CN108058593B - Driving mechanism and automobile - Google Patents

Driving mechanism and automobile Download PDF

Info

Publication number
CN108058593B
CN108058593B CN201810026107.1A CN201810026107A CN108058593B CN 108058593 B CN108058593 B CN 108058593B CN 201810026107 A CN201810026107 A CN 201810026107A CN 108058593 B CN108058593 B CN 108058593B
Authority
CN
China
Prior art keywords
wheel
inter
differential
wheels
acquisition device
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
CN201810026107.1A
Other languages
Chinese (zh)
Other versions
CN108058593A (en
Inventor
李原
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Beijing Automotive Research Institute Co Ltd
Original Assignee
Beijing Automotive Research Institute Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Beijing Automotive Research Institute Co Ltd filed Critical Beijing Automotive Research Institute Co Ltd
Priority to CN201810026107.1A priority Critical patent/CN108058593B/en
Publication of CN108058593A publication Critical patent/CN108058593A/en
Application granted granted Critical
Publication of CN108058593B publication Critical patent/CN108058593B/en
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Images

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
    • B60K17/16—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of differential gearing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K7/00—Disposition of motor in, or adjacent to, traction wheel
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/10—Dynamic electric regenerative braking
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

Abstract

The embodiment of the invention provides a driving mechanism and an automobile, wherein the driving mechanism comprises: the device comprises an engine, a speed changer, an inter-axle differential, an inter-wheel differential, a wheel-side speed reducer and a hub motor for driving wheels to rotate or recovering braking energy; the first torque flow is transmitted to the wheels through an engine, a transmission, an inter-axle differential, an inter-wheel differential and a wheel-side speed reducer of the driving mechanism, the second torque flow is transmitted to the wheels through an in-wheel motor and the wheel-side speed reducer of the driving mechanism, and the first torque flow and/or the second torque flow are coupled on the wheels so as to control the wheels to rotate. The driving mechanism can replace a mechanical differential lock, the differential range is adjustable, the material cost is low, the system reliability is high, and the cost can be saved.

