Driving device and vehicle having the same

Abstract

The utility model provides a kind of driving device and vehicle with it, driving device includes: first transmission mechanism is connected with first drive shaft part;First clutch mechanism is connected between first transmission mechanism and engine, when first clutch mechanism is in first state, first transmission mechanism and engine transmission cooperation, so that engine can drive first drive shaft part, when first clutch mechanism is in second state, first transmission mechanism and engine separate;Second clutch mechanism is connected between first transmission mechanism and first motor, when second clutch mechanism is in third state, first transmission mechanism and first motor transmission cooperation, so that first motor can drive first drive shaft part or first drive shaft part drives the rotation of the shaft of first motor, when second clutch mechanism is in fourth state, first transmission mechanism and first motor separate.The technical scheme of the application can effectively solve the problem that the overall consumption of energy in the related art is still large.

Description

Technical Field

[0001] This utility model relates to the field of transportation equipment technology, and more specifically, to a drive device and a vehicle having the same. Background Technology

[0002] Hybrid electric vehicles (HEVs) are electric vehicles that utilize two or more energy converters to provide driving power. The development of battery technology plays a crucial role in the application of dual-power drive systems—electric and engine—in HEV powertrains.

[0003] In related technologies, there are various hybrid power systems for vehicles that feature power splitting. These systems decouple the vehicle's speed and torque from the engine's speed and torque, allowing the energy generated by the engine to be used for purposes other than driving the vehicle. However, the overall energy consumption of such hybrid systems remains relatively high. Utility Model Content

[0004] The main objective of this invention is to provide a drive device and a vehicle having the same, in order to solve the problem that the overall energy consumption in related technologies is still relatively high.

[0005] To achieve the above objectives, according to one aspect of the present invention, a driving device is provided, comprising: an engine; a first motor; a first drive shaft portion capable of being driven by the engine or the first motor; a first transmission mechanism connected to the first drive shaft portion; a first clutch mechanism connected between the first transmission mechanism and the engine, the first clutch mechanism having a first state and a second state, wherein when the first clutch mechanism is in the first state, the first transmission mechanism and the engine are in transmission engagement so that the engine can drive the first drive shaft portion; and when the first clutch mechanism is in the second state, the first transmission mechanism and the engine are disengaged; a second clutch mechanism connected between the first transmission mechanism and the first motor, the second clutch mechanism having a third state and a fourth state, wherein when the second clutch mechanism is in the third state, the first transmission mechanism and the first motor are in transmission engagement so that the first motor can drive the first drive shaft portion or the first drive shaft portion drives the coupling of the first motor to rotate; and when the second clutch mechanism is in the fourth state, the first transmission mechanism and the first motor are disengaged.

[0006] Furthermore, the drive unit also includes a third clutch mechanism, which is connected between the first transmission mechanism and the first drive shaft. The third clutch mechanism has a fifth state and a sixth state. When the third clutch mechanism is in the fifth state, the first transmission mechanism and the first drive shaft are engaged in transmission. When the third clutch mechanism is in the sixth state, the first transmission mechanism and the first drive shaft are disengaged, so that the engine drives the first motor.

[0007] Furthermore, the first transmission mechanism also includes a sun gear, a planetary gear set, a planetary gear carrier, and an external gear ring. The planetary gear set meshes with both the sun gear and the external gear ring. The planetary gear carrier is connected to the planetary gear set. The first drive shaft can be connected to the external gear ring. The first motor can be connected to the sun gear. The engine can be connected to the planetary gear carrier.

[0008] Furthermore, the drive device also includes a first gear connected to the first drive shaft, the first gear meshing with the external gear ring, and the third clutch mechanism including a first fixed end. When the third clutch mechanism is in the fifth state, the first fixed end is separated from the first external fixed part so that the external gear ring can rotate. When the third clutch mechanism is in the sixth state, the first fixed end is engaged with the first external fixed part to restrict the rotation of the external gear ring.

[0009] Furthermore, the drive device also includes a connecting shaft connected to the sun gear, and a second clutch mechanism connected between the connecting shaft and the first motor. The second clutch mechanism has a second fixed end. When the second clutch mechanism is in a third state, the second fixed end is separated from the second external fixed part so that the connecting shaft is connected to the first motor. When the second clutch mechanism is in a fourth state, the second fixed end is engaged with the second external fixed part so that the connecting shaft is separated from the first motor.

[0010] Furthermore, the first clutch mechanism includes a movable engagement member having a first engagement position and a second engagement position. When the first clutch mechanism is in the first state, the engagement member switches to the first engagement position so that the engagement member is connected between the planetary gear carrier and the engine. When the first clutch mechanism is in the second state, the engagement member switches to the second engagement position, and the engagement member engages with the third external fixing part to restrict the rotation of the planetary gear carrier.

