CN108001195B - Power transmission system and vehicle with same - Google Patents

Power transmission system and vehicle with same Download PDF

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Publication number
CN108001195B
CN108001195B CN201610933097.0A CN201610933097A CN108001195B CN 108001195 B CN108001195 B CN 108001195B CN 201610933097 A CN201610933097 A CN 201610933097A CN 108001195 B CN108001195 B CN 108001195B
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China
Prior art keywords
power
output
gear
motor generator
conversion
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CN201610933097.0A
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CN108001195A (en
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凌和平
翟震
黄威
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
    • B60K6/22—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 apparatus, components or means specially adapted for HEVs
    • B60K6/36—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 apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B60K6/365—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 apparatus, components or means specially adapted for HEVs characterised by the transmission gearings with the gears having orbital motion
    • 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
    • B60K6/22—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 apparatus, components or means specially adapted for HEVs
    • B60K6/38—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 apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
    • 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
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors

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

Abstract

The invention discloses a power transmission system and a vehicle, wherein the power transmission system comprises: a system power output; a power source, a first motor generator unit including a first motor generator and a unit coupling part, the unit coupling part being connected to an input terminal of a system power output part of the vehicle, the first motor generator being selectively connectable to the unit coupling part; the mode conversion device comprises an input part, a first conversion part, a second conversion part and an output part, wherein the input part is selectively connected with the power source, the first conversion part is connected with the input part and selectively connected with the output part, the second conversion part is selectively connected with the input part and selectively connected with the output part, the output part is selectively connected with the unit coupling part, and the output part is connected with the first motor generator, so that the power output by the power source is suitable for being output after the speed of the power sequentially passes through the input part and the second conversion part of the conversion device. Thus, the vehicle can adapt to different road conditions.

Description

Power transmission system and vehicle with same
Technical Field
The invention relates to the technical field of vehicles, in particular to a power transmission system of a vehicle and the vehicle with the power transmission 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, in the related art known by the inventor, some hybrid vehicles have few driving modes and low driving transmission efficiency, and cannot meet the requirement of the vehicle for adapting to various road conditions, especially after the hybrid vehicle is fed (when the battery power is insufficient), the power performance and the passing capacity of the whole vehicle are insufficient. In addition, in order to realize the parking power generation working condition, a transmission mechanism needs to be additionally added, the integration level is low, and the power generation efficiency is low.
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 transmission system of the vehicle, which has multiple driving modes and can effectively adjust the power output to the wheels, so that the vehicle can adapt to various road conditions.
The invention further provides a vehicle.
The power transmission system of a vehicle according to the present invention includes: a system power output; the power source is in selective power coupling connection with the input end of the system power output part; a first motor generator unit including a first motor generator and a first motor generator unit coupling portion, the first motor generator unit coupling portion being in power coupling connection with an input end of a system power output portion of the vehicle, the first motor generator being in selective power coupling connection with the first motor generator unit coupling portion; a mode conversion device comprising a conversion device input, a first conversion, a second conversion and a conversion device output, the conversion device input part is in selective power coupling connection with the power source, the first conversion part is in power coupling connection with the conversion device input part and is in selective power coupling connection with the conversion device output part, the second conversion part is selectively connected with the input part of the conversion device in a power coupling mode and is selectively connected with the output part of the conversion device in a power coupling mode, the output part of the conversion device is selectively connected with the coupling part of the first motor generator unit in a power coupling way, the output part of the conversion device is connected with the first motor generator in a power coupling way, so that the power output by the power source is suitable for being output to the first motor generator unit coupling part after being decelerated by the conversion device input part and the second conversion part in sequence.
According to the power transmission system of the vehicle, the driving modes of the vehicle can be enriched by adjusting the state of the mode conversion device, the economical efficiency and the dynamic property of the vehicle can be improved, the vehicle can adapt to different road conditions, the trafficability and the difficulty-escaping capability of the vehicle can be obviously improved, and the driving experience of a driver can be improved. And the function of parking power generation can be realized through the mode conversion device. The parking power generation system has the advantages that when the first motor generator is driven and fed back, power transmission is direct, transmission efficiency is high, and switching of the parking power generation mode is simple and reliable. Meanwhile, because the power of the engine and the power of the first motor generator are coupled at the mode conversion device, a speed change unit applied to the engine can completely adopt a speed changer of the original traditional fuel vehicle without any change, and the power output of the first motor generator is completely realized by the switching of the mode conversion device. The design of the power transmission system enables the control of each driving mode to be relatively independent, and the power transmission system is compact in structure and easy to realize.
The vehicle comprises the power transmission system of the vehicle.
Drawings
1-6 are schematic diagrams of a powertrain system of a vehicle according to an embodiment of the present invention;
7-16 are schematic structural views of a powertrain system of a vehicle according to an embodiment of the invention;
FIGS. 17-22 are schematic diagrams of the mode switching device, the system power take off, and the power on/off device;
23-28 are schematic diagrams of an electric drive system;
fig. 29 to 48 are schematic structural views of a power train system of a vehicle according to an embodiment of the present 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.
In a hybrid vehicle, the vehicle may be provided with a plurality of systems, for example, a power transmission system 1000, the power transmission system 1000 may be used for driving front wheels or rear wheels of the vehicle, and the power transmission system 1000 is described in detail below by taking the example that the power transmission system 1000 drives the front wheels of the vehicle as an example, of course, the power transmission system 1000 may also be combined with other driving systems to drive the rear wheels of the vehicle to rotate, so that the vehicle is a four-wheel drive vehicle, and the other systems may be an electric driving system 700.
The power transmission system 1000 according to the embodiment of the invention is described in detail below with reference to the drawings.
As shown in fig. 1-6, the powertrain 1000 may include: the power source 100, the transmission unit 200, the first motor generator unit 300, and the mode switching device 402, but the power transmission system 1000 may include other mechanical components, for example, a system power output portion 401, a second motor generator 600, a first clutch device 202, a second clutch device L2, and the like.
The input ends of the power source 100 and the system power output portion 401 may be selectively coupled, that is, the power source 100 may selectively output power to the system power output portion 401, so that the power source 100 may output power to the system power output portion 401 according to actual conditions, thereby ensuring that the vehicle can adapt to different working conditions and road conditions.
The power source 100 may be an engine, and the transmission unit 200 may be adapted to be selectively coupled with the power source 100, and as shown in fig. 1 to 6, the power source 100 and the transmission unit 200 may be axially connected, wherein a first clutch device 202 may be disposed between the power source 100 and the transmission unit 200, and the first clutch device 202 may control an engaged and disengaged state between the power source 100 and the transmission unit 200. It is understood that the power source 100 may also output power to the system power output portion 401 through the speed change unit 200.
The transmission unit 200 may be a transmission, but the present invention is not limited thereto, and the transmission unit 200 may have other structures, such as a gear reduction structure.
The transmission unit 200 is an example of a transmission, and will be described in detail below. The transmission unit 200 can have various arrangements, and changes of the input shaft, the output shaft and the gears can form a new transmission unit 200, which is described in detail below by taking the transmission unit 200 in the power transmission system 1000 shown in fig. 7 as an example.
As shown in fig. 7, the shifting unit 200 may include: a transmission power input selectively engageable with the power source 100 to transmit power generated by the power source 100, a transmission power output, and a transmission unit output 201. The first clutch device 202 may include an input connected to the power source 100 and an output connected to the variable speed power input, the power source 100 and the variable speed power input engaging to transmit power when the input and output are engaged.
The transmission power output portion is configured and adapted to output power from the transmission power input portion to the transmission unit output portion 201 through synchronization of the transmission unit synchronizer, the transmission unit output portion 201 is in power coupling connection with an input end of a system power output portion 401 of the vehicle, and the transmission power output portion is in power coupling connection with the mode switching means 402.
Specifically, as shown in FIG. 7, the variable speed power input may include at least one input shaft, each of which is selectively engageable with the power source 100, with at least one drive gear disposed on each input shaft.
The speed change power output portion includes: each output shaft is provided with at least one driven gear which is meshed with a corresponding driving gear, the output part 201 of the speed change unit is at least one main reducer driving gear Z, and the at least one main reducer driving gear Z is fixed on the at least one output shaft in a one-to-one correspondence manner. That is, the transmission unit output portion 201 may be an output gear on an output shaft, which may be fixed on a corresponding output shaft, the output gear being engaged with a final drive driven gear for power transmission.
Wherein the input shaft may be plural and the plural input shafts are sequentially nested coaxially, the power source 100 may be selectively engaged with one of the plural input shafts when the power source 100 transmits power to the input shafts. By coaxially nesting the plurality of input shafts, the transmission unit 200 can be arranged compactly, with a small axial length and a small radial dimension, and the structural compactness of the transmission unit 200 can be improved.
For example, as shown in fig. 7, the shifting unit 200 may be a six-speed shifting unit, and the shifting power input portion may include: the first clutch device 202 may be a dual clutch having an input, a first output, and a second output, the input being selectively engageable with at least one of the first output and the second output. That is, the input may engage the first output, or the input may engage the second output, or the input may engage both the first output and the second output. The first output end is connected with the first input shaft I, and the second output end is connected with the second input shaft II.
The first input shaft i and the second input shaft ii are respectively and fixedly provided with at least one driving gear, specifically, as shown in fig. 7, the first input shaft i is provided with a first-gear driving gear 1Ra, a third-gear driving gear 3a and a fifth-gear driving gear 5a, and the second input shaft ii is provided with a second-gear driving gear 2a and a fourth-sixth-gear driving gear 46 a. The second input shaft II is sleeved on the first input shaft I, so that the axial length of the power transmission system 1000 can be effectively shortened, and the space occupied by the power transmission system 1000 in a vehicle can be reduced. The above-mentioned fourth-sixth gear driving gear 46a means that the gear can be used as both the fourth gear driving gear and the sixth gear driving gear, so that the axial length of the second input shaft ii can be shortened, and the size of the power transmission system 1000 can be reduced.
The arrangement sequence of the plurality of gear driving gears is two-gear driving gear 2a, four-sixth gear driving gear 46a, three-gear driving gear 3a, first gear driving gear 1Ra and fifth gear driving gear 5a according to the distance from the engine. Through the position of a plurality of fender position driving gears of rational arrangement, can be so that the position of a plurality of fender position driven gears and a plurality of output shaft arranges rationally to can make power transmission system 1000 simple structure, it is small.
