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CN118163596A - Vehicle and hybrid power system thereof - Google Patents

Vehicle and hybrid power system thereof Download PDF

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Publication number
CN118163596A
CN118163596A CN202410478279.8A CN202410478279A CN118163596A CN 118163596 A CN118163596 A CN 118163596A CN 202410478279 A CN202410478279 A CN 202410478279A CN 118163596 A CN118163596 A CN 118163596A
Authority
CN
China
Prior art keywords
motor
gear
transmission
vehicle
output shaft
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
CN202410478279.8A
Other languages
Chinese (zh)
Inventor
孔庆波
郭梦梦
储胜祥
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Zhejiang Geely Holding Group Co Ltd
Geely Automobile Research Institute Ningbo Co Ltd
Original Assignee
Zhejiang Geely Holding Group Co Ltd
Geely Automobile Research Institute Ningbo Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Zhejiang Geely Holding Group Co Ltd, Geely Automobile Research Institute Ningbo Co Ltd filed Critical Zhejiang Geely Holding Group Co Ltd
Priority to CN202410478279.8A priority Critical patent/CN118163596A/en
Publication of CN118163596A publication Critical patent/CN118163596A/en
Pending legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Hybrid Electric Vehicles (AREA)

Abstract

The invention discloses a vehicle and a hybrid power system thereof, wherein the hybrid power system comprises: the engine assembly, first motor, the second motor, the controllable clutch of developments, the input shaft assembly, first output shaft assembly and second output shaft assembly, the controllable clutch of developments includes first driving medium, the input shaft assembly includes input shaft and first gear, first gear rotationally overlaps the input shaft, the input shaft transmission is connected between first motor and first driving medium, and first driving medium is along the input shaft movable, so that engine assembly selectively and first driving medium transmission connection, and first gear selectively and first driving medium transmission connection, first gear and first output shaft assembly transmission connection, second motor and second output shaft assembly transmission connection. Therefore, the traditional differential mechanism structure is canceled, wheels at two ends of the vehicle can be directly driven by the first motor and the second motor, and the steering performance and the running stability of the vehicle are improved.

