CN219969390U - Power system of vehicle and vehicle - Google Patents
Power system of vehicle and vehicle Download PDFInfo
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- CN219969390U CN219969390U CN202321704430.2U CN202321704430U CN219969390U CN 219969390 U CN219969390 U CN 219969390U CN 202321704430 U CN202321704430 U CN 202321704430U CN 219969390 U CN219969390 U CN 219969390U
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Abstract
The utility model discloses a power system of a vehicle and the vehicle, the power system of the vehicle comprises: the engine, first motor, second motor, clutch, derailleur, first differential mechanism and second differential mechanism, first motor is provided with the motor shaft, and the motor shaft is provided with input gear, and the clutch includes: an input coupled to the engine and an output selectively engageable with the input, the transmission being a first gear transmission and comprising: the input shaft is connected with the output end, a first-gear driving gear is arranged on the input shaft, a first-gear driven gear is arranged on the output shaft and meshed with the first-gear driving gear, or an output gear is arranged on the input shaft and meshed with the first-gear driving gear, the first differential is in transmission connection with the output shaft, and the second differential is in transmission connection with the second motor. By the arrangement, a four-wheel drive hybrid mode of the vehicle can be realized, and therefore, the drivability can be improved.
Description
Technical Field
The utility model relates to the technical field of vehicles, in particular to a power system of a vehicle and the vehicle.
Background
At present, along with the development of new energy automobiles, pure electric automobiles and hybrid automobiles are appeared in the current market, and the hybrid automobiles mainly take two-drive hybrid operation, namely, an engine and a motor are respectively arranged at a front axle and jointly drive with a front differential mechanism in the front axle. Although the dynamic performance of the two-drive hybrid electric vehicle is strong, the two-drive hybrid electric vehicle can not be well adapted to some poor road conditions, and the control stability of the two-drive hybrid electric vehicle is poor, so that the driving experience of a user is greatly influenced.
Disclosure of Invention
The present utility model aims to solve at least one of the technical problems existing in the prior art. Therefore, an object of the present utility model is to provide a power system of a vehicle that can realize a four-drive hybrid mode, so that drivability of the vehicle can be improved.
The utility model further proposes a vehicle.
The power system of the vehicle according to the present utility model includes: the clutch comprises an engine, a first motor, a second motor, a clutch, a transmission, a first differential and a second differential, wherein the first motor is provided with a motor shaft, the motor shaft is provided with an input gear, and the clutch comprises: an input connected with the engine and an output selectively engaged with the input, the transmission being a first gear transmission and comprising: the input shaft is connected with the output end, a first-gear driving gear is arranged on the input shaft, a first-gear driven gear is arranged on the output shaft and meshed with the first-gear driving gear, the input gear is meshed with the first-gear driving gear, or an output gear is arranged on the input shaft and meshed with the input gear, the first differential mechanism is in transmission connection with the output shaft, and the second differential mechanism is in transmission connection with the second motor.
According to the power system of the vehicle, the clutch is arranged between the engine and the transmission, so that the four-drive hybrid mode of the vehicle can be realized, the first-gear driving gear is arranged on the input shaft, the first-gear driven gear is arranged on the output shaft, so that the output gear, the first-gear driving gear and the first-gear driven gear are in meshed connection, the power of the engine and the first motor can be transmitted to the first differential mechanism, the power of the second motor can be transmitted to the second differential mechanism, the power system of the vehicle can be switched according to actual driving requirements, the transmission is connected with the first differential mechanism, and the second motor is connected with the second differential mechanism, so that the driving performance of the vehicle can be improved.
In some examples of the utility model, the first gear drive gear is fixed to the input shaft, the first gear driven gear is sleeved on the output shaft, and the transmission further includes: and a first coupling provided on the output shaft on one side of the first-gear driven gear to selectively couple the first-gear driven gear and the output shaft.
In some examples of the utility model, the first coupling is one of a clutch and a synchronizer.
