Power driving system and vehicle

Abstract

The utility model discloses a power driving system and a vehicle, and relates to the technical field of vehicles, the power driving system comprises an engine and a first motor, the first motor is connected with a power input shaft; the first clutch is used for selectively establishing or disconnecting power transmission between the engine and the power input shaft, and the second clutch is used for selectively establishing or disconnecting power transmission between the power input shaft and a second clutch shaft; the second clutch shaft is used for being in power connection with a wheel axle. According to the power driving system, the arrangement of an independent generator can be reduced, the arrangement cost is reduced, the occupied installation space is reduced, power switching is carried out through the two clutches, the structure is simple, and installation is convenient.

Description

Technical Field

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

[0002] In related technologies, for range-extended electric vehicles, the range extender architecture consists of an engine and a generator. The generator can only be used for power generation and cannot be used for driving. Therefore, four-wheel drive range-extended vehicles are usually equipped with two drive motors for driving the front and rear axles. In addition to the motor used for power generation, a total of three motors are equipped. This will bring more cost to the whole vehicle and occupy more interior space, so there is room for improvement. Utility Model Content

[0003] This invention aims to solve at least one of the technical problems existing in the prior art. To this end, this invention proposes a power drive system in which the first electric motor can be used both to generate electricity when connected to an engine and to drive the vehicle, thereby reducing the number of generators required.

[0004] The power drive system according to an embodiment of the present invention includes: an engine and a first electric motor, the first electric motor being poweredly connected to a power input shaft; a first clutch and a second clutch, the first clutch being used to selectively establish or disconnect power transmission between the engine and the power input shaft, the second clutch being used to selectively establish or disconnect power transmission between the power input shaft and a second clutch shaft, the second clutch shaft being poweredly connected to a wheel axle.

[0005] According to the power drive system of this utility model embodiment, the power connection state of the engine and the first electric motor can be switched through the first clutch and the second clutch to realize the switching between power generation mode and electric drive mode. At the same time, it can reduce the setting of a separate generator, which helps to reduce the setting cost and the occupation of installation space. Moreover, the power switching is achieved through two clutches, which makes the structure simple and easy to install.

[0006] According to some embodiments of the present invention, the power drive system of the first clutch includes a first clutch first element and a first clutch second element. The first clutch first element is connected to the engine, and the first clutch second element is connected to the power input shaft. The first clutch first element and the first clutch second element selectively engage or disengage.

[0007] According to some embodiments of the present invention, the power drive system of the second clutch includes a second clutch first element and a second clutch second element. The second clutch first element is fixedly connected to the second clutch shaft, and the second clutch second element is connected to the power input shaft. The second clutch first element and the second clutch second element selectively engage or disengage.

[0008] According to some embodiments of the present invention, in the power drive system, the first clutch second element and the second clutch second element are both fixedly connected to the power input shaft, and the first clutch second element and the second clutch second element are spaced apart in the axial direction of the power input shaft.

[0009] According to some embodiments of the present invention, in a power drive system, at least a portion of either the first clutch first element or the first clutch second element is sleeved on the radially outer side of the other.

[0010] And / or, at least a portion of either the second clutch first element or the second clutch second element is fitted radially outward of the other.

[0011] According to some embodiments of the present invention, in the power drive system, the first clutch and the second clutch are integrated and disposed in the same clutch outer hub.

[0012] According to some embodiments of the present invention, in the power drive system, a gear set is electrically connected between the second clutch shaft and the differential of the wheel shaft.

[0013] According to some embodiments of the present invention, in the power drive system, the first clutch is located between the engine and the gear set;

[0014] The second clutch is located between the gear set and the first electric motor, or the second clutch is located between the gear set and the engine.

[0015] According to some embodiments of the present invention, the power drive system includes a gear set comprising a power output gear and a main reduction gear, the power output gear and the main reduction gear being dynamically connected, the power output gear being fixedly mounted outside the second clutch shaft, and the main reduction gear being dynamically connected to the differential of the wheel axle.

[0016] The power drive system according to some embodiments of the present invention further includes an intermediate shaft, the gear set includes a first gear set and a second gear set, the second clutch shaft is poweredly connected to the intermediate shaft through the first gear set, and the differential between the intermediate shaft and the wheel axle is poweredly connected through the second gear set.

[0017] According to some embodiments of the present invention, the power drive system of the first gear set includes a power output gear and a first transmission gear. The power output gear is fixedly installed outside the second clutch shaft, and the first transmission gear meshes with the power output gear for transmission.