Description

Vehicle and hybrid power system thereof
Technical Field
The invention relates to the technical field of vehicle power systems, in particular to a vehicle and a hybrid power system thereof.
Background
Along with the rapid development of new energy automobile technology, a hybrid power system represented by an engine and a motor is developed, in the related art, a traditional hybrid power system generally comprises an engine, a generator and a driving motor, the engine can drive the generator to generate electricity, the engine and the driving motor can transmit power to a differential, and finally, the differential is utilized to transmit the power to wheels at two ends.
However, the differential mechanism can cause the differential speed of the wheels at the two ends to be not poor in torsion in the power transmission process, so that the adhesive force of the tires at the two ends is not the same for cornering, wet sliding and some tortuous roads, and the vehicle is difficult to adjust according to the real-time road conditions, so that the operability and the stability of the vehicle are poor.
Disclosure of Invention
The present invention aims to solve at least one of the technical problems existing in the prior art. Therefore, the first object of the present invention is to provide a hybrid power system of a vehicle, which can directly transmit the power output by the first motor and the second motor to the wheels at two ends of the vehicle through the first output shaft assembly and the second output shaft assembly, without arranging a differential mechanism structure, so as to realize the distributed driving of the two motors, and has the advantages of short transmission chain, compact structure, etc., and the distributed driving system can also independently adjust the magnitude and the direction of the driving force through the first motor and the second motor, thereby realizing the refined driving control, being convenient for the vehicle to adjust the distribution of the adhesive force of the tires at two ends according to the real-time condition of the road surface, and being beneficial to improving the steering performance and the driving stability of the vehicle.
A second object of the invention is to propose a vehicle.
To achieve the above object, an embodiment of a first aspect of the present invention provides a hybrid system of a vehicle, including: the engine assembly, first motor, the second motor, the controllable clutch of developments, the input shaft assembly, first output shaft assembly and second output shaft assembly, the controllable clutch of developments includes first driving medium, the input shaft assembly includes input shaft and first gear, first gear rotationally overlaps the input shaft, the input shaft transmission is connected between first motor and first driving medium, and first driving medium is along the input shaft movable, so that engine assembly selectively and first driving medium transmission connection, and first gear selectively and first driving medium transmission connection, first gear and first output shaft assembly transmission connection, second motor and second output shaft assembly transmission connection.
According to the hybrid power system disclosed by the embodiment of the invention, the first transmission part is driven to move, so that the switching of multiple working modes of the hybrid power system can be realized, when the first transmission part is driven to move along the input shaft so that the first gear is in transmission connection with the first transmission part, the power output by the first motor can be sequentially transmitted to the first transmission part, the first gear and the first output shaft assembly through the input shaft, the power output by the second motor can be directly transmitted to the second output shaft assembly, and therefore, the power output by the first motor and the power output by the second motor can be directly transmitted to wheels at two ends of a vehicle through the first output shaft assembly and the second output shaft assembly.
According to some embodiments of the invention, the first transmission member comprises: the input shaft movably penetrates through the first mounting hole and is in transmission connection with the first mounting hole.
According to some embodiments of the invention, the first transmission member further comprises: the first gear is selectively in transmission connection with the first connecting portion, and the engine assembly is selectively in transmission connection with the second connecting portion.
According to some embodiments of the invention, the first gear has a first connection member located on a side of the first gear adjacent to the first transmission member, the first connection member selectively in driving connection with the first connection portion.
According to some embodiments of the invention, the dynamically controllable clutch further comprises: the driving piece and the moving piece are arranged on the driving piece, and the driving piece is suitable for driving the moving piece to drive the first transmission piece to move relative to the input shaft.
According to some embodiments of the invention, an engine assembly includes: the engine, second driving medium and second connecting piece, second connecting piece pass through second driving medium and the output shaft fixed connection of engine, and the second connecting piece is connected with first driving medium transmission selectively.
According to some embodiments of the invention, the second connector has a second mounting hole, the input shaft extends into the second mounting hole, and the input shaft is rotatable relative to the second mounting hole.
According to some embodiments of the invention, further comprising: the first transmission shaft assembly is in transmission connection between the first gear and the first output shaft assembly.
According to some embodiments of the invention, further comprising: and the second transmission shaft assembly is in transmission connection between the second motor and the second output shaft assembly.
To achieve the above object, a second aspect of the present invention provides a vehicle comprising:
A hybrid system, which is the hybrid system in the embodiment of the first aspect;
The wheel motor is in transmission connection with the wheel output shaft assembly;
The power battery is electrically connected with the first motor, the second motor and the wheel motor.
According to the vehicle provided by the embodiment of the invention, through the arrangement of the hybrid power system, the first transmission part is driven to move, the switching of multiple working modes of the hybrid power system can be realized, when the first transmission part is driven to move along the input shaft so that the first gear is in transmission connection with the first transmission part, the power output by the first motor can be sequentially transmitted to the first transmission part, the first gear and the first output shaft assembly through the input shaft, the power output by the second motor can be directly transmitted to the second output shaft assembly, and therefore, the power output by the first motor and the second motor can be directly transmitted to wheels at two ends of the vehicle through the first output shaft assembly and the second output shaft assembly, a differential mechanism structure is not required to be arranged, the dual-motor distributed driving is realized, the advantages of short transmission chain, compact structure and the like are realized, the distributed driving system can also realize refined driving control by independently adjusting the size and the direction of the driving force through the first motor and the second motor, the vehicle can be convenient to adjust the distribution of the adhesive force of tires at two ends according to the real-time condition of the road surface, and the vehicle is beneficial to improving the operability and running stability of the vehicle.
Additional aspects and advantages of the invention 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 invention.
Drawings
The foregoing and/or additional aspects and advantages of the invention 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 diagram of a hybrid powertrain according to a first embodiment of the present invention;
FIG. 2 is a schematic diagram of a hybrid powertrain according to a second embodiment of the present invention;
FIG. 3 is a schematic diagram of a hybrid powertrain according to a third embodiment of the present invention;
FIG. 4 is a schematic diagram of a hybrid powertrain according to a fourth embodiment of the present invention;
FIG. 5 is a schematic view of a housing according to one embodiment of the invention;
Fig. 6 is a schematic diagram of a vehicle according to one embodiment of the invention.
Reference numerals:
Hybrid system 100;
An engine assembly 1; an engine 11; a second transmission member 12; a second connector 13; a second mounting hole 131;
a first motor 2;
a second motor 3; a second gear 31;
A dynamically controllable clutch 4; a first transmission member 41; a first mounting hole 411; a first connection portion 412; a second connection portion 413; a driving member 42; a moving member 43;
An input shaft assembly 5; an input shaft 51; a first gear 52; a first connecting member 521;
a first output shaft assembly 6; a first output shaft 61; a first output gear 62;
A second output shaft assembly 7; a second output shaft 71; a second output gear 72;
A first drive shaft assembly 8; a first transmission shaft 81; a third gear 82; a fourth gear 83;
a second drive shaft assembly 9; a second transmission shaft 91; a fifth gear 92; a sixth gear 93;
