Vehicle hybrid drive system and vehicle
Patent Information
- Application Number
- CN202522509219.0
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2025-11-26
- Publication Date
- 2026-10-09
- Estimated Expiration
- 2035-11-26
AI Technical Summary
[0002]相关技术中的乘用车辆的混动驱动系统，针对四驱P1+P3+P4车型，在实现前驱、后驱、四驱多种驱动形式时，驱动系统无法完全断开，导致驱动效率低
[0013]本申请的实施例提供的车辆混动驱动系统和车辆，通过设置在第一齿轮和第一转子轴之间的第一离合器以及设置在第三齿轮和中间轴之间的第二离合器，第一离合器或第二离合器处于分离状态时，能够使得从车轮的拖曳损失仅传递到中间轴或第一齿轮，避免进一步传递到第一电机、第二电机和发动机，从而降低了拖曳损失，提高了驱动效率；同时，驱动系统通过上述特定的构型，能够实现纯电前驱、纯电后驱、纯电四驱等多种工况，满足车主多样化的使用需求。
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Figure CN224828545U_ABST
Abstract
Description
Technical Field
[0001] This application relates to the field of vehicle technology, specifically to vehicle hybrid drive systems and vehicles. Background Technology
[0002] In the related technologies, the hybrid drive system for passenger vehicles, specifically for four-wheel drive P1+P3+P4 models, cannot completely disconnect the drive system when implementing multiple drive modes such as front-wheel drive, rear-wheel drive, and four-wheel drive, resulting in low drive efficiency. Utility Model Content
[0003] To at least partially solve the above-mentioned problems, according to a first aspect of this application, an embodiment of this application provides a vehicle hybrid drive system, comprising: an engine having an engine output shaft; a first motor having a first rotor shaft, the first rotor shaft being drivenly connected to and coaxially arranged with the engine output shaft; a first gear connected to the end of the first rotor shaft away from the engine; an intermediate shaft arranged parallel to the first rotor shaft, with a second gear and a third gear coaxially arranged on the intermediate shaft, the second gear meshing with the first gear; a second motor having a second rotor shaft, the second rotor shaft being coaxially arranged with the first rotor shaft, the second rotor shaft having a fourth gear meshing with the third gear; a first differential being drivenly connected to the front axle of the vehicle, the first differential having a fifth gear fixedly arranged thereon, the fifth gear meshing with the third gear; a first clutch disposed between the first gear and the first rotor shaft, for controlling the engagement and disengagement of the first gear and the first rotor shaft; and a second clutch disposed between the third gear and the intermediate shaft, for controlling the engagement and disengagement of the third gear and the intermediate shaft.
[0004] In some embodiments, the vehicle hybrid drive system further includes: a third motor, which is connected to the rear axle of the vehicle; and a third clutch, which is disposed between the third motor and the rear axle and is used to control the engagement and disengagement of the third motor from the rear axle.
[0005] In some embodiments, the vehicle hybrid drive system further includes: a second differential connected to the rear axle drive, and a third clutch disposed between the third motor and the second differential for controlling the engagement and disengagement of the third motor and the second differential.
[0006] In some embodiments, the vehicle hybrid drive system further includes: a second differential, which is connected to the rear axle; the rear axle includes a left rear half-shaft and a right rear half-shaft; a third clutch is disposed between the left rear half-shaft and the second differential for controlling the engagement and disengagement of the left rear half-shaft and the second differential, or the third clutch is disposed between the right rear half-shaft and the second differential for controlling the engagement and disengagement of the right rear half-shaft and the second differential.
[0007] In some embodiments, the vehicle hybrid drive system further includes: a shock absorber disposed between the engine and the first motor; a front-drive dual-motor controller connected to the first motor and the second motor; and a rear-drive motor controller connected to the third motor.