The output shaft includes: the first output shaft III and the second output shaft IV are respectively sleeved with at least one driven gear in an empty mode, the first output shaft III 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 mode, and the second output shaft IV is provided with a fifth-gear driven gear 5b and a sixth-gear driven gear 6b in an empty mode. One of them keeps off driving gear 1Ra 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-sixth keep off driving gear 46a and four-sixth keep off driven gear 4b meshing, and five keep off driving gear 5a and five keep off driven gear 5b meshing, and four-sixth keep off driving gear 46a and six keep off driven gear 6b meshing.
A third speed synchronizer S13 is provided between the first speed driven gear 1b and the third speed driven gear 3b, and the third speed synchronizer S13 can be used for synchronizing the first speed driven gear 1b and the first output shaft iii, and can be used for synchronizing the third speed driven gear 3b and the first output shaft iii.
A second-fourth synchronizer S24 is provided between the second-gear driven gear 2b and the fourth-gear driven gear 4b, and the second-fourth synchronizer S24 may be used to synchronize the second-gear driven gear 2b and the first output shaft iii, and may be the same as synchronizing the fourth-gear driven gear 4b and the first output shaft iii.
A fifth-speed synchronizer S5 is provided at one side of the fifth-speed driven gear 5b, and the fifth-speed synchronizer S5 can be used to synchronize the fifth-speed driven gear 5b and the second output shaft iv. A sixth speed synchronizer S6R is provided at one side of the sixth speed driven gear 6b, and the sixth speed synchronizer S6R can be used to synchronize the sixth speed driven gear 6b and the second output shaft iv.
A reverse driven gear Rb is provided on one of the output shafts, and a reverse synchronizer for engaging the reverse driven gear Rb is provided on the corresponding one of the output shafts. One of the first output shaft iii and the second output shaft iv is provided with a reverse driven gear Rb. A reverse driven gear Rb is provided on the second output shaft iv and a reverse synchronizer on the second output shaft iv can be used to synchronize the reverse driven gear Rb with the second output shaft iv, as shown in fig. 7.
Further, the power transmission system 1000 may further include: the reverse gear countershaft V is fixedly provided with a first reverse gear intermediate gear Rm1 and a second reverse gear intermediate gear Rm2, the first reverse gear intermediate gear Rm1 is meshed with one gear driving gear (namely a driving gear), and the second reverse gear intermediate gear Rm2 is meshed with a reverse gear driven gear Rb. One of the gear driving gears can be a first gear driving gear 1Ra, power transmitted to the first gear driving gear 1Ra can be transmitted to a reverse gear intermediate shaft V through a first reverse gear intermediate gear Rm1, the reverse gear intermediate shaft V can transmit power to a reverse gear driven gear Rb through a second reverse gear intermediate gear Rm2, the reverse gear driven gear Rb can transmit power to a second output shaft IV through a reverse gear synchronizer, the second output shaft IV can transmit power to a main reducer driven gear Z 'through a second output shaft IV output gear, and the main reducer driven gear Z' can be transmitted to wheels on two sides through a system power output part 401 to drive a vehicle to move. That is, the first output gear and the second output gear may be a final drive gear Z, respectively, which is engaged with a final drive driven gear Z'.
Because the reverse gear driven gear Rb is sleeved on the second output shaft IV, the reverse gear driven gear Rb and another adjacent gear driven gear can share the reverse gear synchronizer. This can save the number of synchronizers disposed on the second output shaft iv, so that the axial length of the second output shaft iv can be shortened, and the cost of the power transmission system 1000 can be reduced. For example, the other gear driven gear may be the six-gear driven gear 6b, in other words, the reverse synchronizer may constitute the six-gear synchronizer S6R. The reverse synchronizer may be provided between the sixth driven gear 6b and the reverse driven gear Rb.
As shown in fig. 7 to 16, the first motor generator unit 300 may include a first motor generator 302 and a first motor generator unit coupling portion 301, the first motor generator 302 may be selectively power-coupled to the first motor generator unit coupling portion 301, the first motor generator unit coupling portion 301 may be a main reducer driving gear Z, and the first motor generator unit coupling portion 301 may be power-coupled to an input portion of a system power output portion 401. It is to be understood that the final gear drive gear Z may be plural, and both the transmission unit output part 201 of the transmission unit 200 and the first motor generator unit coupling part 301 of the first motor generator unit 300 may be the final gear drive gear Z. It is understood that the first motor generator 302 can selectively output power to the input of the system power output portion 401 through the first motor generator unit coupling portion 301.
Further, as shown in fig. 7 to 20, the first motor generator unit 300 may further include a reduction chain 303, and the first motor generator 302 is coupled to the mode switching device 402 through the reduction chain 303.
The reduction chain 303 may include three gears, the gear one Z1 may be fixed on the motor output shaft of the first motor generator 302, the intermediate gear Zm is engaged between the gear one Z1 and the gear two Z2, and the gear two Z2 is power-coupled with the mode switching device.
Of course, the first motor generator unit 300 may not be provided with the reduction chain 303, and the first motor generator 302 may be selectively power-coupled to the mode switching device 402 as shown in fig. 13.
The mode switching device 402 is used to selectively couple and connect the transmission unit 200 and the first motor generator unit coupling portion 301, so that the mode switching device 402 outputs the power from the power source 100 to the first motor generator unit coupling portion 301 after the power passes through the transmission unit 200 and the mode switching device 402 in sequence and is subjected to secondary speed reduction.
Thus, it can be understood that the power source 100 can be directly transmitted to the input end of the system power output portion 401 through the speed changing unit 200 to output power, that is, the power output by the power source 1000 is output through one output gear of the speed changing unit 200; the power source 100 can also be output to the first motor generator unit coupling portion 301 through the speed changing unit 200 and the mode switching device 402, the first motor generator unit coupling portion 301 is further transmitted to the input end of the system power output portion 401 to output power, that is, the power output by the power source 100 is output to the mode switching device 402 after the primary speed reduction of the speed changing unit 200, the mode switching device 402 is output to the first motor generator unit coupling portion 301 after the secondary speed reduction after the speed reduction again, so as to realize the secondary speed reduction, at this time, the power transmission system 1000 enters the ultra-low speed gear mode, and the mode switching device 402 enters the L gear mode.
Thus, the driving mode of the power transmission system 1000 can be enriched, and the power output from the power source 100 to the system power output unit 401 can be appropriate, in other words, the rotation speed of the wheels can be appropriate, so that the driving stability of the vehicle can be improved, and the driving experience of the driver can be enriched.
Mode shift device 402 may also be used to selectively power couple transmission unit 200 and first motor generator 302 such that power from power source 100 passes through transmission unit 200, mode shift device 402, and drives first motor generator 302 to generate electricity.
Furthermore, the mode switching means 402 may be used to selectively power-couple the first motor generator unit coupling portion 301 and the first motor generator 302, so that the power output from the first motor generator 302 is output through the mode switching means 402 and the first motor generator unit coupling portion 301 in this order.
Thus, mode switching device 402 may have at least three roles, one of which is to output the power of power source 100 to the input of system power output portion 401 through first motor generator unit coupling portion 301; the other function is to output the power of the power source 100 to the first motor generator 302 to drive the first motor generator 302 to generate power, especially when the vehicle is in a parking condition, the power of the power source 100 is output to the first motor generator 302 to drive the first motor generator 302 to generate power, the power generation efficiency is high, and the power transmission path is short; still another function is to output the power of the first motor generator 302 to the input of the system power output portion 401 through the first motor generator unit coupling portion 301, so that electric drive of the vehicle can be achieved.
Thus, the mode conversion device 402 increases the gears of the whole vehicle, can amplify the maximum output torque of the whole vehicle by N times (N is equal to the speed ratio of the L gear relative to the output gear of one of the speed change units 200), and improves the dynamic property and the passing capacity (such as the maximum climbing gradient and the escaping capacity). Especially for the traditional hybrid vehicle type, the battery pack, the motor and the electric control system are added, so that the service quality is large, the power output of the engine can be relied only after the power feeding, and the passing capacity and the power performance are greatly reduced.
The mode conversion device 402 can be beneficial to the power source 100 to realize the intervention of the first motor generator unit 300 during working, and the parallel power source 100 and the first motor generator unit 300 can better highlight the advantages of strong power performance, simple structure and easy realization of the spatial arrangement of the whole vehicle in the parallel structure through direct torque coupling.
In the pure electric working condition, the first motor generator unit 300 has high transmission efficiency, and the mode conversion device 402 separates the transmission unit 200, the wheels and the first motor generator 302, so that any two of the three can work by bypassing the third one, for example, the transmission unit 200 is in the pure fuel working condition through power transmission between the mode conversion device 402 and the wheels; for another example, the transmission unit 200 is in power transmission with the first motor generator 302 through the mode switching device 402, and the parking power generation condition is set at this time; for another example, the first motor generator 302 is in a pure electric state when power is transmitted to the wheels through the mode switching device 402. In addition, the problem that a common hybrid power transmission system needs complex gear shifting and a transmission chain to realize a pure electric working condition in speed change can be solved, and the plug-in hybrid power transmission system is particularly suitable for plug-in hybrid vehicles. Of course, the three can work simultaneously.
Meanwhile, the mode shift device 402 places the vehicle in an ultra low speed gear when the transmission unit 200 and the first motor generator unit coupling portion 301 are engaged, so that the mode shift device 402 can also add an ultra low speed gear to the power transmission system 1000, thereby greatly amplifying the torque output of the engine.
In terms of control logic, the power transmission system 1000 provided by the invention does not change a double-clutch speed change basic architecture and a gear shifting logic, and the intervention of the first motor generator unit 300 is only represented by torque superposition at the output end, so that the control logic of the power source 100 and the speed change unit 200 is independent from the control logic of the first motor generator unit 300, the power output of an engine is relatively independent from the power output of the first motor generator 302, the control logic of each power source output is simple and easy to implement, the development time and cost of manufacturers are saved, the high failure rate of the system is avoided, and even if the system of the engine and the speed change unit 300 fails, the power output of the first motor generator unit 300 in a pure electric mode cannot be influenced.
The power output from the power source 100 is suitable for driving the first motor generator unit 300 to generate electric power via the transmission unit 200 and the converter input 4020 in this order. That is to say, when the vehicle is in the parking condition, the power of the power source 100 may be transmitted to the first motor generator unit 300 to be supplied to the first motor generator unit 300 for power generation, so that parking power generation may be realized, and thus, no additional power transmission chain is required to be added for parking power generation, and the switching of the parking power generation mode may be realized only through the mode switching device 402, and the switching control is simple and the transmission efficiency is high. The first motor generator 302 is directly connected to the mode conversion device 402, the power output of the first motor generator 302 is direct and efficient, and the braking energy feedback efficiency is high.
