Power drive system and vehicle

Abstract

The utility model discloses a kind of power drive system and vehicle, it is related to vehicle manufacturing technical field, the power drive system includes: first power assembly, the first power assembly includes first driving member, second driving member and clutch assembly, the first driving member and the second driving member are selectively connected with first differential power respectively through the clutch assembly;Second power assembly, the second power assembly includes third driving member, and the third driving member is connected with second differential power.The power drive system of the utility model, by setting clutch assembly to make first driving member and second driving member respectively selectively with first differential power connection, and can make first driving member and second driving member be connected, to reduce structure size and the number of parts, to reduce structural weight and cost in turn, improve structure compactness and power density.

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 having the power drive system. Background Technology

[0002] With the development of new energy vehicle technology and the improvement of economic levels, more people are choosing four-wheel drive vehicles, and some usage scenarios also require vehicles to have four-wheel drive functionality. Among related technologies, existing four-wheel drive vehicles have large structural dimensions and many parts, resulting in heavy weight and high cost, leaving room for improvement. Utility Model Content

[0003] This invention aims to solve at least one of the technical problems existing in the prior art. To this end, this invention proposes a power drive system that can reduce structural size and the number of parts, thereby reducing weight and cost.

[0004] A power drive system according to an embodiment of the present invention includes: a first power assembly, the first power assembly including a first drive member, a second drive member and a clutch assembly, the first drive member and the second drive member being adapted to be selectively powered connected via the clutch assembly, and both the first drive member and the second drive member being selectively powered connected to a first differential via the clutch assembly; and a second power assembly, the second power assembly including a third drive member, the third drive member being powered connected to a second differential.

[0005] According to the power drive system of the present invention, a clutch assembly can be provided so that the first drive member and the second drive member can be selectively connected to the first differential, and the first drive member and the second drive member can be connected, thereby reducing the structural size and the number of parts, thereby reducing the structural weight and cost, and improving the structural compactness and power density.

[0006] According to some embodiments of the present invention, the power drive system includes a clutch assembly comprising a first clutch member, a second clutch member, and a third clutch member. The first clutch member is poweredly connected to the first drive member, the second clutch member is poweredly connected to the second drive member, and the third clutch member is poweredly connected to the first differential. The first clutch member and the second clutch member are selectively engaged, and at least one of the first clutch member and the second clutch member is selectively engaged with the third clutch member. The first clutch member and the third clutch member are configured as a first clutch, and the second clutch member and the third clutch member are configured as a second clutch.

[0007] According to some embodiments of the present invention, in the power drive system, at least a portion of the first clutch is sleeved on the radial outer side of the second clutch, and at least a portion of the second clutch is sleeved on the radial outer side of the third clutch. Alternatively, at least a portion of the second clutch is fitted on the radial outer side of the first clutch, and at least another portion of the second clutch is fitted on the radial outer side of the third clutch.

[0008] According to some embodiments of the present invention, in a power drive system, at least a portion of the third clutch member and the first clutch member are distributed axially opposite each other along the clutch assembly. And / or, at least a portion of the third clutch element is distributed axially opposite to the second clutch element along the clutch assembly.

[0009] According to some embodiments of the present invention, in the power drive system, the first drive member and the clutch assembly are distributed along the axial direction of the clutch assembly; And / or, the output end of the second drive member is provided with a engagement gear, the engagement gear being poweredly connected to the clutch assembly, and the engagement gear and the clutch assembly being radially distributed along the clutch assembly.

[0010] According to some embodiments of the present invention, in the power drive system, the clutch assembly is provided with a first output gear, and the first differential is provided with a first differential gear; the first output gear is poweredly connected to the first differential gear through an intermediate transmission gear, or the first output gear is poweredly connected to the first differential gear through an intermediate gear set.

[0011] According to some embodiments of the present invention, the power drive system includes an intermediate gear set comprising a first intermediate gear and a second intermediate gear coaxially arranged, wherein the first output gear meshes with the first intermediate gear and the second intermediate gear meshes with the first differential gear.

[0012] According to some embodiments of the present invention, in the power drive system, the third drive component is poweredly connected to the second differential via a transmission gear set.

