CN222291484U

CN222291484U - Power drive system and vehicle

Info

Publication number: CN222291484U
Application number: CN202421235620.9U
Authority: CN
Inventors: 邰昌宁; 石兴磊; 尹雪; 凌晓明; 黄波
Original assignee: Guangzhou Automobile Group Co Ltd
Current assignee: Guangzhou Automobile Group Co Ltd
Priority date: 2024-05-31
Filing date: 2024-05-31
Publication date: 2025-01-03
Anticipated expiration: 2034-05-31

Abstract

The utility model provides a power driving system and a vehicle, which comprise an engine, a first motor, a second motor, an input shaft, a first output half shaft and a second output half shaft, wherein a first control element is arranged between the first output half shaft and the second output half shaft and can control the first motor to be connected with one or both of the first output half shaft and the second output half shaft, the engine and the second motor are connected with the input shaft, a second control element is arranged on the input shaft and can control the connection between the input shaft and the first output half shaft, therefore, one or more of the first motor, the second motor and the engine can drive the first wheel end and the second wheel end to rotate through the control of the first control element and the second control element, the first motor can also drive the second motor to rotate through one of the engine and the second motor, and the engine can also drive the second motor to generate electricity so as to improve the endurance.

Description

Power drive system and vehicle

Technical Field

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

Background

At present, a relatively common automobile driving system in the market is an electromechanical coupling system in a series-parallel hybrid and range-extending mode and a pure electric distributed driving system. In the market, all wheels on the electromechanical coupling system vehicle with series-parallel mixed motion or range-extending modes corresponding to the electromechanical coupling system axle cannot be driven by independent power sources, so that the turning radius of the vehicle cannot be reduced by the power source end, and when safety accidents such as extreme tire burst and skid road surface are met, the vehicle posture cannot be balanced and stabilized by the independent power driving system, so that serious traffic accidents occur. And the performance requirement of the distributed electric drive on the power battery is too high, so that the driving mileage is shorter.

Disclosure of utility model

In view of the above-mentioned shortcomings of the prior art, an object of the present utility model is to provide a power driving system and a vehicle, which are capable of independently driving each wheel to rotate and improving the cruising ability of the vehicle.

In order to achieve the above purpose, the utility model adopts the following technical scheme:

A power driving system comprises an engine, an input shaft, a first motor, a second motor, a first output half shaft, a second output half shaft, a first operating element and a second operating element, wherein the input shaft is connected with the engine, the first output half shaft is perpendicular to a rotating shaft of the engine and is used for being connected with a first wheel end, the second output half shaft is coaxially arranged with the first output half shaft and is used for being connected with a second wheel end, the first operating element is arranged between the first output half shaft and the second output half shaft and is in transmission connection with the first motor, the first operating element can control on-off of a power transmission path between the first motor and the first output half shaft and can control on-off of a power transmission path between the first motor and the second output half shaft, the second operating element is arranged on the input shaft and is connected with the first output half shaft and can control on-off of a power transmission path between the input shaft and the first output half shaft, and the second operating element can control on-off of a power transmission path between the first motor and the second output half shaft and the second motor.

In some aspects of the present disclosure, the first operating element includes a first coupling member, a second coupling member, and a third coupling member, the first coupling member is in driving connection with the first motor, the second coupling member is in fixed connection with the first output half shaft, the first coupling member is capable of being coupled to or decoupled from the second coupling member to control on-off of a power transmission path between the first motor and the first output half shaft, the third coupling member is in fixed connection with the second output half shaft, and the first coupling member is capable of being coupled to or decoupled from the third coupling member to control on-off of a power transmission path between the first motor and the second output half shaft.

In some aspects of the application, the first coupling member, the second coupling member, and the third coupling member form a dual clutch, and the dual clutch is a wet clutch.

In some aspects of the present disclosure, the second manipulating element includes a fourth coupling member and a fifth coupling member, the fourth coupling member is fixedly connected to the input shaft, the fifth coupling member is rotatably connected to the input shaft and is in driving connection with the first output half shaft, and the fourth coupling member can be coupled to or decoupled from the fifth coupling member to control on/off of a power transmission path between the input shaft and the first output half shaft.

In some aspects of the application, the fourth coupling member and the fifth coupling member form a second clutch.

In some aspects of the present disclosure, the second manipulating element further includes a sixth coupling member drivingly connected to the first coupling member, and the fourth coupling member is capable of being coupled to or decoupled from the sixth coupling member to control on/off of a power transmission path between the input shaft and the first coupling member.

In some aspects of the application, the fourth coupling, the fifth coupling, and the sixth coupling comprise a three-position synchronizer, a three-position clutch, or a dual clutch.

In some embodiments of the present application, the input shaft is coaxially disposed with a rotation shaft of the engine, the first output half shaft is provided with a first gear, the fifth coupling member is provided with a second gear, the second gear is meshed with the first gear, the second gear and the first gear are bevel gears, the first coupling member is provided with a third gear, the sixth coupling member is provided with a fourth gear, the fourth gear is meshed with the third gear, the fourth gear and the third gear are bevel gears, the rotation shaft of the first motor is parallel to the input shaft, the rotation shaft of the first motor is provided with a fifth gear, the power driving system further comprises an intermediate transmission member, the intermediate transmission member comprises an intermediate shaft, a first intermediate gear and a second intermediate gear, the first intermediate gear and the second intermediate gear are disposed on the intermediate shaft at intervals, the first intermediate gear is bevel gear and is meshed with the third gear, the second intermediate gear and the fifth gear are meshed with the third gear, and the second intermediate gear and the fifth gear is smaller than the intermediate gear of the first diameter of the fifth gear.

In some aspects of the application, the first wheel end and the second wheel end can be driven to rotate in a forward direction when the rotating shaft of the engine rotates in a forward direction.

In some aspects of the present disclosure, the power driving system further includes a speed increasing mechanism that connects the second motor and the input shaft, and when power is transmitted from the input shaft to the second motor, a rotational speed of the second motor is greater than a rotational speed of the input shaft.

In some aspects of the application, the power drive system further includes a first clutch connecting the engine and the input shaft, the first clutch being capable of controlling the engine to engage the input shaft and the engine to disengage the input shaft.

The utility model provides a vehicle, includes automobile body, first wheel end, second wheel end, power battery and power driving system, power driving system installs on the automobile body, first wheel end with first output semi-axis is connected, second wheel end with second output semi-axis is connected, power battery fixes on the automobile body, and with first motor and second motor electricity is connected.

The power driving system has the advantages that the power driving system comprises an engine, a first motor, a second motor, an input shaft, a first output half shaft and a second output half shaft, a first control element is arranged between the first output half shaft and the second output half shaft, the first control element can control the first motor to be connected with one or both of the first output half shaft and the second output half shaft, the engine and the second motor are connected with the input shaft, the second control element is arranged on the input shaft, the second control element can control the connection between the input shaft and the first output half shaft, therefore, one or more of the first motor, the second motor and the engine can drive the first wheel end and the second wheel end to rotate through the control of the first control element and the second control element, the first motor can drive the second wheel end to rotate through the one of the engine and the second control element, the reliability and the flexibility of the power driving system are improved, the engine can also drive the second motor to generate electricity, the endurance is improved, the problem that each of the existing parallel hybrid driving and the electromechanical coupling system is independent and the conventional driving system cannot stably drive the vehicle to a wheel with a small-running mileage under the condition of a short driving distance is solved, and the problem of the driving system cannot be stably driven by the driving vehicle is solved. In addition, the first output half shaft and the second output half shaft are coaxially arranged, and the rotating shaft of the engine is perpendicular to the first output half shaft, namely, the engine is longitudinally arranged, so that the size of the power driving system along the directions of the first output half shaft and the second output half shaft is reduced.

The vehicle comprises the power driving system, and the engine of the power driving system is longitudinally arranged, so that the size of the power driving system in the width direction of the vehicle is not increased when the power of the engine is increased, the power driving system can be applied to more compact vehicle types, the vehicle has more working modes, and the safety and the cruising ability are improved.

Drawings

Fig. 1 is a schematic diagram of a power drive system according to a first embodiment.

Fig. 2 is a schematic structural view of the first actuating element.

Fig. 3 is a schematic view of the structure of the second manipulating element in fig. 1.

