CN219969392U - Power system of vehicle and vehicle - Google Patents

Abstract

The utility model discloses a power system of a vehicle and the vehicle, wherein the power system comprises: an engine longitudinally arranged; the first motor is longitudinally arranged; a second motor; a clutch disposed between the engine and the first motor to selectively engage the engine and the first motor; the first differential mechanism is in transmission connection with the first motor; and the second differential mechanism is in transmission connection with the second motor. Therefore, according to the power system of the vehicle, disclosed by the embodiment of the utility model, the power distribution of the driving system of the double-motor power assembly is optimized on the basis of the original scheme, and the structural simplification of the front axle power system is realized by rearing the driving motor originally arranged on the front axle, so that the space arrangement of a front cabin is key; the two-drive to four-drive change brings more diversified driving modes, stronger passing capacity and lower energy consumption, and can bring positive influence on resource conservation and environment protection.

Description

Power system of vehicle and vehicle

Technical Field

The utility model relates to the technical field of vehicles, in particular to a power system of a vehicle and the vehicle.

Background

Along with the development of new energy automobiles, pure electric automobiles and hybrid automobiles are appeared in the current market, and the hybrid automobiles mainly take two-drive hybrid operation, namely, an engine and a motor are respectively arranged at a front axle and jointly drive with a front differential mechanism in the front axle. Although the dynamic performance of the two-drive hybrid electric vehicle is strong, the two-drive hybrid electric vehicle can not be well adapted to some poor road conditions, and the control stability of the two-drive hybrid electric vehicle is poor, so that the driving experience of a user is greatly influenced.

Disclosure of Invention

The present utility model aims to solve at least one of the technical problems existing in the prior art. Therefore, an object of the present utility model is to provide a power system of a vehicle that can realize a four-drive hybrid mode, so that drivability of the vehicle can be improved.

The utility model further proposes a vehicle.

The power system of the vehicle according to the present utility model includes: an engine, the engine being longitudinally disposed; the first motor is longitudinally arranged; a second motor; a clutch disposed between the engine and the first motor to selectively engage the engine and the first motor; the first differential mechanism is in transmission connection with the first motor; and the second differential mechanism is in transmission connection with the second motor.

Therefore, according to the power system of the vehicle, disclosed by the embodiment of the utility model, the power distribution of the driving system of the double-motor power assembly is optimized on the basis of the original scheme, and the structural simplification of the front axle power system is realized by rearing the driving motor originally arranged on the front axle, so that the space arrangement of a front cabin is key; meanwhile, the second motor is arranged at the rear part, so that the change from two drives to four drives is realized, the balance of the front axle load and the rear axle load of the whole vehicle is favorably realized, and the transmission efficiency of the power system and the power performance of the whole vehicle are greatly improved; in addition, the two-drive to four-drive change brings more diversified driving modes, stronger passing capacity and lower energy consumption, and can bring positive influence on resource conservation and environment protection.

In some examples of the utility model, the first electric machine is located longitudinally between the engine and the first differential.

In some examples of the utility model, the axes of the engine, the first electric machine, and the clutch are collinear.

In some examples of the utility model, a mounting cavity is formed within the first motor, and the clutch is integrated within the mounting cavity.

In some examples of the utility model, the clutch includes: the input end is connected with the engine, first motor includes: the stator and the rotor, the rotor set up in the stator and be formed with the installation cavity, the output set up in the installation cavity and with the rotor is connected, the output with first differential mechanism is connected.

In some examples of the utility model, the power system of the vehicle further includes: and one end of the transmission is connected with the first motor, and the other end of the transmission is connected with the first differential mechanism.

In some examples of the utility model, the transmission includes: the device comprises an input shaft, an intermediate shaft and an output shaft, wherein a first transmission gear is fixed on the input shaft, a second transmission gear and a third transmission gear are fixed on the intermediate shaft, a fourth transmission gear is fixed on the output shaft, the first transmission gear is meshed with the second transmission gear, and the third transmission gear is meshed with the fourth transmission gear.

In some examples of the utility model, the first electric machine is one of a motor and a motor generator; and/or the second electric machine is one of an electric motor and a motor generator.

In some examples of the utility model, the first differential is a front differential and the second differential is a rear differential.

The vehicle according to the present utility model includes: the power system of the vehicle.

Additional aspects and advantages of the utility model will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the utility model.

