CN210970650U

CN210970650U - Hybrid power system and vehicle with same

Info

Publication number: CN210970650U
Application number: CN201921851379.1U
Authority: CN
Inventors: 杨胜麟; 邹小松; 杨宁宁
Original assignee: BYD Co Ltd; BYD Auto Co Ltd
Current assignee: BYD Co Ltd; BYD Auto Co Ltd
Priority date: 2019-10-30
Filing date: 2019-10-30
Publication date: 2020-07-10
Anticipated expiration: 2029-10-30

Abstract

The utility model discloses a hybrid power system and vehicle that has it, hybrid power system includes: the dual-input shaft transmission is in power connection with the engine through a first clutch; the motor generator includes: the double-input-shaft transmission comprises a motor body, a power generation end, a driving end and a second clutch, wherein the power generation end is in power connection with a first input shaft or a second input shaft of the double-input-shaft transmission; the differential is respectively in power connection with an output shaft of the double-input-shaft transmission and a driving end of the motor generator; the power generation end and the driving end are selectively in power connection with the motor body through the second clutch respectively; wherein the second clutch is configured as a dual clutch. Therefore, the hybrid power system has the advantages of low space occupation, low cost, simple arrangement and high transmission efficiency in a conventional driving mode and an electric driving mode.

Description

Hybrid power system and vehicle with same

Technical Field

The utility model belongs to the technical field of the vehicle technique and specifically relates to a hybrid power system and have its vehicle is related to.

Background

In the related art, in the existing hybrid power driving system, there are two technical schemes, one is to couple the motor directly to the traditional fuel power system to form the hybrid power system, and the other is to couple the engine and the motor to form the hybrid power system on the single-gear reducer, the former has a complex structure, numerous parts, large occupied space, difficult arrangement, heavy weight and high cost, while the latter has a relatively simple structure, but the engine has only one gear, the engine is driven in a low-speed working condition in a hybrid manner, the efficiency is low, the dynamic property of the whole vehicle is relatively poor, and the vehicle is difficult to run under the condition of severe battery feeding. For hybrid power, the engine does not need to independently drive the vehicle under all working conditions due to the intervention of the motor, so that the engine gear is feasible to be properly reduced, and meanwhile, the engine still has proper gear number, so that the vehicle can still be driven by the engine to run under the condition of serious power feeding of a battery, and the defect of single-gear driving is avoided.

SUMMERY OF THE UTILITY MODEL

The utility model discloses aim at solving one of the technical problem that exists among the prior art at least. For this reason, an object of the utility model is to provide a hybrid system, hybrid system's space occupies lowly, with low costs, arranges simply, and transmission efficiency under conventional drive and the electric drive mode is all higher.

The utility model discloses a vehicle with above-mentioned hybrid power system is further proposed.

According to the utility model discloses hybrid power system of first aspect embodiment includes: the dual-input shaft transmission is in power connection with the engine through a first clutch; the motor generator includes: the double-input-shaft transmission comprises a motor body, a power generation end, a driving end and a second clutch, wherein the power generation end is in power connection with a first input shaft or a second input shaft of the double-input-shaft transmission; the differential is respectively in power connection with an output shaft of the double-input-shaft transmission and a driving end of the motor generator;

the power generation end and the driving end are selectively in power connection with the motor body through the second clutch respectively; wherein

The second clutch is configured as a dual clutch.

According to the hybrid power system provided by the embodiment of the utility model, on one hand, the power performance is better, the transmission efficiency under the driving of the motor generator and the driving of the engine is better, and the power generation efficiency when the engine drives the motor generator to generate power is higher; on the other hand, the gear of the transmission is more reasonable, the occupied space is smaller, a starting motor does not need to be arranged, and the cost of the hybrid power system is lower.

According to some embodiments of the utility model, the power generation end includes: the power generation end driven gear and the power generation end driving gear set, the power generation end driven gear with motor body power connection, the power generation end driving gear set with first input shaft perhaps second input shaft power connection, the drive end includes: the differential mechanism comprises a drive end driving gear and a drive end driven gear set, wherein the drive end driven gear set is in power connection with the differential mechanism, and the power generation end driving gear set and the drive end driven gear set are both in one-stage or multi-stage gear transmission.

In some embodiments, the second clutch is disposed between the power generation end driving gear set and the power generation end driven gear or is disposed coaxially with a motor shaft of the motor body.

According to some embodiments of the present invention, the dual input shaft transmission further comprises: the output shaft is selectively in power connection with the first input shaft or the second input shaft, a first driving gear is arranged on the first input shaft, a second driving gear is arranged on the second input shaft, and a first driven gear meshed with the first driving gear and a second driven gear meshed with the second driving gear are arranged on the output shaft.

Further, the dual input shaft transmission further comprises: the first active synchronizer is arranged on the first input shaft or the output shaft, and the second active synchronizer is arranged on the second input shaft or the output shaft.