[0013] According to some embodiments of the present invention, the power drive system includes a transmission gear set comprising a first transmission gear and a second transmission gear coaxially arranged, a third drive member having a second output gear, a second differential having a second differential gear, the second output gear meshing with the first transmission gear, and the second transmission gear meshing with the second differential gear.

[0014] According to some embodiments of the present invention, in the power drive system, one of the first drive member, the second drive member, and the third drive member is configured as an engine, one is configured as a first motor, and the other is configured as a second motor.

[0015] According to some embodiments of the present invention, in the power drive system, one of the first differential and the second differential is configured as a front wheel differential and is poweredly connected to the front wheel axle, and the other of the first differential and the second differential is configured as a rear wheel differential and is poweredly connected to the rear wheel axle.

[0016] According to some embodiments of the present invention, in the power drive system, the third drive component is located between the first differential and the second differential.

[0017] This utility model also proposes a vehicle.

[0018] The vehicle according to the present invention includes the power drive system described in any of the above embodiments.

[0019] The vehicle and the aforementioned power drive system have the same advantages over the prior art, which will not be repeated here.

[0020] 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

[0021] The above and / or additional aspects and advantages of this utility model will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which: Figure 1 This is a schematic diagram of the power drive system according to an embodiment of the present invention. Figure 1 ; Figure 2 This is a schematic diagram of the power drive system according to an embodiment of the present invention. Figure 2 ; Figure 3 This is a schematic diagram of the power drive system according to an embodiment of the present invention. Figure 3 .

[0022] Figure label: Power drive system 100, First powertrain 1, first drive unit 11, second drive unit 12, engagement gear 121, clutch assembly 13, first clutch 131, second clutch 132, third clutch 133, first output gear 134, first differential 14, first differential gear 141, intermediate transmission gear 15, intermediate gear set 16, first intermediate gear 161, second intermediate gear 162. Second powertrain 2, third drive unit 21, second output gear 211, second differential 22, second differential gear 221, transmission gear set 23, first transmission gear 231, second transmission gear 232. Detailed Implementation

[0023] The embodiments of this utility model are described in detail below. Examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain this utility model, and should not be construed as limiting this utility model.

[0024] In the description of this utility model, it should be understood that the terms "center," "longitudinal," "transverse," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," and "circumferential," etc., indicating the orientation or positional relationship shown in the accompanying drawings, are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this utility model. Furthermore, features defined with "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this utility model, unless otherwise stated, "a plurality of" means two or more. In the description of this utility model, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "joining" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model based on the specific circumstances.

[0025] The following is for reference. Figures 1-3 The power drive system 100 according to an embodiment of the present utility model can be configured with a clutch assembly 13 so that the first drive member 11 and the second drive member 12 can be selectively connected to the first differential 14, and the first drive member 11 and the second drive member 12 can be connected, thereby reducing the structural size and number of parts, thereby reducing the structural weight and cost, and improving the structural compactness and power density.

[0026] like Figures 1-3As shown, the power drive system 100 according to an embodiment of the present utility model includes: a first power assembly 1 and a second power assembly 2.

[0027] The first powertrain 1 includes a first drive member 11, a second drive member 12, and a clutch assembly 13. The first drive member 11 and the second drive member 12 are adapted to be selectively powered connected via the clutch assembly 13, and both the first drive member 11 and the second drive member 12 can be selectively powered connected to a first differential 14 via the clutch assembly 13. The first drive member 11 and the second drive member 12 constitute the power generation structure of the first powertrain 1; that is, the first drive member 11 and the second drive member 12 can generate outwardly output power to drive the wheels to rotate and the vehicle to move.

[0028] The clutch assembly 13 is a device for controlling the connection between the first drive member 11 and the second drive member 12 and the first differential 14. That is, the clutch assembly 13 can connect the first drive member 11 to the first differential 14, connect the second drive member 12 to the first differential 14, or connect both the first drive member 11 and the second drive member 12 to the first differential 14. The first drive member 11 and the second drive member 12 can be connected through the clutch assembly 13.

