Hybrid Power Train and Vehicle

Abstract

A hybrid power train and a vehicle are provided. The hybrid power train includes a first electric machine, an engine, a main shaft, a clutch assembly, a second electric machine, and a power battery. One end of the main shaft is connected to the output shaft of the engine, and the other end of the main shaft is selectively connected to the electric machine shaft of the first electric machine via the clutch assembly. The first electric machine is configured to selectively output power to a first wheel end via the clutch assembly. The second electric machine includes a rotor and a stator, the rotor is configured to rotate relative to the stator, and the rotor is fixedly connected to the main shaft. The first electric machine and the second electric machine are connected to the power battery.

Description

Technical Field

[0001] Cross - reference to Related Applications This application claims the priority of Chinese Patent Application No. 202221359680.2, filed on May 31, 2022. The entire content of the above application is incorporated herein by reference.

[0002] Technical Field The present disclosure relates to the field of vehicles, and more particularly, to hybrid power trains and vehicles.

Background Art

[0003] In the prior art, existing hybrid power trains of vehicles include an electric machine and an engine. The electric machine and the engine are configured to perform driving. The power retention performance of the entire system is insufficient.

Summary of the Invention

Means for Solving the Problems

[0004] An object of the present disclosure is to solve at least one of the technical problems existing in the prior art. Accordingly, the present disclosure provides a hybrid power train having a compact structure, multiple realizable functions, and relatively rich driving modes.

[0005] In an example of the present disclosure, a hybrid power train includes a first electric machine and an engine, a main shaft with one end of the main shaft connected to the output shaft of the engine, a clutch assembly where the other end of the main shaft is selectively connected to the electric machine shaft of the first electric machine via the clutch assembly, and the first electric machine is configured to selectively output power to a first wheel end via the clutch assembly, a second electric machine where the second electric machine includes a rotor and a stator, the rotor is configured to rotate relative to the stator, the rotor is fixedly connected to the main shaft, and as a result the engine is configured to drive the second electric machine to generate power, and a power battery where the first electric machine and the second electric machine are connected to the power battery.

[0006] According to the hybrid power train in this example of the present disclosure, a combination of multiple electric machines is arranged, and power is distributed and transmitted within the hybrid power train by the clutch assembly to realize different operating modes of the hybrid power train and help enhance the driving function. In addition, when the engine and the first electric machine are in an operating state, the second electric machine can generate power when the engine operates. In this case, the first electric machine is configured to perform driving. In this way, a mode of performing driving while generating power is realized, and the power holding performance is relatively good.

[0007] According to the hybrid power train in some examples of the present disclosure, the clutch assembly includes a first engaging member and a second engaging member. The first engaging member is arranged on the main shaft, the second engaging member is drivably connected to the electric machine shaft of the first electric machine, the first engaging member and the second engaging member are selectively engaged, and the rotor is fastened to the first engaging member.

[0008] According to the hybrid power train in some examples of the present disclosure, the hybrid power train further includes a first gear and a second gear. The first gear is connected to a first engagement member, the second gear is connected to a rotor, and the first gear engages with the second gear.

[0009] According to the hybrid power train in some examples of the present disclosure, the hybrid power train further includes a third gear. The third gear is drivably connected to the electromechanical shaft of the first electromechanical machine, and the second engagement member is fixedly connected to the third gear.

[0010] According to the hybrid power train in some examples of the present disclosure, the hybrid power train further includes a support shaft. The third gear is fastened to the support shaft and is coaxially arranged with the support shaft. The first engagement member is rotatably sleeved on the support shaft.

[0011] According to the hybrid power train in some examples of the present disclosure, the hybrid power train further includes a housing. The clutch assembly and the second electromechanical machine are arranged inside the housing.

[0012] According to the hybrid power train in some examples of the present disclosure, the first engagement member is rotatably sleeved on the support shaft via a first bearing, and the support shaft is rotatably connected to the housing via a second bearing.

[0013] According to the hybrid power train in some examples of the present disclosure, the clutch assembly includes a third engagement member and a fourth engagement member. The third engagement member is drivably connected to the electromechanical shaft of the first electromechanical machine, the fourth engagement member is drivably connected to the differential device of the first wheel end, and the third engagement member and the fourth engagement member selectively engage.

[0014] According to the hybrid power train in some examples of the present disclosure, the hybrid power train further includes a fifth gear, the fifth gear is fixedly connected to the fourth engaging member, and the fifth gear is connected to the input end of the differential device.

[0015] According to the hybrid power train in some examples of the present disclosure, the hybrid power train further includes a fifth gear and a sixth gear, the fifth gear is fixedly connected to the fourth engaging member, the sixth gear is connected to the input end of the differential device, the fifth gear engages with the sixth gear, and the sixth gear is a reverse gear.

[0016] According to the hybrid power train in some examples of the present disclosure, the first engaging member and the third engaging member are fixedly connected or integrally formed.

[0017] According to the hybrid power train in some examples of the present disclosure, the hybrid power train further includes a third electromechanical device, the third electromechanical device is connected to the power battery, and the third electromechanical device is configured to output power to the second wheel end.

[0018] The present disclosure further provides a vehicle.

[0019] The vehicle in this example of the present disclosure includes the hybrid power train in any one of the examples of the present disclosure.

[0020] The hybrid power train of the vehicle has the same advantages as the prior art. Details are not repeated herein.

[0021] Further aspects and advantages of the present disclosure are given in part in the following description, may become apparent in part from the following description, or may be known from the practice of the present disclosure.

[0022] The foregoing and / or additional aspects and advantages of the present disclosure will become clear and understandable in the description of the examples made with reference to the following accompanying drawings.