[0011] Furthermore, the drive device also includes a second motor, a second drive shaft, and a second transmission mechanism. The second transmission mechanism is connected between the second motor and the second drive shaft, so that the second motor can drive the second drive shaft or the second drive shaft can drive the second motor to rotate.

[0012] Furthermore, the drive device also includes a fourth clutch mechanism, which is connected between the second transmission mechanism and the second drive shaft. The fourth clutch mechanism has a seventh state and an eighth state. When the fourth clutch mechanism is in the seventh state, the drive shaft and the second transmission mechanism are engaged in transmission. When the fourth clutch mechanism is in the eighth state, the drive shaft and the second transmission mechanism are disengaged.

[0013] Furthermore, the fourth clutch mechanism includes a second gear and a third gear. The second gear is connected to the second drive shaft, and the third gear is connected to the second transmission mechanism. When the fourth clutch mechanism is in the seventh state, the second gear and the third gear are engaged. When the fourth clutch mechanism is in the eighth state, the second gear and the third gear are disengaged.

[0014] According to another aspect of the present invention, a vehicle is provided, including a drive unit, wherein the drive unit is the drive unit described above.

[0015] By applying the technical solution of this utility model, the engine, as one of the power sources of the drive device, can convert chemical energy into mechanical energy. The mechanical energy generated by the engine can be transmitted to the outside of the drive device through the first drive shaft. The first motor, also as one of the power sources of the drive mechanism, can convert electrical energy into mechanical energy and transmit it to the outside of the drive device through the first drive shaft. Thus, the drive device can become a hybrid drive device that can utilize both chemical and electrical energy. The first transmission mechanism, as a transmission component, can realize the transmission of mechanical energy. The first clutch mechanism is connected between the first transmission mechanism and the engine. The first clutch mechanism has a first state and a second state. When the engine is needed as an energy source, the first clutch mechanism is in the first state. At this time, the first transmission mechanism and the engine are in transmission cooperation so that the engine can drive the first drive shaft. When the engine is not needed as an energy source or mechanical energy is not needed to be transmitted to the engine, the first clutch mechanism is in the second state. At this time, the first transmission mechanism and the engine are disengaged. The second clutch mechanism connects the first transmission mechanism and the first motor. The second clutch mechanism has a third state and a fourth state. When the first motor is needed as an energy source, the second clutch mechanism is in the third state, in which case the first transmission mechanism and the first motor engage in transmission, allowing the first motor to drive the first drive shaft. When the first motor is not needed as an energy source or when mechanical energy transmission to the first motor is not required, the second clutch mechanism is in the fourth state, in which case the first transmission mechanism and the first motor disengage. Furthermore, the drive unit also has an energy recovery function. When the second clutch mechanism is in the third state and the first clutch mechanism is in the second state, during braking, the first drive shaft drives the first motor's coupling shaft through the first transmission mechanism, instead of driving the engine's coupling shaft. This means that the mechanical energy during braking can be transferred to the first motor, allowing it to generate electricity and store it, rather than being transferred to the engine. This effectively stores and utilizes the mechanical energy during braking, reducing the overall energy consumption of the drive unit and achieving energy saving. Therefore, the technical solution of this application can effectively solve the problem that the overall energy consumption in related technologies is still relatively large. Attached Figure Description

[0016] The accompanying drawings, which form part of this application, are used to provide a further understanding of the present invention. The illustrative embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an undue limitation of the present invention. In the drawings:

[0017] Figure 1 A schematic diagram of an embodiment of the drive device according to the present invention is shown;

[0018] Figure 2 It shows Figure 1 The schematic diagram of the drive unit shows the drive unit in pure electric front-drive mode.

[0019] Figure 3 It shows Figure 1 The schematic diagram of the drive unit shows the drive unit in pure electric rear-drive mode;

[0020] Figure 4 It shows Figure 1 The schematic diagram of the drive unit shows the drive unit in pure electric four-wheel drive mode;

[0021] Figure 5 It shows Figure 1 The schematic diagram of the drive unit shows that the drive unit is in series engine mode;

[0022] Figure 6 It shows Figure 1 A schematic diagram of the drive unit, which is in engine direct drive mode;

[0023] Figure 7 It shows Figure 1 A schematic diagram of the drive unit, which is in parallel engine mode;

[0024] Figure 8 It shows Figure 1 A schematic diagram of the drive device, which is in power split mode;

[0025] Figure 9 It shows Figure 1 The schematic diagram of the drive unit shows the drive unit in front-drive energy recovery mode;

[0026] Figure 10 It shows Figure 1 The schematic diagram of the drive unit shows the drive unit in rear-drive energy recovery mode;

[0027] Figure 11 It shows Figure 1 The schematic diagram shows the drive unit in four-wheel drive energy recovery mode.