Furthermore, the speed changing unit 200 only needs to change speed and torque for engine power, so that the requirement of the power transmission system 1000 for the speed changing unit 200 is less, the design improvement of the speed changing unit 200 is less, and even no design improvement is needed, for example, a transmission of a conventional vehicle can be directly applied, so that no additional design change is needed, further, the miniaturization of the speed changing unit 200 can be facilitated, the development cost of the whole vehicle can be reduced, and the development cycle can be shortened.
Finally, the foregoing advantages are achieved by the mode switching device 402 and have a high degree of integration.
Also, when the vehicle is in the parking condition, the power of the power source 100 may be transmitted to the first motor generator unit 300 to be supplied to the first motor generator unit 300 for power generation, so that parking power generation may be achieved, parking power generation efficiency of the vehicle may be improved, and waste of energy may be reduced.
The mode switching device has a plurality of arrangement forms, and the following description is provided in detail.
As shown in fig. 17 to 22, the system power output portion 401 may include two side gears, which correspond one-to-one to the two half shafts 2000 of the vehicle, and the power transmission system 1000 of the vehicle further includes: a power on-off device 500, the power on-off device 500 adapted to selectively engage at least one of the two side gears with a corresponding half shaft 2000 of the vehicle. It is understood that if the power switching device 500 is provided between the half shaft 2000 of one side and the corresponding side gear, the power switching device 500 may control the engagement off-state between the half shaft 2000 of the side and the side gear, and if the power switching devices 500 are provided between the half shafts 2000 of both sides and the corresponding side gear, respectively, each power switching device 500 may control the engagement off-state of the corresponding side. The power on-off device 500 may be advantageous for parking power generation of a vehicle in a parking condition, so that parking power generation efficiency may be high.
As shown in fig. 17, the power switching devices 500 are provided between the half shaft 2000 on the left side and the corresponding side gear, and as shown in fig. 18, the power switching devices 500 may be two, one power switching device 500 may be provided between the half shaft 2000 on the left side and the corresponding side gear, and the other power switching device 500 may be provided between the half shaft 2000 on the right side and the corresponding side gear.
There are various types of the power switching device 500, and for example, as shown in fig. 17 and 18, the power switching device 500 may be a clutch. Preferably, as shown in fig. 19 and 20, the clutch may be a dog clutch.
Of course, the power switching device 500 may be of other types, for example, as shown in fig. 21 and 22, the power switching device 500 may be a synchronizer.
According to a preferred embodiment of the present invention, as shown in fig. 2 and 5, the power transmission system 1000 may further include a second motor generator 600, the second motor generator 600 being located between the power source 100 and the speed changing unit 200, one end of the second motor generator 600 being directly power-coupled to the power source 100, and the other end of the second motor generator 600 being selectively power-coupled to the speed changing unit 200.
The second motor generator 600 may be coaxially connected with the input end of the first clutch device 202. The second motor generator 600 may be provided between the input of the first clutch device 202 and the engine so that the power of the engine is necessarily transmitted to the input through the second motor generator 600, and the second motor generator 600 may be used as a generator to perform parking power generation.
As shown in fig. 39 to 48, the first clutch device 202 may have external input teeth provided on its input, and the second motor generator 600 is interlocked with the external input teeth Z602. A motor shaft of the second motor generator 600 is provided with a gear Z601, and the gear Z601 meshes with the input-side external teeth Z602. Thus, the power of the engine can be transmitted to the second motor generator 600 through the input and output external teeth Z602, so that the second motor generator 600 can be used as a generator for parking power generation.
According to another preferred embodiment of the present invention, as shown in fig. 29 to 38, the power transmission system 1000 may further include: a second motor generator 600, the second motor generator 600 being located between the power source 100 and the speed changing unit 200, one end of the second motor generator 600 being in power coupling connection with the power source 100, for example, one end of the second motor generator 600 being selectively in power coupling connection with the power source 100, and the other end of the second motor generator 600 being selectively in power coupling connection with the speed changing unit 200.
As shown in fig. 29 to 38, a second clutch device L2 may be provided between the second motor generator 600 and the engine. The second clutch device L2 may be a single clutch that can control the disconnection of the engagement between the engine and the second motor generator 600, and can control the disconnection of the engagement between the engine and the input terminal. By providing the second clutch device L2, the parking power generation state of the second motor generator 600 can be controlled reasonably, so that the power transmission system 1000 can be made simple in structure and the drive mode switching is reliable.
Preferably, the second clutch device L2 is built in the rotor of the second motor generator 600. This can preferably shorten the axial length of the power transmission system 1000, so that the volume of the power transmission system 1000 can be reduced, and the flexibility of the arrangement of the power transmission system 1000 on the vehicle can be improved. In addition, second motor generator 600 may also be used as a starter.
Preferably, the power source 100, the second clutch device L2 and the input of the dual clutch are arranged coaxially. This allows the powertrain 1000 to be compact and small.
It should be noted that, for the power transmission system 1000 of the above three embodiments, in the axial direction, the second motor generator 600 is located between the power source 100 and the first clutch device, so that the axial length of the power transmission system 1000 can be effectively reduced, the position arrangement of the second motor generator 600 can be made reasonable, and the structural compactness of the power transmission system 1000 can be improved.
First motor generator 302 is the main drive motor of power train 1000, so the capacity and volume of first motor generator 302 are large, wherein the rated power of first motor generator 302 is larger than the rated power of second motor generator 600 for first motor generator 302 and second motor generator 600. In this way, the second motor generator 600 can be selected from motor generators having small volume and small rated power, so that the power transmission system 1000 has a simple structure and small volume, and when the parking power generation is performed, the transmission path between the second motor generator 600 and the power source 100 is short, the power generation efficiency is high, and a part of power of the power source 100 can be effectively converted into electric energy. Wherein the peak power of the first motor generator 302 is also larger than the peak power of the second motor generator 600.
Preferably, the rated power of first motor generator 302 is twice or more than the rated power of second motor generator 600. The peak power of first motor generator 302 is twice or more the peak power of second motor generator 600. For example, the rated power of the first motor generator 302 may be 60kw, the rated power of the second motor generator 600 may be 24kw, the peak power of the first motor generator 302 may be 120kw, and the peak power of the second motor generator 600 may be 44 kw.
It should be noted that the differential may be a conventional open differential, such as, but not limited to, a bevel gear differential or a cylindrical gear differential; of course, the differential may also be a locking differential, such as a mechanical locking differential, an electronic locking differential, etc., and the power transmission system 1000 selects different differential types according to different vehicle types, such selection mainly being based on the cost of the whole vehicle, the weight reduction of the whole vehicle, the off-road performance of the whole vehicle, etc. The differential may include a housing 4011, and the housing 4011 may be an input of the differential.
There are various drive modes of the power transmission system 1000 of the vehicle, and the power transmission system 1000 shown in fig. 7 will be described in detail as an example.
The power transmission system 1000 of the vehicle has a first power source drive mode, and when the power transmission system of the vehicle is in the first power source drive mode, the first motor generator 302 does not operate, the speed change unit 200 is in power coupling connection with the power source 100, and the power output by the power source 100 is output to the input end of the system power output unit 401 through the speed change unit 200 in sequence. This is the normal driving of the vehicle.
The power transmission system 1000 of the vehicle has a second power source drive mode, when the power transmission system of the vehicle is in the second power source drive mode, the first motor generator 302 does not operate, the speed change unit 200 is in power coupling connection with the power source 100, the mode conversion device 402 is in power coupling connection with the speed change unit 200 and the first motor generator unit coupling portion 301, and the power output by the power source 100 passes through the speed change unit 200, the mode conversion device 402 and the first motor generator unit coupling portion 301 for secondary speed reduction and then is output to the input end of the system power output portion 401. In this way, the power output by the power source 100 is once decelerated by the speed changing unit 200 and then decelerated again by the mode switching device 402, so that the effects of decelerating and increasing torque can be better achieved, and the passing capacity of the vehicle can be improved.
The power transmission system 1000 of the vehicle has a pure electric drive mode, the power transmission system of the vehicle is in the pure electric drive mode, the power source 100 does not work, the mode conversion device 402 is in power coupling connection with the first motor generator 302 and the first motor generator unit coupling portion 301, and the power output by the first motor generator 302 sequentially passes through the mode conversion device 402 and the first motor generator unit coupling portion 301 and is output to the input end of the system power output portion 401. As a result, the power output path of first motor generator 302 is short, and the transmission efficiency is high, so that the driving efficiency of first motor generator 302 can be improved, and the power performance of the vehicle can be improved.
The power transmission system 1000 of the vehicle has a first reverse-towing start mode, the power transmission system 1000 of the vehicle is in the first reverse-towing start mode, the mode conversion device 402 is in power coupling connection with the first motor generator 302 and the speed change unit 200, and the power output by the first motor generator 302 is output to the power source 100 through the mode conversion device 402 and the speed change unit 200 in sequence to drive the power source 100 to start. At this time, the first motor generator 302 is used as a starter, so that the first motor generator 302 can start the engine quickly, the engine start efficiency can be made fast, and the energy loss of the first motor generator 302 can be reduced.
The power transmission system 1000 of the vehicle has a second reverse towing start mode, the power transmission system of the vehicle is in the second reverse towing start mode, the mode conversion device 402 is connected with the first motor generator 302 and the first motor generator unit coupling portion 301 in a power coupling manner, and the power output by the first motor generator 302 is output to the power source 100 to drive the power source 100 to start via the mode conversion device 402, the first motor generator unit coupling portion 301, the input end of the system power output portion 401, and the speed change unit 200 in this order. At this time, first motor generator 302 is used as a starter, so that the transmission path of first motor generator 302 to power source 100 is long, but power source 100 can be started as well.
The power transmission system 1000 of the vehicle has a first hybrid drive mode, when the power transmission system of the vehicle is in the first hybrid drive mode, both the power source 100 and the first motor generator 302 operate, the speed change unit 200 is in power coupling connection with the power source 100, the mode conversion device 402 is in power coupling connection with the first motor generator 302 and the first motor generator unit coupling portion 301, the power output by the power source 100 is output to the input end of the system power output portion 401 through the speed change unit 200, and the power output by the first motor generator 302 is output to the input end of the system power output portion 401 sequentially through the mode conversion device 402 and the first motor generator unit coupling portion 301. Thus, the power transmission efficiency of power source 100 is high, the control strategy is simple, the output path of first motor generator 302 is short, and the transmission efficiency is high, so that the driving efficiency of first motor generator 302 can be improved, and the dynamic performance of the vehicle can be improved.