[0008] According to a second aspect of this application, embodiments of this application provide a vehicle, including a vehicle hybrid drive system. The vehicle hybrid drive system includes: an engine having an engine output shaft; a first motor having a first rotor shaft, the first rotor shaft being driven and coaxially arranged with the engine output shaft; a first gear connected to the end of the first rotor shaft away from the engine; an intermediate shaft arranged parallel to the first rotor shaft, with a second gear and a third gear coaxially arranged on the intermediate shaft, the second gear meshing with the first gear; a second motor having a second rotor shaft, the second rotor shaft being coaxially arranged with the first rotor shaft, the second rotor shaft having a fourth gear meshing with the third gear; a first differential being driven and connected to the front axle of the vehicle, the first differential having a fifth gear fixedly arranged thereon, the fifth gear meshing with the third gear; a first clutch disposed between the first gear and the first rotor shaft, used to control the engagement and disengagement of the first gear and the first rotor shaft; and a second clutch disposed between the third gear and the intermediate shaft, used to control the engagement and disengagement of the third gear and the intermediate shaft.
[0009] In some embodiments, the vehicle hybrid drive system further includes: a third motor, which is connected to the rear axle of the vehicle; and a third clutch, which is disposed between the third motor and the rear axle and is used to control the engagement and disengagement of the third motor from the rear axle.
[0010] In some embodiments, the vehicle hybrid drive system further includes: a second differential connected to the rear axle drive, and a third clutch disposed between the third motor and the second differential for controlling the engagement and disengagement of the third motor and the second differential.
[0011] In some embodiments, the vehicle hybrid drive system further includes: a second differential, which is connected to the rear axle; the rear axle includes a left rear half-shaft and a right rear half-shaft; a third clutch is disposed between the left rear half-shaft and the second differential for controlling the engagement and disengagement of the left rear half-shaft and the second differential, or the third clutch is disposed between the right rear half-shaft and the second differential for controlling the engagement and disengagement of the right rear half-shaft and the second differential.
[0012] In some embodiments, the vehicle hybrid drive system further includes: a shock absorber disposed between the engine and the first motor; a front-drive dual-motor controller connected to the first motor and the second motor; and a rear-drive motor controller connected to the third motor.
[0013] The vehicle hybrid drive system and vehicle provided in the embodiments of this application, through a first clutch disposed between a first gear and a first rotor shaft and a second clutch disposed between a third gear and an intermediate shaft, when the first clutch or the second clutch is in a disengaged state, can ensure that the drag loss from the wheel is transmitted only to the intermediate shaft or the first gear, avoiding further transmission to the first motor, the second motor and the engine, thereby reducing drag loss and improving drive efficiency; at the same time, through the above-mentioned specific configuration, the drive system can realize various operating conditions such as pure electric front drive, pure electric rear drive, and pure electric four-wheel drive, to meet the diverse usage needs of car owners. Attached Figure Description
[0014] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.
[0015] Figure 1 This is a schematic diagram of a vehicle hybrid drive system provided in an embodiment of this application;
[0016] Figure 2 This is a schematic diagram of another vehicle hybrid drive system provided in an embodiment of this application.
[0017] The attached figures are labeled as follows:
[0018] Engine 1; Shock absorber 2; First rotor shaft 3; First bearing 4; First motor 5; Second bearing 6; First clutch 7; Third bearing 8; First gear 9; Front drive dual motor controller 10; Fourth gear 11; Fourth bearing 12; Second rotor shaft 13; Second motor 14; Fifth bearing 15; Sixth bearing 16; Second clutch 17; Third gear 18; Intermediate shaft 19; Seventh bearing 20; Fifth gear 21; First differential 22; Second gear 23; Eighth bearing 24; Ninth bearing 25; High-voltage battery 26; Third motor 27; Third clutch 28; Second differential 29; Rear drive motor controller 30.
[0019] It should be understood that the dimensions of the various parts shown in the accompanying drawings are not drawn to actual scale. Furthermore, the same or similar reference numerals denote the same or similar components. Detailed Implementation
[0020] The preferred embodiments of this application will now be clearly and completely described with reference to the accompanying drawings. Obviously, the described embodiments are merely some, not all, of the embodiments of this invention. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the scope of protection claimed in this application.
