CN111251867A - Power driving system and vehicle - Google Patents

Power driving system and vehicle Download PDF

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Publication number
CN111251867A
CN111251867A CN201811458555.5A CN201811458555A CN111251867A CN 111251867 A CN111251867 A CN 111251867A CN 201811458555 A CN201811458555 A CN 201811458555A CN 111251867 A CN111251867 A CN 111251867A
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CN
China
Prior art keywords
gear
output shaft
output
shaft
power
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Pending
Application number
CN201811458555.5A
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Chinese (zh)
Inventor
廉玉波
凌和平
翟震
熊雨超
梅绍坤
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BYD Co Ltd
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BYD Co Ltd
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Publication date
Application filed by BYD Co Ltd filed Critical BYD Co Ltd
Priority to CN201811458555.5A priority Critical patent/CN111251867A/en
Publication of CN111251867A publication Critical patent/CN111251867A/en
Pending legal-status Critical Current

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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
    • B60K6/24—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 combustion engines
    • 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
    • B60K6/26—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 motors or the generators
    • 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
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Structure Of Transmissions (AREA)

Abstract

The invention discloses a power driving system and a vehicle, wherein the power driving system comprises: an engine, a first motor generator, a transmission, the transmission comprising: the first input shaft and the second input shaft are selectively coupled with the power of the engine through a clutch, the first input shaft and the second input shaft are respectively provided with a gear driving gear, and one of the first input shaft and the second input shaft is provided with a reverse gear driving gear; the first output shaft and the second output shaft are respectively provided with a gear driven gear meshed with the corresponding gear driving gear in an empty sleeve manner, and the first output shaft is provided with a first output gear in an empty sleeve manner; the first end of the first transmission mechanism is connected with the first output shaft, the second end of the first transmission mechanism is connected with the second output shaft, the third end of the first transmission mechanism is connected with the first motor generator, and the third end of the first transmission mechanism can be selectively in power coupling connection with one of the first end and the second end of the first transmission mechanism. The power driving system has the advantages of small length of the transmission chain of the motor and high transmission efficiency.