The vehicle powertrain 1000 has a second hybrid drive mode, and when the vehicle powertrain is in the second hybrid drive mode, the power source 100 and the first motor generator 302 are operated, the transmission unit 200 is connected to the power source 100 by power coupling, the mode switching means 402 connects the first motor generator 302 to the first motor generator unit coupling portion 301 by power coupling, the mode switching device 402 is connected to the transmission unit 200 and the first motor/generator unit coupling portion 301 in a power coupling manner, the power output from the power source 100 is output to the input terminal of the system power output portion 401 through the transmission unit 200, the mode switching device 402, and the first motor/generator unit coupling portion 301 in this order, and the power output from the first motor/generator 302 is output to the input terminal of the system power output portion 401 through the mode switching device 402 and the first motor/generator unit coupling portion 301 in this order. In this way, the power output by the power source 100 is once decelerated by the speed changing unit 200 and then decelerated again by the mode switching device 402, so that the effects of decelerating and increasing torque can be better achieved, and the passing capacity of the vehicle can be improved. Further, the power output path of first motor generator 302 is short, and the transmission efficiency is high, so that the driving efficiency of first motor generator 302 can be improved, and the power performance of the vehicle can be improved.
When the power transmission system 1000 of the vehicle is in the first power generation mode, the power source 100 operates, the transmission unit 200 is in power coupling connection with the power source 100, the mode conversion device 402 is in power coupling connection with the first motor generator 302 and the first motor generator unit coupling portion 301, a part of power output by the power source 100 is output to the input end of the system power output portion 401 through the transmission unit 200 in sequence, and the other part of power output by the power source 100 is output to the first motor generator 302 through the transmission unit 200, the first motor generator unit coupling portion 301 and the mode conversion device 402 in sequence, so as to drive the first motor generator 302 to generate power. Thus, the power source 100 can generate power while driving, and the power source 100 has high power output efficiency and simple control strategy.
The power train 1000 of the vehicle has a first braking energy recovery mode, and when the power train 1000 of the vehicle is in the first braking energy recovery mode, the mode conversion device 402 is in power coupling connection with the first motor generator 302 and the first motor generator unit coupling portion 301, and power from wheels of the vehicle sequentially passes through the input end of the system power output portion 401, the first motor generator unit coupling portion 301, and the mode conversion device 402 to drive the first motor generator 302 to generate power. At this time, the first motor generator 302 can recover energy from the wheels, waste of energy can be reduced, and the mileage of the vehicle can be increased.
The vehicle powertrain 1000 has a second drive generation mode, and when the vehicle powertrain 1000 is in the second drive generation mode, the power source 100 works, the speed change unit 200 is in power coupling connection with the power source 100, the second motor generator 600 is in power coupling connection with the power source 100, the mode conversion device 402 is in power coupling connection with the first motor generator 302 and the first motor generator unit coupling portion 301, a first part of power output by the power source 100 is output to an input end of the system power output portion 401 through the speed change unit 200, a second part of power output by the power source 100 is output to the first motor generator unit 300 through the speed change unit 200, an input end of the system power output portion 401 and the first motor generator unit coupling portion 301 in sequence, the first motor generator unit 300 is driven to generate power, and a third part of power output by the power source 100 directly drives the second motor generator unit 600 to generate power. At this time, the first motor generator unit 300 and the second motor generator unit 600 can generate power at the same time, the power generation efficiency is high, and the vehicle can travel at a low speed.
The power transmission system 1000 of the vehicle has a third vehicle power generation mode, when the power transmission system 1000 of the vehicle is in the third vehicle power generation mode, the power source 100 operates, the speed change unit 200 is in power coupling connection with the power source 100, the second motor generator 600 is in power coupling connection with the power source 100, a first part of power output by the power source 100 is output to an input end of the system power output part 401 through the speed change unit 200, and a second part of power output by the power source 100 directly drives the second motor generator unit 600 to generate power. The transmission path between the second motor generator unit 600 and the power source 100 is short, the power generation efficiency is high, and the waste of energy can be reduced.
The power transmission system 1000 of the vehicle has a first parking power generation mode, when the power transmission system 1000 of the vehicle is in the first parking power generation mode, the power source 100 operates, the transmission unit 200 is in power coupling connection with the power source 100, the second motor generator 600 is in power coupling connection with the power source 100, the mode conversion device 402 is in power coupling connection with the first motor generator 302 and the first motor generator unit coupling portion 301, a first part of power output by the power source 100 is output to the first motor generator 302 sequentially through the transmission unit 200, the input end of the system power output portion 401 and the first motor generator unit coupling portion 301, the first motor generator 302 is driven to generate power, and a second part of power output by the power source 100 directly drives the second motor generator unit 600 to generate power. At this time, the first motor generator unit 300 and the second motor generator unit 600 can generate electric power at the same time, and the electric power generation efficiency is high.
The power transmission system 1000 of the vehicle has a second parking power generation mode, when the power transmission system 1000 of the vehicle is in the second parking power generation mode, the power source 100 operates, the second motor generator 600 is in power coupling connection with the power source 100, and the power output by the power source 100 directly drives the second motor generator unit 600 to generate power. The transmission path between the second motor generator unit 600 and the power source 100 is short, the power generation efficiency is high, and the waste of energy can be reduced.
The power source 100 is an engine, the power transmission system 1000 of the vehicle has a quick start mode, when the power transmission system 1000 of the vehicle is in the quick start mode, the second motor generator 600 is coupled with the power of the engine, and the power output by the second motor generator 600 directly drives the engine to start. Second motor generator 600 can be used as a starter, and has high starting efficiency.
When second motor generator 600 is selectively connected to engine 100 by power coupling, power train 1000 of the vehicle has a second brake energy recovery mode, and when power train 1000 of the vehicle is in the second brake energy recovery mode, converter input unit 4020 and converter output unit 4022 are connected by power coupling, second motor generator 600 is disconnected from engine 100, and power from the wheels of the vehicle drives second motor generator 300 to generate power by passing through system power output unit 401, converter output unit 4022 and converter input unit 4020 in this order, and the rotational speed of converter input unit 4020 is the same as the rotational speed of the input end of system power output unit 401. Therefore, the energy recovery efficiency is high, the energy waste can be reduced, and the driving mileage of the vehicle can be improved.
When second motor generator 600 is selectively connected to engine 100 by power coupling, power train 1000 of the vehicle has a third brake energy recovery mode, and when power train 1000 of the vehicle is in the third brake energy recovery mode, inverter input unit 4020 and inverter output unit 4022 are connected by power coupling, second motor generator 600 is disconnected from engine 100, and power from the wheels of the vehicle drives second motor generator 300 to generate power by passing through system power output unit 401, inverter output unit 4022 and inverter input unit 4020 in order, and the rotation speed of inverter input unit 4020 is higher than the input end of system power output unit 401. In this way, second motor generator 300 has high power generation efficiency, and the mileage of the vehicle can be increased.
The power train 1000 shown in fig. 8 will be described in detail as an example.
The power transmission system 1000 of the vehicle has a first power source driving mode, when the power transmission system of the vehicle is in the first power source driving mode, the first motor generator 302 does not work, the power source 100 is in power coupling connection with the input end of the system power output part 401, and the power output by the power source 100 is output to the input end of the system power output part 401.
The power train system 1000 of the vehicle has the second power source drive mode, when the power train system of the vehicle is in the second power source drive mode, the first motor generator 302 does not operate, the inverter input unit 4020 is connected to the second inverter 4021b by power coupling, the inverter output unit 4022 is connected to the first motor generator unit coupling unit 301 by power coupling, and the power output from the power source 100 is output to the input terminal of the system power output unit 401 after being decelerated by the inverter input unit 4020, the second inverter 4021b, and the first motor generator unit coupling unit 301 in this order.
The power transmission system 1000 of the vehicle has a pure electric drive mode, the power transmission system of the vehicle is in the pure electric drive mode, the power source 100 does not work, the converter output part 4022 is in power coupling connection with the first motor generator 302 and the first motor generator unit coupling part 301, and the power output by the first motor generator 302 is output to the input end of the system power output part 401 through the converter output part 4022 and the first motor generator unit coupling part 301 in sequence.
The power transmission system 1000 of the vehicle has a first reverse towing start mode, the power transmission system of the vehicle is in the first reverse towing start mode, the converter output 4022 is in power coupling connection with the first converter 4021a, and the power output by the first motor generator 302 is output to the power source 100 through the converter output 4022, the first converter 4021a, and the converter input 4020 in this order to start the power source 100.
The power transmission system 1000 of the vehicle has a second reverse towing start mode, the power transmission system of the vehicle is in the second reverse towing start mode, the converter output part 4022 is in power coupling connection with the first motor generator unit coupling part 301, and the power output by the first motor generator 302 is output to the power source 100 to drive the power source 100 to start up, sequentially through the converter output part 4022, the first motor generator unit coupling part 301, and the input end of the system power output part 401.
A power transmission system 1000 of a vehicle has a first hybrid drive mode, when the power transmission system of the vehicle is in the first hybrid drive mode, both the power source 100 and the first motor generator 302 operate, the converter output portion 4022 is power-coupled to the first motor generator unit coupling portion 301, the power source 100 is power-coupled to the input end of the system power output portion 401, the power output from the power source 100 is output to the input end of the system power output portion 401, and the power output from the first motor generator 302 is output to the input end of the system power output portion 401 sequentially through the converter output portion 4022 and the first motor generator unit coupling portion 301.
The power transmission system 1000 of the vehicle has a second hybrid drive mode, when the power transmission system of the vehicle is in the second hybrid drive mode, both the power source 100 and the first motor generator 302 operate, the inverter output portion 4022 is power-coupled to the first motor generator unit coupling portion 301, the inverter input portion 4020 is power-coupled to the second inverter portion 4021b, the power output from the power source 100 is output to the input end of the system power output portion 401 through the inverter input portion 4020, the second inverter portion 4021b, the inverter output portion 4022, and the first motor generator unit coupling portion 301 in this order, and the power output from the first motor generator 302 is output to the input end of the system power output portion 401 through the inverter output portion 4022 and the first motor generator unit coupling portion 301 in this order.
