Power drive system and vehicle

Abstract

The utility model discloses a kind of power drive system and vehicle, power drive system includes: engine, power output end, transmission assembly and motor group, transmission assembly includes multiple gear sets and shift assembly, the transmission ratio of multiple gear sets is different, multiple gear sets are arranged along the axial direction of input shaft interval, each gear set is connected between input shaft and power output end in transmission, shift assembly is used to control gear set selectively connect input shaft and power output end, motor group includes two motors, the motor shaft of two motors is connected, the output end of the motor shaft of two motors and input shaft and / or output shaft can be transmission connection.According to the power drive system of the utility model, engine and motor are used as cooperative power source, and, the switching of power drive system between multiple gears can be realized, in the case where any one motor fails, another motor arranged in pairs can still maintain power output.

Description

Technical Field

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

[0002] According to relevant technologies, the drive systems of hybrid electric vehicles (including PHEV and HEV) currently mainly include three basic forms: series, parallel, and hybrid (including series-parallel and power-split types). In a series configuration, there is no mechanical connection between the engine and the output shaft, allowing for optimal speed / torque control. However, all energy must undergo two conversions between mechanical and electrical power before being transferred to the output shaft, resulting in significant energy loss. Parallel transmissions offer high efficiency, but the mechanical connection between the engine and the output shaft means the engine cannot always operate within its optimal range, typically used for medium to high speeds. A hybrid configuration combines the advantages of both series and parallel systems, achieving both optimized engine control and efficient control at medium to high speeds. However, in a series-parallel hybrid system, both the engine and motor typically operate in a single gear, preventing the vehicle from always running in its optimal mode (e.g., the optimal mode at high speeds would be engine direct drive / parallel drive mode; since the engine only has a single gear, it's not operating in its efficient range in this mode, often requiring the use of a series range extender mode; correspondingly, the motor also doesn't operate in its efficient range in range extender mode). This results in the entire system not achieving maximum efficiency, further increasing overall vehicle fuel consumption. 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 provides a power drive system that can effectively improve the power and economy of the entire vehicle.

[0004] This utility model also proposes a vehicle having the above-mentioned power drive system.

[0005] According to a first aspect of the present invention, a power drive system includes: an engine, the output end of which is connected to an input shaft; a power output end, the power output end including an output shaft, the output shaft and the input shaft being arranged radially spaced apart along the input shaft; a motor assembly including two motors, the motor shafts of the two motors being connected, the output ends of the motor shafts of the two motors being driveably connected to the input shaft and / or the output shaft, the input shaft and / or the output shaft extending radially along the motor shaft; and a transmission assembly including multiple gear sets and a shifting assembly, the multiple gear sets having different transmission ratios, the multiple gear sets being arranged axially spaced along the input shaft, each gear set being driveably connected between the input shaft and the power output end, the shifting assembly being arranged between the two motors, the shifting assembly being used to control the gear sets to selectively connect the input shaft and the power output end.

[0006] According to the power drive system of this utility model, by setting a shift assembly and multiple gear sets, and the shift assembly is used to control the gear sets to selectively connect to the input shaft connected to the engine and the power output end, the power output by the engine can be output to the power output end through gear sets with different transmission ratios, so as to realize the switching of the power drive system between multiple gears, which can effectively improve the power and economy of the vehicle. At the same time, the motors are arranged in pairs, and the motor shafts of the two motors in the pair are connected and connected to the transmission assembly through an input shaft extending radially. In the event of failure of one motor, the other motor in the pair can still maintain power output. Through the coordinated cooperation of the engine and motor sets, the power output by the motor and / or the engine can be output to the power output end through gear sets with different transmission ratios, which increases the number of gears and driving modes, realizes the switching of the power drive system between multiple gears, and can effectively improve the power and economy of the vehicle.

[0007] In some embodiments, the motor assembly includes a first motor assembly comprising two first motors connected by their motor shafts. The output end of the motor shaft of the first motor is driveably connected to one of the input shaft and the output shaft. The shifting assembly includes a first shifting assembly and a second shifting assembly, one of which is disposed between the two first motors. The first shifting assembly is used to control the gear set to selectively connect to the input shaft, and the second shifting assembly is used to control the gear set to selectively connect to the output shaft.

[0008] In some embodiments, each gear set includes a driving gear and a driven gear meshing with each other. The driving gears of multiple gear sets are all sleeved on the outer periphery of the input shaft, and the driving gears of multiple gear sets are arranged at intervals along the axial direction of the input shaft. The driven gears of multiple gear sets are all sleeved on the outer periphery of the output shaft, and the driven gears of multiple gear sets are arranged at intervals along the axial direction of the output shaft.

[0009] The first shifting component is used to control the driving gear of the gear set to selectively connect to the input shaft, and the second shifting component is used to control the driven gear of the gear set to selectively connect to the output shaft.

[0010] In some embodiments, the first shift assembly includes a first clutch outer hub and a clutch driven plate, the first clutch outer hub being disposed on the input shaft, the clutch driven plate being disposed on the driving gear of the gear set, and the first clutch outer hub and the clutch driven plate being separably engaged.

[0011] In some embodiments, there are four gear sets, which are arranged along the axial direction of the input shaft as a first gear set, a second gear set, a third gear set, and a fourth gear set, respectively. The first shifting assembly is located between the first gear set and the second gear set. The first shifting assembly includes two clutch driven plates, which are a first clutch driven plate and a second clutch driven plate, respectively.

[0012] The driving gear of the first gear set and the driven disc of the first clutch are connected by a first connecting shaft, which is loosely fitted on the outer periphery of the input shaft.

[0013] The driving gear of the second gear set and the driven disc of the second clutch are connected by a second connecting shaft, which is loosely fitted on the outer periphery of the input shaft.

[0014] In some embodiments, the second shift assembly includes a second clutch outer hub and a clutch driven plate, the second clutch outer hub being disposed on the output shaft, the clutch driven plate being disposed on the driven gear of the gear set, and the second clutch outer hub and the clutch driven plate being separably engaged.

[0015] In some embodiments, the second shift assembly is located between the third gear set and the fourth gear set, and the second shift assembly includes two clutch driven plates, which are respectively a third clutch driven plate and a fourth clutch driven plate;

[0016] The driven gear of the third gear set and the driven disc of the third clutch are connected by a third connecting shaft, which is loosely fitted on the outer periphery of the output shaft.

[0017] The driven gear of the fourth gear set and the driven disc of the fourth clutch are connected by a fourth connecting shaft, which is loosely fitted on the outer periphery of the output shaft.

[0018] In some embodiments, there are four gear sets. Along the axial direction of the input shaft, the four gear sets are sequentially a first gear set, a second gear set, a third gear set, and a fourth gear set. The first shifting assembly is located between the third gear set and the fourth gear set. The first shifting assembly includes two clutch driven plates, which are a first clutch driven plate and a second clutch driven plate, respectively.

[0019] The driving gear of the third gear set and the driven disc of the first clutch are connected by a first connecting shaft, which is loosely fitted on the outer periphery of the input shaft.

[0020] The driving gear of the fourth gear set and the driven disc of the second clutch are connected by a second connecting shaft, which is loosely fitted on the outer circumference of the input shaft.

[0021] In some embodiments, the motor assembly includes a second motor assembly, which includes two second motors connected by their motor shafts. The output end of the motor shaft of the second motor is driveably connected to one of the input shaft and the output shaft. The first shift assembly and the other of the second shift assembly are arranged between the two second motors. The second shift assembly includes a second clutch outer hub and a clutch driven plate. The second clutch outer hub is located on the output shaft, and the clutch driven plate is located on the driven gear of the gear set. The second clutch outer hub and the clutch driven plate are separably engaged.

[0022] In some embodiments, the second shift assembly is located between the first gear set and the second gear set, and the second shift assembly includes two clutch driven plates, which are a third clutch driven plate and a fourth clutch driven plate, respectively.

[0023] In this configuration, the driven gear of the first gear set and the driven disc of the third clutch are connected by a third connecting shaft, which is loosely fitted on the outer periphery of the output shaft.

[0024] The driven gear of the second gear set and the driven disc of the fourth clutch are connected by a fourth connecting shaft, which is loosely fitted on the outer periphery of the output shaft.

[0025] The vehicle according to the second aspect of the present invention includes the power drive system according to the first aspect of the present invention, wherein the power output end is transmissively connected to the wheels of the vehicle.

[0026] According to the present invention, the vehicle's power drive system includes an engine and an electric motor. The engine and motor can be used separately or jointly as power sources, transmitted to the power output end via a transmission assembly, thus achieving a hybrid power output process. Furthermore, the transmission assembly includes a shift assembly and multiple gear sets. The shift assembly controls the gear sets to selectively connect to the input shaft connected to the engine and the power output end. This allows the power output from the engine to be transmitted to the power output end via gear sets with different transmission ratios, enabling the power drive system to switch between multiple gears, effectively improving the overall power and economy of the power drive system. Simultaneously, the motors are arranged in pairs, with the motor shafts of the two paired motors connected and connected to the transmission assembly via a radially extending input shaft. Even if one motor fails, the other motor in the pair can still maintain power output.