Description

Power driving system and vehicle
Technical Field
The invention relates to the technical field of vehicle manufacturing, in particular to a power driving system and a vehicle with the same.
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 the fuel efficiency and fuel economy of transmission. In the related art, the length of a transmission chain for outputting the driving force of the motor to the differential is large, the transmission efficiency is low, the problem of power interruption is easy to occur in the gear shifting process, and an improved space exists.
Disclosure of Invention
The present invention is directed to solving at least one of the problems of the prior art. Therefore, an object of the present invention is to provide a power driving system, in which a first motor generator of the power driving system is connected to an output shaft, so that power output can be directly performed through the output shaft, a transmission chain is short, and transmission efficiency is high.
Another object of the present invention is to provide a vehicle having the above power drive system.
A power drive system according to an embodiment of the present invention includes: an engine, a first motor generator, a transmission, the transmission comprising: a clutch; the first input shaft and the second input shaft are selectively in power coupling connection with the engine through the clutch, gear driving gears are respectively arranged on the first input shaft and the second input shaft, and a reverse gear driving gear is arranged on one of the first input shaft and the second input shaft; the first output shaft and the second output shaft are respectively provided with a gear driven gear which is correspondingly meshed with the gear driving gear in an empty sleeve manner, the second output shaft is provided with a reverse gear driven gear, and the first output shaft is provided with a first output gear in an empty sleeve manner; the reverse gear shaft is provided with a first reverse gear meshed with the reverse gear driving gear and a second reverse gear meshed with the reverse gear driven gear; the first end of the first transmission mechanism is connected with the first output shaft, the second end of the first transmission mechanism is connected with the second output shaft, the third end of the first transmission mechanism is connected with the first motor generator, and the third end of the first transmission mechanism can be selectively coupled with one of the first end and the second end of the first transmission mechanism, so that the first motor generator can be selectively coupled with the first output shaft and the second output shaft.
The power drive system according to the embodiment of the first aspect of the invention.
According to the power driving system provided by the embodiment of the invention, the clutch is matched with different input shafts and output shafts, so that the switching of different gears can be realized, the first motor generator can be selectively connected with the first output shaft and the second output shaft, and the driving force output by the first motor generator can be output to the differential mechanism through the first output shaft or the second output shaft. Therefore, the engine and the first motor generator can be used as two power sources which are connected in parallel with the output shaft, and the advantages of strong dynamic property, simple structure and complete vehicle space arrangement of the parallel structure can be better highlighted. Under the pure electric operating mode, can avoid because the power interruption problem and the inefficiency problem of driving chain overlength when shifting the pure electric operating mode that leads to, greatly improve electric drive's transmission efficiency, and parallel structure dynamic is strong, simple structure, has greatly improved to whole car space arrangement.
A vehicle according to an embodiment of the second aspect of the invention is provided with the power drive system of any one of the embodiments of the first aspect.
The vehicle and the power driving system have the same advantages compared with the prior art, and the detailed description is omitted.
Additional aspects and advantages of the invention will be set forth in part in the description which follows and, in part, will be obvious from the description, or may be learned by practice of the invention.
Drawings
The above and/or additional aspects and advantages of the present invention will become apparent and readily appreciated from the following description of the embodiments, taken in conjunction with the accompanying drawings of which:
FIGS. 1-4 are schematic structural views of a power drive system according to an embodiment of the present invention;
fig. 5 is a schematic structural diagram of a vehicle according to an embodiment of the invention.
Reference numerals:
in the case of the vehicle 1000, the vehicle,
the power-driven system 100 is provided with a power system,
the speed change device 1 is provided with a speed changer,
a first input shaft I, a second input shaft II, a reverse gear shaft III, a first output shaft I ', a second output shaft II',
a differential Z, a main reducer driven gear Zb,
a second-gear drive gear 2a, a fourth-sixth-gear drive gear 46a, a third-fifth-gear drive gear 35a, a reverse drive gear 1Ra,
a first-gear driven gear 1b, a second-gear driven gear 2b, a third-gear driven gear 3b, a fourth-gear driven gear 4b, a fifth-gear driven gear 5b, a sixth-gear driven gear 6b, a reverse-gear driven gear Rb,
a first reverse gear 1R, a second reverse gear 2R,
a first motor side gear 1c, a second motor side gear 2c, a first output shaft side gear 1d, a second output shaft side gear 2d, an intermediate shaft 3d, an intermediate shaft first gear 31d, an intermediate shaft second gear 32d, an intermediate shaft side gear 33d,
the first clutch K1, the second clutch K2,
a first output gear 1Z, a second output gear 2Z,
a second-fourth gear synchronizer A, a first-third gear synchronizer B, a sixth reverse gear synchronizer C, a fifth gear synchronizer D, a fifth synchronizer E, a middle shaft synchronizer G,
first motor generator 10, engine 30.
Detailed Description
Reference will now be made in detail to embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to the same or similar elements or elements having the same or similar function throughout. The embodiments described below with reference to the accompanying drawings are illustrative only for the purpose of explaining the present invention, and are not to be construed as limiting the present invention.
Referring to fig. 1 to 4, a power drive system 100 according to an embodiment of the present invention will be described, in which a first motor generator 10 of the power drive system 100 is connected to an output shaft, and a driving force generated by the first motor generator 10 can be output to a wheel through the output shaft, thereby shortening a transmission chain length and improving transmission efficiency.
As shown in fig. 1 to 4, a power drive system 100 according to an embodiment of the present invention includes: engine 30, first motor generator 10, and transmission 1.
The engine 30 is used for outputting driving force to drive wheels to rotate, and the engine 30 can be a gasoline engine or a diesel engine. The engine 30 is connected with the transmission 1, an output shaft of the transmission 1 is connected with wheels, and driving force output by the engine 30 can be transmitted to the wheels through the transmission 1 to drive the wheels to rotate.
The transmission 1 has a plurality of gears, and the engine 30 can output a plurality of different rotating speeds and torques through the transmission 1, so that the running vehicle 1000 can be well adapted to the running environment. If the vehicle 1000 runs on a road with large resistance, the transmission 1 can select a low-rotation-speed and high-torque gear for power transmission, so that sufficient power output is maintained; and when the vehicle 1000 runs on a smooth and open road, the transmission 1 can select a gear with high rotating speed and low torque for power transmission, so that the oil consumption is reduced. Therefore, the vehicle 1000 can be guaranteed to have good power performance under different working conditions, the vehicle 1000 can keep a good running state, and meanwhile fuel economy of the vehicle 1000 is improved.
The first motor generator 10 is connected to the transmission 1, and the first motor generator 10 may be a generator or a motor.
When the first motor generator 10 is used as a generator (the vehicle 1000 is in the parking power generation mode or the driving power generation mode), part of the power output from the engine 30 may be transmitted to the first motor generator 10 via the transmission 1, power generation may be performed by the first motor generator 10, and the amount of power generated by the first motor generator 10 may be stored in the power battery of the vehicle 1000.
When the first motor generator 10 is used as a motor (the vehicle 1000 is in a hybrid mode or a pure electric mode), the power battery supplies power to the first motor generator 10, the first motor generator 10 operates to output power, and the power output by the first motor generator 10 is transmitted to wheels through the transmission 1, so that electric driving of the vehicle 1000 can be realized.
As shown in fig. 1 to 4, the transmission 1 includes: the clutch, first input shaft I, second input shaft II, first output shaft I 'and second output shaft II', reverse gear shaft III and first drive mechanism.
The first input shaft i and the second input shaft ii are selectively coupled with the engine 30 through a clutch, so that the driving force output by the engine 30 can be selectively transmitted to the gear through the first input shaft i or the second input shaft ii, and the first input shaft i and the second input shaft ii are respectively provided with a plurality of different gear driving gears. As shown in fig. 1 to 4, the first input shaft i is a solid shaft, the second input shaft ii is a hollow shaft, and the second input shaft ii is sleeved on the first input shaft i, so that the volume of the whole transmission 1 can be reduced by the sleeving manner of the input shafts.
The first input shaft i is provided with four different gear driving gears, the first input shaft i is fixedly provided with a first gear driving gear, a third gear driving gear, a fifth gear driving gear and a reverse gear driving gear, as shown in fig. 1-4, the second input shaft ii is provided with three different gear driving gears, and the second input shaft ii is fixedly provided with a second gear driving gear 2a, a fourth gear driving gear and a sixth gear driving gear. Different gear gears correspond to different gear rotation speed ratios, so that different gear driving gears of the first input shaft I or the second input shaft II are used for transmitting driving force of the vehicle 1000 to wheels, and different rotation speeds and torque output are generated.
Therefore, when different road conditions are met, the clutch can be selectively coupled with one of the first input shaft I and the second input shaft II, and the gear driving gears on the input shaft connected with the clutch are selected, so that the driving force output by the driving gears can meet the driving state of the vehicle 1000 at present, and the good dynamic property and economy of the vehicle 1000 during driving are guaranteed.
