CN117565660A - Vehicle four-driving-force system - Google Patents

Abstract

The invention discloses a vehicle four-driving power system, which includes a gearbox assembly, a front wheel differential assembly, a first clutch assembly, a power take-off assembly, a second clutch assembly, and a rear wheel torque distributor assembly. into the rear wheel differential assembly and the third clutch assembly. The first clutch is connected to the front wheel differential assembly and the left front axle shaft. The power take-off assembly is connected to the front wheel differential assembly and the right front axle shaft. The second clutch is connected to the output end of the power take-off assembly and the input end of the rear wheel torque distributor assembly, the rear wheel differential assembly is connected to the output end of the rear wheel torque distributor assembly, and the third clutch One end of the third clutch is connected to the housing of the rear wheel differential assembly, and the other end of the third clutch is connected to the left rear axle or right rear axle. The four-driving force system of the vehicle of the present invention has a simple structure and a clear transmission route. When the vehicle is on a muddy road, it can smoothly get out of trouble and realize super strong off-road capability.

Description

Vehicle four-drive system

Technical field

The invention belongs to the technical field of automobile power systems. Specifically, the invention relates to a vehicle four-drive system.

Background technique

At present, with the development of society, more and more cars have become people's main means of transportation. As the younger generation grows up, their requirements for vehicle power and off-road capabilities are getting higher and higher. Currently, in order to pursue the off-road capabilities of automobiles, automotive engineers are constantly developing new products to enhance the vehicle's ability to drive on muddy roads, cannonball roads, sandy roads, and steep slopes.

The existing four-wheel drive layout structures are roughly divided into two types: one is a low-cost urban real-time four-wheel drive vehicle. The main structure is to add a power take-off and a rear-wheel torque distributor to a traditional fuel vehicle to achieve the four-wheel drive function; The advantage of the structure is that the cost is low, but the disadvantage is that when the two tires on the left or the two tires on the right of the vehicle slip at the same time, it is still difficult for the vehicle to move forward. The other adds multiple power input units and controls each tire through a clutch to achieve vector control; the advantage of this structure is strong off-road performance, but the disadvantage is high price.

For example, the patent document with publication number CN115648921A discloses a power system that takes into account both rear-wheel drive cars and four-wheel drive cars with longitudinally installed engines. Both rear-wheel drive and four-wheel drive cars include an engine, a transmission, a rear drive shaft, a rear main reducer, a rear Drive shaft, rear ball cage universal joint; when matching the four-wheel drive model, the front drive shaft, front main reducer, front drive shaft, transfer case, front ball cage universal joint are added to the original rear drive model; vehicle The power system is provided. The technical solution disclosed in this patent document cannot solve the technical problems described above.

Contents of the invention

The present invention aims to solve at least one of the technical problems existing in the prior art. To this end, the present invention provides a vehicle four-drive system with the purpose of improving the off-road performance of the vehicle and achieving low cost.

In order to achieve the above object, the technical solution adopted by the present invention is: a four-driving power system of the vehicle, including a gearbox assembly, a front wheel differential assembly, a first clutch assembly, a power take-off assembly, and a second clutch assembly. , rear wheel torque distributor assembly, rear wheel differential assembly and third clutch assembly, the first clutch is connected to the front wheel differential assembly and the left front half shaft, the power take-off assembly The second clutch is connected to the front wheel differential assembly and the right front axle shaft. The second clutch is connected to the output end of the power take-off assembly and the input end of the rear wheel torque distributor assembly. The rear wheel differential The transmission assembly is connected to the output end of the rear wheel torque distributor assembly, one end of the third clutch is connected to the housing of the rear wheel differential assembly, and the other end of the third clutch is connected to the left rear axle or right rear axle. connect.

The front wheel differential assembly and the first clutch assembly are disposed inside the gearbox assembly.

It also includes a first power engagement device for controlling the engagement and separation of the housing of the front wheel differential assembly and the left front half shaft, and a first power engagement device for controlling the torque distribution between the power take-off assembly and the rear wheel. A second power engagement device for engaging and disengaging the rear wheel differential assembly and a third power engagement device for controlling the engagement and disengagement of the housing of the rear wheel differential assembly and the left rear axle or the right rear axle.

The first power engagement device is a synchronizer or a clutch.

The second power engagement device is a synchronizer or a clutch.

The third power engagement device is a synchronizer or a clutch.