Drawings

The foregoing and/or additional aspects and advantages of the utility model will become apparent and may be better understood from the following description of embodiments taken in conjunction with the accompanying drawings in which:

FIG. 1 is a schematic layout of a powertrain of a vehicle according to one embodiment of the present utility model;

fig. 2 is a schematic layout of a power system of a vehicle according to another embodiment of the present utility model.

Reference numerals:

1. a power system;

2. an engine; 3. a first motor; 31. a stator; 32. a rotor; 33. a mounting cavity; 4. a second motor; 5. a clutch; 51. an input end; 52. an output end; 6. a transmission; 61. an input shaft; 62. an intermediate shaft; 63. an output shaft; 64. a first transmission gear; 65. a second transmission gear; 66. a third transmission gear; 67. a fourth transmission gear; 7. a first differential; 8. a second differential; 9. and a power battery.

Detailed Description

Embodiments of the present utility model will be described in detail below, by way of example with reference to the accompanying drawings.

A power system 1 of a vehicle according to an embodiment of the utility model is described below with reference to fig. 1-2.

As shown in fig. 1 and 2, a power system 1 of a vehicle according to an embodiment of the present utility model may include: the engine 2, the first motor 3, the second motor 4, the clutch 5, the first differential 7 and the second differential 8, the engine 2 is longitudinally arranged, the first motor 3 is longitudinally arranged, the clutch 5 is arranged between the engine 2 and the first motor 3 to selectively connect the engine 2 and the first motor 3, the first differential 7 is in transmission connection with the first motor 3, and the second differential 8 is in transmission connection with the second motor 4.

It is understood that the longitudinal arrangement of the engine 2 and the first electric machine 3 means that the axes of the engine 2 and the first electric machine 3 extend in the longitudinal direction, that is, in the front-rear direction, and that the conventional engine and the first electric machine generally employ a transverse arrangement, that is, the axes extend in the left-right direction, and the present utility model changes the arrangement direction of the engine 2 and the first electric machine 3, so that the longitudinal space on the front side of the vehicle can be better utilized, and the change in the power transmission direction can be reduced, which can be advantageous for the arrangement of the power system 1 portion.

The clutch 5 can control the power of the engine 2 and the first motor 3, when the clutch 5 is disconnected, the engine 2 cannot output power to the first differential 7, when the clutch 5 is connected, the engine 2 can independently output power to the first differential 7 or can output power in parallel with the first motor 3, and the second motor 4 can directly output power to the second differential 8, so that the driving modes of the power system 1 can be enriched, the vehicle can realize the switching of modes such as multiple modes, the vehicle can adapt to different road conditions through the switching mode, and the driving performance of the vehicle can be improved.

The power source corresponding to the first differential mechanism 7 is only the engine 2 and the first motor 3, and the power source corresponding to the second differential mechanism 8 is only the second motor 4, so that a four-wheel drive mode of common driving of the engine 2 and the double motors can be realized, the power source of a vehicle can be reduced, the power system 1 of the vehicle is better simplified, and the realization of the four-wheel drive mode of the power system 1 can be ensured.

Therefore, according to the power system 1 of the vehicle, the power distribution of the driving system of the double-motor power assembly is optimized on the basis of the original scheme, and the structural simplification of the front axle power system 1 is realized by rearing the second motor 4 originally arranged on the front axle, so that the space arrangement of the front cabin is key; meanwhile, the rear-mounted second motor 4 realizes the change from two drives to four drives, has a beneficial effect on the balance of the front axle load and the rear axle load of the whole vehicle, and greatly improves the transmission efficiency of the power system 1 and the power performance of the whole vehicle; in addition, the two-drive to four-drive change brings more diversified driving modes, stronger passing capacity and lower energy consumption, and can bring positive influence on resource conservation and environment protection.

According to an alternative embodiment of the utility model, as shown in fig. 1 and 2, the first electric machine 3 is located between the engine 2 and the first differential 7 in the longitudinal direction. That is, the engine 2 is located at the front side of the first motor 3, and the first motor 3 is located at the front side of the first differential 7, so that the space in front of the first differential 7 can be reasonably utilized in a sequential arrangement manner, and the transmission stability is better.

Alternatively, as shown in fig. 1 and 2, the axes of the engine 2, the first electric machine 3 and the clutch 5 are collinear. By arranging the three in line, the arrangement of the power system 1 can be made simpler, the connection of the engine 2, the first motor 3 and the clutch 5 can be facilitated, and the problem of adding an intermediate transmission mechanism caused by non-in line can be reduced, and the structure of the power system 1 can be further simplified.