Fig. 4 is a schematic diagram of the power driving system of the second embodiment.

Fig. 5 is a schematic view of the structure of the second manipulating element in fig. 4.

Fig. 6 is a schematic structural diagram of a power drive system of the third embodiment.

Fig. 7 is a schematic view of the structure of the second manipulating element in fig. 6.

The main element symbols are 11-engine, 12-first motor, 13-second motor, 14-input shaft, 15-first clutch, 2-intermediate gear, 21-intermediate shaft, 22-first intermediate gear, 23-second intermediate gear, 3-first operating element, 31-first coupling element, 32-second coupling element, 33-third coupling element, 4-second operating element, 41-fourth coupling element, 42-fifth coupling element, 43-sixth coupling element, 5-speed increasing mechanism, 51-sixth gear, 52-seventh gear, 61-first gear, 62-second gear, 63-third gear, 64-fourth gear, 65-fifth gear, 71-first output half shaft, 72-second output half shaft, 81-first wheel end, 82-second wheel end.

Detailed Description

The present utility model provides a power drive system and a vehicle, and in order to make the objects, technical solutions and effects of the present utility model clearer and more specific, the present utility model will be further described in detail below with reference to the accompanying drawings and examples. It should be understood that the detailed description and specific examples are intended for purposes of illustration only and are not intended to limit the scope of the utility model.

In the description of the present utility model, it should be understood that the directions or positional relationships indicated by the terms "upper", "lower", "inner", "outer", etc. are based on the directions or positional relationships shown in the drawings, are merely for convenience of description and simplification of the description, and do not indicate or imply that the apparatus or element in question must have a specific orientation, be constructed and manipulated in a specific orientation, and therefore should not be construed as limiting the utility model.

In the description of the present utility model, unless explicitly specified and limited otherwise, the terms "mounted," "connected," and "connected" are to be construed broadly, and may be, for example, fixedly connected, detachably connected, or integrally connected, mechanically connected, electrically connected, or communicable with each other, directly connected, indirectly connected via an intermediary, or in communication between two elements, or in an interaction relationship between two elements. The specific meaning of the above terms in the present utility model can be understood by those of ordinary skill in the art according to the specific circumstances.

Referring to fig. 1, 4 and 6, the vehicle of the present application includes a vehicle body, a first wheel end 81, a second wheel end 82, a power battery, and a power drive system mounted on the vehicle body, the power drive system including an engine 11, a first motor 12, a second motor 13, an input shaft 14, a first operating element 3, a second operating element 4, and first and second output half shafts, the power battery being fixed to the vehicle body and electrically connected to the first motor 12 and the second motor 13, and when the first motor 12 and the second motor 13 are used for driving, electric power in the power battery can supply power to the first motor 12 and the second motor 13, and when the first motor 12 and the second motor 13 are used for generating electricity, the generated electric power can also be stored in the power battery.

The first output half shaft 71 and the second output half shaft 72 are coaxially arranged, and the first output half shaft 71 and the second output half shaft 72 can rotate relatively. The axial direction of the first output half shaft 71 and the second output half shaft 72 is the width direction of the vehicle, the first wheel end 81 is connected to the first output half shaft 71, and the second wheel end 82 is connected to the second output half shaft 72. Thus, the first wheel end 81 and the second wheel end 82 are respectively two front wheels of the vehicle, or the first wheel end 81 and the second wheel end 82 are respectively two rear wheels of the vehicle.

The input shaft 14 links to each other with the engine 11 for power between input shaft 14 and the engine 11 can be transmitted each other, and second motor 13 and input shaft 14 transmission are connected, make power between second motor 13 and the input shaft 14 can be transmitted each other, and then second motor 13 can drive the pivot rotation of engine 11 in order to assist the engine 11 to start, and engine 11 during operation also can drive second motor 13 electricity generation, and the produced electric quantity of second motor 13 can be stored in power battery or be used for first motor 12 work, improves the duration of vehicle.

The first actuating element 3 is in driving connection with the first motor 12, and the first actuating element 3 is capable of controlling the switching of the power transmission path between the first motor 12 and the first output half shaft 71 and the switching of the power transmission path between the first motor 12 and the second output half shaft 72. That is to say, the first actuating element 3 has 4 stations. When the first operating element 3 is in the first station, the power transmission path between the first motor 12 and the first output half shaft 71 is in a communication state, the power transmission path between the first motor 12 and the second output half shaft 72 is in a disconnection state, the first motor 12 can drive the first wheel end 81 to rotate and not drive the second wheel end 82 to rotate, when the first operating element 3 is in the second station, the power transmission path between the first motor 12 and the second output half shaft 72 is in a communication state, the power transmission path between the first motor 12 and the first output half shaft 71 is in a disconnection state, the first motor 12 can drive the second wheel end 82 to rotate and not drive the first wheel end 81 to rotate, when the first operating element 3 is in the third station, the power transmission path between the first motor 12 and the first output half shaft 71 and the power transmission path between the first motor 12 and the second output half shaft 72 can simultaneously drive the first wheel end 81 and the second wheel end 82 to rotate, and when the first operating element 3 is in the fourth station, the power transmission path between the first motor 12 and the first output half shaft 71 and the first wheel end 82 can not drive the first wheel end 81 to rotate.

When the power transmission paths between the first motor 12 and the first output half shaft 71 and between the first motor 12 and the second output half shaft 72 are in a communication state, the power between the first motor 12, the first output half shaft 71 and the second output half shaft 72 can be transmitted to each other.

The second operating element 4 is disposed on the input shaft 14 and is connected to the first output half shaft 71, and the second operating element 4 is capable of controlling the on-off of the power transmission path between the input shaft 14 and the first output half shaft 71. When the second operating element 4 controls the power transmission path communication between the input shaft 14 and the first output half shaft 71, power on the input shaft 14 can be transmitted to the first wheel end 81 through the second operating element 4 and the first output half shaft 71, and also can be transmitted to the second wheel end 82 through the second operating element 4, the first output half shaft 71, the first operating element 3, and the second output half shaft 72. The power on the input shaft 14 may be supplied by the second electric motor 13, by the engine 11, or by both the engine 11 and the second electric motor 13. When the second operating element 4 controls the power transmission path between the input shaft 14 and the first output half shaft 71 to be disconnected, the engine 11 can drive only the second motor 13 to generate electricity without rotating the first wheel end 81 and the second wheel end 82. By such arrangement, the second motor 13 can be used for both generating electricity and driving the vehicle to move, improving the performance of the power drive system, and the engine 11 can be used for both driving the second motor 13 to generate electricity and driving the vehicle to move, so that the power performance of the engine 11 and the second motor 13 can be fully exerted.

In the above, by controlling the first steering element 3 and the second steering element 4, the power drive system can realize the engine direct drive mode, the electric-only motor mode, the parallel mode, the series mode (also called range-extending mode), the electric-only motor distributed mode, the hybrid distributed mode, the parking power generation mode, the single energy recovery mode, the double-motor distributed energy recovery mode, and the like. The vehicle can control the working mode of the vehicle according to the actual road condition, so that the fuel economy of the vehicle can be improved, for example, when the vehicle speed is high, the engine direct drive mode is adopted, so that the engine 11 works in an optimal power area, and the fuel economy of the vehicle can be improved.

When the power drive system is in the engine direct drive mode, the engine 11 is operated, the first motor 12 and the second motor 13 are not operated, the second steering element 4 controls the power transmission path communication between the input shaft 14 and the first output half shaft 71, the first steering element 3 controls the power transmission path between the first motor 12 and the first output half shaft 71 and controls the power transmission path between the first motor 12 and the second output half shaft 72 to be simultaneously communicated, and therefore, the power of the first output half shaft 71 can be transmitted to the second wheel end 82 through the first steering element 3, and the engine 11 can be further enabled to simultaneously drive the first wheel end 81 and the second wheel end 82 to rotate.

When the power drive system is in the electric-only motor mode, the first motor 12 is operated, the engine 11 and the second motor 13 are not operated, the second steering element 4 controls the power transmission path between the input shaft 14 and the first output half shaft 71 to be disconnected, and the first steering element 3 controls the power transmission path between the first motor 12 and the first output half shaft 71 and controls the power transmission path between the first motor 12 and the second output half shaft 72 to be simultaneously communicated, so that the first motor 12 can simultaneously drive the first wheel end 81 and the second wheel end 82 to rotate.