[0027] 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

[0028] Figure 1 This is a schematic diagram of a power drive system according to an embodiment of the present utility model;

[0029] Figure 2 This is a schematic diagram of another power drive system according to an embodiment of the present utility model;

[0030] Figure 3 This is a schematic diagram of yet another power drive system according to an embodiment of the present utility model;

[0031] Figure 4 This is a schematic diagram of another power drive system according to an embodiment of the present utility model.

[0032] Figure label:

[0033] 100. Power drive system;

[0034] 1. Engine; 2. Input shaft;

[0035] 3. The driving gear of the first gear set; 4. The driven gear of the first gear set;

[0036] 5. First motor;

[0037] 6. First clutch outer hub; 7. First clutch driven plate; 8. Second clutch driven plate;

[0038] 9. The driving gear of the second gear set; 10. The driven gear of the second gear set;

[0039] 11. The driving gear of the third gear set; 12. The driven gear of the third gear set;

[0040] 13. The driving gear of the fourth gear set; 14. The driven gear of the fourth gear set;

[0041] 15. Second motor;

[0042] 16. Second clutch outer hub; 17. Third clutch driven plate; 18. Fourth clutch driven plate;

[0043] 19. Output shaft; 20. Differential;

[0044] 21. Main reducer drive gear; 22. Main reducer driven gear. Detailed Implementation

[0045] The embodiments of the technical solution of this application will now be described in detail with reference to the accompanying drawings. These embodiments are only used to more clearly illustrate the technical solution of this application and are therefore merely examples, and should not be used to limit the scope of protection of this application.

[0046] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application pertains; the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the application; the terms “comprising” and “having”, and any variations thereof, in the specification, claims, and foregoing description of the drawings are intended to cover non-exclusive inclusion.

[0047] In the description of the embodiments of this application, technical terms such as "first" and "second" are used only to distinguish different objects and should not be construed as indicating or implying relative importance or implicitly specifying the number, specific order, or primary and secondary relationship of the indicated technical features. In the description of the embodiments of this application, "multiple" means two or more, unless otherwise explicitly defined.

[0048] In this document, the term "embodiment" means that a particular feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of this application. The appearance of this phrase in various places throughout the specification does not necessarily refer to the same embodiment, nor is it a separate or alternative embodiment mutually exclusive with other embodiments. It will be explicitly and implicitly understood by those skilled in the art that the embodiments described herein can be combined with other embodiments.

[0049] In the description of the embodiments in this application, the term "and / or" is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Additionally, the character " / " in this document generally indicates that the preceding and following related objects have an "or" relationship.

[0050] In the description of the embodiments of this application, the term "multiple" refers to two or more (including two).

[0051] In the description of the embodiments of this application, the technical terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "axial," "radial," and "circumferential" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing the embodiments of this application and simplifying the description, and are not intended to 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 the embodiments of this application.

[0052] In the description of the embodiments of this application, unless otherwise expressly specified and limited, technical terms such as "installation," "connection," "joining," and "fixing" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; 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; they can refer to the internal communication of two components or the interaction between two components. For those skilled in the art, the specific meaning of the above terms in the embodiments of this application can be understood according to the specific circumstances.

[0053] Currently, the drive systems of hybrid electric vehicles (including PHEV and HEV) mainly include three basic forms: series, parallel, and series-parallel (including series-parallel and power-split types). In a series configuration, there is no mechanical connection between engine 1 and output shaft 19, allowing for optimal speed / torque control. However, all energy must undergo two conversions between mechanical and electrical power before being transferred to output shaft 19, resulting in significant energy loss. Parallel transmission is highly efficient, but the mechanical connection between engine 1 and output shaft 19 cannot guarantee that engine 1 will always be in its optimal operating range, typically used for medium to high speeds. A hybrid configuration combines the advantages of both series and parallel configurations, achieving both optimized control of engine 1 and efficient control at medium to high speeds. For a series-parallel hybrid system, engine 1 and the motor typically operate in a single gear, which cannot ensure that the vehicle always operates in the optimal mode (for example, the optimal mode at high speeds should be engine 1 direct drive / parallel drive mode; since engine 1 only has a single gear, if it is in this mode, engine 1 is not in its efficient range, and the series range extender mode is often used; correspondingly, the motor also does not operate in its efficient range in range extender mode). This results in the entire system not achieving maximum efficiency, further increasing the vehicle's fuel consumption.

[0054] In summary, an ideal series-parallel hybrid drive system should possess multiple pure electric drive modes, multiple engine-driven direct / parallel drive modes, multiple series range extender modes, and multiple regenerative braking modes. Therefore, how to achieve a powertrain system with multiple pure electric drive modes, multiple engine-driven direct / parallel drive modes, multiple series range extender modes, and multiple regenerative braking modes, while simultaneously enabling seamless switching between different operating modes, allowing the motor to operate in its high-efficiency range, thereby improving the vehicle system's power and economy, and ensuring driving comfort, has become an urgent problem to be solved.

[0055] Based on the above considerations, in order to enable the power drive system 100 to have a pure electric drive mode, multiple engine direct drive / parallel drive modes, multiple hybrid range-extended modes, and multiple regenerative braking modes, and at the same time achieve seamless switching between different operating modes, allowing the motor to operate in a high-efficiency range, thereby improving the vehicle system's power and economy, a power drive system 100 was designed, as described below. Figures 1-4 A power drive system 100 according to a first aspect embodiment of the present invention is described.

[0056] like Figures 1-4 As shown, the power drive system 100 according to the first aspect of the present invention includes: an engine 1, a power output end, a transmission component and a motor assembly.

[0057] Specifically, the output end of engine 1 is connected to input shaft 2, and the power output end includes output shaft 19. Output shaft 19 and input shaft 2 are arranged radially spaced along input shaft 2. The motor set includes two motors, and the motor shafts of the two motors are connected. The output ends of the motor shafts of the two motors are driveably connected to input shaft 2 and / or output shaft 19. Input shaft 2 and output shaft 19 extend radially along motor shafts. The transmission assembly includes multiple gear sets and a shifting assembly. The multiple gear sets have different transmission ratios and are arranged axially spaced along input shaft 2. Each gear set is driveably connected between input shaft 2 and the power output end. The shifting assembly is arranged between the two motors and is used to control the gear sets to selectively connect input shaft 2 and the power output end.

[0058] Understandably, the transmission assembly includes multiple gear sets and a shifting component. The gear sets have different gear ratios, allowing the system to operate at different speeds and torques. The shifting component selects the appropriate gear combination to connect the input shaft 2 to the power output end. The motor assembly includes two motors arranged in pairs, their motor shafts connected and connected to the transmission assembly via a radially extending input shaft 2. This enables parallel drive of the two motors, improving vehicle power performance, or independent drive of a single motor for maximum energy savings. Furthermore, the shifting component facilitates energy recovery, ensuring the vehicle operates in an optimal mode.

[0059] The transmission assembly includes multiple gear sets and a shifting component. Each gear set is tractably connected between the input shaft 2 and the power output end. The gear sets have different transmission ratios, and the shifting component is used to control the gear sets to selectively connect the input shaft 2 and the power output end. This allows the power output from the engine 1 to be output to the power output end through gear sets with different transmission ratios, thereby enabling the power drive system 100 to switch between multiple gears. This improves the overall power and economy of the power drive system 100 and allows for uninterrupted power switching between different gears, which is beneficial for improving the user experience.

[0060] Taking the power drive system 100 applied to a vehicle as an example, multiple gear sets with different transmission ratios can enable the vehicle to adapt to different driving conditions. For example, when high torque is required for low-speed start-up and hill climbing, the shift assembly can select a gear set with a larger transmission ratio to connect the input shaft 2 and the power output end, thereby increasing torque output and improving the overall power performance of the power drive system 100. On the other hand, when low torque is required for high-speed driving, the shift assembly can select a gear set with a smaller transmission ratio to connect the input shaft 2 and the power output end, thereby reducing torque output, lowering energy consumption, and improving the overall economy of the power drive system 100.

[0061] In addition, by arranging multiple gear sets at intervals along the axial direction of the input shaft 2 and connecting the motor shaft of the motor to one of the gear sets, the multiple gear sets can be arranged in an orderly manner along the axial direction of the input shaft 2. This makes the overall structure of the transmission assembly compact, reduces the space occupied by the transmission assembly, and makes the overall structure of the motor and transmission assembly compact. This facilitates the layout optimization of the power drive system 100 and helps to reduce the overall space occupied by the power drive system 100.

[0062] When the power drive system 100 is used in a vehicle, the vehicle power drive system 100 has a parking power generation mode, a pure electric drive mode, a parallel drive mode, a hybrid drive mode, and a braking energy recovery mode.

[0063] In parking generator mode, engine 1 operates to drive the motor to generate electricity. When the vehicle is stopped (e.g., waiting at a red light), engine 1 starts to replenish the vehicle's power, ensuring a balanced battery level. In pure electric drive mode, engine 1 is not operating, but the motor operates to drive the power output. In this mode, the motor directly drives the power output, resulting in a simple power transmission path and high power transmission efficiency. In parallel drive mode, both engine 1 and the motor operate to drive the power output. Both engine 1 and the motor serve as power sources, meeting the vehicle's high power demands while reducing fuel consumption and improving overall vehicle economy. In series-parallel drive mode, engine 1 operates to drive the power output, and at least a portion of the mechanical energy output by engine 1 can be converted into electrical energy by the motor. In this series-parallel drive mode, engine 1 generates electricity while simultaneously driving the vehicle, addressing power needs when the battery is low and providing timely replenishment. In regenerative braking mode, the power output can drive the motor to generate electricity, enabling energy recovery during vehicle braking and maximizing energy savings, further improving overall vehicle economy.