Brief Description of the Drawings

[0023]

Figure 1

Figure 2

Figure 3

Figure 4

Figure 5

Explanation of Reference Numerals

[0024] Hybrid power train 100; Engine 1, main shaft 11; Clutch assembly 2, first engaging member 21, second engaging member 22, third engaging member 23, fourth engaging member 24; First electromechanical machine 31, first electromechanical gear 311, second electromechanical machine 32, third electromechanical machine 33, second electromechanical gear 331; First gear 41, second gear 42, third gear 43, fifth gear 45, sixth gear 46, reverse shaft 461, seventh gear 47, idler gear shaft 471; First differential device 51 at the wheel end, first output gear 52, second differential device 53 at the wheel end, first drive gear 531, second drive gear 532, second output gear 54; First bearing 61, second bearing 62, support shaft 63; Power battery 71, wheel 72, front drive shaft 73, rear drive shaft 74; Vehicle 1000.

Modes for Carrying Out the Invention

[0025] Examples of the present disclosure are described in detail below, and illustrations of the examples are shown in the accompanying drawings. Elements that are the same or similar or have the same or similar functions are denoted by the same or similar reference numerals throughout the description. The examples described below with reference to the accompanying drawings are illustrative and are used only to explain the present disclosure and should not be construed as a limitation on the present disclosure.

[0026] In the description of the present disclosure, terms indicating directions or positional relationships such as "center", "vertical", "horizontal", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "upper part", "lower part", "inner", "outer", "clockwise", "counterclockwise", "axial direction", "radial direction", and "circumferential direction" are based on the directions or positional relationships shown in the accompanying drawings, and do not indicate or imply that the device or element mentioned needs to have a specific direction or needs to be constructed and operated in a specific direction. It should be understood that they are used only to facilitate the description and simplification of the present disclosure. Therefore, such terms should not be construed as a limitation on the present disclosure. In addition, features defined by "first" or "second" may explicitly or implicitly include one or more features. In the description of the present disclosure, unless otherwise specified, "a plurality" means two or more.

[0027] In the description of the present disclosure, it should be noted that terms such as "mount", "connect", and "connection" should be understood in a broad sense unless specifically specified or defined otherwise. For example, the connection may be a fixed connection, a removable connection, or an integral connection, or the connection may be a mechanical connection or an electrical connection, or the connection may be a direct connection, an indirect connection through an intermediate medium, or internal communication between two elements. Those skilled in the art can understand the specific meaning of the foregoing terms in the present disclosure based on specific situations.

[0028] Referring to FIGS. 1 to 4, the hybrid power train 100 in an example of the present disclosure will be described below. The hybrid power train 100 has a compact structural design, multiple realizable functions, and relatively rich operation modes. In addition, the second electric machine 32 can generate power separately and has a strong system power holding ability. The hybrid power train 100 may be mounted on the vehicle 1000.

[0029] As shown in FIGS. 1 to 4, the hybrid power train 100 in this example of the present disclosure includes a first electric machine 31, an engine 1, a main shaft 11, a clutch assembly 2, a second electric machine 32, and a power battery 71.

[0030] The first electric machine 31 and the engine 1 separately and / or simultaneously provide driving force for the hybrid power train 100. For example, the first electric machine 31 separately provides driving force to achieve pure electric drive, or the engine 1 separately provides driving force to achieve fuel drive, or the first electric machine 31 and the engine 1 simultaneously provide driving force to achieve hybrid drive. Therefore, the hybrid power train 100 can have at least three operation modes.

[0031] One end of the main shaft 11 is connected to the output shaft of the engine 1. For example, the output shaft of the engine 1 is fixedly connected to the end of the main shaft 11. As a result, the output shaft of the engine 1 and the end of the main shaft 11 rotate synchronously, and further, the driving force of the engine 1 is output to another component in the hybrid power train 100 via the main shaft 11. The other end of the main shaft 11 is selectively connected to the electric machine shaft of the first electric machine 31 via the clutch assembly 2. Specifically, the state of the clutch assembly 2 may be switched. As a result, the other end of the main shaft 11 is disengaged from or connected to the electric machine shaft of the first electric machine 31, and the driving force output by the engine 1 is transmitted to the first electric machine 31 via the clutch assembly 2, or the driving force output by the engine 1 is output to another component. The first electric machine 31 is configured to selectively output power to the first wheel end via the clutch assembly 2. Specifically, the driving force carried by the clutch assembly 2 may be transmitted to the first wheel end. The clutch assembly 2 can not only transmit the driving force output by the engine 1 to the first wheel end, but also transmit the power output by the first electric machine 31 to the first wheel end.

[0032] In other words, the clutch assembly 2 can be configured not only to output the driving force output by the engine 1 to the first wheel end, but also to output the driving force output by the first electric machine 31 to the first wheel end, and can realize the power transmission between the engine 1 and the first electric machine 31. That is, the first electric machine 31 is configured as a motor generator having a driving function and a power generation function. As a result, the hybrid power train 100 has a plurality of functional modes. The first wheel end may be the front wheel 72 or the rear wheel 72. As a result, the vehicle 1000 equipped with the hybrid power train 100 can be a front-wheel drive vehicle or a rear-wheel drive vehicle.