In some examples of the present utility model, the first gear driving gear is sleeved on the input shaft, the first gear driven gear is fixed on the output shaft, and the transmission further includes: and the second connector is arranged on the input shaft and positioned on one side of the first-gear driving gear so as to selectively connect the first-gear driving gear with the input shaft.
In some examples of the utility model, the second coupling is one of a clutch and a synchronizer.
In some examples of the utility model, the diameter of the input gear is smaller than the diameter of the output gear.
In some examples of the utility model, the second electric machine is integrated on the second differential.
In some examples of the utility model, the first electric machine is one of a motor and a motor generator; the second motor is one of a motor and a motor generator.
In some examples of the utility model, the first differential is a front differential and the second differential is a rear differential.
The vehicle according to the present utility model includes: the power system of the vehicle described above.
Additional aspects and advantages of the utility model will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the utility model.
Drawings
The foregoing and/or additional aspects and advantages of the utility model will become apparent and may be better understood from the following description of embodiments taken in conjunction with the accompanying drawings in which:
FIG. 1 is a schematic layout of a powertrain of a vehicle according to a first embodiment of the present utility model;
FIG. 2 is a schematic layout of a powertrain of a vehicle according to a second embodiment of the present utility model;
FIG. 3 is a schematic layout of a powertrain of a vehicle according to a third embodiment of the present utility model;
fig. 4 is a schematic layout of a power system of a vehicle according to a fourth embodiment of the present utility model.
Reference numerals:
1. a power system of the vehicle;
2. an engine; 21. a power shaft; 3. a first motor; 31. a motor shaft; 32. an input gear; 4. a second motor; 5. a transmission; 51. an input shaft; 52. an output shaft; 53. a first gear driving gear; 54. a first-gear driven gear; 55. an output gear; 56. a first adapter; 57. a second adapter; 6. a clutch; 61. an input end; 62. an output end; 7. a first differential; 8. a second differential.
Detailed Description
Embodiments of the present utility model will be described in detail below, by way of example with reference to the accompanying drawings.
A power system 1 of a vehicle according to an embodiment of the utility model is described below with reference to fig. 1-4.
As shown in fig. 1 to 4, a power system 1 of a vehicle according to an embodiment of the present utility model may include: the engine 2, the first motor 3, the second motor 4, the clutch 6, the transmission 5, the first differential 7 and the second differential 8, the first motor 3 is provided with a motor shaft 31, the motor shaft 31 is provided with an input gear 32, and the clutch 6 includes: an input 61 and an output 62, the input 61 being connected to the engine 2, the output 62 being selectively engageable with the input 61, for example, power from the engine 2 being unable to be transmitted through the clutch 6 when the input 61 is disengaged from the output 62, power from the engine 2 being able to be transmitted through the clutch 6 when the input 61 is engaged with the output 62.
The transmission 5 is a one-speed transmission, and the transmission 5 includes: the input shaft 51 and the output shaft 52, the input shaft 51 is connected with the output end, the first gear driving gear 53 is arranged on the input shaft 51, the first gear driven gear 54 is arranged on the output shaft 52, the first gear driven gear 54 is meshed with the first gear driving gear 53, the input gear 32 is meshed with the first gear driving gear 53, or the output gear 55 is arranged on the input shaft 51, the output gear 55 is meshed with the input gear 32, the first differential 7 is in transmission connection with the output shaft 52, and the second differential 8 is in transmission connection with the second motor 4. That is, when the output gear 55 is provided on the input shaft 51, the input gear 32 is meshed with the output gear 55, and when the output gear 55 is not provided on the input shaft 51, the input gear 32 is meshed with the first gear driving gear 53, so that the input gear 32 can be adjusted in transmission according to the type of the transmission 5, and the versatility of the power system 1 can be improved.
