Vehicle power system and vehicle

Abstract

The utility model belongs to the technical field of electric driving, and particularly relates to a vehicle power system and a vehicle, the vehicle power system comprises a motor, an electromagnetic clutch, an engine and a differential assembly, a rotating shaft of the motor is connected with a primary driving wheel, the primary driving wheel is in transmission connection with a primary driven wheel, the primary driven wheel is connected with the driving end of the electromagnetic clutch, and the driving end of the electromagnetic clutch is connected with the engine. A first driven end of the electromagnetic clutch is connected with a second-stage driving wheel, a second driven end of the electromagnetic clutch is connected with an output shaft of the engine, the second-stage driving wheel is in transmission connection with a second-stage driven wheel, the second-stage driven wheel is coaxially connected with a third-stage driving wheel, and the third-stage driving wheel is in transmission connection with a main reduction gear arranged on the differential mechanism assembly. On the basis that a higher transmission speed ratio is achieved, the problems caused by increase of a single-stage transmission ratio are avoided, the speed reducer can be better matched with heavy and medium-and-large sedans and SUVs with larger vehicle weights, and meanwhile the overall integration level and the size of a vehicle power system are guaranteed.

Description

TECHNICAL FIELD

[0001] The utility model belongs to electric drive technical field, concretely relates to a vehicle power system and vehicle. BACKGROUND

[0002] At present, double motor structure is mostly used in vehicle power system, one motor is used as generator for range extending power generation, and the other motor is used for driving vehicle, the motor for range extending power generation is completely decoupled with driving shaft, cannot drive, and is in idle state when not generating electricity, and motor utilization rate is low. For this reason, some single motor range extending system technical schemes are provided in prior art, range extending discovery and pure electric driving two working modes can be realized through mode switching, so as to improve motor utilization rate. But the single motor range extending system in prior art generally adopts two-stage reduction, its reduction ratio is small, wheel end torque that can be realized is limited, and it is difficult to meet the demand of heavy, medium and large size sedan and SUV models, and due to the limitation of installation space, the power system needs to control volume size, if the single-stage transmission ratio is increased to improve its reduction ratio, but transmission strength is insufficient, load distribution is uneven and other problems. SUMMARY

[0003] The utility model solves the technical problem to provide a vehicle power system and vehicle, aim at realizing higher transmission speed ratio, avoiding the problem caused by increasing single-stage transmission ratio, better adapting to heavy, medium and large size sedan and SUV models with heavier weight, and guaranteeing the overall integration and volume of vehicle power system.

[0004] The utility model provides a vehicle power system, including motor, electromagnetic clutch, engine and differential assembly, the rotating shaft of motor is connected with primary driving wheel, primary driving wheel is connected with primary driven wheel transmission, primary driven wheel is connected with the driving end of electromagnetic clutch, the driven end one of electromagnetic clutch is connected with secondary driving wheel, the driven end two of electromagnetic clutch is connected with the output shaft of engine, secondary driving wheel is connected with secondary driven wheel transmission, and secondary driven wheel is coaxially connected with tertiary driving wheel, tertiary driving wheel is connected with main reduction gear transmission that sets up on differential assembly.

[0005] Further, it further includes transmission shaft one, primary driven wheel is fixedly arranged on transmission shaft one, the driving end of electromagnetic clutch is arranged on transmission shaft one and is axially matched with transmission shaft one through spline structure, secondary driving wheel is rotatably arranged on transmission shaft one and is located between primary driven wheel and electromagnetic clutch.

[0006] Further, secondary driving wheel is rotatably arranged on transmission shaft one through needle bearing one, and axial limiting piece for limiting the axial position of secondary driving wheel is arranged on transmission shaft one.

[0007] Further, the driven end two is arranged at the end of the output shaft of the engine, and a matching hole is arranged axially in the middle of the end of the output shaft, and one end of the transmission shaft away from the primary driven wheel is arranged in the matching hole.