[0033] The second electric machine 32 includes a rotor and a stator. When the rotor is configured to rotate relative to the stator, the rotor rotates relative to the stator to realize the power generation function of the second electric machine 32. That is, the second electric machine 32 is configured as a generator. In addition, the rotor is fixedly connected to the main shaft 11, and as a result, the main shaft 11 can drive the rotor to rotate in the circumferential direction. Further, when the engine 1 operates, the main shaft 11 can drive the rotor to rotate, and as a result, the rotor rotates relative to the stator to realize the power generation function, and as a result, the hybrid power train has a power holding mode. Therefore, the first electric machine 31 and the second electric machine 32 may be configured to generate power. Specifically, the engine 1 may be configured to separately drive the first electric machine 31 to generate power, or may be configured to separately drive the second electric machine 32 to generate power, or may be configured to drive the first electric machine 31 and the second electric machine 32 to generate power. When the three generator modes are executed, the engine 1 can further have the function of driving and operating the vehicle 1000. Therefore, the number of functional modes of the vehicle 1000 increases and the driving mode is optimized. In addition, when the engine and the first electric machine are in an operating state, the second electric machine can generate power when the engine operates. In this case, the first electric machine is configured to execute driving. In this way, a mode of executing driving while generating power is realized, and the power holding performance is relatively good.

[0034] The rotor of the second electric machine 32 is fixedly attached to the main shaft 11 connected to the engine 1. As a result, without requiring the driving force output by the engine 1, the power generation function of the second electric machine 32 is realized. When the second electric machine 32 generates power, it passes through the clutch assembly 2, shortening the power path when the second electric machine 32 generates power, optimizing the power generation mode, improving the power generation efficiency, and further improving the system power holding ability of the hybrid power train 100.

[0035] The first electric machine 31 and the second electric machine 32 are connected to the power battery 71. In the present disclosure, the first electric machine 31 is configured as a motor generator, and the first electric machine 31 can output the generated electrical energy to the power battery 71 for storage, and the electrical energy in the power battery 71 may be output to the first electric machine 31 to drive the vehicle 1000. In addition, the second electric machine 32 is configured as an ISG electric machine, and as a result, the electrical energy generated by the second electric machine 32 can be output to the power battery 71 for storage. That is, the battery does not need to be separately arranged for the first electric machine 31 and the second electric machine 32, and the arrangement cost is reduced.

[0036] According to the hybrid power train 100 in this example of the present disclosure, a combination of a plurality of electric machines is arranged, and power is distributed and transmitted in the hybrid power train 100 by the clutch assembly 2 to realize different operating modes of the hybrid power train 100 and help enhance the driving function. In addition, the second electric machine 32 has a relatively high power generation efficiency, improved power generation performance, and improved power holding performance.

[0037] In some examples, the clutch assembly 2 includes a first engaging member 21 and a second engaging member 22.

[0038] The first engaging member 21 is arranged on the main shaft 11. In other words, the main shaft 11 can transmit power to the first engaging member 21. In addition, the second engaging member 22 is drivably connected to the electric machine shaft of the first electric machine 31. In other words, the power of the second engaging member 22 may be transmitted to the electric machine shaft of the first electric machine 31. The first engaging member 21 and the second engaging member 22 selectively engage.

[0039] Specifically, when the first electromechanical device 31 is configured to perform a power generation function, the first engagement member 21 and the second engagement member 22 may engage, and as a result, the power output to the main shaft 11 by the engine 1 can be transmitted to the first engagement member 21. The first engagement member 21 and the second engagement member 22 engage to transmit a driving force to the second engagement member 22, realize the driving of the electromechanical shaft of the first electromechanical device 31, and further drive the first electromechanical device 31 to generate power.

[0040] The rotor is fastened to the first engagement member 21. Specifically, the rotor may be directly fixed and connected to the first engagement member 21, or the rotor may be relatively fastened to the first engagement member 21, and as a result, the rotor can be configured to rotate synchronously with the first engagement member 21. In this solution, the rotor is fastened to the first engagement member 21, and the clutch assembly and the second electromechanical device are integrated to a certain extent to simplify the overall structure.

[0041] For example, in actual installation, the end of the first engagement member 21 and the end of the main shaft 11 may be integrated into an integrated structure. The rotor may be sleeved outside the first engagement member 21, and the inner peripheral wall of the rotor and the outer peripheral wall of the first engagement member 21 are aligned via splines or power-connected via another structure. As a result, the driving force of the first engagement member 21 is transmitted to the rotor, driving the rotor to rotate relative to the stator, and the power generation function of the second electromechanical device 32 can be realized.

[0042] Therefore, the alignment of the first engagement member 21 and the second engagement member 22 is set to assist in realizing the power generation functions of the first electromechanical device 31 and the second electromechanical device 32. In this case, the structure is simple, the power transmission path is short, and the operating efficiency is improved.

[0043] In some examples, the main shaft 11 can also be the output shaft of the engine.

[0044] In some examples, the hybrid power train 100 further includes a first gear 41 and a second gear 42. The first gear 41 is connected to the first engagement member 21, the second gear 42 is connected to the rotor, and the first gear 41 engages with the second gear 42. As a result, the first engagement member 21 and the rotor are drivably aligned via the gear set.

[0045] As shown in FIG. 1, the first gear 41 is fixedly sleeved outside the first engagement member 21, and the second gear 42 is fixedly attached inside the rotor. As a result, the outer peripheral wall of the first engagement member 21 and the inner peripheral wall of the rotor are drivably aligned via the first gear 41 and the second gear 42. Therefore, the driving force output by the engine 1 is transmitted to the first engagement member 21 via the main shaft 11, and further sequentially transmitted to the rotor by the first engagement member 21, the first gear 41, and the second gear 42. As a result, the power is drivably transmitted. The matching sizes of the first gear 41 and the second gear 42 may be adjusted to change the transmission ratio from the first engagement member 21 to the second engagement member 22.