It will be appreciated that the engine 2, the first motor 3, the second motor 4, the clutch 6, the transmission 5, the first differential 7 and the second differential 8 form a main structure of the power system 1 of the vehicle, the motor shaft 31 is located at one side of the first motor 3 and extends towards the engine 2, one end of the motor shaft 31 is provided with the input gear 32, so that the power of the first motor 3 can be transmitted through the input gear 32, the input end 61 and the output end 62 form a main structure of the clutch 6, the input end 61 is connected with the engine 2, the input end 61 can be connected with or disconnected from the output end 62, so that the switching of different driving modes can be realized, the input shaft 51 and the output shaft 52 form a main structure of the transmission 5, the input shaft 51 is connected with the output end, so that the power of the engine 2 can be transmitted to the transmission 5 through the input end 61 and the output end 62, the first-gear driving gear 53 is located on the input shaft 51, the first-gear driven gear 54 is located on the output shaft 52, the first-gear 53 is meshed with the first-gear driven gear 54, so that the power of the first motor 3 can be connected with the first-gear driving gear 32 through the input gear 52, the output gear 55 can be switched between the parallel driving modes and the vehicle, the driving modes can be realized, and the driving modes can be further adapted to the driving modes can be switched between the parallel modes and the driving modes. The power source corresponding to the first differential mechanism 7 is only the engine 2 and the first motor 3, and the power source corresponding to the second differential mechanism 8 is only the second motor 4, so that a four-wheel drive mode of common driving of the engine 2 and the double motors can be realized, the power source of a vehicle can be reduced, the power system 1 of the vehicle is simplified better, and the realization of the four-wheel drive mode of the power system can be ensured.
Thus, the clutch 6 is arranged between the engine 2 and the transmission 5, so that the four-drive hybrid mode of the vehicle can be realized, the first-gear driving gear 53 is positioned on the input shaft 51, the first-gear driven gear 54 is positioned on the output shaft 52, the output gear 55, the first-gear driving gear 53 and the first-gear driven gear 54 can be meshed and connected, the power of the engine 2 and the first motor 3 can be transmitted to the first differential 7, the power of the second motor 4 can be transmitted to the second differential 8, the power system 1 of the vehicle can be switched according to the actual driving requirement, the transmission 5 is connected with the first differential 7, and the second motor 4 is connected with the second differential 8, so that the driving performance of the vehicle can be improved.
1-4, a first-gear driving gear 53 is fixed on the input shaft 51, a first-gear driven gear 54 is sleeved on the output shaft 52, and the transmission 5 further includes: a first coupling 56, the first coupling 56 being provided on the output shaft 52 on one side of the first-gear driven gear 54 to selectively couple the first-gear driven gear 54 and the output shaft 52. That is, the first-gear driving gear 53 is located on the input shaft 51, the first-gear driven gear 54 and the first coupling 56 are located on the output shaft 52, the first coupling 56 may be coupled to the first-gear driven gear 54 and the output shaft 52, or the first coupling 56 may be decoupled from the first-gear driven gear 54 and the output shaft 52, so that the power of the first motor 3 may be transmitted to the first coupling 56 and the output shaft 52, and the first-gear driven gear 54 may be coupled with the output shaft 52 in a hollow manner, thereby further improving the compactness of the power system, ensuring the stability of the power transmission, and further enabling the transmission of the power.
Optionally, the first adapter is one of a clutch and a synchronizer, so that the vehicle can realize switching of modes such as an electric rear-drive mode, an electric four-drive mode, a serial mode, an engine direct-drive mode, a front axle parallel mode, a hybrid four-drive mode, an ejection starting mode and the like, and the vehicle can adapt to different road conditions through the switching mode, and further the drivability of the vehicle can be improved. Moreover, the engagement and disengagement effects of the clutch and synchronizer are the same here.