In addition, as shown in fig. 1, an installation cavity 33 is formed in the first motor 3, and the clutch 5 is integrated in the installation cavity 33, so that the installation cavity 33 can provide an installation place for the clutch 5, and the installation cavity 33 can limit the clutch 5, so that the clutch 5 is connected with the first motor 3 conveniently, and switching of different modes of a vehicle is facilitated.

Further, as shown in fig. 1, the clutch 5 includes: an input 51 and an output 52, the input 51 being connected to the engine 2, the first electric machine 3 comprising: the stator 31 and the rotor 32, the rotor 32 is arranged in the stator 31 and is formed with a mounting cavity 33, the output end 52 is arranged in the mounting cavity 33 and is connected with the rotor 32, and the output end 52 is connected with the first differential 7. It will be appreciated that the input 51 is located close to the engine 2 so that the input 51 can be connected to the engine 2, and that the stator 31 and the rotor 32 form the main structure of the first electric machine 3, that the rotor 32 is located in the stator 31 so that the mounting cavity 33 is formed in the stator 31, that the output 52 is located in the mounting cavity 33 so that the mounting cavity 33 provides a mounting location for the output 52, and that the output 52 is connected to the rotor 32 so that the engine 2, the clutch 5 and the first electric machine 3 can be connected, and that the output 52 is also connected to the first differential 7 so that the clutch 5 can be connected to the first differential 7, so that the arrangement allows the engine 2 to be selectively connected to the first electric machine 3 so that different modes of the vehicle can be selected according to different driving situations. The clutch 5 thus provided can be reduced in longitudinal dimension by being integrated in the first electric motor 3, and can further improve the structural compactness and integration of the power system 1.

According to an embodiment of the present utility model, as shown in fig. 2, the power system 1 of the vehicle may further include: the transmission 6, one end of the transmission 6 is connected to the first motor 3, and the other end of the transmission 6 is connected to the first differential 7. The transmission 6 has a speed change adjusting function, and by arranging the transmission 6 between the first motor 3 and the first differential 7, the adjustment of the power output by the engine 2 and the first motor 3 can be facilitated, so that the power output stability of the power system 1 can be improved.

Specifically, as shown in fig. 2, the transmission 6 includes: the input shaft 61, the intermediate shaft 62 and the output shaft 63, the first transmission gear 64 is fixed on the input shaft 61, the second transmission gear 65 and the third transmission gear 66 are fixed on the intermediate shaft 62, the fourth transmission gear 67 is fixed on the output shaft 63, the first transmission gear 64 is meshed with the second transmission gear 65, and the third transmission gear 66 is meshed with the fourth transmission gear 67. The first transmission gear 64 and the second transmission gear 65 constitute one set of reduction gear sets, and the third transmission gear 66 and the fourth transmission gear 67 constitute another set of reduction gear sets, and by two-stage reduction, the output of the power system 1 can be made smoother.

According to some embodiments of the present utility model, the power system 1 of the vehicle may further include: the power battery 9, the power battery 9 is connected with the first motor 3 and the second motor 4 electricity respectively. That is, the power battery 9 is located between the first motor 3 and the second motor 4, so that the power battery 9 can supply electric power to the first motor 3 and the second motor 4, so that the power battery 9 can supply power to the vehicle or recover electric power. For example, when the vehicle is braked, the second motor 4 recovers electric energy, and the recovered electric energy is supplied to the power battery 9, thereby realizing a regenerative braking mode.

In particular, the second electric machine 4 is integrated on the second differential 8. The motor shaft of the second motor 4 is provided with an output gear, the output gear is meshed with the gear ring of the second differential mechanism 8, so that power transmission between the second motor 4 and the second differential mechanism 8 can be ensured, moreover, the axis of the second motor 4 is collinear with the axis of the second differential mechanism 8, the second motor 4 can reasonably utilize the axial side space of the second differential mechanism 8, the second motor 4 can be reasonably arranged, the second motor 4 and the second differential mechanism 8 can share a shell, namely, one of the second motor 4 and the second differential mechanism 8 is improved to cover the other one, so that the design of the shell can be simplified, and the integration level of the second motor 4 and the second differential mechanism 8 can be further improved. Alternatively, the axis of the second electric machine 4 is parallel to the axis of the second differential 8. The arrangement mode of the integrated rear axle is adopted, so that the influence on the rear space of the vehicle caused by the rear position of the second motor 4 is reduced, and the dynamic performance of the vehicle is greatly improved while the influence on the inner space of the whole vehicle is reduced.