Description

Driving mechanism and automobile
Technical Field
The invention relates to the technical field of automobiles, in particular to a driving mechanism and an automobile.
Background
The high mobility off-road vehicle refers to a vehicle with a chassis with a minimum ground clearance which is higher than that of a common off-road vehicle, the wading depth is deeper than that of the common off-road vehicle, and the obstacle crossing capability of off-road running is high. The high mobility off-road vehicle is generally used in special occasions, such as field operation, military operation, rescue and relief work and the like. The existing off-road vehicle can also run or surmount the obstacle when one wheel is grounded through the differential lock. The vehicle with the differential lock has the defect that the differential range is not adjustable compared with the existing vehicle with the differential lock, and the differential lock is additionally arranged on the hybrid off-road vehicle, so that the control difficulty is high.
Disclosure of Invention
The embodiment of the invention provides a driving mechanism and an automobile, which can solve the problem that the differential range of the existing off-road vehicle is not adjustable.
In order to solve the above technical problem, according to an aspect of the embodiments of the present invention, there is provided a driving mechanism including: the device comprises an engine, a speed changer, an inter-axle differential, an inter-wheel differential, a wheel-side speed reducer and a hub motor for driving wheels to rotate or recovering braking energy;
the first end of the engine is connected with the first end of the transmission, and the second end of the transmission is connected with the first end of the inter-axle differential;
the second end of the inter-axle differential is connected with the first end of the inter-wheel differential;
the second end of the inter-wheel differential mechanism is connected with the first end of the wheel-side speed reducer;
the second end of the hub reduction gear is connected with a wheel, and the third end of the hub reduction gear is connected with the hub motor;
the first torque flow is transmitted to the wheels through an engine, a transmission, an inter-axle differential, an inter-wheel differential and a wheel-side speed reducer of the driving mechanism, the second torque flow is transmitted to the wheels through an in-wheel motor and the wheel-side speed reducer of the driving mechanism, and the first torque flow and/or the second torque flow are coupled on the wheels so as to control the wheels to rotate.
Optionally, the hub reduction gear further comprises: a planetary gear assembly;
the second end of the inter-wheel differential mechanism is connected with a planetary gear assembly through a half shaft, and the planetary gear assembly is connected with the second end of the wheel-side speed reducer through a second transmission shaft;
wherein the first torque flow is transmitted to wheels through the engine, the transmission, the inter-axle differential, the first drive shaft, the inter-wheel differential, the half axle, the planetary gear assembly, and the second drive shaft;
the second torque flow is transmitted through the in-wheel motor, planetary gear assembly, second drive shaft and wheel.
Optionally, the planetary gear assembly includes: the planet carrier, the gear ring, the sun gear and the planet gears;
the second end of the inter-wheel differential mechanism is connected with the planet carrier through a half shaft, and the planet carrier is meshed with the planet wheels;
the gear ring and the sun gear are meshed with the planet gears; the gear ring is connected with the first end of the second transmission shaft, and the second end of the second transmission shaft is connected with the second end of the hub reduction gear;
the first torque flow is transmitted to wheels through the engine, the speed changer, the inter-axle differential, the first transmission shaft, the inter-wheel differential, the half shafts, the planet carrier, the gear ring and the second transmission shaft;
and the second torque flow is transmitted to the wheel through the hub motor, the sun gear, the planet gear, the gear ring and the second transmission shaft.
Optionally, the hub reduction gear further comprises: a clutch;
the second end of the inter-wheel differential mechanism is connected with a clutch through a half shaft, and the clutch is connected with the second end of the wheel-side reducer through a second transmission shaft;
the transmission route of the first torque flow is sequentially an engine, a speed changer, an inter-axle differential, a transmission shaft, an inter-wheel differential, a half shaft, a clutch, a second transmission shaft and wheels;
the transmission route of the second torque flow is sequentially a hub motor, a clutch, a second transmission shaft and wheels.
Optionally, the driving mechanism further includes: the system comprises a whole vehicle controller, a motor controller for controlling the hub motor, an accelerator pedal signal acquisition device, a neutral position signal acquisition device, a clutch pedal signal acquisition device, a vehicle speed signal acquisition device, a steering wheel corner signal acquisition device and an electric quantity acquisition device;
the whole vehicle controller is respectively and electrically connected with the motor controller, the accelerator pedal signal acquisition device, the neutral position signal acquisition device, the clutch pedal signal acquisition device, the vehicle speed signal acquisition device, the steering wheel corner signal acquisition device and the electric quantity acquisition device.
According to another aspect of an embodiment of the present invention, there is also provided an automobile including: a drive mechanism as described above.
Optionally, the automobile further comprises: a belt drives a starter generator BSG, the BSG being coupled to a second end of the engine.
Optionally, the number of in-wheel motors in the driving mechanism is two or four.