A housing 10;
A vehicle 200;
Wheel side motor 201; wheel-side output shaft assembly 202; a power battery 203; a controller 204.
Detailed Description
Embodiments of the present invention are described in detail below, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to like or similar elements or elements having like or similar functions throughout. The embodiments described below by referring to the drawings are illustrative only and are not to be construed as limiting the invention.
The vehicle 200 and the hybrid system 100 thereof according to the embodiment of the present invention are described below with reference to the drawings.
As shown in fig. 1 to 5, a hybrid system 100 according to an embodiment of the first aspect of the invention includes: the engine assembly 1, the first motor 2, the second motor 3, the dynamic controllable clutch 4, the input shaft assembly 5, the first output shaft assembly 6 and the second output shaft assembly 7, the dynamic controllable clutch 4 comprises a first transmission member 41, the input shaft assembly 5 comprises an input shaft 51 and a first gear 52, the first gear 52 is rotatably sleeved on the input shaft 51, for example, a through hole is arranged in the center of the first gear 52, the through hole is sleeved on the outer surface of the input shaft 51 through an embedded needle bearing, further, the input shaft 51 is in transmission connection between the first motor 2 and the first transmission member 41, the first transmission member 41 is movable along the input shaft 51, so that the engine assembly 1 is selectively in transmission connection with the first transmission member 41, the first gear 52 is in transmission connection with the first output shaft assembly 6, and the second motor 3 is in transmission connection with the second output shaft assembly 7.
It should be noted that, as shown in fig. 5, the hybrid system 100 further includes a housing 10, and a mounting cavity is defined in the housing 10, where the first motor 2, the second motor 3, the dynamically controllable clutch 4, the input shaft assembly 5, the first output shaft assembly 6 and the second output shaft assembly 7 are all mounted in the mounting cavity, and further, the first output shaft 61 of the first output shaft assembly 6 and the second output shaft 71 of the second output shaft assembly 7 extend out of the housing 10 for power transmission.
Specifically, as shown in fig. 1, the dynamically controllable clutch 4 is disposed between the first motor 2 and the engine assembly 1, wherein the first transmission member 41 of the dynamically controllable clutch 4 is in driving connection with the input shaft 51, and the first transmission member 41 is movable along the extending direction of the input shaft 51, so that the engine assembly 1 is selectively in driving connection with the first transmission member 41, and the first gear 52 is selectively in driving connection with the first transmission member 41, that is, the first transmission member 41 is movable to a first position in driving connection with the engine assembly 1, a second position in driving connection with the first gear 52, and a third position in non-driving connection with both the engine assembly 1 and the first gear 52.
Further, the first motor 2 comprises a first motor 2 shaft, a first motor 2 stator and a first motor 2 rotor, wherein the first motor 2 shaft is in transmission connection with the input shaft 51 through an internal and external spline structure, the first motor 2 stator is fixed in the shell 10 through a fastening bolt, the first motor 2 rotor is fixedly connected with the first motor 2 shaft, and the first motor 2 rotor and the first motor 2 shaft can synchronously rotate; the second motor 3 comprises a second motor 3 shaft, a second motor 3 stator and a second motor 3 rotor, wherein the second motor 3 stator is fixed in the shell 10 through a fastening bolt, the second motor 3 rotor is fixedly connected with the second motor 3 shaft, the second motor 3 rotor and the second motor 3 shaft can synchronously rotate, two ends of the second motor 3 shaft are assembled in the shell 10 through outer bearings, one end, far away from the second motor 3 rotor, of the second motor 3 shaft is provided with a second gear 31 in a pressing mode, namely the second gear 31 is fixed on the outer surface of the second motor 3 shaft through a pressing technology, the second gear 31 can follow or drive the second motor 3 shaft to do rotary motion, and the second gear 31 is in transmission connection with the second output shaft assembly 7.
Further, the first output shaft assembly 6 and the second output shaft assembly 7 are respectively connected with the vehicle 200 at two ends of the vehicle 200 in a driving manner, specifically, as shown in fig. 6, the first output shaft assembly 6 is connected with the left front wheel of the vehicle 200 in a driving manner, the second output shaft assembly 7 is connected with the right front wheel of the vehicle 200 in a driving manner, so as to realize the front driving of the vehicle 200, of course, the first output shaft assembly 6 may also be connected with the left rear wheel of the vehicle 200 in a driving manner, and the second output shaft assembly 7 may also be connected with the right rear wheel of the vehicle 200 in a driving manner, so as to realize the rear driving of the vehicle 200.
As a first specific example, the hybrid system 100 according to the present application may have a first operation mode, which may be a standby mode of the vehicle 200, in which the first transmission member 41 is moved to the third position, that is, the first transmission member 41 is not in driving connection with the engine assembly 1 and the first gear 52, the engine 11 and the first motor 2 are in an idle state, the engine 11, the first motor 2 and the second generator are not operated, the hybrid system 100 does not output power, and the vehicle 200 is in an idle stop state.
As a second specific example, the hybrid system 100 proposed by the present application may have a second operation mode, where the second operation mode may be a driving mode of the vehicle 200, specifically, in a starting or driving condition in the second operation mode, as shown in fig. 2, the first transmission member 41 is moved to a second position to connect the first transmission member 41 with the first gear 52 in a transmission manner, so that the first gear 52 is connected with the input shaft 51 in a transmission manner, further, when the power battery 203 is used as an energy source and supplies power to the first motor 2 and the second motor 3, the first motor 2 and the second motor 3 operate simultaneously, and if both the first motor 2 and the second motor 3 rotate forward, the power output by the first motor 2 may be transmitted to the first output shaft assembly 6 through the first motor 2 shaft, the input shaft 51 and the first gear 52, and as shown in fig. 6, the power of the first motor 2 may be directly transmitted to the left front wheel of the vehicle 200 through the first output shaft assembly 6 to drive the left front wheel of the vehicle 200, so as to drive the left front wheel forward when the first motor 2 is driven forward in a forward direction; likewise, the power output by the second motor 3 may be transmitted to the second output shaft assembly 7 through the second motor 3 shaft and the second gear 31, and with continued reference to fig. 6, the second output shaft assembly 7 is in driving connection with the right front wheel of the vehicle 200, so that the power of the second motor 3 may be directly transmitted to the right front wheel of the vehicle 200 through the second output shaft assembly 7 to drive the right front wheel to rotate, and assuming that the second motor 3 rotates forward, the right front wheel is driven to move forward.
From this, can directly pass through first output shaft assembly 6, second output shaft assembly 7 with the power of first motor 2, the output of second motor 3 is transmitted to vehicle 200 both ends wheel, need not to set up differential mechanism structure, realized two motor distributed drive, have advantages such as the drive chain is short, compact structure, and distributed drive system can also adjust the size and the direction of drive power alone through first motor 2 and second motor 3, realized the drive control of refining, the distribution of the tire adhesion at both ends is adjusted in time according to the road surface real-time situation to vehicle 200 of being convenient for, be favorable to improving vehicle 200 operability and driving stability.
It should be noted that, the first motor 2 and the second motor 3 may be motors with vector control technology, and accurate control of the rotation speed and torque of the motors may be achieved through magnetic flux orientation, so that loss of the motors is reduced, efficiency of the motors is improved, and since the vector control motors are controlled by stepless control technology, vibration and noise of the motors are reduced, so that NVH performance of the vehicle 200 may be improved.