[0028] The above figures include the following reference numerals:

[0029] 1. First external fixing part; 2. Second external fixing part; 3. Third external fixing part;

[0030] 10. Engine;

[0031] 20. First motor;

[0032] 30. First drive shaft section;

[0033] 40. First transmission mechanism; 41. Sun gear; 42. Planetary gear set; 43. Planetary gear carrier; 44. External gear ring;

[0034] 51. First clutch mechanism; 511. Engaging component; 52. Second clutch mechanism; 53. Third clutch mechanism;

[0035] 61. First gear; 62. Connecting shaft;

[0036] 71. Second motor; 72. Second drive shaft; 73. Second transmission mechanism; 74. Fourth clutch mechanism; 741. Second gear; 742. Third gear. Detailed Implementation

[0037] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. The following description of at least one exemplary embodiment is merely illustrative and is in no way intended to limit the present utility model or its application or use. All other embodiments obtained by those skilled in the art based on the embodiments of the present utility model without creative effort are within the scope of protection of the present utility model.

[0038] It should be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the exemplary embodiments according to this application. As used herein, the singular form is intended to include the plural form as well, unless the context clearly indicates otherwise. Furthermore, it should be understood that when the terms "comprising" and / or "including" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0039] Unless otherwise specifically stated, the relative arrangement, numerical expressions, and values ​​of the components and steps described in these embodiments do not limit the scope of this invention. It should also be understood that, for ease of description, the dimensions of the various parts shown in the drawings are not drawn to actual scale. Techniques, methods, and devices known to those skilled in the art may not be discussed in detail, but where appropriate, such techniques, methods, and devices should be considered part of the specification. In all examples shown and discussed herein, any specific values ​​should be interpreted as merely exemplary and not as limitations. Therefore, other examples of exemplary embodiments may have different values. It should be noted that similar reference numerals and letters in the following drawings denote similar items; therefore, once an item is defined in one drawing, it need not be further discussed in subsequent drawings.

[0040] like Figure 1 As shown, this application provides a driving device. An embodiment of the driving device includes: an engine 10, a first motor 20, a first drive shaft 30, a first transmission mechanism 40, a first clutch mechanism 51, and a second clutch mechanism 52. The first drive shaft 30 can be driven by either the engine 10 or the first motor 20. The first transmission mechanism 40 is connected to the first drive shaft 30. The first clutch mechanism 51 is connected between the first transmission mechanism 40 and the engine 10. The first clutch mechanism 51 has a first state and a second state. When the first clutch mechanism 51 is in the first state, the first transmission mechanism 40 and the engine 10 are engaged in transmission to enable the engine to... Engine 10 can drive the first drive shaft 30. When the first clutch mechanism 51 is in the second state, the first transmission mechanism 40 and engine 10 are separated. The second clutch mechanism 52 is connected between the first transmission mechanism 40 and the first motor 20. The second clutch mechanism 52 has a third state and a fourth state. When the second clutch mechanism 52 is in the third state, the first transmission mechanism 40 and the first motor 20 are in transmission cooperation, so that the first motor 20 can drive the first drive shaft 30 or the first drive shaft 30 drives the first motor 20 to rotate. When the second clutch mechanism 52 is in the fourth state, the first transmission mechanism 40 and the first motor 20 are separated.

[0041] Applying the technical solution of this embodiment, the engine 10, as one of the power sources of the drive device, can convert chemical energy into mechanical energy. The mechanical energy generated by the engine 10 can be transmitted to the outside of the drive device through the first drive shaft 30. The first motor 20, also as one of the power sources of the drive mechanism, can convert electrical energy into mechanical energy and transmit it to the outside of the drive device through the first drive shaft 30, thereby enabling the drive device to become a hybrid drive device that can utilize both chemical and electrical energy. The first transmission mechanism 40, as a transmission component, can realize the transmission of mechanical energy. The first clutch mechanism 51 is connected between the first transmission mechanism 40 and the engine 10. The first clutch mechanism 51 has a first state and a second state. When the engine 10 is needed as an energy source, the first clutch mechanism 51 is in the first state. At this time, the first transmission mechanism 40 and the engine 10 are in transmission engagement so that the engine 10 can drive the first drive shaft 30. When the engine 10 is not needed as an energy source or mechanical energy is not needed to be transmitted to the engine 10, the first clutch mechanism 51 is in the second state. At this time, the first transmission mechanism 40 and the engine 10 are disengaged. The second clutch mechanism 52 is connected between the first transmission mechanism 40 and the first motor 20. The second clutch mechanism 52 has a third state and a fourth state. When the first motor 20 is needed as an energy source, the second clutch mechanism 52 is in the third state. At this time, the first transmission mechanism 40 and the first motor 20 are in transmission engagement so that the first motor 20 can drive the first drive shaft 30. When the first motor 20 is not needed as an energy source or mechanical energy is not needed to be transmitted to the first motor 20, the second clutch mechanism 52 is in the fourth state. At this time, the first transmission mechanism 40 and the first motor 20 are disengaged. Furthermore, the drive unit also has an energy recovery function. When the second clutch mechanism 52 is in the third state and the first clutch mechanism 51 is in the second state, during braking, the first drive shaft 30 drives the first motor 20 to rotate via the first transmission mechanism 40, instead of driving the engine 10. In other words, the mechanical energy during braking can be transferred to the first motor 20, allowing it to generate electricity and store the mechanical energy, rather than being transferred to the engine 10. This effectively stores and utilizes the mechanical energy during braking, reducing the overall energy consumption of the drive unit and achieving energy saving. Therefore, the technical solution of this embodiment effectively solves the problem of still high overall energy consumption in related technologies.