Alternatively, as shown in fig. 1, the first electric machine 3 is one of a motor and a motor generator, and the second electric machine 4 is one of a motor and a motor generator. For example, the first motor 3 is a motor, the second motor 4 is a motor generator, and the first motor 3 is located at the front end of the second motor 4, so that it is possible to switch different modes of the vehicle and to improve drivability of the vehicle. As another example, the first motor 3 and the second motor 4 may each be a motor generator.

In addition, as shown in fig. 1, the first differential 7 is a front differential, and the second differential 8 is a rear differential, so that when the vehicle is driven in two, the hybrid two-drive of the front axle can be selected, and the pure direct-drive of the rear axle can also be selected, so that different two-drive modes can be realized, the driving modes of the vehicle can be better enriched, and the overall change of the vehicle can be reduced by arranging the engine 2 and the first motor 3 on the front side of the vehicle.

The following describes in detail the respective modes of the power system 1 of the vehicle according to the embodiment of the present utility model, taking the power system 1 shown in fig. 1 as an example.

Front and rear axles are connected in parallel, and hybrid power is four-wheel drive: the engine 2 runs, the first motor 3 can adjust the working mode to generate electricity or drive according to the torque requirement of the whole vehicle and the electric quantity of the power battery 9, and meanwhile, the second motor 4 runs to drive the rear axle, so that the hybrid four-wheel drive is realized. At this time, the clutch 5 is in an engaged state, and the power output from the engine 2 is transmitted to the rotor 32 of the first motor 3 and the transmission 6 through the clutch 5, and is reduced in speed and increased in torque by the transmission 6, and then transmitted to the vehicle half shafts and wheels through the first differential 7. The power output by the second motor 4 is transmitted to the second differential 8, and is transmitted to the half axle and wheels of the vehicle after the second differential 8 decelerates and increases the torque.

Front and rear axles are connected in parallel, and pure electric four-wheel drive: when the power battery 9 is high in electric quantity, the first motor 3 and the second motor 4 run simultaneously to drive, so that pure electric four-wheel drive is realized. At this time, the clutch 5 is in an off state, the power output by the first motor 3 is transmitted to the transmission 6, and the power is reduced in speed and increased in torque by the transmission 6 and then transmitted to the half shafts and wheels of the vehicle through the first differential 7. The power output by the second motor 4 is transmitted to the second differential 8, and is transmitted to the half axle and wheels of the vehicle after the second differential 8 decelerates and increases the torque.

Front axle drives two drives: the engine 2 runs, the first motor 3 can adjust the working mode to generate electricity or drive according to the torque requirement of the whole vehicle and the electric quantity of the power battery 9, and two driving of the front axle is realized. At this time, the clutch 5 is in an engaged state, and the power output from the engine 2 is transmitted to the rotor 32 of the first motor 3 and the transmission 6 through the clutch 5, and is reduced in speed and increased in torque by the transmission 6, and then transmitted to the vehicle half shafts and wheels through the first differential 7. If the first motor 3 is required to be driven independently, the engine 2 is not operated at the moment, meanwhile, the clutch 5 is disconnected, the output power of the first motor 3 is transmitted to the transmission 6, and the transmission 6 is used for decelerating and increasing the torque and then is transmitted to the half shafts and wheels of the vehicle through the first differential 7.

Rear axle drives two drives: the engine 2 and the first motor 3 do not operate, at this time, the power output by the second motor 4 is transmitted to the second differential 8, and the power is transmitted to the half axle and wheels of the vehicle after being reduced and increased by the second differential 8.

The front axle and the rear axle are connected in series, the front axle generates electricity, and the rear axle drives: the engine 2 operates, the first motor 3 operates in a power generation mode, and the second motor 4 operates to drive the rear axle, so that tandem driving of the front axle and the rear axle is realized. At this time, the clutch 5 is in an engaged state, and the power output from the engine 2 is transmitted to the rotor 32 of the first motor 3 and the transmission 6 through the clutch 5, and is reduced in speed and increased in torque by the transmission 6, and then transmitted to the vehicle half shafts and wheels through the first differential 7. The electric energy generated by the first motor 3 is transmitted to the power battery 9 or the second motor 4, the second motor 4 outputs power to be transmitted to the second differential mechanism 8 under the power supply of the power battery 9 or the power supply of the first motor 3, and the power is transmitted to the half axle and the wheels of the vehicle after the second differential mechanism 8 decelerates and increases the torque.