[0018] The second gear set includes a second transmission gear and a main reduction gear. The first transmission gear and the second transmission gear are coaxially mounted on the intermediate shaft. The second transmission gear and the main reduction gear mesh and drive each other. The main reduction gear is poweredly connected to the differential of the wheel axle.

[0019] According to some embodiments of the present invention, in the power drive system, the first electric motor is poweredly connected to the power input shaft via a planetary gear mechanism;

[0020] And / or, a torsional damper is connected between the engine and the first clutch.

[0021] According to some embodiments of the present invention, the power drive system includes a planetary gear mechanism comprising a ring gear, a sun gear, and planet gears. The planet gears are connected between the ring gear and the sun gear. The axle of the sun gear is fixedly connected to the motor shaft of the first electric motor. The planet carrier of the planet gears is fixedly connected to the power input shaft. The motor shaft of the first electric motor is arranged parallel to the power input shaft.

[0022] According to some embodiments of the present invention, in the power drive system, the motor shaft of the first motor is provided with a first drive gear, and the power input shaft is provided with a second drive gear, wherein the first drive gear and the second drive gear mesh and transmit power.

[0023] This utility model also proposes a vehicle.

[0024] The vehicle according to the present invention includes the power drive system described in any of the above embodiments.

[0025] A vehicle according to some embodiments of the present invention includes a first wheel axle, and a second clutch shaft is used for power connection with the first wheel axle.

[0026] The vehicle according to some embodiments of the present invention further includes a second electric motor and a second wheel axle, wherein the first wheel axle and the second wheel axle are spaced apart along the length of the vehicle, and the second electric motor is poweredly connected to the second wheel axle.

[0027] The vehicle and the aforementioned power drive system have the same advantages over existing technologies, which will not be repeated here.

[0028] Additional aspects and advantages of this invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0029] The above and / or additional aspects and advantages of this invention will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which:

[0030] Figure 1 This is a schematic diagram of the power drive system of some embodiments of the present invention;

[0031] Figure 2 This is a schematic diagram of the power drive system of some other embodiments of the present invention;

[0032] Figure 3 This is a schematic diagram of the power drive system according to some embodiments of the present invention;

[0033] Figure 4 This is a schematic diagram of the power drive system in some embodiments of the present invention.

[0034] Figure label:

[0035] Power drive system 100,

[0036] Engine 11, First electric motor 12,

[0037] Planetary gear mechanism 2, ring gear 21, planet gears 22, sun gear 23.

[0038] First clutch 31, first clutch first element 311, first clutch second element 312, second clutch 32, second clutch first element 321, second clutch second element 322, power input shaft 33, second clutch shaft 34.

[0039] Gear set 4, power output gear 41, main reduction gear 42, first transmission gear 43, second transmission gear 44, intermediate shaft 45, torsional damper 5, differential 6. Detailed Implementation

[0040] The embodiments of this utility model are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain this utility model, and should not be construed as limiting this utility model.

[0041] In the description of this utility model, it should be understood that the terms "center," "longitudinal," "transverse," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," and "circumferential," etc., indicating the orientation or positional relationship shown in the accompanying drawings, 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, and therefore should not be construed as a limitation of this utility model. Furthermore, features defined with "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this utility model, unless otherwise stated, "a plurality of" means two or more.

[0042] 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 or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model based on the specific circumstances.

[0043] Unless otherwise specified, the front-back direction in this application refers to the longitudinal direction of the vehicle, i.e., the X direction; the left-right direction refers to the lateral direction of the vehicle, i.e., the Y direction; and the up-down direction refers to the vertical direction of the vehicle, i.e., the Z direction.

[0044] The following is for reference. Figures 1-2 The power drive system 100 according to an embodiment of the present utility model is described. The first electric motor 12 in the power drive system 100 can be connected to the engine 11 through the first clutch 31 to generate electricity, and can also be connected to the wheel axle through the second clutch 32 to drive the vehicle. The structure is simple and it is beneficial to reduce the number of generators, thereby reducing the installation cost and the space occupied by the generators.

[0045] like Figures 1-2 As shown, a power drive system 100 according to an embodiment of the present invention includes: an engine 11, a first electric motor 12, a first clutch 31, and a second clutch 32.

[0046] Engine 11 is used for power output, and in this power drive system 100, engine 11 is mainly used to actively drive the first electric motor 12 so that the first electric motor 12 generates electricity. The first electric motor 12 can not only be connected to engine 11 for power generation, but also be used to drive the vehicle.