Further, the power generation end is in power connection with the first driving gear or the second driving gear.

Further, the power generation end is in power connection with the first driven gear or the second driven gear.

In some embodiments, the first clutch of the dual input shaft transmission is configured as a dual clutch, the first clutch being adapted to control the first input shaft and/or the second input shaft to be coupled or decoupled from the engine power, respectively.

According to some embodiments of the invention, the dual input shaft transmission is configured as any one of a three-speed, a four-speed, and a five-speed transmission.

According to the utility model discloses vehicle of second aspect embodiment includes: the hybrid system described in the above embodiment.

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:

FIG. 1 is a schematic illustration of a first embodiment of a hybrid powertrain according to an embodiment of the present invention;

FIG. 2 is a schematic illustration of a second embodiment of a hybrid powertrain according to an embodiment of the present invention;

FIG. 3 is a schematic illustration of a third embodiment of a hybrid powertrain according to an embodiment of the present invention;

fig. 4 is a schematic view of a variant embodiment of the first embodiment of the hybrid system according to an embodiment of the invention;

fig. 5 is a schematic view of a variant embodiment of the second embodiment of the hybrid system according to an embodiment of the invention;

fig. 6 is a schematic view of a variant embodiment of the third embodiment of the hybrid system according to an embodiment of the invention;

FIG. 7 is a schematic illustration of a four-speed hybrid powertrain according to an embodiment of the present invention;

fig. 8 is a schematic view of a vehicle according to an embodiment of the present invention.

Reference numerals:

in the case of the vehicle 1000, the vehicle,

the hybrid power system 100 is provided with a hybrid power system,

the engine (10) is provided with a motor,

a dual input shaft transmission 20, a first input shaft 21, a first driving gear 211, a second input shaft 22, a second driving gear 221, an output shaft 23, a first driven gear 231, a second driven gear 232, a first clutch 24, a first driving synchronizer 25, a second driving synchronizer 26,

a motor generator 30, a motor body 31, a power generation end 32, a power generation end driven gear 321, a power generation end driving gear set 322, a driving end 33, a driving end driving gear 331, a driving end driven gear set 332,

a second clutch 40, a differential 50, and a final drive 60.

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 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 drawings are exemplary only for the purpose of explaining the present invention, and should not be construed as limiting the present invention.

A hybrid system 100 according to an embodiment of the present invention is described below with reference to fig. 1 to 8.

As shown in fig. 1 to 7, a hybrid system 100 according to an embodiment of the first aspect of the present invention includes: the dual-input-shaft transmission comprises an engine 10, a dual-input-shaft transmission 20, a motor generator 30 and a differential 50, wherein the dual-input-shaft transmission 20 is in power connection with the engine 10 through a first clutch 24; the motor generator 30 includes: the motor comprises a motor body 31, a power generation end 32 and a driving end 33, wherein the power generation end 32 is in power connection with a first input shaft 21 or a second input shaft 22 with double input shafts for speed change; the differential 50 is respectively in power connection with the output shaft 23 of the dual-input shaft transmission 20 and the driving end 33 of the motor generator 30; the power generation end 32 and the driving end 33 are selectively in power connection with the motor body 31 through a second clutch 40; wherein the second clutch 40 is designed as a dual clutch.

Specifically, the engine 10 is power coupled to the dual input shaft transmission 20 and selectively outputs power toward the differential 50, the generator end 32 of the motor generator 30 is power coupled directly to the first input shaft 21 or the second input shaft 22, and the drive end 33 is power coupled directly to the differential 50.

Furthermore, based on the fact that the motor generator 30 is directly connected to the first input shaft 21 or the second input shaft 22, during the starting process of the engine 10, the motor generator 30 can perform the same function as a starter motor, and meanwhile, the dual-input shaft transmission 20 has at least two gears, compared with the hybrid power system 100 with a single gear, the working efficiency of the engine 10 is higher, so that the engine 10 can still drive the vehicle 1000 to run within the whole vehicle speed range, and compared with the conventional power vehicle 1000, the transmission has smaller volume and is convenient and simple to arrange.

Wherein, the power generation end 32 and the driving end 33 are selectively connected with the motor body 31 through the second clutch 40, and the second clutch 40 is configured as a double clutch, so that the power generation end 32 and the motor body 31 or the driving end 33 and the motor body 31 can be controlled separately for power connection, interference between the two can not occur, and the power switching of the motor generator 30 between the driving end 33 and the power generation end 32 is simpler, more convenient, more stable and more reliable.

Further, when the drive end 33 is power-connected to the motor body 31, the motor generator 30 supplies power to the differential 50, and when the power generation end 32 is power-connected to the motor body 31, the transmission drives the motor generator 30 to generate power.

Meanwhile, the power of the engine 10 and the power of the motor generator 30 are power-coupled on the differential 50.

