CN120902511A - Distributed hybrid drive systems and vehicles - Google Patents

Abstract

The application provides a distributed hybrid drive system and a vehicle. The distributed hybrid driving system comprises a driver, a transmission, a first distributed motor and a first clutch, wherein the first distributed motor is used for driving wheels, the transmission comprises an input shaft, an output shaft and a driving motor, the driver is connected with the input shaft through the first clutch, the driving motor is connected with the input shaft, and the first distributed motor is connected with at least one end of the output shaft. The distributed hybrid driving system and the vehicle can meet different power requirements and have high running efficiency.

Description

Distributed hybrid drive system and vehicle

Technical Field

The application relates to the technical field of vehicles, in particular to a distributed hybrid driving system and a vehicle.

Background

In the development process of the current automobile industry, new energy automobiles become an important development direction. Among them, hybrid vehicles occupy a higher market share in the current market than all electric vehicles. Most of the hybrid electric vehicles on the market at present adopt a combination mode of an engine and a central motor, and the hybrid electric system of the combination mode has a complex structure, not only increases the manufacturing cost, but also occupies a large amount of space in the vehicle. Moreover, the hybrid system of the central motor cannot realize effective decoupling of the power domain and the chassis domain, and the limitations are also more remarkable.

Accordingly, there is a need for an improved distributed hybrid drive system and vehicle that addresses the above-described problems.

Disclosure of Invention

The application provides a distributed hybrid driving system and a vehicle which can meet different power requirements and are high in efficiency.

The application discloses a distributed hybrid driving system which comprises a driver, a transmission, a first distributed motor and a first clutch, wherein the first distributed motor is used for driving wheels, the transmission comprises an input shaft, an output shaft and a driving motor, the driver is selectively connected with the input shaft through the first clutch, the driving motor is connected with the input shaft, and the first distributed motor is connected with at least one end of the output shaft.

Further, the first distribution motor is selectively connectable with the transmission through an output clutch provided on the output shaft.

Further, the number of the first distribution motors is two, the two first distribution motors are symmetrically arranged at two ends of the output shaft, and a differential mechanism is arranged between at least one first distribution motor and the transmission.

Further, the transmission further comprises a first driving gear, a first driven gear and a second clutch, the first driving gear drives the first driven gear to rotate, the first driving gear rotates by taking the input shaft as an axis, and the first driven gear is sleeved on the output shaft and can be selectively connected with the output shaft through the second clutch.

Further, the transmission further comprises a second driving gear, a second driven gear and a third clutch, the second driving gear drives the second driven gear to rotate, the second driving gear is sleeved on the input shaft and can be selectively connected with the driving motor through the third clutch, and the second driven gear rotates by taking the output shaft as an axis.

Further, the first driving gear is meshed with the first driven gear through at least one intermediate gear, and/or the second driving gear is meshed with the second driven gear through at least one intermediate gear.

Further, the intermediate gear is a triple gear, the intermediate gear comprises a first intermediate gear, a second intermediate gear, a third intermediate gear and a fourth clutch which are coaxially arranged, the first driving gear is meshed with the first intermediate gear, the second intermediate gear is meshed with the first driven gear, the third intermediate gear is respectively meshed with the second driving gear and the second driven gear, and the second intermediate gear is connected with the third intermediate gear through the fourth clutch.

Further, the motor driving device further comprises an electric drive controller, wherein the electric drive controller is used for controlling the driver, the transmission and the first distribution motor.

Further, the electric motor driving device further comprises a second distribution motor, one of the first distribution motor and the second distribution motor is used for driving front wheels, the other one of the first distribution motor and the second distribution motor is used for driving rear wheels, and the electric motor driving controller is further used for controlling the second distribution motor.

The application also discloses a vehicle comprising the distributed hybrid drive system, wherein the first distributed motor is arranged at the front wheels or the rear wheels.

Further, a power battery is included for powering the distributed hybrid drive system.

Further, the hybrid vehicle further comprises a vehicle controller, wherein the vehicle controller is used for controlling the distributed hybrid driving system.

