CN107867172B - Power driving system for vehicle and vehicle - Google Patents

Power driving system for vehicle and vehicle Download PDF

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Publication number
CN107867172B
CN107867172B CN201610862155.5A CN201610862155A CN107867172B CN 107867172 B CN107867172 B CN 107867172B CN 201610862155 A CN201610862155 A CN 201610862155A CN 107867172 B CN107867172 B CN 107867172B
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Prior art keywords
gear
power
shaft
motor
motor generator
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CN201610862155.5A
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Chinese (zh)
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CN107867172A (en
Inventor
廉玉波
凌和平
翟震
吴飞
徐友彬
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BYD Co Ltd
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BYD Co Ltd
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/44—Series-parallel type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Arrangement Of Transmissions (AREA)

Abstract

The invention discloses a power driving system for a vehicle and the vehicle, the power driving system comprises: an engine; a plurality of input shafts, the engine engaging at least one of the plurality of input shafts, one of the input shafts having a first gear disposed thereon; a plurality of output shafts; the motor power shaft is sleeved with a first gear and a second gear of the motor power shaft, the first gear of the motor power shaft and the first gear can be linked in the same direction, the second gear of the motor power shaft and the first gear are linked, and the first gear of the motor power shaft, a plurality of output shafts and a differential are linked; a first motor generator linked with a motor power shaft; a second motor generator, a second motor generator and an engine are arranged on the input side of the first clutch device, and the second motor generator can utilize at least part of power output by the engine to perform parking power generation when the vehicle is parked. Therefore, the power driving system has rich driving modes, high driving efficiency and high parking power generation efficiency.

Description

Power driving system for vehicle and vehicle
Technical Field
The invention relates to the technical field of vehicles, in particular to a power driving system for a vehicle and the vehicle with the power driving system.
Background
With the continuous consumption of energy, the development and utilization of new energy vehicles have gradually become a trend. The hybrid vehicle, which is one of new energy vehicles, is driven by an engine and/or a motor, has various modes, and can improve transmission efficiency and fuel economy.
However, the inventor knows that some hybrid vehicles have fewer driving modes, lower driving transmission efficiency, and lower power generation efficiency in the parking power generation condition.
Disclosure of Invention
The present invention is directed to solving, at least to some extent, one of the technical problems in the related art. Therefore, the invention provides the power driving system for the vehicle, which has the advantages of rich driving modes, high driving efficiency and high parking power generation efficiency.
The invention further provides a vehicle.
The power drive system for a vehicle according to the present invention includes: an engine; a plurality of input shafts, a first clutch device is arranged between the engine and the input shafts so that the engine can be selectively jointed with at least one of the input shafts, a gear driving gear is arranged on each input shaft, and a first gear is arranged on one input shaft; each output shaft is provided with a gear driven gear which is correspondingly meshed with the gear driving gear; the motor power shaft is sleeved with a motor power shaft first gear capable of being jointed with the motor power shaft and a motor power shaft second gear capable of being jointed with the motor power shaft, the motor power shaft first gear is selectively linked with the first gear in the same direction, the motor power shaft second gear is linked with the first gear, and the motor power shaft first gear and the plurality of output shafts are suitable for being linked with a differential mechanism of the vehicle; a first motor generator, said first motor generator being in linkage with said motor power shaft; a second motor generator, the second motor generator and the engine being located on an input side of the first clutch device, the plurality of input shafts being located on an output side of the first clutch device, the second motor generator being provided so as to be able to generate power by parking when the vehicle is parked using at least part of power output from the engine.
According to the power driving system for the vehicle, the driving modes of the power driving system are rich, and the transmission efficiency is high in the pure electric mode and the hybrid power mode, so that the power performance and the economical efficiency of the vehicle can be improved. In addition, when the vehicle is parked for power generation, the parking power generation efficiency is high.