[0029] Specifically, when the clutch assembly 13 controls the first drive member 11 to connect with the first differential 14, the first drive member 11 generates driving force and transmits it to the first differential 14 through the clutch assembly 13. When the clutch assembly 13 controls the second drive member 12 to connect with the first differential 14, the second drive member 12 generates driving force and transmits it to the first differential 14 through the clutch assembly 13. When the clutch assembly 13 controls both the first drive member 11 and the second drive member 12 to connect with the first differential 14 simultaneously, both drive members 11 and 12 generate driving force simultaneously and transmit it to the first differential 14 through the clutch assembly 13. Therefore, by selectively controlling the connection of either the first drive member 11 or the second drive member 12 with the first differential 14 through the clutch assembly 13, the magnitude of the driving force output to the first differential 14 can be controlled, thereby controlling the wheel rotation rate and vehicle speed. This design is simple in structure and easy to operate.

[0030] Furthermore, when the clutch assembly 13 controls the first drive member 11 and the second drive member 12 to connect with each other, the driving force can be transmitted between the two. It should be noted that one of the first drive member 11 and the second drive member 12 can be an engine and the other can be an electric motor. Thus, the clutch assembly 13 can connect the engine and the electric motor, so that the engine can charge the electric motor. That is, the engine can convert chemical energy into mechanical energy and transmit it to the electric motor through the clutch assembly 13. The electric motor converts the transmitted mechanical energy into electrical energy for storage.

[0031] The first differential 14 is a device that can be connected to the first drive member 11 or the second drive member 12, thereby receiving the driving force from the first drive member 11 or the second drive member 12, and then transmitting the driving force to the left and right wheels so that the two wheels can rotate at different speeds.

[0032] It should be noted that when the vehicle is braking, the first differential 14 can transfer the energy generated by braking to the motor through the clutch assembly 13, thereby charging the motor.

[0033] The second powertrain 2 includes a third drive component 21, which is poweredly connected to the second differential 22. The third drive component 21 is the power generation structure of the second powertrain 2, meaning it can generate power and output it outwards. Thus, the third drive component 21 can transmit power to the second differential 22, allowing the second differential 22 to transmit the power from the third drive component 21 to the left and right wheels, thereby driving the two wheels to rotate at different speeds.

[0034] Furthermore, the power drive system 100 includes a first power assembly 1 and a second power assembly 2. The first power assembly 1 and the second power assembly 2 each control two wheels, meaning that all four wheels can be controlled through the two power assemblies, forming a four-wheel drive vehicle. Specifically, the first power assembly 1 can be powered by the two front wheels and the second power assembly 2 can be powered by the two rear wheels, or vice versa. Thus, all four wheels of the four-wheel vehicle can be driven by a driving force, thereby forming a four-wheel drive vehicle to meet people's requirements or adapt to special working conditions.

[0035] According to the power drive system 100 of this utility model embodiment, by setting the clutch assembly 13, the first drive member 11 and the second drive member 12 can be selectively connected to the first differential 14, and the first drive member 11 and the second drive member 12 can be connected, thereby reducing the structural size and the number of parts, thereby reducing the structural weight and cost, improving the structural compactness and power density, and by setting the first power assembly 1 and the second power assembly 2, the four wheels of the vehicle can be driven separately to form a four-wheel drive vehicle, thereby meeting people's needs and adapting to special working conditions.

[0036] In some embodiments, the clutch assembly 13 includes a first clutch element 131, a second clutch element 132, and a third clutch element 133. The first clutch element 131 is poweredly connected to the first drive member 11, the second clutch element 132 is poweredly connected to the second drive member 12, and the third clutch element 133 is poweredly connected to the first differential 14. The first clutch element 131 and the second clutch element 132 are selectively engaged, and at least one of the first clutch element 131 and the second clutch element 132 is selectively engaged with the third clutch element 133. That is, by selectively engaging the first clutch element 131 and the second clutch element 132 with the third clutch element 133 in the clutch assembly 13, the connection between the first drive member 11 and the second drive member 12 and the first differential 14 can be flexibly switched, thereby controlling the drive force output to the first differential 14. Furthermore, the first clutch element 131 can engage with the second clutch element 132, thereby connecting the first drive member 11 and the second drive member 12 to achieve the transmission of drive force.