The power transmission system 1000 of the vehicle has a first running power generation mode, when the power transmission system 1000 of the vehicle is in the first running power generation mode, the power source 100 operates, the converter output 4022 is in power coupling connection with the first motor generator unit coupling unit 301, a part of power output by the power source 100 is output to the input end of the system power output unit 401, and the other part of power output by the power source 100 is output to the first motor generator 302 sequentially through the input end of the system power output unit 401, the first motor generator unit coupling unit 301, and the converter output 4022, and drives the first motor generator 302 to generate power.
When the power train 1000 of the vehicle is in the braking energy recovery mode, the converter output unit 4022 is connected to the first motor/generator unit coupling unit 301 in a power coupling manner, and power from the wheels of the vehicle sequentially passes through the input end of the system power output unit 401, the first motor/generator unit coupling unit 301, and the converter output unit 4022 to drive the first motor/generator 302 to generate power.
System power take-off 401 is adapted to output power to two wheels (e.g., front wheels) of the vehicle and electric drive system 700 is adapted to drive the other two wheels (e.g., rear wheels) of the vehicle.
Various arrangements according to electric drive system 700 are described in detail below.
As shown in fig. 23, electric drive system 700 may include a drive system input and a drive system output adapted to output power from the drive system input to two other wheels, such as the rear wheels. By adding the electric drive system 700, the driving modes of the vehicle can be increased, for example, the driving modes can be further divided into a front driving mode, a rear driving mode and a four-driving mode, so that the vehicle can be more suitable for different road conditions, and the dynamic property of the vehicle can be improved.
For example, as shown in fig. 23, the electric drive system 700 further includes an electric drive system power output 710 adapted to output power from the drive system input to the other two wheels through the electric drive system power output 710. The electric drive system power output 710 may facilitate distribution of power transmitted from the drive system output to both wheels on both sides, so that the vehicle may be driven smoothly.
Specifically, the drive system input may be a drive motor generator 720, the drive motor generator 720 may be a rear wheel motor generator that may drive two rear wheels via a reduction mechanism, and the drive system output may be a gear reducer 730 (i.e., a reduction mechanism). Thus, when the driving motor generator 720 is operated, the power generated by the driving motor generator 720 can be transmitted to the electric driving system power output part 710 after being decelerated and increased by the gear reducer 730, and the electric driving system power output part 710 can distribute the power transmitted from the driving system output part to the two wheels on both sides, so that the vehicle can be smoothly driven.
As another example, as shown in fig. 24, the drive-system input portion includes two drive motor generators 720, and the drive-system output portion includes two drive-system sub-output portions each adapted to output power from the corresponding drive motor generator 720 to a corresponding one of the other two wheels. That is, one driving motor generator 720 and one driving system sub-output are provided for each wheel, so that the electric driving system power output 710 can be omitted, and the two driving motor generators 720 can adjust their rotation speeds to achieve a differential speed between the two wheels, thereby making the power transmission system 1000 simple and reliable in structure.
As shown in fig. 24, the other two wheels are selectively synchronized as described above. For example, one of the axle shafts 2000 may be provided with an axle shaft synchronizer adapted to selectively engage the other axle shaft 2000. Therefore, the two wheels can rotate in the same direction and at the same speed, and differential motion of the two wheels can be realized, so that the running stability of the vehicle can be ensured.
As shown in fig. 25, the two drive motor generators 720 are selectively synchronized. For example, a motor output shaft synchronizer can be arranged on one motor output shaft to selectively engage the other motor output shaft, so that the two wheels can rotate in the same direction and at the same speed, and the differential motion of the two wheels can be realized, thereby ensuring the running stability of the vehicle.
As shown in fig. 25 and 26, the two drive system sub-outputs are selectively synchronized. That is to say, one of the sub-output parts of the two driving systems can be provided with a sub-output part synchronizer for synchronizing the sub-output part of the other driving system, so that the co-directional and co-speed rotation of the two wheels can be realized, and the differential motion of the two wheels can also be realized, thereby ensuring the running stability of the vehicle.
As shown in fig. 23-26, the drive system sub-output may include a two-stage gear reduction unit, and the power of the drive motor generator 720 subjected to the two-stage gear reduction may be transmitted to the wheels to drive the wheels to rotate.
Alternatively, as shown in fig. 27, the drive system sub-output may include a two-speed transmission. The drive motor generator 720 is selectively engaged in one of the gears, and the rotational speed of the output of the drive motor generator 720 to the wheels can be changed by providing the second-gear transmission, so that the drive mode of the power transmission system 1000 can be enriched, and the economy and the drivability of the vehicle can be improved.
Specifically, the drive motor generator 720 may include a motor output shaft, and the secondary gear reducer 730 or the secondary transmission may each include a drive system sub-output input shaft that is fixedly coupled to and coaxially disposed with the motor output shaft. This drives motor generator 720 to transfer power through the motor output shaft to the drive system sub-output input shaft, and then through the drive system sub-output to the wheels to drive the vehicle in motion.
As another example, as shown in fig. 28, electric drive system 700 includes two wheel-side motors, each of which directly drives a corresponding one of the other two wheels, with the other two wheels being selectively synchronized. One of the half shafts 2000 may be provided with a half shaft synchronizer to selectively engage the other half shaft 2000, so that the wheel-side motors may drive the corresponding wheels to rotate, respectively, and by turning off the half shaft synchronizer, differential motion of the two wheels may be achieved, thereby ensuring the traveling stability of the vehicle.
The following describes in detail various arrangements of the mode switching device 402 with reference to several figures.
According to the first embodiment of the present invention, as shown in fig. 7 to 8, the mode switching device 402 may include a switching device input 4020, a first switching portion 4021a, a second switching portion 4021b, and a switching device output 4022, the switching device input 4020 being selectively power-coupled to the power source 100, the first switching portion 4021a being power-coupled to the switching device input 4020, and the first switching portion 4021a being selectively power-coupled to the switching device output 4022, the second switching portion 4021b being selectively power-coupled to the switching device input 4020, and the second switching portion 4021b being selectively power-coupled to the switching device output 4022, the switching device output 4022 being selectively power-coupled to the first motor generator unit coupling portion 301, the switching device output 4022 being power-coupled to the first motor generator 302, therefore, the power output from the power source 100 is suitable for being reduced in speed by the converter input unit 4020 and the second converter 4021b in this order and then output to the first motor/generator unit coupling unit 301.
Thus, when the power source 100 is power-coupled to the variator input 4020 of the mode shift device 402 through the transmission unit 200, the variator input 4020 can be selectively output to the variator output 4022 through the first and second shifters 4021a and 4021b, so that the variator output 4022 can be output to the first motor generator 302 for power generation by the first motor generator 302.
Further, the power output from the power source 100 is adapted to be output to the first motor generator unit coupling portion 301 after passing through the inverter input portion 4020 and the second inverter 4021b in this order, so that the effect of deceleration can be achieved, and the power output from the power source 100 to the input end of the system power output portion 401 can be adapted, thereby making it possible to achieve the traveling reliability of the vehicle.
When the first converter 4021a is power-coupled to the converter output 4022, the power from the power source 100 is adapted to drive the first motor generator 302 to generate power through the converter input 4020, the first converter 4021a, and the converter output 4022 in this order. Thus, the transmission path between power source 100 and first motor generator 302 is short, the transmission efficiency is high, and the power generation efficiency of first motor generator 302 is high.
When the inverter output unit 4022 is in power coupling connection with the first motor generator unit coupling unit 301, power from the first motor generator 302 is output to the input terminal of the system power output unit 401 through the inverter output unit 4022 and the first motor generator unit coupling unit 301 in this order. As a result, the transmission path through which the first motor generator 302 is transmitted to the input end of the system power output unit 401 is short, and the transmission efficiency is high.
According to a preferred embodiment of the present invention, as shown in fig. 8, the mode converting means 402 comprises: the transmission device comprises a conversion device input shaft VIII, a conversion device output shaft X, a first conversion gear ZH1 and a second conversion gear ZH2 which are meshed with each other, a third conversion gear ZH3 and a fourth conversion gear ZH4 which are meshed with each other, wherein the conversion device input shaft VIII is a conversion device input part 4020, and the conversion device output shaft X is a conversion device output part 4022.
The first changeover gear ZH1 and the second changeover gear ZH2, which mesh with each other, form a first changeover portion 4021a, the first changeover gear ZH1 is fixed to the changeover-gear input shaft viii, and the second changeover gear ZH2 is freely fitted over the changeover-gear output shaft x. In this way, the input shaft viii of the switching device can directly transmit power to the first switching gear ZH1, and the first switching gear ZH1 can transmit power to the second switching gear ZH 2.
A third switching gear ZH3 and a fourth switching gear ZH4, which are meshed with each other, form a second switching portion 4021b, the third switching gear ZH3 is idly fitted on the switching device input shaft viii, and the fourth switching gear ZH4 is idly fitted on the switching device output shaft x. Thus, the third switching gear ZH3 and the switching device input shaft VIII can be selectively power coupled, for example, as shown in FIGS. 7 and 8, the mode switching device 402 can further include a first switching device coupler SL for selectively power coupling the switching device input 4020 with the second switching portion 4021 b. Specifically, the first shift device adapter SL may be used to selectively power-couple the third shift gear ZH3 connecting the shift device input 4020 and the second shift portion 4021 b.
As shown in fig. 8, a first switching device input gear ZR1 may be fixed to the switching device input shaft viii, the first switching device input gear ZR1 may be selectively geared with the power source 100 to output power from the power source 100, a first switching device coupler SL may be fixedly disposed on the switching device input shaft viii, and the first switching device coupler SL may be configured to selectively couple the third switching gear ZH3 in the second switching section 4021b with the switching device input shaft viii. This makes it possible to simplify the structure of the shifting unit 200 and the mode shift device 402, and to make the axial spatial arrangement of the shifting unit 200 and the mode shift device 402 reasonable.
As shown in fig. 7, unlike the mode shift device 402 shown in fig. 8, a second shift device input gear ZR2 is disposed over the shift device input shaft viii, the second shift device input gear ZR2 is selectively and power-coupled to the power source 100, the second shift device input gear ZR2 is also selectively and power-coupled to a third shift gear ZH3 in a second shift portion 4021b, and the second shift device input gear ZR2 and the shift device input shaft viii constitute a shift device input portion 4020.
Alternatively, a first conversion device input gear ZR1 may be fixed to the conversion device input shaft viii, the first conversion device input gear ZR1 and the second conversion device input gear ZR2 may each be selectively geared with the power source 100 to output power from the power source 100, and the first conversion device adapter SL may be configured to selectively power couple the second conversion device input gear ZR2 with the third conversion gear ZH 3. That is, the transmission unit 200 can transmit power to the conversion device input shaft viii through the first conversion device input gear ZR1, and the transmission unit 200 can also output power to the first motor generator unit coupling section 301 through the second conversion device input gear ZR2 and the third conversion gear ZH 3.