In addition, the power drive system for a vehicle according to the present invention may also have the following additional technical features:
in some examples of the present invention, the first clutch device is a dual clutch having an input, a first output, and a second output, the input selectively engaging at least one of the first output and the second output.
In some examples of the present invention, the input terminal is provided with input terminal external teeth, and the second motor generator is linked with the input terminal external teeth.
In some examples of the invention, the second motor generator is coaxially connected to the input terminal.
In some examples of the present invention, a second clutch device is provided between the second motor generator and the engine.
In some examples of the present invention, the second clutch device is built in a rotor of the second motor generator.
In some examples of the invention, the engine, the second clutch device and the input of the double clutch are arranged coaxially.
In some examples of the present invention, a rated power of the first motor generator is larger than a rated power of the second motor generator.
In some examples of the present invention, the rated power of the first motor generator is twice or more than the rated power of the second motor generator.
In some examples of the present invention, the second motor generator is located between the first clutch device and the engine.
In some examples of the invention, the motor power shaft is provided with a motor power shaft synchronizer, and the motor power shaft first gear and the motor power shaft second gear share the motor power shaft synchronizer.
In some examples of the invention, the power drive system further comprises: the second gear and the third gear are sleeved on the same output shaft in an empty mode, the second gear is meshed with the first gear and the second gear of the motor power shaft respectively, the third gear is meshed with the first gear of the motor power shaft, and the second gear and the third gear can be connected or disconnected.
In some examples of the invention, the power drive system further comprises: a gear synchronizer disposed on one of the second gear and the third gear and for engaging the other.
In some examples of the invention, the first gear of the motor power shaft is a duplicate gear, one gear of the duplicate gear is engaged with the differential and the other gear is engaged with the third gear.
In some examples of the invention, the gear synchronizer shares a first fork mechanism with a gear synchronizer corresponding to an adjacent one of the gear driven gears on the same output shaft.
In some examples of the invention, the first motor generator is coaxially connected to the motor power shaft.
In some examples of the invention, the input shaft comprises: the first input shaft is sleeved with the second input shaft, the first input shaft is provided with a first-gear driving gear, a third-gear driving gear and a fifth-gear driving gear, and the second input shaft is provided with a second-gear driving gear and a fourth-gear driving gear; the output shaft includes: a first output shaft and a second output shaft; a first-gear driven gear, a second-gear driven gear, a third-gear driven gear and a fourth-gear driven gear are arranged on the first output shaft in a sleeved mode, and a fifth-gear driven gear is arranged on the second output shaft in a sleeved mode; a third-gear synchronizer is arranged between the first-gear driven gear and the third-gear driven gear, a second-fourth-gear synchronizer is arranged between the second-gear driven gear and the fourth-gear driven gear, and a fifth-gear synchronizer is arranged on one side of the fifth-gear driven gear.
In some examples of the present invention, the gear synchronizer and the fifth speed synchronizer share a first fork mechanism.
In some examples of the present invention, a first output shaft output gear is fixedly disposed on the first output shaft, a second output shaft output gear is fixedly disposed on the second output shaft, and the first output shaft output gear, the second output shaft output gear, and the motor power shaft first gear are respectively engaged with a final drive driven gear of the vehicle.
The vehicle comprises the power driving system for the vehicle.
The beneficial effects of the vehicle are the same as those of the power drive system for the vehicle described above, and are not described in detail herein.
Drawings
FIG. 1 is a schematic illustration of a power drive system according to a first embodiment of the present invention;
FIG. 2 is a schematic illustration of a power drive system according to a second embodiment of the present invention;
FIG. 3 is a schematic illustration of a power drive system according to a third embodiment of the present invention;
fig. 4 is a schematic structural diagram of a vehicle according to an embodiment of the invention.
Detailed Description
Reference will now be made in detail to embodiments of the present invention, examples of which are illustrated in the accompanying drawings. The embodiments described below with reference to the drawings are illustrative and intended to be illustrative of the invention and are not to be construed as limiting the invention.