When the power drive system is in the electric-only two-motor mode, the first motor 12 and the second motor 13 are operated, the engine 11 is not operated, the second steering element 4 controls the power transmission path communication between the input shaft 14 and the first output half shaft 71, the first steering element 3 controls the power transmission path between the first motor 12 and the first output half shaft 71 and controls the power transmission path between the first motor 12 and the second output half shaft 72 to be simultaneously communicated, so that the first motor 12 and the second motor 13 can simultaneously drive the first wheel end 81 and the second wheel end 82 to rotate.

When the power drive system is in the parallel mode, the second steering element 4 controls the power transmission path communication between the input shaft 14 and the first output half shaft 71, the first steering element 3 controls the power transmission path between the first motor 12 and the first output half shaft 71 and controls the power transmission path between the first motor 12 and the second output half shaft 72 to be simultaneously communicated, and the engine 11 and the first motor 12 operate such that the engine 11 and the first motor 12 jointly drive the first wheel end 81 and the second wheel end 82 to rotate. In this operation mode, the second motor 13 may generate electricity by the drive of the engine 11, or may idle following the input shaft 14.

When the power drive system is in the series mode, the second operating element 4 controls the power transmission path between the input shaft 14 and the first output half shaft 71 to be disconnected, the engine 11 drives the second motor 13 to generate electricity, the first operating element 3 controls the power transmission path between the first motor 12 and the first output half shaft 71 and controls the power transmission path between the first motor 12 and the second output half shaft 72 to be simultaneously communicated, and the first motor 12 simultaneously drives the first wheel end 81 and the second wheel end 82 to rotate.

When the power drive system is in the pure electric motor distributed mode, the second operating element 4 controls the power transmission path communication between the input shaft 14 and the first output half shaft 71, the first operating element 3 controls the power transmission path communication between the first electric motor 12 and the second output half shaft 72, the first electric motor 12 and the second electric motor 13 are operated, the engine 11 is not operated, the first electric motor 12 drives the second wheel end 82 to rotate through the first operating element 3 and the second output half shaft 72, and the second electric motor 13 drives the first wheel end 81 to rotate through the input shaft 14, the second operating element 4 and the first output half shaft 71.

When the power drive system is in the hybrid distributed mode, the second steering element 4 controls the power transmission path communication between the input shaft 14 and the first output half shaft 71, the first steering element 3 controls the power transmission path communication between the first motor 12 and the second output half shaft 72, the first motor 12 and the engine 11 are operated, the second motor 13 is not operated, the first motor 12 drives the second wheel end 82 to rotate through the first steering element 3 and the second output half shaft 72, and the engine 11 drives the first wheel end 81 to rotate through the input shaft 14, the second steering element 4 and the first output half shaft 71.

When the power drive system is in the parking power generation mode, the second operating element 4 controls the power transmission path between the input shaft 14 and the first output half shaft 71 to be disconnected, the first operating element 3 controls the power transmission path between the first motor 12 and the first output half shaft 71 and controls the power transmission path between the first motor 12 and the second output half shaft 72 to be simultaneously disconnected, the engine 11 drives the second motor 13 to generate power, and the first motor 12 does not operate.

When the power drive system is in the single motor energy recovery mode, the second steering element 4 controls the power transmission path between the input shaft 14 and the first output half shaft 71 to be disconnected, the first steering element 3 controls the power transmission path between the first motor 12 and the first output half shaft 71 and controls the power transmission path between the first motor 12 and the second output half shaft 72 to be simultaneously communicated, and the first wheel end 81 and the second wheel end 82 drive the first motor 12 to generate electricity. Namely, the power is reversely transferred when the single-motor energy recovery mode is the pure electric motor mode.

When the power drive system is in the dual energy recovery mode, the second steering element 4 controls the power transmission path communication between the input shaft 14 and the first output half shaft 71, the first steering element 3 controls the power transmission path between the first motor 12 and the first output half shaft 71 and controls the power transmission path between the first motor 12 and the second output half shaft 72 to communicate simultaneously, and the first wheel end 81 and the second wheel end 82 drive the first motor 12 and the second motor 13 to generate electricity. Namely, the power is reversely transferred when the double-motor energy recovery mode is the pure electric motor mode.

When the power drive system is in the two-motor distributed energy recovery mode, the second steering element 4 controls the power transmission path communication between the input shaft 14 and the first output half shaft 71, the first steering element 3 controls the power transmission path communication between the first motor 12 and the second output half shaft 72, the first wheel end 81 drives the second motor 13 to generate electricity, and the second wheel end 82 drives the first motor 12 to generate electricity. The power is reversely transmitted when the double-motor distributed energy recovery mode is a pure electric double-motor distributed mode.

In the above, when the engine 11 is in fault, the power driving system can be switched to the pure electric motor mode, the pure electric motor mode or the pure electric motor distributed mode to drive the vehicle to move, when the second motor 13 is in fault, the power driving system can be switched to the engine direct driving mode, the pure electric motor mode, the parallel mode or the mixed distributed mode to drive the vehicle to move, when the first motor 12 is in fault, the power driving system can be switched to the engine direct driving mode to drive the vehicle to move, so that the whole vehicle has higher safety redundancy, and when one or both of the engine 11, the first motor 12 and the second motor 13 are in fault, the vehicle can continue to run.

When one of the first wheel end 81 and the second wheel end 82 bursts or slips with the road surface, the power drive system can be switched to a pure electric motor distributed mode or a hybrid distributed mode, so that one wheel end is independently driven to maintain the balance of the vehicle, and the safety is improved. And when the vehicle is in a pure electric motor distributed mode or a mixed distributed mode, the whole vehicle has smaller turning radius and track following accuracy, the operability of the vehicle is improved, meanwhile, the vehicle has quicker response to emergency situations, and the driving safety is improved.

When the vehicle needs to get rid of poverty, the power driving system can be switched to an engine direct-drive mode, a pure electric motor mode, a parallel mode or a series mode, and the vehicle has stronger getting rid of poverty through differential locking between the first wheel end 81 and the second wheel end 82.

In an embodiment, the power driving system is applied to a four-wheel drive vehicle, and the first wheel end 81 and the second wheel end 82 are front wheels of the vehicle, when the whole vehicle is in a rear-drive economic driving working condition, no front-drive driving is needed, the power transmission path between the input shaft 14 and the first output half shaft 71 can be controlled to be disconnected through the second control element 4, the first control element 3 controls the power transmission path between the first motor 12 and the first output half shaft 71 and controls the state that the power transmission path between the first motor 12 and the second output half shaft 72 is simultaneously disconnected, so that only the first output half shaft 71 and the second output half shaft 72 rotate along with the first wheel end 81 and the second wheel end 82, and the rotating shafts of the engine 11, the first motor 12 and the second motor 13 do not need to rotate, thereby avoiding gear oil stirring loss, motor idling iron loss and weak magnetic power loss of the controller to the motor, and improving the efficiency of the whole vehicle.

In a preferred embodiment, the power driving system further includes a first clutch 15, the first clutch 15 connects the engine 11 and the input shaft 14 and is capable of controlling the engine 11 to be coupled with the input shaft 14 and controlling the engine 11 to be decoupled from the input shaft 14, when the first clutch 15 is in a coupled state, the engine 11 is coupled with the input shaft 14, power of the engine 11 can be transmitted to the input shaft 14 through the first clutch 15, when the first clutch 15 is in a decoupled state, the engine 11 is decoupled from the input shaft 14, power of the engine 11 cannot be transmitted to the input shaft 14, and power on the input shaft 14 cannot be transmitted to the engine 11. The engine 11, the first clutch 15 and the input shaft 14 are coaxially arranged, and the engine 11 and the input shaft 14 are directly connected with the first clutch 15, so that an intermediate transmission member is reduced, and power consumption in a transmission process is reduced. In other embodiments, the engine 11 is directly connected with the input shaft 14, or the engine 11 is in transmission connection with the input shaft 14, that is, the engine 11 and the input shaft 14 are not provided with the first clutch 15, so that the power transmission between the engine 11 and the input shaft 14 can be realized.