[0008] Further, a needle bearing two is arranged between the inner side wall of the matching hole and the transmission shaft one, and a thrust bearing is arranged between the inner bottom surface of the matching hole and the end surface of the transmission shaft.

[0009] Further, the primary driving wheel, the primary driven wheel, the secondary driving wheel, the secondary driven wheel and the tertiary driving wheel are all gear wheels, and the transmission connection is the meshing of gear teeth.

[0010] Further, idler wheels are arranged correspondingly between the primary driving wheel and the primary driven wheel, between the secondary driving wheel and the secondary driven wheel, and between the tertiary driving wheel and the main reduction gear.

[0011] Further, the primary driving wheel, the primary driven wheel, the secondary driving wheel and the secondary driven wheel are all synchronous pulleys, and the primary driving wheel and the primary driven wheel are connected through corresponding synchronous belts, and the secondary driving wheel and the secondary driven wheel are connected through corresponding synchronous belts.

[0012] Further, the primary driving wheel, the primary driven wheel, the secondary driving wheel and the secondary driven wheel are all chain wheels, and the primary driving wheel and the primary driven wheel are connected through corresponding chains, and the secondary driving wheel and the secondary driven wheel are connected through corresponding chains.

[0013] The utility model also provides a vehicle, the vehicle is provided with the vehicle power system as above.

[0014] The utility model discloses a vehicle power system, which comprises a motor, a differential assembly, an engine, a primary driving wheel, a primary driven wheel, a secondary driving wheel, a secondary driven wheel, a tertiary driving wheel, a transmission shaft, a transmission connection, a driven end one and a driven end two. BRIEF DESCRIPTION OF DRAWINGS

[0015] Figure 1 It is a structural schematic diagram of the vehicle power system.

[0016] Figure 2 It is a partial assembly structural schematic diagram of the vehicle power system.

[0017] In the figure: 1, motor; 2, electromagnetic clutch; 201, driving end; 202, driven end one; 203, driven end two; 3, engine; 301, output shaft; 4, differential assembly; 5, primary driving wheel; 6, primary driven wheel; 7, secondary driving wheel; 8, secondary driven wheel; 9, tertiary driving wheel; 10, main reduction gear; 11, transmission shaft one; 12, needle bearing one; 13, axial limiting piece; 14, needle bearing two; 15, thrust bearing. DETAILED DESCRIPTION

[0018] As Figure 1 and Figure 2 shown, the utility model provides a kind of vehicle power system, which includes motor 1, electromagnetic clutch 2, engine 3 and differential assembly 4.The rotating shaft of motor 1 is connected with primary driving wheel 5, and primary driving wheel 5 rotates synchronously with the rotating shaft of motor 1.Electromagnetic clutch 2 includes driving end 201, driven end one 202 and driven end two 203.Primary driving wheel 5 is in transmission connection with primary driven wheel 6, and primary driven wheel 6 is connected with driving end 201 of electromagnetic clutch 2.Driven end one 202 of electromagnetic clutch 2 is connected with secondary driving wheel 7, and driven end two 203 of electromagnetic clutch 2 is connected with output shaft 301 of engine 3.Secondary driving wheel 7 is in transmission connection with secondary driven wheel 8, and secondary driven wheel 8 is coaxially connected with tertiary driving wheel 9, and secondary driven wheel 8 rotates synchronously with tertiary driving wheel 9, and tertiary driving wheel 9 is in transmission connection with main reduction gear 10 arranged on differential assembly 4.