[0037] Specifically, such as Figures 1-3 As shown, the first clutch 131, the second clutch 132 and the third clutch 133 are respectively connected to the first drive member 11, the second drive member 12 and the first differential 14, and the first clutch 131 and the second clutch 132 can both be engaged with the third clutch 133, and the first clutch 131 can be engaged with the second clutch 132. When the first clutch 131 and the third clutch 133 are engaged, the first drive member 11 and the first differential 14 are connected, so that the first drive member 11 can output driving force to the first differential 14, thereby driving the two wheels connected to the first differential 14 to rotate. When the second clutch 132 and the third clutch 133 are engaged, the second clutch 132 and the first differential 14 are connected, so that the second drive member 12 can output driving force to the first differential 14 to drive the wheels to rotate. When both the first clutch 131 and the second clutch 132 are connected to the third clutch 133, the first drive member 11 and the second drive member 12 are simultaneously connected to the first differential 14, that is, the first drive member 11 and the second drive member 12 can simultaneously output driving force to the first differential 14, and transmit it from the first differential 14 to the wheels to drive the wheels to rotate.

[0038] Furthermore, when the first clutch 131 and the second clutch 132 are engaged, the first drive member 11 and the second drive member 12 achieve power connection. The first drive member 11 can be configured as an engine, and the second drive member 12 can be configured as a motor. That is, the generator can be connected to the motor through the first clutch 131 and the second clutch 132, thereby charging the motor. Specifically, when the engine starts, chemical energy can be converted into mechanical energy and transferred to the first clutch 131. Thus, the mechanical energy can sequentially pass through the first clutch 131 and the second clutch 132 and be transferred to the motor, which can then convert the transferred mechanical energy into electrical energy. Therefore, the engine can charge the motor through the first clutch 131 and the second clutch 132.

[0039] Therefore, the power connection between the first drive member 11 and the second drive member 12 and the first differential 14 can be flexibly controlled through the clutch assembly 13, thereby controlling the magnitude of the driving force output to the wheels connected to the first differential 14.

[0040] The first clutch component 131 and the third clutch component 133 are configured as a first clutch, and the second clutch component 132 and the third clutch component 133 are configured as a second clutch. That is to say, the clutch assembly 13 of the power drive system 100 can be an integrated configuration of two clutches, and the first clutch and the second clutch share one of the third clutch components 133. Thus, not only can the driving functions of the two first drive components 11 and the second drive components 12 be integrated, but the number of clutch components can also be reduced, the configuration cost can be reduced, and the compact installation of the power drive system 100 can be achieved, which is beneficial to the overall vehicle layout.

[0041] In some embodiments, at least a portion of the first clutch member 131 is fitted radially outward of the second clutch member 132; or, at least a portion of the second clutch member 132 is fitted radially outward of the first clutch member 131, and at least another portion of the second clutch member 132 is fitted radially outward of the third clutch member 133. That is, the first clutch member 131 and the second clutch member 132 can be fitted together axially, thereby reducing the axial dimension of the clutch assembly 13.

[0042] Specifically, such as Figures 1-3 As shown, the second clutch member 132, which is distributed axially along the clutch assembly 13, can be sleeved on the outside of the first clutch member 131, so that the first clutch member 131 and the second clutch member 132 partially overlap in the radial direction, thereby reducing the axial space occupied by the first clutch member 131 and the second clutch member 132, that is, reducing the axial dimension of the clutch assembly 13.

[0043] Furthermore, at least a portion of the second clutch member 132 can be fitted radially outward of the third clutch member 133. That is, the second clutch member 132 and the third clutch member 133 can be fitted axially in the clutch assembly 13, even if the second clutch member 132 and the third clutch member 133 partially overlap radially, thereby reducing the axial space occupied by the second clutch member 132 and the third clutch member 133, thus reducing the axial dimension of the clutch assembly 13.

[0044] Therefore, the first clutch 131 and the second clutch 132 can overlap radially, and the second clutch 132 and the third clutch 133 can overlap radially, so that the first clutch 131 and the third clutch 133 can overlap radially. That is, the first clutch 131, the second clutch 132 and the third clutch 133 can all overlap radially. As a result, the axial dimension of the clutch assembly 13 can be greatly reduced, and when connecting the first drive member 11 and the second drive member 12 with the first differential 14, the number of parts can be reduced and the weight of the structure can be reduced compared with other power drive systems 100.