[0046] In some examples, the hybrid power train 100 further includes a third gear 43. The third gear 43 is drivably connected to the electric machine shaft of the first electric machine 31, and the second engagement member 22 is fixedly connected to the third gear 43. As a result, the second engagement member 22 can transmit the driving force of the engine 1 to the electric machine shaft of the first electric machine 31 via the third gear 43 to drive the first electric machine 31 to generate power. Alternatively, the driving force of the first electric machine 31 may be output to the third gear 43 to transmit the driving force to the clutch assembly 2, and as a result, the power is output.

[0047] In an actual design, the first electric machine gear 311 may be fixedly arranged on the electric machine shaft of the first electric machine 31. The first electric machine gear 311 engages with the third gear 43. As a result, the electric machine shaft and the second engagement member 22 are aligned via the engagement between the first electric machine gear 311 and the third gear 43 to realize power transmission.

[0048] In some examples, the hybrid power train 100 further includes a support shaft 63, the third gear 43 is fastened to the support shaft 63, and the third gear 43 is coaxially arranged with the support shaft 63. For example, the third gear 43 is integrated with the outer peripheral wall of the support shaft 63. As a result, in the rotation process, the first gear 41 can drive the support shaft 63 to rotate. In other words, the second engaging member 22 can rotate synchronously with the support shaft 63.

[0049] The first engaging member 21 is rotatably sleeved on the support shaft 63. Specifically, in actual installation, one end of the first engaging member 21 may be fixedly connected to the end of the main shaft 11, and the other end of the first engaging member 21 is sleeved on the support shaft 63 so as to rotate relative to the support shaft 63. In addition, when the first engaging member 21 engages with the second engaging member 22, the first engaging member 21 rotates synchronously with the support shaft 63. In other words, when the first electromechanical machine 31 is configured to generate power, the first engaging member 21 and the second engaging member 22 engage and are fastened, and the driving force of the engine 1 may be transmitted to the first engaging member 21 through the main shaft 11. The first engaging member 21 transmits power to the second engaging member 22, the second engaging member 22 transmits power to the support shaft 63, the support shaft 63 drives the third gear 43 to rotate, and further drives the electromechanical shaft of the first electromechanical machine 31 to rotate. As a result, power is generated and transmitted.

[0050] In an actual design, the second engaging member 22 may be fixedly attached to the support shaft 63 such that the second engaging member 22 moves together with the support shaft 63.

[0051] In some examples, the hybrid power train 100 further includes a housing, and the clutch assembly 2 and the second electric machine 32 are disposed inside the housing. As shown in FIG. 1, the clutch assembly 2 and the second electric machine 32 are integrated and attached inside the housing. In addition, the main shaft 11 passes through the housing and is connected to the first engagement member 21, and at least a part of the third gear 43 protrudes from the housing and is power-connected to the electric machine shaft of the first electric machine 31.

[0052] Accordingly, the clutch assembly 2 and the second electric machine 32 are integrated inside the housing, which helps to provide a stable mounting environment for the clutch assembly 2 and the second electric machine 32 and ensures that the clutch assembly 2 can accurately and reliably switch the power connection path. The clutch assembly 2 and the second electric machine 32 are integrated inside the housing, eliminating the need to separately occupy mounting space and helping to reduce the difficulty of mounting.

[0053] In some examples, the first engagement member 21 is rotatably sleeved on the support shaft 63 via the first bearing 61. For example, the first bearing 61 is disposed between the inner peripheral wall of the first engagement member 21 and the outer peripheral wall of the support shaft 63. As a result, the first engagement member 21 can rotate more smoothly with respect to the support shaft 63, helping to smoothly output the driving force of the engine 1.

[0054] The support shaft 63 is rotatably connected to the housing via the second bearing 62. For example, the second bearing 62 is disposed on the outer peripheral wall of the support shaft 63, the inner ring of the second bearing 62 is fixedly connected to the support shaft 63, and the outer ring of the second bearing 62 is fastened to the inner peripheral wall of the housing. As a result, the support shaft 63 can rotate smoothly with respect to the housing.

[0055] Accordingly, the first bearing 61 and the second bearing 62 are arranged to help improve the rotation efficiency of the rotating member, reduce friction loss, and improve the operating efficiency of the hybrid power train 100.

[0056] In some examples, the clutch assembly 2 includes a third engagement member 23 and a fourth engagement member 24, and the third engagement member 23 and the fourth engagement member 24 are aligned and configured to transmit power between the first electromechanical machine 31 and the differential device 51 at the first wheel end.

[0057]

[0057] In some examples, the third engagement member 23 is drivably connected to the electromechanical shaft of the first electromechanical machine 31. For example, the third engagement member 23 and the electromechanical shaft of the first electromechanical machine 31 are drivably aligned via a gear set. In addition, the fourth engagement member 24 is drivably connected to the differential device 51 at the first wheel end. For example, the fourth engagement member 24 may be drivably connected to the differential device 51 at the first wheel end via a gear set. The third engagement member 23 and the fourth engagement member 24 selectively engage.

[0058]

[0058] Therefore, when the third engagement member 23 and the fourth engagement member 24 are in an engaged state, the driving force output by the first electromechanical machine 31 is transmitted to the fourth engagement member 24 via the third engagement member 23 and may further be output to the differential device 51 at the first wheel end, and as a result, power is output to drive the vehicle 1000 to travel. In this way, a pure electric drive mode or a hybrid drive mode in which the first electromechanical machine 31 is an output member can be realized.

[0059] In some examples, the hybrid powertrain 100 further includes a fifth gear 45, the fifth gear 45 is fixedly connected to the fourth engagement member 24, and the fifth gear 45 is connected to the input end of the differential device. In addition, in an actual design, the first output gear 52 may be disposed at the input end of the differential device, and as a result, the first output gear 52 engages with the fifth gear 45, and the driving force of the fourth engagement member 24 is further output to the differential device 51 at the first wheel end sequentially via the fifth gear 45 and the first output gear 52, and as a result, power is output.