[0047] The first electric motor 12 is poweredly connected to the power input shaft 33. The first clutch 31 is used to selectively establish or disconnect the power transmission between the engine 11 and the power input shaft 33. That is, the engine 11 can output power to the power input shaft 33 through the first clutch 31, and the power is then transmitted to the first electric motor 12 through the power input shaft 33, so that the engine 11 drives the first electric motor 12 to generate electricity. The second clutch 32 is used to selectively establish or disconnect the power transmission between the power input shaft 33 and the second clutch shaft 34, and the second clutch shaft 34 is used to powerly connect to the wheel axle, so that the power on the first electric motor 12 can be transmitted to the second clutch shaft 34 through the power input shaft 33, and then the power is transmitted to the wheel axle through the second clutch shaft 34, that is, to drive the vehicle.

[0048] The second clutch shaft 34 is poweredly connected to the wheel axle. For example, the second clutch shaft 34 can be poweredly connected to the wheel axle through a transmission structure so that the power on the second clutch shaft 34 can be transmitted to the wheel axle, thereby enabling the wheel axle to drive the wheel to rotate and achieve the driving effect of the vehicle.

[0049] In actual driving, the engine 11 is adapted to selectively output power to the power input shaft 33 and the first electric motor 12 via the first clutch 31, and the first electric motor 12 is adapted to selectively output power to the second clutch shaft 34 via the second clutch 32. That is, the first clutch 31 is used to switch the power state between the engine 11 and the first electric motor 12. When generating electricity, the engine 11 can be connected to the power input shaft 33 via the first clutch 31, so that the driving force output by the engine 11 can be transmitted to the first electric motor 12 via the first clutch 31 and the power input shaft 33 to generate electricity using the first electric motor 12. When driving the vehicle, the engine 11 can be in a stopped state. At this time, the second clutch 32 connects the first electric motor 12 to the second clutch shaft 34, so that the driving force output by the electric motor 12 can be transmitted to the second clutch shaft 34 and the wheel axle via the second clutch 32, thereby driving the wheels to rotate.

[0050] Therefore, during the power generation and vehicle driving processes, the first electric motor 12 can be used for operation respectively, eliminating the need for separate electric motors for power generation and vehicle driving. This reduces the need for a separate generator, lowers installation costs, and minimizes the space occupied by a separate generator, preventing the vehicle's installation space from becoming too cramped. Thus, when this power drive system 100 is applied to range-extended vehicles, it reduces manufacturing costs and frees up more installation space, freeing up front compartment space. Furthermore, the power switching between the engine 11, power input shaft 33, and first electric motor 12 is achieved via the first clutch 31 and the second clutch 32, eliminating the need for complex reducers or similar mechanisms. This greatly simplifies the structural design of the power drive system 100, thereby reducing the overall installation cost of the power drive system 100.

[0051] According to the power drive system 100 of this utility model embodiment, the power connection state of the engine 11 and the first electric motor 12 can be switched through the first clutch 31 and the second clutch 32 to realize the switching between power generation mode and electric drive mode. At the same time, it can reduce the setting of a separate generator, which is conducive to reducing the setting cost and the occupation of installation space. Moreover, the power switching is achieved through two clutches, which is simple in structure and easy to install.

[0052] In some embodiments, such as Figure 1 and Figure 2 As shown, the first clutch 31 includes a first clutch first element 311 and a first clutch second element 312. The first clutch first element 311 is connected to the engine 11, that is, the first clutch first element 311 can be directly connected to the output end of the engine 11 or can be connected through other intermediate components. The first clutch second element 312 is connected to the power input shaft 33, that is, the first clutch second element 312 can be directly connected to the power input shaft 33 or can be connected through other intermediate components. The first clutch first element 311 and the first clutch second element 312 can be selectively engaged or disengaged.

[0053] Therefore, the engine 11 and the first electric motor 12 can selectively engage or disengage power through the cooperation of the first clutch element 311 and the first clutch element 312. Specifically, in the power generation mode, the first clutch element 311 and the first clutch element 312 can be engaged so that the power on the engine 11 can be transmitted from the first clutch element 311 to the first clutch element 312, and from the first clutch element 312 to the power input shaft 33, and then from the power input shaft 33 to the first electric motor 12, so that the first electric motor 12 can generate electricity; while in the electric drive mode, the first clutch element 311 and the first clutch element 312 can be disengaged to avoid drag between them, ensuring that the first electric motor 12 can drive the vehicle normally. The structure is simple and the power state switching is convenient.

[0054] In some embodiments, the second clutch 32 includes a second clutch first element 321 and a second clutch second element 322. The second clutch first element 321 is connected to the second clutch shaft 34, and the second clutch second element 322 is connected to the power input shaft 33. The second clutch first element 321 and the second clutch second element 322 are selectively engaged or disengaged.