Parking power generation: the engine 2 is operated, the first electric machine 3 is operated in a generating mode, and the second electric machine 4 is not operated. At this time, the clutch 5 is in an engaged state, and the power output from the engine 2 is transmitted to the rotor 32 of the first electric motor 3 and the transmission 6 via the clutch 5, and the differential in the transmission 6 is engaged.

Braking energy return: when the vehicle is braked, the first motor 3 and the second motor 4 may be capable of recovering energy at the same time, or may be capable of recovering energy independently.

In the description of the present utility model, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc. indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings are merely for convenience in describing the present utility model and simplifying the description, and do not indicate or imply that the device or element being referred to must have a specific orientation, be configured and operated in a specific orientation, and therefore should not be construed as limiting the present utility model.

In the description of the utility model, a "first feature" or "second feature" may include one or more of such features. In the description of the present utility model, "plurality" means two or more. In the description of the utility model, a first feature "above" or "below" a second feature may include both the first and second features being in direct contact, and may also include the first and second features not being in direct contact but being in contact with each other by another feature therebetween. In the description of the utility model, a first feature being "above," "over" and "on" a second feature includes the first feature being directly above and obliquely above the second feature, or simply indicates that the first feature is higher in level than the second feature.

In the description of the present specification, reference to the terms "one embodiment," "some embodiments," "illustrative embodiments," "examples," "specific examples," or "some examples," etc., means that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the utility model. In this specification, schematic representations of the above terms do not necessarily refer to the same embodiments or examples.

While embodiments of the present utility model have been shown and described, it will be understood by those of ordinary skill in the art that: many changes, modifications, substitutions and variations may be made to the embodiments without departing from the spirit and principles of the utility model, the scope of which is defined by the claims and their equivalents.

Claims (10)

1. A power system of a vehicle, characterized by comprising:

an engine (2), wherein the engine (2) is longitudinally arranged;

a first motor (3), wherein the first motor (3) is longitudinally arranged;

a second motor (4);

-a clutch (5), said clutch (5) being arranged between said engine (2) and said first electric machine (3) to selectively engage said engine (2) and said first electric machine (3);

a first differential (7), wherein the first differential (7) is in transmission connection with the first motor (3); and

and the second differential mechanism (8), the second differential mechanism (8) is connected with the second motor (4) in a transmission way.

2. A power system of a vehicle according to claim 1, characterized in that the first electric machine (3) is located between the engine (2) and the first differential (7) in the longitudinal direction.

3. A power system of a vehicle according to claim 1, characterized in that the axes of the engine (2), the first electric machine (3) and the clutch (5) are collinear.

4. A power system of a vehicle according to claim 1, characterized in that a mounting cavity (33) is formed in the first electric machine (3), the clutch (5) being integrated in the mounting cavity (33).

5. A power system of a vehicle according to claim 4, characterized in that the clutch (5) comprises: -an input (51) and an output (52), the input (51) being connected to the engine (2), the first electric machine (3) comprising: stator (31) and rotor (32), rotor (32) set up in stator (31) just be formed with installation cavity (33), output (52) set up in installation cavity (33) just with rotor (32) are connected, output (52) with first differential mechanism (7) are connected.

6. The power system of a vehicle according to claim 1, characterized by further comprising: and one end of the transmission (6) is connected with the first motor (3), and the other end of the transmission (6) is connected with the first differential mechanism (7).

7. A power system of a vehicle according to claim 6, characterized in that the transmission (6) comprises: the novel transmission device comprises an input shaft (61), an intermediate shaft (62) and an output shaft (63), wherein a first transmission gear (64) is fixed on the input shaft (61), a second transmission gear (65) and a third transmission gear (66) are fixed on the intermediate shaft (62), a fourth transmission gear (67) is fixed on the output shaft (63), the first transmission gear (64) is meshed with the second transmission gear (65), and the third transmission gear (66) is meshed with the fourth transmission gear (67).

8. The power system of a vehicle according to claim 1, characterized in that the first electric machine (3) is one of an electric motor and a motor generator; and/or

The second motor (4) is one of a motor and a motor generator.

9. A power system of a vehicle according to claim 1, characterized in that the first differential (7) is a front differential and the second differential (8) is a rear differential.

10. A vehicle, characterized by comprising: the power system (1) of a vehicle according to any one of claims 1-9.