[0019] In use, this invention controls the movement of the driving end 201 of the electromagnetic clutch 2, connecting it to either the driven end 202 or the driven end 203. This allows for the control of the transmission connection or disconnection between the motor 1, the differential assembly 4, and the engine 3, thereby enabling the switching between the range-extending mode and the drive mode of the individual motor 1. This improves the utilization rate of the motor 1 and avoids the engine 3 directly driving the wheels. The electric drive path employs a three-stage reduction, which achieves a larger transmission ratio compared to a two-stage reduction. This invention achieves greater wheel-end torque with the same motor 1 torque, resulting in better power performance and better suitability for heavier heavy-duty and mid-to-large-sized sedans and SUVs. Because the electromagnetic clutch 2 is used as the working mode switching mechanism, there is no need for additional hydraulic control mechanisms or shift forks. It offers fast response and a small size. Combined with the three-stage reduction setting, it achieves a higher transmission ratio while avoiding the problems associated with increasing the single-stage transmission ratio. This also ensures the overall integration and miniaturization of the vehicle's powertrain system, allowing for better installation in limited spaces and facilitating lightweight design of the vehicle's powertrain.

[0020] like Figure 2 As shown, this utility model also includes a drive shaft 11. The primary driven wheel 6 is fixedly mounted on the drive shaft 11. The driving end 201 of the electromagnetic clutch 2 is mounted on the drive shaft 11 and axially engages with the drive shaft 11 via a spline structure, meaning the driving end 201 rotates synchronously with the drive shaft 11 and can move axially along the drive shaft 11. The secondary driving wheel 7 is rotatably mounted on the drive shaft 11. When only the drive shaft 11 rotates, the secondary driving wheel 7 does not directly follow the drive shaft 11 in rotation. The secondary driving wheel 7 is located between the primary driven wheel 6 and the electromagnetic clutch 2, and the driven end 202 is located on the side of the secondary driving wheel 7 facing away from the primary driven wheel 6.

[0021] In drive mode, the driving end 201 of the control electromagnetic clutch 2 moves axially to connect with the driven end 202. When the motor 1 is working, the drive shaft 11 rotates, driving the secondary drive wheel 7 to rotate via the driving end 201 and the driven end 202, thus transmitting power to the differential assembly 4. In range-extending mode, the driving end 201 of the control electromagnetic clutch 2 moves axially to connect with the driven end 203. When the engine 3 is working, the driven end 203 and the driving end 201 drive the drive shaft 11 to rotate, thereby driving the shaft of the motor 1 to rotate for power generation. In range-extending mode, since the driving end 201 and the driven end 202 are disconnected, the secondary drive wheel 7 is not driven to rotate, thus avoiding the situation where the engine 3 directly drives the wheels.

[0022] Based on the structure, the utility model discloses on the basis that realizes the use electromagnetic clutch 2 control motor 1 with differential assembly 4, engine 3 between transmission connection or disconnect, make the arrangement structure between primary driven wheel 6, secondary driving wheel 7 with electromagnetic clutch 2 more compact, further promote the integration of vehicle power system and volume miniaturization.

[0023] The secondary driving wheel 7 is rotatably arranged on the transmission shaft one 11 through the needle bearing one 12, which realizes the rotational arrangement of the secondary driving wheel 7 and guarantees the radial load bearing, without increasing the radial size of the place, further improving the integration of the vehicle power system and the volume miniaturization. The transmission shaft one 11 is provided with an axial limiting piece 13 for limiting the axial position of the secondary driving wheel 7 and guaranteeing the stability of the axial position of the secondary driving wheel 7. The axial limiting piece 13 can be a retaining ring and a shaft clamp spring.

[0024] The driven end two 203 is arranged at the end of the output shaft 301 of the engine 3, and the end of the output shaft 301 is axially provided with a matching hole. One end of the transmission shaft one 11 away from the primary driven wheel 6 is arranged in the matching hole, which is beneficial to guarantee the coaxiality of the transmission shaft one 11 and the output shaft 301, thereby guaranteeing that the driving end 201 can be moved to be connected with the driven end two 203. Preferably, a needle bearing two 14 is arranged between the inner side wall of the matching hole and the transmission shaft one 11, and a thrust bearing 15 is arranged between the inner bottom surface of the matching hole and the end surface of the transmission shaft one 11, thereby improving the structural stability.