[0021] The terms "first," "second," and similar words used in this application do not indicate any order, quantity, or importance, but are merely used to distinguish different parts. Words such as "including" or "contains" mean that the element preceding the word encompasses the element listed after it, and do not exclude the possibility of encompassing other elements as well. Terms such as "above," "below," "left," and "right" are used only to indicate relative positional relationships; when the absolute position of the described object changes, this relative positional relationship may also change accordingly.
[0022] like Figure 1 and Figure 2 As shown, according to the first aspect of this application, an embodiment of this application provides a vehicle hybrid drive system. The vehicle hybrid drive system includes an engine 1, a first motor 5, a first gear 9, an intermediate shaft 19, a second motor 14, a first differential 22, a first clutch 7, and a second clutch 17. The engine 1 has an engine output shaft; the first motor 5 has a first rotor shaft 3, which is drivenly connected to and coaxially arranged with the engine output shaft; the first gear 9 is connected to the end of the first rotor shaft 3 away from the engine 1; the intermediate shaft 19 is arranged parallel to the first rotor shaft 3, and a second gear 23 and a third gear 18 are coaxially arranged on the intermediate shaft 19, with the second gear 23 meshing with the first gear 9; the second motor 14 has a second rotor shaft 13, which is coaxially arranged with the first rotor shaft 3, and a fourth gear 11 is arranged on the second rotor shaft 13, with the fourth gear 11 meshing with the third gear 18. The first differential 22 is connected to the front axle of the vehicle. The first differential 22 is fixedly equipped with a fifth gear 21, which meshes with the third gear 18. The third gear 18 transmits power to the first differential 22 through the fifth gear 21, and then transmits power to the front axle wheels through the first differential 22. The first clutch 7 is located between the first gear 9 and the first rotor shaft 3, and is used to control the engagement and disengagement of the first gear 9 and the first rotor shaft 3. The second clutch 17 is located between the third gear 18 and the intermediate shaft 19, and is used to control the engagement and disengagement of the third gear 18 and the intermediate shaft 19.
[0023] In this embodiment, the first clutch 7 (K0) is used to control the power transmission path of the engine 1. The first clutch 7 can be a normally open clutch that engages during operation. Preferably, the first clutch 7 can be a multi-plate wet clutch, using hydraulic control, and can be integrated with the first gear 9 or the first motor 5. The first rotor shaft 3 can be supported by the first bearing 4 and the second bearing 6. The first rotor shaft 3 can include a left half shaft and a right half shaft. The driving end and the driven end of the first clutch 7 can be respectively located on the right half shaft and the left half shaft of the first rotor shaft 3. The right half shaft can pass through the shaft of the first motor 5 and connect to the engine output shaft. The left half shaft can be located on the third bearing 8, and the first gear 9 can be located at the end of the left half shaft away from the right half shaft. The third gear 18 can be mounted on the intermediate shaft 19. The second clutch 17 (K1) is located between the third gear 18 and the intermediate shaft 19. The driving end of the second clutch 17 can be connected to the third gear 18, and the driven end of the second clutch 17 can be connected to the intermediate shaft 19. When the second clutch 17 is engaged, there is no relative rotation between the third gear 18 and the intermediate shaft 19. When the second clutch 17 is disengaged, there is no rotational constraint between the third gear 18 and the intermediate shaft 19. The second clutch 17 is located on the intermediate shaft 19 at the low-speed end, which is beneficial for the synchronous control of the clutch speed and improves control stability. The two ends of the second rotor shaft 13 can be supported by the fourth bearing 12 and the fifth bearing 15. The two ends of the intermediate shaft 19 can be supported by the sixth bearing 16 and the seventh bearing 20. The two ends of the first differential 22 can be supported by the eighth bearing 24 and the ninth bearing 25. The second gear 23 and the fifth gear 21 are constantly meshed, enabling bidirectional power transmission. In this embodiment, the vehicle hybrid drive system achieves a relatively simple transmission structure through three meshings of five gears. The axial space occupied by the gear structure is further reduced, which is conducive to arranging a motor with a small diameter and a long axial length. At the same time, the first motor 5 and the second motor 14 are arranged coaxially, which further reduces the radial space occupied by the system and can reserve more space for the arrangement of other vehicle structures.