[0064] The parking generator mode refers to the process where, when the vehicle is stationary, engine 1 operates to drive the electric motor, which then acts as a generator, converting the mechanical energy output by engine 1 into electrical energy. The pure electric drive mode refers to the process where, when the vehicle is running, the electric motor serves as the vehicle's power source. Engine 1 is not operating, but the electric motor converts electrical energy into mechanical energy, which is then transmitted to the power output via a gear set to drive the vehicle. The parallel drive mode refers to the process where, when the vehicle is running, both engine 1 and the electric motor serve as the vehicle's power source. In this mode, both engine 1 and the electric motor output mechanical energy, and the mechanical energy output by engine 1 and the electric motor are combined to create a single, continuous power source. The power output can be transmitted through one of the gear sets to the power output end to drive the entire vehicle; the hybrid drive mode means that when the vehicle is running, engine 1 is the power source of the entire vehicle. At this time, engine 1 works and outputs mechanical energy, and the motor acts as a generator to generate electricity. The mechanical energy output by engine 1 is transmitted to the power output end through one of the gear sets to drive the entire vehicle, and the mechanical energy generated by the generator is transmitted to the motor through one of the gear sets. The motor converts the mechanical energy output by engine 1 into electrical energy; the regenerative braking mode means that when the vehicle is braking, the mechanical energy at the power output end is recovered to the motor. At this time, the motor acts as a generator to generate electricity to convert the mechanical energy at the power output end into electrical energy.

[0065] In addition, the power drive system 100 may include a battery pack. When the vehicle is in parking power generation mode, hybrid drive mode, or regenerative braking mode, the electrical energy generated by the motor can be transferred to the battery pack for storage, making it convenient to use the electrical energy at any time and improving the energy utilization rate of the vehicle.

[0066] The power drive system 100 includes multiple power modes such as parking power generation mode, pure electric drive mode, parallel drive mode, hybrid drive mode and brake energy recovery mode. The engine 1 and the electric motor complement each other, allowing the vehicle to switch between different power modes according to actual road conditions and driving needs, which can fully improve the power and economy of the vehicle.

[0067] In the description of this utility model, "multiple" means two or more.

[0068] According to the power drive system 100 of this utility model embodiment, by setting a shift component and multiple gear sets, and the shift component is used to control the gear sets to selectively connect to the input shaft 2 connected to the engine 1 and the power output end, the power output by the engine 1 can be output to the power output end through gear sets with different transmission ratios, so as to realize the switching of the power drive system 100 between multiple gears, which can effectively improve the power and economy of the whole vehicle; at the same time, the motors are arranged in pairs, the motor shafts of the two motors in the pair are connected, and they are connected to the transmission component through an input shaft 2 extending radially. In the event of failure of any one motor, the other motor in the pair can still maintain power output.

[0069] Reference Figures 1-4 As shown, there are four gear sets. By controlling one of the four gear sets through the shift assembly to selectively connect the input shaft 2 to the power output end, the input shaft 2 can transmit power to the power output end through four gear sets with different transmission ratios. This allows the power drive system 100 to switch between multiple gears, enabling the engine 1 to cover as many operating conditions as possible during vehicle operation, effectively improving the overall power and economy of the vehicle.

[0070] In some embodiments of this utility model, as shown in the figures, the motor set includes a first motor set, which includes two first motors 5 connected by their motor shafts. The output end of the motor shaft of the first motor 5 is driveably connected to one of the input shaft 2 and the output shaft 19. The shifting assembly includes a first shifting assembly and a second shifting assembly, one of which is arranged between the two first motors 5. The first shifting assembly is used to control the gear set to selectively connect to the input shaft 2, and the second shifting assembly is used to control the gear set to selectively connect to the output shaft 19. By arranging the output shaft 19 and the input shaft 2 at radial intervals along the input shaft 2, the input shaft 2 and the output shaft 19 can be arranged in an orderly manner along the radial direction of the input shaft 2. This also allows the first shifting assembly and the second shifting assembly to be arranged at radial intervals along the input shaft 2, thereby bringing the distance between the first shifting assembly and the input shaft 2 and the distance between the second shifting assembly and the output shaft 19 closer, respectively. This shortens the power transmission path, reduces energy loss during power transmission, and also facilitates the overall layout optimization of the power drive system 100.

[0071] The dual-shift assembly structure allows for selective connection of a gear set to the input shaft 2 via a first shift assembly and selective connection of a gear set to the output shaft 19 via a second shift assembly. This reduces or eliminates the possibility of power transmission interruption during gear shifting. For example, during gear shifting, when the first shift assembly controls one gear set to connect to the input shaft 2, the second shift assembly can pre-select the gear set to connect to the output shaft 19. Thus, when a gear shift is needed, only the first and second shift assemblies need to be switched to complete the shift, without interrupting the power transmission process.

[0072] Furthermore, by controlling the gear set to selectively connect to the input shaft 2 via the first shift assembly and the gear set to selectively connect to the output shaft 19 via the second shift assembly, switching between different power sources and different gears can be achieved. For example, by controlling the gear set to connect the input shaft 2 and the power output end via the first shift assembly, the mechanical energy output by the engine 1 can be transmitted to the power output end via the gear set. By controlling the gear set to selectively connect to the output shaft 19 via the second shift assembly, the mechanical energy output by the engine 1 can be output to the power output end via transmission paths with different transmission ratios, thereby achieving different gear switching. As another example, by controlling the gear set to disconnect from the input shaft 2 via the first shift assembly, the motor can act as a power source, and the mechanical energy output by the motor can be transmitted to the power output end via the gear set. By controlling the gear set to selectively connect to the output shaft 19 via the second shift assembly, the mechanical energy output by the motor can be output to the power output end via transmission paths with different transmission ratios, thereby achieving different gear switching.

[0073] In some embodiments of this utility model, such as Figures 1-4 As shown, each gear set includes a driving gear and a driven gear that mesh with each other. The driving gears of multiple gear sets are all sleeved on the outer periphery of the input shaft 2, and the driving gears of multiple gear sets are arranged at intervals along the axial direction of the input shaft 2. The driven gears of multiple gear sets are all sleeved on the outer periphery of the output shaft 19, and the driven gears of multiple gear sets are arranged at intervals along the axial direction of the output shaft 19. The first shifting component is used to control the driving gear of the gear set to selectively connect to the input shaft 2, and the second shifting component is used to control the driven gear of the gear set to selectively connect to the output shaft 19.

[0074] The drive gear and driven gear mesh with each other to achieve a transmission connection. Multiple gear sets have their drive gears spaced axially along the input shaft 2, and their driven gears spaced axially along the output shaft 19. The input shaft 2 and output shaft 19 are also spaced radially along the input shaft 2. This allows for power transmission at different ratios while maintaining a compact and orderly overall structure of the drive gears, driven gears, input shaft 2, and output shaft 19. This optimizes the overall layout of the power drive system 100 and reduces the space occupied by the system.

[0075] The drive gear of the gear set controlled by the first shift assembly can be selectively connected to the input shaft 2, which can realize the switching of different power sources. For example, when the engine 1 is used as a power source to drive the power output end, the drive gear of the gear set controlled by the first shift assembly can be connected to the input shaft 2. As another example, the drive gear of the gear set controlled by the first shift assembly can be disconnected from the input shaft 2, which can interrupt the power transmission of the engine 1.

[0076] The motor shaft is connected to the driving gear of one of the gear sets, and the second shifting component is used to control the driven gear of the gear set to selectively connect to the output shaft 19. When the motor is used as a power source to drive the power output end, the second shifting component can select gear sets with different transmission ratios to transmit kinetic energy to the power output end. Alternatively, when the motor is used as a generator to generate electricity, the power output end can select gear sets with different transmission ratios through the second shifting component to transmit mechanical energy to the motor for energy recovery.

[0077] The first shifting component controls the driving gear of the gear set to be selectively connected to the input shaft 2, and the second shifting component controls the driven gear of the gear set to be selectively connected to the output shaft 19. This enables the power drive system 100 to switch between multiple modes and multiple gears without power interruption. While ensuring that the integrated performance is met, it reduces the performance requirements of individual components such as the engine 1 and the motor, resulting in lower costs. Furthermore, it allows both the engine 1 and the motor to operate in the high-efficiency range, improving the overall power and economy of the power drive system 100.

[0078] In some embodiments of this utility model, the first shifting assembly includes a first clutch outer hub 6 and a clutch driven plate. The first clutch outer hub 6 is disposed on the input shaft 2, and the clutch driven plate is disposed on the driving gear of the gear set. The first clutch outer hub 6 and the clutch driven plate are detachably engaged. By separating the clutch driven plate from the clutch outer hub, the first shifting assembly can control the connection or disconnection between the driving gear and the input shaft 2 by switching the connection state between the clutch driven plate and the clutch outer hub.