The power take-off assembly includes a power take-off driving gear connected to the housing of the front wheel differential assembly and a power take-off passive gear meshing with the power take-off driving gear. The power take-off passive gear is connected to the power take-off driving gear. The second clutch is connected.

The rear wheel torque divider assembly includes a torque divider driving gear connected to the output end of the power take-off assembly through the second clutch and a torque divider passive gear meshed with the torque divider driving gear. .

The rear wheel differential assembly and the third clutch assembly are located inside the rear wheel torque divider assembly.

The second clutch assembly is located inside the power take-off assembly or inside the rear wheel torque distributor assembly.

The four-driving power system of the vehicle of the present invention has a simple structure and a clear transmission route, and can smoothly escape when the vehicle is on a muddy road; no matter what road the vehicle is on, even if three tires are slipping at the same time, it can still be operated by controlling the combination and on-off of the clutch. Controlling the vehicle to get out of trouble smoothly can achieve super off-road capabilities.

Description of the drawings

This manual includes the following drawings, which show:

Figure 1 is a schematic structural diagram of the four-driving power system of the vehicle of the present invention;

Figure 2 is a power transmission route diagram of the present invention for getting out of trouble when both front wheels are slipping;

Figure 3 is a power transmission route diagram of the present invention for getting out of trouble when both rear wheels are slipping;

Figure 4 is a power transmission route diagram of the present invention for getting out of trouble when both left wheels are slipping;

Figure 5 is a power transmission route diagram of the present invention for getting out of trouble when both right wheels are slipping;

Figure 6 is a power transmission route diagram of the present invention for getting out of trouble when only the left front wheel or the right front wheel is not slipping;

Figure 7 is a power transmission route diagram of the present invention for getting out of trouble when only the left rear wheel or the right rear wheel is not slipping;

Marked in the picture are:

1. Engine assembly; 2. Gearbox assembly; 3. Front differential assembly; 4. First clutch assembly; 5. Power take-off assembly; 6. Second clutch assembly; 7. Rear Wheel torque distributor assembly; 8. Rear wheel differential assembly; 9. Third clutch assembly; 10. Left front wheel; 11. Right front wheel; 12. Left rear wheel; 13. Right rear wheel; 14 , Left front half-shaft; 15. Right front half-shaft; 16. Left rear half-shaft; 17. Right rear half-shaft; 18. Power take-off driving gear; 19. Power take-off passive gear; 20. Torque distributor driving gear; 21 , Torque distributor passive gear.

Detailed ways

The specific implementation modes of the present invention will be further described in detail below by describing the embodiments with reference to the accompanying drawings. The purpose is to help those skilled in the art have a more complete, accurate and in-depth understanding of the concepts and technical solutions of the present invention, and contribute to its implementation.

It should be noted that in the following embodiments, the "first", "second" and "third" do not represent an absolute distinction in structure and/or function, nor do they represent a sequence of execution. , but only for convenience of description.

As shown in Figures 1 to 7, the present invention provides a four-wheel drive system layout structure, including an engine assembly 1, a gearbox assembly 2, a front wheel differential assembly 3, a first clutch assembly 4, Power assembly 5, second clutch assembly 6, rear torque divider assembly 7, rear differential assembly 8, third clutch assembly 9, left front wheel 10, right front wheel 11, left rear wheel Wheel 12, right rear wheel 13, left front axle 14, right front axle 15, left rear axle 16, right rear axle 17, power take-off driving gear 18, power take-off driven gear 19, torque distributor driving gear 20 and torque divider driven gear 21.

Specifically, as shown in FIG. 1 , the front wheel differential assembly 3 is built inside the gearbox assembly 2 . One end of the first clutch 4 is connected to the housing of the front wheel differential assembly 3, and the other end is connected to the left front half shaft 14. The left front half shaft 14 is connected to the left front wheel 10 of the vehicle. The input end of the power take-off assembly 5 is connected to the housing of the front wheel differential 3. The output end of the power take-off assembly 5 transmits power to the second clutch assembly 6. The right front half shaft 15 is connected to the front wheel differential assembly. The right front half shaft 15 is connected to the right front wheel 11 of the vehicle, and the power take-off assembly 5 is located between the front wheel differential assembly 3 and the right Between the front wheels 11. One end of the second clutch 6 is connected to the output end of the power take-off assembly 5 , and the other end of the second clutch 6 is connected to the input end of the rear wheel torque distributor assembly 7 . The input end of the rear wheel torque distributor assembly 7 is connected to the second clutch 6, and the output end of the rear wheel torque distributor assembly 7 is connected to the rear wheel differential assembly 8 to transmit power to the rear wheel differential assembly 8. The rear wheel differential assembly 8 is built inside the rear wheel torque divider assembly 7 . One end of the third clutch 9 is connected to the housing of the rear wheel differential 8, and the other end is connected to the left rear half shaft 16 or the right rear half shaft 17. The left rear half shaft 16 is connected to the left rear wheel of the vehicle, and the right rear half shaft 17 is connected to the left rear wheel of the vehicle. The right rear wheel of the vehicle is connected.