[0042] It should be noted that "the first transmission mechanism 40 is separated from the engine 10" means that the energy of the first transmission mechanism 40 will not be transferred to the engine 10 or the energy of the engine 10 will not be transferred to the first transmission mechanism 40. In other embodiments, any structure that can achieve the above effect is acceptable. "The first transmission mechanism 40 is separated from the first motor 20" means that the energy of the first transmission mechanism 40 will not be transferred to the first motor 20 or the energy of the first motor 20 will not be transferred to the first transmission mechanism 40. For example, as mentioned later, fixing the sun gear 41 will prevent energy transmission between the sun gear 41 and the first motor 20. In other embodiments, any structure that can achieve the above effect is acceptable.

[0043] like Figure 1 As shown, the drive unit also includes a third clutch mechanism 53, which is connected between the first transmission mechanism 40 and the first drive shaft portion 30. The third clutch mechanism 53 has a fifth state and a sixth state. When the third clutch mechanism 53 is in the fifth state, the first transmission mechanism 40 and the first drive shaft portion 30 are engaged in transmission. When the third clutch mechanism 53 is in the sixth state, the first transmission mechanism 40 and the first drive shaft portion 30 are disengaged, so that the engine 10 drives the first motor 20. Specifically, by setting the third clutch mechanism 53, the operating modes of the drive unit are made more diversified. The various operating modes of the drive unit will be described in detail later.

[0044] like Figure 1 As shown, the first transmission mechanism 40 also includes a sun gear 41, a planetary gear set 42, a planetary gear carrier 43, and an external gear ring 44. The planetary gear set 42 meshes with both the sun gear 41 and the external gear ring 44. The planetary gear carrier 43 is connected to the planetary gear set 42. The first drive shaft 30 can be connected to the external gear ring 44, the first motor 20 can be connected to the sun gear 41, and the engine 10 can be connected to the planetary gear carrier 43. Specifically, the planetary gear mechanism can provide continuous torque and speed conversion between input and output. When the planetary gear set 42 meshes with both the sun gear 41 and the external gear ring 44, it can flexibly adjust the transmission of torque and speed according to the different working conditions of the input and output gears, achieving efficient power conversion. When the first drive shaft 30 is connected to the external gear ring 44, and the first motor 20 is connected to the sun gear 41, this configuration can achieve different transmission ratios through different gear combinations, that is, providing the required torque or speed output under different operating conditions in the scenario where the drive device of this embodiment is applicable to the vehicle. For example, a high gear ratio is suitable for heavy loads or starting, while a low gear ratio is suitable for high-speed driving.

[0045] like Figure 1As shown, the drive device also includes a first gear 61 connected to the first drive shaft 30. The first gear 61 meshes with the external gear ring 44. The third clutch mechanism 53 includes a first fixed end. When the third clutch mechanism 53 is in the fifth state, the first fixed end separates from the first external fixed part 1, allowing the external gear ring 44 to rotate. When the third clutch mechanism 53 is in the sixth state, the first fixed end engages with the first external fixed part 1 to restrict the rotation of the external gear ring 44. Specifically, the first gear 61 serves as a transmission component connected between the external gear ring 44 and the first drive shaft 30. The engagement of the first fixed end with the first external fixed part 1 prevents the external gear ring 44 from rotating, thereby achieving the separation of the first drive shaft 30 and the first transmission mechanism 40.