[0055] Therefore, selective power connection can be achieved between the second clutch shaft 34 and the first electric motor 12 through the cooperation between the second clutch first element 321 and the second clutch second element 322. Specifically, in the power generation mode, the second clutch first element 321 and the second clutch second element 322 can be disconnected to ensure that the engine 11 can accurately drive the first electric motor 12 to rotate and generate electricity, avoiding the dragging of the second clutch 32. In the electric drive mode, the second clutch first element 321 and the second clutch second element 322 are engaged so that the power of the first electric motor 12 is transmitted to the power input shaft 33, and then from the power input shaft 33 to the second clutch second element 322. The second clutch second element 322 can transmit the power to the second clutch first element 321, and then from the second clutch first element 321 to the second clutch shaft 34, outputting power towards the wheel axle. The structure is simple and the power state switching is convenient.

[0056] In some embodiments, such as Figure 1 and Figure 2 As shown, the first clutch second element 312 and the second clutch second element 322 are both fixedly connected to the power input shaft 33, and the first clutch second element 312 and the second clutch second element 322 are spaced apart in the axial direction of the power input shaft 33, so that the first clutch second element 312 can drive the first motor 12 to rotate and generate electricity through the power input shaft 33, and the power on the first motor 12 can be transmitted from the power input shaft 33 to the second clutch second element 322 for power output.

[0057] In other words, the first clutch second element 312 and the second clutch second element 322 can be integrated with the power input shaft 33 so that the three structural components can be installed and fixed as a whole, which helps to reduce the installation steps of the structural components and reduce the number of individual structural components.

[0058] In some embodiments, at least a portion of either the first clutch first element 311 or the first clutch second element 312 is sleeved on the radial outer side of the other. That is, at least a portion of the first clutch first element 311 is sleeved on the radial outer side of the first clutch second element 312, or the first clutch second element 312 is sleeved on the radial outer side of the first clutch first element 311, so as to achieve space sharing.

[0059] Specifically, such as Figure 1 and Figure 2 As shown, at least a portion of the first clutch first element 311 is sleeved on the radial outer side of the first clutch second element 312. The first clutch first element 311 and the first clutch second element 312 are distributed opposite each other in the axial direction of the power input shaft 33, and an extended flange is formed on the radial outer side of the first clutch first element 311. This extended flange is sleeved on the radial outer side of the first clutch second element 312, thereby realizing the sleeved cooperation between the two. This not only facilitates the effective power coupling of the first clutch first element 311 and the first clutch second element 312, but also enables the two to share the same radial space, reducing the overall space occupation.

[0060] And / or, in some embodiments, at least a portion of the first clutch second element 312 is sleeved radially outside the second clutch second element 322, such as Figure 1 As shown, the first clutch second element 312 and the second clutch second element 322 are distributed opposite each other in the axial direction of the power input shaft 33, and the radial outer side of the first clutch second element 312 is also formed with an extended flange. The extended flange is sleeved on the radial outer side of the second clutch second element 322, thereby realizing the sleeved cooperation between the two and enabling them to share the radial space, reducing the overall space occupation.

[0061] And / or, in some embodiments, at least a portion of either the second clutch first element 321 or the second clutch second element 322 is disposed radially outside the other, such that at least a portion of the second clutch second element 322 is disposed radially outside the second clutch first element 321. Figure 1 and Figure 2As shown, the second clutch second element 322 and the second clutch first element 321 are axially opposite each other, and the second clutch second element 322 has an extended flange on its radial outer side. The extended flange is sleeved on the radial outer side of the second clutch first element 321, thereby realizing the sleeved cooperation between the two. This not only facilitates the effective power coupling between the second clutch second element 322 and the second clutch first element 321, but also enables the two to share the same radial space, reducing the overall space occupation.

[0062] Among them, such as Figure 1 As shown, the first clutch first element 311, the first clutch second element 312, the second clutch second element 322, and the second clutch first element 321 are compactly distributed along the axial direction of the power input shaft 33, and each is provided with an extended flange for sequential nesting and mating, that is, coaxial nesting arrangement between multiple components, optimizing space utilization, thereby making the structure of the two clutches more compact, realizing centralized installation, and helping to reduce the overall installation difficulty of the power drive system 100.

[0063] In some embodiments, the first clutch 31 and the second clutch 32 are integrated within the same clutch hub, meaning they can share the same hub. This reduces the number of structural components, lowers installation costs, and, during actual installation, results in a smaller distance between the first clutch 31 and the second clutch 32, leading to smoother power switching and reduced intermediate power loss. This integrated arrangement of the first clutch 31 and the second clutch 32 allows for a more compact installation, facilitating the overall miniaturization of the power drive system 100.