Optionally, the in-wheel motor is mounted on a chassis of the automobile.
Optionally, the automobile is a pure electric automobile, a hybrid electric automobile or a fuel oil automobile.
The embodiment of the invention has the following beneficial effects:
in the embodiment of the invention, the differential lock is replaced by the hub motor, and when one side of the wheel slides, the hub motor loads reverse moment, so that the effect of the differential lock can be achieved, namely, the driving mechanism can replace a mechanical differential lock, the differential range is adjustable, the material cost is low, the system reliability is high, and the cost can be saved. The driving mechanism combines with the whole vehicle control strategy, and only the needed wheel end is involved in differential control, and the differential lock can be more effective by different control strategies.
Further, the hub motor of the driving mechanism drives the wheels through the wheel edge speed reducer, so that pure electric driving, hybrid driving or power generation of the wheel anti-dragging hub motor can be realized, and the problem that braking energy is difficult to recover in a mechanical differential lock can be solved. Meanwhile, the wheel-side speed reducer can also receive the half-shaft drive of the inter-wheel differential mechanism, and can realize pure mechanical drive and hybrid drive working together with a motor, so that the problem of high oil consumption is solved, and meanwhile, the driving force is increased, namely, the off-road capability is stronger. The driving mechanism adopts double-end parallel input to the wheel-side speed reducer, improves the reliability of the system, and particularly meets the military requirements.
Drawings
Fig. 1 is a schematic structural diagram of a driving mechanism according to an embodiment of the present invention;
FIG. 2 is a schematic diagram of another driving mechanism according to an embodiment of the present invention;
fig. 3 is a schematic structural diagram of another driving mechanism according to an embodiment of the present invention.
Description of the embodiments
In order to make the technical problems, technical solutions and advantages to be solved more apparent, the following detailed description will be given with reference to the accompanying drawings and specific embodiments.
The terms first, second and the like in the description and in the claims, are used for distinguishing between similar elements and not necessarily for describing a particular sequential or chronological order. It is to be understood that the data so used may be interchanged where appropriate such that the embodiments of the invention described herein may be implemented, for example, in sequences other than those illustrated or otherwise described herein.
Fig. 1 is a schematic structural diagram of a driving mechanism according to an embodiment of the present invention, referring to fig. 1, the driving mechanism includes: an engine 1, a transmission 2, an inter-axle differential 3, an inter-wheel differential 4, a hub reduction 5, and an in-wheel motor 6 for driving wheels to rotate or recovering braking energy. Wherein, the liquid crystal display device comprises a liquid crystal display device,
a first end of the engine 1 is connected with a first end of the transmission 2, and a second end of the transmission 2 is connected with a first end of the inter-axle differential 3; the second end of the inter-axle differential 3 is connected with the first end of the inter-wheel differential 4; the second end of the inter-wheel differential 4 is connected with the first end of the wheel-side reducer 5; the second end of the wheel edge speed reducer 5 is connected with a wheel, and the third end of the wheel edge speed reducer 5 is connected with the wheel hub motor 6.
The first torque flow is transmitted to the wheels through the engine 1, the speed changer 2, the inter-axle differential 3, the inter-wheel differential 4 and the wheel edge speed reducer 5 of the driving mechanism, the second torque flow is transmitted to the wheels through the hub motor 6 and the wheel edge speed reducer 5 of the driving mechanism, and the first torque flow and/or the second torque flow are coupled on the wheels so as to control the wheels to rotate.
The number of in-wheel motors 6 in the driving mechanism is at least two, and is not limited to this.
In the embodiment of the invention, the wheel hub motor 6 is used for replacing the differential lock, when one side of the wheel slides, the wheel hub motor 6 loads reverse moment, so that the effect of the differential lock can be achieved, namely, the driving mechanism can replace a mechanical differential lock, the differential range is adjustable, the material cost is low, the system reliability is high, and the cost can be saved. The driving mechanism combines with the whole vehicle control strategy, and only the needed wheel end is involved in differential control, and the differential lock can be more effective by different control strategies.
Meanwhile, in the embodiment of the invention, the wheel is driven by the hub motor 6 of the driving mechanism through the wheel edge speed reducer 5, so that pure electric driving, hybrid driving or power generation of the wheel anti-dragging hub motor 6 can be realized to realize the recovery of braking energy, and the problem that the braking energy is difficult to recover in a mechanical differential lock can be solved. Meanwhile, the wheel-side speed reducer 5 can also receive the half-shaft drive of the inter-wheel differential mechanism 4, and can realize pure mechanical drive and hybrid drive which works together with a motor, so that the problem of high oil consumption is solved, and meanwhile, the driving force is increased, namely, the off-road capability is stronger. The driving mechanism adopts double-end parallel input to the wheel-side reducer 5, improves the reliability of the system, and particularly meets the military requirements.