According to the distributed hybrid driving system and the vehicle, the driver, the first distributed motor and the driving motor are arranged, the driver and the driving motor are respectively connected with the input shaft of the transmission, the first distributed motor is connected with the output shaft of the transmission, and the coupling among the driver, the driving motor and the first distributed motor is realized, so that the distributed hybrid driving system can realize the combination of different driving modes, meets diversified power requirements, and improves the working efficiency of the whole system. And the first distribution motor is arranged at the front wheel or the rear wheel, so that the space of the chassis of the vehicle is released, and the space layout in the vehicle is optimized.

It is to be understood that both the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the disclosure.

Drawings

The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the specification and together with the description, serve to explain the principles of the specification.

FIG. 1 is a schematic diagram of one embodiment of a distributed hybrid drive system of the present application.

Fig. 2 is a schematic diagram of a transmission configuration of the distributed hybrid drive system of fig. 1.

Fig. 3 is a schematic structural view of an embodiment of the vehicle of the present application.

The reference numerals are 10, a driver, 20, a transmission, 21, an input shaft, 22, an output shaft, 23, a driving motor, 24, a first gear set, 241, a first driving gear, 242, a first driven gear, 243, a second clutch, 25, a second gear set, 251, a second driving gear, 252, a second driven gear, 253, a third clutch, 26, an intermediate gear, 261, a first intermediate gear, 262, a second intermediate gear, 263, a third intermediate gear, 264, a fourth clutch, 30, a first distributed motor, 41, a first clutch, 42, an output clutch, 50, a differential, 60, an electric drive controller, 70, a power battery, 80, a second distributed motor, 90, and a vehicle controller.

Detailed Description

The technical solutions in the embodiments (or "implementations") of the present application will be clearly and completely described herein with reference to the accompanying drawings. When the following description refers to the accompanying drawings, the same numbers in different drawings refer to the same or similar elements, unless otherwise indicated.

If there are terms (e.g., upper, lower, left, right, front, rear, inner, outer, top, bottom, center, vertical, horizontal, longitudinal, lateral, length, width, counterclockwise, clockwise, axial, radial, circumferential, etc.) related to directional indications or positional relationships in embodiments of the present application, such terms are used merely to explain the relative positional relationships, movement, etc. between the components at a particular pose (as shown in the drawings), and if the particular pose is changed, the directional indications or positional relationships are correspondingly changed. In addition, the terms "first", "second", etc. in the embodiments of the present application are used for descriptive convenience only and are not to be construed as indicating or implying relative importance.

The embodiments of the present application will be described in detail.

As shown in fig. 1, the present application provides a distributed hybrid drive system including a driver 10, a transmission 20, a first distributed motor 30, a first clutch 41, an output clutch 42, and a differential 50.

In this embodiment, the driver 10 is an engine. In some cases, the driver 10 may also be other power devices, such as a fuel cell, a methanol fuel power system, and the like.

Referring also to fig. 2, the transmission 20 includes an input shaft 21, an output shaft 22, a driving motor 23, a first gear set 24 and a second gear set 25. The driver 10 and the driving motor 23 are both connected to the input shaft 21, and the first distribution motor 30 is connected to at least one end of the output shaft 22.

The driving motor 23 may be a power driving motor, a starting motor of the driver 10, or a Generator, and has functions of a BSG (Belt DRIVEN STARTER Generator ), an ISG (INTEGRATED STARTER Generator, integrated starter Generator) and a P1 motor (motor directly and rigidly connected to an engine crankshaft) in the market. The driving motor 23 may be a liquid-cooled motor or an oil-cooled motor. Preferably, the drive motor 23 is an oil-cooled motor, and the oil supply of the drive motor 23 and the gear oil in the transmission 20 may share one oil.

The first gear set 24 includes a first driving gear 241, a first driven gear 242, and a second clutch 243. The first driving gear 241 drives the first driven gear 242 to rotate, and the first driving gear 241 rotates about the input shaft 21. The first driven gear 242 is sleeved on the output shaft 22 and is selectively connectable with the output shaft 22 through the second clutch 243.

The second clutch 243 has selectively coupled first and second ends, the first driven gear 242 is connected to the first end of the second clutch 243, and the output shaft 22 is connected to the second end of the second clutch 243. When the first end is engaged with the second end, i.e., the second clutch 243 is closed, the first driven gear 242 may transfer torque to the output shaft 22. When the first end is disengaged from the second end, i.e., the second clutch 243 is disengaged, the first driven gear 242 cannot transmit power to the output shaft 22. By controlling the closing or opening of the second clutch 243, it is possible to flexibly select whether power from the input shaft 21 is transmitted to the output shaft 22 through the first gear set 24.