In embodiments where the power drive system further includes the first clutch 15, when the first clutch 15 is in a disengaged state and the second electric machine 13 is used to drive one or both of the first wheel end 81 and the second wheel end 82 in rotation, the second electric machine 13 does not need to drag the engine 11 to rotate, reducing power losses of the second electric machine 13. In this embodiment, when the power drive system is in the engine direct drive mode, the parallel mode, the series mode, the hybrid distributed mode, and the parking power generation mode, the first clutch 15 is controlled to be in the engaged state so that the engine 11 can output power. When the power drive system is in the pure electric motor mode, the pure electric motor distributed mode, the double electric motor energy recovery mode, and the double electric motor distributed energy recovery mode, the first clutch 15 is controlled to be in a disengaged state, so that the rotation of the rotating shaft of the engine 11 is not required to be dragged, and the energy consumption is reduced. The first clutch 15 may be in a disengaged state or an engaged state when the power drive system is in the electric-only motor mode and the single-energy recovery mode.

When the power drive system is arranged on the vehicle body, the axial direction of the first output half shaft 71 and the second output half shaft 72 is the width direction (lateral direction) of the vehicle. In the present application, the rotation axis of the engine 11 is perpendicular to the first output half shaft 71 and the second output half shaft 72, that is, the rotation axis of the engine 11 is arranged axially along the longitudinal direction (longitudinal direction) of the vehicle, so that the size of the power drive system arranged in the vehicle width direction is reduced.

In the design of a vehicle, there is a regulatory requirement for the width dimension range of the vehicle to avoid occupation of adjacent lanes when traveling on the road due to the vehicle width exceeding the prescribed dimension range. In some vehicle types, where the power demand on the engine 11 is large, it is necessary to employ the engine 11 with a larger number of cylinders, and the cylinders of the engine 11 are distributed along the axial direction of the engine rotation shaft, and therefore, the length of the engine 11 in the direction of the rotation shaft thereof is increased. When the engine 1 is laterally arranged, the size of the power drive system in the vehicle width direction is increased, which in turn results in the size of the power drive system being larger than the width size range of the vehicle, for example, in the conventional vehicle model, the engine 11 and the input shaft 14 are arranged in the vehicle width direction, which results in the size of the power drive system being larger than at least the sum of the engine 11 and the input shaft 14 in the vehicle width direction. The application makes full use of the length of the vehicle by longitudinally placing the engine 11 so that the vehicle can meet the high power demand of the engine 11 without increasing the width dimension of the vehicle.

After the engine 11 is longitudinally placed, the engine 11 is movably positioned at the front end of the vehicle, and when the vehicle runs forwards, the engine 1 is positioned on the windward side of the vehicle, so that the heat dissipation of the engine 11 is facilitated, and the heat dissipation effect of the engine 11 is improved.

The input shaft 14 is disposed coaxially with the engine 11, and the first output shaft 71, the input shaft 14, and the engine 11 are disposed in the vehicle longitudinal direction, the input shaft 14 and the engine 11 are disposed in the vehicle longitudinal direction, the first operating element 3 is disposed on the input shaft 14, and the second output shaft 72 and the second operating element 4 are coaxial with the first output shaft 71, so that the size of the power drive system in the vehicle width direction is small at the input shaft 14 and the engine 11. Since the space between the first wheel end 81 and the second wheel end 82 of the vehicle is generally large, the second steering element 4 is provided at the first wheel end 81 and the second wheel end 82, so that the structural arrangement of the power drive system is more reasonable, and the overall structure of the vehicle is more compact when arranged on the vehicle.

The first motor 12 is arranged on the side of the second operating element 4 remote from the engine 11, i.e., the first motor 12, the input shaft 14 and the engine 11 are arranged in the longitudinal direction of the vehicle, so that the power drive system further utilizes the dimension in the longitudinal direction of the vehicle to reduce the dimension of the power drive system in the vehicle width direction.

The input shaft 14 is directly connected with the rotating shaft of the engine 11 through the first clutch 15, so that a transmission mechanism is reduced between the engine 11 and the input shaft 14, and further, the power loss of the engine 11 is reduced.

Referring to fig. 1 and 2, specifically, the first operating element 3 includes a first coupling member 31, a second coupling member 32, and a third coupling member 33, the first motor 12 is in driving connection with the first coupling member 31, the second coupling member 32 is fixedly connected with the second output half shaft 72, the first coupling member 31 can be coupled to or separated from the second coupling member 32 to control the on-off of the power transmission path between the first motor 12 and the second output half shaft 72, the third coupling member 33 is fixedly connected with the first output half shaft 71, and the first coupling member 31 can be coupled to or separated from the third coupling member 33 to control the on-off of the power transmission path between the first motor 12 and the first output half shaft 71. Wherein the first coupling member 31, the second coupling member 32 and the third coupling member 33 constitute a double clutch.

In an embodiment, the first coupling member 31 is sleeved on the second coupling member 32 and the third coupling member 33, the first coupling member 31 is an outer hub of the dual clutch, the second coupling member 32 and the third coupling member 33 are two inner hubs of the dual clutch, and the outer hub can be coupled with one or both of the two inner hubs. When the vehicle is in a coasting state, the first coupling member 31 rotates, and since the diameters of the second coupling member 32 and the third coupling member 33 are smaller than those of the first coupling member 31, centrifugal forces of the components of the first manipulating member 3 that rotate with the first wheel end 81 and the second wheel end 82 (i.e., the second coupling member 32 and the third coupling member 33) are reduced, so that the first manipulating member 3 is more stable.

Wherein the first coupling member 31 and the second coupling member 32 constitute a fourth clutch, and the first coupling member 31 and the third coupling member 33 constitute a fifth clutch, that is, the fourth clutch and the fifth clutch share one outer hub. In other embodiments, the first coupling member 31 includes a first outer hub and a second outer hub, the first outer hub and the second outer hub are fixedly connected, the second coupling member 32 is a first inner hub, the first inner hub and the first outer hub form a fourth clutch, the third coupling member 33 is a second inner hub, the second inner hub and the second outer hub form a fifth clutch, i.e., the fourth clutch and the fifth clutch have independent outer hubs, and the outer hubs of the fourth clutch and the fifth clutch are fixed together to form the first coupling member 31, and the fourth clutch and the fifth clutch form a dual clutch.

In a preferred embodiment, the fourth clutch and the fifth clutch are wet clutches, so that both the "engaged with skid" and the "engaged" states can be achieved depending on the depth of the throttle when the wet clutch engagement is controlled.

When the fourth clutch is in the "friction-with-engagement" state, the first engaging member 31 and the second engaging member 32 are in a half-engagement state, i.e. the first engaging member 31 can drive the second engaging member 32 to rotate together, but when the resistance of one of the wheel ends is larger, there is also a relative sliding between the first engaging member 31 and the second engaging member 32. When the fourth clutch is in the "engaged" state, the first engaging member 31 and the second engaging member 32 are completely locked, and the first engaging member 31 and the second engaging member 32 rotate synchronously, so that no relative sliding exists. When the fourth clutch is in the "engaged" state, the power of the first motor 12, the second motor 13, and the engine 11 is completely output on the wheel end, so that the power is larger.

Similarly, when the fifth clutch is in the "friction engagement state, the first coupling member 31 and the third coupling member 33 are in a half-coupling state, i.e., the first coupling member 31 can drive the third coupling member 33 to rotate together, but when the resistance of one of the wheel ends is large, there is also a relative slip between the first coupling member 31 and the third coupling member 33. When the fifth clutch is in the "engaged" state, the first engaging member 31 and the third engaging member 33 are completely locked, and the first engaging member 31 and the third engaging member 33 rotate synchronously, so that there is no relative slip. When the fifth clutch is in the "engaged" state, the power of the first electric machine 12, the second electric machine 13, and the engine 11 is completely output on the wheel end, so that the power is larger.

Embodiment one:

Referring to fig. 1 and 3, the second manipulating element 4 includes a fourth coupling member 41 and a fifth coupling member 42, the fourth coupling member 41 is fixedly connected with the input shaft 14, the fifth coupling member 42 is rotatably connected with the input shaft 14 and is in driving connection with the first output half shaft 71, and the fourth coupling member 41 can be coupled to or decoupled from the fifth coupling member 42 to control the on-off of the power transmission path between the input shaft 14 and the first output half shaft 71.