When a larger driving torque is required, a planetary gear or a clutch can be added on the basis of the driving mechanism. The hub motor 6 is started, the torque can be increased through the hub reduction gear 5, and the second torque flow is transmitted to the wheels through the planetary gear or the clutch, so that the control is more agile and effective and the driving efficiency is higher because the drive is directly intervened at the wheel ends.
For this reason, on the basis of the above-described embodiment, the embodiment of the present invention also provides another driving mechanism, and the situation shown in fig. 2 is a schematic diagram of the constitution in which a planetary gear assembly is added to the driving mechanism. Referring to fig. 2, the hub reduction gear further includes: a planetary gear assembly 7. Wherein, the second end of the inter-wheel differential 4 is connected with a planetary gear assembly 7 through a half shaft, and the planetary gear assembly 7 is connected with the second end of the wheel-side reducer 5 through a second transmission shaft 8.
In the embodiment of the invention, the first torque flow is transmitted to wheels through the engine 1, the transmission 2, the inter-axle differential 3, the first transmission shaft, the inter-wheel differential 4, the half shafts, the planetary gear assembly 7 and the second transmission shaft 8; the second torque flow is transmitted to the wheel through the hub motor 6, the planetary gear assembly 7, and the second drive shaft 8.
In the embodiment of the invention, the hub motor 6 is connected with the hub reduction gear 5 through a planetary gear assembly 7. The drive of the wheel-side reducer 5 is transmitted through a planetary gear assembly 7, one drive of the wheel-side reducer 5 coming from the in-wheel motor and the other drive coming from the output half shaft of the drive axle. I.e. the drive of the wheels 9 is driven by the output half shaft of the drive axle, and the drive of the hub motor 6 is combined in the planetary gear assembly 7 to form a hybrid drive.
With continued reference to fig. 2, optionally the planetary gear assembly 7 comprises: a planet carrier 71, a ring gear 72, a sun gear 73 and planet gears 74. The second end of the inter-wheel differential 4 is connected to the planet carrier 71 via a half shaft, the planet carrier 71 also being in mesh with the planet wheels 74; the ring gear 72 and the sun gear 73 are in mesh with the planet gears 74; the gear ring 72 is connected to a first end of the second transmission shaft 8, and a second end of the second transmission shaft 8 is connected to a second end of the hub reduction gear. Fig. 3 shows a driving mechanism with a motor added to form a hybrid driving. Wherein the structure of the speed reducer is a clutch-free form consisting of planetary gears.
Wherein the first torque flow is transmitted to wheels 9 through the engine 1, transmission 2, inter-axle differential 3, first drive shaft, inter-wheel differential 4, half shafts, planet carrier 71, ring gear 72, second drive shaft 8; the second torque flow is transmitted to the wheels 9 via the hub motor 6, the sun gear 73, the planet gears 74, the ring gear 72, the second drive shaft 8.
On the basis of the above embodiment, the embodiment of the present invention further provides a driving mechanism, and the wheel-side reducer further includes: a clutch; the second end of the inter-wheel differential 4 is connected with a clutch through a half shaft, and the clutch is connected with the second end of the wheel-side reducer 5 through a second transmission shaft 8.
The transmission route of the first torque flow is sequentially an engine 1, a speed changer 2, an inter-axle differential 3, a transmission shaft, an inter-wheel differential 4, a half shaft, a clutch, a second transmission shaft 8 and wheels 9; the transmission route of the second torque flow is sequentially an in-wheel motor 6, a clutch, a second transmission shaft 8 and wheels 9.
On the basis of the above embodiments, the embodiment of the present invention further provides a further driving mechanism, which further includes: the device comprises a whole vehicle controller, a motor controller for controlling the hub motor 6, an accelerator pedal signal acquisition device, a neutral position signal acquisition device, a clutch pedal signal acquisition device, a vehicle speed signal acquisition device, a steering wheel corner signal acquisition device and an electric quantity acquisition device.
The whole vehicle controller is respectively and electrically connected with the motor controller, the accelerator pedal signal acquisition device, the neutral position signal acquisition device, the clutch pedal signal acquisition device, the vehicle speed signal acquisition device, the steering wheel corner signal acquisition device and the electric quantity acquisition device.
In the embodiment of the invention, the whole vehicle controller is used for sending control signals to the motor controller according to signals acquired by the accelerator pedal signal acquisition device, the neutral position signal acquisition device, the clutch pedal signal acquisition device, the vehicle speed signal acquisition device, the steering wheel corner signal acquisition device and/or the electric quantity acquisition device; the motor controller controls the in-wheel motor 6 according to the control signal.
The embodiment of the invention also provides an automobile, which comprises: a drive mechanism as described above. The vehicle may be a pure electric vehicle, a hybrid electric vehicle or a fuel vehicle, but is not limited thereto.