The clutches may be dual clutches as shown in fig. 1-4, that is, the clutches include a first clutch K1 and a second clutch K2, an input end of the first clutch K1 and an input end of the second clutch K2 may be both connected to the crankshaft of the engine 30, a flywheel, a dual mass flywheel, a damper, etc. may be selectively disposed between the clutches and the crankshaft of the engine 30, an output end of the first clutch K1 and an output end of the second clutch K2 may be respectively connected to two input shafts of the transmission 1, as shown in fig. 1-4, an output end of the first clutch K1 is connected to the first input shaft i, and an output end of the second clutch K2 is connected to the second input shaft ii. Thus, the driving force output by the engine 30 can selectively pass through the first clutch K1 to the first input shaft i or the second clutch K2 to the second input shaft ii, and is transmitted to the output end of the transmission 1 through the corresponding gear driving gear, so as to drive the wheels to rotate, thereby realizing the driving effect on the vehicle 1000.
It can be understood that first gear driving gear, third gear driving gear, fifth gear driving gear are all located first input shaft i, and first input shaft i links to each other with first clutch K1, and second gear driving gear 2a, fourth gear driving gear, sixth gear driving gear are all located second input shaft ii, and second input shaft ii links to each other with second clutch K2.
Thus, during an upshift or a downshift, the transmission 1 is shifted from the odd-numbered gear to the even-numbered gear or from the even-numbered gear to the odd-numbered gear, and the first clutch K1 and the second clutch K2 are shifted from each other, for example, from the first clutch K1 to the second clutch K2 or from the second clutch K2 to the first clutch K1. Thus, in the driving process of the vehicle 1000, the first clutch K1 and the second clutch K2 are alternately switched, so that the same clutch can be prevented from being in a continuous working state, and the first clutch K1 or the second clutch K2 is prevented from causing structural fatigue after being used for a long time and generating unfavorable deformation in severe cases. Therefore, the working strength of the first clutch K1 and the second clutch K2 can be reduced by alternately using the clutches, the service life of the clutches is prolonged, and the clutches are convenient to use for a long time.
In one embodiment, as shown in fig. 1-4, the output end of the transmission 1 is used for connecting a differential Z, wherein the input end of the differential Z is connected with a main reducer driven gear Zb, i.e. the main reducer driven gear Zb is meshed with an output gear on an output shaft of the transmission 1, and two output ends of the differential Z are respectively connected with a transmission half shaft, so that the driving force output by the engine 30 passes through the clutch, the transmission 1, the differential Z in turn and is transmitted to the wheels through the transmission half shafts by the differential Z, the transmission half shafts comprise a left transmission half shaft connected with the left wheels and a right transmission half shaft connected with the right wheels, and when the vehicle 1000 turns, the differential Z can adjust the rotation speed of the left and right wheels to enable the left and right wheels to turn at a proper rotation speed. From this, can drive the wheel and rotate, realize the drive effect to vehicle 1000, transmission simple structure, the transmission course is easily realized, and realizes the power take off of different fender position through switching of double clutch, can improve the ride comfort that vehicle 1000 shifted and travel.
A reverse gear driving gear is arranged on one of the first input shaft I and the second input shaft II, as shown in fig. 1, the first input shaft I is provided with the reverse gear driving gear, the first output shaft I ' and the second output shaft II ' are respectively provided with a gear driven gear which is correspondingly meshed with the gear driving gear in a free sleeve manner, namely, the gear driven gear which is free sleeve manner on the first output shaft I ' can be selectively coupled with the first output shaft I ' through a synchronizer in a power manner, and can not be coupled with the first output shaft I ' in a power manner; the gear driven gear which is sleeved on the second output shaft II ' can be selectively in power coupling with the second output shaft II ' through the synchronizer, and can also not be in power coupling with the second output shaft II '. The required gear driven gear can be selected to be meshed according to specific working conditions and driving environments so as to achieve output of different rotating speeds and torques, the second output shaft II 'is provided with a reverse gear driven gear Rb, and the second output shaft II' can be selectively connected with the reverse gear driven gear Rb so as to achieve power transmission of reverse gear.
As shown in fig. 1 to 4, the first output shaft i 'is sleeved 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, that is, the first-gear driven gear 1b, the second-gear driven gear 2b, the third-gear driven gear 3b and the fourth-gear driven gear 4b can be selectively connected with the first output shaft i' through a synchronizer, the first-gear driven gear 1b of the first output shaft i 'is engaged with the first-gear driving gear of the first input shaft i, the third-gear driven gear 3b of the first output shaft i' is engaged with the third-gear driving gear of the first input shaft i, the second-gear driven gear 2b of the first output shaft i 'is engaged with the second-gear driving gear 2a of the second input shaft ii, and the fourth-gear driven gear 4b of the first output shaft i' is engaged with the fourth-gear driving gear of the second input shaft. Therefore, the transmission of driving force from the first input shaft I and the second input shaft II to the first output shaft I ' can be realized, the output of different rotating speeds and torques can be realized by meshing different driving gears and driven gears, the power output of a first gear and a third gear can be realized from the first input shaft I to the first output shaft I ', and the power output of a second gear and a fourth gear can be realized from the second input shaft II to the first output shaft I '.
As shown in fig. 1 to 4, the second output shaft ii ' is sleeved with a fifth-gear driven gear 5b, a sixth-gear driven gear 6b and a reverse-gear driven gear Rb, wherein the fifth-gear driven gear 5b, the sixth-gear driven gear 6b and the reverse-gear driven gear Rb are selectively connected with the second output shaft ii ' through a synchronizer, the fifth-gear driven gear 5b of the second output shaft ii ' is engaged with the fifth-gear driving gear of the first input shaft i, the reverse-gear driven gear Rb of the second output shaft ii ' is connected with the reverse-gear driving gear of the first input shaft i, and the sixth-gear driven gear 6b of the second output shaft ii ' is engaged with the sixth-gear driving gear of the second input shaft ii. Therefore, the transmission of driving force from the first input shaft I and the second input shaft II to the second output shaft II ' can be realized, different rotating speeds and torque can be output by meshing different driving gears and driven gears, power output of a fifth gear and a reverse gear can be realized from the first input shaft I to the second output shaft II ', and power output of a sixth gear can be realized from the second input shaft II to the second output shaft II '.
As shown in fig. 1 to 4, the three-gear driving gear and the five-gear driving gear are integrated into the same gear, that is, the three-five-gear driving gear 35a is engaged with both the three-gear driven gear 3b and the five-gear driven gear 5 b; the four-gear driving gear and the six-gear driving gear are integrated into the same gear, namely a four-six-gear driving gear 46a, and the four-six-gear driving gear 46a is meshed with the four-gear driven gear 4b and the six-gear driven gear 6 b; one keeps off the driving gear and reverses gear the driving gear and is integrated into same gear, one reverses gear driving gear 1Ra promptly, one reverses gear driving gear 1Ra both with a driven gear meshing, links to each other with reversing gear driven gear Rb again, like this, same gear can be used for realizing the forward drive of a fender and the back drive of reversing gear respectively under different work condition. Therefore, the number of gears of the transmission 1 is reduced, the cost of the transmission 1 is reduced, meanwhile, the installation space in the transmission 1 is greatly saved, and the installation and the replacement are convenient. It can be appreciated that when the vehicle 1000 is in first gear or reverse gear, the rotation speed of the wheels is low, and the required driving force is high, so that the reverse driving gear and the first-gear driven gear are shared, and compared with the reverse driving gear and other driving gears, the reverse driving gear is preferable, reasonable and convenient to use.
Therefore, the driving force output by the engine 30 can be output at different rotating speeds and torques by selecting different gear driving gears and gear driven gears to be meshed, so that different driving states are adapted, various power requirements are met, and the vehicle 1000 is guaranteed to have better dynamic performance and fuel economy during driving.
As shown in fig. 1 to 4, the transmission 1 further includes: the system comprises a second-fourth gear synchronizer A, a first-third gear synchronizer B, a sixth reverse gear synchronizer C and a fifth gear synchronizer D.
Wherein, two keep off synchronous ware A and one keep off synchronous ware B all install in first output shaft I ', and two keep off driven gear 2B and four keep off driven gear 4B and be connected with I' power coupling of first output shaft through two keep off synchronous ware A selectively, two keep off synchronous ware A selectively promptly with two keep off driven gear 2B or four keep off driven gear 4B and I 'power coupling of first output shaft be connected, or two keep off driven gear 2B or four keep off driven gear 4B and all not be connected with first output shaft I'. The first-gear driven gear 1B and the third-gear driven gear 3B are selectively in power coupling connection with the first output shaft i ' through a third-gear synchronizer B, that is, the third-gear synchronizer B selectively connects the first-gear driven gear 1B or the third-gear driven gear 3B with the first output shaft i ' in power coupling connection, or neither the first-gear driven gear 1B nor the third-gear driven gear 3B is connected with the first output shaft i '.
The sixth reverse gear synchronizer C and the fifth reverse gear synchronizer D are both mounted on the second output shaft II ', the sixth reverse gear driven gear 6b and the reverse gear driven gear Rb are selectively in power coupling connection with the second output shaft II' through the sixth reverse gear synchronizer C, the sixth reverse gear synchronizer C selectively enables the sixth reverse gear driven gear 6b or the reverse gear driven gear Rb to be in power coupling connection with the second output shaft II ', or the sixth reverse gear driven gear 6b or the reverse gear driven gear Rb are not connected with the first output shaft I'. The fifth-gear driven gear 5b is selectively in power coupling connection with the second output shaft ii 'through a fifth-gear synchronizer D, that is, the fifth-gear synchronizer D selectively in power coupling connection with the fifth-gear driven gear 5b and the second output shaft ii'.