[0060] Alternatively, in some other examples, the hybrid power train 100 further includes a fifth gear 45 and a sixth gear 46. The fifth gear 45 is fixedly connected to the fourth engagement member 24, the sixth gear 46 is connected to the input end of the differential, and the fifth gear 45 engages with the sixth gear 46. Additionally, in an actual design, the first output gear 52 may be disposed at the input end of the differential. As a result, the first output gear 52 engages with the sixth gear 46 to further output the driving force of the fourth engagement member 24 to the differential 51 at the first wheel end, and as a result, power is output.

[0061] That is, the driving force of the fourth engagement member 24 may be output to the differential 51 at the first wheel end sequentially through the fifth gear 45, the sixth gear 46, and the first output gear 52, and as a result, power is output. The fifth gear 45 and the fourth engagement member 24 are integrally arranged, and as a result, the fifth gear 45 can rotate synchronously in the same direction as the fourth engagement member 24. Additionally, the sixth gear 46 engages with the fifth gear 45, and as a result, the rotation direction of the sixth gear 46 is opposite to the rotation direction of the fifth gear 45. In other words, the sixth gear 46 is configured as a reverse gear so that force is transmitted in a different direction. The reverse gear is rotatably mounted inside the housing via a reverse shaft 461.

[0062] In some examples, the first engagement member 21 and the third engagement member 23 are fixedly connected or integrally formed. For example, the first engagement member 21 and the third engagement member 23 are fixedly connected, or the first engagement member 21 and the third engagement member 23 are arranged as an integral structure, and as a result, the first engagement member 21 and the third engagement member 23 can rotate synchronously during the operation of the hybrid power train 100.

[0063] The first engaging member 21 and the third engaging member 23 are integrally fastened, and as a result, the power between the first engaging member 21 and the third engaging member 23 can be transmitted to each other. For example, the first engaging member 21 is power-connected to the engine 1, and as a result, the driving force of the engine 1 can be transmitted to the third engaging member 23 via the first engaging member 21. Further, when the third engaging member 23 and the fourth engaging member 24 engage, the driving force of the engine 1 is transmitted to the fourth engaging member 24 via the third engaging member 23 and can be output to the differential device 51 at the first wheel end. In addition, the driving force of the first electromechanical device 31 can also be transmitted to the fourth engaging member 24 via the third engaging member 23 and output to the differential device 51 at the first wheel end.

[0064] When the first engaging member 21 and the second engaging member 22 engage, the driving force of the engine 1 may be transmitted to the second engaging member 22 via the first engaging member 21 to realize the power generation function of the first electromechanical device 31. In addition, the driving force of the engine 1 may also be transmitted to the fourth engaging member 24 via the third engaging member 23, and as a result, the fourth engaging member 24 outputs the driving force to the differential device 51 at the first wheel end.

[0065] In this way, it leads to reducing the quantity of connecting members between two groups of the clutch structure and reducing the layout cost.

[0066] In some examples, the hybrid power train 100 further includes a third electromechanical device 33, the third electromechanical device 33 is connected to the power battery 71, and the third electromechanical device 33 is configured to output power to the second wheel end. In other words, in the present disclosure, the power may be output not only via the first electromechanical device 31 and the engine 1 but also via the third electromechanical device 33, and the driving mode of the vehicle 1000 can be significantly enhanced.

[0067] In some examples, one of the second wheel end and the first wheel end is the front wheel 72, and the other is the rear wheel 72. For example, the first wheel end is arranged as the front wheel 72, and as a result, the engine 1 and / or the first electromechanical machine 31 are configured to drive and rotate the front wheel 72 to achieve front-wheel drive of the vehicle 1000. In addition, the second wheel end is arranged as the rear wheel 72, and as a result, the third electromechanical machine 33 is configured to drive and rotate the rear wheel 72 to further achieve four-wheel drive of the vehicle 1000.

[0068] In some examples, as shown in FIG. 1, in the actual arrangement, the engine 1 may be arranged on the right side of the vehicle 1000, the transmission of the first wheel end is arranged on the left side of the vehicle 1000, and the first electromechanical machine 31 is arranged on the front left side of the vehicle 1000. The first engaging member 21 and the second engaging member 22 are located on the left side of the clutch assembly 2, and the third engaging member 23 and the fourth engaging member 24 are arranged on the right side of the clutch assembly 2.

[0069] As shown in FIG. 2, in some cases, a spherical limiting protrusion may be arranged at the end of the support shaft 63, and a spherical limiting groove is formed on the left side inside the first engaging member 21, and concentric arrangement is executed through the spherical limiting protrusion and the spherical limiting groove. A specific design gap is ensured between the support shaft 63 and the first engaging member 21 to further perform limiting protection for the support shaft 63 when a relatively large axial force is applied to the support shaft 63 and prevent the support shaft 63 from moving abnormally in the axial direction.

[0070] As shown in FIG. 3, in some other examples, the first electromechanical machine 31 is located at the front side of the vehicle 1000, the engine 1 and the transmission of the first wheel end are located at a location on the rear part of the first electromechanical machine 31, the seventh gear 47 is arranged between the first electromechanical machine gear 311 of the first electromechanical machine 31 and the third gear 43, and the seventh gear 47 is sleeved on the vehicle body through the idler gear shaft 471 with play.

[0071] Alternatively, as shown in FIG. 4, the engine 1 is disposed in front of the transmission at the first wheel end, and the first electric machine 31 is located behind the transmission at the first wheel end.