The power drive system 100 according to the embodiment of the invention, which power drive system 100 can be applied to a vehicle 1000, for example, a hybrid vehicle 1000, is described in detail below with reference to the drawings.
The power drive system 100 according to an embodiment of the present invention may include: the engine 1, the plurality of input shafts, the plurality of output shafts, the first motor generator 4, the second motor generator 6, and the motor power shaft 41, but the power drive system 100 may include other mechanical components, for example, the first clutch device 5d, the second clutch device 7, and the like.
The engine 1 is provided to selectively engage at least one of the plurality of input shafts, that is, the engine 1 can be engaged with one of the plurality of input shafts to transmit power when the engine 1 outputs power, and of course, the engine 1 can also be engaged with a plurality of the plurality of input shafts simultaneously to transmit power. Each input shaft is provided with a gear driving gear, each output shaft is provided with a gear driven gear, the gear driven gears are correspondingly meshed with the gear driving gears, power transmission between the input shaft and the output shaft can be achieved through meshing between the gear driving gears and the gear driven gears, and the output rotating speed of the output shaft can be changed through selecting the gear driving gears and the gear driven gears with different transmission ratios.
A first clutch device 5d is disposed between the engine 1 and the plurality of input shafts, the first clutch device 5d can enable the engine 1 to selectively engage at least one of the plurality of input shafts, as shown in fig. 1-3, the first clutch device 5d can be a dual clutch having an input 51d, a first output 52d and a second output 53d, the input 51d can selectively engage at least one of the first output 52d and the second output 53 d. That is, the input 51d may engage the first output 52d, or the input 51d may engage the second output 53d, or the input 51d may engage both the first output 52d and the second output 53 d.
For example, as shown in fig. 1-3, the plurality of input shafts includes: a first input shaft 21 and a second input shaft 22, a first output end 52d being connected to the first input shaft 21, and a second output end 53d being connected to the second input shaft 22.
The first input shaft 21 is provided with a first-gear drive gear 1a, a third-gear drive gear 3a, and a fifth-gear drive gear 5a, and the second input shaft 22 is provided with a second-gear drive gear 2a and a fourth-gear drive gear 4 a. The second input shaft 22 is sleeved on the first input shaft 21, so that the axial length of the power driving system 100 can be effectively shortened, and the space occupied by the power driving system 100 in the vehicle 1000 can be reduced.
The arrangement sequence of the plurality of gear driving gears is a second gear driving gear 2a, a fourth gear driving gear 4a, a third gear driving gear 3a, a first gear driving gear 1a and a fifth gear driving gear 5a according to the mode of being close to or far from the engine 1. Through the position of rationally arranging a plurality of fender position driving gears, can be so that a plurality of fender position driven gear and a plurality of output shaft's position arrange rationally to can make power driving system 100 simple structure, it is small.
The output shaft includes: the first output shaft 31 is provided with a first-gear driven gear 1b, a second-gear driven gear 2b, a third-gear driven gear 3b and a fourth-gear driven gear 4b in an empty sleeve mode, and the second output shaft 32 is provided with a fifth-gear driven gear 5b in an empty sleeve mode.
One of them keeps off driving gear 1a and one keeps off driven gear 1b meshing, and two keep off driving gear 2a and two keep off driven gear 2b meshing, and three keep off driving gear 3a and three keep off driven gear 3b meshing, and four keep off driving gear 4a and four keep off driven gear 4b meshing, and five keep off driving gear 5a and five keep off driven gear 5b meshing.
A third speed synchronizer 13c is provided between the first speed driven gear 1b and the third speed driven gear 3b, and the third speed synchronizer 13c can be used for synchronizing the first speed driven gear 1b and the first output shaft 31, and can be used for synchronizing the third speed driven gear 3b and the first output shaft 31.
