine 1 and the first motor 2 to be inactive; when the drive system is in range-extended hybrid obstacle avoidance mode, the controller controls the engine 1 to drive the first motor 2 to generate electricity.

[0072] like Figures 1-4 As shown in Embodiments 1, 2, 3, and 4 above, the first power transmission path includes a first intermediate shaft 10, which is connected to the output shaft of the second motor 3, and a first output shaft 16 is connected to the first intermediate shaft 10. Therefore, the power output by the second motor 3 is transmitted to the first output shaft 16 through the first intermediate shaft 10, thereby enabling the second motor 3 to drive the wheel connected to the first output shaft 16 to rotate.

[0073] Similarly, the second power transmission path includes a second intermediate shaft 19, which is connected to the output shaft of the third motor 4, and a second output shaft 22 is connected to the second intermediate shaft 19. Therefore, the power output by the third motor 4 is transmitted to the second output shaft 22 through the second intermediate shaft 19, enabling the third motor 4 to drive the wheels connected to the second output shaft 22 to rotate.

[0074] The first power transmission path also includes a first reduction mechanism 7, which is disposed between the first output shaft 16 and the first intermediate shaft 10. By configuring the first reduction mechanism 7, when power is transmitted from the first intermediate shaft 10 to the first output shaft 16, speed is reduced and torque is increased, i.e., the speed is reduced and the output torque is increased, resulting in greater torque at the wheels. This also ensures that the second motor 3, engine 1, and / or the third motor 4, which drive the rotation of the first intermediate shaft 10, are within their optimal operating power range.

[0075] exist Figures 1-4In the illustrated embodiment, the first reduction mechanism 7 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 meshes with the first gear 14, forming a gear transmission between the first intermediate shaft 10 and the first output shaft 16. The diameter of the second gear 15 is larger than the diameter of the first gear 14, thus achieving speed reduction and torque increase when power is transmitted from the first intermediate shaft 10 to the first output shaft 16, and the structure is simple.

[0076] Similarly, the second power transmission path also includes a second reduction mechanism 13, which is disposed between the second output shaft 22 and the second intermediate shaft 19. The second reduction mechanism 13 enables speed reduction and torque increase when power is transmitted from the second intermediate shaft 19 to the second output shaft 22; that is, it reduces speed and increases output torque, resulting in greater torque at the wheels. Furthermore, the third motor 4, engine 1, and / or second motor 3 used to drive the rotation of the second intermediate shaft 19 can operate within their optimal power range.

[0077] The second reduction mechanism 13 has a third gear 20 fixed on the second intermediate shaft 19 and a fourth gear 21 fixed on the second output shaft 22. The fourth gear 21 meshes with the third gear 20, forming a gear transmission between the second intermediate shaft 19 and the second output shaft 22. The diameter of the fourth gear 21 is larger than the diameter of the third gear 20. Therefore, when power is transmitted from the second intermediate shaft 19 to the second output shaft 22, speed reduction and torque increase are achieved, and the structure is simple.

[0078] In the above-described process, when the vehicle is in a coasting or braking state, the first wheel 17 can drive the second motor 3 and / or the second wheel 23 can drive the third motor 4 to generate electricity, thereby utilizing braking energy. Specifically, in the process where the second motor 3 is driven by the wheels to generate electricity, power is transmitted from the first output shaft 16 to the first intermediate shaft 10. The diameter of the second gear 15 is larger than the diameter of the first gear 14, creating a speed-increasing and torque-reducing effect, thus increasing the rotational speed of the second motor 3 when generating electricity. Similarly, in the process where the third motor 4 is driven by the wheels to generate electricity, power is transmitted from the second output shaft 22 to the second intermediate shaft 19, creating a speed-increasing and torque-reducing effect, thus increasing the rotational speed of the second motor 3 when generating electricity.

[0079] In one embodiment of Examples 3 and 4, the second clutch 6 is disposed on the first intermediate shaft 10 and connected to the second intermediate shaft 19. When the second clutch 6 is engaged, the second intermediate shaft 19 is attached to the first intermediate shaft 10. Wherein, to obtain equal torque at the wheels, the second clutch 6 is disposed between the first intermediate shaft 10 and the second intermediate shaft 19. Compared to disposing the second clutch 6 between the first output shaft 16 and the second output shaft 22, this reduces the torque of the second clutch 6. The second clutch 6 can be located radially outside the first output shaft 16 and the second output shaft 22, making it easier to arrange the second clutch 6 and reducing the axial length of the drive system along the first output shaft 16, thus facilitating the arrangement of the drive system in a compact vehicle.