[0072] Hereinafter, the hybrid power train 100 in some examples of the present disclosure will be described with reference to FIGS. 1 and 2. As shown in FIG. 1, the hybrid power train 100 includes a first electric machine 31, an engine 1, a main shaft 11, a clutch assembly 2, a second electric machine 32, a power battery 71, and a third electric machine 33. The clutch assembly 2 includes a first engaging member 21, a second engaging member 22, a third engaging member 23, and a fourth engaging member 24, and the clutch assembly 2 and the second electric machine 32 are mounted inside the housing.

[0073] The output end of the engine 1 is connected to the main shaft 11, the main shaft 11 is connected to the first engaging member 21, the rotor of the second electric machine 32 is connected to the second gear 42, the first gear 41 is disposed outside the first engaging member 21, the first gear 41 engages with the second gear 42, and the rotor is rotatably mounted inside the stator. As a result, the second electric machine 32 generates power. The main shaft 11 is fixedly connected to the first engaging member 21, the first engaging member 21 and the second engaging member 22 are aligned, the second engaging member 22 is fixedly connected to the third gear 43, and the third gear 43 is configured to be drivably connected to the electric machine shaft of the first electric machine 31. The third gear 43 is fastened to the support shaft 63, the second engaging member 22 is fixedly connected to the support shaft 63, and the first engaging member 21 is sleeved rotatably on the support shaft 63. As a result, the first engaging member 21 and the second engaging member 22 selectively engage.

[0074] As shown in FIG. 1, the third engagement member 23 and the fourth engagement member 24 are aligned. The third engagement member 23 is power-connected to the electromechanical shaft of the first electromechanical machine 31. The fourth engagement member 24 is drivably connected to the differential device 51 of the first wheel end. The fourth engagement member 24 is fixedly connected to the fifth gear 45. The first output gear 52 is disposed at the input end of the differential device. The first output gear 52 engages with the sixth gear 46, and the sixth gear 46 engages with the fifth gear 45.

[0075] The third electromechanical machine 33, the second electromechanical machine 32, and the first electromechanical machine 31 are all connected to the power battery 71. The third electromechanical machine 33 is power-connected to the second wheel end. For example, the third electromechanical machine 33 and the differential device 53 of the second wheel end are power-connected. A second electromechanical gear 331 is disposed on the electromechanical shaft of the third electromechanical machine 33. The second output gear 54 is disposed at the differential device 53 of the second wheel end. The first drive gear 531 and the second drive gear 532 are disposed between the second electromechanical gear 331 for driving and the second output gear 54, and as a result, power is output. The first wheel end may be the front wheel 72, and the second wheel end may be the rear wheel 72.

[0076] The hybrid power train 100 in this example of the present disclosure has the following multiple operating modes.

[0077] Function of starting the engine 1 when the front electromechanical machine is in an unloaded state: In such a functional state, the fourth engagement member 24 and the third engagement member 23 are disengaged, and the front electromechanical machine is in a stationary state. The power battery 71 starts power supply to the front electromechanical machine. The first electromechanical machine 31 starts operating from the stationary state. Then, the first engagement member 21 engages with the third engagement member 23, and power is transmitted to the engine 1 through the first electromechanical gear 311, the third gear 43, the third engagement member 23, the first engagement member 21, and the main shaft 11 of the first engagement member 21, and the first engagement member 21 is pulled in to start ignition.

[0078] Function of starting Engine 1 when the front electric machine is in a loaded state: In such a functional state, the fourth engaging member 24 is engaged with the third engaging member 23, the power battery 71 supplies power to the first electric machine 31, and the first electric machine 31 is operating in a loaded state. The first engaging member 21 starts to engage with the third engaging member 23 through sliding friction, and power is transmitted to Engine 1 through the first engaging member 21 and the main shaft 11 of the first engaging member 21, so as to draw in Engine 1 to start ignition.

[0079] Series power generation function of Engine 1: In such a functional state, Engine 1 is in an ignition, operating, and working state, and the fourth engaging member 24 is disengaged from the third engaging member 23. The first engaging member 21 starts to engage with the third engaging member 23, and Engine 1 transmits power to the first electric machine 31 through the first engaging member 21, the main shaft 11 of the first engaging member 21, the third engaging member 23, the third gear 43, and the first electric machine gear 311. The first electric machine 31 generates power and operates to supply electrical energy to the power battery 71 or the third electric machine 33.

[0080] Parallel power generation function of Engine 1: In such a functional state, Engine 1 is in an ignition, operating, and working state, the first engaging member 21 is engaged with the third engaging member 23, the fourth engaging member 24 is engaged with the third engaging member 23, Engine 1 drives Vehicle 1000 to run, and draws in the first electric machine 31 to rotate. The first electric machine 31 changes to the generator mode, Engine 1 drives the first electric machine 31 to generate power, and supplies electrical energy to the power battery 71 or the third electric machine 33.

[0081] Function of recovering braking energy by the rear electric machine during driving: In such a functional state, the fourth engaging member 24 is disengaged from the third engaging member 23, and the first engaging member 21 is disengaged from the third engaging member 23. The vehicle 1000 transmits power to the third electric machine 33 via the rear drive shaft 74, the differential 53 at the second wheel end, and the transmission at the second wheel end. The third electric machine 33 generates power and operates to supply electrical energy to the power battery 71 or the first electric machine 31. This function is applicable to small and medium braking conditions.