[0045] In some embodiments, at least a portion of the third clutch 133 and the first clutch 131 are distributed opposite each other along the axial direction of the clutch assembly 13. That is, the third clutch 133 and the first clutch 131 are arranged along the axial direction of the clutch assembly 13, thereby facilitating the disengagement and engagement of the first clutch 131 and the third clutch 133, and facilitating the transmission of driving force.

[0046] Specifically, such as Figures 1-3 As shown, the first drive member 11 is located on the left side of the first clutch member 131 and the two are poweredly connected. The first differential 14 is located on the right side of the third clutch member 133 and the two are poweredly connected. The first clutch member 131 and the third clutch member 133 are axially arranged. Thus, the first drive member 11 and the first differential 14 can be arranged on both sides of the clutch assembly 13. The first clutch member 131 and the third clutch 133 can be separated and engaged axially, which is beneficial for the connection and disconnection of the first drive member 11 and the first differential 14. The structure is simple and the operation is convenient.

[0047] And / or, at least a portion of the third clutch 133 and the second clutch 132 are distributed opposite each other along the axial direction of the clutch assembly 13. That is, the third clutch 133 and the second clutch 132 are arranged axially in the clutch assembly 13, thereby facilitating the disengagement and engagement of the third clutch 133 and the second clutch 132, and facilitating the transmission of driving force.

[0048] Specifically, such as Figures 1-3As shown, the third clutch 133 and the second clutch 132 are arranged along the axial direction of the clutch assembly 13 and are respectively connected to the first differential 14 and the second drive member 12. Thus, the connection and disconnection of the first differential 14 and the second drive member 12 can be realized by the separation and engagement of the third clutch 133 and the second clutch 132 in the axial direction. The structure is simple and the operation is convenient.

[0049] Therefore, both the first clutch component 131 and the second clutch component 132 can be axially separated from or engaged with the third clutch component 133. This allows the first drive component 11 and the second drive component 12 to transmit driving force to the first differential 14, resulting in a simple structure and convenient operation.

[0050] In some embodiments, the first drive member 11 and the clutch assembly 13 are distributed along the axial direction of the clutch assembly 13. That is, the first drive member 11 and the first clutch member 131 are distributed along the axial direction of the clutch assembly 13, thereby facilitating their connection.

[0051] Specifically, such as Figures 1-3 As shown, the first driving member 11 is located on the left side of the clutch assembly 13, that is, the first driving member 11 and the first clutch member 131 are arranged along the axial direction of the clutch assembly 13. Thus, the first clutch member 131 and the first driving member 11 can be directly connected for power without the need for other connecting structural members, which helps to reduce the number of structural members and reduce the structural size and weight.

[0052] And / or, in other embodiments, the output end of the second drive member 12 is provided with a engagement gear 121, which is poweredly connected to the clutch assembly 13, and the engagement gear 121 and the clutch assembly 13 are distributed radially along the clutch assembly 13. That is, the second drive member 12 and the first differential 14 can be distributed radially along the clutch assembly 13, thereby facilitating the structural arrangement of the first powertrain 1.

[0053] Specifically, such as Figures 1-3 As shown, the second drive member 12 and the first differential 14 are both located on the right side of the clutch assembly 13, and the engagement gear 121 of the second drive member 12 is radially distributed with the clutch assembly 13. Thus, the second drive member 12 can be connected to the clutch assembly 13 through the engagement gear 121, and the second drive member 12 can be located in front of the right side of the clutch assembly 13, so that the second drive member 12 can transmit driving force to the clutch assembly 13 through the engagement gear 121, and then to the first differential 14.

[0054] Therefore, the first drive member 11 and the second drive member 12 can be respectively disposed on both sides of the clutch assembly 13 to transmit the driving force to the clutch assembly 13, and then to the first differential 14, which is beneficial to improve the structural arrangement of the first powertrain 1, avoid structural interference, and improve space utilization.

[0055] In some embodiments, the clutch assembly 13 is provided with a first output gear 134, and the first differential 14 is provided with a first differential gear 141. The first output gear 134 is poweredly connected to the first differential gear 141 through an intermediate transmission gear 15, or the first output gear 134 is poweredly connected to the first differential gear 141 through an intermediate gear set 16. That is, the clutch assembly 13 can be connected to the first differential 14 through the first output gear 134, the intermediate transmission gear 15, and the first differential gear 141, or the clutch assembly 13 can be connected to the first differential 14 through the first output gear 134, the intermediate gear set 16, and the first differential gear 141, thereby enabling the clutch assembly 13 to transmit driving force to the first differential 14 and facilitating the connection between the clutch assembly 13 and the first differential 14.