Further, as shown in fig. 3, a first-gear driving gear 53 is idly sleeved on the input shaft 51, a first-gear driven gear 54 is fixed on the output shaft 52, and the transmission 5 further includes: and a second coupling 57, the second coupling 57 being provided on the input shaft 51 on one side of the first-gear drive gear 53 so that the first-gear drive gear 53 and the input shaft 51 can be selectively coupled. That is, the first-gear driving gear 53 is located on the input shaft 51, the first-gear driven gear 54 and the second coupling 57 are located on the output shaft 52, the second coupling 57 may be coupled to the first-gear driven gear 54 and the output shaft 52, or the second coupling 57 may be decoupled from the first-gear driven gear 54 and the output shaft 52, so that the power of the first motor 3 may be transmitted to the second coupling and the output shaft 52, and the first-gear driven gear 54 may be coupled with the output shaft 52 in a hollow manner, thereby further improving the compactness of the power system 1, ensuring the stability of the power transmission, and further enabling the transmission of power.
Optionally, the second adapter is one of a clutch and a synchronizer, so that the vehicle can realize switching of modes such as an electric rear-drive mode, an electric four-drive mode, a serial mode, an engine 2 direct-drive mode, a front axle parallel mode, a hybrid four-drive mode, an ejection starting mode and the like, and the vehicle can adapt to different road conditions through the switching mode, and further the driving performance of the vehicle can be improved. Moreover, the engagement and disengagement effects of the clutch and synchronizer are the same here.
In particular, as shown in fig. 1 to 4, the diameter of the input gear 32 is smaller than that of the output gear 55, so that the power of the first motor 3 is conveniently transmitted to the output gear 55 through the input gear 32, thereby having the effect of reducing speed and increasing torque, and ensuring the smoothness of power transmission.
According to some embodiments of the present utility model, the power system 1 of the vehicle may further include: the power battery is electrically connected with the first motor 3 and the second motor 4 respectively. That is, the power battery is located between the first motor 3 and the second motor 4, so that the power battery can supply electric power to the first motor 3 and the second motor 4, so that the power battery can supply power to the vehicle or recover electric power. For example, when the vehicle is braked, the second motor 4 recovers electric energy, and the recovered electric energy is supplied to the power battery, thereby realizing a regenerative braking mode.
In addition, as shown in fig. 1-4, the second motor 4 is integrated on the second differential 8, a transmission gear is arranged on a motor shaft 31 of the second motor 4 and is meshed with a gear ring of the second differential 8, so that power transmission between the second motor 4 and the second differential 8 can be ensured, moreover, the axis of the second motor 4 is collinear with the axis of the second differential 8, so that the second motor 4 can reasonably utilize the space on one axial side of the second differential 8, the arrangement of the second motor 4 can be reasonable, and the second motor 4 and the second differential 8 can share a shell, namely, one of the second motor 4 and the second differential 8 is improved to cover the other one together, so that the design of the shell can be simplified, and the integration degree of the second motor 4 and the second differential 8 can be further improved. Alternatively, the axis of the second electric machine 4 is parallel to the axis of the second differential 8.
In addition, as shown in fig. 1-4, the first differential 7 is a front differential, and the second differential 8 is a rear differential, so that when the vehicle is driven in two, the hybrid two-drive of the front axle can be selected, and the pure direct-drive of the rear axle can be selected, so that different two-drive modes can be realized, the driving modes of the vehicle can be better enriched, and the overall change of the vehicle can be reduced by arranging the engine 2 and the first motor 33 on the front side of the vehicle.
The following describes in detail the respective modes of the power system 1 of the vehicle according to the embodiment of the present utility model, taking the power system 1 shown in fig. 1 as an example.
Electric two drives: the engine 2 and the second motor 4 stop working, the first motor 3 starts working, the output shaft 52 is connected with the first connector 56, the input end 61 and the output end 62 are disconnected, the power of the first motor 3 is transmitted to the wheels on two sides through the motor shaft 31, the input gear 32, the output gear 55, the input shaft 51, the first-gear driving gear 53, the first-gear driven gear 54, the output shaft 52 and the first differential 7, or the engine 2 and the first motor 3 stop working, the second motor 5 starts working, the power of the second motor 4 is transmitted to the wheels on two sides through the second differential 8, and therefore an electric two-drive mode is achieved, and the electric drive mode can be suitable for being used when the power battery power is high, and the economy of the mode is good.