Further, when the vehicle 200 is in the reverse running condition in the second running mode, the power battery 203 drives the first motor 2 and the second motor 3 to rotate reversely, wherein, assuming that the first motor 2 rotates forwardly, the first motor 2 drives the left front wheel to move towards any one of the front side, the left side or the right side of the wheel, the direction of the reverse rotation of the first motor 2 and the direction of the forward rotation of the first motor 2 are the opposite direction of the rotation of the first motor 2, and when the first motor 2 rotates reversely, the power output by the first motor 2 can be transmitted to the first output shaft assembly 6 through the first motor 2 shaft, the input shaft 51 and the first gear 52, so that the left front wheel is driven to rotate reversely through the first output shaft assembly 6, and the left front wheel moves backwards; at this time, the second motor 3 is required to rotate reversely in synchronization, wherein, assuming that the second motor 3 rotates forwardly, the second motor 3 drives the right front wheel to move in any one direction of the front side, the left side or the right side of the wheel, the direction of the reverse rotation of the second motor 3 and the direction of the forward rotation of the second motor 3 are the opposite direction of the rotation of the shaft of the second motor 3, it is understood that the direction of the rotation of the first motor 2 needs to be consistent, when the second motor 3 rotates reversely, the power output by the second motor 3 can be transmitted to the second output shaft assembly 7 through the shaft of the second motor 3 and the second gear 31 to drive the right front wheel to rotate reversely through the second output shaft assembly 7, so that the right front wheel moves backwards, and thus, the reverse gear function is realized under the condition that the vehicle 200 reverses at the same time of the left and right wheels.
As a third specific example, the hybrid system 100 according to the present application may have a third operation mode, which may be an energy recovery mode of the vehicle 200, in which both the first motor 2 and the second motor 3 may be used for energy recovery, specifically, during a deceleration or braking process of the vehicle 200, as shown in fig. 3, a part of kinetic energy of the vehicle 200 is transferred to the first output shaft assembly 6 through the left front wheel of the vehicle 200, and then is sequentially transferred to the first gear 52, the input shaft 51 and the first motor 2 shaft through the first output shaft assembly 6, the first motor 2 shaft drives the stator of the first motor 2 to perform a rotational motion to convert the kinetic energy into electric energy, and the first motor 2 is connected to the power battery 203, so that the electric energy converted by the first motor 2 may be stored in the power battery 203 to implement energy recovery; further, as shown in fig. 3, another part of kinetic energy of the vehicle 200 is transferred to the second output shaft assembly 7 through the right front wheel of the vehicle 200, and then sequentially transferred to the second gear 31 and the second motor 3 shaft through the second output shaft assembly 7, the second motor 3 shaft drives the second motor 3 stator to perform rotational motion so as to convert the kinetic energy into electric energy, and the second motor 3 is also connected with the power battery 203, so that the electric energy converted by the second motor 3 can be stored in the power battery 203 to realize energy recovery.
Therefore, in the process of decelerating or braking the vehicle 200, the first motor 2 and the second motor 3 can respectively realize the energy recovery function, which is beneficial to improving the energy recovery effect, and the recovered energy can participate in the subsequent driving of the vehicle 200, for example, the vehicle 200 is driven by the first motor 2 and the second motor 3 to run, which is beneficial to saving energy.
As a fourth specific example, the hybrid system 100 according to the present application may have a fourth operation mode, which may be a range-extending mode of the vehicle 200, specifically, when the remaining power of the power battery 203 of the vehicle 200 is lower than a certain preset threshold value, the vehicle 200 automatically shifts to the fourth operation mode, in which, as shown in fig. 4, the first transmission member 41 moves to the first position to connect the first transmission member 41 with the engine assembly 1 in a transmission manner, so that the engine assembly 1 is connected with the input shaft 51 in a transmission manner, further, the engine assembly 1 operates to transmit the power output by the engine assembly 1 to the first motor 2 shaft through the transmission member and the input shaft 51, the first motor 2 shaft drives the stator of the first motor 2 to perform a rotational motion, so that the kinetic energy transmitted by the engine assembly 1 is converted into electric energy by using the first motor 2, and the first motor 2 is connected with the power battery 203, and the electric energy generated by the first motor 2 is supplemented to the power battery 203, so as to implement the charging function of the first motor 2.
It should be noted that, referring to fig. 4 and 6, the hybrid power system 100 of the vehicle 200 is used for driving the left front wheel and the right front wheel of the vehicle 200, the vehicle 200 further has two wheel motors 201, the two wheel motors 201 are electrically connected with the power battery 203, and the two wheel motors 201 respectively drive the left rear wheel and the right rear wheel of the vehicle 200, so that the four-wheel driving function of the vehicle 200 can be achieved, when the vehicle 200 is in the range-increasing mode, the second motor 3 stops working, the first motor 2 charges the power battery 203 so as to save the electric power loss of the vehicle 200 in the low battery condition, if the vehicle 200 needs to be driven to run, the two wheel motors 201 can be driven to rotate by the power battery 203, the vehicle 200 is shifted into the rear wheel driving mode, and the two wheel motors 201 drive the vehicle 200 to run.
Therefore, compared with the traditional distributed driving system, the invention also has a range-extending mode, can prolong the endurance mileage while ensuring the performances of high efficiency, environmental protection, comfort, safety and the like, improves the user experience, can reduce the requirement on battery energy without reducing the endurance capacity, and realizes the cost saving of the vehicle 200.
According to the hybrid power system 100 of the embodiment of the invention, by driving the first transmission member 41 to move, switching of multiple working modes of the hybrid power system 100 can be achieved, and when the first transmission member 41 is driven to move along the input shaft 51 so that the first gear 52 is in transmission connection with the first transmission member 41, power output by the first motor 2 can be sequentially transmitted to the first transmission member 41, the first gear 52 and the first output shaft assembly 6 through the input shaft 51, power output by the second motor 3 can be directly transmitted to the second output shaft assembly 7, so that power output by the first motor 2 and the second motor 3 can be directly transmitted to wheels at two ends of the vehicle 200 through the first output shaft assembly 6 and the second output shaft assembly 7, a differential mechanism structure is not required to be arranged, double-motor distributed driving is achieved, advantages of short transmission chain, compact structure and the like are achieved, the distributed driving system can further achieve fine driving control through independent adjustment of the size and direction of driving force through the first motor 2 and the second motor 3, the vehicle 200 can be convenient for timely adjusting distribution of tire adhesion force at two ends according to road surface real-time conditions, and improvement of steering stability and running stability of the vehicle 200 are facilitated.
In some embodiments of the present invention, as shown in fig. 1-4, the first transmission member 41 includes: the first mounting hole 411, the input shaft 51 movably passes through the first mounting hole 411 and is in transmission connection with the first mounting hole 411. Specifically, the first transmission member 41 may be configured as a gear hub assembly, the first transmission member 41 has a first mounting hole 411, the first mounting hole 411 may be configured as, but not limited to, an inner spline hole structure, the output shaft has an outer spline structure, the output shaft is arranged in the first mounting hole 411 in a penetrating manner and is in transmission connection with the inner spline hole of the first transmission member 41 through an outer spline, and the relative input shaft 51 of the first transmission member 41 is movable, that is, the input shaft 51 is not completely and fixedly connected with the first transmission member 41, the first transmission member 41 can be driven by the first mounting hole 411 and the input shaft 51, and can relatively move along the extending direction of the input shaft 51.
In some embodiments of the present invention, as shown in fig. 1-4, the first transmission member 41 further includes: a first connection 412 and a second connection 413, the first gear 52 being selectively in driving connection with the first connection 412, and the engine assembly 1 being selectively in driving connection with the second connection 413.