When the automobile is in a normal running state and the differential lock is not started, the transmission route of the first torque flow (driving force of the wheels 9) is as follows in sequence: the engine 1, the transmission 2, the inter-axle differential 3, the propeller shaft, the inter-wheel differential 4, the half shafts, the carrier 71, the ring gear 72, the second propeller shaft 8, the wheel-side reducer 5, and the wheels 9. Meanwhile, the vehicle-mounted high-capacity high-voltage battery supplies power, the vehicle-mounted high-capacity high-voltage battery is connected to 4 hub motors 6 through high-voltage cables, and the hub motors 6 generate torque. The transmission route of the second torque flow (hub motor torque transmission) is as follows in sequence: the motor, the sun gear 73, the planet gears 74, the gear ring 72, the second transmission shaft 8, the hub reduction gear 5 and the wheels 9. These two moments are coupled on the wheels 9, which jointly drive the vehicle forward or backward.
In the embodiment of the invention, when the automobile is in a slip running state and the differential lock is not started, a slip condition occurs, namely when the left wheel, the right wheel, the front wheel and the rear wheel do not drive according to the steering wheel angle, the corresponding motors generate reactive torque to simulate the ground attachment force, so that the non-slip wheels 9 have higher torque to drive the automobile.
In the embodiment of the present invention, the inter-wheel differential 4 includes: a first inter-wheel differential and a second inter-wheel differential, the second end of the inter-axle differential 3 being connected to the first end of the first inter-wheel differential; the third end of the inter-axle differential 3 is connected to the first end of the second inter-wheel differential.
The hub reduction gear 5 includes: the first wheel-side speed reducer, the second wheel-side speed reducer, the third wheel-side speed reducer and the fourth wheel-side speed reducer; the first end of the first wheel-side speed reducer and the first end of the second wheel-side speed reducer are respectively connected with the second end and the third end of the first inter-wheel differential, and the first end of the third wheel-side speed reducer and the first end of the fourth wheel-side speed reducer are respectively connected with the second end and the third end of the second inter-wheel differential;
the number of in-wheel motors 6 is at least 2, and the in-wheel motor 6 includes: the first hub motor, the second hub motor, the third hub motor and the fourth hub motor; the first hub motor is connected with the third end of the first wheel-side speed reducer, the second hub motor is connected with the third end of the second wheel-side speed reducer, the third hub motor is connected with the third end of the third wheel-side speed reducer, and the fourth hub motor is connected with the third end of the fourth wheel-side speed reducer. In the embodiment of the invention, the automobile adopts 4 hub motors, so that the off-road performance of the whole automobile is greatly improved.
It should be noted that the number of the hub motors may be two or four, and the number of the hub motors is not particularly limited in the embodiment of the present invention.
Alternatively, the in-wheel motor 6 may be mounted on the chassis of the vehicle, so that the unsprung mass of the suspension is not increased, and the overall vehicle performance is not affected.
In the embodiment of the invention, four wheel ends can be respectively provided with four wheel hub motors 6, and the algorithm of three differential locks can be replaced. It should be noted that the embodiment of the present invention is not limited to the above case, and the 4 wheel ends may also use two hub motors 6, respectively, instead of the algorithm of two differential locks.
The wheel 9 includes: a first wheel, a second wheel, a third wheel, and a fourth wheel; the first wheel with the second end of first wheel limit reduction gear links to each other, the second wheel with the second end of second wheel limit reduction gear links to each other, the third wheel with the second end of third wheel limit reduction gear links to each other, the fourth wheel with the second end of fourth wheel limit reduction gear links to each other.
In an embodiment of the present invention, the automobile further includes: a belt driven starter generator (Belt Driven Starter Generator, BSG) 10, the BSG10 being connected to a second end of the engine.
The hub motor 6 is mounted to each of four wheels 9 of the automobile. The motor drives the wheels 9 through the speed reducer, so that pure electric drive and hybrid drive can be realized, or the wheels 9 reversely drag the motor to generate electricity to realize recovery of braking energy. The wheel-side speed reducer 5 is driven by a half shaft connected with the differential mechanism, so that pure mechanical driving and hybrid driving which works together with a motor can be realized.
The automobile can be an off-road automobile, can realize pure electric drive (4-wheel or 2-wheel drive) in urban driving, and is driven by the engine 1 or hybrid drive in off-road, so that the requirements of fuel saving, emission reduction and high off-road performance are met.
Most importantly, the characteristics of the internal combustion engine are low and unstable in torque output at low speeds, and the off-road vehicle just needs to have large torque at low speeds to get rid of the problem. The driving characteristic of the hub motor 6 just meets the requirement of the off-road vehicle, and the torque control is more accurate.
The automobile can realize the function of the differential lock under the condition that the whole automobile is not provided with the differential lock. The automobile can be a four-drive, two-drive and multi-drive architecture. The automobile can be a manual gear transmission and an automatic gear transmission, and the driving mechanism can realize differential lock on pure electric driving, internal combustion engine driving and oil-electricity hybrid driving.
While the foregoing is directed to the preferred embodiments of the present invention, it will be appreciated by those skilled in the art that various modifications and adaptations can be made without departing from the principles of the present invention, and such modifications and adaptations are intended to be comprehended within the scope of the present invention.