In one embodiment, as shown in fig. 3, the fourth coupling member 41 and the fifth coupling member 42 constitute a second clutch.

In the present embodiment, by controlling the first clutch 15, the second clutch, the fourth clutch, and the fifth clutch, the engine direct drive mode, the electric-only motor mode, the electric-only two-motor mode, the parallel mode, the series mode, the electric-only two-motor distributed mode, the hybrid distributed mode, the parking power generation mode, the single-energy recovery mode, the two-motor distributed energy recovery mode, and the like can be realized.

When the power drive system is in the engine direct drive mode, the first clutch 15, the second clutch are combined, the fourth clutch and the fifth clutch are combined in a sliding friction mode, the engine 11 is operated, the first motor 12 and the second motor 13 are not operated, and the power of the engine 11 is transmitted to the first wheel end 81 and the second wheel end 82 through the first clutch 15, the input shaft 14, the second clutch, the first output half shaft 71, the fifth clutch, the fourth clutch and the second output half shaft 72.

When the power drive system is in the electric-only motor mode, the first clutch 15 and the second clutch are disengaged, the fourth clutch and the fifth clutch are both engaged with slip friction, the first motor 12 is operated, the engine 11 and the second motor 13 are not operated, a portion of the power of the first motor 12 is transmitted to the second wheel end 82 via the fourth clutch and the second output half shaft 72, and another portion of the power is transmitted to the first wheel end 81 via the fifth clutch and the first output half shaft 71.

When the power drive system is in the pure electric motor mode, the first clutch 15 is separated, the second clutch is combined, the fourth clutch and the fifth clutch are combined in a sliding friction mode, the first motor 12 and the second motor 13 work, the engine 11 does not work, and the power of the first motor 12 and the power of the second motor 13 are transmitted to the first wheel end 81 and the second wheel end 82 after being combined at the first output half shaft 71, the fourth clutch and the fifth clutch.

When the power drive system is in the parallel mode, the first clutch 15 and the second clutch are combined, the fourth clutch and the fifth clutch are combined in a sliding mode, the engine 11 and the first motor 12 are operated, the second motor 13 is not operated, power of the engine 11 is transmitted to the first output half shaft 71, the fourth clutch and the fifth clutch through the first clutch 15, the input shaft 14 and the second clutch, power of the first motor 12 is transmitted to the fourth clutch and the fifth clutch, and then power of the engine 11 and power of the first motor 12 are combined and then transmitted to the first wheel end 81 and the second wheel end 82.

When the power drive system is in the series mode, the second clutch is separated, the first clutch 15 is combined, the fourth clutch and the fifth clutch are combined in a sliding mode, the first motor 12 works, the power of the first motor 12 is transmitted to the second wheel end 82 and the first wheel end 81 through the fourth clutch and the fifth clutch, and the engine 11 drives the second motor 13 to generate electricity through the first clutch 15 and the input shaft 14.

When the power drive system is in the pure electric motor distributed mode, the first clutch 15, the fifth clutch are disengaged, the second clutch and the fourth clutch are combined, the first motor 12 and the second motor 13 are operated, the engine 11 is not operated, the power of the first motor 12 is transmitted to the second wheel end 82 through the fourth clutch and the second output half shaft 72, and the power of the second motor 13 is transmitted to the first wheel end 81 through the input shaft 14, the second clutch and the first output half shaft 71.

When the power drive system is in the hybrid distributed mode, the fifth clutch is disengaged, the first clutch 15, the second clutch, and the fourth clutch are engaged, the first electric machine 12 and the engine 11 are operated, the second electric machine 13 is not operated, power from the first electric machine 12 is transmitted to the second wheel end 82 via the fourth clutch, the second output half shaft 72, and power from the engine 11 is transmitted to the first wheel end 81 via the input shaft 14, the second clutch, and the first output half shaft 71.

When the power drive system is in the parking power generation mode, the first clutch 15 is engaged, the second clutch, the fourth clutch and the fifth clutch are all disengaged, the first motor 12 does not work, and the engine 11 drives the second motor 13 to generate power.

The reverse power transfer when the single motor energy recovery mode is the single motor only mode, the reverse power transfer when the dual motor energy recovery mode is the dual motor only mode, and the reverse power transfer when the dual motor distributed energy recovery mode is the dual motor only distributed mode will not be described in detail here.

In the above, the combination states of the fourth clutch and the fifth clutch can be controlled, so that the engine direct-drive escaping mode, the pure electric motor escaping mode, the parallel escaping mode and the series escaping mode can be realized. In the working modes of the engine direct-drive mode, the pure electric motor mode, the parallel connection mode and the series connection mode, except that the combination state of the fourth clutch and the fifth clutch is the combination state, the other working modes are the same as the engine direct-drive mode, the pure electric motor mode, the parallel connection mode and the series connection mode, and therefore the details are not repeated here.

The operating modes of the power drive system are as follows:

embodiment two:

Referring to fig. 4 and 5, in the second embodiment, the second operating element 4 is further capable of controlling the on-off of the power transmission path between the input shaft 14 and the first coupling member 31, and when the power transmission path between the input shaft 14 and the first coupling member 31 is communicated, the power transmission path between the input shaft 14 and the first output half shaft 71 is disconnected.

Specifically, the second manipulating element 4 further includes a sixth coupling member 43, where the sixth coupling member 43 is in driving connection with the first coupling member 31, and the fourth coupling member 41 can be coupled to or decoupled from the sixth coupling member 43 to control the on-off of the power transmission path between the input shaft 14 and the first coupling member 31. The fourth coupling 41, the fifth coupling 42 and the sixth coupling 43 form a three-position synchronizer or a three-position clutch. The fourth coupling member 41 is coupled to the fifth coupling member 42 when the second manipulating member 4 is in the first position, the fourth coupling member 41 is coupled to the sixth coupling member 43 when the second manipulating member 4 is in the second position, and the fourth coupling member 41 is separated from both the fifth coupling member 42 and the sixth coupling member 43 when the second manipulating member 4 is in the third position.

In the present embodiment, by controlling the first clutch 15, the fourth clutch, the fifth clutch, and the second operating element 4, the engine direct-drive mode 1, the engine direct-drive mode 2, the electric-only motor mode, the electric-only two-motor mode 1, the electric-only two-motor mode 2, the parallel mode 1, the parallel mode 2, the series mode, the electric-only two-motor distributed mode, the hybrid distributed mode, the parking power generation mode, the single-motor energy recovery mode, the two-motor energy recovery mode 1, the two-motor energy recovery mode 2, the two-motor distributed energy recovery mode, and the like can be realized.

When the power drive system is in the engine direct drive mode 1, the first clutch 15 is engaged, the fourth clutch and the fifth clutch are all engaged with sliding friction, the second operating element 4 is in the first station, the engine 11 is operated, the first motor 12 and the second motor 13 are not operated, and the power of the engine 11 is transmitted to the first wheel end 81 and the second wheel end 82 through the first clutch 15, the input shaft 14, the fourth coupling 41 and the fifth coupling 42 of the second operating element 4, the first output half shaft 71, the fifth clutch, the fourth clutch and the second output half shaft 72.

When the power drive system is in the engine direct drive mode 2, the first clutch 15 is engaged, the fourth clutch and the fifth clutch are all engaged with sliding friction, the second operating element 4 is in the second station, the engine 11 is operated, the first motor 12 and the second motor 13 are not operated, and the power of the engine 11 is transmitted to the first wheel end 81 and the second wheel end 82 through the first clutch 15, the input shaft 14, the fourth coupling 41 and the sixth coupling 43 of the second operating element 4, the first output half shaft 71, the fifth clutch, the fourth clutch and the second output half shaft 72.

When the power drive system is in the electric-only motor mode, the first clutch 15 is disengaged, the fourth clutch and the fifth clutch are both engaged with slip friction, the second operating element 4 is in the third position, the first motor 12 is operated, the engine 11 and the second motor 13 are not operated, a portion of the power of the first motor 12 is transmitted to the second wheel end 82 via the fourth clutch and the second output half shaft 72, and another portion of the power is transmitted to the first wheel end 81 via the fifth clutch and the first output half shaft 71.