Specifically, continuing with the explanation of the configuration of the first transmission member 41 as the gear hub assembly, the first connection portion 412 is located on the side of the first transmission member 41 close to the first gear 52, and the second connection portion 413 is located on the side of the first transmission member 41 close to the engine assembly 1, further, as shown in fig. 1, the first transmission member 41 is moved in the extending direction of the input shaft 51, the engine assembly 1 is in driving connection with the second connection portion 413 when the first transmission member 41 is moved to the first position, the first gear 52 is in driving connection with the first connection portion 412 when the first transmission member 41 is moved to the second position, the first gear 52 is not in driving connection with the first connection portion 412 and the engine assembly 1 is not in driving connection with the second connection portion 413 when the first transmission member 41 is moved to the third position, so arranged that the first connection portion 412 of the first transmission member 41 is selectively in driving connection with the first gear 52, and the second connection portion 413 of the first transmission member 41 is selectively in driving connection with the engine assembly 1 by driving the first transmission member 41 to move, so that the plurality of operation modes of the hybrid power system 100 can be realized.
In some embodiments of the present invention, as shown in fig. 1-4, the first gear 52 has a first connecting member 521, the first connecting member 521 is located on a side of the first gear 52 adjacent to the first transmission member 41, and the first connecting member 521 is selectively in driving connection with the first connecting portion 412.
Specifically, the first gear 52 is provided with a first connecting member 521 on a side close to the first transmission member 41, when the first transmission member 41 moves close to or away from the first gear 52, the first connecting member 521 is selectively in transmission connection with or separated from the first connecting portion 412, specifically, the first connecting member 521 may be configured as a combined tooth sleeve, the first connecting portion 412 may be configured as a tooth hub outer ring, the combined tooth sleeve is welded on an outer surface of the side of the first gear 52 close to the first transmission member 41 by a circumferential ring, and when the first transmission member 41 moves to the second position, an inner circumferential ring of the combined tooth sleeve (the first connecting member 521) is assembled with (non-gear engagement) with the tooth hub outer ring (the first connecting portion 412) in a matched manner, so as to realize transmission connection between the first connecting member 521 and the first connecting portion 412. Further, when the first transmission member 41 moves to the third position, the hub outer ring is separated from the inner circumferential ring of the engaging sleeve, i.e. the first connection member 521 is separated from the first connection portion 412, and the first transmission member 41 and the first gear 52 no longer have a transmission relationship.
In some embodiments of the present invention, as shown in FIGS. 1-4, the dynamically controllable clutch 4 further comprises: the driving member 42 and the moving member 43, the moving member 43 is disposed on the driving member 42, and the driving member 42 is adapted to drive the moving member 43 to drive the first transmission member 41 to move relative to the input shaft 51.
Specifically, as shown in fig. 1, the driving member 42 may be configured as a stator assembly, the moving member 43 may be configured as a converter assembly, the stator assembly is fixedly mounted in the housing 10 through a fastening bolt, the stator assembly has a connection harness, and may be connected with the controller 204, the converter assembly belongs to a permanent magnet structure, the converter assembly is disposed in an inner ring of the stator assembly, it should be noted that the first driving member 41 is configured as a gear hub assembly, the gear hub assembly is in a U-shaped structure, the gear hub assembly has an intermediate shaft, two sides of the intermediate shaft are respectively provided with a first connection portion 412 and a second connection portion 413, the converter assembly is sleeved on an outer surface of the intermediate shaft, and the converter assembly may move along an axial direction of the intermediate shaft.
As a specific example, as shown in fig. 1, when the stator assembly is energized to generate electromagnetic force, the converter assembly of the permanent magnet material can be pushed to move toward the first gear 52 or the engine assembly 1 in the axial direction of the intermediate shaft through the flow direction of the cover plate current, when the converter assembly moves toward the first gear 52, the converter assembly drives the first connection part 412 to move the first transmission member 41 as a whole toward the first gear 52, and when the converter assembly moves toward the engine assembly 1, the converter assembly drives the second connection part 413 to move the first transmission member 41 as a whole toward the engine assembly 1. Therefore, the traditional wet clutch or synchronizer is replaced by the dynamic controllable clutch 4, a hydraulic mechanism is not needed, parts such as a clutch motor or a gear shifting motor can be removed, more effective space layout can be realized, energy consumption is not needed for maintaining the clutch state, and the energy consumption is reduced.
In some embodiments of the present invention, as shown in FIGS. 1-4, an engine assembly 1 includes: the engine 11, the second transmission member 12 and the second connecting member 13, the second connecting member 13 is fixedly connected with the output shaft of the engine 11 through the second transmission member 12, and the second connecting member 13 is selectively connected with the first transmission member 41 in a transmission manner.
Specifically, the engine assembly 1 includes an engine 11, a second transmission member 12 and a second connection member 13, where an output shaft of the engine 11 is fixedly connected with the second transmission member 12, and the fixed connection manner includes, but is not limited to, bolt fastening connection, alternatively, the second transmission member 12 may be configured as a flywheel assembly, a center of the flywheel assembly has an inner spline hole structure, the second connection member 13 may also be configured as a coupling tooth sleeve, an outer circumferential ring of the coupling tooth sleeve has an inner groove structure, a center portion is a hollow structure, an outer spline shaft is disposed on a side of the coupling tooth sleeve near the second transmission member 12, the coupling tooth sleeve is in transmission connection with the inner spline hole of the flywheel assembly through the outer spline shaft, and further, the second connection portion 413 may also be configured as a hub outer ring, and when the first transmission member 41 moves to the first position, an inner circumferential ring of the coupling tooth sleeve (the second connection member 13) is fitted (non-gear engagement) with the hub outer ring (the second connection portion 413) to achieve transmission connection of the second connection member 13 and the second connection portion 413. So set up, when engine 11 is running, power is transmitted to second driving medium 12, second connecting piece 13, first driving medium 41 in proper order through the output shaft of engine 11, and the inboard week circle of combining tooth cover (second connecting piece 13) is connected with the transmission of tooth hub outer lane (second connecting portion 413) and is favorable to improving the transmission joint strength of first driving medium 41 and second connecting piece 13, avoids appearing breaking away from in the transmission to improve transmission stability. Further, when the first transmission member 41 moves to the third position, the hub outer ring is separated from the inner circumferential ring of the coupling sleeve, i.e., the second connection member 13 is separated from the second connection portion 413, and the first transmission member 41 is no longer in transmission relationship with the engine assembly 1.
In some embodiments of the present invention, as shown in fig. 1-4, the second coupling member 13 has a second mounting hole 131, the input shaft 51 extends into the second mounting hole 131, and the input shaft 51 is rotatable with respect to the second mounting hole 131. Specifically, as shown in fig. 1, the input shaft 51 is disposed through the first mounting hole 411 and is in transmission connection with the inner splined hole of the first transmission member 41 through the external spline, and the input shaft 51 extends into the second mounting hole 131 of the second connection member 13, and the input shaft 51 is rotatable relative to the second mounting hole 131.
In some embodiments of the present invention, as shown in fig. 1-4, further comprising: the first transmission shaft assembly 8, the first transmission shaft assembly 8 is in transmission connection between the first gear 52 and the first output shaft assembly 6. Specifically, the first transmission shaft 81 includes a first transmission shaft 81, a third gear 82 and a fourth gear 83, where the first transmission shaft 81 is fixed in the housing 10 through bearings sleeved at two ends, the first transmission shaft 81 can rotate along with the bearing inner ring, the third gear 82 and the fourth gear 83 are fixedly installed on the outer surface of the first transmission shaft 81 through a press-fit process, the third gear 82 and the fourth gear 83 are oppositely arranged and spaced apart, the third gear 82 is assembled with the first gear 52 in a meshed manner, further, the first output shaft assembly 6 includes a first output shaft 61 and a first output gear 62, the first output gear 62 is fixedly installed on the outer surface of the first output shaft 61 through a press-fit process, and the first output gear 62 is assembled with the fourth gear 83 in a meshed manner, so that the third gear 82 or the fourth gear 83 can drive the first transmission shaft 81 to rotate, so that power transmission is achieved, and through the arrangement of an intermediate gear transmission structure, the smoothness of power transmission is facilitated to be improved.