As shown in Figure 1, the power take-off assembly 5 includes a power take-off driving gear 18 connected to the housing of the front wheel differential assembly 3 and a power take-off driven gear 19 meshing with the power take-off driving gear 18. The power take-off driven gear 19 is connected to one end of the second clutch. The housing of the front wheel differential assembly 3 is fixedly connected to the power take-off driving gear 18 through a connecting shaft, which is sleeved on the right front half shaft 15. The power take-off driving gear 18 and the power take-off driven gear 19 are both spiral bevel gears.

As shown in FIG. 1 , the rear wheel torque divider assembly 7 includes a torque divider driving gear 20 coupled with the output end of the power take-off assembly 5 through a second clutch 6 and a torque divider driving gear 20 meshed with the torque divider driving gear 20 . The torque divider driven gear 21, and the output end of the power take-off assembly 5 is the power take-off driven gear 19. The torque divider driving gear 20 and the torque divider driven gear 21 are both spiral bevel gears, and the torque divider driven gear 21 is fixedly connected to the housing of the rear wheel differential assembly 8 .

As shown in Figure 1, the vehicle four-drive system structure of the present invention also includes a first power engagement device for controlling the engagement and separation of the housing of the front wheel differential assembly 3 and the left front half shaft 14, The second power coupling device for engaging and disengaging the power assembly 5 and the rear wheel torque distributor 7 and the housing for controlling the rear wheel differential assembly 8 are engaged with the left rear axle 16 or the right rear axle 17. Disconnected third power engagement device.

Preferably, the first power engagement device 4 is a synchronizer or a clutch, driven by an electric motor or hydraulic pressure. The second power coupling device 6 is a synchronizer or clutch, driven by an electric motor or hydraulic pressure. The third power coupling device 9 is a synchronizer or clutch, driven by an electric motor or hydraulic pressure.

As shown in Figure 2, when both front wheels of the vehicle are slipping, the power transmission route is as follows: the power generated by the engine assembly 1 passes through the gearbox assembly 2, front wheel differential assembly 3, power take-off assembly 5, Power take-off driving gear 18, power take-off driven gear 19, second clutch assembly 6, rear wheel torque divider assembly 7, torque divider driving gear 20, torque divider driven gear 21 and rear wheel differential assembly into 8, and then the power is transmitted to the left rear half shaft 16 and the right rear half shaft 17 respectively, driving the left rear wheel 12 and the right rear wheel 13 to rotate.

As shown in Figure 3, when both rear wheels of the vehicle are slipping, the power transmission route is as follows: the first clutch assembly 4 is in a combined state, and the power generated by the engine assembly 1 is transmitted to the front wheel differential assembly through the gearbox assembly 2. into 3, and then the power is transmitted to the left front half shaft 14 and the right front half shaft 15 respectively, driving the left front wheel 10 and the right front wheel 11 to rotate.

As shown in Figure 4, when both the left front wheel and the left rear wheel of the vehicle slip, the power transmission route is as follows: the first clutch assembly 4 is in a combined state, and the power generated by the engine assembly 1 is transmitted to The front wheel differential assembly 3 drives the left front axle shaft 14 to rotate through the first clutch assembly 4. At the same time, the front wheel differential assembly 3 drives the right front axle shaft 15 to rotate synchronously, thus driving the The left front wheel 10 and the right front wheel 11 rotate synchronously.

As shown in Figure 5, when both the right front wheel and the right rear wheel of the vehicle slip, the power transmission route is as follows: the first clutch assembly 4 is in the combined state, and the power generated by the engine assembly 1 is transmitted to the front wheel through the gearbox assembly 2. Wheel differential assembly 3. The front wheel differential assembly 3 drives the left front half shaft 14 to rotate through the first clutch assembly 4. At the same time, the front wheel differential assembly 3 drives the right front half shaft 15 to rotate synchronously, thereby driving the left front half shaft 14 to rotate simultaneously. The front wheel 10 and the right front wheel 11 rotate synchronously.