When the power drive system is in the pure electric motor mode 1, the first clutch 15 is separated, the fourth clutch and the fifth clutch are combined in a sliding mode, the second operating element 4 is in the first station, the first motor 12 and the second motor 13 are operated, the engine 11 is not operated, and the power of the second motor 13 is converged with the power of the first motor 12 at the first output half shaft 71, the fourth clutch and the fifth clutch and drives the first wheel end 81 and the second wheel end 82 to rotate after passing through the input shaft 14, the fourth combining piece 41 and the fifth combining piece 42 of the second operating element 4.

When the power drive system is in the pure electric motor mode 2, the first clutch 15 is separated, the fourth clutch and the fifth clutch are combined in a sliding mode, the second operating element 4 is in the second station, the first motor 12 and the second motor 13 are operated, the engine 11 is not operated, and the power of the second motor 13 is combined with the power of the first motor 12 at the fourth clutch and the fifth clutch through the input shaft 14, the fourth combining piece 41 and the sixth combining piece 43 of the second operating element 4 and drives the first wheel end 81 and the second wheel end 82 to rotate.

When the power drive system is in the parallel mode 1, the first clutch 15 is engaged, the fourth clutch and the fifth clutch are both engaged with sliding friction, the second operating element 4 is in the first station, the engine 11 and the first motor 12 are operated, the second motor 13 is not operated, the power of the engine 11 is transmitted to the first output half shaft 71, the fourth clutch and the fifth clutch through the first clutch 15, the input shaft 14, the fourth coupling 41 and the fifth coupling 42 of the second operating element 4, the power of the first motor 12 is transmitted to the fourth clutch and the fifth clutch, and then the power of the engine 11 is combined with the power of the first motor 12 and transmitted to the first wheel end 81 and the second wheel end 82.

When the power drive system is in the parallel mode 2, the first clutch 15 is engaged, the fourth clutch and the fifth clutch are both engaged with sliding friction, the second operating element 4 is in the second station, the engine 11 and the first motor 12 are operated, the second motor 13 is not operated, the power of the engine 11 is transmitted to the fourth clutch and the fifth clutch through the first clutch 15, the input shaft 14, the fourth coupling 41 and the sixth coupling 43 of the second operating element 4, the power of the first motor 12 is transmitted to the fourth clutch and the fifth clutch, and then the power of the engine 11 is combined with the power of the first motor 12 and transmitted to the first wheel end 81 and the second wheel end 82.

When the power drive system is in the series mode, the second control element 4 is in the third station, the first clutch 15 is combined, the fourth clutch and the fifth clutch are combined in a sliding friction mode, the first motor 12 works, one part of power of the first motor 12 is transmitted to the second wheel end 82 through the fourth clutch and the second output half shaft 72, the other part of power is transmitted to the first wheel end 81 through the fifth clutch and the first output half shaft 71, and the engine 11 drives the second motor 13 to generate electricity through the first clutch 15 and the input shaft 14.

When the power drive system is in the pure electric motor distributed mode, the first clutch 15 and the fifth clutch are separated, the fourth clutch is combined, the second operating element 4 is in the first station, the first motor 12 and the second motor 13 are operated, the engine 11 is not operated, the power of the first motor 12 is transmitted to the second wheel end 82 through the fourth clutch and the second output half shaft 72, and the power of the second motor 13 is transmitted to the first wheel end 81 through the input shaft 14, the fourth combining piece 41 and the fifth combining piece 42 of the second operating element 4, and the first output half shaft 71.

When the power drive system is in the hybrid distributed mode, the fifth clutch is disengaged, the first clutch 15 and the fourth clutch are both engaged, the second operating element 4 is in the first position, the first electric machine 12 and the engine 11 are operated, the second electric machine 13 is not operated, the power of the first electric machine 12 is transmitted to the second wheel end 82 via the fourth clutch, the second output half shaft 72, and the power of the engine 11 is transmitted to the first wheel end 81 via the input shaft 14, the fourth and fifth couplings 41, 42, and the first output half shaft 71 of the second operating element 4.

When the power drive system is in the parking power generation mode, the first clutch 15 is combined, the fourth clutch and the fifth clutch are both separated, the second control element 4 is in the third station, the first motor 12 does not work, and the engine 11 drives the second motor 13 to generate power.

The power reverse transfer when the single motor energy recovery mode is the pure electric motor mode, the power reverse transfer when the dual motor energy recovery mode 1 is the pure electric dual motor mode 1, the power reverse transfer when the dual motor energy recovery mode 2 is the pure electric dual motor mode 2, and the power reverse transfer when the dual motor distributed energy recovery mode is the pure electric dual motor distributed mode is not described in detail here.

In the above, the combination states of the fourth clutch and the fifth clutch can be controlled, so that the engine direct-drive getting rid of poverty mode 1, the engine direct-drive getting rid of poverty mode 2, the pure electric motor getting rid of poverty mode 1, the pure electric motor getting rid of poverty mode 2, the parallel getting rid of poverty mode 1, the parallel getting rid of poverty mode 2 and the series getting rid of poverty mode can be realized. The combination states of the fourth clutch and the fifth clutch are the combination states, and the rest is the same as the engine direct-drive mode 1, the engine direct-drive mode 2, the pure electric motor mode 1, the pure electric motor mode 2, the parallel connection mode 2 and the series connection mode except that the combination states of the fourth clutch and the fifth clutch are the combination states, so that the combination states are not repeated here.

The operating modes of the power drive system are as follows:

Embodiment III:

Referring to fig. 6 and 7, in the third embodiment, the second operating element 4 is further capable of controlling the power transmission paths between the input shaft 14 and the first coupling member 31 and between the input shaft 14 and the first output half shaft 71. That is, the fourth coupling member 41, the fifth coupling member 42, and the sixth coupling member 43 constitute a double clutch, and the fourth coupling member 41 and the fifth coupling member 42 and the fourth coupling member 41 and the sixth coupling member 43 can be coupled at the same time.

For example, the fourth coupling member 41 includes a first coupling portion and a second coupling portion, both of which are fixedly connected with the input shaft 14, the first coupling portion being capable of being coupled with the fifth coupling member 42 to constitute a second clutch, and the second coupling portion being capable of being coupled with the sixth coupling member 43 to constitute a third clutch.

In the present embodiment, by controlling the first clutch 15, the second clutch, the third clutch, the fourth clutch, and the fifth clutch, the operation modes such as the engine direct drive mode 1, the engine direct drive mode 2, the pure electric motor mode, the pure electric double motor mode 1, the pure electric double motor mode 2, the pure electric double motor mode 3, the parallel mode 1, the parallel mode 2, the series mode, the pure electric double motor distributed mode 1, the pure electric double motor distributed mode 2, the hybrid distributed mode 1, the hybrid distributed mode 2, the parking power generation mode, the single energy recovery mode, the double energy recovery mode 1, the double energy recovery mode 2, the double motor distributed energy recovery mode 3, the double motor distributed energy recovery mode 1, and the double motor distributed energy recovery mode 2 can be realized.

When the power drive system is in the engine direct drive mode 1, the first clutch 15 and the second clutch are both combined, the fourth clutch and the fifth clutch are both combined with sliding friction, the third clutch is separated, the engine 11 is operated, the first motor 12 and the second motor 13 are not operated, and the power of the engine 11 is transmitted to the first wheel end 81 and the second wheel end 82 through the first clutch 15, the input shaft 14, the second clutch, the first output half shaft 71, the fifth clutch, the fourth clutch and the second output half shaft 72.

When the power drive system is in the engine direct drive mode 2, the first clutch 15 and the third clutch are both combined, the fourth clutch and the fifth clutch are both combined with sliding friction, the second clutch is separated, the engine 11 is operated, the first motor 12 and the second motor 13 are not operated, and the power of the engine 11 is transmitted to the first wheel end 81 and the second wheel end 82 through the first clutch 15, the input shaft 14, the third clutch, the fourth clutch, the fifth clutch, the second output half shaft 72 and the first output half shaft 71.

When the power drive system is in the electric-only motor mode, the first clutch 15, the second clutch and the third clutch are disengaged, the fourth clutch and the fifth clutch are all engaged with slip friction, the first motor 12 is operated, the engine 11 and the second motor 13 are not operated, a portion of the power of the first motor 12 is transmitted to the second wheel end 82 via the fourth clutch and the second output half shaft 72, and another portion of the power is transmitted to the first wheel end 81 via the fifth clutch and the first output half shaft 71.