[0079] For example, during the shifting process of the first shifting assembly, the outer hub of the clutch can be pressed along the radial direction of the input shaft 2 toward the clutch driven plate to connect with the clutch driven plate, thus realizing the transmission connection between the input shaft 2 and the drive gear; or the outer hub of the clutch can be moved along the radial direction of the input shaft 2 away from the clutch driven plate to disconnect the outer hub of the clutch from the clutch driven plate, thus interrupting the power transmission between the input shaft 2 and the drive gear.

[0080] In some embodiments of this utility model, there are four gear sets. Along the axial direction of the input shaft 2, the four gear sets are sequentially designated as the first gear set, the second gear set, the third gear set, and the fourth gear set. The first shifting component is located between the first gear set and the second gear set, which allows the distance between the first shifting component and each gear set to be relatively close, so that the power transmission path between the first shifting component and each gear set is relatively short. This allows the first shifting component to quickly select and connect with different gear sets, thereby quickly switching the hybrid power system to different modes.

[0081] The first shifting assembly includes two clutch driven plates, namely a first clutch driven plate 7 and a second clutch driven plate 8. The driving gear 3 of the first gear set and the first clutch driven plate 7 are connected via a first connecting shaft, which is loosely fitted onto the outer periphery of the input shaft 2. The driving gear 9 of the second gear set and the second clutch driven plate 8 are connected via a second connecting shaft, which is also loosely fitted onto the outer periphery of the input shaft 2. This design allows for smoother power switching between different gear sets, reduces energy loss and impact during power transmission, and improves the stability and continuity of power transmission.

[0082] Furthermore, the second shift assembly includes a second clutch outer hub 16 and a clutch driven plate. The second clutch outer hub 16 is located on the output shaft 19, and the clutch driven plate is located on the driven gear of the gear set. The second clutch outer hub 16 and the clutch driven plate are separably coupled. By separating the clutch driven plate from the clutch outer hub, the second shift assembly can control the connection or disconnection between the drive gear and the output shaft 19 by switching the connection state between the clutch driven plate and the clutch outer hub.

[0083] For example, during the shifting process of the second shifting assembly, the outer hub of the clutch can be pressed along the radial direction of the output shaft 19 toward the clutch driven plate to connect with the clutch driven plate, thus realizing the transmission connection between the output shaft 19 and the drive gear; or the outer hub of the clutch can be moved along the radial direction of the output shaft 19 away from the clutch driven plate to disconnect the outer hub of the clutch from the clutch driven plate, thus interrupting the power transmission between the output shaft 19 and the drive gear.

[0084] In some embodiments of this utility model, such as Figures 1-3 As shown, the second shift assembly is located between the third and fourth gear sets, which allows the second shift assembly to be closer to each gear set, thus shortening the power transmission path between the second shift assembly and each gear set. This allows the second shift assembly to quickly select and connect to different gear sets, enabling the hybrid system to switch to different modes more quickly.

[0085] The second shift assembly includes two clutch driven plates, namely a third clutch driven plate 17 and a fourth clutch driven plate 18. The driven gear 12 of the third gear set and the third clutch driven plate 17 are connected via a third connecting shaft, which is loosely fitted onto the outer circumference of the output shaft 19. The driven gear 14 of the fourth gear set and the fourth clutch driven plate 18 are connected via a fourth connecting shaft, which is also loosely fitted onto the outer circumference of the output shaft 19. This design allows for smoother power switching between different gear sets, reduces energy loss and impact during power transmission, and improves the stability and continuity of power transmission.

[0086] In other embodiments of this utility model, such as Figures 1-3 As shown, there are four gear sets along the axial direction of the input shaft 2. The four gear sets are, in order, the first gear set, the second gear set, the third gear set, and the fourth gear set. The first shift assembly is located between the third gear set and the fourth gear set, which allows the distance between the first shift assembly and each gear set to be relatively close, so that the power transmission path between the first shift assembly and each gear set is relatively short. This allows the first shift assembly to quickly select and connect with different gear sets, so that the hybrid power system can be switched to different modes more quickly.

[0087] The first shifting assembly includes two clutch driven plates, namely a first clutch driven plate 7 and a second clutch driven plate 8. The driving gear 11 of the third gear set and the first clutch driven plate 7 are connected via a first connecting shaft, which is loosely fitted onto the outer circumference of the input shaft 2. The driving gear 13 of the fourth gear set and the second clutch driven plate 8 are connected via a second connecting shaft, which is also loosely fitted onto the outer circumference of the input shaft 2. This design allows for smoother power switching between different gear sets, reduces energy loss and impact during power transmission, and improves the stability and continuity of power transmission.

[0088] Furthermore, such as Figures 1-4As shown, the motor set includes a second motor set, which includes two second motors 15 connected by their motor shafts. The output end of the motor shaft of the second motor 15 is driveably connected to one of the input shaft 2 and the output shaft 19. One of the first and second shifting components is arranged between the two second motors 15. The second shifting component includes a second clutch outer hub 16 and a clutch driven plate. The second clutch outer hub 16 is located on the output shaft 19, and the clutch driven plate is located on the driven gear of the gear set. The second clutch outer hub 16 and the clutch driven plate are separably engaged. By separating the clutch driven plate from the clutch outer hub, the second shifting component can control the connection or disconnection of the drive gear and the output shaft 19 by switching the connection state between the clutch driven plate and the clutch outer hub.

[0089] For example, during the shifting process of the second shifting assembly, the outer hub of the clutch can be pressed along the radial direction of the output shaft 19 toward the clutch driven plate to connect with the clutch driven plate, thus realizing the transmission connection between the output shaft 19 and the drive gear; or the outer hub of the clutch can be moved along the radial direction of the output shaft 19 away from the clutch driven plate to disconnect the outer hub of the clutch from the clutch driven plate, thus interrupting the power transmission between the output shaft 19 and the drive gear.

[0090] In some embodiments of this utility model, such as Figure 4 As shown, the second shift assembly is located between the first gear set and the second gear set, which can make the distance between the second shift assembly and each gear set relatively close, so that the power transmission path between the second shift assembly and each gear set is relatively short. This allows the second shift assembly to quickly select and connect with different gear sets, so that the hybrid system can be switched to different modes relatively quickly.

[0091] The second shift assembly includes two clutch driven plates, namely a third clutch driven plate 17 and a fourth clutch driven plate 18. The driven gear 4 of the first gear set and the third clutch driven plate 17 are connected via a third connecting shaft, which is loosely fitted onto the outer circumference of the output shaft 19. The driven gear 10 of the second gear set and the fourth clutch driven plate 18 are connected via a fourth connecting shaft, which is also loosely fitted onto the outer circumference of the output shaft 19. This design allows for smoother power switching between different gear sets, reduces energy loss and impact during power transmission, and improves the stability and continuity of power transmission.

[0092] In some other embodiments of this utility model, such as Figure 3 and Figure 4As shown, the plurality of motors includes two second motors 15, the motor shafts of the two second motors 15 are connected, and the output end of the motor shaft of the second motor 15 is transmissibly connected to one of the input shaft 2 and the output shaft 19. It can be understood that the power drive system 100 of this embodiment may include two first motors 5, the output end of the motor shaft of the first motor 5 being transmissibly connected to the input shaft 2;

[0093] The power drive system 100 of this utility model embodiment may include two first motors 5, and the output end of the motor shaft of the first motor 5 is transmissibly connected to the output shaft 19.

[0094] The power drive system 100 of this utility model embodiment may include two first motors 5 and two second motors 15. The output end of the motor shaft of the first motor 5 is driveably connected to the input shaft 2, and the output end of the motor shaft of the second motor 15 is driveably connected to the output shaft 19.

[0095] In some embodiments of this utility model, such as Figures 1-4 As shown, the power output end includes a main reducer drive gear 21 and a main reducer driven gear 22 that mesh with each other. The main reducer drive gear 21 is located on the output shaft 19, and is coaxially arranged with and fixed relative to the output shaft 19. The meshing of the main reducer drive gear 21 and the main reducer driven gear 22 enables a transmission connection between them. The coaxial arrangement of the main reducer drive gear 21 with the output shaft 19 allows it to follow the movement of the output shaft 19 more smoothly.

[0096] By fixing the main reduction drive gear 21 to the output shaft 19 and meshing it with the main reduction driven gear 22, the higher speed of the output shaft 19 can be reduced to a lower speed suitable for the power output end. For example, during power transmission, the meshing of the main reduction drive gear 21 and the main reduction driven gear 22 can convert the higher speed of the output shaft 19 into a lower speed suitable for the power output end according to a preset transmission ratio, and can also increase the output torque to better provide the required power to the power output end.

[0097] The following will refer to Figures 1-4 The present invention describes a power drive system 100 according to four specific embodiments.

[0098] Example 1,

[0099] Reference Figure 1 ,

[0100] Specifically, such as Figure 1As shown, the power drive system 100 includes a first motor 5, of which there are two, and the motor shafts of the two first motors 5 are connected. The output end of the motor shaft of the first motor 5 is transmissibly connected to the input shaft 2. The shift assembly includes a first shift assembly and a second shift assembly. The first shift assembly includes a first clutch outer hub 6 and a clutch driven plate. The first clutch outer hub 6 is located on the input shaft 2, and the clutch driven plate is located on the driving gear of the gear set. The first clutch outer hub 6 and the clutch driven plate are separably engaged. The second shift assembly includes a second clutch outer hub 16 and a clutch driven plate. The second clutch outer hub 16 is located on the output shaft 19, and the clutch driven plate is located on the driven gear of the gear set. The second clutch outer hub 16 and the clutch driven plate are separably engaged.