[0046] like Figure 1 As shown, the drive device also includes a connecting shaft 62 connected to the sun gear 41. A second clutch mechanism 52 is connected between the connecting shaft 62 and the first motor 20. The second clutch mechanism 52 has a second fixed end. When the second clutch mechanism 52 is in a third state, the second fixed end separates from the second external fixed part 2, allowing the connecting shaft 62 to connect to the first motor 20. When the second clutch mechanism 52 is in a fourth state, the second fixed end engages with the second external fixed part 2, allowing the connecting shaft 62 to separate from the first motor 20. Specifically, the connecting shaft 62 facilitates the connection or separation between the first motor 20 and the sun gear 41 via the second clutch mechanism 52; the engagement of the second fixed end with the second external fixed part 2 separates the connecting shaft 62 from the coupling of the first motor 20, thereby separating the first motor 20 from the first transmission mechanism 40. It should be noted that "separation between the connecting shaft 62 and the coupling of the first motor 20" means that no energy transfer occurs between the connecting shaft 62 and the coupling of the first motor 20.

[0047] like Figure 1 As shown, the first clutch mechanism 51 includes a movable engagement member 511, which has a first engagement position and a second engagement position. When the first clutch mechanism 51 is in the first state, the engagement member 511 switches to the first engagement position, connecting the engagement member 511 between the planetary gear carrier 43 and the engine 10. When the first clutch mechanism 51 is in the second state, the engagement member 511 switches to the second engagement position, engaging with the third external fixing part 3 to restrict the rotation of the planetary gear carrier 43. Specifically, the movement of the engagement member 511 achieves the switching of the working state of the first clutch mechanism 51. The engagement of the engagement member 511 with the third external fixing part 3 restricts the rotation of the planetary gear carrier 43, thereby achieving the separation of the engine 10 and the first transmission mechanism 40.

[0048] like Figure 1As shown, the drive device also includes a second motor 71, a second drive shaft 72, and a second transmission mechanism 73. The second transmission mechanism 73 is connected between the second motor 71 and the second drive shaft 72, so that the second motor 71 can drive the second drive shaft 72, or the second drive shaft 72 can drive the second motor 71 to rotate. Specifically, the arrangement of the above components makes the working mode of the drive device more diversified.

[0049] like Figure 1 As shown, the drive unit also includes a fourth clutch mechanism 74, which is connected between the second transmission mechanism 73 and the second drive shaft 72. The fourth clutch mechanism 74 has a seventh state and an eighth state. When the fourth clutch mechanism 74 is in the seventh state, the drive shaft and the second transmission mechanism 73 are engaged. When the fourth clutch mechanism 74 is in the eighth state, the drive shaft and the second transmission mechanism 73 are disengaged. Specifically, the fourth clutch mechanism 74 also makes the operating modes of the drive unit more diversified.

[0050] like Figure 1 As shown, the fourth clutch mechanism 74 includes a second gear 741 and a third gear 742. The second gear 741 is connected to the second drive shaft 72, and the third gear 742 is connected to the second transmission mechanism 73. When the fourth clutch mechanism 74 is in the seventh state, the second gear 741 and the third gear 742 are engaged; when the fourth clutch mechanism 74 is in the eighth state, the second gear 741 and the third gear 742 are disengaged. Specifically, the arrangement of the second gear 741 and the third gear 742 makes the structure of the fourth clutch mechanism 74 simple and easy to manufacture.

[0051] The following text will explain the various operating modes of the drive unit. The drive unit has a total of ten operating modes, namely: pure electric front-wheel drive mode, pure electric rear-wheel drive mode, pure electric four-wheel drive mode, engine series mode, engine direct drive mode, engine parallel mode, power split mode, front-wheel drive energy recovery mode, rear-wheel drive energy recovery mode, and four-wheel drive energy recovery mode.

[0052] I. Pure electric front-wheel drive mode: such as Figure 2 As shown, the first clutch mechanism 51 is in the second state, the second clutch mechanism 52 is in the third state, the third clutch mechanism 53 is in the fifth state, the fourth clutch mechanism 74 is in the eighth state, the engine 10 is in the stopped state, the first motor 20 is in the driving state, the second motor 71 is in the stopped state, the engine 10 is disengaged from the first transmission mechanism 40, the first motor 20 is engaged with the first transmission mechanism 40, the first drive shaft 30 is engaged with the first transmission mechanism 40, and the second drive shaft 72 is disengaged from the second transmission mechanism 73. This arrangement allows the first motor 20 to directly drive the first drive shaft 30, thereby achieving pure electric front drive.

[0053] II. Pure electric rear-wheel drive mode: such as Figure 3 As shown, the first clutch mechanism 51 is in the second state, the second clutch mechanism 52 is in the fourth state, the third clutch mechanism 53 is in the sixth state, the fourth clutch mechanism 74 is in the seventh state, the engine 10 is in the stopped state, the first motor 20 is in the stopped state, the second motor 71 is in the driving state, the engine 10 is separated from the first transmission mechanism 40, the first motor 20 is separated from the first transmission mechanism 40, the first drive shaft 30 is separated from the first transmission mechanism 40, and the second drive shaft 72 is engaged with the second transmission mechanism 73. This arrangement allows the second motor 71 to directly drive the second drive shaft 72, thereby achieving pure electric rear drive.