[0082] Function of jointly recovering braking energy by the front and rear electric machines during driving: In such a functional state, the fourth engaging member 24 is engaged with the third engaging member 23, and the first engaging member 21 is disengaged from the third engaging member 23. The vehicle 1000 transmits power to the third electric machine 33 via the rear drive shaft 74, the differential 53 at the second wheel end, and the transmission at the second wheel end. Also, the vehicle 1000 transmits power to the first electric machine 31 via the front drive shaft 73, the differential 51 at the first wheel end, and the front transmission 3. The third electric machine 33 and the first electric machine 31 generate power and operate together to supply electrical energy to the power battery 71. This function is applicable to medium and large braking conditions.

[0083] EV front-wheel drive mode: In this mode, the third engaging member 23 is engaged with the fourth engaging member 24, and the first engaging member 21 is disengaged from the second engaging member 22. The power battery 71 supplies power to the first electric machine 31. The first electric machine 31 operates and transmits power to the wheels 72 via the first electric machine gear 311, the third gear 43, the third engaging member 23, the fourth engaging member 24, the fifth gear 45, the sixth gear 46, the first output gear 52, the differential 51 at the first wheel end, and the front drive shaft 73 to pull the entire vehicle to run.

[0084] EV Rear Wheel Drive Mode: In this mode, the fourth engagement member 24 is disengaged from the third engagement member 23, and the first engagement member 21 is disengaged from the third engagement member 23. The power battery 71 supplies power to the third electric machine 33, and the third electric machine 33 operates to transmit power to the wheels 72 via the second wheel end transmission, the second wheel end differential 53, and the rear drive shaft 74, pulling the entire vehicle to move forward.

[0085] EV Four Wheel Drive Mode 1 (Normal State): In this mode, the fourth engagement member 24 engages with the third engagement member 23, and the first engagement member 21 is disengaged from the third engagement member 23. The power battery 71 supplies power to the first electric machine 31, and the first electric machine 31 operates to transmit power to the wheels 72 via the first electric machine gear 311, the third gear 43, the third engagement member 23, the fourth engagement member 24, the fifth gear 45, the sixth gear 46, the first output gear 52, the first wheel end differential 51, and the front drive shaft 73. The power battery 71 also supplies power to the third electric machine 33, and the third electric machine 33 operates to transmit power to the wheels 72 via the second wheel end transmission, the second wheel end differential 53, and the rear drive shaft 74. The front and rear electric machines together pull the entire vehicle to move forward.

[0086] EV Four-Wheel Drive Mode 2 (Power Retention State): In this mode, the fourth engagement member 24 engages with the third engagement member 23, and the first engagement member 21 is disengaged from the third engagement member 23. The power battery 71 supplies power to the first electric machine 31, and the first electric machine 31 operates. Power is transmitted to the wheels 72 through the first electric machine gear 311, the third gear 43, the third engagement member 23, the fourth engagement member 24, the fifth gear 45, the sixth gear 46, the first output gear 52, the differential device 51 at the first wheel end, and the front drive shaft 73. The power battery 71 also supplies power to the third electric machine 33, and the third electric machine 33 operates. Power is transmitted to the wheels 72 through the transmission at the second wheel end, the differential device 53 at the second wheel end, and the rear drive shaft 74. The front electric machine and the rear electric machine together pull the entire vehicle to move forward. In addition, the engine 1 is in an operating state, and drives the second electric machine 32 to generate power through the main shaft 11, the first engagement member 21, the first gear 41, and the right clutch drive assembly of the second gear 42, and supplies electrical energy to the first electric machine 31 or the third electric machine 33, thereby reducing the discharge output of the power battery 71.

[0087] HEV Front-Wheel Drive Mode: In this mode, the engine 1 is in an ignition, operating, and working state. The fourth engagement member 24 engages with the third engagement member 23, and the first engagement member 21 engages with the third engagement member 23. The engine 1 transmits power to the wheels 72 through the first engagement member 21, the main shaft 11 of the first engagement member 21, the third engagement member 23, the fourth engagement member 24, the fifth gear 45, the sixth gear 46, the first output gear 52, the differential device 51 at the first wheel end, and the front drive shaft 73, and pulls the entire vehicle to move forward. When the power is insufficient, the power battery 71 supplies power to the first electric machine 31 to assist the engine 1 in driving the entire vehicle. When there is excess power, the first electric machine 31 generates power and supplies electrical energy to the power battery 71.

[0088] HEV Rear-wheel Drive Mode: In this mode, the engine 1 is in the ignition, operation, and activation states. The fourth engaging member 24 is disengaged from the third engaging member 23, and the first engaging member 21 engages with the third engaging member 23. The engine 1 transmits power to the first electric machine 31 via the first engaging member 21, the main shaft 11 of the first engaging member 21, the third engaging member 23, the third gear 43, and the first electromechanical gear 311. The first electric machine 31 and the second electric machine 32 operate to generate power and supply electrical energy to the third electric machine 33. The third electric machine 33 operates and transmits power to the wheel 72 via the transmission at the second wheel end, the differential device 53 at the second wheel end, and the rear drive shaft 74 to draw the entire vehicle to move forward. When power is insufficient, the power battery 71 recharges the third electric machine 33 to assist in driving the entire vehicle. When there is excess power, the first electric machine 31 supplies the excess electrical energy to the power battery 71.