[0080] In other embodiments, the second clutch 6 is disposed on the first output shaft 16 and connected to the second output shaft 22, such that when the second clutch 6 is engaged, the first output shaft 16 and the second output shaft 22 are connected together to form a shaft, so that the power transmitted to the first output shaft 16 and the power transmitted to the second output shaft 22 are combined to achieve joint output.

[0081] The transmission ratios of the first reduction mechanism 7 and the second reduction mechanism 13 are equal, ensuring that the first output shaft 16 and the second output shaft 22 rotate at the same speed after the second clutch 6 engages, thus achieving linear movement of the vehicle. Furthermore, when it is necessary to make the first wheel 17 connected to the first output shaft 16 and the second wheel 23 connected to the second output shaft 22 rotate at the same speed, the controller can directly control the second motor 3 and the third motor 4 to rotate at the same speed, eliminating the need for complex calculations and facilitating vehicle control.

[0082] The second 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.

[0083] In some embodiments of Embodiments 2 and 3, the first intermediate shaft 10 is located between the first output shaft 16 and the first 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.

[0084] The first clutch 5 is equipped with a fifth gear 8, and the first intermediate shaft 10 is fixed with a sixth gear 11. The sixth gear 11 meshes with the fifth gear 8, so that the power of the engine 1 is transmitted to the first intermediate shaft 10 through the first clutch 5, the fifth gear 8 and the sixth gear 11, thereby realizing the power transmission between the engine 1 and the first intermediate shaft 10.

[0085] The output shaft of the second motor 3 is equipped with a seventh gear 12, which meshes with the sixth gear 11, enabling the power of the second motor 3 to be transmitted to the intermediate shaft through the seventh gear 12 and the sixth gear 11. The sixth gear 11 is shared in both the path of transmitting power from the engine 1 to the first intermediate shaft 10 and the path of transmitting power from the second motor 3 to the first intermediate shaft 10, thus reducing the use of gears and making the structure simpler and more compact.

[0086] In one embodiment, the sixth gear 11, the fifth gear 8 and the seventh gear 12 are arranged in a coplanar manner, which makes the size of the drive system in the axial direction of the first output shaft 16 smaller, making it easier to arrange the drive system in a compact vehicle.

[0087] The third motor 4 has an eighth gear 25 on its output shaft and a ninth gear 24 on its second intermediate shaft 19. The ninth gear 24 meshes with the eighth gear 25, so the power of the third motor 4 is transmitted to the second intermediate shaft 19 through the eighth gear 25 and the ninth gear 24, thus realizing the transmission connection between the third motor 4 and the second intermediate shaft 19. Moreover, the structure is simple.

[0088] A tenth gear 9 is fixed on the output shaft of engine 1, and an eleventh gear 28 is provided on the output end of the first motor 2. The eleventh gear 28 meshes with the tenth gear 9. Therefore, the power of 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 diameter of the tenth gear 9 is larger than the diameter of the eleventh gear 28, which achieves torque reduction and speed increase (i.e., reducing the torque of the first motor 2 and increasing the speed of the first motor 2). Therefore, while obtaining the same power generation efficiency, the size of the first motor 2 can be reduced, thereby making the overall size of the drive system smaller.

[0089] exist Figures 1-4 In the illustrated embodiment, the first output shaft 16 and the second output shaft 22 are coaxially arranged, so the first wheel 17 connected to the first output shaft 16 and the second wheel 23 connected to the second output shaft 22 become the front wheels or rear wheels of the vehicle. For example, in a front-wheel drive vehicle, the first wheel 17 connected to the first output shaft 16 and the second wheel 23 connected to the second output shaft 22 are both front wheels of the vehicle. In a rear-wheel drive vehicle, the first wheel 17 connected to the first output shaft 16 and the second wheel 23 connected to the second output shaft 22 are both rear wheels of the vehicle.

[0090] In other embodiments, the first output shaft 16 and the second output shaft 22 may also be configured as different shafts. For example, the wheel connected to the first output shaft 16 is the front vehicle, and the wheel connected to the second output shaft 22 is the rear vehicle.

[0091] In one embodiment, the second gear 15 and the first gear 14 are on the same plane, and the fourth gear 21 and the third gear 20 are on the same plane. Moreover, the planes containing the second gear 15 and the first gear 14 and the planes containing the fourth gear 21 and the third gear 20 are distributed along the axial direction of the first output shaft 16 and are close to each other, so that the distance between the first output shaft 16 and the second output shaft 22 is shorter. This allows the size of the drive system at the first output shaft 16 and the second output shaft 22 to be set smaller, making it easier to arrange the drive system in a compact vehicle.

[0092] It is understood that those skilled in the art can make equivalent substitutions or changes based on the technical solution and inventive concept of this utility model, and all such substitutions or changes should fall within the protection scope of this utility model.