As shown in fig. 1 to 4, the reverse shaft iii is provided with a first reverse gear 1R and a second reverse gear 2R, the first reverse gear 1R is engaged with the reverse driving gear, the second reverse gear 2R is engaged with the reverse driven gear Rb, as shown in fig. 1 to 4, the first reverse gear 1R and the second reverse gear 2R are axially spaced, and the distance between the first reverse gear 1R and the second reverse gear 2R can be designed according to the distance between the reverse driving gear and the reverse driving gear, so that after the transmission 1 is installed and fixed, the power of the reverse driving gear can be effectively transmitted to the reverse driven gear Rb, and the power transmission through the first reverse gear 1R and the second reverse gear 2R can reduce the installation difficulty of the reverse driving gear and the reverse driven gear Rb, the limitation on the installation position is small, and the transmission 1 is convenient to be integrally installed, the installation cost is reduced.
Wherein the transmission direction of the driving force can be changed by transmitting the power through the first reverse gear 1R and the second reverse gear 2R. It can be understood that the first gear driving gear and the reverse gear driving gear of the transmission 1 are the same gear, and the first gear driving gear and the first gear driven gear 1b are engaged to output the driving force to realize the first gear power output, and the first gear driving gear and the first gear driven gear 1b rotate in opposite directions, at this time, the vehicle 1000 is in the first gear rotation speed and the first gear torque. When the gear is used as a reverse driving gear, after driving force is transmitted to the reverse driven gear Rb from the reverse driving gear through the first reverse gear 1R and the second reverse gear 2R, the rotation directions of the reverse driving gear and the reverse driven gear Rb are the same, the rotation directions of the reverse driving gear and the first driven gear 1b are opposite, namely, the rotation directions of the reverse driven gear Rb and the first driven gear 1b are opposite, so that the direction of the driving force output by the reverse driven gear Rb is opposite to the direction of the driving force output by the first driven gear 1b, therefore, the reverse driving of the wheel can be realized, namely, the reverse driving is realized, the structural design of the reverse driving is reasonable, and the power transmission path is clear.
Thus, as shown in fig. 1 to 4, the driving force output from the engine 30 can be power output through the following seven transmission paths and corresponds to seven shift modes in which the vehicle 1000 travels.
When the vehicle 1000 is engaged in first gear: the engine 30 is coupled with the first clutch K1, the driving force output by the engine 30 is transmitted to the first input shaft i through the first clutch K1, the first input shaft i is provided with a first gear driving gear, the first gear driving gear is engaged with the first gear driven gear 1B, and the third gear synchronizer B selects the first gear driven gear 1B to be connected with the first output shaft i'. Thus, the power transmission path of the first gear is: the engine 30-the first clutch K1-the first input shaft i-the first gear driving gear-the first gear driven gear 1 b-the first output shaft i' -the first output gear 1Z-the differential Z-the wheels.
When the vehicle 1000 is engaged in 2-6 gears and reverse gears, the power path transmission of the corresponding gears can be realized through the mutual matching of the synchronizers and the clutch units:
the second power transmission path is: the engine 30, the second clutch K2, the second input shaft II, the second gear driving gear 2a, the second gear driven gear 2b, the first output shaft I', the first output gear 1Z, the differential Z and the wheels.
The power transmission path of the third gear is as follows: the engine 30-the first clutch K1-the first input shaft i-the third gear driving gear-the third gear driven gear 3 b-the first output shaft i' -the first output gear 1Z-the differential Z-the wheels.
The power transmission path of the fourth gear is as follows: the engine 30, the second clutch K2, the second input shaft II, the fourth-gear driving gear, the fourth-gear driven gear 4b, the first output shaft I', the first output gear 1Z, the differential Z and wheels.
The power transmission path of the fifth gear is as follows: the engine 30, the first clutch K1, the first input shaft I, the fifth-gear driving gear, the fifth-gear driven gear 5b, the second output shaft II', the second output gear 2Z, the differential Z and wheels.
The power transmission path of the sixth gear is as follows: the engine 30, the second clutch K2, the second input shaft II, the six-gear driving gear, the six-gear driven gear 6b, the second output shaft II', the second output gear 2Z, the differential Z and wheels.
The power transmission path of the reverse gear is as follows: the engine 30, the first clutch K1, the first input shaft I, the reverse driving gear, the first reverse gear 1R, the reverse shaft III, the second reverse gear 2R, the reverse driven gear Rb, the second output shaft II', the second output gear 2Z and the differential Z are wheels.
The first end of the first transmission mechanism is connected with the first output shaft I ', the second end of the first transmission mechanism is connected with the second output shaft II', and the third end of the first transmission mechanism is connected with the first motor generator 10, so that the first motor generator 10 is connected with the first output shaft I 'and the second output shaft II' through the first transmission mechanism, and the third end of the first transmission mechanism can be selectively coupled with one of the first end and the second end of the first transmission mechanism, that is, the power output by the first motor generator 10 can be transmitted to one of the first output shaft I 'and the second output shaft II' through the first transmission mechanism to drive wheels to rotate, and when the engine 30 does not work, the first motor generator 10 can still drive the output shafts to rotate, thereby realizing pure electric drive.
If the third end of the first transmission mechanism is in power coupling connection with the first end of the first transmission mechanism, the power output by the first motor generator 10 is transmitted to the first output shaft I 'through the first transmission mechanism, and then the driving force is directly output to the differential Z through the first output shaft I' to drive the wheels to move; when the third end of the first transmission mechanism is in power coupling connection with the second end of the first transmission mechanism, the power output by the first motor generator 10 is transmitted to the second output shaft ii 'through the first transmission mechanism, and then the driving force is directly output to the differential Z through the second output shaft ii' to drive the wheels to move, so that the driving force output by the first motor generator 10 can be selectively output through the first output shaft i 'or the second output shaft ii' to drive the wheels to rotate, and the driving force of the first motor generator 10 can be directly output to the differential Z through two different output shafts, so that the motor transmission process has high transmission efficiency, and the problem that a pure electric working condition is realized through complex gear shifting and a transmission chain in the transmission 1 in a common hybrid power system is solved.
The first motor generator 10 can simultaneously output power with the engine 30 when the engine 30 outputs power, thereby increasing the driving force of the vehicle 1000, realizing hybrid motion of the vehicle 1000, reducing the power output intensity of the engine 30, and prolonging the service life of the engine 30; the first motor generator 10 can also drive the first output shaft i 'or the second output shaft ii' to rotate independently, for example, in the case of the failure of the engine 30 or the fuel shortage of the engine 30, the electric driving of the vehicle 1000 can be realized through the first motor generator 10, and the pure electric driving of the vehicle 1000 can be realized. Therefore, the driving mode of the power system of the vehicle 1000 is more flexible and practical, and the use requirements of the vehicle 1000 under different situations can be met.
In the first, second, third and fourth gears, the third end of the first transmission mechanism is in power coupling connection with the first end of the first transmission mechanism, and the first motor generator 10 is suitable for being in power coupling with the first output shaft i ' through the first transmission mechanism, that is, when the vehicle 1000 is in a hybrid power driving state, the driving force output by the first motor generator 10 is directly transmitted to the first output shaft i ' through the first transmission mechanism and is output to the differential Z through the first output shaft i ' to realize power output.
In the fifth gear and the sixth gear, the third end of the first transmission mechanism is in power coupling connection with the second end of the first transmission mechanism, and the first motor generator 10 is suitable for being in power coupling with the second output shaft through the first transmission mechanism, that is, when the vehicle 1000 is in a hybrid driving state, the driving force output by the first motor generator 10 is directly transmitted to the second output shaft ii 'through the first transmission mechanism and is output to the differential Z through the second output shaft ii' to realize power output.
Thus, the powertrain 100 has an electric-only operating mode and a hybrid operating mode:
under the pure electric working mode, the engine 30 does not work, the power of the first motor generator 10 is output to wheels through the first transmission mechanism by the first output shaft I 'or the second output shaft II', and the motor can be reversely rotated to realize two pure electric reverse gear working conditions with different speed ratios from the first output shaft I 'or the second output shaft II', so that the pure electric two-gear forward working condition and the two-gear reverse working condition are realized.
In the hybrid power operating mode, when the engine 30 operates in first-sixth gear, the first transmission mechanism is actuated to selectively output the power of the first motor generator 10 from the first output shaft i 'or the second output shaft ii' to the differential Z, thereby implementing a plurality of forward gear operating conditions in the hybrid mode; when the engine 30 works in the reverse gear mode, the motor can also be reversely rotated to output power from the first output shaft i 'or the second output shaft ii' through the action synchronizer to realize the hybrid reverse operating condition of two gears, so that the first motor generator 10 works in a high-efficiency operating region as much as possible.
The system design that the power drive system 100 can output the power of the engine 30 and the first motor generator 10 to the wheels in a split manner can avoid the insufficiency of mechanical properties in the aspects of gears such as the strength, rigidity and tooth surface hardness of a transmission gear of the transmission 1, and can also reduce the vibration and noise of the whole system in the frequent gear shifting stage. Meanwhile, the first motor generator 10 is arranged at the output shaft, so that the axial distance of the assembly is greatly shortened, and the spatial arrangement of the whole vehicle is easy to realize.