The second gear set 25 includes a second driving gear 251, a second driven gear 252, and a third clutch 253. The second driving gear 251 drives the second driven gear 252 to rotate. The second driving gear 251 is sleeved on the input shaft 21 and is selectively connectable with the driving motor 23 through the third clutch 253. The second driven gear 252 rotates about the output shaft 22.

The third clutch 253 has a first end and a second end selectively coupled, the second driving gear 251 is connected to the first end of the third clutch 253, and the driving motor 23 is connected to the second end of the third clutch 253. When the first end is engaged with the second end, i.e., the third clutch 253 is closed, the driving motor 23 may transmit torque to the second driving gear 251. When the first end is separated from the second end, i.e., the third clutch 253 is separated, the driving motor 23 cannot transmit power to the second driving gear 251. By controlling the closing or opening of the third clutch 253, it is possible to flexibly select whether power from the input shaft 21 is transmitted to the output shaft 22 through the second gear set 25.

In this embodiment, the third clutch 253 is an electromagnetic clutch, the friction disc end of which is integrated with the side end of the second driving gear 251, and the electromagnetic end of which is integrated with the rotor of the driving motor 23. The driving motor 23 and the two electromagnetic coils of the third clutch 253 are arranged nearby and share the same cooling circuit, so that the integration level can be effectively improved.

Further, the first driving gear 241 is meshed with the first driven gear 242 through at least one intermediate gear 26. And/or the second driving gear 251 is engaged with the second driven gear 252 through at least one intermediate gear 26. By rationally designing the parameters of the intermediate gear 26, the gear ratio and torque output can be adjusted, resulting in a smoother, more efficient power transfer, and reduced impact and wear between the gears. At the same time, more flexibility is provided for the design of the transmission 20. The proper gear combination can be selected according to different vehicle demands and space limitations, so that different transmission effects are realized.

Specifically, the intermediate gear 26 in the present embodiment is a triple gear, and includes a first intermediate gear 261, a second intermediate gear 262, a third intermediate gear 263 and a fourth clutch 264 that are coaxially disposed. The first driving gear 241 is meshed with the first intermediate gear 261, the second intermediate gear 262 is meshed with the first driven gear 242, and the third intermediate gear 263 is meshed with the second driving gear 251 and the second driven gear 252, respectively.

The second intermediate gear 262 and the third intermediate gear 263 are selectively connectable through the fourth clutch 264. In this way, when the fourth clutch 264 is closed, the second intermediate gear 262 is connected with the third intermediate gear 263, so that the connection between the first gear set 24 and the second gear set 25 can be realized, the speed ratio range of the transmission 20 is further widened, and the gear adjustment of the transmission 20 is more flexible. The intermediate gear 26 of the present embodiment reduces the volume and cost by employing a triple-tooth internal clutch.

The transmission 20 of the present application has three gear states. By controlling the second clutch 243, the third clutch 253, and the fourth clutch 264 to be closed or opened, switching of three gear states can be achieved.

In the first gear state, the second clutch 243 is closed, and the third clutch 253 is disengaged from the fourth clutch 264. The first driven gear 242 is connected to the output shaft 22, and torque of the input shaft 21 is transmitted to the output shaft 22 through the first driving gear 241, the first intermediate gear 261, the second intermediate gear 262, and the first driven gear 242 in this order.

In the second gear state, the fourth clutch 264 is closed, and the second clutch 243 is disengaged from the third clutch 253. The second intermediate gear 262 is connected to the third intermediate gear 263, and torque of the input shaft 21 is transmitted to the output shaft 22 through the first driving gear 241, the first intermediate gear 261, the second intermediate gear 262, the third intermediate gear 263, and the second driven gear 252 in this order.

In the third gear state, the third clutch 253 is closed, and the second clutch 243 is separated from the fourth clutch 264. The second driving gear 251 is connected to the driving motor 23, and the torque of the input shaft 21 is transmitted to the output shaft 22 through the second driving gear 251, the third intermediate gear 263, and the second driven gear 252 in this order.