[0024] The vehicle hybrid drive system provided in the embodiments of this application, through the first clutch 7 disposed between the first gear 9 and the first rotor shaft 3 and the second clutch 17 disposed between the third gear 18 and the intermediate shaft 19, when the first clutch 7 or the second clutch 17 is in the disengaged state, enables the drag loss from the wheel to be transmitted only to the intermediate shaft 19 or the first gear 9, avoiding further transmission to the first motor 5, the second motor 14 and the engine 1, thereby reducing drag loss and improving drive efficiency; at the same time, through the above-mentioned specific configuration, the drive system can realize various operating conditions such as pure electric front drive, pure electric rear drive and pure electric four drive, to meet the diverse usage needs of car owners.
[0025] In some embodiments, the vehicle hybrid drive system further includes: a third motor 27, which is connected to the rear axle of the vehicle; and a third clutch 28, which is disposed between the third motor 27 and the rear axle and is used to control the engagement and disengagement of the third motor 27 from the rear axle. The third motor 27 serves as the rear axle electric drive, driving the rear axle of the vehicle. In this embodiment, by providing the third clutch 28 (K2) between the third motor 27 and the rear axle, when the third clutch 28 is disengaged, the drag loss of the third motor 27 can be further reduced; when the third clutch 28 is engaged, rear axle drive can be achieved.
[0026] Please see Figure 1 In some embodiments, the vehicle hybrid drive system further includes: a second differential 29, which is connected to the rear axle drive; and a third clutch 28 disposed between the third motor 27 and the second differential 29, used to control the engagement and disengagement of the third motor 27 and the second differential 29. In this embodiment, the clutch is disposed between the third motor 27 and the second differential 29, enabling reliable power transmission.
[0027] Please see Figure 2 In some embodiments, the vehicle hybrid drive system further includes: a second differential 29, which is connected to the rear axle; the rear axle includes a left rear half-shaft and a right rear half-shaft; a third clutch 28 is disposed between the left rear half-shaft and the second differential 29, for controlling the engagement and disengagement of the left rear half-shaft and the second differential 29, or the third clutch 28 is disposed between the right rear half-shaft and the second differential 29, for controlling the engagement and disengagement of the right rear half-shaft and the second differential 29. In this embodiment, the third clutch 28 is disposed on the half-shaft of the rear axle, which has a simple structural arrangement and facilitates the maintenance and replacement of the third clutch 28.
[0028] In some embodiments, the vehicle hybrid drive system further includes: a shock absorber 2 disposed between the engine 1 and the first motor 5; a front-drive dual-motor controller 10 connected to the first motor 5 and the second motor 14; and a rear-drive motor controller 30 connected to the third motor 27. In this embodiment, the engine 1 can be an internal combustion engine, and the shock absorber 2 can absorb the vibration generated when the engine 1 is working, providing a good driving experience for the driver; the front-drive dual-motor controller 10 (Dual PWR) can simultaneously control the first motor 5 and the second motor 14, improving system integration; and the rear-drive motor controller 30 (PWR) can control the third motor 27. Both the front-drive dual-motor controller 10 and the rear-drive motor controller 30 can be connected to a high-voltage battery 26 (HVB), which provides power to the first motor 5, the second motor 14, and the third motor 27.
[0029] The front-drive dual-motor controller 10 and the rear-drive motor controller 30 can also automatically control the first clutch 7, the second clutch 17, and the third clutch 28 based on the driver's control signals and the current vehicle speed, while simultaneously adjusting the torque of the first motor 5, the second motor 14, and the third motor 27 to achieve different drive modes. In different drive modes, the non-drive motors can be completely disengaged through the clutches, improving drive efficiency. See Table 1 for details. In Table 1, the clutches are engaged when working and disengaged when not working.