In terms of control logic, the basic architecture and the shifting logic of the dual clutch transmission 1 are not changed by the power driving system 100, and the intervention of the first motor generator 10 is only represented by torque superposition at the output end, so that the control logic of the traditional engine 30 and the transmission 1 is independent from the control logic of the first motor generator 10, which is beneficial to saving the development time and cost of manufacturers, avoiding higher failure rate of the system, and not influencing the power output of the first motor generator 10 in the pure electric state even if the system of the engine 30 and the transmission 1 fails.
According to the power drive system 100 of the embodiment of the invention, the clutch is matched with different input shafts and output shafts, so that switching of different gears can be realized, the first motor generator 10 can be selectively connected with the first output shaft i 'and the second output shaft ii', and the driving force output by the first motor generator 10 can be output to the differential Z through the first output shaft i 'or the second output shaft ii'. Therefore, the engine 30 and the first motor generator 10 can serve as two power sources connected in parallel to the output shaft, and the advantages of the parallel connection type structure, such as strong power, simple structure and space arrangement of the whole vehicle, can be better highlighted. Under the pure electric operating mode, can avoid because the power interruption problem and the inefficiency problem of driving chain overlength when shifting the pure electric operating mode that leads to, greatly improve electric drive's transmission efficiency, and parallel structure dynamic is strong, simple structure, has greatly improved to whole car space arrangement.
In some embodiments, as shown in fig. 1-4, the first transmission mechanism comprises: a first output shaft side gear 1d, a second output shaft side gear 2d, and an intermediate shaft 3 d.
The first output shaft side gear 1d is connected with a first output shaft I ', the first output shaft side gear 1d is a first end of a first transmission mechanism, the driving force output by the first motor generator 10 can be transmitted to the first output shaft I' through the first output shaft side gear 1d, the second output shaft side gear 2d is connected with a second output shaft II ', the second output shaft side gear 2d is a second end of the first transmission mechanism, the driving force output by the first motor generator 10 can be transmitted to the second output shaft II' through the second output shaft side gear 2d, further effective transmission of the driving force of the first motor generator 10 is realized, and a transmission path has two different choices, therefore, when one of the first output shaft I 'and the second output shaft II' has a fault, power output can be realized through the other output shaft, thereby, the power output of the power driving system 100 is ensured to have selectivity, the practicability and the safety of the transmission 1 are improved, and the vehicle 1000 can conveniently run under complex road conditions.
As shown in fig. 1 to 4, the intermediate shaft 3d is a third end of the first transmission mechanism, an intermediate shaft first gear 31d and an intermediate shaft second gear 32d are sleeved on the intermediate shaft 3d, one of the intermediate shaft first gear 31d and the intermediate shaft second gear 32d is selectively in power coupling connection with the intermediate shaft 3d, the intermediate shaft first gear 31d is engaged with the first output shaft side gear 1d, that is, power transmission can be performed between the intermediate shaft first gear 31d and the first output shaft side gear 1d, the intermediate shaft second gear 32d is engaged with the second output shaft side gear 2d, that is, power transmission can be performed between the intermediate shaft second gear 32d and the second output shaft side gear 2d, and the first motor generator 10 is in power coupling connection with the intermediate shaft 3 d.
Like this, the drive power accessible jackshaft 3d of first motor generator 10 output is selectively transmitted by jackshaft first gear 31d or jackshaft second gear 32d, and then realize the different route transmission of electric drive power, the flexibility of power take off selection is increased, influence pure electric normal drive when avoiding a trouble in first output shaft I 'and the second output shaft II', improve pure electric drive's security, and locate jackshaft 3d with jackshaft first gear 31d and jackshaft second gear 32d cover, can make first drive mechanism's overall structure compacter, shared installation space is less.
In some embodiments, the countershaft 3d has a countershaft synchronizer G mounted thereon, and the countershaft first gear 31d and the countershaft second gear 32d are selectively power coupled to the countershaft 3d by the countershaft synchronizer G, as shown in fig. 1-4, the countershaft 3d being power coupled to the countershaft first gear 31d when the left end of the countershaft synchronizer G is connected to the countershaft 3d, and the countershaft 3d being power coupled to the countershaft second gear 32d when the right end of the countershaft synchronizer G is connected to the countershaft 3 d. Like this, through jackshaft synchronizer G with first motor generator 10 power selectively directly through drive mechanism output to first output shaft I ' or second output shaft II ', realize that first motor generator 10 exports two electricelectric moves direct gear to differential mechanism Z, thereby make motor drive have very high transmission efficiency, need realize the problem of electricelectric dynamic condition through complicated the shifting in derailleur 1 and driving chain among the general hybrid power system, and jackshaft synchronizer G's simple structure, easily realize the power transmission in different routes.
In some embodiments, the first output shaft side gear 1d is located between the gear driven gear corresponding to the first input shaft i and the gear driven gear corresponding to the second input shaft ii on the first output shaft i ', and the installation position of the first output shaft side gear 1d on the first output shaft i' is located between the installation positions of the plurality of gear driven gears on the first output shaft i ', as shown in fig. 1 to 4, the first output shaft side gear 1d is installed between the third gear driven gear 3b and the fourth gear driven gear 4b, and the installation of the gears on the first output shaft i' is more compact. Therefore, the overall structure of the transmission 1 is more compact, the axial length of the transmission 1 assembly is shortened, and the spatial arrangement of the whole vehicle is easy to realize.
In some embodiments, the second output shaft side gear 2d is located between the gear driven gear corresponding to the first input shaft i and the gear driven gear corresponding to the second input shaft ii on the second output shaft ii ', and the installation position of the second output shaft side gear 2d on the second output shaft ii' is located between the installation positions of the plurality of gear driven gears on the second output shaft ii ', as shown in fig. 1 to 4, the second output shaft side gear 2d is installed between the fifth gear driven gear 5b and the sixth gear driven gear 6b, and the installation of the gears on the second output shaft ii' is more compact. Therefore, the overall structure of the transmission 1 is more compact, the axial length of the transmission 1 assembly is shortened, and the spatial arrangement of the whole vehicle is easy to realize.
In some embodiments, as shown in fig. 1-2, the first transmission mechanism further comprises: an intermediate shaft side gear 33d and a first motor side gear 1 c.
As shown in fig. 1 to 2, the counter shaft side gear 33d is fixedly connected to the counter shaft 3d, the first motor side gear 1c is connected to the first motor generator 10, and the first motor side gear 1c is engaged with the counter shaft side gear 33d, so that the mounting position of the first motor generator 10 can be selected according to the actual mounting space of the transmission 1, and the first motor generator 10 can be mounted at a suitable position by selecting the first motor side gear 1c and the counter shaft side gear 33d having different sizes, for example, when the diameters of the first motor side gear 1c and the counter shaft side gear 33d are large, the distance between the motor shaft and the counter shaft 3d is large, and when the diameters of the first motor side gear 1c and the counter shaft side gear 33d are small, the distance between the motor shaft and the counter shaft 3d is small. Therefore, the limitation on the installation position of the first motor generator 10 can be reduced, the layout of the transmission 1 is convenient, the structural rationality of the transmission 1 is improved, and the possibility of installing the first motor in different spaces is provided.
Thus, as shown in fig. 1-2, the driving force output by the first motor generator 10 is transmitted to the first output shaft i 'or the second output shaft ii' sequentially through the first motor side gear 1c, the intermediate shaft side gear 33d, and the intermediate shaft 3d, and is output to the differential Z by the first output shaft i 'or the second output shaft ii', so that the pure electric drive of the vehicle 1000 is realized, the structural design is reasonable, and the power transmission path is clear.
In some embodiments, as shown in fig. 3 to 4, the output shaft of the first motor generator 10 is coaxially and fixedly connected to the intermediate shaft 3d, so that the driving force output by the first motor generator 10 can be directly output to the first output shaft i 'or the second output shaft ii' through the intermediate shaft 3d, and thus, the path of power transmission is short, the power loss of the first transmission mechanism during the transmission process can be reduced, the transmission efficiency of the first transmission mechanism is improved, and the first transmission mechanism has a simple structure, fewer installation steps and good practicability.
In some embodiments, at least one of the first output shaft I 'and the second output shaft II' is idler with an output gear.
As shown in fig. 2 and 4, the first output shaft i 'is sleeved with an output gear, that is, the first output gear 1Z is sleeved on the first output shaft i', and the first output gear 1Z is selectively connected with the first output shaft i 'through a fifth synchronizer E, so that the connection state of the first output gear 1Z and the first output shaft i' can be selected according to the working condition. When the vehicle 1000 normally runs, the first output gear 1Z is connected with the first output shaft i 'in a power coupling way, so that the vehicle 1000 can be driven to run by outputting driving force through the first output shaft i'; when the vehicle 1000 is in the parking state, the first output gear 1Z is not connected to the first output shaft i ', and the engine 30 drives the first output shaft i ' to rotate, and the first output shaft i ' drives the first motor-side gear 1c to rotate and drives the first motor generator 10 to generate power, whereby the parking power generation by the first motor generator 10 can be realized.
When the second output shaft II ' is provided with the second output gear 2Z in an empty sleeve mode, the second output gear 2Z can be selectively connected with the second output shaft II ', and therefore the connection state of the second output gear 2Z and the second output shaft II ' can be selected according to working condition requirements. When the vehicle 1000 normally runs, the second output gear 2Z is connected with the second output shaft ii 'in a power coupling manner, so that the vehicle 1000 can be driven to run by outputting driving force through the second output shaft ii'; when the vehicle 1000 is in the parking state, the second output gear 2Z is not connected to the second output shaft ii ', and the engine 30 drives the second output shaft ii ' to rotate via the transmission gear, and the driving force output from the second output shaft ii ' can drive the first motor side gear 1c to rotate and drive the first motor generator 10 to generate power, whereby the parking power generation by the first motor generator 10 can be realized.