[0101] There are four gear sets along the axial direction of the input shaft 2. The four gear sets are, in sequence, the first gear set, the second gear set, the third gear set, and the fourth gear set. The first shift assembly is located between the first gear set and the second gear set. The first shift assembly includes two clutch driven plates, namely, the first clutch driven plate 7 and the second clutch driven plate 8. The second shift assembly is located between the third gear set and the fourth gear set. The second shift assembly includes two clutch driven plates, namely, the third clutch driven plate 17 and the fourth clutch driven plate 18.

[0102] In this configuration, the driving gear 3 of the first gear set and the driven disc 7 of the first clutch are connected by a first connecting shaft, which is loosely fitted on the outer periphery of the input shaft 2; the driving gear 9 of the second gear set and the driven disc 8 of the second clutch are connected by a second connecting shaft, which is loosely fitted on the outer periphery of the input shaft 2; the driven gear 12 of the third gear set and the driven disc 17 of the third clutch are connected by a third connecting shaft, which is loosely fitted on the outer periphery of the output shaft 19; and the driven gear 14 of the fourth gear set and the driven disc 18 of the fourth clutch are connected by a fourth connecting shaft, which is loosely fitted on the outer periphery of the output shaft 19.

[0103] The power output end includes a main reducer drive gear 21 and a main reducer driven gear 22 that mesh with each other. The main reducer drive gear 21 is located on the output shaft 19. The main reducer drive gear 21 is coaxially arranged with the output shaft 19 and fixed relative to the output shaft 19. The main reducer driven gear 22 is located on the differential 20.

[0104] Example 2,

[0105] like Figure 2 As shown, the structure of this embodiment is roughly the same as that of embodiment one, with the same reference numerals used for the same components. The only difference is that in embodiment one, the motor is connected to the input shaft 2 for transmission, while in this embodiment two, the motor is connected to the output shaft 19 for transmission.

[0106] Reference Figure 2 The power drive system 100 includes a first motor 5, of which there are two, and the motor shafts of the two first motors 5 are connected. The output end of the motor shaft of the first motor 5 is transmissibly connected to the output shaft 19. The shift assembly includes a first shift assembly and a second shift assembly. The first shift assembly includes a first clutch outer hub 6 and a clutch driven plate. The first clutch outer hub 6 is located on the input shaft 2, and the clutch driven plate is located on the driving gear of the gear set. The first clutch outer hub 6 and the clutch driven plate are separably engaged. The second shift assembly includes a second clutch outer hub 16 and a clutch driven plate. The second clutch outer hub 16 is located on the output shaft 19, and the clutch driven plate is located on the driven gear of the gear set. The second clutch outer hub 16 and the clutch driven plate are separably engaged.

[0107] There are four gear sets along the axial direction of the input shaft 2. The four gear sets are, in sequence, the first gear set, the second gear set, the third gear set, and the fourth gear set. The first shift assembly is located between the first gear set and the second gear set. The first shift assembly includes two clutch driven plates, namely, the first clutch driven plate 7 and the second clutch driven plate 8. The second shift assembly is located between the third gear set and the fourth gear set. The second shift assembly includes two clutch driven plates, namely, the third clutch driven plate 17 and the fourth clutch driven plate 18.

[0108] In this configuration, the driving gear 3 of the first gear set and the driven disc 7 of the first clutch are connected by a first connecting shaft, which is loosely fitted on the outer periphery of the input shaft 2; the driving gear 9 of the second gear set and the driven disc 8 of the second clutch are connected by a second connecting shaft, which is loosely fitted on the outer periphery of the input shaft 2; the driven gear 12 of the third gear set and the driven disc 17 of the third clutch are connected by a third connecting shaft, which is loosely fitted on the outer periphery of the output shaft 19; and the driven gear 14 of the fourth gear set and the driven disc 18 of the fourth clutch are connected by a fourth connecting shaft, which is loosely fitted on the outer periphery of the output shaft 19.

[0109] The power output end includes a main reducer drive gear 21 and a main reducer driven gear 22 that mesh with each other. The main reducer drive gear 21 is located on the output shaft 19. The main reducer drive gear 21 is coaxially arranged with the output shaft 19 and fixed relative to the output shaft 19. The main reducer driven gear 22 is located on the differential 20.

[0110] Example 3,

[0111] like Figure 3 As shown, the structure of this embodiment is roughly the same as that of embodiment two, with the same reference numerals used for the same components. The only difference is that in embodiment two, the motor is only installed on the output shaft 19, while in this embodiment, the motor is installed on both the input shaft 2 and the output shaft 19.

[0112] Specifically, the power drive system 100 includes a first motor 5 and a second motor 15. There are two first motors 5, whose motor shafts are connected. The output end of the motor shaft of the first motor 5 is driveably connected to the input shaft 2. There are also two second motors 15, whose motor shafts are connected. The output end of the motor shaft of the second motor 15 is driveably connected to the output shaft 19. The shift assembly includes a first shift assembly and a second shift assembly. The first shift assembly includes a first clutch outer hub 6 and a clutch driven plate. The first clutch outer hub 6 is located on the input shaft 2, and the clutch driven plate of the first shift assembly is located on the driving gear of the gear set. The first clutch outer hub 6 and the clutch driven plate are separably engaged. The second shift assembly includes a second clutch outer hub 16 and a clutch driven plate. The second clutch outer hub 16 is located on the output shaft 19, and the clutch driven plate of the second shift assembly is located on the driven gear of the gear set. The second clutch outer hub 16 and the clutch driven plate are separably engaged.

[0113] There are four gear sets along the axial direction of the input shaft 2. The four gear sets are, in sequence, the first gear set, the second gear set, the third gear set, and the fourth gear set. The first shift assembly is located between the first gear set and the second gear set. The first shift assembly includes two clutch driven plates, namely, the first clutch driven plate 7 and the second clutch driven plate 8. The second shift assembly is located between the third gear set and the fourth gear set. The second shift assembly includes two clutch driven plates, namely, the third clutch driven plate 17 and the fourth clutch driven plate 18.

[0114] In this configuration, the driving gear 3 of the first gear set and the driven disc 7 of the first clutch are connected by a first connecting shaft, which is loosely fitted on the outer periphery of the input shaft 2; the driving gear 9 of the second gear set and the driven disc 8 of the second clutch are connected by a second connecting shaft, which is loosely fitted on the outer periphery of the input shaft 2; the driven gear 12 of the third gear set and the driven disc 17 of the third clutch are connected by a third connecting shaft, which is loosely fitted on the outer periphery of the output shaft 19; and the driven gear 14 of the fourth gear set and the driven disc 18 of the fourth clutch are connected by a fourth connecting shaft, which is loosely fitted on the outer periphery of the output shaft 19.

[0115] The power output end includes a main reducer drive gear 21 and a main reducer driven gear 22 that mesh with each other. The main reducer drive gear 21 is located on the output shaft 19. The main reducer drive gear 21 is coaxially arranged with the output shaft 19 and fixed relative to the output shaft 19. The main reducer driven gear 22 is located on the differential 20.

[0116] Example 4,

[0117] like Figure 4As shown, the structure of this embodiment is largely the same as that of Embodiment 3, with the same components using the same reference numerals. The only difference is that in Embodiment 3, the first shifting assembly is located between the first and second gear sets, the second shifting assembly is located between the third and fourth gear sets, the clutch driven plate of the first shifting assembly is located on the driving gear of the gear set, and the clutch driven plate of the second shifting assembly is located on the driven gear of the gear set. In this embodiment, the first shifting assembly is located between the third and fourth gear sets, the clutch driven plate of the first shifting assembly is located on the driving gear of the gear set, the second shifting assembly is located between the first and second gear sets, and the clutch driven plate of the second shifting assembly is located on the driven gear of the gear set.

[0118] Specifically, the power drive system 100 includes a first motor 5 and a second motor 15. There are two first motors 5, whose motor shafts are connected. The output end of the motor shaft of the first motor 5 is driveably connected to the input shaft 2. There are also two second motors 15, whose motor shafts are connected. The output end of the motor shaft of the second motor 15 is driveably connected to the output shaft 19. The shift assembly includes a first shift assembly and a second shift assembly. The first shift assembly includes a first clutch outer hub 6 and a clutch driven plate. The first clutch outer hub 6 is located on the input shaft 2, and the clutch driven plate of the first shift assembly is located on the driving gear of the gear set. The first clutch outer hub 6 and the clutch driven plate are separably engaged. The second shift assembly includes a second clutch outer hub 16 and a clutch driven plate. The second clutch outer hub 16 is located on the output shaft 19, and the clutch driven plate of the second shift assembly is located on the driven gear of the gear set. The second clutch outer hub 16 and the clutch driven plate are separably engaged.

[0119] There are four gear sets along the axial direction of the input shaft 2. The four gear sets are, in sequence, the first gear set, the second gear set, the third gear set, and the fourth gear set. The first shift assembly is located between the third gear set and the fourth gear set. The first shift assembly includes two clutch driven plates, namely, the first clutch driven plate 7 and the second clutch driven plate 8. The second shift assembly is located between the first gear set and the second gear set. The second shift assembly includes two clutch driven plates, namely, the third clutch driven plate 17 and the fourth clutch driven plate 18.