One of the driven gears is in power coupling connection with the switching device input 4020. Thus, the power source 100 needs to pass through the entire transmission unit 200 when outputting power to the mode switching device 402, so that the power transmitted to the mode switching device 402 can be made to pass through the reduction of the speed of the transmission unit 200, and the power transmitted to the mode switching device 402 can be made appropriate. Preferably, the driven gear may be a secondary driven gear 2 b.
Specifically, as shown in fig. 7, the driven gear (i.e. the above-mentioned second driven gear 2b) may be fixedly provided with a transmission gear ZC, and the transmission gear ZC and the second switching portion 4021b may be selectively coupled and connected by power. The transmission gear ZC is in power coupling connection with the second conversion device input gear ZR2, and the second conversion device input gear ZR2 is in selective power coupling connection with the third conversion gear ZH 3. Wherein a first switching device engager SL for synchronizing the other is provided on one of the second switching device input gear ZR2 and the third switching gear ZH3, for example, a first switching device engager SL for synchronizing the second switching device input gear ZR2 is provided on the third switching gear ZH 3.
Preferably, the first switching device input gear ZR1, the second switching device input gear ZR2, the third switching gear ZH3 and the first switching gear ZH1 are disposed in this order on the switching device input shaft viii. Through reasonable arrangement of the gears, the axial space arrangement of the input shaft VIII of the conversion device is reasonable, the gear arrangement is reasonable, and the structural compactness of the power transmission system 1000 can be further improved.
Further, as shown in fig. 7 and 8, the mode switching device 402 may further include a second switching device engager SD for selectively power-coupling the switching device output 4022 with the first switching portion 4021a, or for selectively power-coupling the switching device output 4022 with the first motor generator unit coupling portion 301. When the second converter clutch SD power-couples the converter output 4022 and the first converter 4021a, power transmission is possible between the power source 100 and the first motor generator 302. When the second switching device adaptor SD power-couples the switching device output 4022 and the first motor generator unit coupling portion 301, power transmission is possible between the first motor generator 302 and the input end of the system power output 401.
Specifically, as shown in fig. 7 and 8, the second conversion device adapter SD may be fixed on the conversion device output shaft x, and the second conversion device adapter SD is located between the second conversion gear ZH2 and the fourth conversion gear ZH 4. In this way, the number of adapters in the mode switching device 402 may be saved, so that the mode switching device 402 may be made simple in structure and reasonable in arrangement. The second conversion device engager SD may be a synchronizer.
As shown in fig. 7 to 16 and fig. 29 to 48, the first motor generator unit coupling portion 301 is a final drive gear Z, the input end of the system power output portion 401 is a final drive driven gear Z ', the final drive gear Z meshes with the final drive driven gear Z', the final drive gear Z is freely fitted on the converter output shaft x, and the final drive gear Z and the fourth conversion gear ZH4 form a double gear structure. Thus, when fourth switching gear ZH4 is engaged with switching device output shaft x, power is transmitted between first motor generator 302 and the input end of system power output portion 401, and when power source 100 outputs power through second switching portion 4021b, power can be transmitted to the input end of system power output portion 401.
According to a second embodiment of the present invention, as shown in fig. 9-16, the mode switching device 402 may include a switching device input shaft viii, which is selectively power-coupled to the power source 100, wherein the power source 100 is power-coupled to the shifting unit 200, a first switching device intermediate shaft xi-1, and a switching device output shaft x, wherein the shifting unit 200 is selectively power-coupled to the switching device input shaft viii.
The converter output shaft x is power-coupled to the first motor generator 302, that is, when the first motor generator 302 is used as a motor, power transmission is possible between the converter output shaft x and the first motor generator 302 to output power, and when the first motor generator 302 is used as a generator, power transmission is possible between the converter output shaft x and the first motor generator 302 to generate power by the first motor generator 302.
The converter output shaft x is selectively power-coupled to the first motor generator unit coupling portion 301. First motor generator unit coupling 301 is in power-coupling connection with an input of system power output 401 such that first motor generator 302 can selectively output power to the input of system power output 401 via switching device output shaft x.
The conversion device input shaft VIII and the conversion device output shaft X are selectively in power coupling connection, so that power output by the power source 100 is suitable for being output through the conversion device input shaft VIII and the conversion device output shaft X in sequence, and the power of the power source 100 can be output to the first motor generator 302 through the conversion device input shaft VIII and the conversion device output shaft X to be supplied to the first motor generator 302 for power generation.
There are various power transmission modes among the conversion device input shaft viii, the first conversion device intermediate shaft xi-1, and the conversion device output shaft x.
For example, as shown in FIGS. 9 and 10, the conversion device input shaft VIII is selectively and power-coupled to the first conversion device countershaft XI-1, and the first conversion device countershaft XI-1 is power-coupled to the conversion device output shaft X.
For another example, as shown in FIGS. 11 and 12, the conversion device input shaft VIII is in power-coupling connection with the first conversion device countershaft XI-1, and the first conversion device countershaft XI-1 is in selective power-coupling connection with the conversion device output shaft X.
Regardless of the manner of power transmission among the conversion device input shaft VIII, the first conversion device intermediate shaft XI-1, and the conversion device output shaft X, the power output by the power source 100 may be adapted to be output after being downshifted sequentially through the conversion device input shaft VIII, the first conversion device intermediate shaft XI-1, and the conversion device output shaft X.
It should be noted that the power transmitted from the power source 100 to the output shaft x of the conversion device can be transmitted to the first motor generator 302 and/or the first motor generator unit coupling portion 301, and the specific transmission condition can be changed according to the specific driving mode, so that the driving mode of the power transmission system 1000 can be effectively enriched, the driving stability of the vehicle can be improved, and the driving pleasure of the driver can be improved.
When the input shaft VIII of the conversion device is in power coupling connection with the power source 100 and the input shaft VIII of the conversion device is in power coupling connection with the output shaft X of the conversion device, power from the power source 100 is suitable for sequentially passing through the input shaft VIII of the conversion device and the output shaft X of the conversion device to drive the first motor generator 302 to generate power. Thus, the transmission path between the power source 100 and the first motor generator 302 is short, and the transmission efficiency is high, so that the first motor generator 302 can be parked with high power generation efficiency.
When the converter output shaft x is power-coupled to the first motor/generator unit coupling unit 301, the power from the first motor/generator 302 is output to the input end of the system power output unit 401 through the converter output shaft x and the first motor/generator unit coupling unit 301 in this order. In this way, the power transmitted from power source 100 to first motor/generator unit coupling portion 301 can be transmitted to the input end of system power output portion 401 after the second deceleration, so that the output power of the vehicle can be made appropriate, and the driving mode of power transmission system 1000 can be enriched.
According to a preferred embodiment of the present invention, as shown in fig. 9-12, mode switching device 402 may further include a first switching device coupling SD for selectively power coupling switching device output shaft x with switching device input shaft viii, or alternatively, a first switching device coupling SD for selectively power coupling switching device output shaft x with first motor-generator unit coupling 301. That is, when the first conversion unit adapter SD is power-coupled to connect the conversion unit output shaft x and the conversion unit input shaft viii, the conversion unit output shaft x and the conversion unit input shaft viii are directly power-transmitted, and when the first conversion unit adapter SD is power-coupled to connect the conversion unit output shaft x and the first motor generator unit coupling portion 301, power transmission between the first motor generator 302 and the input end of the system power output portion 401 can be performed through the conversion unit output shaft x and the first motor generator unit coupling portion 301.
A first conversion gear ZH1 is fixedly arranged on the input shaft VIII of the conversion device, a second conversion gear ZH2 is sleeved on the output shaft X of the conversion device in an air way, and the first conversion gear ZH1 is meshed with the second conversion gear ZH 2. Further, the mode shift device 402 may also include a first shift device adapter SD for selectively engaging the second shift gear ZH2 with the shift device output shaft x. By adjusting the state of the first conversion means coupling SD in this way, it is possible to effect a change over between power transmission and power interruption between the conversion means output shaft x and the conversion means input shaft viii. In other words, by adjusting the state of the first conversion apparatus coupling SD, it is possible to control whether or not power transmission between the power source 100 and the first motor generator 302 is performed through the conversion apparatus output shaft x and the conversion apparatus input shaft viii.
The arrangement and transmission form among the lower shifting device input shaft VIII, the first shifting device intermediate shaft XI-1 and the shifting device output shaft X will be described in detail below.
According to the first embodiment of the present invention, as shown in fig. 14, a third switching gear ZH3 is fitted over the switching device input shaft viii, a fourth switching gear ZH4 is fixedly provided on the first switching device intermediate shaft xi-1, a fifth switching gear ZH5 is fixedly provided on the switching device output shaft x, the fourth switching gear ZH4 is engaged with the third switching gear ZH3, and the fourth switching gear ZH4 is engaged with the fifth switching gear ZH 5. That is, by controlling the engagement/disengagement state between the conversion device input shaft viii and the third conversion gear ZH3, it is possible to control whether or not the power of the power source 100 outputs power to the conversion device output shaft x through the conversion device input shaft viii, the first conversion unit intermediate shaft xi-1.
Further, as shown in fig. 14, the mode shift device 402 may also include a second shift device coupling SL for selectively coupling the third shift gear ZH3 with the shift device input shaft viii.
Of course, the present invention is not limited thereto, and according to the second embodiment of the present invention, as shown in fig. 15, a third switching gear ZH3 may be fixedly provided on the switching device input shaft viii, a fourth switching gear ZH4 is idly provided on the first switching device intermediate shaft xi-1, a fifth switching gear ZH5 is fixedly provided on the switching device output shaft x, the fourth switching gear ZH4 is engaged with the third switching gear ZH3, and the fourth switching gear ZH4 is engaged with the fifth switching gear ZH 5.
Further, as shown in fig. 15, the mode shift device 402 may also include a second shift device adapter SL for selectively engaging the fourth shift gear ZH4 with the first shift device countershaft xi-1.
According to the third embodiment of the present invention, as shown in fig. 16, a third switching gear ZH3 may be fixedly provided on the switching device input shaft viii, a fourth switching gear ZH4 may be fixedly provided on the first switching device intermediate shaft xi-1, a fifth switching gear ZH5 is idly sleeved on the switching device output shaft x, the fourth switching gear ZH4 is engaged with the third switching gear ZH3, and the fourth switching gear ZH4 is engaged with the fifth switching gear ZH 5. That is, by controlling the engagement/disengagement state between the conversion apparatus output shaft x and the fifth conversion gear ZH5, it is possible to control whether or not the power of the power source 100 outputs power to the conversion apparatus output shaft x through the conversion apparatus input shaft viii, the first conversion apparatus intermediate shaft xi-1.