[0030] Table 1
[0031]
[0032]
[0033] According to a second aspect of this application, embodiments of this application provide a vehicle including a vehicle hybrid drive system. The vehicle hybrid drive system includes: an engine 1 having an engine output shaft; a first motor 5 having a first rotor shaft 3, the first rotor shaft 3 being drivenly connected to and coaxially arranged with the engine output shaft; a first gear 9 connected to the end of the first rotor shaft 3 away from the engine 1; an intermediate shaft 19 arranged parallel to the first rotor shaft 3, a second gear 23 and a third gear 18 coaxially arranged on the intermediate shaft 19, the second gear 23 meshing with the first gear 9; and a second motor 14 having a second rotor shaft 13. The second rotor shaft 13 is coaxially arranged with the first rotor shaft 3. The second rotor shaft 13 is provided with a fourth gear 11, which meshes with the third gear 18. The first differential 22 is connected to the front axle of the vehicle. The first differential 22 is fixedly provided with a fifth gear 21, which meshes with the third gear 18. The first clutch 7 is located between the first gear 9 and the first rotor shaft 3 and is used to control the engagement and disengagement of the first gear 9 and the first rotor shaft 3. The second clutch 17 is located between the third gear 18 and the intermediate shaft 19 and is used to control the engagement and disengagement of the third gear 18 and the intermediate shaft 19.
[0034] In some embodiments, the vehicle hybrid drive system further includes: a third motor 27, which is connected to the rear axle of the vehicle; and a third clutch 28, which is disposed between the third motor 27 and the rear axle and is used to control the engagement and disengagement of the third motor 27 from the rear axle.
[0035] In some embodiments, the vehicle hybrid drive system further includes: a second differential 29, which is connected to the rear axle drive, and a third clutch 28 disposed between the third motor 27 and the second differential 29, for controlling the engagement and disengagement of the third motor 27 and the second differential 29.
[0036] In some embodiments, the vehicle hybrid drive system further includes: a second differential 29, which is drive-connected to the rear axle; the rear axle includes a left rear half-shaft and a right rear half-shaft; a third clutch 28 is disposed between the left rear half-shaft and the second differential 29 for controlling the engagement and disengagement of the left rear half-shaft and the second differential 29, or the third clutch 28 is disposed between the right rear half-shaft and the second differential 29 for controlling the engagement and disengagement of the right rear half-shaft and the second differential 29.
[0037] In some embodiments, the vehicle hybrid drive system further includes: a shock absorber 2 disposed between the engine 1 and the first motor 5; a front-drive dual-motor controller 10 connected to the first motor 5 and the second motor 14; and a rear-drive motor controller 30 connected to the third motor 27.
[0038] The vehicle provided in the embodiments of this application, through the first clutch 7 disposed between the first gear 9 and the first rotor shaft 3 and the second clutch 17 disposed between the third gear 18 and the intermediate shaft 19, when the first clutch 7 or the second clutch 17 is in the disengaged state, can ensure that the drag loss from the wheel is transmitted only to the intermediate shaft 19 or the first gear 9, avoiding further transmission to the first motor 5, the second motor 14 and the engine 1, thereby reducing drag loss and improving driving efficiency; at the same time, the drive system, through the above-mentioned specific configuration, can realize various operating conditions such as pure electric front-wheel drive, pure electric rear-wheel drive and pure electric four-wheel drive, to meet the diverse usage needs of car owners.
[0039] Based on the various embodiments of this application described above, in the absence of explicit denial or conflict, the technical features of one embodiment may be advantageously combined with one or more other embodiments.
[0040] While specific embodiments of this application have been described in detail by way of examples, those skilled in the art should understand that the above examples are for illustrative purposes only and are not intended to limit the scope of this application. Those skilled in the art should understand that modifications can be made to the above embodiments or equivalent substitutions can be made to some technical features without departing from the scope and spirit of this application. The scope of this application is defined by the appended claims.
Claims
1. A vehicle hybrid drive system, characterized in that, include: An engine having an engine output shaft; A first motor, the first motor having a first rotor shaft, the first rotor shaft being drivenly connected to and coaxially arranged with the engine output shaft; A first gear is connected to the end of the first rotor shaft away from the engine; An intermediate shaft is arranged parallel to the first rotor shaft, and a second gear and a third gear are coaxially arranged on the intermediate shaft, with the second gear meshing with the first gear. The second motor has a second rotor shaft, which is coaxially arranged with the first rotor shaft. The second rotor shaft is provided with a fourth gear, which meshes with the third gear. A first differential is connected to the front axle of the vehicle and is fixedly equipped with a fifth gear, which meshes with the third gear. A first clutch is disposed between the first gear and the first rotor shaft, and is used to control the engagement and disengagement of the first gear and the first rotor shaft; The second clutch, disposed between the third gear and the intermediate shaft, is used to control the engagement and disengagement of the third gear and the intermediate shaft.