[0120] In this configuration, the driving gear 3 of the first gear set and the driven disc 7 of the first clutch are connected by a first connecting shaft, which is loosely fitted on the outer periphery of the input shaft 2; the driving gear 9 of the second gear set and the driven disc 8 of the second clutch are connected by a second connecting shaft, which is loosely fitted on the outer periphery of the input shaft 2; the driven gear 12 of the third gear set and the driven disc 17 of the third clutch are connected by a third connecting shaft, which is loosely fitted on the outer periphery of the output shaft 19; and the driven gear 14 of the fourth gear set and the driven disc 18 of the fourth clutch are connected by a fourth connecting shaft, which is loosely fitted on the outer periphery of the output shaft 19.

[0121] The power output end includes a main reducer drive gear 21 and a main reducer driven gear 22 that mesh with each other. The main reducer drive gear 21 is located on the output shaft 19. The main reducer drive gear 21 is coaxially arranged with the output shaft 19 and fixed relative to the output shaft 19. The main reducer driven gear 22 is located on the differential 20.

[0122]

[0123] Table 1

[0124] The following reference Figure 3 Table 1, using Example 3 as an example, describes the power flow in each mode:

[0125] (1) Pure Electric EV Mode

[0126] This mode is a pure electric EV mode, directly driven by the second motor 15, with a simple path and high efficiency. Specifically, the power flow in the pure electric EV mode is: second motor 15 → second clutch outer hub 16 → output shaft 19 → main reducer drive gear 21 → main reducer driven gear 22 → differential 20.

[0127] (2) First parallel mode

[0128] This mode is a parallel mode in which engine 1, first motor 5, and second motor 15 are driven simultaneously. Engine 1, first motor 5, and second motor 15 are driven synchronously, resulting in good power performance. In this mode, the driven plate 7 of the first clutch is engaged. Specifically, the power flow in the first parallel mode is: engine 1 → input shaft 2 → outer hub of first clutch 6 → driven plate of first clutch 7 → driving gear 3 of first gear set → driven gear 4 of first gear set → output shaft 19 → main reducer driving gear 21 → main reducer driven gear 22 → differential 20;

[0129] Meanwhile, the first motor 5 → the outer hub of the first clutch 6 → the driven plate of the first clutch 7 → the driving gear of the first gear set 3 → the driven gear of the first gear set 4 → the output shaft 19 → the main reduction driving gear 21 → the main reduction driven gear 22 → the differential 20;

[0130] Meanwhile, the second motor 15 → the outer hub of the second clutch 16 → the output shaft 19 → the main reducer drive gear 21 → the main reducer driven gear 22 → the differential 20.

[0131] (3) Second parallel mode

[0132] This mode is a parallel mode in which engine 1, first motor 5, and second motor 15 are driven simultaneously. Engine 1, first motor 5, and second motor 15 are driven synchronously, resulting in good power performance. At this time, the driven plate 8 of the second clutch is engaged. Specifically, the power flow in the second parallel mode is: engine 1 → input shaft 2 → outer hub of first clutch 6 → driven plate 8 of second clutch → driving gear 9 of second gear set → driven gear 10 of second gear set → output shaft 19 → main reduction driving gear 21 → main reduction driven gear 22 → differential 20;

[0133] Meanwhile, the sequence is as follows: first motor 5 → first clutch outer hub 6 → second clutch driven plate 8 → second gear set drive gear 9 → second gear set driven gear 10 → output shaft 19 → main reduction drive gear 21 → main reduction driven gear 22 → differential 20.

[0134] Meanwhile, the second motor 15 → the outer hub of the second clutch 16 → the output shaft 19 → the main reducer drive gear 21 → the main reducer driven gear 22 → the differential 20.

[0135] (4) Third parallel mode

[0136] This mode is a parallel mode in which engine 1, first motor 5, and second motor 15 are driven simultaneously. Engine 1, first motor 5, and second motor 15 are driven synchronously, resulting in good power performance. At this time, the driven plate 18 of the fourth clutch is engaged. Specifically, the power flow of the third parallel mode is: engine 1 → input shaft 2 → driving gear 13 of the fourth gear set → driven gear 14 of the fourth gear set → driven plate 18 of the fourth clutch → outer hub 16 of the second clutch → output shaft 19 → main reducer driving gear 21 → main reducer driven gear 22 → differential 20;

[0137] Meanwhile, the sequence is as follows: first motor 5 → first clutch outer hub 6 → input shaft 2 → fourth gear set drive gear 13 → fourth gear set driven gear 14 → fourth clutch driven plate 18 → second clutch outer hub 16 → output shaft 19 → main reduction drive gear 21 → main reduction driven gear 22 → differential 20.

[0138] Meanwhile, the second motor 15 → the outer hub of the second clutch 16 → the output shaft 19 → the main reducer drive gear 21 → the main reducer driven gear 22 → the differential 20.

[0139] (5) Fourth parallel mode

[0140] This mode is a parallel mode in which engine 1, first motor 5, and second motor 15 are driven simultaneously. Engine 1, first motor 5, and second motor 15 are driven synchronously, resulting in good power performance. At this time, the driven plate 17 of the third clutch is engaged. Specifically, the power flow of the fourth parallel mode is: engine 1 → input shaft 2 → driving gear 11 of the third gear set → driven gear 12 of the third gear set → driven plate 17 of the third clutch → outer hub 16 of the second clutch → output shaft 19 → main reduction driving gear 21 → main reduction driven gear 22 → differential 20;

[0141] Meanwhile, the sequence is as follows: first motor 5 → first clutch outer hub 6 → input shaft 2 → third gear set drive gear 11 → third gear set driven gear 12 → third clutch driven plate 17 → second clutch outer hub 16 → output shaft 19 → main reduction drive gear 21 → main reduction driven gear 22 → differential 20.

[0142] Meanwhile, the second motor 15 → the outer hub of the second clutch 16 → the output shaft 19 → the main reducer drive gear 21 → the main reducer driven gear 22 → the differential 20.

[0143] (6) First hybrid mode

[0144] This mode is a hybrid mode in which engine 1 generates electricity while simultaneously driving the engine. Engine 1, first motor 5, and second motor 15 drive / generate electricity respectively, balancing power in the event of a power shortage and timely power replenishment. In this mode, the driven plate 7 of the first clutch engages. Specifically, the power flow in the first hybrid mode is as follows: engine 1 → input shaft 2 → outer hub of the first clutch 6 → driven plate of the first clutch 7 → driving gear 3 of the first gear set → driven gear 4 of the first gear set → output shaft 19 → main reducer driving gear 21 → main reducer driven gear 22 → differential 20;

[0145] At the same time, engine 1 → input shaft 2 → first clutch outer hub 6 → first motor 5;

[0146] Meanwhile, the second motor 15 → the outer hub of the second clutch 16 → the output shaft 19 → the main reducer drive gear 21 → the main reducer driven gear 22 → the differential 20.

[0147] (7) Second hybrid mode

[0148] This mode is a hybrid mode in which engine 1 generates electricity while simultaneously driving the engine. Engine 1, first motor 5, and second motor 15 drive / generate electricity respectively, balancing power in the event of a power shortage and timely power replenishment. In this mode, the driven plate 8 of the second clutch engages. Specifically, the power flow in the second hybrid mode is as follows: engine 1 → input shaft 2 → outer hub of the first clutch 6 → driven plate 8 of the second clutch → driving gear 9 of the second gear set → driven gear 10 of the second gear set → output shaft 19 → main reducer driving gear 21 → main reducer driven gear 22 → differential 20;

[0149] At the same time, engine 1 → input shaft 2 → first clutch outer hub 6 → first motor 5;

[0150] Meanwhile, the second motor 15 → the outer hub of the second clutch 16 → the output shaft 19 → the main reducer drive gear 21 → the main reducer driven gear 22 → the differential 20.

[0151] (8) Third hybrid mode

[0152] This mode is a hybrid mode in which engine 1 generates electricity while simultaneously driving the engine. Engine 1, first motor 5, and second motor 15 drive / generate electricity respectively, balancing power in low-power conditions and timely energy replenishment. In this mode, the driven plate 18 of the fourth clutch engages. Specifically, the power flow of the third hybrid mode is as follows: engine 1 → input shaft 2 → driving gear 13 of the fourth gear set → driven gear 14 of the fourth gear set → driven plate 18 of the fourth clutch → outer hub 16 of the second clutch → output shaft 19 → main reducer driving gear 21 → main reducer driven gear 22 → differential 20;

[0153] At the same time, engine 1 → input shaft 2 → first clutch outer hub 6 → first motor 5;

[0154] Meanwhile, the second motor 15 → the outer hub of the second clutch 16 → the output shaft 19 → the main reducer drive gear 21 → the main reducer driven gear 22 → the differential 20.

