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CN-224224895-U - Vehicle power system and vehicle

CN224224895UCN 224224895 UCN224224895 UCN 224224895UCN-224224895-U

Abstract

The utility model belongs to the technical field of electric drive, and particularly relates to a vehicle power system and a vehicle, which comprise a motor, an electromagnetic clutch, an engine and a differential mechanism assembly, wherein a first-stage driving wheel is connected with a rotating shaft of the motor, the first-stage driving wheel is in transmission connection with a first-stage driven wheel, the first-stage driven wheel is connected with a driving end of the electromagnetic clutch, a driven end first of the electromagnetic clutch is connected with a second-stage driving wheel, a driven end second of the electromagnetic clutch is connected with an output shaft of the engine, the second-stage driving wheel is in transmission connection with a second-stage driven wheel, the second-stage driven wheel is coaxially connected with a third-stage driving wheel, and the third-stage driving wheel is in transmission connection with a main reduction gear arranged on the differential mechanism assembly. On the basis of realizing higher transmission ratio, the utility model avoids the problems caused by increasing single-stage transmission ratio, better adapts to heavy, medium and large-sized sedan and SUV models with larger vehicle weight, and simultaneously ensures the overall integration level and volume of a vehicle power system.

Inventors

  • ZHOU TAO
  • CHEN ZHICHU
  • TANG XIONGHUI
  • CHEN JIANMING
  • LU FANGJUN
  • CHEN HUI
  • An Jintao

Assignees

  • 无锡中车时代电驱科技有限公司

Dates

Publication Date
20260512
Application Date
20250627

Claims (10)

  1. 1. The utility model provides a vehicle driving system, characterized by includes motor (1), electromagnetic clutch (2), engine (3) and differential mechanism assembly (4), the pivot of motor (1) is connected with one-level action wheel (5), one-level action wheel (5) are connected with one-level from driving wheel (6) transmission, one-level is from driving wheel (6) and electromagnetic clutch (2) driving end (201) are connected, electromagnetic clutch (2) from driving end one (202) is connected with second action wheel (7), electromagnetic clutch (2) from driving end two (203) and output shaft (301) of engine (3) are connected, second action wheel (7) and second driven wheel (8) transmission are connected, second driven wheel (8) coaxial coupling has tertiary action wheel (9), tertiary action wheel (9) and main reducing gear (10) transmission that sets up on differential mechanism assembly (4).
  2. 2. The vehicle power system according to claim 1, further comprising a first transmission shaft (11), wherein the first driven wheel (6) is fixedly arranged on the first transmission shaft (11), a driving end (201) of the electromagnetic clutch (2) is arranged on the first transmission shaft (11) and axially matched with the first transmission shaft (11) through a spline structure, the second driving wheel (7) is rotatably arranged on the first transmission shaft (11) and is positioned between the first driven wheel (6) and the electromagnetic clutch (2), and the driven end (202) is arranged on one surface of the second driving wheel (7) which is away from the first driven wheel (6).
  3. 3. A vehicle power system according to claim 2, characterized in that the secondary drive wheel (7) is rotatably arranged on the transmission shaft (11) by means of a needle bearing (12), and that an axial limiter (13) for limiting the axial position of the secondary drive wheel (7) is arranged on the transmission shaft (11).
  4. 4. A vehicle power system as claimed in claim 2 or 3, characterized in that the driven end two (203) is arranged at the tail end of the output shaft (301) of the engine (3), a matching hole is axially arranged in the middle of the tail end of the output shaft (301), and one end of the transmission shaft one (11) far away from the primary driven wheel (6) is arranged in the matching hole in a penetrating manner.
  5. 5. The vehicle power system according to claim 4, wherein a needle bearing two (14) is provided between an inner side wall of the mating hole and the first transmission shaft (11), and a thrust bearing (15) is provided between an inner bottom surface of the mating hole and an end surface of the first transmission shaft (11).
  6. 6. A vehicle power system according to any one of claims 1-3, 5, characterized in that the primary drive wheel (5), the primary driven wheel (6), the secondary drive wheel (7), the secondary driven wheel (8) and the tertiary drive wheel (9) are all toothed wheels, and the drive connection is a toothed engagement.
  7. 7. The vehicle power system according to claim 6, characterized in that idler wheels are correspondingly arranged between the primary driving wheel (5) and the primary driven wheel (6), between the secondary driving wheel (7) and the secondary driven wheel (8), and between the tertiary driving wheel (9) and the main subtracting gear (10).
  8. 8. The vehicle power system according to any one of claims 1-3, 5, wherein the primary driving wheel (5), the primary driven wheel (6), the secondary driving wheel (7) and the secondary driven wheel (8) are synchronous pulleys, and the primary driving wheel (5) and the primary driven wheel (6) and the secondary driving wheel (7) and the secondary driven wheel (8) are in transmission connection through corresponding synchronous belts.
  9. 9. The vehicle power system according to any one of claims 1-3, 5, wherein the primary driving wheel (5), the primary driven wheel (6), the secondary driving wheel (7) and the secondary driven wheel (8) are all chain wheels, and the primary driving wheel (5) and the primary driven wheel (6) and the secondary driving wheel (7) and the secondary driven wheel (8) are in transmission connection through corresponding chains.
  10. 10. A vehicle provided with a vehicle power system as claimed in any one of claims 1-9.