[0056] Specifically, such as Figures 1-3 As shown, the first differential 14 is located at the lower right of the clutch assembly 13. The right end of the clutch assembly 13 is provided with a first output gear 134. The first output gear 134 meshes with one side of the intermediate transmission gear 15 or the transmission gear set, and the other side of the intermediate transmission gear 15 or the transmission gear set meshes with the first differential gear 141 of the first differential 14. The first output gear 134, the intermediate transmission gear 15 or the intermediate gear set 16 and the first differential gear 141 are distributed radially in sequence.

[0057] Thus, the clutch assembly 13 can drive the intermediate transmission gear 15 or the intermediate gear set 16 to rotate through the first output gear 134. The intermediate transmission gear 15 or the intermediate gear set 16 then drives the first differential gear 141 to rotate, thereby transmitting the driving force from the clutch assembly 13 to the first differential 14 in sequence through the first output gear 134, the intermediate transmission gear 15 or the intermediate gear set 16 and the first differential gear 141. The structure is simple and facilitates the structural arrangement of the first powertrain 1.

[0058] In some embodiments, the intermediate gear set 16 includes a first intermediate gear 161 and a second intermediate gear 162 coaxially arranged, the first output gear 134 meshes with the first intermediate gear 161, and the second intermediate gear 162 meshes with the first differential gear 141.

[0059] Specifically, such as Figure 3As shown, the first output gear 134 and the first intermediate gear 161 are radially distributed and mesh with each other, and the second intermediate gear 162 and the first differential gear 141 are radially distributed and mesh with each other, thereby connecting the third clutch 133 and the first differential 14. In actual power transmission, the third clutch 133 can drive the first intermediate gear 161 to rotate, the first intermediate gear 161 then drives the second intermediate gear 162 to rotate, and subsequently the second intermediate gear 162 can continue to drive the first differential gear 141 to rotate. Thus, the transmission of driving force between the third clutch 133 and the first differential 14 can be realized through the intermediate gear set 16, which has a simple structure and is conducive to the structural arrangement of the first powertrain 1.

[0060] In some embodiments, the third drive member 21 is poweredly connected to the second differential 22 via a transmission gear set 23. That is, the third drive member 21 can be connected to the second differential 22 via the transmission gear set 23, which facilitates the control of the transmission ratio and the structural arrangement of the third drive member 21 and the second differential 22.

[0061] Specifically, such as Figures 1-3 As shown, the third drive unit 21 and the second differential 22 are distributed along the front and rear. A transmission gear set 23 is provided between the third drive unit 21 and the second differential 22. The third drive unit 21 and the second differential 22 are respectively connected to the transmission gear set 23. Thus, the third drive unit 21 can transmit driving force to the second differential 22 through the transmission gear set 23, and the transmission gear set 23 can control the transmission ratio between the two, thereby controlling the magnitude of the driving force transmitted to the wheels.

[0062] In some embodiments, the transmission gear set 23 includes a first transmission gear 231 and a second transmission gear 232 coaxially arranged, the third drive member 21 is provided with a second output gear 211, the second differential 22 is provided with a second differential gear 221, the second output gear 211 meshes with the first transmission gear 231, and the second transmission gear 232 meshes with the second differential gear 221.

[0063] Specifically, such as Figures 1-3As shown, the second output gear 211 and the first transmission gear 231 are radially distributed and mesh with each other, and the second transmission gear 232 and the second differential gear 221 are radially distributed and mesh with each other, thus realizing the connection between the third drive member 21 and the first transmission gear 231 and the second differential 22 and the second transmission gear 232. In actual power transmission, the third drive member 21 can drive the second output gear 211 to rotate, and the second output gear 211 in turn drives the first transmission gear 231 to rotate. The second transmission gear 232 can rotate synchronously with the first transmission gear 231, and the rotation of the second transmission gear 232 can drive the second differential gear 221 to rotate together. The second differential gear 221 can transmit the driving force to the second differential 22. Thus, the transmission gear set 23 can realize the transmission of driving force between the third drive member 21 and the second differential 22, which is simple in structure and conducive to the structural arrangement of the second powertrain 2.