[0155] (9) Fourth hybrid mode

[0156] This mode is a hybrid mode in which engine 1 generates electricity while simultaneously driving the engine. Engine 1, first motor 5, and second motor 15 drive / generate electricity respectively, balancing power in low-power conditions and timely energy replenishment. At this time, the driven plate 17 of the third clutch engages. Specifically, the power flow of the fourth hybrid mode is: engine 1 → input shaft 2 → driving gear 11 of the third gear set → driven gear 12 of the third gear set → driven plate 17 of the third clutch → outer hub 16 of the second clutch → output shaft 19 → main reducer driving gear 21 → main reducer driven gear 22 → differential 20;

[0157] At the same time, engine 1 → input shaft 2 → first clutch outer hub 6 → first motor 5;

[0158] Meanwhile, the second motor 15 → the outer hub of the second clutch 16 → the output shaft 19 → the main reducer drive gear 21 → the main reducer driven gear 22 → the differential 20.

[0159] (10) Fifth hybrid mode

[0160] This mode is a hybrid mode in which engine 1 generates electricity while simultaneously driving the engine. Engine 1, first motor 5, and second motor 15 drive / generate electricity respectively, balancing power in the event of a power shortage and timely power replenishment. In this mode, the driven plate 7 of the first clutch engages. Specifically, the power flow of the fifth hybrid mode is as follows: engine 1 → input shaft 2 → outer hub of the first clutch 6 → driven plate of the first clutch 7 → driving gear 3 of the first gear set → driven gear 4 of the first gear set → output shaft 19 → main reducer driving gear 21 → main reducer driven gear 22 → differential 20;

[0161] Meanwhile, the first motor 5 → the outer hub of the first clutch 6 → the driven plate of the first clutch 7 → the driving gear of the first gear set 3 → the driven gear of the first gear set 4 → the output shaft 19 → the main reduction driving gear 21 → the main reduction driven gear 22 → the differential 20;

[0162] Simultaneously, the sequence is: engine 1 → input shaft 2 → first clutch outer hub 6 → first clutch driven plate 7 → first gear set driving gear 3 → first gear set driven gear 4 → output shaft 19 → second clutch outer hub 16 → second motor 15.

[0163] (11) Sixth hybrid mode

[0164] This mode is a hybrid mode in which engine 1 generates electricity while simultaneously driving the engine. Engine 1, first motor 5, and second motor 15 drive / generate electricity respectively, balancing power in low-power conditions and timely energy replenishment. In this mode, the driven plate 8 of the second clutch engages. Specifically, the power flow of the sixth hybrid mode is: engine 1 → input shaft 2 → outer hub of first clutch 6 → driven plate 8 of second clutch → driving gear 9 of second gear set → driven gear 10 of second gear set → output shaft 19 → main reducer driving gear 21 → main reducer driven gear 22 → differential 20;

[0165] Meanwhile, the sequence is as follows: first motor 5 → first clutch outer hub 6 → second clutch driven plate 8 → second gear set drive gear 9 → second gear set driven gear 10 → output shaft 19 → main reduction drive gear 21 → main reduction driven gear 22 → differential 20.

[0166] Simultaneously, the sequence is: engine 1 → input shaft 2 → first clutch outer hub 6 → second clutch driven plate 8 → second gear set driving gear 9 → second gear set driven gear 10 → output shaft 19 → second clutch outer hub 16 → second motor 15.

[0167] (12) Seventh hybrid mode

[0168] This mode is a hybrid mode in which engine 1 generates electricity while simultaneously driving the engine. Engine 1, first motor 5, and second motor 15 drive / generate electricity respectively, balancing power in low-power conditions and timely energy replenishment. In this mode, the driven plate 18 of the fourth clutch engages. Specifically, the power flow of the seventh hybrid mode is as follows: engine 1 → input shaft 2 → driving gear 13 of the fourth gear set → driven gear 14 of the fourth gear set → driven plate 18 of the fourth clutch → outer hub 16 of the second clutch → output shaft 19 → main reducer driving gear 21 → main reducer driven gear 22 → differential 20;

[0169] Meanwhile, the sequence is as follows: first motor 5 → first clutch outer hub 6 → input shaft 2 → fourth gear set drive gear 13 → fourth gear set driven gear 14 → fourth clutch driven plate 18 → second clutch outer hub 16 → output shaft 19 → main reduction drive gear 21 → main reduction driven gear 22 → differential 20.

[0170] Simultaneously, the sequence is: engine 1 → input shaft 2 → driving gear 13 of the fourth gear set → driven gear 14 of the fourth gear set → driven plate 18 of the fourth clutch → outer hub of the second clutch 16 → output shaft 19 → outer hub of the second clutch 16 → second motor 15.

[0171] (13) Eighth hybrid mode

[0172] This mode is a hybrid mode in which engine 1 generates electricity while simultaneously driving the engine. Engine 1, first motor 5, and second motor 15 drive / generate electricity respectively, balancing power in low-power conditions and timely energy replenishment. At this time, the driven plate 17 of the third clutch engages. Specifically, the power flow of the eighth hybrid mode is: engine 1 → input shaft 2 → driving gear 11 of the third gear set → driven gear 12 of the third gear set → driven plate 17 of the third clutch → outer hub 16 of the second clutch → output shaft 19 → main reducer driving gear 21 → main reducer driven gear 22 → differential 20;

[0173] Meanwhile, the sequence is as follows: first motor 5 → first clutch outer hub 6 → input shaft 2 → third gear set drive gear 11 → third gear set driven gear 12 → third clutch driven plate 17 → second clutch outer hub 16 → output shaft 19 → main reduction drive gear 21 → main reduction driven gear 22 → differential 20.

[0174] Simultaneously, the sequence is: engine 1 → input shaft 2 → driving gear 11 of the third gear set → driven gear 12 of the third gear set → driven disc 17 of the third clutch → outer hub 16 of the second clutch → output shaft 19 → outer hub 16 of the second clutch → second motor 15.

[0175] (14) Ninth Hybrid Mode

[0176] This mode is a hybrid mode in which engine 1 generates electricity while simultaneously driving the vehicle. In the event of a low battery, the first motor 5 and the second motor 15 generate electricity to quickly replenish the battery while maintaining normal vehicle operation. At this time, the driven plate 7 of the first clutch is engaged. Specifically, the power flow of the ninth hybrid mode is as follows: engine 1 → input shaft 2 → outer hub of the first clutch 6 → driven plate of the first clutch 7 → driving gear 3 of the first gear set → driven gear 4 of the first gear set → output shaft 19 → main reducer driving gear 21 → main reducer driven gear 22 → differential 20;

[0177] At the same time, engine 1 → input shaft 2 → first clutch outer hub 6 → first motor 5;

[0178] Simultaneously, the sequence is: engine 1 → input shaft 2 → first clutch outer hub 6 → first clutch driven plate 7 → first gear set driving gear 3 → first gear set driven gear 4 → output shaft 19 → second clutch outer hub 16 → second motor 15.

[0179] (15) Tenth Hybrid Mode

[0180] This mode is a hybrid mode where engine 1 generates electricity while simultaneously driving the vehicle. In the event of a low battery, the first motor 5 and the second motor 15 generate electricity to quickly replenish the battery while maintaining normal vehicle operation. At this time, the driven plate 8 of the second clutch engages. Specifically, the power flow of the tenth hybrid mode is as follows: Engine 1 → Input shaft 2 → First clutch outer hub 6 → Second clutch driven plate 8 → Second gear set drive gear 9 → Second gear set driven gear 10 → Output shaft 19 → Main reducer drive gear 21 → Main reducer driven gear 22 → Differential 20;

[0181] At the same time, engine 1 → input shaft 2 → first clutch outer hub 6 → first motor 5;

[0182] Simultaneously, the sequence is: engine 1 → input shaft 2 → first clutch outer hub 6 → second clutch driven plate 8 → second gear set driving gear 9 → second gear set driven gear 10 → output shaft 19 → second clutch outer hub 16 → second motor 15.

[0183] (16) Eleventh Hybrid Mode

[0184] This mode is a hybrid mode where engine 1 generates electricity while simultaneously driving the vehicle. In the event of a low battery, the first motor 5 and the second motor 15 generate electricity to quickly replenish the battery while maintaining normal vehicle operation. At this time, the driven plate 18 of the fourth clutch engages. Specifically, the power flow of the eleventh hybrid mode is as follows: Engine 1 → Input shaft 2 → Drive gear 13 of the fourth gear set → Driven gear 14 of the fourth gear set → Driven plate 18 of the fourth clutch → Outer hub 16 of the second clutch → Output shaft 19 → Main reducer drive gear 21 → Main reducer driven gear 22 → Differential 20;

[0185] At the same time, engine 1 → input shaft 2 → first clutch outer hub 6 → first motor 5;

[0186] Simultaneously, the sequence is: engine 1 → input shaft 2 → driving gear 13 of the fourth gear set → driven gear 14 of the fourth gear set → driven plate 18 of the fourth clutch → outer hub of the second clutch 16 → output shaft 19 → outer hub of the second clutch 16 → second motor 15.

[0187] (17) Twelfth Hybrid Mode

[0188] This mode is a hybrid mode where engine 1 generates electricity while simultaneously driving the vehicle. In the event of a low battery, the first motor 5 and the second motor 15 generate electricity to quickly replenish the battery while maintaining normal vehicle operation. At this time, the driven plate 17 of the third clutch engages. Specifically, the power flow of the twelfth hybrid mode is as follows: Engine 1 → Input shaft 2 → Drive gear 11 of the third gear set → Driven gear 12 of the third gear set → Driven plate 17 of the third clutch → Outer hub 16 of the second clutch → Output shaft 19 → Main reducer drive gear 21 → Main reducer driven gear 22 → Differential 20;

[0189] At the same time, engine 1 → input shaft 2 → first clutch outer hub 6 → first motor 5;

[0190] Simultaneously, the sequence is: engine 1 → input shaft 2 → driving gear 11 of the third gear set → driven gear 12 of the third gear set → driven disc 17 of the third clutch → outer hub 16 of the second clutch → output shaft 19 → outer hub 16 of the second clutch → second motor 15.