Three-gear driving of the driving motor 23 and the driver 10 can be realized through on-off control of three clutches in the transmission 20, the maximum speed ratio can reach more than 10, the torque of the driving motor 23 and the driver 10 is greatly increased, and meanwhile, the high-efficiency working area of the driving motor 23 and the driver 10 is widened. The transmission 20 of the present application is of a three parallel shaft topology with the input shaft 21, the axle of the intermediate gear 26 and the output shaft 22 arranged in the same plane to accommodate the spatial arrangement within the vehicle. In some cases, the input shaft 21, the axle of the intermediate gear 26, and the output shaft 22 may be arranged in a triangular configuration according to the space of the whole vehicle, so that one of the three is higher or lower than the other two, or the three are respectively located at different heights, which is not limited in the present application. The transmission 20 of the present application is compact in design, has high integration, and is reduced in size and cost.

The first distributed motor 30 is for driving wheels, which are provided at the front wheels or the rear wheels, and is connected to the output shaft 22. The first distributed motor 30 may be an in-wheel motor installed in a wheel hub, or a wheel-side motor installed beside a wheel, and integrates an electric driving function and a power generation function. In the present embodiment, the first distribution motor 30 is an in-wheel motor mounted at the front wheel. The hub motor can be an inner rotor motor, an outer rotor motor and a speed reducer.

In the present embodiment, the number of the first distribution motors 30 is two. The two first distribution motors 30 are symmetrically arranged at both ends of the output shaft 22, respectively disposed in the two wheel hubs on the front side of the vehicle. The differential 50 is arranged between at least one first distribution motor 30 and the transmission 20, so that the two first distribution motors 30 can rotate at different rotation speeds when the vehicle turns, and the turning performance and the operability of the vehicle are improved.

The first clutch 41 is provided on the input shaft 21 between the driver 10 and the transmission 20, and the driver 10 is selectively connectable with the input shaft 21 through the first clutch 41. It will be appreciated that the first clutch 41 has selectively engageable first and second ends, the driver 10 being connected to the first end of the first clutch 41 and the input shaft 21 being connected to the second end of the first clutch 41. When the first end and the second end of the first clutch 41 are engaged, torque transmission between the driver 10 and the input shaft 21 can be achieved. When the first end and the second end of the first clutch 41 are disengaged, no torque transmission is possible between the driver 10 and the input shaft 21. In this manner, by controlling the first clutch 41, the driver 10 can be selectively connected to or disconnected from the transmission 20. When the first clutch 41 is closed, the driver 10 is directly connected with the driving motor 23, and the driver 10 can be driven by the driving motor 23 to quickly and smoothly enter the high-efficiency area for working, so that the system efficiency is improved.

An output clutch 42 is disposed on the output shaft 22 between the first electric distribution machine 30 and the transmission 20, the first electric distribution machine 30 being connected to the transmission 20 by the output clutch 42. It will be appreciated that the output clutch 42 has selectively coupled first and second ends, the first distribution motor 30 being coupled to the first end of the output clutch 42, and the output shaft 22 being coupled to the second end of the output clutch 42. When the first end and the second end of the output clutch 42 are engaged, torque transfer between the first distributed motor 30 and the output shaft 22 may be achieved. When the first end and the second end of the output clutch 42 are disengaged, no torque transfer between the first distributed motor 30 and the output shaft 22 is possible.

In this embodiment, each of the two first distribution motors 30 is connected to the transmission 20 through one output clutch 42, and both the first distribution motors 30 can operate independently. The output clutch 42 may be provided on the outer shaft of the first distribution motor 30 or may be integrated on the shaft inside the first distribution motor 30. The first distributed motor 30 may be selectively connected to or disconnected from the transmission 20 by controlling the output clutch 42.

The driver 10, the driving motor 23 and the first distribution motor 30 can be connected in series, in parallel or in series-parallel. In the series mode, the first distributed motor 30 drives the wheels, and the driver 10 drives the driving motor 23 to generate power to charge the power battery 70 of the vehicle. In the parallel mode, the driver 10, the driving motor 23, and the first distribution motor 30 may be independently driven by the vehicle, or may be coupled to be driven together. In the series-parallel mode, the driver 10, the driving motor 23 and the first distribution motor 30 can drive the vehicle independently, or can be coupled to drive the vehicle together, and the driver 10 can drive the driving motor 23 to generate electricity to charge the power battery 70.