Claims (9)

1. A drive mechanism, comprising: the device comprises an engine, a speed changer, an inter-axle differential, an inter-wheel differential, a wheel-side speed reducer and a hub motor for driving wheels to rotate or recovering braking energy;
the first end of the engine is connected with the first end of the transmission, and the second end of the transmission is connected with the first end of the inter-axle differential;
the second end of the inter-axle differential is connected with the first end of the inter-wheel differential;
the second end of the inter-wheel differential mechanism is connected with the first end of the wheel-side speed reducer;
the second end of the hub reduction gear is connected with a wheel, and the third end of the hub reduction gear is connected with the hub motor;
transmitting a first torque flow to wheels through an engine, a transmission, an inter-axle differential, an inter-wheel differential and a wheel-side speed reducer of the driving mechanism, transmitting a second torque flow to the wheels through an in-wheel motor and the wheel-side speed reducer of the driving mechanism, and coupling the first torque flow and/or the second torque flow on the wheels so as to control the wheels to rotate;
when the wheels have slip conditions, the slip conditions occur; the hub motor generates counter moment to simulate the ground adhesion force so that the wheel has higher torque to drive the vehicle.
2. The drive mechanism of claim 1, wherein the wheel-side reducer further comprises: a planetary gear assembly;
the second end of the inter-wheel differential mechanism is connected with a planetary gear assembly through a half shaft, and the planetary gear assembly is connected with the second end of the wheel-side speed reducer through a second transmission shaft;
wherein the first torque flow is transmitted to wheels through the engine, the transmission, the inter-axle differential, the first drive shaft, the inter-wheel differential, the half axle, the planetary gear assembly, and the second drive shaft;
the second torque flow is transmitted through the in-wheel motor, planetary gear assembly, second drive shaft and wheel.
3. The drive mechanism of claim 2, wherein the planetary gear assembly comprises: the planet carrier, the gear ring, the sun gear and the planet gears;
the second end of the inter-wheel differential mechanism is connected with the planet carrier through a half shaft, and the planet carrier is meshed with the planet wheels;
the gear ring and the sun gear are meshed with the planet gears; the gear ring is connected with the first end of the second transmission shaft, and the second end of the second transmission shaft is connected with the second end of the hub reduction gear;
the first torque flow is transmitted to wheels through the engine, the speed changer, the inter-axle differential, the first transmission shaft, the inter-wheel differential, the half shafts, the planet carrier, the gear ring and the second transmission shaft;
and the second torque flow is transmitted to the wheel through the hub motor, the sun gear, the planet gear, the gear ring, the second transmission shaft.
4. The drive mechanism of claim 1, wherein the wheel-side reducer further comprises: a clutch;
the second end of the inter-wheel differential mechanism is connected with a clutch through a half shaft, and the clutch is connected with the second end of the wheel-side reducer through a second transmission shaft;
the transmission route of the first torque flow is sequentially an engine, a speed changer, an inter-axle differential, a transmission shaft, an inter-wheel differential, a half shaft, a clutch, a second transmission shaft and wheels;
the transmission route of the second torque flow is sequentially a hub motor, a clutch, a second transmission shaft and wheels.
5. The drive mechanism of claim 1, further comprising: the system comprises a whole vehicle controller, a motor controller for controlling the hub motor, an accelerator pedal signal acquisition device, a neutral position signal acquisition device, a clutch pedal signal acquisition device, a vehicle speed signal acquisition device, a steering wheel corner signal acquisition device and an electric quantity acquisition device;
the whole vehicle controller is respectively and electrically connected with the motor controller, the accelerator pedal signal acquisition device, the neutral position signal acquisition device, the clutch pedal signal acquisition device, the vehicle speed signal acquisition device, the steering wheel corner signal acquisition device and the electric quantity acquisition device.
6. An automobile, comprising: a drive mechanism as claimed in any one of claims 1 to 5.
7. The automobile of claim 6, further comprising: a belt drives a starter generator BSG, the BSG being coupled to a second end of the engine.
8. The automobile of claim 6, wherein the number of in-wheel motors in the drive mechanism is two or four.
9. The automobile of claim 6, wherein the in-wheel motor is mounted on a chassis of the automobile.
CN201810026107.1A 2018-01-11 2018-01-11 Driving mechanism and automobile Active CN108058593B (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN201810026107.1A CN108058593B (en) 2018-01-11 2018-01-11 Driving mechanism and automobile