[0054] III. Pure Electric Four-Wheel Drive Mode: (e.g.) Figure 4 As shown, the first clutch mechanism 51 is in the second state, the second clutch mechanism 52 is in the third state, the third clutch mechanism 53 is in the fifth state, the fourth clutch mechanism 74 is in the seventh state, the engine 10 is in the stopped state, the first motor 20 is in the driving state, the second motor 71 is in the driving state, the engine 10 is separated from the first transmission mechanism 40, the first motor 20 is in transmission engagement with the first transmission mechanism 40, the first drive shaft 30 is in transmission engagement with the first transmission mechanism 40, and the second drive shaft 72 is in transmission engagement with the second transmission mechanism 73. This arrangement allows the first motor 20 to directly drive the first drive shaft 30 and the second motor 71 to directly drive the second drive shaft 72, thereby achieving pure electric four-wheel drive.

[0055] IV. Engine series mode: such as Figure 5 As shown, the first clutch mechanism 51 is in the first state, the second clutch mechanism 52 is in the third state, the third clutch mechanism 53 is in the sixth state, the fourth clutch mechanism 74 is in the seventh state, the engine 10 is in the driving state, the first motor 20 is in the generating state, the second motor 71 is in the driving state, the engine 10 is in transmission engagement with the first transmission mechanism 40, the first motor 20 is in transmission engagement with the first transmission mechanism 40, the first drive shaft 30 is separated from the first transmission mechanism 40, and the second drive shaft 72 is in transmission engagement with the second transmission mechanism 73. This arrangement allows the engine 10 to drive the first motor 20 to generate electricity and the second motor 71 to directly drive the second drive shaft 72, thereby realizing the series connection of the engines.

[0056] V. Engine direct drive mode: such as Figure 6As shown, the first clutch mechanism 51 is in the first state, the second clutch mechanism 52 is in the fourth state, the third clutch mechanism 53 is in the fifth state, and the fourth clutch mechanism 74 is in the eighth state. The engine 10 is in the driving state, the first motor 20 is in the stopped state, the second motor 71 is in the stopped state, the engine 10 is engaged with the first transmission mechanism 40, the first motor 20 is disengaged from the first transmission mechanism 40, the first drive shaft 30 is engaged with the first transmission mechanism 40, and the second drive shaft 72 is disengaged from the second transmission mechanism 73. This arrangement enables the engine 10 to drive the first drive shaft 30, thereby achieving direct engine drive.

[0057] VI. Parallel Engine Mode: such as Figure 7 As shown, the first clutch mechanism 51 is in the first state, the second clutch mechanism 52 is in the fourth state, the third clutch mechanism 53 is in the fifth state, and the fourth clutch mechanism 74 is in the seventh state. The engine 10 is in the driving state, the first motor 20 is in the stopped state, and the second motor 71 is in the driving state. The engine 10 is in transmission engagement with the first transmission mechanism 40, the first motor 20 is disengaged from the first transmission mechanism 40, the first drive shaft 30 is in transmission engagement with the first transmission mechanism 40, and the second drive shaft 72 is in transmission engagement with the second transmission mechanism 73. This arrangement enables the engine 10 to drive the first drive shaft 30 and the second motor 71 to directly drive the second drive shaft 72, thereby achieving parallel operation of the engines.

[0058] VII. Power shunt mode: such as Figure 8 As shown, the first clutch mechanism 51 is in the first state, the second clutch mechanism 52 is in the third state, the third clutch mechanism 53 is in the fifth state, the fourth clutch mechanism 74 is in the seventh state, the engine 10 is in the driving state, the first motor 20 is in the generating state, and the second motor 71 is in the driving state. The engine 10 is in transmission engagement with the first transmission mechanism 40, the first motor 20 is in transmission engagement with the first transmission mechanism 40, the first drive shaft 30 is in transmission engagement with the first transmission mechanism 40, and the second drive shaft 72 is in transmission engagement with the second transmission mechanism 73. This arrangement allows part of the energy from the engine 10 to drive the first drive shaft 30 and part of the energy to drive the first motor 20 to generate electricity. Furthermore, the second motor 71 can directly drive the second drive shaft 72, thereby achieving power splitting.

[0059] 8. Front-drive energy recovery mode: such as Figure 9As shown, the first clutch mechanism 51 is in the second state, the second clutch mechanism 52 is in the third state, the third clutch mechanism 53 is in the fifth state, the fourth clutch mechanism 74 is in the eighth state, the engine 10 is in the off state, the first motor 20 is in the generator state, the second motor 71 is in the off state, the engine 10 is disengaged from the first transmission mechanism 40, the first motor 20 is engaged with the first transmission mechanism 40, the first drive shaft 30 is engaged with the first transmission mechanism 40, and the second drive shaft 72 is disengaged from the second transmission mechanism 73. This arrangement allows the mechanical energy at the first drive shaft 30 to be transferred to the first motor 20 during braking, thereby enabling the first motor 20 to generate and store electrical energy, thus achieving front-drive energy recovery.