[0064] In some embodiments, one of the first drive component 11, the second drive component 12, and the third drive component 21 is configured as an engine, one as a first motor, and the other as a second motor. That is, the power drive system 100 can be a hybrid drive system, including both motor drive and engine drive power types, and the first drive component 11, the second drive component 12, and the third drive component 21 can be flexibly combined in the form of an engine, a first motor, and a second motor to enrich the drive installation methods of the power drive system 100 and meet the drive requirements under different operating conditions.

[0065] Specifically, the first drive component 11 can be configured as an engine, the second drive component 12 as a first motor, and the third drive component 21 as a third motor. In this way, when the first drive component 11, the second drive component 12, and the third drive component 21 are applied to the whole vehicle, the engine and the first motor can jointly drive the same pair of wheels of the vehicle, and the third motor can drive the other pair of wheels of the vehicle, thereby enhancing the vehicle's power performance.

[0066] Of course, in actual installation, the first drive component 11, the second drive component 12 and the third drive component 21 can also be combined in other forms, such as using the first motor and the second motor for the first powertrain 1 and the engine for the second powertrain 2, which can achieve four-wheel drive for the vehicle.

[0067] In some embodiments, one of the first differential 14 and the second differential 22 is configured as a front wheel differential and is poweredly connected to the front wheel axle, while the other is configured as a rear wheel differential and is poweredly connected to the rear wheel axle. That is, the first differential 14 can be configured as a front wheel differential, with the first powertrain 1 driving the front wheel to rotate, and the second differential 22 as a rear wheel differential, with the second powertrain 2 driving the rear wheel to rotate; or the first differential 14 can be configured as a rear wheel differential, with the first powertrain 1 driving the rear wheel to rotate, and the second differential 22 as a front wheel differential, with the second powertrain 2 driving the front wheel to rotate. The configuration is flexible and selectable.

[0068] like Figures 1-3 As shown, the first differential 14 and the second differential 22 are distributed longitudinally in the vehicle. The first differential 14 serves as the front wheel differential, and the second differential 22 serves as the rear wheel differential. That is, the first powertrain 1 can serve as the front-wheel drive assembly, and the second powertrain 2 serves as the rear-wheel drive assembly.

[0069] Therefore, this power drive system 100 reduces the size and weight of some components, decreases the number of drive chain shafts, optimizes the front-wheel drive assembly drive chain, reduces the number of components, and reduces the mass of the front-wheel drive assembly, thus reducing the front axle drive load and consequently lowering the load distribution ratio between the front and rear axles, improving the problem of excessive load distribution between the front and rear axles. Furthermore, it reduces the volume of the front-wheel drive assembly, alleviates space constraints, increases the power density of the front-wheel drive assembly, and reduces the cost of the four-wheel drive system.

[0070] Meanwhile, the optimization of the center of gravity of the front-wheel drive assembly brings it closer to the input axis of the front-wheel drive assembly, which greatly optimizes the center of gravity of the front-wheel drive assembly; improves the rigidity of the front-wheel drive assembly, enhances the reliability of the front axle power system, and improves the NVH performance of the front axle power system.

[0071] In some embodiments, the third drive component 21 is located between the first differential 14 and the second differential 22, that is, the third drive component 21 is disposed between the front-wheel drive assembly and the rear-wheel drive assembly, so that the third drive component 21 can make reasonable use of the longitudinal installation space between the front-wheel drive assembly and the rear-wheel drive assembly, avoid the installation space in some local positions being too crowded, and achieve a reasonable distribution of the structure.

[0072] This utility model also proposes a vehicle.

[0073] The vehicle according to the embodiments of the present invention includes a power drive system 100 of any of the above embodiments. The first power assembly 1 is connected to the two front wheels of the vehicle, and the second power assembly 2 is connected to the two rear wheels of the vehicle. That is, the first power assembly 1 can drive the front wheels of the vehicle to rotate, and the second power assembly 2 can drive the rear wheels of the vehicle to rotate, thereby realizing four-wheel drive of the vehicle. Furthermore, the first power assembly 1 has fewer components, lower weight, and higher structural compactness, thereby avoiding uneven load distribution between the front and rear axles of the vehicle and improving the power density of the power drive system 100.