A second-fourth synchronizer 24c is provided between the second-gear driven gear 2b and the fourth-gear driven gear 4b, and the second-fourth synchronizer 24c may be used to synchronize the second-gear driven gear 2b and the first output shaft 31, and may be the same as synchronizing the fourth-gear driven gear 4b and the first output shaft 31.
A fifth-speed synchronizer 5c is provided at one side of the fifth-speed driven gear 5b, and the fifth-speed synchronizer 5c can be used to synchronize the fifth-speed driven gear 5b and the second output shaft 32.
A first gear 91 is arranged on one input shaft, the first gear 91 is fixedly connected with the input shaft, and the first gear 91 and the input shaft rotate synchronously. For example, the input shaft may be the first input shaft 21.
The motor power shaft 41 may be provided with a motor power shaft first gear 42 and a motor power shaft second gear 43 in an empty sleeve, and the motor power shaft first gear 42, the motor power shaft second gear 43 and the motor power shaft 41 may be selectively engaged respectively. Specifically, as shown in fig. 1-3, the motor power shaft 41 may be provided with a motor power shaft synchronizer 42c, and the motor power shaft first gear 42 and the motor power shaft second gear 43 share the motor power shaft synchronizer 42 c. This saves a synchronizer and allows for a compact arrangement of gears on the motor power shaft 41, thereby allowing for a compact power drive system 100.
The motor power shaft first gear 42 is selectively linked in the same direction as the first gear 91. The motor power shaft second gear 43 is provided in linkage with the first gear 91. It should be noted that, because the first gear 42 of the power shaft of the motor and the first gear 91 can be linked in the same direction, when the vehicle 1000 performs a reverse gear operation, the power of the engine can be transmitted to the first gear 42 of the power shaft of the motor through the first gear 91, and then the first gear 42 of the power shaft of the motor can directly drive the wheels to rotate in the reverse direction through the differential to implement the reverse gear operation of the vehicle 1000.
Further, since the motor power shaft second gear 43 and the motor power shaft 41 are selectively engaged, power can be transmitted between the first motor generator 4 and the engine 1. For example, the engine 1 drives the first motor generator 4 to generate power, and for example, the power of the first motor generator 4 and the engine 1 is coupled at the motor power shaft 41 and then transmitted to the wheels to drive the vehicle 1000 to move.
It should be noted that the above-mentioned "linkage" may be understood as a linkage movement of a plurality of members (for example, two members), and in the case of linkage of two members, when one member moves, the other member also moves.
For example, in some embodiments of the present invention, a gear in communication with a shaft may be understood such that when the gear rotates, the shaft in communication therewith will also rotate, or when the shaft rotates, the gear in communication therewith will also rotate.
As another example, a shaft is coupled to a shaft is understood to mean that when one of the shafts rotates, the other shaft coupled thereto will also rotate.
As another example, gears may be understood to be geared with one gear so that when one gear rotates, the other gear that is geared with it will also rotate.
In the following description of the present invention, the term "linkage" is to be understood unless otherwise specified.
According to a preferred embodiment of the present invention, as shown in fig. 1 to 3, the power driving system 100 may further include: the second gear 92 and the third gear 93, and the second gear 92 and the third gear 93 are respectively hollow and sleeved on the same output shaft, for example, the output shaft may be the second output shaft 32, but is not limited thereto. The second gear 92 and the third gear 93 may be engaged or disengaged, that is, power transmission may be performed between the second gear 92 and the third gear 93. When the second gear 92 and the third gear 93 are engaged, the power at the first gear 91 can be transmitted to the motor power shaft first gear 42 through the second gear 92 and the third gear 93 in sequence, and then the wheels are driven to rotate reversely.
Further, as shown in fig. 1-3, the power drive system 100 may further include: a gear synchronizer 92c, the gear synchronizer 92c may be provided on one of the second gear 92 and the third gear 93, and the gear synchronizer 92c is for engaging the other gear. As shown in fig. 1-3, a gear synchronizer 92c may be provided on the second gear 92, and the gear synchronizer 92c may engage the second gear 92 and the third gear 93. By providing the gear synchronizer 92c, power transmission between the second gear 92 and the third gear 93 can be facilitated.