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CN201810026107.1A CN108058593B (en) 2018-01-11 2018-01-11 Driving mechanism and automobile

Publications (2)

Publication Number Publication Date
CN108058593A CN108058593A (en) 2018-05-22
CN108058593B true CN108058593B (en) 2023-06-23

Family

ID=62141485

Family Applications (1)

Application Number Title Priority Date Filing Date
CN201810026107.1A Active CN108058593B (en) 2018-01-11 2018-01-11 Driving mechanism and automobile

Country Status (1)

Country Link
CN (1) CN108058593B (en)

Families Citing this family (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPWO2021192661A1 (en) * 2020-03-25 2021-09-30
CN112660105A (en) * 2020-12-30 2021-04-16 东风德纳车桥有限公司 Hybrid power drive axle, control method and device thereof and automobile
CN112918189A (en) * 2021-04-02 2021-06-08 山东蓬翔汽车有限公司 Coaxial electric drive axle with differential lock
CN114393990A (en) * 2021-12-21 2022-04-26 徐州博汇世通重工机械有限责任公司 Double-motor-driven wheel type chassis
CN115158512A (en) * 2022-06-23 2022-10-11 浙江骑客机器人科技有限公司 Electric vehicle and control method thereof
CN116638950A (en) * 2023-06-15 2023-08-25 中国第一汽车股份有限公司 Four-drive force system, vehicle, and control method for vehicle

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US7270203B2 (en) * 2004-02-09 2007-09-18 Ut-Battelle, Llc Electric machine for hybrid motor vehicle
DE102013206935B4 (en) * 2013-04-17 2021-08-05 Robert Bosch Gmbh Switchable multi-speed transmission for an electrically operated two-wheeler and two-wheeler
CN104354584B (en) * 2014-11-03 2017-06-20 北京汽车研究总院有限公司 A kind of method for adjusting vehicle traction mode, device and vehicle
CN205022575U (en) * 2015-09-09 2016-02-10 北京汽车研究总院有限公司 Car moment of torsion vector distribution system and car
CN207825938U (en) * 2018-01-11 2018-09-07 北京汽车研究总院有限公司 A kind of driving mechanism and automobile

Also Published As

Publication number Publication date
CN108058593A (en) 2018-05-22

Similar Documents

Publication Publication Date Title
CN108058593B (en) Driving mechanism and automobile
US11460096B2 (en) Single electric motor drive axle with multiple ratios
CA2810945C (en) Powertrain system for hybrid vehicles having multiple modes of operation
CA2810942C (en) Integrated electro-mechanical powertrain system for hybrid vehicles
CN108248367B (en) Power system of hybrid electric vehicle
US20180022198A1 (en) Hybrid automotive powertrain system and method of operating same
CN207825938U (en) A kind of driving mechanism and automobile
CN210234641U (en) Electric drive transmission device for vehicle power system
CN111152650A (en) Hybrid axle drive with torque vectoring
WO2022041545A1 (en) Three-gear parallel-shaft dual-motor three-planetary gear set hybrid power system
CN203766478U (en) Hybrid power system and automobile with hybrid power system
CN115416473A (en) Multi-shaft driving hybrid power system and vehicle
CN209888642U (en) Multi-shaft hybrid power vehicle driving system
CN210027018U (en) Electro-hydraulic coupling distributed driving system of military off-road vehicle
CN112319208A (en) Hybrid power driving system and vehicle
CN210161896U (en) Hybrid power system and vehicle with same
CN214001310U (en) Vehicle hybrid power transmission system
CN218519529U (en) Multi-shaft driving hybrid power system and vehicle
CN218702669U (en) Single-motor-driven bridge system with parallel shafts
CN220009444U (en) Double-planet-row series-parallel hybrid power system and automobile
CN218858156U (en) Transmission and vehicle
CN203766512U (en) Hybrid power system and automobile using same
CN219856811U (en) Three-speed integrated electric drive axle assembly
CN215284357U (en) Two-gear hybrid power coupling mechanism and control system
US20230150356A1 (en) An electric powertrain for a vehicle

Legal Events

Date Code Title Description
PB01 Publication
PB01 Publication
SE01 Entry into force of request for substantive examination
SE01 Entry into force of request for substantive examination
GR01 Patent grant
GR01 Patent grant