All power units can independently operate, and can also be coupled to realize common driving. The driver 10 may be coupled to the first distributed motor 30 by the first clutch 41, the driving motor 23 may be coupled to the first distributed motor 30 by the third clutch 253, or the driver 10 and the driving motor 23 may be coupled to the first distributed motor 30 simultaneously by the first clutch 41 and the third clutch 253. The drive motor 23 and/or the driver 10 may be combined with only one first distribution motor 30 to apply power to either one of the two front wheels, or may be combined with both first distribution motors 30 to apply power to both front wheels. Therefore, the escape capability of passing over a bank, passing over a pit and preventing slipping is greatly improved, and different power demands of the vehicle under various working conditions can be met.

Further, as shown in fig. 3, in some cases, the distributed hybrid drive system further includes a second distributed motor 80. In this embodiment, a first distribution motor 30 is provided at the front wheels for driving the front wheels, and a second distribution motor 80 is provided at the rear wheels for driving the rear wheels. The second distributing motor 80 is also a hub motor, and is two in number, symmetrically arranged in two wheel hubs at the rear side of the vehicle, and integrates an electric driving function and a power generating function.

The first distribution motor 30 and the second distribution motor 80 can directly drive wheels, so that complete decoupling of power and the auxiliary frame is realized, the power response of the whole vehicle is greatly improved, and the development of the automatic driving technology of the vehicle and the intelligent development of the vehicle are greatly facilitated.

Further, the distributed hybrid drive system of the present application further includes an electric drive controller 60 for controlling the drive 10, the transmission 20, the first distributed motor 30, and the second distributed motor 80. The electro-driver controller 60 is integrally provided with the transmission 20, and may be assembled or co-housed. The thermal management circuit and high and low voltage electrical circuits of the electric drive controller 60 and the drive motor 23 are arranged nearby, thereby shortening the length of the circuit, reducing the energy loss, reducing the risk of circuit failure and enhancing the stability of the system. The driver 10, the transmission 20 and the electric drive controller 60 are tightly assembled, so that cooling liquid or lubricating oil and power supply can be intensively supplied, unified heat dissipation and lubrication management of all components can be realized, and the reliability of the system is improved.

The driving motor 23, the first distribution motor 30, and the second distribution motor 80 each have a motor controller. Each motor controller may be integrated with its corresponding motor and then interact with the electric drive controller 60, or may be integrated with the electric drive controller 60. Preferably, the electric drive controller 60 integrates the controllers of the driver 10, the transmission 20, the first distributed motor 30 and the second distributed motor 80 at the same time, reduces the number of connecting lines and interfaces between the controllers, reduces the complexity of the system, and improves the transmission speed and accuracy of control signals, so that the response of the distributed hybrid drive system is quicker and the control is more accurate.

The vehicle includes a power battery 70, and the power battery 70 is used for supplying power to the driving motor 23, the first distribution motor 30 and the second distribution motor 80, and can recover the energy charged when the motors are used as generators for storage. The power battery 70 may be directly electrically connected to the components of the distributed hybrid drive system or may be electrically connected to the components through the electric drive controller 60.

As shown in fig. 3, in the present embodiment, the driver 10 is connected to a side of the transmission 20 away from the driving motor 23 in the width direction of the vehicle body, and the system weight is uniformly distributed and the heat dissipation is good. Along the front-rear direction of the vehicle body, the driver 10 and the input shaft 21 are both positioned on the front side of the output shaft 22, and the electric drive controller 60 and the power battery 70 are both positioned between the first distribution motor 30 and the second distribution motor 80. The whole system space is fully utilized, and the assembly, the replacement and the maintenance are very convenient. The series-parallel connection of the first distributed motor 30 and the transmission 20 saves the chassis space of the vehicle, and the power and the volume of the driving motor 23 can be reduced because the transmission 20 has a larger maximum speed ratio. Accordingly, the power cell 70 has a large enough space to install so that the power retention capability of the distributed hybrid drive system of the present application is greatly enhanced.