In some embodiments of the present invention, as shown in fig. 1-4, further comprising: the second transmission shaft assembly 9, the second transmission shaft assembly 9 is connected between the second motor 3 and the second output shaft assembly 7 in a transmission way.
Specifically, the second transmission shaft 91 includes a second transmission shaft 91, a fifth gear 92 and a sixth gear 93, where the second transmission shaft 91 is fixed in the housing 10 by two end jacket bearings, the second transmission shaft 91 can rotate along with the bearing inner ring, the fifth gear 92 and the sixth gear 93 are both fixedly installed on the outer surface of the second transmission shaft 91 by a press-mounting process, the fifth gear 92 and the sixth gear 93 are oppositely arranged and spaced apart, the fifth gear 92 is meshed with the second gear 31 of the second motor 3, further, the second output shaft assembly 7 includes a second output shaft 71 and a second output gear 72, the second output gear 72 is fixedly installed on the outer surface of the second output shaft 71 by a press-mounting process, and the second output gear 72 is meshed with the sixth gear 93, so that the fifth gear 92 or the sixth gear 93 can drive the second transmission shaft 91 to realize power transmission, and by providing an intermediate gear transmission structure, the stability of power transmission is improved.
As some embodiments of the present application, the hybrid system 100 according to the present application may have a plurality of operation modes, and each of the operation modes is described in detail below.
The hybrid power system 100 according to the present application may have a first operation mode, which may be a standby mode of the vehicle 200, in which the first transmission member 41 is moved to the third position, that is, the first transmission member 41 is not in driving connection with the engine assembly 1 and the first gear 52, the engine 11 and the first motor 2 are both in an idle state, the engine 11, the first motor 2 and the second generator are not operated, the hybrid power system 100 does not output power, and the vehicle 200 is in an idle stop state.
The hybrid power system 100 according to the present application may have a second working mode, where the second working mode may be a driving mode of the vehicle 200, specifically, in a starting or driving condition in the second working mode, as shown in fig. 2, after the vehicle 200 is started, and after the dynamically controllable clutch 4 receives a starting instruction of the vehicle 200, the driving member 42 (stator assembly) starts to be electrified, under the effect of current, the driving member 42 (stator assembly) generates electromagnetic force, and pushes the moving member 43 (converter assembly) of the permanent magnet material to move toward the first gear 52 along the axial direction of the intermediate shaft, so that the first transmission member 41 integrally moves toward the first gear 52, so as to realize the mating assembly of the first connection member 521 (combined with the gear sleeve) with the first connection portion 412 (gear hub outer ring), that is, to realize the transmission connection between the first transmission member 41 and the first gear 52, further, when the power battery 203 is used as an energy source and supplies power to the first motor 2 and the second motor 3, the first motor 2 and the second motor 3 operate simultaneously, and assuming that the first motor 2 and the second motor 3 rotate in the forward direction, the power output by the first motor 2 can be transmitted to the first output shaft 61 through the first motor 2 shaft, the input shaft 51, the first transmission member 41, the first connection member 521, the first gear 52, the third gear 82, the first transmission shaft 81, the fourth gear 83, the first output gear 62, the first output shaft 61 has a structure with an internal spline hole, as shown in fig. 6, so that the power of the first motor 2 can be directly transmitted to the left front wheel of the vehicle 200 through the first output shaft 61, so as to drive the left front wheel to rotate, and the left front wheel is driven to move forwards under the assumption that the first motor 2 rotates forwards; also, the power output by the second motor 3 may be transmitted to the second output shaft 71 through the second motor 3 shaft, the second gear 31, the fifth gear 92, the second transmission shaft 91, the sixth gear 93, and the second output gear 72, and the second output shaft 71 has an internal splined hole structure, and with continued reference to fig. 6, the second output shaft 71 is in driving connection with the right front wheel of the vehicle 200, so that the power of the second motor 3 may be directly transmitted to the right front wheel of the vehicle 200 through the second output shaft 71 to drive the right front wheel to rotate, assuming that the second motor 3 is rotating forward to drive the right front wheel to move forward.
Therefore, the power output by the first motor 2 and the second motor 3 can be directly transmitted to wheels at two ends of the vehicle 200 through the first output shaft 61 and the second output shaft 71, a differential mechanism structure is not needed, double-motor distributed driving is realized, the advantages of short transmission chain, compact structure and the like are achieved, the distributed driving system can also independently adjust the size and the direction of the driving force through the first motor 2 and the second motor 3, fine driving control is realized, the vehicle 200 can adjust the distribution of the adhesive force of tires at two ends according to the real-time condition of the road surface in time, and the improvement of the operability and the driving stability of the vehicle 200 is facilitated.
It should be noted that, the first motor 2 and the second motor 3 may be motors with vector control technology, and accurate control of the rotation speed and torque of the motors may be achieved through magnetic flux orientation, so that loss of the motors is reduced, efficiency of the motors is improved, and since the vector control motors are controlled by stepless control technology, vibration and noise of the motors are reduced, so that NVH performance of the vehicle 200 may be improved.
Further, when the vehicle 200 is in the reverse running condition in the second running mode, the power battery 203 drives the first motor 2 and the second motor 3 to rotate reversely, wherein, when the first motor 2 rotates positively, the first motor 2 drives the left front wheel to rotate reversely through the first output shaft 61, and the second motor 3 is required to rotate reversely in the same direction as the first motor 2, when the first motor 2 rotates reversely, the power output by the first motor 2 can be transmitted to the first output shaft 61 through the first motor 2 shaft, the input shaft 51, the first transmission member 41, the first connecting piece 521, the first gear 52, the third gear 82, the first transmission shaft 81, the fourth gear 83 and the first output gear 62, and the left front wheel is required to rotate reversely through the first output shaft 61, and the second motor 3 is required to rotate reversely when the second motor 3 rotates positively, wherein, when the second motor 3 rotates positively, the second motor 3 drives the right front wheel to rotate reversely, the second motor 3 is required to rotate reversely, and the second motor 3 is required to rotate reversely through the second output shaft 3, and the second output shaft 3 is required to rotate reversely, and the second motor 3 rotates in the second output shaft 3 is required to rotate reversely, and the second motor 3 is required to rotate in the direction 3, and the second motor 3 rotates the second motor 3 is required to rotate in the reverse direction to rotate, and the right front wheel 3 is required to rotate, and the second motor 3 rotates and the right and the second motor 3 is reversely, and the right and the first motor 3 is rotated to rotate and the first motor 3 is rotated.
The hybrid power system 100 provided by the application may have a third working mode, the third working mode may be an energy recovery mode of the vehicle 200, in the third working mode, both the first motor 2 and the second motor 3 may be used for energy recovery, specifically, in a deceleration or braking process of the vehicle 200, as shown in fig. 3, a part of kinetic energy of the vehicle 200 is sequentially transferred to the first output shaft 61, the first output gear 62, the fourth gear 83, the first transmission shaft 81, the third gear 82, the first gear 52, the first connecting piece 521, the first transmission piece 41, the input shaft 51 and the first motor 2 shaft, the first motor 2 shaft drives the first motor 2 stator to perform a rotational motion to convert the kinetic energy into electric energy, and the first motor 2 is connected with the power battery 203, so that the electric energy converted by the first motor 2 may be stored in the power battery 203 to implement energy recovery; further, as shown in fig. 3, another part of kinetic energy of the vehicle 200 is sequentially transferred to the second output shaft 71, the second output gear 72, the sixth gear 93, the second transmission shaft 91, the fifth gear 92, the second gear 31 and the second motor 3 shaft through the right front wheel of the vehicle 200, and further sequentially transferred to the second gear 31 and the second motor 3 shaft through the second output shaft 71, the second motor 3 shaft drives the second motor 3 stator to perform rotational motion so as to convert the kinetic energy into electric energy, and the second motor 3 is also connected with the power battery 203, so that the electric energy converted by the second motor 3 can be stored in the power battery 203 to realize energy recovery.