[0060] IX. Rear-drive energy recovery mode: such as Figure 10 As shown, the first clutch mechanism 51 is in the second state, the second clutch mechanism 52 is in the fourth state, the third clutch mechanism 53 is in the sixth state, the fourth clutch mechanism 74 is in the seventh state, the engine 10 is in the stopped state, the first motor 20 is in the stopped state, the second motor 71 is in the power generation state, the engine 10 is separated from the first transmission mechanism 40, the first motor 20 is separated from the first transmission mechanism 40, the first drive shaft 30 is separated from the first transmission mechanism 40, and the second drive shaft 72 is in transmission engagement with the second transmission mechanism 73. This arrangement allows the mechanical energy at the second drive shaft 72 to be transferred to the second motor 71 during braking, thereby enabling the second motor 71 to generate and store electrical energy, thus achieving rear-drive energy recovery.

[0061] 10. Four-wheel drive energy recovery mode: such as Figure 11 As shown, the first clutch mechanism 51 is in the second state, the second clutch mechanism 52 is in the third state, the third clutch mechanism 53 is in the fifth state, the fourth clutch mechanism 74 is in the seventh state, the engine 10 is in the off state, the first motor 20 is in the power generation state, the second motor 71 is in the power generation state, the engine 10 is disengaged from the first transmission mechanism 40, the first motor 20 is in transmission engagement with the first transmission mechanism 40, the first drive shaft 30 is in transmission engagement with the first transmission mechanism 40, and the second drive shaft 72 is in transmission engagement with the second transmission mechanism 73. This configuration allows the mechanical energy at the first drive shaft 30 to be transferred to the first motor 20 during braking, thereby enabling the first motor 20 to generate and store electrical energy. Similarly, the mechanical energy at the second drive shaft 72 can be transferred to the second motor 71 during braking, thereby enabling the second motor 71 to generate and store electrical energy, thus achieving four-wheel drive energy recovery.

[0062] This application also provides a vehicle that includes a drive unit, wherein the drive unit is the aforementioned drive unit. The aforementioned drive unit effectively solves the problem of still high overall energy consumption in related technologies, and the vehicle having the aforementioned drive unit also has the aforementioned advantages.

[0063] In the description of this utility model, it should be understood that "multiple" means two or more. Directional terms such as "front, back, up, down, left, right," "horizontal, vertical, perpendicular, horizontal," and "top, bottom" indicate directions or positional relationships based on the directions or positional relationships shown in the accompanying drawings. These terms are used solely for the convenience of describing this utility model and simplifying the description. Unless otherwise stated, these directional terms do not indicate or imply that the device or element referred to must have a specific orientation or be constructed and operated in a specific orientation, and therefore should not be construed as limiting the scope of protection of this utility model. The directional terms "inner" and "outer" refer to the inner or outer contours relative to the outline of each component itself.

[0064] For ease of description, spatial relative terms such as "above," "on top of," "on the upper surface of," "above," etc., are used herein to describe the spatial positional relationship of a device or feature as shown in the figures to other devices or features. It should be understood that spatial relative terms are intended to encompass different orientations in use or operation beyond the orientation of the device as described in the figures. For example, if the device in the figures were inverted, a device described as "above" or "on top of" other devices or structures would subsequently be positioned as "below" or "under" other devices or structures. Thus, the exemplary term "above" can include both "above" and "below." The device may also be positioned in other different ways (rotated 90 degrees or in other orientations), and the spatial relative descriptions used herein will be interpreted accordingly.

[0065] Furthermore, it should be noted that the use of terms such as "first" and "second" to define components is merely for the purpose of distinguishing the corresponding components. Unless otherwise stated, the above terms have no special meaning and therefore cannot be construed as limiting the scope of protection of this utility model.

[0066] The above description is merely a preferred embodiment of this utility model and is not intended to limit the utility model. Various modifications and variations can be made to this utility model by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this utility model should be included within the protection scope of this utility model.