Electric four-wheel drive: the engine 2 stops working, the first motor 3 and the second motor 4 start working, the output shaft 52 is connected with the first connector 56, the input end 61 and the output end 62 are disconnected, the power of the first motor 3 is transmitted to the wheels on two sides through the motor shaft 31, the input gear 32, the output gear 55, the input shaft 51, the first-gear driving gear 53, the first-gear driven gear 54, the output shaft 52 and the first differential 7, the power of the second motor 4 is transmitted to the wheels on two sides through the second differential 8, and therefore an electric four-wheel drive mode is achieved, and the electric drive mode can be suitable for being used when the power of a power battery is high, and the economy of the mode is good.
And (3) direct driving of an engine: the second motor 4 stops working, the engine 2 starts working, the output shaft 52 is engaged with the first adapter 56, the input end 61 and the output end 62 are engaged, the power of the engine 2 is transmitted to wheels on two sides through the clutch 6, the input shaft 51, the first-gear driving gear 53, the first-gear driven gear 54, the output shaft 52 and the first differential 7, and therefore an engine direct drive mode is achieved, and the engine direct drive mode is suitable for the condition of low electric quantity. The first motor 3 may also be turned on to operate as a generator, and at this time, a part of power of the engine 2 may be transferred to the first motor 3, and electric energy generated by the first motor 3 may be transferred to a power battery.
Serial mode: the engine 2, the first motor 3 and the second motor 4 are started to work, the output shaft 52 is disconnected with the first connector 56, the input end 61 and the output end 62 are connected, the power of the engine 2 is transmitted to the first motor 3 through the clutch 6, the input shaft 51, the output gear 55, the input gear 32 and the motor shaft 31, the electric energy generated by the first motor 3 is transmitted to the power battery or the second motor 4, and the second motor 4 is directly transmitted to wheels on two sides through the second differential 8 under the power supply of the power battery or the power supply of the first motor 3, so that the electric energy is suitable for the condition of low electric energy.
Parallel mode: the second motor 4 stops working, the first motor 3 and the engine 2 start working, the output shaft 52 is jointed with the first jointing device 56, the input end 61 and the output end 62 are jointed, the power of the first motor 3 and the engine 2 is coupled at the input shaft 5, the coupled power is transmitted to wheels on two sides through the input shaft 51, the first gear driving gear 53, the first gear driven gear 54, the output shaft 52 and the first differential 7, so that a parallel mode is realized, the dynamic performance of the vehicle can be improved, namely, the high torque output of a front axle can be improved, and high-speed cruising and high-speed overtaking can be realized.
Hybrid four-wheel drive mode: the engine 2, the first motor 3 and the second motor 4 are started to operate, the input end 61 and the output end 62 are connected, the power of the first motor 3 and the engine 2 is transmitted to wheels through the motor shaft 31, the input gear 32, the first gear driving gear 53, the first gear driven gear 54, the output shaft 52 and the first differential 7, and the power of the second motor 4 is transmitted to the wheels through the second differential 8, so that the vehicle can be driven four-wheel.
Feedback braking: the engine 2 and the first motor 3 stop working, the second motor 4 starts working, braking force at the wheels is transmitted to the second motor 4 through the second differential 8, and the second motor 4 generates electricity and transmits the electricity to the power battery.
According to an embodiment of the present utility model, a vehicle includes: the power system of the vehicle of the above embodiment. The power system of the vehicle can switch the four-drive hybrid mode according to actual driving requirements.
In the description of the present utility model, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc. indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings are merely for convenience in describing the present utility model and simplifying the description, and do not indicate or imply that the device or element being referred to must have a specific orientation, be configured and operated in a specific orientation, and therefore should not be construed as limiting the present utility model.
In the description of the utility model, a "first feature" or "second feature" may include one or more of such features. In the description of the present utility model, "plurality" means two or more. In the description of the utility model, a first feature "above" or "below" a second feature may include both the first and second features being in direct contact, and may also include the first and second features not being in direct contact but being in contact with each other by another feature therebetween. In the description of the utility model, a first feature being "above," "over" and "on" a second feature includes the first feature being directly above and obliquely above the second feature, or simply indicates that the first feature is higher in level than the second feature.