[0064] In some embodiments, the second clutch first element 321 and the second clutch shaft 34 are loosely fitted outside the power input shaft 33, such as... Figure 1 and Figure 2 As shown, both the first clutch element 321 and the second clutch shaft 34 are constructed as tubular structures, with the first clutch element 321 located at the left end of the second clutch shaft 34, allowing the power input shaft 33 to pass through it. Thus, when the first clutch element 321 and the second clutch element 322 are poweredly coupled, they can rotate synchronously. When the power is disengaged from the second clutch element 321 and the second clutch element 322, the power input shaft 33 can rotate relative to the first clutch element 321, facilitating selective power coupling between them. This design is simple in structure.

[0065] Furthermore, by fitting the second clutch first element 321 and the power input shaft 33 together, the two can share space in the axial direction, which is conducive to the compact installation of the internal structure of the power drive system 100, reducing the overall space occupied and reducing the installation difficulty.

[0066] In some embodiments, a gear set 4 is connected between the second clutch shaft 34 and the differential 6 of the wheel axle, that is, the power on the second clutch shaft 34 can be transmitted to the differential 6 through the gear set 4, thereby driving the wheel axle to rotate and realizing power output.

[0067] The gear set 4 can adjust the speed ratio between the second clutch shaft 34 and the differential 6 of the wheel axle, so that the power of the first motor 12 is transmitted to the differential 6 of the wheel axle after deceleration and torque increase, thus ensuring the stability of power output.

[0068] In some embodiments, the first clutch 31 is located between the engine 11 and the gear set 4, that is, the first clutch first element 311 and the first clutch second element 312 are power-coupled on the side of the gear set 4 facing the engine 11, such as... Figure 1 and Figure 2 As shown, the engine 11 is located at the left end of the power input shaft 33. Meanwhile, parts of the gear set 4 and the second clutch first element 321 are located radially outside the power input shaft 33. That is, the first clutch first element 311 and the first clutch second element 312 selectively couple power between the engine 11 and the gear set 4, thereby reducing the power transmission distance between the engine 11 and the gear set 4 and reducing power consumption loss.

[0069] In some embodiments, the second clutch 32 is located between the gear set 4 and the engine 11. The second clutch first element 321 and the second clutch second element 322 are power-coupled on the side of the gear set 4 facing the engine 11, so that the engagement positions of the first clutch first element 311 and the first clutch second element 312 are both located on the same side of the gear set 4. Figure 1 As shown, both mating positions are located on the left side of gear set 4. This allows for a more compact distribution of the two mating positions, enabling more structures to be arranged on the right side of gear set 4, increasing space utilization, and simultaneously achieving a combined design of the two clutch parts.

[0070] Alternatively, in some other embodiments, the second clutch 32 is located between the gear set 4 and the first motor 12, that is, the second clutch first element 321 and the second clutch second element 322 are power-coupled on the side of the gear set 4 facing the first motor 12, that is, the engagement positions of the first clutch first element 311 and the first clutch second element 312 and the engagement positions of the second clutch first element 321 and the second clutch second element 322 are respectively located on both sides of the gear set 4, such as... Figure 2 As shown, the two mating positions are located on the left and right sides of the gear set 4, respectively, so that the structural weight distribution on both sides of the gear set 4 is relatively balanced, preventing the structure of the power drive system 100 from being concentrated on one side, ensuring that the power drive system 100 can maintain stable operation, and at the same time realizing the split design of the two clutch parts.

[0071] Therefore, the first clutch 31 and the second clutch 32 can be designed as a single unit or as separate units, which is simple in structure and flexible in setting.

[0072] In some embodiments, such as Figures 1-4 As shown, the gear set 4 includes a power output gear 41 and a main reduction gear 42. The power output gear 41 is poweredly connected to the second clutch 32. For example, the power output gear 41 can be fixedly sleeved on the outside of the second clutch shaft 34, so that the second clutch first element 321 can drive the power output gear 41 to rotate through the second clutch shaft 34. At the same time, the main reduction gear 42 is poweredly connected to the differential 6 of the wheel axle. The main reduction gear 42 can be fixedly installed on the differential 6, such as the main reduction gear 42 being connected to the differential housing, so that the main reduction gear 42 can drive the differential 6 and the corresponding wheel axle to rotate, thereby realizing the transmission of driving force.

[0073] The power output gear 41 and the main reduction gear 42 are connected, meaning that the power output gear 41 can be directly connected to the main reduction gear 42, or it can be connected through other intermediate structures. Both methods can achieve power transmission. The structure is simple and the setting method is flexible and selectable.