The distributed hybrid drive system also has different operating conditions when the vehicle is in different operating conditions, as will be described below with reference to the embodiment shown in fig. 3.

At low speed during normal driving, the vehicle is in a pure electric state. The driver 10 and transmission 20 of the distributed hybrid drive system are not operating and the output clutches 42 on both sides are in a disengaged state. The two first distribution motors 30 and the two second distribution motors 80 are in operation.

At low speed in normal driving, the vehicle is in a pure electric state. The driver 10 is not operated, the driving motor 23 is operated and runs at the first gear of the transmission 20, the output clutches 42 at both sides are in a combined state, and the two first distribution motors 30 and the two second distribution motors 80 are in an operating state. At this time, the five motors simultaneously drive the vehicle, sufficient to meet the normal medium-low speed running power and torque requirements.

At high speed during normal driving, the vehicle is in a pure electric state. The driver 10 is not operated, the driving motor 23 is operated, the transmission 20 is automatically controlled to operate in the second gear or the third gear according to the load, and the output clutches 42 on both sides are in an engaged state. At the time of low load, only the drive motor 23 is driven. At high load, the two first distribution motors 30, the two second distribution motors 80, and the driving motor 23 operate simultaneously, and the five motors drive the vehicle simultaneously.

When cruising at high speed, the vehicle is in a direct drive working state of the driver. The first clutch 41 and the output clutches 42 on both sides are in an engaged state, the driver 10 is operated in three stages of the transmission 20, and neither the two first distributed motors 30, the two second distributed motors 80, nor the driving motor 23 is operated. The driver 10 is connected to the input shaft 21 through the first clutch 41, and torque output is achieved through the transmission 20 in the three-gear state. At this time, the driver 10 operates in the high-efficiency region, and saves electricity and oil.

At high speeds and heavy loads, the vehicles are in a parallel operating state. The first clutch 41 and the output clutches 42 on both sides are in an engaged state. Since the efficiency of the distribution motors is relatively low during high-speed driving, both the first distribution motors 30 and the second distribution motors 80 are not operated, and the driving motor 23 and the driver 10 are operated under the present condition. The transmission 20 operates in three gears and both the drive motor 23 and the drive 10 operate in a high efficiency region.

When climbing a slope and towing a vehicle, the vehicles are in a parallel working state, and all power units are coupled to realize common driving. The first clutch 41 and the output clutches 42 on both sides are in an engaged state. The driver 10, the driving motor 23, the two first distributing motors 30 and the two second distributing motors 80 all work, the transmission 20 automatically operates in first gear or second gear according to the vehicle speed, and all power is in a high-efficiency working area.

When the wheels slip, the vehicle is in a parallel working state. The output clutches 42 on both sides are in an engaged state, and both the first distributing motor 30 and the second distributing motor 80 are operated. Based on the non-slip tire adhesion, it is determined whether to engage the first clutch 41 and/or the third clutch 253 to activate the drive motor 23 and/or the driver 10 to assist in the disengagement. If the non-slip tire adhesion is weak, the transmission 20 operates in first gear, optionally with the first clutch 41 and/or the third clutch 253, and selects whether to simultaneously start the driving motor 23 and the driver 10 or to start only one of them for assistance, and if the non-slip tire adhesion is strong, the first distribution motor 30 and the two second distribution motors 80 operate independently without the first clutch 41 and the third clutch 253.

When the wheels pass through the pit and the ridge, the vehicles are in a parallel working state, and all the power units are coupled to realize common driving. The first clutch 41 and the output clutches 42 on both sides are in an engaged state. The drive 10, the drive motor 23, the two first distribution motors 30 and the two second distribution motors 80 are all operated, and the transmission 20 is operated in first gear.

If the first distribution motor 30 on the left side is damaged when the distribution motor on one side is electrically damaged, the output clutch 42 on the left side is combined, and the driving motor 23 works to perform power compensation. If the first distributed motor 30 on the right is damaged, the output clutch 42 on the right is combined, and the driving motor 23 works to perform power compensation. If one of the two second distribution motors 80 is electrically damaged, the drive motor 23 operates to compensate for power. The transmission 20 selects gears appropriately based on the power torque of the damaged motor. At this time, the vehicle can still realize distributed driving regardless of whether the vehicle is in the low speed region, the medium speed region or the high speed region. The output clutches 42 on both sides may be engaged simultaneously when an increase in load (such as acceleration) occurs.