Claims

1. A driving device, characterized in that, include: Engine (10); First motor (20); The first drive shaft (30) can be driven by the engine (10) or the first motor (20); The first transmission mechanism (40) is connected to the first drive shaft (30); A first clutch mechanism (51) is connected between the first transmission mechanism (40) and the engine (10). The first clutch mechanism (51) has a first state and a second state. When the first clutch mechanism (51) is in the first state, the first transmission mechanism (40) and the engine (10) are engaged in transmission so that the engine (10) can drive the first drive shaft (30). When the first clutch mechanism (51) is in the second state, the first transmission mechanism (40) and the engine (10) are disengaged. The second clutch mechanism (52) is connected between the first transmission mechanism (40) and the first motor (20). The second clutch mechanism (52) has a third state and a fourth state. When the second clutch mechanism (52) is in the third state, the first transmission mechanism (40) and the first motor (20) are in transmission cooperation so that the first motor (20) can drive the first drive shaft (30) or the first drive shaft (30) drives the first motor (20) to rotate. When the second clutch mechanism (52) is in the fourth state, the first transmission mechanism (40) and the first motor (20) are separated.

2. The driving device according to claim 1, characterized in that, The drive device further includes a third clutch mechanism (53), which is connected between the first transmission mechanism (40) and the first drive shaft (30). The third clutch mechanism (53) has a fifth state and a sixth state. When the third clutch mechanism (53) is in the fifth state, the first transmission mechanism (40) and the first drive shaft (30) are engaged in transmission. When the third clutch mechanism (53) is in the sixth state, the first transmission mechanism (40) and the first drive shaft (30) are disengaged, so that the engine (10) drives the first motor (20).

3. The driving device according to claim 2, characterized in that, The first transmission mechanism (40) further includes a sun gear (41), a planetary gear set (42), a planetary gear carrier (43), and an external gear ring (44). The planetary gear set (42) meshes with both the sun gear (41) and the external gear ring (44). The planetary gear carrier (43) is connected to the planetary gear set (42). The first drive shaft (30) can be connected to the external gear ring (44). The first motor (20) can be connected to the sun gear (41). The engine (10) can be connected to the planetary gear carrier (43).

4. The driving device according to claim 3, characterized in that, The drive device further includes a first gear (61) connected to the first drive shaft (30), the first gear (61) meshing with the outer gear ring (44), and the third clutch mechanism (53) including a first fixed end. When the third clutch mechanism (53) is in the fifth state, the first fixed end is separated from the first external fixed part (1) so that the outer gear ring (44) can rotate. When the third clutch mechanism (53) is in the sixth state, the first fixed end is engaged with the first external fixed part (1) to restrict the rotation of the outer gear ring (44).

5. The driving device according to claim 3, characterized in that, The drive device further includes a connecting shaft (62) connected to the sun gear (41), and a second clutch mechanism (52) connected between the connecting shaft (62) and the first motor (20). The second clutch mechanism (52) has a second fixed end. When the second clutch mechanism (52) is in the third state, the second fixed end is separated from the second external fixing part (2) so that the connecting shaft (62) is connected to the first motor (20). When the second clutch mechanism (52) is in the fourth state, the second fixed end is engaged with the second external fixing part (2) so that the connecting shaft (62) is separated from the first motor (20).

6. The driving device according to claim 3, characterized in that, The first clutch mechanism (51) includes a movable engagement member (511) having a first engagement position and a second engagement position. When the first clutch mechanism (51) is in the first state, the engagement member (511) switches to the first engagement position so that the engagement member (511) is connected between the planetary gear carrier (43) and the engine (10). When the first clutch mechanism (51) is in the second state, the engagement member (511) switches to the second engagement position and engages with the third external fixing part (3) to restrict the rotation of the planetary gear carrier (43).

7. The driving device according to any one of claims 1 to 6, characterized in that, The drive device further includes a second motor (71), a second drive shaft (72), and a second transmission mechanism (73). The second transmission mechanism (73) is connected between the second motor (71) and the second drive shaft (72) so that the second motor (71) can drive the second drive shaft (72) or the second drive shaft (72) can drive the second motor (71) to rotate.

8. The driving device according to claim 7, characterized in that, The drive device further includes a fourth clutch mechanism (74), which is connected between the second transmission mechanism (73) and the second drive shaft (72). The fourth clutch mechanism (74) has a seventh state and an eighth state. When the fourth clutch mechanism (74) is in the seventh state, the drive shaft and the second transmission mechanism (73) are engaged in transmission. When the fourth clutch mechanism (74) is in the eighth state, the drive shaft and the second transmission mechanism (73) are disengaged.

9. The driving device according to claim 8, characterized in that, The fourth clutch mechanism (74) includes a second gear (741) and a third gear (742). The second gear (741) is connected to the second drive shaft (72), and the third gear (742) is connected to the second transmission mechanism (73). When the fourth clutch mechanism (74) is in the seventh state, the second gear (741) and the third gear (742) are engaged. When the fourth clutch mechanism (74) is in the eighth state, the second gear (741) and the third gear (742) are disengaged.

10. A vehicle, comprising a drive unit, characterized in that, The driving device is the driving device according to any one of claims 1 to 9.

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