As shown in fig. 1, the motor power shaft first gear 42 may be a duplicate gear, one gear of which is engaged with the differential and the other gear is engaged with the third gear 93. This ensures that the first gear 42 of the motor power shaft is simultaneously engaged with the driven gear 8 of the main reducer and the third gear 93, and also ensures that the driven gear 8 of the main reducer and the third gear 93 are arranged reasonably, thereby ensuring the structural reliability of the power drive system 100.
Preferably, the gear synchronizer 92c may share a first fork mechanism with a gear synchronizer corresponding to an adjacent one of the gear driven gears on the same output shaft. The gear synchronizer 92c may be located on the second output shaft 32, the second output shaft 32 may be correspondingly provided with a fifth-gear driven gear 5b, a fifth-gear synchronizer 5c is arranged between the fifth-gear driven gear 5b and the second output shaft 32, and the fifth-gear synchronizer 5c and the gear synchronizer 92c may share the first shifting fork mechanism. Therefore, a shifting fork mechanism can be saved, and the power driving system is simple to control and convenient to operate.
As shown in fig. 1 to 3, a first output shaft output gear 31e is fixedly arranged on the first output shaft 31, a second output shaft output gear 32e is fixedly arranged on the second output shaft 32, and the motor power shaft first gear 42, the first output shaft output gear 31e and the second output shaft output gear 32e are respectively meshed with a final drive driven gear 8 of the vehicle 1000. It will be appreciated that the power transmitted to the first output shaft 31 and the second output shaft 32 can be transmitted to the final drive driven gear 8 through the first output shaft output gear 31e and the second output shaft output gear 32e, respectively, so as to drive the corresponding wheels to rotate. The driven gear 8 of the main reducer is in a driving relationship with the differential.
The first motor generator 4 is interlocked with the motor power shaft 41, wherein the first motor generator 4 can transmit power to the motor power shaft 41 when the first motor generator 4 is used as a motor, and the motor power shaft 41 can transmit power to the first motor generator 4 for the first motor generator 4 to generate power when the first motor generator 4 is used as a generator. Preferably, the first motor generator 4 and the motor power shaft 41 are coaxially connected.
The second motor generator 6 and the engine 1 are located on the input side of the first clutch device 5d, and the second motor generator 6 may be located between the first clutch device 5d and the engine 1. By disposing the second motor generator 6 on the input side of the first clutch device 5d, the axial length of the power drive system 100 can be effectively reduced, and the position arrangement of the second motor generator 6 can be made reasonable, and the structural compactness of the power drive system 100 can be improved.
The second motor generator 6 can be selected from motor generators with small capacity and small size, so that the requirement of miniaturization of the transmission can be met, and because the internal structure of the transmission has strict requirements on space, the second motor generator 6 with small size occupies small space of the transmission, and interference between the second motor generator 6 and other parts such as the first clutch device 5d can be avoided, so that the transmission is reasonable in structure and compact in structure.
A plurality of input shafts are located on the output side of the first clutch device 5d, and the second motor generator 6 is provided so as to be able to generate power by parking when the vehicle 1000 is parked, using at least part of the power output from the engine 1. That is, the engine 1 and the second motor generator 6 may be connected to the input terminal 51d, respectively, and at least a part of the power of the engine 1 may be directly transmitted to the second motor generator 6 to cause the second motor generator 6 to generate electricity when the vehicle 1000 is in the parking state, or a part of the power of the engine 1 may be indirectly transmitted to the second motor generator 6 via the input terminal 51d to cause the second motor generator 6 to generate electricity.
The connection arrangement relationship between the engine 1 and the second motor generator 6 is described below with reference to the drawings.