Further, as shown in fig. 16, the mode shift device 402 may further include a second shift device coupler SL for selectively coupling the fifth shift gear ZH5 with the shift device output shaft x.
In the mode shift devices shown in fig. 14-16, the first shift device countershaft xi-1 is directly or selectively coupled to the shift device output shaft x, and a mode shift device 402 according to various embodiments will be described in detail with reference to fig. 9-12.
Specifically, the mode shift device 402 may also include a second shift device countershaft XI-2 that may be driven in two different manners, as described in detail below.
In accordance with an alternative embodiment of the invention, as shown in FIGS. 9-10, the conversion device input shaft VIII is selectively and power-coupled to the first conversion device countershaft XI-1, and the second conversion device countershaft XI-2 is power-coupled between the first conversion device countershaft XI-1 and the conversion device output shaft X.
Wherein, all be provided with corresponding gear on every axle, can intermeshing between two corresponding gears to can realize the power transmission between two axles.
Alternatively, as shown in fig. 9, a third conversion gear ZH3 may be freely sleeved on the conversion device input shaft viii, a fourth conversion gear ZH4 and a fifth conversion gear ZH5 may be fixedly disposed on the first conversion device intermediate shaft xi-1, a sixth conversion gear ZH6 and a seventh conversion gear ZH7 are fixedly disposed on the second conversion device intermediate shaft xi-2, an eighth conversion gear ZH8 is fixedly disposed on the conversion device output shaft x, the fourth conversion gear ZH4 is meshed with the third conversion gear ZH3, the fifth conversion gear ZH5 is meshed with the sixth conversion gear ZH6, and the seventh conversion gear ZH7 is meshed with the eighth conversion gear ZH 8.
Further, as shown in fig. 9, the mode shift device 402 may also include a second shift device coupling SL for selectively coupling the third shift gear ZH3 with the shift device input shaft viii.
The transmission path will be described in detail below taking as an example the power source 100 outputting power to the switching device output shaft x.
The power of the power source 100 can be transmitted to the input shaft viii of the conversion device through the speed changing unit 200, and then the input shaft viii of the conversion device can be transmitted to the output shaft x of the conversion device through the third conversion gear ZH3, the fourth conversion gear ZH4, the fifth conversion gear ZH5, the sixth conversion gear ZH6, the seventh conversion gear ZH7 and the eighth conversion gear ZH8 in sequence.
Alternatively, as shown in fig. 10, a third conversion gear ZH3 may be fixedly disposed on the conversion device input shaft viii, a fourth conversion gear ZH4 may be freely sleeved on the first conversion device intermediate shaft xi-1, a fifth conversion gear ZH5 is fixedly disposed on the first conversion device intermediate shaft xi-1, a sixth conversion gear ZH6 and a seventh conversion gear ZH7 are fixedly disposed on the second conversion device intermediate shaft xi-2, an eighth conversion gear ZH8 is fixedly disposed on the conversion device output shaft x, the fourth conversion gear ZH4 is meshed with the third conversion gear ZH3, the fifth conversion gear ZH5 is meshed with the sixth conversion gear ZH6, and the seventh conversion gear ZH7 is meshed with the eighth conversion gear ZH 8.
Further, as shown in fig. 10, the mode shift device 402 may also include a second shift device adapter SL for selectively engaging the fourth shift gear ZH4 with the first shift device countershaft xi-1.
As can be understood from fig. 9 and 10, the main difference between the mode switching device 402 in fig. 10 and the mode switching device 402 shown in fig. 9 is the arrangement position of the second switching device engager SL and the engagement object. The transmission paths of the power sources 100 to output power to the output shaft x of the conversion device are the same, and will not be described in detail.
In accordance with another alternative embodiment of the present invention, as shown in FIGS. 11-12, the conversion device input shaft VIII is drivingly coupled to the first conversion device countershaft XI-1, and the first conversion device countershaft XI-1 is selectively drivingly coupled to the second conversion device countershaft XI-2, and the second conversion device countershaft XI-2 is drivingly coupled to the conversion device output shaft X.
As will be understood from the combination of the mode shift device 402 shown in fig. 9-12, the mode shift device 402 shown in fig. 11-12 is mainly different from the mode shift device 402 shown in fig. 9-10 in that the power coupling relationship between the first shift device countershaft xi-1 and the second shift device countershaft xi-2 is changed to a selectable manner.
Alternatively, as shown in fig. 11, a third conversion gear ZH3 may be fixedly disposed on the conversion device input shaft viii, a fourth conversion gear ZH4 may be fixedly disposed on the first conversion device intermediate shaft xi-1, a fifth conversion gear ZH5 may be loosely sleeved on the first conversion device intermediate shaft xi-1, a sixth conversion gear ZH6 and a seventh conversion gear ZH7 may be fixedly disposed on the second conversion device intermediate shaft xi-2, an eighth conversion gear ZH8 may be fixedly disposed on the conversion device output shaft x, the fourth conversion gear ZH4 is engaged with the third conversion gear ZH3, the fifth conversion gear ZH5 is engaged with the sixth conversion gear ZH6, and the seventh conversion gear ZH7 is engaged with the eighth conversion gear ZH 8.
Further, as shown in fig. 11, the mode shift device 402 may also include a second shift device adapter SL for selectively engaging the fifth shift gear ZH5 with the first shift device countershaft xi-1. The second conversion-device adapter SL may enable a selectively power-coupled connection between the first conversion-device countershaft XI-1 and the second conversion-device countershaft XI-2.
Alternatively, as shown in fig. 12, a third conversion gear ZH3 may be fixedly disposed on the conversion device input shaft viii, a fourth conversion gear ZH4 and a fifth conversion gear ZH5 may be fixedly disposed on the first conversion device intermediate shaft xi-1, a sixth conversion gear ZH6 may be freely sleeved on the second conversion device intermediate shaft xi-2, a seventh conversion gear ZH7 may be fixedly disposed on the second conversion device intermediate shaft xi-2, an eighth conversion gear ZH8 may be fixedly disposed on the conversion device output shaft x, the fourth conversion gear ZH4 is engaged with the third conversion gear ZH3, the fifth conversion gear ZH5 is engaged with the sixth conversion gear ZH6, and the seventh conversion gear ZH7 is engaged with the eighth conversion gear ZH 8.
Further, as shown in fig. 12, the mode shift device 402 may further include a second shift device coupler SL for selectively coupling the sixth shift gear ZH6 with the second shift device countershaft xi-2.
Regardless of the transmission scheme of the second conversion device countershaft XI-2 employed by the powertrain 100, the power output by the power source 100 may be adapted to be downshifted and output through the conversion device input shaft VIII, the first conversion device countershaft XI-1, the second conversion device countershaft XI-2, and the conversion device output shaft X in that order.
In the multiple power transmission systems 1000 provided with the conversion device countershaft xi-2 described above, as shown in fig. 9 to 12, the conversion device countershaft xi-2 may also power-couple the first motor generator 302 with the conversion device output shaft x. Thus, the converter intermediate shaft xi-2 can perform the functions of speed reduction and torque increase during power transmission between the first motor generator 302 and the converter output shaft x.
As shown in fig. 9-12 and 14-16, a first conversion device input gear ZR1 is fixed to conversion device input shaft viii, and first conversion device input gear ZR1 is selectively power coupleable with power source 100 for output of power from power source 100. Specifically, first conversion device input gear ZR1 meshes with one driven gear in transmission unit 200, so that a power coupling connection between conversion device input shaft viii and transmission unit 200 can be achieved. The driven gear is a secondary driven gear 2 b.
As shown in fig. 9 to 12 and 14 to 16, the first motor/generator unit coupling portion 301 is a main reduction drive gear Z, the input end of the system power output portion 401 is a main reduction driven gear Z ', the main reduction drive gear Z meshes with the main reduction driven gear Z', and the main reduction drive gear Z is idly fitted on the converter output shaft x.
It should be noted that the contents of the above-mentioned powertrain 1000 can be combined with or replaced by each other without conflict, so as to constitute a new embodiment, and the new embodiment is also within the protection scope of the present application.
A vehicle according to an embodiment of the present invention includes the power transmission system 1000 of the above embodiment.
In the description of the present invention, it is to be understood that the terms "central," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," "circumferential," and the like are used in the orientations and positional relationships indicated in the drawings for convenience in describing the invention and to simplify the description, and are not intended to indicate or imply that the referenced devices or elements must have a particular orientation, be constructed and operated in a particular orientation, and are therefore not to be considered limiting of the invention.
Furthermore, the terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one such feature. In the description of the present invention, "a plurality" means at least two, e.g., two, three, etc., unless specifically limited otherwise.
In the present invention, unless otherwise expressly stated or limited, the terms "mounted," "connected," "secured," and the like are to be construed broadly and can, for example, be fixedly connected, detachably connected, or integrally formed; may be mechanically coupled, may be electrically coupled or may be in communication with each other; they may be directly connected or indirectly connected through intervening media, or they may be connected internally or in any other suitable relationship, unless expressly stated otherwise. The specific meanings of the above terms in the present invention can be understood by those skilled in the art according to specific situations.
In the present invention, unless otherwise expressly stated or limited, the first feature "on" or "under" the second feature may be directly contacting the first and second features or indirectly contacting the first and second features through an intermediate. Also, a first feature "on," "over," and "above" a second feature may be directly or diagonally above the second feature, or may simply indicate that the first feature is at a higher level than the second feature. A first feature being "under," "below," and "beneath" a second feature may be directly under or obliquely under the first feature, or may simply mean that the first feature is at a lesser elevation than the second feature.
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 (29)

1. A powertrain system for a vehicle, comprising:
a system power output;
the power source is in selective power coupling connection with the input end of the system power output part;
a first motor generator unit including a first motor generator and a first motor generator unit coupling portion, the first motor generator unit coupling portion being in power coupling connection with an input end of a system power output portion of the vehicle, the first motor generator being in selective power coupling connection with the first motor generator unit coupling portion;
a mode conversion device comprising a conversion device input, a first conversion, a second conversion and a conversion device output, the conversion device input part is in selective power coupling connection with the power source, the first conversion part is in power coupling connection with the conversion device input part and is in selective power coupling connection with the conversion device output part, the second conversion part is selectively connected with the input part of the conversion device in a power coupling mode and is selectively connected with the output part of the conversion device in a power coupling mode, the output part of the conversion device is selectively connected with the coupling part of the first motor generator unit in a power coupling way, the output part of the conversion device is in power coupling connection with the first motor generator, and the power output by the power source is suitable for being output to the coupling part of the first motor generator unit after being decelerated by the input part of the conversion device and the second conversion part in sequence.