When the distributed motor of one side wheel is mechanically damaged or is burst, the vehicle needs to be slowed down and stopped gradually. The output clutches 42 on both sides are first engaged, and either the drive motor 23 and the driver 10 are simultaneously started or only one of them is started for torque compensation according to the power torque of the damaged distributed motor. The drive motor 23 is preferably started to perform quick response, then the torque of the damaged distributed motor is gradually reduced, even the damaged distributed motor stops working, the damaged distributed motor or the tire burst wheel is decoupled through the corresponding output clutch 42, the speed dip caused by the dip of the power and the torque of the whole drive system is avoided, the roll, the sideslip and the uncontrolled and even the side-turning are avoided, and the further increase of mechanical load damage is avoided. After the vehicle is stable, the total braking torque is distributed to the undamaged distribution motor and the driving motor 23 for recovery braking, and is distributed to the undamaged distribution motor wheels for mechanical braking, so that stable driving, stopping, braking and energy recovery can be still carried out when the distribution motor of one side wheel is mechanically damaged or has a tire burst.

During normal service braking, the vehicle is in a pure electric energy recovery state. The distributed hybrid drive system of the present application is provided with three energy recovery braking levels.

In the weak energy recovery braking, both the first distributing motor 30 and the second distributing motor 80 are in the partial braking energy recovery state, the driving motor 23 does not work, and the output clutches 42 on two sides can be combined or separated.

During the medium energy recovery braking, both the first distributing motor 30 and the second distributing motor 80 are in the full braking energy recovery state, the driving motor 23 does not work, and the output clutches 42 on two sides can be combined or separated.

During strong energy recovery braking, both the first and second distributed motors 30 and 80 are in a full-braking energy recovery state, the output clutches 42 on both sides are combined, the drive motor 23 is also in a full-braking energy recovery state, and the transmission 20 is in a first gear. Since the braking torque is transmitted to the drive motor 23 through the first gear of the transmission 20, the braking capacity of the drive motor 23 is amplified. When the strong energy is recovered and braked, the strong recovery braking capacity of the whole system is very large, the braking force requirement of most of the vehicle use working conditions can be basically met, the mechanical braking can be greatly simplified, the use is reduced and even stopped, the braking cost is greatly reduced, the energy utilization is improved, and the pure electric endurance is increased.

Under the three energy recovery braking conditions, the output clutches 42 on the two sides are disengaged during normal flat road or over-bending, and the two first distribution motors 30 and the two second distribution motors 80 are independently braked. When the vehicle is running on a wet road surface, the output clutches 42 on both sides are engaged, and the two first distributed motors 30 are coupled while braking.

When feeding, the vehicle is in a range-extending or driver direct-driving state. During the range extension, the two first distributing motors 30 and the two second distributing motors 80 work. All clutches in the transmission 20 are in a disengaged state, the drive 10 is operated, and the drive motor 23 is in a power generating state. At low load high speed cruising, the driver 10 is operated in direct drive. The output clutches 42 on both sides are combined, the two first distributed motors 30, the two second distributed motors 80 and the driving motor 23 are all in a power generation state, and the system is in a strong power generation state during the running process of the vehicle.

Since the entire drive system is in a parallel shaft arrangement, the axial space of the drive 10 is greatly released, the drive motor 23 can be set relatively large in power, and the power battery 70 also has sufficient space. In this way, the power generation of the driver 10 is relatively fast, the charging capacity of the power battery 70 is relatively large, and the whole vehicle has very strong power-preserving capability, regardless of the range increase or the direct drive of the driver.

During parking power generation, the two first distribution motors 30 and the two second distribution motors 80 do not work, all clutches in the transmission 20 are in a disengaged state, the driver 10 directly generates power for the driving motor 23, and the driver 10 is in a high-efficiency area.

The application also provides a vehicle comprising a distributed hybrid drive system as described above.

Further, the vehicle further includes a complete vehicle controller 90. The vehicle controller 90 is disposed between the power battery 70 and the electric drive controller 60, and is used for controlling the distributed hybrid drive system.