Therefore, in the process of decelerating or braking the vehicle 200, the first motor 2 and the second motor 3 can respectively realize the energy recovery function, which is beneficial to improving the energy recovery effect, and the recovered energy can participate in the subsequent driving of the vehicle 200, for example, the vehicle 200 is driven by the first motor 2 and the second motor 3 to run, which is beneficial to saving energy.
The hybrid power system 100 provided by the application can have a fourth working mode, the fourth working mode can be a range-extending mode of the vehicle 200, specifically, when the residual electric quantity of the power battery 203 of the vehicle 200 is lower than a certain preset threshold value, the vehicle 200 automatically changes into the fourth working mode, in the fourth working mode, as shown in fig. 4, after the vehicle 200 is started, the dynamic controllable clutch 4 receives a starting instruction of the vehicle 200, the driving part 42 (stator assembly) starts to be electrified, the driving part 42 (stator assembly) generates electromagnetic force under the action of current, and pushes the moving part 43 (converter assembly) of the permanent magnet material to move towards the engine assembly 1 along the axial direction of the intermediate shaft, so that the whole first transmission part 41 moves towards the engine assembly 1, and the whole of the second transmission part 13 (combined with the tooth sleeve) is matched and assembled with the second connection part 413 (tooth hub outer ring), namely, the transmission connection of the first transmission part 41 and the engine 11 is realized, further, the engine 11 operates and transmits power to the output shaft of the engine 11, the output shaft of the engine 11 sequentially transmits power to the second transmission part 12, the first transmission part 13, the first transmission part 203 and the first motor 2 to be electrically charged by the motor, and the first motor 2 is converted into the electric energy by the first motor 2, and the first motor 2 is connected to the first motor 2, and the first motor 2 is charged by the electric energy 2.
It should be noted that, referring to fig. 4 and 6, the hybrid power system 100 of the vehicle 200 is used for driving the left front wheel and the right front wheel of the vehicle 200, the vehicle 200 further has two wheel motors 201, the two wheel motors 201 are electrically connected with the power battery 203, and the two wheel motors 201 respectively drive the left rear wheel and the right rear wheel of the vehicle 200, so that the four-wheel driving function of the vehicle 200 can be achieved, when the vehicle 200 is in the range-increasing mode, the second motor 3 stops working, the first motor 2 charges the power battery 203 so as to save the electric power loss of the vehicle 200 in the low battery condition, if the vehicle 200 needs to be driven to run, the two wheel motors 201 can be driven to rotate by the power battery 203, the vehicle 200 is shifted into the rear wheel driving mode, and the two wheel motors 201 drive the vehicle 200 to run.
Therefore, compared with the traditional distributed driving system, the invention also has a range-extending mode, can prolong the endurance mileage while ensuring the performances of high efficiency, environmental protection, comfort, safety and the like, improves the user experience, can reduce the requirement on battery energy without reducing the endurance capacity, and realizes the cost saving of the vehicle 200.
As shown in fig. 6, a vehicle 200 according to an embodiment of the second aspect of the invention includes: the hybrid power system 100, the wheel motor 201, the wheel output shaft assembly 202 and the power battery 203, wherein the hybrid power system 100 is the hybrid power system 100 in the embodiment of the first aspect, the wheel motor 201 is in transmission connection with the wheel output shaft assembly 202, and the power battery 203 is electrically connected with the first motor 2, the second motor 3 and the wheel motor 201.
Specifically, as shown in fig. 6, the vehicle 200 includes a hybrid system 100, a wheel motor 201, a wheel output shaft assembly 202 and a power battery 203, the hybrid system 100 is mounted on the vehicle 200, wherein the power battery 203 is electrically connected with the first motor 2 and the second motor 3 through a controller 204 to control the power battery 203 to drive the operation of the first motor 2 and the second motor 3 through the controller 204, the first output shaft assembly 6 and the second output shaft assembly 7 of the hybrid system 100 are respectively used to drive the left front wheel and the right front wheel of the vehicle 200, further, the vehicle 200 is further provided with two wheel motors 201, the power battery 203 is electrically connected with the two wheel motors 201 through the controller 204 to control the power battery 203 to drive the operation of the two wheel motors 201 through the controller 204, and the two wheel motors 201 are respectively used to drive the left rear wheel and the right rear wheel of the vehicle 200 through the wheel output shaft assembly 202 and the left rear wheel and the right rear wheel of the vehicle 200, respectively.
As a specific example, when the power battery 203 of the vehicle 200 is in a high electric power condition, the vehicle 200 can implement multiple mode switching during a start condition, a travel condition and a reverse condition, for example, a front wheel driving mode in which the first motor 2 and the second motor 3 jointly drive, and a rear wheel driving mode in which the two-wheel motor 201 arranged on the rear axle are adopted, and a four-wheel driving mode in which the first motor 2, the second motor 3 and the two-wheel motor 201 on the rear wheel jointly drive can also be adopted, at this time, all the four wheels have independent driving sources, and the four motors can individually adjust the speed and the torque of each wheel. When the remaining power of the power battery 203 of the vehicle 200 is lower than a certain preset threshold, the starting working condition and the reversing working condition uniformly adopt the rear wheel driving mode of the dual-wheel motor 201, the hybrid power system 100 is switched to the range-extending mode (the upper position is described and will not be repeated here) during the driving working condition, the driving source is switched to the rear dual-wheel motor 201, and the two wheel motors 201 drive the vehicle 200 to run.
According to the vehicle 200 of the embodiment of the invention, through the arrangement of the hybrid power system 100, the first transmission member 41 is driven to move, so that the switching of multiple working modes of the hybrid power system 100 can be realized, and when the first transmission member 41 is driven to move along the input shaft 51 so as to enable the first gear 52 to be in transmission connection with the first transmission member 41, the power output by the first motor 2 can be sequentially transmitted to the first transmission member 41, the first gear 52 and the first output shaft assembly 6 through the input shaft 51, the power output by the second motor 3 can be directly transmitted to the second output shaft assembly 7, so that the power output by the first motor 2 and the second motor 3 can be directly transmitted to wheels at two ends of the vehicle 200 through the first output shaft assembly 6 and the second output shaft assembly 7, a differential mechanism structure is not required to be arranged, the dual-motor distributed driving is realized, the advantages of short driving chain, compact structure and the like are realized, the distributed driving system can also realize refined driving control through independently adjusting the size and direction of driving force through the first motor 2 and the second motor 3, the vehicle 200 is convenient for timely adjusting the distribution of tires at two ends according to real-time road surface conditions, and the driving stability is beneficial to improving the running stability.
In the description of the present invention, 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 invention 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 invention. Furthermore, features defining "first", "second" may include one or more such features, either explicitly or implicitly. In the description of the present invention, unless otherwise indicated, the meaning of "a plurality" is two or more.
It should be noted that, unless explicitly stated or 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; can be mechanically or electrically connected; can be directly connected or indirectly connected through an intermediate medium, and can be communication between two elements. The specific meaning of the above terms in the present invention will be understood in specific cases by those of ordinary skill in the art.
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 invention. In this specification, schematic representations of the above terms do not necessarily refer to the same embodiments or examples. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.
While embodiments of the present invention 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 invention, the scope of which is defined by the claims and their equivalents.