[0074] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0075] Although embodiments of the present invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the present invention, the scope of which is defined by the claims and their equivalents.

Claims

1. A power drive system, characterized in that, include: A first powertrain (1) includes a first drive member (11), a second drive member (12), and a clutch assembly (13). The first drive member (11) and the second drive member (12) are adapted to be selectively powered connected via the clutch assembly (13), and both the first drive member (11) and the second drive member (12) can be selectively powered connected to a first differential (14) via the clutch assembly (13). The second powertrain (2) includes a third drive unit (21) which is poweredly connected to the second differential (22).

2. The power drive system according to claim 1, characterized in that, The clutch assembly (13) includes a first clutch element (131), a second clutch element (132) and a third clutch element (133). The first clutch (131) is powered to the first drive (11), the second clutch (132) is powered to the second drive (12), and the third clutch (133) is powered to the first differential (14). The first clutch (131) and the second clutch (132) are selectively engaged, and at least one of the first clutch (131) and the second clutch (132) is selectively engaged with the third clutch (133). The first clutch (131) and the third clutch (133) are configured as a first clutch, and the second clutch (132) and the third clutch (133) are configured as a second clutch.

3. The power drive system according to claim 2, characterized in that, At least a portion of the first clutch (131) is fitted on the radial outer side of the second clutch (132), and at least a portion of the second clutch (132) is fitted on the radial outer side of the third clutch (133). Alternatively, at least a portion of the second clutch (132) may be fitted on the radial outer side of the first clutch (131), and at least another portion of the second clutch (132) may be fitted on the radial outer side of the third clutch (133).

4. The power drive system according to claim 2, characterized in that, The third clutch (133) and at least a portion thereof are distributed opposite each other along the axial direction of the clutch assembly (13); And / or, at least a portion of the third clutch (133) and the second clutch (132) are axially opposite each other along the clutch assembly (13).

5. The power drive system according to claim 1, characterized in that, The first drive member (11) and the clutch assembly (13) are distributed along the axial direction of the clutch assembly (13); And / or, the output end of the second drive member (12) is provided with a coupling gear (121), the coupling gear (121) is poweredly connected to the clutch assembly (13), and the coupling gear (121) and the clutch assembly (13) are radially distributed along the clutch assembly (13).

6. The power drive system according to claim 1, characterized in that, The clutch assembly (13) is provided with a first output gear (134), and the first differential (14) is provided with a first differential gear (141). The first output gear (134) is powered to the first differential gear (141) through the intermediate transmission gear (15), or the first output gear (134) is powered to the first differential gear (141) through the intermediate gear set (16).

7. The power drive system according to claim 6, characterized in that, The intermediate gear set (16) includes a first intermediate gear (161) and a second intermediate gear (162) arranged coaxially. The first output gear (134) meshes with the first intermediate gear (161), and the second intermediate gear (162) meshes with the first differential gear (141).

8. The power drive system according to claim 1, characterized in that, The third drive unit (21) is poweredly connected to the second differential (22) through a transmission gear set (23).

9. The power drive system according to claim 8, characterized in that, The transmission gear set (23) includes a first transmission gear (231) and a second transmission gear (232) arranged coaxially. The third drive unit (21) is provided with a second output gear (211). The second differential (22) is provided with a second differential gear (221). The second output gear (211) meshes with the first transmission gear (231), and the second transmission gear (232) meshes with the second differential gear (221).

10. The power drive system according to claim 1, characterized in that, One of the first drive unit (11), the second drive unit (12), and the third drive unit (21) is configured as an engine, one is configured as a first motor, and the other is configured as a second motor.

11. The power drive system according to claim 1, characterized in that, One of the first differential (14) and the second differential (22) is configured as a front wheel differential and is poweredly connected to the front wheel axle, and the other of the first differential (14) and the second differential (22) is configured as a rear wheel differential and is poweredly connected to the rear wheel axle.

12. The power drive system according to claim 1, characterized in that, The third drive unit (21) is located between the first differential (14) and the second differential (22).

13. A vehicle, characterized in that, The power drive system includes any one of claims 1-12.

Images