[0074] In some embodiments, such as Figure 3 As shown, Figures 1-2 , Figure 4 As shown, the power output gear 41 and the main reduction gear 42 mesh and drive each other, that is, the power from the power input shaft 33 on the power output gear 41 can be directly transmitted to the main reduction gear 42, so as to reduce the number of transmission components between the two and reduce the installation cost.

[0075] Alternatively, in some embodiments, the power drive system 100 further includes an intermediate shaft 45, and the gear set 4 includes a first gear set and a second gear set. The second clutch shaft 34 is poweredly connected to the intermediate shaft 45 through the first gear set, and the differential 6 between the intermediate shaft and the wheel axle is poweredly connected through the second gear set. In other words, power can be transmitted between the second clutch shaft 34 and the differential 6 between the wheel axle through two gear sets, which can further increase the transmission ratio between the second clutch shaft 34 and the differential 6 between the wheel axle and enhance the stability of the power drive.

[0076] Furthermore, by setting an intermediate shaft, the distance limitation between the second clutch shaft 34 and the wheel axle can be reduced, allowing the intermediate shaft 45 to be arranged in a power drive system 100 with a larger distance between the second clutch shaft 34 and the wheel axle, thereby satisfying the power transmission of the second clutch shaft 34 and the wheel axle over a larger span and enhancing the applicability of the power drive system 100.

[0077] In some embodiments, the first gear set includes a power output gear 41 and a first transmission gear 43. The power output gear 41 is fixedly mounted outside the second clutch shaft 34, and the first transmission gear 43 meshes with the power output gear 41 for transmission. The second gear set includes a second transmission gear 44 and a main reduction gear 42. The first transmission gear 43 and the second transmission gear 44 are coaxially mounted on an intermediate shaft 45. The second transmission gear 44 and the main reduction gear 42 mesh for transmission, and the main reduction gear 42 is poweredly connected to the differential 6 of the wheel axle. In this way, the power on the power input shaft 33 can be transmitted through the power output gear 41 to the first transmission gear 43, and from the first transmission gear 43 through the intermediate shaft 45 to the second transmission gear 44, and from the second transmission gear 44 to the main reduction gear 42, thereby realizing the transmission of power.

[0078] Thus, two-stage gear transmission can be achieved from the power output gear 41 to the main reduction gear 42 to realize two-stage reduction and torque increase, thereby ensuring that the first motor 12 can provide stable power drive to the wheel axle and ensure that the vehicle can drive reliably.

[0079] In the actual design, the power output gear 41 can be fixedly sleeved on the outside of the second clutch first element 321, that is, the power output gear 41 can be fixedly connected to the second clutch first element 321, or the two can be integrally formed so that the power output gear 41 and the second clutch first element 321 can rotate synchronously. In this way, when the first motor 12 is connected to the second clutch first element 321, the power can be directly output through the power output gear 41, ensuring the reliability of the power output.

[0080] Meanwhile, there is no need to set up a separate connection structure between the power output gear 41 and the second clutch first element 321, which helps to reduce the installation cost. Similarly, by fitting the power output gear 41 and the second clutch first element 321 together, they can share axial space, which helps to achieve a compact installation of the internal structure of the power drive system 100, reduce the overall space occupied, and reduce the installation difficulty.

[0081] In some embodiments, the first electric motor 12 is poweredly connected to the power input shaft 33 through the planetary gear mechanism 2, that is, the driving force output by the first electric motor 12 can be transmitted to the power input shaft 33 through the planetary gear mechanism 2, or the driving force of the engine 11 carried on the power input shaft 33 can also be transmitted to the first electric motor 12 through the planetary gear mechanism 2, so as to play a force transmission role between the power input shaft 33 and the first electric motor 12.

[0082] And / or, in some embodiments, the engine 11 is poweredly connected to the first clutch 31 via a torsional damper 5. By providing the torsional damper 5, the vibration and noise between the engine 11 and the first clutch 31 can be reduced, the smoothness of the power generation process can be improved, the transmission components can be protected, and the transmission stability of the power drive system 100 can be improved.

[0083] In some embodiments, such as Figure 1 and Figure 2 As shown, the planetary gear mechanism 2 includes a ring gear 21, a sun gear 23, and planet gears 22. Planet gears 22 are connected between the ring gear 21 and the sun gear 23, and can be fixedly connected to the shaft of the sun gear 23 and the motor shaft of the first electric motor 12. Simultaneously, the planet carrier of the planet gears 22 is fixedly connected to the power input shaft 33. The motor shaft of the first electric motor 12 is parallel to the power input shaft 33. The ring gear 21 is fixed, and the first electric motor 12 and the power input shaft 33 transmit power through the cooperation between the sun gear 23 and the planet gears 22. The structure is simple, facilitates speed control, enables speed ratio switching, and ensures normal drive and power generation.