2. The vehicle hybrid drive system according to claim 1, characterized in that, Also includes: A third motor is connected to the rear axle drive of the vehicle; A third clutch is disposed between the third motor and the rear axle, and is used to control the engagement and disengagement of the third motor and the rear axle.
3. The vehicle hybrid drive system according to claim 2, characterized in that, Also includes: The second differential is connected to the rear axle drive, and the third clutch is disposed between the third motor and the second differential to control the engagement and disengagement of the third motor and the second differential.
4. The vehicle hybrid drive system according to claim 2, characterized in that, Also includes: A second differential is connected to the rear axle drive. The rear axle includes a left rear half-axle and a right rear half-axle; The third clutch is disposed between the left rear half-shaft and the second differential, and is used to control the engagement and disengagement of the left rear half-shaft and the second differential; or, the third clutch is disposed between the right rear half-shaft and the second differential, and is used to control the engagement and disengagement of the right rear half-shaft and the second differential.
5. The vehicle hybrid drive system according to claim 2, characterized in that, Also includes: A shock absorber, wherein the shock absorber is disposed between the engine and the first motor; A front-drive dual-motor controller, wherein the front-drive dual-motor controller is connected to the first motor and the second motor; A rear-drive motor controller, which is connected to the third motor.
6. A vehicle, characterized in that, Includes a vehicle hybrid drive system, the vehicle hybrid drive system comprising: An engine having an engine output shaft; A first motor, the first motor having a first rotor shaft, the first rotor shaft being drivenly connected to and coaxially arranged with the engine output shaft; A first gear is connected to the end of the first rotor shaft away from the engine; An intermediate shaft is arranged parallel to the first rotor shaft, and a second gear and a third gear are coaxially arranged on the intermediate shaft, with the second gear meshing with the first gear. The second motor has a second rotor shaft, which is coaxially arranged with the first rotor shaft. The second rotor shaft is provided with a fourth gear, which meshes with the third gear. A first differential is connected to the front axle of the vehicle and is fixedly equipped with a fifth gear, which meshes with the third gear. A first clutch is disposed between the first gear and the first rotor shaft, and is used to control the engagement and disengagement of the first gear and the first rotor shaft; The second clutch, disposed between the third gear and the intermediate shaft, is used to control the engagement and disengagement of the third gear and the intermediate shaft.
7. The vehicle according to claim 6, characterized in that, The vehicle hybrid drive system also includes: A third motor is connected to the rear axle drive of the vehicle; A third clutch is disposed between the third motor and the rear axle, and is used to control the engagement and disengagement of the third motor and the rear axle.
8. The vehicle according to claim 7, characterized in that, The vehicle hybrid drive system also includes: The second differential is connected to the rear axle drive, and the third clutch is disposed between the third motor and the second differential to control the engagement and disengagement of the third motor and the second differential.
9. The vehicle according to claim 7, characterized in that, The vehicle hybrid drive system also includes: A second differential is connected to the rear axle drive. The rear axle includes a left rear half-axle and a right rear half-axle; The third clutch is disposed between the left rear half-shaft and the second differential, and is used to control the engagement and disengagement of the left rear half-shaft and the second differential; or, the third clutch is disposed between the right rear half-shaft and the second differential, and is used to control the engagement and disengagement of the right rear half-shaft and the second differential.
10. The vehicle according to claim 7, characterized in that, The vehicle hybrid drive system also includes: A shock absorber, wherein the shock absorber is disposed between the engine and the first motor; A front-drive dual-motor controller, wherein the front-drive dual-motor controller is connected to the first motor and the second motor; A rear-drive motor controller, which is connected to the third motor.