When the power drive system is in the pure electric motor mode 1, the first clutch 15 and the third clutch are separated, the second clutch is combined, the fourth clutch and the fifth clutch are combined in a sliding friction mode, the first motor 12 and the second motor 13 are operated, the engine 11 is not operated, the power of the second motor 13 is transmitted to the first output half shaft 71, the fourth clutch and the fifth clutch through the input shaft 14 and the second clutch, and is transmitted to the first wheel end 81 and the second wheel end 82 after being combined with the power of the first motor 12.

When the power drive system is in the pure electric motor mode 2, the first clutch 15 and the second clutch are separated, the third clutch is combined, the fourth clutch and the fifth clutch are combined in a sliding friction mode, the first motor 12 and the second motor 13 are operated, the engine 11 is not operated, the power of the second motor 13 is transmitted to the fourth clutch and the fifth clutch through the input shaft 14 and the third clutch, and is transmitted to the first wheel end 81 and the second wheel end 82 after being combined with the power of the first motor 12.

When the power driving system is in the pure electric motor mode 3, the first clutch 15 is separated, the second clutch and the third clutch are combined, the fourth clutch and the fifth clutch are combined with sliding friction, the first motor 12 and the second motor 13 work, the engine 11 does not work, the power of the second motor 13 is divided into two paths, one path is transmitted to the fourth clutch and the fifth clutch through the input shaft 14 and the third clutch, the other path is transmitted to the first output half shaft 71, the fourth clutch and the fifth clutch through the input shaft 14 and the second clutch, and the power is converged with the power of the first motor 12 and then is transmitted to the first wheel end 81 and the second wheel end 82.

When the power drive system is in the parallel mode 1, the first clutch 15 and the second clutch are combined, the fourth clutch and the fifth clutch are combined in a sliding friction mode, the third clutch is separated, the engine 11 and the first motor 12 are operated, the second motor 13 is not operated, the power of the engine 11 is transmitted to the first output half shaft 71, the fourth clutch and the fifth clutch through the first clutch 15, the input shaft 14 and the second clutch, the power of the first motor 12 is transmitted to the fourth clutch and the fifth clutch, and then the power of the engine 11 and the power of the first motor 12 are combined and then transmitted to the first wheel end 81 and the second wheel end 82.

When the power drive system is in the parallel mode 2, the first clutch 15 and the third clutch are combined, the fourth clutch and the fifth clutch are combined in a sliding friction mode, the second clutch is separated, the engine 11 and the first motor 12 are operated, the second motor 13 is not operated, the power of the engine 11 is transmitted to the fourth clutch and the fifth clutch through the first clutch 15, the input shaft 14 and the third clutch, the power of the first motor 12 is transmitted to the fourth clutch and the fifth clutch, and then the power of the engine 11 and the power of the first motor 12 are combined and then transmitted to the first wheel end 81 and the second wheel end 82.

When the power drive system is in the series mode, the second clutch and the third clutch are separated, the first clutch 15 is combined, the fourth clutch and the fifth clutch are combined in a sliding mode, the first motor 12 works, part of power of the first motor 12 is transmitted to the second wheel end 82 through the fourth clutch and the second output half shaft 72, the other part of power is transmitted to the first wheel end 81 through the fifth clutch and the first output half shaft 71, and the engine 11 drives the second motor 13 to generate electricity through the first clutch 15 and the input shaft 14.

When the power drive system is in the pure electric motor distributed mode 1, the first clutch 15, the third clutch and the fifth clutch are separated, the second clutch and the fourth clutch are combined, the first motor 12 and the second motor 13 are operated, the engine 11 is not operated, the power of the first motor 12 is transmitted to the second wheel end 82 through the fourth clutch and the second output half shaft 72, and the power of the second motor 13 is transmitted to the first wheel end 81 through the input shaft 14, the second clutch and the first output half shaft 71.

When the power drive system is in the pure electric motor distributed mode 2, the first clutch 15 and the fifth clutch are separated, the second clutch, the third clutch and the fourth clutch are combined, the first motor 12 and the second motor 13 are operated, the engine 11 is not operated, the power of the first motor 12 is transmitted to the second wheel end 82 through the fourth clutch and the second output half shaft 72, part of the power of the second motor 13 is transmitted to the first wheel end 81 through the input shaft 14, the second clutch and the first output half shaft 71, and the other part of the power is transmitted to the second wheel end 82 through the input shaft 14, the third clutch, the fourth clutch and the second output half shaft 72.

When the power drive system is in hybrid distributed mode 1, the third clutch and the fifth clutch are disengaged, the first clutch 15, the second clutch and the fourth clutch are engaged, the first electric machine 12 and the engine 11 are operated, the second electric machine 13 is not operated, the power of the first electric machine 12 is transmitted to the second wheel end 82 through the fourth clutch, the second output half shaft 72, and the power of the engine 11 is transmitted to the first wheel end 81 through the input shaft 14, the second clutch and the first output half shaft 71.

When the power drive system is in hybrid distributed mode 2, the fifth clutch is disengaged, the first clutch 15, the second clutch, the third clutch and the fourth clutch are all engaged, the first electric machine 12 and the engine 11 are operated, the second electric machine 13 is not operated, the power of the first electric machine 12 is transmitted to the second wheel end 82 through the fourth clutch and the second output half shaft 72, part of the power of the engine 11 is transmitted to the first wheel end 81 through the input shaft 14, the second clutch and the first output half shaft 71, and the other part of the power is transmitted to the second wheel end 82 through the input shaft 14, the third clutch, the fourth clutch and the second output half shaft 72.

The power reverse transfer when the single motor energy recovery mode is the pure electric motor mode, the double motor energy recovery mode 1 is the power reverse transfer when the pure electric double motor mode 1, the double motor energy recovery mode 2 is the power reverse transfer when the pure electric double motor mode 2, the double motor energy recovery mode 3 is the power reverse transfer when the pure electric double motor mode 3, the double motor distributed energy recovery mode 1 is the power reverse transfer when the pure electric double motor distributed mode 1, and the double motor distributed energy recovery mode 2 is the power reverse transfer when the pure electric double motor distributed mode 2, which will not be described in detail herein.

The operating modes of the power drive system are as follows:

Referring again to fig. 1, 4 and 6, in the first, second and third embodiments, the first output half shaft 71 is provided with the first gear 61, the fifth coupling member 42 is provided with the second gear 62, and the second gear 62 is meshed with the first gear 61, so as to implement the transmission connection between the fifth coupling member 42 and the first output half shaft 71. The first combining piece 31 is provided with a third gear 63, the sixth combining piece 43 is provided with a fourth gear 64, the fourth gear 64 is meshed with the third gear 63, and transmission connection between the sixth combining piece 43 and the first combining piece 31 is achieved.

The first gear 61, the second gear 62, the third gear 63 and the fourth gear 64 are bevel gears such that power on the longitudinally disposed input shaft 14 can be transferred to the first output half shaft 71 and the second output half shaft 72, which are disposed laterally.

The power driving system further comprises an intermediate transmission part 2, the intermediate transmission part 2 comprises an intermediate shaft 21, a first intermediate gear 22 and a second intermediate gear 23, the first intermediate gear 22 and the second intermediate gear 23 are arranged on the intermediate shaft 21 at intervals, the first intermediate gear 22 is a bevel gear, the first intermediate gear 22 is meshed with a third gear 63, the second intermediate gear 23 is meshed with the fifth gear 65, and transmission connection between the first motor 12 and the first combining piece 31 is achieved. Wherein the diameter of the fifth gear 65 is smaller than the diameter of the second intermediate gear 23, and the diameter of the first intermediate gear 22 is smaller than the diameter of the third gear 63, so that a reduction transmission is formed between the fifth gear 65 and the second intermediate gear 23 and between the first intermediate gear 22 and the third gear 63. The second intermediate gear 23 and the fifth gear 65 may be flat gears or bevel gears.

Wherein the intermediate transmission 2, the first motor 12, the input shaft 14, and the engine 11 are arranged in the longitudinal direction of the vehicle, so that the power drive system further utilizes the dimension in the longitudinal direction of the vehicle to reduce the dimension of the power drive system in the width direction of the vehicle.