[0084] The planetary gear mechanism 2 enables bidirectional adjustment of speed increase and decrease. In power generation mode, the planetary gear mechanism 2 increases the output speed of the engine 11 to match the high-efficiency power generation speed of the motor; while in drive mode, the planetary gear mechanism 2 decreases the output speed of the first electric motor 12 to increase the torque at the wheel ends. The final power output is achieved through the gear ring 21 and the main reduction gear 42, which helps to balance transmission efficiency and spatial layout.

[0085] In some embodiments, the motor shaft of the first motor 12 is provided with a first drive gear, and the power input shaft 33 is provided with a second drive gear. The first drive gear and the second drive gear mesh. In other words, the first motor 12 and the power input shaft 33 can achieve the effect of speed reduction and torque increase through the cooperation of the first drive gear and the second drive gear, which can not only ensure the power generation efficiency of the first motor 12, but also improve the power output reliability of the first motor 12.

[0086] Meanwhile, by setting the first drive gear and the second drive gear to mesh and transmit power, it is beneficial to reduce the spatial arrangement restrictions of the first motor 12 and the power input shaft 33, that is, the two can be set in parallel and spaced apart, which reduces the difficulty of setting up the power drive system 100.

[0087] This utility model also proposes a vehicle.

[0088] The vehicle according to the embodiments of this utility model includes the power drive system 100 of any of the above embodiments. By setting the power drive system 100, the first electric motor 12 can be used as both a drive motor and a generator, which can reduce the number of individual generators, thereby reducing the installation cost and the installation space of individual generators. The vehicle in this utility model can be a range-extended vehicle, thereby reducing the difficulty of vehicle space layout.

[0089] The vehicle in this invention has multiple operating modes, including power generation mode, drive mode and neutral mode.

[0090] Specifically, in power generation mode, the first clutch element 311 and the first clutch element 312 are engaged, and the second clutch element 322 is disengaged from the second clutch element 321. In this mode, the power from the engine 11 is transmitted to the first electric motor 12 via the planetary gear mechanism 2 through the first clutch 31, and then the first electric motor 12 acts as a generator. In drive mode, the first clutch element 311 and the first clutch element 312 are disengaged, and the second clutch element 322 is engaged with the second clutch element 321. In this mode, the engine 11 stops outputting power, and the power from the first electric motor 12 is transmitted to the power output gear 41 via the planetary gear mechanism 2 and the second clutch 32, and then the power output gear 41 outputs power.

[0091] In neutral mode, the first clutch first element 311 and the first clutch second element 312 are disengaged, and the second clutch first element 321 and the second clutch second element 322 are disengaged. That is, neither the engine 11 nor the first electric motor 12 outputs power, and the power input shaft 33 is disengaged from the gear set 4 to avoid dragging losses.

[0092] In some embodiments, the vehicle includes a first wheel axle and a second clutch shaft 34 for power connection to the first wheel axle. The first wheel axle may be the rear wheel axle or the front wheel axle of the vehicle, so that the power drive system 100 can drive the vehicle to move, that is, achieve front-wheel drive or rear-wheel drive.

[0093] In some embodiments, the vehicle includes a second electric motor and a second wheel axle, the first wheel axle and the second wheel axle being spaced apart along the longitudinal direction of the vehicle, the second electric motor being poweredly connected to the second wheel axle, that is, one of the first wheel axle and the second wheel axle can be used as a front wheel axle and the other can be used as a rear wheel axle.

[0094] Therefore, the first electric motor 12 in the power drive system 100 can be used to drive the first wheel axle to rotate, and the second electric motor can drive the second wheel axle to rotate, realizing a four-wheel drive design, which helps to enhance the vehicle's power performance. If the first wheel axle is the front wheel axle and the second wheel axle is the rear wheel axle, the first electric motor 12 can be used as a front drive motor and the second electric motor can be used as a rear drive motor, or the first electric motor 12 can be used as a rear drive motor and the second electric motor can be used as a front drive motor. The configuration is flexible and can be set according to the actual driving requirements.

[0095] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0096] Although embodiments of the present invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the present invention, the scope of which is defined by the claims and their equivalents.