Description

Vehicle power system and vehicle Technical Field The utility model belongs to the technical field of electric drive, and particularly relates to a vehicle power system and a vehicle. Background At present, a vehicle power system adopts a double-motor structure, one motor is used as a generator for range-extending power generation, the other motor is used for driving the vehicle, the motor for range-extending power generation is completely decoupled from a driving shaft and cannot be driven, and the motor is in an idle state when not generating power, so that the motor utilization rate is low. Therefore, the prior art provides some single-motor range-extending system technical schemes, and two working modes of range-extending discovery and pure electric drive can be realized through mode switching, so that the motor utilization rate is improved. However, in the single-motor range-extending system in the prior art, two-stage speed reduction is generally adopted, the speed reduction ratio is smaller, the torque at the wheel end is limited, the requirements of heavy-duty, medium-and large-scale cars and SUV (SUV) models are difficult to meet, the power system needs to control the size due to the limitation of installation space, and if the speed reduction ratio is increased by increasing the single-stage transmission ratio, the problems of insufficient transmission strength, uneven load distribution and the like can occur. Disclosure of utility model The utility model aims to solve the technical problem of providing a vehicle power system and a vehicle, and aims to solve the problem caused by increasing a single-stage transmission ratio on the basis of realizing a higher transmission ratio, better adapt to heavy, medium and large-sized sedan and SUV types with larger vehicle weight and ensure the overall integration level and volume of the vehicle power system. The utility model provides a vehicle power system which comprises a motor, an electromagnetic clutch, an engine and a differential mechanism assembly, wherein a rotating shaft of the motor is connected with a primary driving wheel, the primary driving wheel is in transmission connection with a primary driven wheel, the primary driven wheel is connected with a driving end of the electromagnetic clutch, a driven end first of the electromagnetic clutch is connected with a secondary driving wheel, a driven end second of the electromagnetic clutch is connected with an output shaft of the engine, the secondary driving wheel is in transmission connection with a secondary driven wheel, the secondary driven wheel is coaxially connected with a tertiary driving wheel, and the tertiary driving wheel is in transmission connection with a main reduction gear arranged on the differential mechanism assembly. Still further still include transmission shaft one, the primary driven wheel is fixed to be set up on transmission shaft one, electromagnetic clutch's driving end sets up on transmission shaft one and passes through spline structure axial cooperation with transmission shaft one, the secondary action wheel rotates to set up on transmission shaft one and lie in between primary driven wheel and the electromagnetic clutch. Furthermore, the secondary driving wheel is rotatably arranged on the first transmission shaft through a needle bearing, and an axial limiting part for limiting the axial position of the secondary driving wheel is arranged on the first transmission shaft. Further, the driven end II is arranged at the tail end of an output shaft of the engine, a matching hole is axially formed in the middle of the tail end of the output shaft, and one end, away from the primary driven wheel, of the transmission shaft I is arranged in the matching hole in a penetrating mode. Further, a needle bearing II is arranged between the inner side wall of the matching hole and the first transmission shaft, and a thrust bearing is arranged between the inner bottom surface of the matching hole and one end surface of the transmission shaft. Furthermore, the primary driving wheel, the primary driven wheel, the secondary driving wheel, the secondary driven wheel and the tertiary driving wheel are all gears, and the transmission connection is tooth meshing. Further, idler wheels are correspondingly arranged between the primary driving wheel and the primary driven wheel, between the secondary driving wheel and the secondary driven wheel, and between the tertiary driving wheel and the main subtracting gear. Furthermore, the primary driving wheel, the primary driven wheel, the secondary driving wheel and the secondary driven wheel are synchronous belt wheels, and the primary driving wheel and the primary driven wheel and the secondary driving wheel and the secondary driven wheel are in transmission connection through corresponding synchronous belts. Furthermore, the primary driving wheel, the primary driven wheel, the secondary driving wheel and the secondary driven wheel are all chain whe