According to the distributed hybrid driving system and the vehicle, the driver 10, the first distributed motor 30 and the driving motor 23 are arranged, the driver 10 is connected with the input shaft 21 of the transmission 20 through the first clutch 41, the driving motor 23 is connected with the input shaft 21 through the third clutch 253, the first distributed motor 30 is connected with the output shaft 22 of the transmission 20, and the coupling among the driver 10, the driving motor 23 and the first distributed motor 30 is realized, so that the distributed hybrid driving system can realize the combination of different driving modes, meet diversified power requirements, and improve the working efficiency of the whole system. And, the first distribution motor 30 is provided at the front wheels or the rear wheels, so that the space of the chassis of the vehicle is released and the space layout in the vehicle is optimized. Meanwhile, whether the distributed motor is in electrical failure, mechanical damage or tire burst, the distributed hybrid driving system can rapidly and reasonably distribute power for intervention, so that the system still stably operates, brakes and recovers energy when the vehicle is in failure, and the safety and reliability are improved.

It should be noted that the technical solutions or technical features described in the above embodiments may be combined or supplemented with each other without generating a conflict. The scope of the present application is not limited to the exact construction described in the above embodiments and illustrated in the accompanying drawings, but modifications, equivalents, improvements, etc. that fall within the spirit and principle of the present application are intended to be included in the scope of the present application.

Claims (12)

1. The utility model provides a distributed hybrid drive system, its characterized in that includes driver, derailleur, first distribution motor and first clutch, first distribution motor is used for driving the wheel, the derailleur includes input shaft, output shaft and driving motor, the driver pass through first clutch with the input shaft is selectively connectable, driving motor with the input shaft is connected, first distribution motor connects at least one end of output shaft.

2. The distributed hybrid drive system of claim 1, further comprising an output clutch disposed on the output shaft, the first distributed motor being selectively connectable with the transmission through the output clutch.

3. The distributed hybrid drive system of claim 1, wherein the number of first distribution motors is two, the two first distribution motors are symmetrically arranged at two ends of the output shaft, and a differential is arranged between at least one first distribution motor and the transmission.

4. The distributed hybrid drive system of claim 1, wherein the transmission further comprises a first driving gear, a first driven gear and a second clutch, the first driving gear drives the first driven gear to rotate, the first driving gear rotates with the input shaft as an axis, and the first driven gear is sleeved on the output shaft and is selectively connected with the output shaft through the second clutch.

5. The distributed hybrid drive system of claim 4, wherein the transmission further comprises a second driving gear, a second driven gear and a third clutch, the second driving gear drives the second driven gear to rotate, the second driving gear is sleeved on the input shaft and is selectively connected with the driving motor through the third clutch, and the second driven gear rotates with the output shaft as an axis.

6. The distributed hybrid drive system of claim 5, wherein the first drive gear meshes with the first driven gear via at least one intermediate gear and/or the second drive gear meshes with the second driven gear via at least one intermediate gear.

7. The distributed hybrid drive system of claim 6, wherein the intermediate gear is a triple gear, the intermediate gear comprises a first intermediate gear, a second intermediate gear, a third intermediate gear and a fourth clutch coaxially disposed, the first drive gear is meshed with the first intermediate gear, the second intermediate gear is meshed with the first driven gear, the third intermediate gear is meshed with the second drive gear and the second driven gear, respectively, and the second intermediate gear is connected with the third intermediate gear through the fourth clutch.

8. The distributed hybrid drive system of claim 1, further comprising an electro-drive controller for controlling the driver, the transmission, and the first distributed motor.

9. The distributed hybrid drive system of claim 8, further comprising a second distribution motor, one of the first and second distribution motors being used to drive a front side wheel, the other of the first and second distribution motors being used to drive a rear side wheel, the electric drive controller being further used to control the second distribution motor.

10. A vehicle comprising a distributed hybrid drive system according to any one of claims 1-9, the first distributed electric machine being provided at a front or rear wheel.

11. The vehicle of claim 10, further comprising a power battery for powering the distributed hybrid drive system.

12. The vehicle of claim 10, further comprising a vehicle controller for controlling the distributed hybrid drive system.