2. The vehicular power train system according to claim 1,
when the first conversion part is in power coupling connection with the conversion device output part, the power from the power source is suitable for driving the first motor generator to generate power through the conversion device input part, the first conversion part and the conversion device output part in sequence.
3. The vehicle power train system according to claim 1, wherein when the converter output unit is connected to the first motor generator unit coupling unit by power coupling, the power from the first motor generator is output to the input terminal of the system power output unit through the converter output unit and the first motor generator unit coupling unit in this order.
4. The powertrain system of a vehicle according to claim 1, wherein the mode switching means includes:
a conversion device input shaft that is the conversion device input section;
a conversion device output shaft that is the conversion device output portion;
the first conversion gear and the second conversion gear are meshed with each other, the first conversion gear is fixed on the input shaft of the conversion device, the second conversion gear is sleeved on the output shaft of the conversion device in an empty mode, and the first conversion gear and the second conversion gear which are meshed with each other are a first conversion part;
the third conversion gear is sleeved on the input shaft of the conversion device in an empty mode, the fourth conversion gear is sleeved on the output shaft of the conversion device in an empty mode, and the third conversion gear and the fourth conversion gear which are meshed with each other are a second conversion portion.
5. The vehicle powertrain system of claim 4, wherein the mode shift device further includes a first shift device engager, the shift device input and the second shift portion being selectively power coupled by the first shift device engager.
6. The vehicle powertrain system of claim 5, wherein a first conversion device input gear is fixed to the conversion device input shaft, the first conversion device input gear being selectively engageable for transmission with the power source to output power from the power source, and the first conversion device adapter being fixedly disposed on the conversion device input shaft and being configured to selectively engage the third conversion gear with the conversion device input shaft.
7. The powertrain system of a vehicle according to claim 1, wherein the mode switching means includes:
the power source is connected with the power source in a selective power coupling mode, and the input shaft of the conversion device form an input part of the conversion device;
a conversion device output shaft that is the conversion device output portion;
the first conversion gear and the second conversion gear are meshed with each other, the first conversion gear is fixed on the input shaft of the conversion device, the second conversion gear is sleeved on the output shaft of the conversion device in an empty mode and is selectively in power coupling connection with the input gear of the second conversion device, and the first conversion gear and the second conversion gear which are meshed with each other are a first conversion part;
the third conversion gear is sleeved on the input shaft of the conversion device in an empty mode, the fourth conversion gear is sleeved on the output shaft of the conversion device in an empty mode, and the third conversion gear and the fourth conversion gear which are meshed with each other are a second conversion portion.
8. The vehicle powertrain system of claim 7, wherein the mode shift device further includes a first shift device engager, the shift device input and the second shift portion being selectively power coupled by the first shift device engager.
9. The vehicle powertrain system of claim 8, wherein the conversion device input shaft has a first conversion device input gear fixed thereto and a second conversion device input gear idler, the first and second conversion device input gears being selectively engagable with the power source for transmission to output power therefrom, the second conversion device input gear being selectively power coupleable with the third conversion gear via the first conversion device adapter.
10. The vehicular power transmission system according to claim 7, characterized in that the first conversion device input gear, the second conversion device input gear, the third conversion gear, and the first conversion gear are provided on the conversion device input shaft in this order.
11. The vehicular power transmission system according to claim 4 or 7, characterized in that the mode switching device further comprises a second switching device engager through which the switching device output and the first switching portion or the switching device output and the first motor generator unit coupling portion are selectively power-coupled.
12. The vehicle driveline of claim 11, wherein the second conversion device adapter is fixed to the conversion device output shaft and is located between the second conversion gear and the fourth conversion gear.
13. The vehicle power transmission system according to claim 4 or 7, wherein the first motor generator unit coupling portion is a main reduction driving gear, the input end of the system power output portion is a main reduction gear driven gear, the main reduction driving gear is engaged with the main reduction gear driven gear, the main reduction driving gear is idly sleeved on the conversion device output shaft, and the main reduction driving gear and the fourth conversion gear form a double tooth structure.
14. The vehicle powertrain system of claim 1, wherein the first motor generator unit further includes a reduction chain, the first motor generator being in power-coupling connection with the conversion device output through the reduction chain.
15. The vehicle powertrain system of claim 1, further comprising a transmission unit selectively power coupled to a power source for outputting power from the power source to an input of the system power output, and a conversion device input in power coupled connection with the transmission unit.
16. The vehicular power transmission system according to claim 15, characterized in that the speed change unit comprises:
a variable speed power input selectively engageable with the power source to transmit power generated by the power source;
a speed change power output portion;
a transmission unit output portion, wherein the transmission power output portion is configured and adapted to output power from the transmission power input portion to the transmission unit output portion through synchronization of a transmission unit synchronizer, the transmission unit output portion is in power-coupled connection with an input of a system power output portion of the vehicle, and the transmission power output portion is in power-coupled connection with the conversion device input portion.
17. The vehicle driveline of claim 16, wherein the transmission power input comprises at least one input shaft, each input shaft being selectively engageable with the power source, each input shaft having at least one drive gear disposed thereon;
the speed change power output portion includes: the output part of the speed changing unit is at least one main reducer driving gear, and the at least one main reducer driving gear is fixed on the at least one output shaft in a one-to-one correspondence manner.
18. The vehicle driveline of claim 17, wherein one of the driven gears is in power coupling connection with the variator input.
19. The vehicle powertrain system of claim 18, wherein the driven gear is fixedly provided with a transmission gear, and the transmission gear is selectively coupled to the second converting portion.
20. The vehicle powertrain system of claim 1, wherein the vehicle powertrain system has a first power source drive mode, wherein the first motor generator is not operated when the vehicle powertrain system is in the first power source drive mode, wherein the power source is in power coupling connection with an input of the system power output, and wherein power output by the power source is provided to the input of the system power output.
21. The vehicle powertrain system of claim 1, wherein the vehicle powertrain system has a second power source drive mode, and wherein the first motor generator is not operated when the vehicle powertrain system is in the second power source drive mode, the converter input portion is in power coupling connection with the second converter portion, and the converter output portion is in power coupling connection with the first motor generator unit coupling portion, and wherein the power output by the power source is output to the input end of the system power output portion after being decelerated by the converter input portion, the second converter portion, and the first motor generator unit coupling portion in order.
22. The vehicle powertrain system of claim 3, wherein the vehicle powertrain system has an electric-only driving mode, the vehicle powertrain system is in the electric-only driving mode, the power source does not operate, the converter output part is in power coupling connection with the first motor generator and the first motor generator unit coupling part, and the power output by the first motor generator is output to the input end of the system power output part sequentially through the converter output part and the first motor generator unit coupling part.
23. The vehicle powertrain system of claim 2, wherein the vehicle powertrain system has a first anti-towing startup mode, the vehicle powertrain system is in the first anti-towing startup mode, the converter output portion is in power coupling connection with the first converter portion, and the power output by the first motor generator passes through the converter output portion and the first converter portion in this order
And the input part of the conversion device outputs the power source to drive the power source to start.
24. The vehicle powertrain system of claim 1, wherein the vehicle powertrain system has a second reverse towing start mode, the vehicle powertrain system is in the second reverse towing start mode, the converter output is in power coupling connection with the first motor generator unit coupling portion, and the power output by the first motor generator is sequentially output to the power source through the converter output, the first motor generator unit coupling portion, and the input end of the system power output to drive the power source to start.
25. The vehicle powertrain system according to claim 1, wherein the vehicle powertrain system has a first hybrid drive mode, and when the vehicle powertrain system is in the first hybrid drive mode, the power source and the first motor generator are both operated, the converter output portion is in power coupling connection with the first motor generator unit coupling portion, the power source is in power coupling connection with an input end of the system power output portion, the power source outputs power to an input end of the system power output portion, and the power output by the first motor generator is output to the input end of the system power output portion sequentially through the converter output portion and the first motor generator unit coupling portion.
26. The vehicle powertrain system of claim 1, wherein the vehicle powertrain system has a second hybrid drive mode, the power source and the first motor generator both operate when the powertrain of the vehicle is in a second hybrid drive mode, the output part of the conversion device is in power coupling connection with the first motor generator unit coupling part, the input part of the conversion device is in power coupling connection with the second conversion part, the power output by the power source is output to the input end of the system power output part through the input part of the conversion device, the second conversion part, the output part of the conversion device and the coupling part of the first motor generator unit in sequence, the power output by the first motor generator is output to the input end of the system power output part through the output part of the conversion device and the coupling part of the first motor generator unit in sequence.
27. The vehicle powertrain system of claim 1, wherein the vehicle powertrain system has a first vehicle power generation mode, and when the vehicle powertrain system is in the first vehicle power generation mode, the power source is operated, the converter output is in power coupling connection with the first motor generator unit coupling portion, a part of the power output from the power source is output to an input end of the system power output portion, and another part of the power output from the power source is output to the first motor generator sequentially through the input end of the system power output portion, the first motor generator unit coupling portion, and the converter output portion, so as to drive the first motor generator to generate power.
28. The vehicle powertrain system of claim 1, wherein the vehicle powertrain system has a regenerative braking mode, and when the vehicle powertrain system is in the regenerative braking mode, the converter output is coupled to the first motor/generator unit coupling portion, and the power from the vehicle wheel sequentially passes through the input of the system power output, the first motor/generator unit coupling portion, and the converter output to drive the first motor/generator unit to generate power.
29. A vehicle characterized by comprising a driveline of a vehicle according to any one of claims 1-28.
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CN104773063A (en) * 2015-01-16 2015-07-15 比亚迪股份有限公司 Speed changer, power transmission system and vehicle
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Publication number Priority date Publication date Assignee Title
RU2136512C1 (en) * 1998-05-12 1999-09-10 Тюменский государственный нефтегазовый университет Final drive
CN101922535A (en) * 2009-02-16 2010-12-22 通用汽车环球科技运作公司 Multi-speed transmission with axis transmission
CN201633522U (en) * 2010-01-29 2010-11-17 比亚迪股份有限公司 Hybrid power driving system
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