Claims

1. A drive system, characterized in that, It includes an engine, a first motor, a second motor, a third motor, a first output shaft, a second output shaft, and a controller; The first motor is driven to the output shaft of the engine to generate electricity under the drive of the engine; the second motor is driven to the first output shaft; and the third motor is driven to the second output shaft. The controller is electrically connected to the engine and the first motor, and is used to control the drive system to operate in different drive modes, wherein the drive modes include: A pure electric distributed drive mode in which neither the engine nor the first motor operates; The range-extended hybrid distributed drive mode controls the engine to drive the first motor to generate electricity.

2. The drive system according to claim 1, characterized in that, Also includes: A first clutch is disposed on the output shaft of the engine and connected to one of the first output shaft and the second output shaft; The controller is also electrically connected to the first clutch, wherein... In the pure electric distributed drive mode, the controller also controls the first clutch to disengage; In the range-extended hybrid distributed drive mode, the controller also controls the first clutch to disengage.

3. The drive system according to claim 1 or 2, characterized in that, The power transmission path between the second motor and the first output shaft is the first power transmission path, and the power transmission path between the third motor and the second output shaft is the second power transmission path; The drive system also includes: The second clutch is disposed between the first power transmission path and the second power transmission path. The second clutch is used to control the engagement of the first power transmission path and the second power transmission path or to control the disengagement of the first power transmission path and the second power transmission path. The controller is also electrically connected to the second clutch, wherein... In the pure electric distributed drive mode, the controller also controls the disengagement of the second clutch; In the range-extended hybrid distributed drive mode, the controller also controls the disengagement of the second clutch.

4. The drive system according to claim 3, characterized in that, The first power transmission path includes a first intermediate shaft, which is connected to the output shaft of the second motor, and the first output shaft is connected to the first intermediate shaft. The second power transmission path includes a second intermediate shaft, which is connected to the output shaft of the third motor, and the second output shaft is connected to the second intermediate shaft. The second clutch is located between the first intermediate shaft and the second intermediate shaft, and the second clutch is used to control the engagement or disengagement of the first intermediate shaft and the second intermediate shaft.

5. The drive system according to claim 4, characterized in that, The second clutch, the first intermediate shaft, and the second intermediate shaft are coaxially arranged.

6. The drive system according to claim 4, characterized in that, The first power transmission path further includes a first reduction mechanism, which is disposed between the first output shaft and the first intermediate shaft; The second power transmission path also includes a second reduction mechanism, which is 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.

7. The drive system according to claim 6, characterized in that, The first reduction mechanism includes a first gear fixed on the first intermediate shaft and a second gear 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 fixed on the second intermediate shaft and a fourth gear 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.

8. The drive system according to claim 4, characterized in that, When the drive system includes a first clutch, the first intermediate shaft is located between the first output shaft and the first clutch. The first clutch is provided with a fifth gear, and the first intermediate shaft is fixed with a sixth gear, which meshes with the fifth gear; The output shaft of the second motor is provided with a seventh gear, which meshes with the sixth gear; The sixth, fifth, and seventh gears are arranged in a coplanar manner.

9. The drive system according to claim 8, characterized in that, The third motor has an eighth gear on its output shaft and a ninth gear on its second intermediate shaft. The ninth gear meshes with the eighth gear.

10. The drive system according to claim 1, characterized in that, The engine output shaft is also fixed with a tenth gear, and the output end of the first motor is provided with an eleventh gear. The eleventh gear meshes with the tenth gear, and the diameter of the tenth gear is larger than the diameter of the eleventh gear.

11. The drive system according to claim 3, characterized in that, The driving mode also includes: The pure electric escape mode controls the engine and the first motor to be inactive and controls the second clutch to engage. The range-extended hybrid escape mode controls both the engine and the first motor to operate, and controls the engagement of the second clutch.

12. The drive system according to claim 11, characterized in that, The controller is also electrically connected to the second motor and the third motor, wherein... In the pure electric distributed drive mode, the range-extended hybrid distributed drive mode, the pure electric obstacle avoidance mode, and the range-extended hybrid obstacle avoidance mode, the controller also controls the second motor and the third motor to operate.

13. The drive system according to claim 11, characterized in that, When the drive system includes a first clutch and a second clutch In the pure electric escape mode, the controller also controls the first clutch to disengage; In the range-extended hybrid get-out-of-trouble mode, the controller also controls the first clutch to disengage.

14. The drive system according to claim 3, characterized in that, When the drive system includes a first clutch and a second clutch, the drive mode further includes: An engine direct drive escape mode that controls both the first clutch and the second clutch to engage and controls the engine to drive the first output shaft and the second output shaft to rotate.

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.

Images