[0025] The driving end 201 is specifically an armature, the coil of the electromagnetic clutch is located outside the armature, and the coil is fixed to the shell of the vehicle power system. The armature is arranged with driving teeth on both end surfaces. The driven end one 202 is specifically a driven tooth part one, and the driven end two 203 is specifically a driven tooth part two. The armature is moved under the electromagnetic force of the coil, so that the armature is engaged with the driven tooth part one or the driven tooth part two, to realize the connection between the driving end 201 and the driven end one 202 or between the driving end 201 and the driven end two 203. The secondary driven wheel 8 and the tertiary driving wheel 9 are fixedly arranged on the transmission shaft two, so that the secondary driven wheel 8 rotates, and the tertiary driving wheel 9 rotates synchronously.

[0026] In an embodiment of the utility model, the primary driving wheel 5, the primary driven wheel 6, the secondary driving wheel 7, the secondary driven wheel 8 and the tertiary driving wheel 9 are all gears, and the transmission connection is the engagement of the teeth. This embodiment has constant instantaneous transmission ratio, good motion synchronization, can transmit large torque and high-speed power, compact structure and high space utilization.

[0027] In one form of arrangement of the above embodiment, the primary driving wheel 5 and the primary driven wheel 6, the secondary driving wheel 7 and the secondary driven wheel 8, and the tertiary driving wheel 9 and the main reduction gear 10 are directly meshed. In another form of arrangement of the above embodiment, idlers are arranged between the primary driving wheel 5 and the primary driven wheel 6, the secondary driving wheel 7 and the secondary driven wheel 8, and the tertiary driving wheel 9 and the main reduction gear 10. Based on the arrangement of the idlers, the transmission direction can be changed as required, the rotation directions of the driving wheel and the driven wheel are kept consistent on the basis of maintaining the original transmission ratio, and the center distance between the driving wheel and the driven wheel can be adjusted to adapt to the installation layout requirements.

[0028] In another embodiment of the present application, the primary driving wheel 5, the primary driven wheel 6, the secondary driving wheel 7 and the secondary driven wheel 8 are all synchronous pulleys, and the primary driving wheel 5 and the primary driven wheel 6, the secondary driving wheel 7 and the secondary driven wheel 8 are connected by corresponding synchronous belts. In this embodiment, the synchronous belt is generally made of rubber or polyurethane material, which can reduce vibration and transmission noise, and can adapt to scenes with high noise control requirements.

[0029] In another embodiment of the present application, the primary driving wheel 5, the primary driven wheel 6, the secondary driving wheel 7 and the secondary driven wheel 8 are all chain wheels, and the primary driving wheel 5 and the primary driven wheel 6, the secondary driving wheel 7 and the secondary driven wheel 8 are connected by corresponding chains. In this embodiment, the machining precision of the chain and the chain wheel is lower than that of the gear, so the machining cost is relatively lower, and the chain wheel can have higher carrying capacity, is suitable for heavy load and low speed occasions, and can have a larger transmission distance, which is beneficial to avoiding other components or obstacles in the installation area when arranging the vehicle power system.

[0030] The present application also provides a vehicle provided with the vehicle power system described above. Since the vehicle power system described above is provided, the vehicle can achieve a larger transmission ratio, can achieve a larger wheel end torque under the same motor 1 torque, has better power performance, and based on the integration of the vehicle power system, does not occupy too much installation space of the vehicle, and is more beneficial to the lightweight design of the vehicle.

[0031] It should be understood by those skilled in the art that the above discussion of any embodiment is only exemplary and is not intended to limit the scope of protection of the present application to these examples; under the idea of the present application, the above embodiments or technical features in different embodiments can also be combined, the steps can be implemented in any order, and there are many other changes of different aspects of one or more embodiments of the present application as described above, which are not provided in detail for the sake of brevity.

[0032] It is intended that the embodiments of the application herein disclosed meet all the written requirements of the patent statutes and come within the judicial doctrines of equivalents and will not be construed to be limited to the embodiments shown and described and by the keeping within the spirit and scope of the embodiments of the application.