The first actuating element 3 is arranged between the first output half shaft 71 and the second output half shaft 72 and coaxially with the first output half shaft 71, so that the connection between the first actuating element 3 and the first output half shaft 71 and the second output half shaft 72 is facilitated, and the torque requirement for the first actuating element 3 can be reduced, and thus the structural size of the first actuating element 3 can be reduced, relative to a structure in which the first actuating element 3 is arranged on the input shaft 14.

When the power drive system is arranged on the vehicle body, the positions of the first output half shaft 71 and the second output half shaft 72 correspond to the positions of the first wheel end 81 and the second wheel end 82, which have a large space, thus facilitating the arrangement of the first operating element 3.

The forward rotation direction of the engine 11 is generally clockwise, and when the engine 11 is disposed on the right side of the vehicle, the first wheel end 81 and the second wheel end 82 are connected to the rotating shaft of the engine 11 through a secondary gear transmission, so that the forward rotation of the first wheel end 81 and the second wheel end 82 corresponds to the forward rotation of the engine 11. According to the scheme that the engine 11 is arranged on the right side of the vehicle, the axial direction of the engine 11 is reversely rotated by 90 degrees, so that the engine 11 is in transmission connection with the first wheel end 81 and the second wheel end 82 through the primary gear, forward rotation of the first wheel end 81 and the second wheel end 82 can be realized to correspond to forward rotation of the engine 11, the number of intermediate transmission gears is reduced, and power loss of power of the engine 11 in a transmission process is reduced.

Referring to fig. 1, 4 and 6, the power driving system further includes a speed increasing mechanism 5, where the speed increasing mechanism 5 connects the second motor 13 and the input shaft 14, and when power is transmitted from the input shaft 14 to the second motor 13, the rotation speed of the second motor 13 is greater than the rotation speed of the input shaft 14, that is, when the engine 11 drives the second motor 13 to generate electricity, the rotation speed of the second motor 13 is increased, so that the speed of the rotor of the second motor 13 cutting magnetic lines in the stator magnetic field is faster, and the generated power of the second motor 13 is increased. When the generated power of the second motor 13 is constant, the size of the second motor 13 can be further reduced by the speed increasing action of the speed increasing mechanism 5, and the resistance torque when the engine 11 drives the second motor 13 to generate power can be further reduced. When the second motor 13 drives the rotating shaft of the engine 11 to rotate so as to assist the engine 11 to start, the torque on the speed increasing mechanism 5 is reversely transmitted, namely, a speed reducing and torque increasing structure is formed, so that the second motor 13 outputs larger torque.

In one embodiment, the speed increasing mechanism 5 includes a sixth gear 51 and a seventh gear 52, the sixth gear 51 is fixedly connected to the input shaft 14, the seventh gear 52 is fixed at the input end of the second motor 13 and is meshed with the sixth gear 51, and the diameter of the sixth gear 51 is larger than that of the seventh gear 52, so that when the engine 11 drives the second motor 13 to generate electricity, the power of the engine 11 passes through the sixth gear 51 and the seventh gear 52 to achieve speed increasing.

The two motors and the engine 11 of the power driving system are controlled by the first control element 3 and the second control element 4, so that multiple working modes such as independent driving of each wheel and common driving of a plurality of wheels can be realized, a user can switch to the corresponding working modes according to different road conditions, the first motor 12, the second motor 13 and the engine 11 work in an optimal efficiency area, and the power performance of the vehicle is improved. The problem that the existing electromechanical coupling system in the parallel mixed motion and range extending mode cannot independently drive each wheel to cause the fact that the vehicle posture cannot be balanced and stabilized under the conditions of extremely tire burst and skid road surface is solved, and the problem that the existing distributed electric driving system is short in driving mileage is solved. Compared with a range-extending type distributed driving system which is formed by adding 2 independent modules of three motors and is formed by a range extender for driving a generator to generate power on a distributed electric driving system, the range-extending type distributed driving system has the advantages that one motor is omitted, the system cost is reduced, and the structure is more compact.

It will be understood that equivalents and modifications will occur to those skilled in the art based on the present utility model and its spirit, and all such modifications and substitutions are intended to be included within the scope of the present utility model.

Claims

1. A power drive system, comprising:

The device comprises an engine, an input shaft and a first motor, wherein the input shaft is connected with the engine;

the first output half shaft is arranged perpendicular to the rotating shaft of the engine and is used for being connected with the first wheel end;

The second output half shaft is coaxially arranged with the first output half shaft and is used for being connected with a second wheel end;

The first control element is arranged between the first output half shaft and the second output half shaft and is in transmission connection with the first motor, and can control the on-off of a power transmission path between the first motor and the first output half shaft and the on-off of a power transmission path between the first motor and the second output half shaft;

The second control element is arranged on the input shaft and connected with the first output half shaft, and the second control element can control the on-off of a power transmission path between the input shaft and the first output half shaft;

And the second motor is in transmission connection with the input shaft.

2. The power drive system of claim 1, wherein,

The first operating element comprises a first combining piece, a second combining piece and a third combining piece, the first combining piece is connected with the first motor in a transmission mode, the second combining piece is fixedly connected with the first output half shaft, the first combining piece can be combined with or separated from the second combining piece so as to control the on-off of a power transmission path between the first motor and the first output half shaft, the third combining piece is fixedly connected with the second output half shaft, and the first combining piece can be combined with or separated from the third combining piece so as to control the on-off of the power transmission path between the first motor and the second output half shaft.

3. The power drive system of claim 2, wherein,

The first combining piece, the second combining piece and the third combining piece form a double clutch;

the dual clutch is a wet clutch.

4. The power drive system of claim 2, wherein,

The second control element comprises a fourth combining piece and a fifth combining piece, the fourth combining piece is fixedly connected with the input shaft, the fifth combining piece is rotationally connected to the input shaft and is in transmission connection with the first output half shaft, and the fourth combining piece can be combined with or separated from the fifth combining piece so as to control the on-off of a power transmission path between the input shaft and the first output half shaft.

5. The power drive system of claim 4, wherein,

The fourth coupling member and the fifth coupling member constitute a second clutch.

6. The power drive system of claim 4, wherein,

The second control element further comprises a sixth combining piece, the sixth combining piece is in transmission connection with the first combining piece, and the fourth combining piece can be combined with or separated from the sixth combining piece so as to control the on-off of a power transmission path between the input shaft and the first combining piece.

7. The power drive system of claim 6, wherein,

The fourth combining piece, the fifth combining piece and the sixth combining piece form a three-station synchronizer, a three-station clutch or a double clutch.

8. The power drive system of claim 6, wherein,

The input shaft and the rotating shaft of the engine are coaxially arranged;

the first output half shaft is provided with a first gear, the fifth combining piece is provided with a second gear, the second gear is meshed with the first gear, and the second gear and the first gear are bevel gears;

The first combining piece is provided with a third gear, the sixth combining piece is provided with a fourth gear, the fourth gear is meshed with the third gear, and the fourth gear and the third gear are bevel gears;

The power driving system further comprises an intermediate transmission piece, wherein the intermediate transmission piece comprises an intermediate shaft, a first intermediate gear and a second intermediate gear, the first intermediate gear and the second intermediate gear are arranged on the intermediate shaft at intervals, the first intermediate gear is a bevel gear and meshed with the third gear, the second intermediate gear is meshed with the fifth gear, the diameter of the fifth gear is smaller than that of the second intermediate gear, and the diameter of the first intermediate gear is smaller than that of the third gear.

9. The power drive system of claim 1, wherein,

When the rotating shaft of the engine rotates positively, the first wheel end and the second wheel end can be driven to rotate positively.

10. The power drive system of claim 1, further comprising:

And the speed increasing mechanism is connected with the second motor and the input shaft, and when power is transmitted from the input shaft to the second motor, the rotating speed of the second motor is larger than that of the input shaft.

11. The power drive system of claim 1, further comprising:

A first clutch connecting the engine and the input shaft, the first clutch being capable of controlling the engine to be coupled to the input shaft and capable of controlling the engine to be decoupled from the input shaft.

12. A vehicle comprising a vehicle body, a first wheel end, a second wheel end, a power battery, and the power drive system of any one of claims 1-11, the power drive system being mounted on the vehicle body, the first wheel end being connected to the first output half shaft, the second wheel end being connected to the second output half shaft, the power battery being secured to the vehicle body and electrically connected to the first motor and the second motor.