When the first output shaft I 'and the second output shaft II' are both sleeved with the output gear, namely the first output gear 1Z is sleeved on the first output shaft I 'in a hollow mode, and the second output gear 2Z is sleeved on the second output shaft II' in a hollow mode, the driving force output by the engine 30 can drive the first motor generator 10 to generate electricity through the first output shaft I 'or the second output shaft II', and the electric generator is simple in structure and flexible to use.
In the pure electric operation mode and the hybrid operation mode, when the first output gear 1Z is disconnected from the first output shaft i ', the power output from the first motor generator 10 is adapted to be output through the second output shaft ii'.
Thus, the powertrain 100 as shown in fig. 2 and 4 includes a plurality of electric only drive modes:
as shown in fig. 2 and 4:
1) only the first motor generator 10 is in a working state (the engine 30 does not work), when the first output gear 1Z is connected with the first output shaft i 'and the second output gear 2Z is disconnected with the second output shaft ii', the first motor generator 10 drives the first output shaft i 'to rotate, the first output shaft i' transmits the driving force to the first output gear 1Z and is output to the differential Z by the first output gear 1Z, and pure electric driving of the first motor generator 10 is realized.
2) Only when the first motor generator 10 is in a working state (the engine 30 does not work), the first output gear 1Z is disconnected from the first output shaft i ', and the second output gear 2Z is connected with the second output shaft ii ', the first motor generator 10 drives the second output shaft ii ' to rotate, and the second output shaft ii ' outputs the second output shaft ii ' to the differential Z, so that pure electric driving of the first motor generator 10 is realized.
3) Only the first motor generator 10 is in a working state (the engine 30 does not work), when the first output gear 1Z is connected with the first output shaft I 'or the second output gear 2Z is connected with the second output shaft II', the first motor generator 10 drives the first output shaft I 'or the second output shaft II' to rotate and output to the differential Z through the first output shaft I 'or the second output shaft II', pure electric driving of the first motor generator 10 is achieved, and pure electric forward working conditions and pure electric reverse working conditions are achieved.
In other embodiments, the first output shaft i 'and the second output shaft ii' are both fixedly provided with output gears, as shown in fig. 1 and 3, that is, when the first output shaft i 'rotates, the first output gear 1Z rotates synchronously with the first output shaft i', and when the second output shaft ii 'rotates, the second output gear 2Z rotates synchronously with the second output shaft ii'. Therefore, under the working condition of pure electric or hybrid power, the driving force output by the first motor generator 10 can be output to the first output shaft I 'through the first transmission mechanism and can also be output to the second output shaft II' through the second transmission mechanism, and the power transmission path can be flexibly selected.
Specifically, under the hybrid operating condition, when the vehicle 1000 is in first, second, third, and fourth gears, the driving force output by the first motor generator 10 can jointly act on the first output shaft i' through the first motor side gear 1c, the intermediate shaft side gear 33d, the intermediate shaft 3d, the intermediate shaft first gear 31d, the first output shaft side gear 1d, and the driving force output by the engine, so as to realize hybrid driving and improve the power performance of the vehicle 1000; when the vehicle 1000 is in the fifth gear and the sixth gear, the driving force output by the first motor generator 10 is applied to the second output shaft ii' through the first motor-side gear 1c, the counter shaft-side gear 33d, the counter shaft 3d, the counter shaft-second gear 32d, the second output shaft-side gear 2d and the driving force output by the engine 30, so as to realize hybrid driving, improve the power performance of the vehicle 1000, and ensure that the vehicle 1000 has stable and sufficient power output during hybrid driving.
The power drive system 100 of the above embodiment, through the selective combination of the first clutch K1, the second clutch K2 and the plurality of synchronizers, can realize the following working conditions:
1. pure electric working condition: the engine 30 does not work, the first motor generator 10 can selectively output power to wheels through the first output gear 1Z through the first output shaft i 'by the intermediate shaft synchronizer G, and can also selectively output motor power to wheels through the second output gear 2Z through the second output shaft ii' by the intermediate shaft synchronizer G, that is, the motor can realize the working condition output of 2 forward gears under the pure electric working condition.
2. And (3) outputting in a six-gear pure fuel mode: when the transmission 1 is in odd-numbered gear output, the first motor generator 10 is not operated, the first clutch K1 is combined, the second clutch K2 is disconnected, and the power of the engine 30 can be selectively output from the first gear, the third gear, the fifth gear or the reverse gear through the action of the synchronizer; when the transmission 1 is in even-numbered gear output, the second clutch K2 is combined, the first clutch K1 is disconnected, and the power of the engine 30 can be selectively output from the second gear, the fourth gear or the sixth gear through the action of the synchronizer, so that the power output of the first-sixth gear and the reverse pure fuel mode is realized.
3. And (3) six-gear hybrid power output: in the hybrid mode, when the power of the engine 30 is output from the odd-numbered gears, the first clutch K1 is combined, and the second clutch K2 is disconnected; when the power of the engine 30 is output from the even-numbered gears, the second clutch K2 is engaged, and the first clutch K1 is disengaged. When the engine 30 is driven in the first-sixth gear, the power of the first motor generator 10 can be selectively output from the first output gear 1Z through the first output shaft i 'by directly engaging the counter shaft synchronizer G, or the power of the first motor generator 10 can be selectively output from the first output gear 1Z through the first output shaft i' by directly engaging the counter shaft synchronizer G. By selecting two gears on the first motor/generator 10 side, 12-gear output in the hybrid mode can be realized.
4. Driving to generate electricity: when the power of the engine 30 is output by the first output shaft I ', the second-fourth gear synchronizer A or the first-third gear synchronizer B acts, the intermediate shaft synchronizer G is combined with a gear connected to the first output shaft I' to realize first-fourth gear running, and meanwhile, the power of the engine 30 is transmitted to the first motor generator 10 through the first transmission mechanism to realize first-fourth gear running power generation; when the power of the engine 30 is output by the second output shaft II', the sixth reverse gear synchronizer C or the fifth reverse gear synchronizer D acts, meanwhile, the second fourth gear synchronizer A or the first third gear synchronizer B is selectively combined with the driven gear, the fifth synchronizer E is not combined with the first output gear 1Z, the fifth gear/sixth gear running is achieved, meanwhile, the power of the engine 30 is transmitted to the first motor generator 10 through the first transmission mechanism, and the power generation of the fifth gear and sixth gear running is achieved. Thereby realizing the driving power generation working condition of 6 gears.
5. Deceleration/braking energy recovery: during deceleration or braking, the intermediate shaft synchronizer G is selectively operated, energy is transmitted to the first motor generator 10 from the wheels through the first transmission mechanism, and kinetic energy recovery is realized.
6. The vehicle 1000 backs: (1) pure electric backing, first motor generator 10 both can selectively combine jackshaft synchronizer G through the motor reversal with power transmission to first output shaft I ', follow first output gear 1Z output power, realize backing a car through directly keeping off, also can selectively combine jackshaft synchronizer G with power transmission to second output shaft II' through the motor reversal, follow second output gear 2Z output power, realize backing a car through directly keeping off, realize pure electric 2 keep off backing a car. (2) The engine 30 backs up, the first clutch K1 is combined, the sixth reverse synchronizer C acts, and the engine 30 realizes reverse gear and backing up through the reverse shaft III; (3) the reversing working condition of 2 gears can be realized under the hybrid power mode.
Therefore, according to the power driving system 100 of the embodiment of the invention, pure electric driving, pure fuel driving and hybrid driving of the vehicle 1000 can be realized, the driving mode is flexible and multiple-choice, and the control of the engine 30 and the motor is relatively independent, so that the development time and cost of manufacturers can be saved, the higher failure rate of the system can be avoided, the power output of the motor during pure electric driving can not be influenced even if the system of the engine 30 and the transmission 1 fails, the problem of gear shifting interruption does not exist in the motor driving, and the power driving system is safe and practical and can be suitable for various working conditions.
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 device or element must have a particular orientation, be constructed and operated in a particular orientation, and are not to be considered limiting of the invention.
In the description of the present invention, "the first feature" and "the second feature" may include one or more of the features.
In the description of the present invention, "a plurality" means two or more.
In the description of the present invention, the first feature being "on" or "under" the second feature may include the first and second features being in direct contact, and may also include the first and second features being in contact with each other not directly but through another feature therebetween.
In the description of the invention, "above", "over" and "above" a first feature in a second feature includes the first feature being directly above and obliquely above the second feature, or simply means that the first feature is higher in level than the second feature.
In the description herein, references to the description of the term "one embodiment," "some embodiments," "an illustrative embodiment," "an example," "a specific example," or "some examples" or the like 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 do not necessarily 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.
While embodiments of the invention have been shown and described, it will be understood by those of ordinary skill in the art that: various changes, modifications, substitutions and alterations can be made to the embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the claims and their equivalents.