In the description of the present specification, reference to the terms "one embodiment," "some embodiments," "illustrative embodiments," "examples," "specific examples," or "some examples," etc., means that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the utility model. In this specification, schematic representations of the above terms do not necessarily refer to the same embodiments or examples.
While embodiments of the present utility model have been shown and described, it will be understood by those of ordinary skill in the art that: many changes, modifications, substitutions and variations may be made to the embodiments without departing from the spirit and principles of the utility model, the scope of which is defined by the claims and their equivalents.
Claims (10)
1. A power system of a vehicle, characterized by comprising:
an engine (2);
a first motor (3), the first motor (3) being provided with a motor shaft (31), the motor shaft (31) being provided with an input gear (32);
a second motor (4);
a clutch (6), the clutch (6) comprising: -an input (61) and an output (62), said input being connected to said engine (2), said output (62) being selectively engaged with said input (61);
a transmission (5), the transmission (5) being a first gear transmission (5) and comprising: the input shaft (51) is connected with the output end (62), a first-gear driving gear (53) is arranged on the input shaft (51), a first-gear driven gear (54) is arranged on the output shaft (52), the first-gear driven gear (54) is meshed with the first-gear driving gear (53), the input gear (32) is meshed with the first-gear driving gear (53), or an output gear (55) is arranged on the input shaft (51), and the output gear (55) is meshed with the input gear (32);
a first differential (7), the first differential (7) being in driving connection with the output shaft (52); and
and the second differential mechanism (8), the second differential mechanism (8) is connected with the second motor (4) in a transmission way.
2. The power system of a vehicle according to claim 1, characterized in that the first gear driving gear (53) is fixed on the input shaft (51), the first gear driven gear (54) is idly sleeved on the output shaft (52), the transmission (5) further comprises: a first coupling (56), the first coupling (56) being provided on the output shaft (52) on one side of the first-gear driven gear (54) to selectively couple the first-gear driven gear (54) and the output shaft (52).
3. The power system of a vehicle according to claim 2, characterized in that the first coupling is one of a clutch (6) and a synchronizer.
4. The power system of a vehicle according to claim 1, characterized in that the first gear driving gear (53) is idle on the input shaft (51), the first gear driven gear (54) is fixed on the output shaft (52), the transmission (5) further comprises: and a second coupling (57), wherein the second coupling (57) is provided on the input shaft (51) and is located on one side of the first-gear drive gear (53) to selectively couple the first-gear drive gear (53) and the input shaft (51).
5. The power system of a vehicle according to claim 4, characterized in that the second coupling is one of a clutch (6) and a synchronizer.
6. The power system of a vehicle according to claim 1, characterized in that the diameter of the input gear (32) is smaller than the diameter of the output gear (55).
7. A power system of a vehicle according to claim 1, characterized in that the second electric machine (4) is integrated on the second differential (8).
8. The power system of a vehicle according to claim 1, characterized in that the first electric machine (3) is one of an electric motor and a motor generator; and/or
The second motor (4) is one of a motor and a motor generator.
9. A power system of a vehicle according to claim 1, characterized in that the first differential (7) is a front differential and the second differential (8) is a rear differential.
10. A vehicle, characterized by comprising: the power system (1) of a vehicle according to any one of claims 1-9.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202321704430.2U CN219969390U (en) | 2023-06-30 | 2023-06-30 | Power system of vehicle and vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202321704430.2U CN219969390U (en) | 2023-06-30 | 2023-06-30 | Power system of vehicle and vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN219969390U true CN219969390U (en) | 2023-11-07 |
Family
ID=88588728
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202321704430.2U Active CN219969390U (en) | 2023-06-30 | 2023-06-30 | Power system of vehicle and vehicle |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN219969390U (en) |
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2023
- 2023-06-30 CN CN202321704430.2U patent/CN219969390U/en active Active
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