As shown in Figure 6, when only the left front wheel or the right front wheel of the vehicle does not slip, the power transmission route is as follows: the first clutch assembly 4 is in a combined state, and the power generated by the engine assembly 1 is transmitted to The front wheel differential assembly 3 drives the left front axle shaft 14 to rotate through the first clutch assembly 4. At the same time, the front wheel differential assembly 3 drives the right front axle shaft 15 to rotate synchronously, thus driving the The left front wheel 10 and the right front wheel 11 rotate synchronously.

As shown in Figure 7, when only the left rear wheel or the right rear wheel of the vehicle does not slip, the power transmission route is as follows: the first clutch assembly 4 is in the disengaged state, the second clutch assembly 6 is in the coupled state, and the third clutch assembly 9 is in a combined state,

The power generated by the engine assembly 1 passes through the gearbox assembly 2, the front wheel differential assembly 3, the power take-off driving gear 18, the power take-off passive gear 19, the second clutch assembly 6, and the torque divider driving gear 20. The passive gear 21 of the torque divider is transmitted to the rear differential assembly 8. The rear differential assembly 8 drives the right rear axle shaft 17 to rotate through the third clutch assembly 9. At the same time, the rear differential assembly 8 drives the left rear half shaft 16 to rotate synchronously, thereby driving the left rear wheel 12 and the right rear wheel 13 to rotate synchronously.

The present invention has been exemplarily described above with reference to the accompanying drawings. Obviously, the specific implementation of the present invention is not limited by the above manner. As long as various non-substantive improvements are made using the method concepts and technical solutions of the present invention; or the above-mentioned concepts and technical solutions of the present invention are directly applied to other situations without improvement, they all fall within the protection scope of the present invention. within.

Claims (10)

1. The four driving force systems of the vehicle, including the assembly of the gearbox, front wheel differential mechanism assembly, first clutch assembly, power takeoff assembly, second clutch assembly, rear wheel torque distributor assembly, rear wheel differential mechanism assembly and third clutch assembly, its characterized in that: the first clutch is connected with the front wheel differential assembly and the left front half shaft, the power takeoff assembly is connected with the front wheel differential assembly and the right front half shaft, the second clutch is connected with the output end of the power takeoff assembly and the input end of the rear wheel torque distributor assembly, the rear wheel differential assembly is connected with the output end of the rear wheel torque distributor assembly, one end of the third clutch is connected with the shell of the rear wheel differential assembly, and the other end of the third clutch is connected with the left rear half shaft or the right rear half shaft.

2. The vehicle four-drive force system according to claim 1, characterized in that: the front wheel differential assembly and the first clutch assembly are disposed within the transmission assembly.

3. The vehicle four-drive force system according to claim 1, characterized in that: the engine further includes a first power engagement device for controlling engagement and disengagement of the housing of the front wheel differential assembly with the left front axle shaft, a second power engagement device for controlling engagement and disengagement of the power take-off assembly with the rear wheel torque divider, and a third power engagement device for controlling engagement and disengagement of the housing of the rear wheel differential assembly with the left rear axle shaft or the right rear axle shaft.

4. A vehicle four-drive force system according to claim 3, wherein: the first power engagement device is a synchronizer or a clutch.

5. A vehicle four-drive force system according to claim 3, wherein: the second power engagement device is a synchronizer or a clutch.

6. A vehicle four-drive force system according to claim 3, wherein: the third power engagement device is a synchronizer or a clutch.

7. The four driving force system for a vehicle according to any one of claims 1 to 6, characterized in that: the power take-off assembly comprises a power take-off driving gear connected with the shell of the front wheel differential assembly and a power take-off driven gear meshed with the power take-off driving gear, and the power take-off driven gear is connected with the second clutch.

8. The four driving force system for a vehicle according to any one of claims 1 to 6, characterized in that: the rear wheel torque divider assembly comprises a torque divider driving gear connected with the output end of the power takeoff assembly through the second clutch combination and a torque divider driven gear meshed with the torque divider driving gear.

9. The four driving force system for a vehicle according to any one of claims 1 to 6, characterized in that: the rear wheel differential assembly and the third clutch assembly are located within the rear wheel torque divider assembly.

10. The four driving force system for a vehicle according to any one of claims 1 to 6, characterized in that: the second clutch assembly is located within the power take-off assembly or within the rear wheel torque distributor assembly.