As shown in fig. 1, the input terminal 51d may be provided with input terminal external teeth 54d, and the second motor generator 6 is interlocked with the input terminal external teeth 54 d. Thus, the power of the engine 1 can be transmitted to the second motor generator 6 through the input 51d and the input external teeth 54d, so that the second motor generator 6 can be used as a generator to perform parking power generation.
As shown in fig. 2, the second motor generator 6 and the input terminal 51d may be coaxially connected. The second motor generator 6 may be provided between the input terminal 51d and the engine 1 so that the power of the engine 1 is necessarily transmitted to the input terminal 51d through the second motor generator 6, and the second motor generator 6 may be used as a generator to perform parking power generation.
As shown in fig. 3, a second clutch device 7 may be provided between the second motor generator 6 and the engine 1. The second clutch device 7 may be a single clutch that can control the disconnection of the engagement between the engine 1 and the second motor generator 6, and can control the disconnection of the engagement between the engine 1 and the input terminal 51 d. By providing the second clutch device 7, the parking power generation state of the second motor generator 6 can be controlled reasonably, so that the power drive system 100 can be made simple in structure and the drive mode can be switched reliably.
Preferably, the second clutch device 7 is built in the rotor of the second motor generator 6. This can preferably shorten the axial length of power-driven system 100, and thus can reduce the volume of power-driven system 100, and can improve the flexibility of arrangement of power-driven system 100 on vehicle 1000. In addition, the second motor generator 6 can also be used as a starter.
Preferably, the engine 1, the second clutch device 7 and the input 51d of the double clutch are arranged coaxially. This allows the power drive system 100 to be compact and small.
It should be noted that, with respect to the power drive system 100 of the above three embodiments, in the axial direction, the second motor generator 6 is located between the engine 1 and the first clutch device 5d, so that the axial length of the power drive system 100 can be effectively reduced, the position arrangement of the second motor generator 6 can be made reasonable, and the structural compactness of the power drive system 100 can be improved.
Since the first motor generator 4 is a main drive motor of the power drive system 100, the first motor generator 4 has a large capacity and a large volume, and the provision of the motor power shaft 41 can minimize the volume of the power drive system 100 and prevent interference between the first motor generator 4 and the second motor generator 6.
Wherein, for the first motor generator 4 and the second motor generator 6, the rated power of the first motor generator 4 is larger than the rated power of the second motor generator 6. In this way, the second motor generator 6 can be selected from motor generators with small volume and small rated power, so that the power driving system 100 has a simple structure and small volume, and when the vehicle is parked for power generation, the transmission path between the second motor generator 6 and the engine 1 is short, the power generation efficiency is high, and a part of power of the engine 1 can be effectively converted into electric energy. Wherein the peak power of the first motor generator 4 is also larger than the peak power of the second motor generator 6.
Preferably, the rated power of the first motor generator 4 is twice or more than the rated power of the second motor generator 6. The peak power of the first motor generator 4 is twice or more the peak power of the second motor generator 6. For example, the rated power of the first motor generator 4 may be 60kw, the rated power of the second motor generator 6 may be 24kw, the peak power of the first motor generator 4 may be 120kw, and the peak power of the second motor generator 6 may be 44 kw.
The operating mode of the power drive system 100 for the vehicle 1000 according to the embodiment of the present invention will be described in detail with reference to the accompanying drawings. The difference between the power drive system 100 shown in fig. 2 and 3 and the power drive system 100 shown in fig. 1 is mainly reflected in the arrangement of the second motor generator 6, but the arrangement of the second motor generator 6 has little influence on the operating mode, so the operating mode of the power drive system 100 shown in fig. 2 and 3 is basically the same as the operating mode of the power drive system 100 shown in fig. 1, and the operating mode of the power drive system 100 shown in fig. 1 is taken as an example and is described in detail below.