Claims (10)

1. A power drive system, comprising: an engine, a first motor generator, a transmission, the transmission comprising:
a clutch;
the first input shaft and the second input shaft are selectively in power coupling connection with the engine through the clutch, gear driving gears are respectively arranged on the first input shaft and the second input shaft, and a reverse gear driving gear is arranged on one of the first input shaft and the second input shaft;
the first output shaft and the second output shaft are respectively provided with a gear driven gear which is correspondingly meshed with the gear driving gear in an empty sleeve manner, and the second output shaft is provided with a reverse gear driven gear;
the reverse gear shaft is provided with a first reverse gear meshed with the reverse gear driving gear and a second reverse gear meshed with the reverse gear driven gear;
the first end of the first transmission mechanism is connected with the first output shaft, the second end of the first transmission mechanism is connected with the second output shaft, the third end of the first transmission mechanism is connected with the first motor generator, and the third end of the first transmission mechanism can be selectively coupled with one of the first end and the second end of the first transmission mechanism, so that the first motor generator can be selectively coupled with the first output shaft and the second output shaft.
2. A power drive system according to claim 1, wherein the first transmission mechanism comprises:
a first output shaft side gear connected to the first output shaft, the first output shaft side gear being the first end;
a second output shaft side gear connected to the second output shaft, the second output shaft side gear being the second end;
the intermediate shaft is the third end, an intermediate shaft first gear and an intermediate shaft second gear are sleeved on the intermediate shaft, one of the intermediate shaft first gear and the intermediate shaft second gear can be selectively in power coupling connection with the intermediate shaft, the intermediate shaft first gear is meshed with the first output shaft side gear, the intermediate shaft second gear is meshed with the second output shaft side gear, and the first motor generator is in power coupling connection with the intermediate shaft.
3. The power drive system of claim 2, wherein the countershaft has a countershaft synchronizer mounted thereon, the countershaft first gear and the countershaft second gear being selectively coupleable with the countershaft by the countershaft synchronizer.
4. A power drive system according to claim 2, wherein the first transmission further comprises:
an intermediate shaft side gear fixedly connected to the intermediate shaft;
a first motor side gear connected to the first motor generator and meshed with the intermediate shaft side gear.
5. The power drive system according to claim 2, wherein the output shaft of the first motor generator is coaxially fixedly connected with the intermediate shaft.
6. A power drive system according to any of claims 2 to 5, wherein an output gear is journaled on at least one of the first and second output shafts.
7. A power drive system according to any of claims 2-5, characterized in that an output gear is fixedly arranged on both the first output shaft and the second output shaft.
8. A power drive system according to any one of claims 1-5, characterized in that a first gear driving gear, a third gear driving gear, a fifth gear driving gear and a reverse gear driving gear are fixedly arranged on the first input shaft, a second gear driving gear, a fourth gear driving gear and a sixth gear driving gear are fixedly arranged on the second input shaft, the first output shaft idler is provided with a first gear driven gear, a second gear driven gear, a third gear driven gear and a fourth gear driven gear, the first output shaft is further provided with a first output gear, the second output shaft idler is provided with a fifth gear driven gear, a sixth gear driven gear and a reverse gear driven gear, and the second output shaft is further provided with a second output gear;
the first-gear driven gear and the third-gear driven gear are selectively in power coupling connection with the first output shaft through a third-gear synchronizer, the second-gear driven gear and the fourth-gear driven gear are selectively in power coupling connection with the first output shaft through a second-fourth-gear synchronizer, the fifth-gear driven gear is selectively in power coupling connection with the second output shaft through a fifth-gear synchronizer, and the sixth-gear driven gear and the reverse-gear driven gear are selectively in power coupling connection with the second output shaft through a sixth-reverse-gear synchronizer;
when the first gear, the second gear, the third gear and the fourth gear are in first gear, the third end of the first transmission mechanism is in power coupling connection with the first end of the first transmission mechanism, and the first motor generator is suitable for being in power coupling with the first output shaft through the first transmission mechanism;
in fifth and sixth gears, the third end of the first transmission mechanism is in power coupling connection with the second end of the first transmission mechanism, and the first motor generator is suitable for being in power coupling with the second output shaft through the first transmission mechanism.
9. The power drive system of claim 8, wherein the first gear drive gear and the reverse drive gear are integrated into a reverse drive gear that is meshed with the first gear driven gear and the reverse driven gear;
the three-gear driving gear and the five-gear driving gear are integrated into a three-five-gear driving gear, and the three-five-gear driving gear is meshed with the three-gear driven gear and the five-gear driven gear;
the four-gear driving gear and the six-gear driving gear are integrated into a four-six-gear driving gear, and the four-six-gear driving gear is meshed with the four-gear driven gear and the six-gear driven gear.
10. A vehicle characterized by having a power drive system according to any one of claims 1-9.
CN201811458555.5A 2018-11-30 2018-11-30 Power driving system and vehicle Pending CN111251867A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN201811458555.5A CN111251867A (en) 2018-11-30 2018-11-30 Power driving system and vehicle