Claims

1. A power drive system, characterized by, include: An engine (11) and a first electric motor (12), the first electric motor (12) being poweredly connected to a power input shaft (33); A first clutch (31) and a second clutch (32), wherein the first clutch (31) is used to selectively establish or disconnect power transmission between the engine (11) and the power input shaft (33), and the second clutch (32) is used to selectively establish or disconnect power transmission between the power input shaft (33) and the second clutch shaft (34), and the second clutch shaft (34) is used to power connect to the wheel axle.

2. The power drive system of claim 1, wherein, The first clutch (31) includes a first clutch first element (311) and a first clutch second element (312). The first clutch first element (311) is connected to the engine (11), and the first clutch second element (312) is connected to the power input shaft (33). The first clutch first element (311) and the first clutch second element (312) are selectively engaged or disengaged.

3. The power drive system of claim 2, wherein, The second clutch (32) includes a second clutch first element (321) and a second clutch second element (322). The second clutch first element (321) is fixedly connected to the second clutch shaft (34), and the second clutch second element (322) is connected to the power input shaft (33). The second clutch first element (321) and the second clutch second element (322) are selectively engaged or disengaged.

4. The power drive system of claim 3, wherein, The first clutch second element (312) and the second clutch second element (322) are both fixedly connected to the power input shaft (33), and the first clutch second element (312) and the second clutch second element (322) are spaced apart in the axial direction of the power input shaft (33).

5. The power drive system of claim 3, wherein, At least a portion of either the first clutch first element (311) or the first clutch second element (312) is fitted radially outward of the other; And / or, at least a portion of either the second clutch first element (321) or the second clutch second element (322) is fitted radially outward of the other.

6. The power drive system according to claim 3, characterized in that, The first clutch (31) and the second clutch (32) are integrated in the same clutch hub.

7. The power drive system of claim 1, wherein, A gear set (4) is electrically connected between the second clutch shaft (34) and the differential (6) of the wheel axle.

8. The power drive system of claim 7, wherein, The first clutch (31) is located between the engine (11) and the gear set (4); The second clutch (32) is located between the gear set (4) and the first electric motor (12), or the second clutch (32) is located between the gear set (4) and the engine (11).

9. The power drive system of claim 7, wherein, The gear set (4) includes a power output gear (41) and a main reduction gear (42). The power output gear (41) and the main reduction gear (42) are poweredly connected. The power output gear (41) is fixedly installed outside the second clutch shaft (34). The main reduction gear (42) is poweredly connected to the differential (6) of the wheel axle.

10. The power drive system of claim 7, wherein, It also includes an intermediate shaft (45), the gear set (4) includes a first gear set and a second gear set, the second clutch shaft (34) is poweredly connected to the intermediate shaft (45) through the first gear set, and the intermediate shaft (45) is poweredly connected to the differential (6) of the wheel axle through the second gear set.

11. The power drive system of claim 10, wherein, The first gear set includes a power output gear (41) and a first transmission gear (43). The power output gear (41) is fixedly installed outside the second clutch shaft (34), and the first transmission gear (43) meshes with the power output gear (41) for transmission. The second gear set includes a second transmission gear (44) and a main reduction gear (42). The first transmission gear (43) and the second transmission gear (44) are coaxially mounted on the intermediate shaft (45). The second transmission gear (44) and the main reduction gear (42) mesh and drive each other. The main reduction gear (42) is poweredly connected to the differential (6) of the wheel axle.

12. The power drive system of claim 1, wherein, The first electric motor (12) is powered to the power input shaft (33) via a planetary gear mechanism (2); And / or, a torsional damper (5) is connected between the engine (11) and the first clutch (31).

13. The power drive system of claim 12, wherein, The planetary gear mechanism (2) includes a gear ring (21), a sun gear (23), and planet gears (22). The planet gears (22) are connected between the gear ring (21) and the sun gear (23). The axle of the sun gear (23) is fixedly connected to the motor shaft of the first electric motor (12). The planet carrier of the planet gears (22) is fixedly connected to the power input shaft (33). The motor shaft of the first electric motor (12) is arranged parallel to the power input shaft (33).

14. The power drive system of claim 1, wherein, The motor shaft of the first motor (12) is provided with a first drive gear, and the power input shaft (33) is provided with a second drive gear. The first drive gear and the second drive gear mesh and transmit power.

15. A vehicle characterized by comprising: The power drive system included in any one of claims 1-14.

16. The vehicle according to claim 15, characterized in that, It includes a first wheel axle and a second clutch shaft (34) for power connection with the first wheel axle.

17. The vehicle of claim 16, wherein, It also includes a second electric motor and a second wheel axle, the first wheel axle and the second wheel axle being spaced apart along the length of the vehicle, and the second electric motor being poweredly connected to the second wheel axle.

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