[0191] (18) Range Extender Mode

[0192] In this mode, engine 1 only generates electricity for range extension and does not participate in driving; the second motor 15 drives the vehicle. This ensures the vehicle's electrical balance and achieves optimal energy saving by controlling the power drive system 100 to operate in its most efficient range. Specifically, the power flow in range-extending mode is: engine 1 → input shaft 2 → first clutch outer hub 6 → first motor 5;

[0193] Meanwhile, the second motor 15 → the outer hub of the second clutch 16 → the output shaft 19 → the main reducer drive gear 21 → the main reducer driven gear 22 → the differential 20.

[0194] (19) Braking energy recovery mode

[0195] This mode achieves energy recovery during vehicle braking by controlling the first motor 5, maximizing energy savings. Specifically, the power flow of the braking energy recovery mode is as follows: differential 20 → main reducer driven gear 22 → main reducer drive gear 21 → output shaft 19 → second clutch outer hub 16 → second motor 15.

[0196] (20) Parking power generation mode

[0197] In this mode, when the vehicle is stationary (such as waiting at a red light), engine 1 starts to replenish the vehicle's power, ensuring a balanced battery level. Specifically, the power flow in the parking generator mode is: engine 1 → input shaft 2 → first clutch outer hub 6 → first motor 5.

[0198] It should be noted that in other embodiments of this utility model, the power flow in each mode is similar to the power flow in each mode described in Embodiment 4 above, and will not be repeated here.

[0199] The vehicle according to the second aspect of the present invention includes a power drive system 100 according to the first aspect of the present invention, wherein the power output end is transmissibly connected to the wheels of the vehicle.

[0200] According to the vehicle of this utility model embodiment, the power drive system 100 includes an engine 1 and an electric motor. The engine 1 and the electric motor can be used separately or jointly as power sources, and the power is transmitted to the power output end through the transmission assembly to realize the process of hybrid power output to the power output end. Furthermore, the transmission assembly includes a shift assembly and multiple gear sets, and the shift assembly is used to control the gear sets to selectively connect to the input shaft 2 connected to the engine 1 and the power output end. This allows the power output by the engine 1 to be output to the power output end through gear sets with different transmission ratios, thereby realizing the switching of the power drive system 100 between multiple gears. This can effectively improve the overall power and economy of the power drive system 100. At the same time, the motors are arranged in pairs, and the motor shafts of the two motors in the pair are connected and connected to the transmission assembly through an input shaft 2 extending radially. In the event of failure of any one motor, the other motor in the pair can still maintain power output.

[0201] It should be noted that the vehicles or automobiles mentioned in this application can refer to large automobiles, small automobiles, special-purpose vehicles, etc. For example, according to the vehicle type, the vehicles or automobiles in this application can be sedans, off-road vehicles, multi-purpose vehicles (MPVs), or other types of vehicles (commercial vehicles, heavy trucks, etc.); according to the energy and power type, the vehicles or automobiles in this application can be pure electric vehicles or hybrid vehicles.

[0202] 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 (100), characterized by, include: An engine (1) is provided, the output end of which is connected to an input shaft (2); The power output end includes an output shaft (19), and the output shaft (19) and the input shaft (2) are arranged radially apart along the input shaft (2); The motor assembly includes two motors whose motor shafts are connected, and the output ends of the motor shafts of the two motors are tractably connected to the input shaft (2) and / or the output shaft (19), wherein the input shaft (2) and / or the output shaft (19) extend radially along the motor shaft; The transmission assembly includes multiple gear sets and a shifting assembly. The multiple gear sets have different transmission ratios and are arranged at intervals along the axial direction of the input shaft (2). Each gear set is tractably connected between the input shaft (2) and the power output end. The shifting assembly is arranged between the two motors and is used to control the gear sets to selectively connect the input shaft (2) and the power output end.

2. The power drive system (100) according to claim 1, characterized in that, The motor set includes a first motor set, which includes two first motors (5) connected by their motor shafts. The output end of the motor shaft of the first motor (5) is tractably connected to one of the input shaft (2) and the output shaft (19). The shifting assembly includes a first shifting assembly and a second shifting assembly, one of which is arranged between the two first motors (5). The first shifting assembly is used to control the gear set to selectively connect to the input shaft (2), and the second shifting assembly is used to control the gear set to selectively connect to the output shaft (19).

3. The power drive system (100) of claim 2, characterized in that, Each gear set includes a driving gear and a driven gear that mesh with each other. The driving gears of multiple gear sets are all sleeved on the outer periphery of the input shaft (2), and the driving gears of multiple gear sets are arranged at intervals along the axial direction of the input shaft (2). The driven gears of multiple gear sets are all sleeved on the outer periphery of the output shaft (19), and the driven gears of multiple gear sets are arranged at intervals along the axial direction of the output shaft (19). The first shifting component is used to control the driving gear of the gear set to selectively connect to the input shaft (2), and the second shifting component is used to control the driven gear of the gear set to selectively connect to the output shaft (19).

4. The power drive system (100) of claim 3, characterized in that, The first shift assembly includes a first clutch outer hub (6) and a clutch driven plate. The first clutch outer hub (6) is located on the input shaft (2), and the clutch driven plate is located on the driving gear of the gear set. The first clutch outer hub (6) and the clutch driven plate are separably engaged.

5. The power drive system (100) of claim 4, characterized in that, The gear set consists of four gears. Along the axial direction of the input shaft (2), the four gear sets are respectively the first gear set, the second gear set, the third gear set, and the fourth gear set. The first shifting assembly is located between the first gear set and the second gear set. The first shifting assembly includes two clutch driven discs, namely the first clutch driven disc (7) and the second clutch driven disc (8). The driving gear of the first gear set and the driven disc (7) of the first clutch are connected by a first connecting shaft, which is loosely fitted on the outer periphery of the input shaft (2). The driving gear of the second gear set and the driven disc (8) of the second clutch are connected by a second connecting shaft, which is loosely fitted on the outer periphery of the input shaft (2).

6. The power drive system (100) of claim 5, characterized by The second shift assembly includes a second clutch outer hub (16) and a clutch driven plate. The second clutch outer hub (16) is located on the output shaft (19), and the clutch driven plate is located on the driven gear of the gear set. The second clutch outer hub (16) and the clutch driven plate are separably engaged.

7. The power drive system (100) of claim 6, characterized by The second shift assembly is located between the third gear set and the fourth gear set. The second shift assembly includes two clutch driven plates, namely the third clutch driven plate (17) and the fourth clutch driven plate (18). The driven gear of the third gear set and the driven disc (17) of the third clutch are connected by a third connecting shaft, which is loosely fitted on the outer periphery of the output shaft (19). The driven gear of the fourth gear set and the driven disc (18) of the fourth clutch are connected by a fourth connecting shaft, which is loosely fitted on the outer periphery of the output shaft (19).

8. The power drive system (100) of claim 4, wherein, The gear set consists of four gears. Along the axial direction of the input shaft (2), the four gear sets are respectively the first gear set, the second gear set, the third gear set, and the fourth gear set. The first shifting assembly is located between the third gear set and the fourth gear set. The first shifting assembly includes two clutch driven discs, namely the first clutch driven disc (7) and the second clutch driven disc (8). The driving gear of the third gear set and the driven disc (7) of the first clutch are connected by a first connecting shaft, which is loosely fitted on the outer periphery of the input shaft (2). The driving gear of the fourth gear set and the driven disc (8) of the second clutch are connected by a second connecting shaft, which is loosely fitted on the outer periphery of the input shaft (2).

9. The power drive system (100) of claim 8, characterized in that, The motor set includes a second motor set, which includes two second motors (15). The motor shafts of the two second motors (15) are connected. The output end of the motor shaft of the second motor (15) is tractably connected to one of the input shaft (2) and the output shaft (19). The first shift assembly and the other of the second shift assembly are arranged between the two second motors (15). The second shift assembly includes a second clutch outer hub (16) and a clutch driven plate. The second clutch outer hub (16) is located on the output shaft (19), and the clutch driven plate is located on the driven gear of the gear set. The second clutch outer hub (16) and the clutch driven plate are separably engaged.

10. The power drive system (100) of claim 9, characterized in that, The second shift assembly is located between the first gear set and the second gear set. The second shift assembly includes two clutch driven plates, namely a third clutch driven plate (17) and a fourth clutch driven plate (18). The driven gear of the first gear set and the driven disc (17) of the third clutch are connected by a third connecting shaft, which is loosely fitted on the outer periphery of the output shaft (19). The driven gear of the second gear set and the driven disc (18) of the fourth clutch are connected by a fourth connecting shaft, which is loosely fitted on the outer periphery of the output shaft (19).

11. A vehicle, characterized in that, include: According to any one of claims 1-10, the power output end is tractably connected to the wheels of the vehicle.

Images