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CN201811458555.5A CN111251867A (en) 2018-11-30 2018-11-30 Power driving system and vehicle

Publications (1)

Publication Number Publication Date
CN111251867A true CN111251867A (en) 2020-06-09

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Family Applications (1)

Application Number Title Priority Date Filing Date
CN201811458555.5A Pending CN111251867A (en) 2018-11-30 2018-11-30 Power driving system and vehicle

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Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN105422758A (en) * 2014-09-23 2016-03-23 现代自动车株式会社 Power Transmission Apparatus For Hybrid Electric Vehicle
CN206201954U (en) * 2016-06-29 2017-05-31 比亚迪股份有限公司 Power-driven system and vehicle
CN107539108A (en) * 2016-06-29 2018-01-05 比亚迪股份有限公司 Power-driven system and vehicle
CN107539107A (en) * 2016-06-29 2018-01-05 比亚迪股份有限公司 Power-driven system and vehicle
CN107599818A (en) * 2017-10-19 2018-01-19 上海汽车变速器有限公司 Hybrid power double-clutch speed changer

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN105422758A (en) * 2014-09-23 2016-03-23 现代自动车株式会社 Power Transmission Apparatus For Hybrid Electric Vehicle
CN206201954U (en) * 2016-06-29 2017-05-31 比亚迪股份有限公司 Power-driven system and vehicle
CN107539108A (en) * 2016-06-29 2018-01-05 比亚迪股份有限公司 Power-driven system and vehicle
CN107539107A (en) * 2016-06-29 2018-01-05 比亚迪股份有限公司 Power-driven system and vehicle
CN107599818A (en) * 2017-10-19 2018-01-19 上海汽车变速器有限公司 Hybrid power double-clutch speed changer

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