Engine only mode: the power of the engine 1 is transmitted to the first input shaft 21 and/or the second input shaft 22 through the first clutch device 5d, then transmitted to the first output shaft 31 or the second output shaft 32 through the corresponding gear pair, and finally transmitted to the differential to drive the wheels to rotate. The gear pair is a corresponding gear driving gear and a corresponding gear driven gear. Wherein the input 51d of the first clutch device 5d selectively engages at least one of the two outputs.
Pure electric mode: the first motor generator 4 functions as a motor, and the power of the first motor generator 4 is transmitted to the differential via the motor power shaft 41 and the motor power shaft first gear 42 in order to drive the wheels to rotate. With the first motor power shaft 41 synchronizer in the engaged state.
Hybrid mode: i.e., the above-described combination between the engine-only mode and the electric-only mode, the power of the engine 1 and the power of the first motor generator 4 are coupled at the final drive driven gear 8.
Parking power generation mode: the power of the engine 1 is transmitted to the second motor generator 6 through the input end 51d of the first clutch device 5d, and the second motor generator 6 is used as a generator to generate power for parking.
The first driving power generation mode is as follows: part of the power of the engine 1 is transmitted to the differential through the first clutch device 5d, the input shaft and the output shaft to drive wheels to rotate, and the other part of the power of the engine 1 can be used for supplying power to the second motor generator 6 to generate electricity.
And a second driving power generation mode: the power of the engine 1 is transmitted to the differential through the first clutch device 5d, the input shaft and the output shaft to drive the wheels to rotate, and the main reducer driven gear 8 can transmit a part of the power to the first motor generator 4 through the motor power shaft first gear 42 and the motor power shaft 41 to generate power for the first motor generator 4.
As shown in fig. 4, a vehicle 1000 according to an embodiment of the present invention includes the power drive system 100 for the vehicle 1000 of the above-described embodiment.
In the description herein, references to the description of the term "one embodiment," "some embodiments," "an example," "a specific example," or "some examples," etc., mean that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the invention. In this specification, the schematic representations of the terms used above are not necessarily intended to refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples. Furthermore, various embodiments or examples and features of different embodiments or examples described in this specification can be combined and combined by one skilled in the art without contradiction.
Although embodiments of the present invention have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present invention, and that variations, modifications, substitutions and alterations can be made to the above embodiments by those of ordinary skill in the art within the scope of the present invention.

Claims (17)

1. A power drive system for a vehicle, comprising:
an engine;
a plurality of input shafts, a first clutch device is arranged between the engine and the input shafts so that the engine can be selectively jointed with at least one of the input shafts, a gear driving gear is arranged on each input shaft, and a first gear is arranged on one input shaft;
each output shaft is provided with a gear driven gear which is correspondingly meshed with the gear driving gear;
a motor power shaft, wherein a motor power shaft first gear capable of being jointed with the motor power shaft and a motor power shaft second gear capable of being jointed with the motor power shaft are sleeved on the motor power shaft, the motor power shaft first gear is arranged to be selectively linked with the first gear in the same direction, the motor power shaft second gear is arranged to be linked with the first gear, the motor power shaft first gear and the plurality of output shafts are suitable for being linked with a differential mechanism of the vehicle, a motor power shaft synchronizer is arranged on the motor power shaft, and the motor power shaft first gear and the motor power shaft second gear share the motor power shaft synchronizer;
the second gear and the third gear are sleeved on the same output shaft in an empty mode, the second gear is meshed with the first gear and the second gear of the power shaft of the motor respectively, the third gear is meshed with the first gear of the power shaft of the motor, and the second gear and the third gear can be connected or disconnected;
a first motor generator, said first motor generator being in linkage with said motor power shaft;
a second motor generator, the second motor generator and the engine being located on an input side of the first clutch device, the plurality of input shafts being located on an output side of the first clutch device, the second motor generator being provided so as to be capable of generating power by parking when the vehicle is parked using at least part of power output from the engine, a rated power of the first motor generator being larger than a rated power of the second motor generator.