[0089] HEV Four-wheel Drive Mode: In this mode, the engine 1 is in the ignition, operation, and activation states. The fourth engaging member 24 engages with the third engaging member 23, and the first engaging member 21 engages with the third engaging member 23. The engine 1 transmits power to the wheel 72 via the first engaging member 21, the main shaft 11 of the first engaging member 21, the third engaging member 23, the fourth engaging member 24, the fifth gear 45, the sixth gear 46, the first output gear 52, the differential device 51 at the first wheel end, and the front drive shaft 73 to draw the entire vehicle to move forward. In addition, the power battery 71 supplies power to the third electric machine 33. The third electric machine 33 operates and transmits power to the wheel 72 via the transmission at the second wheel end, the differential device 53 at the second wheel end, and the rear drive shaft 74 to draw the entire vehicle to move forward together. When power is insufficient, the power battery 71 supplies power to the first electric machine 31 to assist in driving the entire vehicle. When there is excess power, the first electric machine 31 generates power and supplies electrical energy to the power battery 71.

[0090] The present disclosure further discloses a vehicle 1000.

[0091] As shown in FIG. 5, the vehicle 1000 in this example of the present disclosure includes the hybrid power train 100 described in any one of the foregoing examples. The hybrid power train 100 is arranged, a combination of a plurality of electromechanical devices is arranged, and power is distributed and transmitted within the hybrid power train 100 by the clutch assembly 2 to realize different operating modes of the hybrid power train 100 and help enhance the driving function. In addition, the second electromechanical device 32 has a relatively high power generation efficiency, improved power generation performance, and improved performance of the entire vehicle.

[0092] In the description of this specification, the description of reference terms such as "embodiment", "some embodiments", "exemplary embodiment", "example", "specific example", or "some examples" means that a specific feature, structure, material, or feature described with reference to an embodiment or example is included in at least one embodiment or example of the present disclosure. In this specification, the exemplary description of the foregoing terms does not necessarily indicate the same embodiment or example. In addition, the specific features, structures, materials, or features described may be combined in any one or more embodiments or examples in a suitable manner.

[0093] Although examples of the present disclosure have been shown and described, those skilled in the art should understand that various changes, modifications, substitutions, and variations may be made to the examples without departing from the principles and spirit of the present disclosure, and the scope of the present disclosure is defined by the claims and their equivalents.

Claims

1. A first electromechanical machine (31) and an engine (1), a main shaft (11), one end of the main shaft (11) being connected to the output shaft of the engine (1), a clutch assembly (2), the other end of the main shaft (11) being selectively connected to the electromechanical shaft of the first electromechanical machine (31) via the clutch assembly (2), and the first electromechanical machine (31) being configured to selectively output power to a first wheel end via the clutch assembly (2), a second electromechanical machine (32), the second electromechanical machine (32) comprising a rotor and a stator, the rotor being configured to rotate relative to the stator, the rotor being fixedly connected to the main shaft (11), and as a result, the engine (1) being configured to drive the second electromechanical machine (32) to generate power, a power battery (71), the first electromechanical machine (31) and the second electromechanical machine (32) being connected to the power battery (71), a hybrid power train (100).

2. The clutch assembly (2) comprises a first engaging member (21) and a second engaging member (22), the first engaging member (21) being disposed on the main shaft (11), the second engaging member (22) being drivably connected to the electromechanical shaft of the first electromechanical machine (31), the first engaging member (21) and the second engaging member (22) selectively engaging, and the rotor being fastened to the first engaging member (21), the hybrid power train (100) according to Claim 1.

3. further comprising a first gear (41) and a second gear (42), the first gear (41) being connected to the first engaging member (21), the second gear (42) being connected to the rotor, and the first gear (41) engaging with the second gear (42), the hybrid power train (100) according to Claim 2.

4. Further comprising a third gear (43), the third gear (43) being drivably connected to the electromechanical shaft of the first electromechanical machine (31), and the second engaging member (22) being fixedly connected to the third gear (43). The hybrid power train (100) according to claim 2 or 3.

5. Further comprising a support shaft (63), the third gear (43) being fastened to the support shaft (63), arranged coaxially with the support shaft (63), and the first engaging member (21) being rotatably sleeved on the support shaft (63). The hybrid power train (100) according to claim 4.

6. Further comprising a housing, the clutch assembly (2) and the second electromechanical machine (32) being arranged inside the housing. The hybrid power train (100) according to any one of claims 2 to 5.

7. The first engaging member (21) is rotatably sleeved on the support shaft (63) via a first bearing (61), and the support shaft (63) is rotatably connected to the housing via a second bearing (62). The hybrid power train (100) according to claim 6.

8. The clutch assembly (2) comprises a third engaging member (23) and a fourth engaging member (24), the third engaging member (23) being drivably connected to the electromechanical shaft of the first electromechanical machine (31), the fourth engaging member (24) being drivably connected to the differential device (51) at the first wheel end, and the third engaging member (23) and the fourth engaging member (24) selectively engaging. The hybrid power train (100) according to any one of claims 2 to 7.

9. Further comprising a fifth gear (45), the fifth gear (45) being fixedly connected to the fourth engaging member (24), and the fifth gear (45) being connected to the input end of the differential device. The hybrid power train (100) according to claim 8.

10. Further comprising a fifth gear (45) and a sixth gear (46), wherein the fifth gear (45) is fixedly connected to the fourth engaging member (24), the sixth gear (46) is connected to the input end of the differential device, the fifth gear (45) engages with the sixth gear (46), and the sixth gear (46) is a reverse gear, the hybrid power train (100) according to claim 8 or 9.

11. The hybrid power train (100) according to any one of claims 8 to 10, wherein the first engaging member (21) and the third engaging member (23) are fixedly connected or integrally formed.

12. Further comprising a third electromechanical machine (33), wherein the third electromechanical machine (33) is connected to the power battery (71), and the third electromechanical machine (33) is configured to output power to a second wheel end, the hybrid power train (100) according to any one of claims 1 to 11.

13. A vehicle (1000) comprising the hybrid power train (100) according to any one of claims 1 to 12.

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