Claims

1. A vehicle powertrain system, characterized in that, The system includes a motor (1), an electromagnetic clutch (2), an engine (3), and a differential assembly (4). The motor (1) has a shaft connected to a first-stage drive wheel (5). The first-stage drive wheel (5) is connected to a first-stage driven wheel (6). The first-stage driven wheel (6) is connected to the drive end (201) of the electromagnetic clutch (2). The driven end one (202) of the electromagnetic clutch (2) is connected to a second-stage drive wheel (7). The driven end two (203) of the electromagnetic clutch (2) is connected to the output shaft (301) of the engine (3). The second-stage drive wheel (7) is connected to a second-stage driven wheel (8). The second-stage driven wheel (8) is coaxially connected to a third-stage drive wheel (9). The third-stage drive wheel (9) is connected to a main reduction gear (10) mounted on the differential assembly (4).

2. The vehicle powertrain system as described in claim 1, characterized in that, It also includes a drive shaft (11), the first-stage driven wheel (6) is fixedly mounted on the drive shaft (11), the driving end (201) of the electromagnetic clutch (2) is mounted on the drive shaft (11) and axially engages with the drive shaft (11) through a spline structure, the second-stage driving wheel (7) is rotatably mounted on the drive shaft (11) and located between the first-stage driven wheel (6) and the electromagnetic clutch (2), and the driven end (202) is mounted on the side of the second-stage driving wheel (7) facing away from the first-stage driven wheel (6).

3. The vehicle powertrain system as described in claim 2, characterized in that, The secondary drive wheel (7) is rotatably mounted on the transmission shaft (11) via a needle roller bearing (12), and the transmission shaft (11) is provided with an axial limiting member (13) for limiting the axial position of the secondary drive wheel (7).

4. The vehicle powertrain system as described in claim 2 or 3, characterized in that, The driven end two (203) is located at the end of the output shaft (301) of the engine (3). A mating hole is axially provided in the middle of the end of the output shaft (301). The end of the transmission shaft one (11) away from the first-stage driven wheel (6) passes through the mating hole.

5. The vehicle powertrain system as described in claim 4, characterized in that, A needle roller bearing (14) is provided between the inner wall of the mating hole and the first transmission shaft (11), and a thrust bearing (15) is provided between the inner bottom surface of the mating hole and the end face of the first transmission shaft (11).

6. The vehicle powertrain system as described in any one of claims 1-3 and 5, characterized in that, The first-stage driving wheel (5), the first-stage driven wheel (6), the second-stage driving wheel (7), the second-stage driven wheel (8), and the third-stage driving wheel (9) are all gears, and the transmission connection is tooth meshing.

7. The vehicle powertrain system as described in claim 6, characterized in that, Idler gears are provided between the first-stage driving wheel (5) and the first-stage driven wheel (6), between the second-stage driving wheel (7) and the second-stage driven wheel (8), and between the third-stage driving wheel (9) and the main reduction gear (10).

8. The vehicle powertrain system as described in any one of claims 1-3 and 5, characterized in that, The first-stage driving pulley (5), the first-stage driven pulley (6), the second-stage driving pulley (7), and the second-stage driven pulley (8) are all synchronous belt pulleys. The first-stage driving pulley (5) and the first-stage driven pulley (6), and the second-stage driving pulley (7) and the second-stage driven pulley (8) are connected by corresponding synchronous belt drives.

9. The vehicle powertrain system as described in any one of claims 1-3 and 5, characterized in that, The first-stage driving wheel (5), the first-stage driven wheel (6), the second-stage driving wheel (7) and the second-stage driven wheel (8) are all sprockets. The first-stage driving wheel (5) and the first-stage driven wheel (6), and the second-stage driving wheel (7) and the second-stage driven wheel (8) are connected by corresponding chain drives.

10. A vehicle characterized in that, The vehicle power system is provided as described in any one of claims 1-9.

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