2. The power drive system for a vehicle according to claim 1 wherein said first clutch is a dual clutch having an input, a first output and a second output, said input selectively engaging at least one of said first and second outputs.
3. The power drive system for a vehicle according to claim 2, wherein input external teeth are provided on the input end, and the second motor generator is linked with the input external teeth.
4. The power drive system for a vehicle according to claim 2, characterized in that said second motor generator is coaxially connected to said input terminal.
5. The power drive system for a vehicle according to claim 2, characterized in that a second clutch device is provided between the second motor generator and the engine.
6. The power drive system for a vehicle according to claim 5, characterized in that the second clutch device is built in a rotor of the second motor generator.
7. The power drive system for a vehicle according to claim 5, characterized in that the engine, the second clutch device, and the input ends of the double clutches are arranged coaxially.
8. The power drive system for a vehicle according to claim 1, characterized in that the rated power of the first motor generator is two times or more the rated power of the second motor generator.
9. The power drive system for a vehicle according to claim 1, characterized in that the second motor generator is located between the first clutch device and the engine.
10. The power drive system for a vehicle according to claim 1, characterized by further comprising: a gear synchronizer disposed on one of the second gear and the third gear and for engaging the other.
11. The power drive system for a vehicle according to claim 10, wherein said motor power shaft first gear is a duplicate gear, one gear of said duplicate gear being in mesh with said differential and the other gear being in mesh with said third gear.
12. The power drive system for a vehicle according to claim 11, wherein said gear synchronizer shares a first fork mechanism with a gear synchronizer corresponding to an adjacent one of the gear driven gears on the same output shaft.
13. The power drive system for a vehicle according to claim 1, characterized in that said first motor generator is coaxially connected with said motor power shaft.
14. The power drive system for a vehicle according to claim 10,
the input shaft includes: the first input shaft is sleeved with the second input shaft, the first input shaft is provided with a first-gear driving gear, a third-gear driving gear and a fifth-gear driving gear, and the second input shaft is provided with a second-gear driving gear and a fourth-gear driving gear;
the output shaft includes: a first output shaft and a second output shaft; a first-gear driven gear, a second-gear driven gear, a third-gear driven gear and a fourth-gear driven gear are arranged on the first output shaft in a sleeved mode, and a fifth-gear driven gear is arranged on the second output shaft in a sleeved mode;
a third-gear synchronizer is arranged between the first-gear driven gear and the third-gear driven gear, a second-fourth-gear synchronizer is arranged between the second-gear driven gear and the fourth-gear driven gear, and a fifth-gear synchronizer is arranged on one side of the fifth-gear driven gear.
15. The power drive system for a vehicle according to claim 14, wherein said gear synchronizer shares a first fork mechanism with said fifth speed synchronizer.
16. The power drive system for a vehicle according to claim 15, characterized in that a first output shaft output gear is fixedly provided on said first output shaft, a second output shaft output gear is fixedly provided on said second output shaft, and said first output shaft output gear, said second output shaft output gear, said motor power shaft first gear are respectively meshed with a final drive driven gear of said vehicle.
17. A vehicle characterized by comprising a power drive system for a vehicle according to any one of claims 1-16.
CN201610862155.5A 2016-09-28 2016-09-28 Power driving system for vehicle and vehicle Active CN107867172B (en)

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Publication number Priority date Publication date Assignee Title
CN111251870B (en) * 2018-11-30 2021-06-18 比亚迪股份有限公司 Hybrid power driving system and vehicle
CN111497589B (en) * 2020-04-10 2021-04-27 东风汽车集团有限公司 Power transmission system of hybrid electric vehicle and power transmission method thereof

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CN204340646U (en) * 2014-11-28 2015-05-20 安徽江淮汽车股份有限公司 A kind of hybrid transmissions
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CN105459787A (en) * 2014-09-10 2016-04-06 比亚迪股份有限公司 Power transmission system for vehicle and vehicle with power transmission system
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