Claims (10)

1. A hybrid system of a vehicle, characterized by comprising: the engine assembly, first motor, second motor, the controllable clutch of developments, input shaft assembly, first output shaft assembly and second output shaft assembly, the controllable clutch of developments includes first driving medium, the input shaft assembly includes input shaft and first gear, first gear rotationally overlaps to be located the input shaft, the input shaft transmission is connected first motor with between the first driving medium, just first driving medium is followed the input shaft is movable, so that the engine assembly selectively with first driving medium transmission connection, and first gear selectively with first driving medium transmission connection, first gear with first output shaft assembly transmission connection, the second motor with second output shaft assembly transmission connection.
2. The hybrid powertrain system of claim 1, wherein the first transmission includes: the input shaft movably penetrates through the first mounting hole and is in transmission connection with the first mounting hole.
3. The hybrid powertrain system of claim 2, wherein the first transmission further comprises: the first gear is selectively in transmission connection with the first connecting portion, and the engine assembly is selectively in transmission connection with the second connecting portion.
4. A hybrid powertrain system according to claim 3, wherein the first gear has a first connection member located on a side of the first gear adjacent the first transmission member, the first connection member selectively drivingly connected with the first connection portion.
5. The hybrid system of claim 1, wherein the dynamically controllable clutch further comprises: the driving piece and the moving piece are arranged on the driving piece, and the driving piece is suitable for driving the moving piece to drive the first transmission piece to move relative to the input shaft.
6. The hybrid system of claim 1, wherein the engine assembly comprises: the engine, second driving medium and second connecting piece, the second connecting piece pass through the second driving medium with the output shaft fixed connection of engine, the second connecting piece selectively with first driving medium transmission connection.
7. The hybrid system of claim 6, wherein the second connector has a second mounting hole, the input shaft extends into the second mounting hole, and the input shaft is rotatable relative to the second mounting hole.
8. The hybrid system of any one of claims 1-7, further comprising: and the first transmission shaft assembly is in transmission connection between the first gear and the first output shaft assembly.
9. The hybrid system of any one of claims 1-7, further comprising: and the second transmission shaft assembly is in transmission connection between the second motor and the second output shaft assembly.
10. A vehicle, characterized by comprising:
a hybrid system, which is the hybrid system according to any one of claims 1 to 9;
The wheel motor is in transmission connection with the wheel output shaft assembly;
the power battery is electrically connected with the first motor, the second motor and the wheel motor.
CN202410478279.8A 2024-04-19 2024-04-19 Vehicle and hybrid power system thereof Pending CN118163596A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN202410478279.8A CN118163596A (en) 2024-04-19 2024-04-19 Vehicle and hybrid power system thereof

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CN202410478279.8A CN118163596A (en) 2024-04-19 2024-04-19 Vehicle and hybrid power system thereof

Publications (1)

Publication Number Publication Date
CN118163596A true CN118163596A (en) 2024-06-11

Family

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Family Applications (1)

Application Number Title Priority Date Filing Date
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Country Status (1)

Country Link
CN (1) CN118163596A (en)

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