According to the utility model discloses hybrid system 100 has following advantage:

(1) compared with the hybrid power system 100 with a single gear, the engine 10 has higher efficiency, and because the engine 10 keeps the proper number of gears, the engine 10 can still drive the vehicle 1000 to run in the full speed range, and under the condition of serious power feeding of the battery, the vehicle 1000 can still run normally.

(2) The engine 10 and the electric motor 30 are power-coupled at the differential 50, and the vehicle 1000 can be jointly driven in the full vehicle speed range, so that the dynamic property is very good, and the number of parts of the dual-input shaft transmission 20 can be reduced to reduce the size of the dual-input shaft transmission 20.

(3) Compared with the hybrid power system 100 which is coupled with the motor generator 30 on the transmission of the conventional power vehicle 1000, the hybrid power system is more favorable for the coupling arrangement design of the motor generator 30 due to the reduction of partial gears, greatly reduces the number of parts, the volume, the weight and the like, is more favorable for structural arrangement in a narrow vehicle 1000 space, and greatly reduces the cost under the condition of no power loss and economy.

(4) The engine 10 can be started by directly using the motor generator 30 without separately providing a starter motor for the engine 10, and the cost can be further reduced.

(5) Engine 10 and motor generator 30 can separate with the wheel completely to can realize pure electricity generation mode, if the cooperation back-drive pure electric drive system, can realize pure series connection mode, engine 10 can be fixed and generate electricity for motor generator 30 at a high-efficient operating point this moment, thereby make engine 10's efficiency further improve.

In summary, according to the hybrid system 100 of the embodiment of the present invention, on one hand, the power performance is better, the transmission efficiency under the driving of the motor generator 30 and the driving of the engine 10 is better, and the power generation efficiency when the engine 10 drives the motor generator 30 to generate power is higher; on the other hand, the gears of the transmission are more reasonable, the occupied space is smaller, and a starting motor is not required to be arranged, so that the cost of the hybrid power system 100 is lower.

According to some embodiments of the present invention, the power generation end 32 includes: end driven gear 321 and end drive gear group 322 generate electricity, end driven gear 321 and motor body 31 power connection generate electricity, end drive gear group 322 and first input shaft 21 or second input shaft 22 power connection generate electricity, drive end 33 includes: a drive end driving gear 331 and a drive end driven gear set 332, the drive end driven gear set 332 is in power connection with the differential 50, and the power generation end driving gear set 322 and the drive end driven gear set 332 are both configured to be in one-stage or multi-stage gear transmission.

Therefore, the speed reduction and the torque increase can be effectively carried out through the multi-stage gear transmission of the driving end driven gear set 332, so that the driving effect of the motor generator 30 is better, and the driving force in the electric driving mode is larger; the rotation speed can be effectively increased by the multi-stage gear transmission of the power generation end driving gear group 322, thereby improving the power generation efficiency of the motor generator 30.

As shown in fig. 1, 2, and 3, the second clutch 40 is disposed between the power generation end driving gear set 322 and the power generation end driven gear 321 or coaxially with the motor shaft of the motor body 31.

In other words, in some embodiments, one side of the second clutch 40 is provided with the power generation end driven gear 321, the motor body 31, and the other side is provided with the power generation end driving gear set 322, the drive end driving gear 331, and the drive end 33 driven gear; in other embodiments, the motor body 31 is disposed on one side of the second clutch 40, and the power generation end driving gear set 322, the driving end driving gear 331, the driving end 33 driven gear and the power generation end driven gear 321 are disposed on the other side of the second clutch 40.

According to some embodiments of the present invention, dual input shaft transmission 20 further comprises: an output shaft 23 selectively power-connected to the first input shaft 21 or the second input shaft 22, the first input shaft 21 being provided with a first driving gear 211, the second input shaft 22 being provided with a second driving gear 221, the output shaft 23 being provided with a first driven gear 231 engaged with the first driving gear 211 and a second driven gear 232 engaged with the second driving gear 221.

It will be appreciated that the transmission of the present embodiment is configured as a dual input shaft transmission 20, and both the first input shaft 21 and the second input shaft 22 are engaged with the same output shaft 23, so that the size of the dual input shaft transmission 20 can be reduced, and the space occupation of the dual input shaft transmission 20 can be made lower.

It should be noted that, on one hand, the gears of the dual-input shaft transmission 20 are more reasonable, and the space occupation can be reduced, so that the number of the output shafts 23 is reduced, and the space occupation of the dual-input shaft transmission 20 can be further reduced.

As shown in fig. 1-7, the dual input shaft transmission 20 further includes: a first active synchronizer 25 and a second active synchronizer 26, the first active synchronizer 25 being provided on the first input shaft 21 or the output shaft 23, the second active synchronizer 26 being provided on the second input shaft 22 or the output shaft 23.

In other words, the first driving synchronizer 25 is adapted to lock the first driving gear 211 with the first input shaft 21 or lock the first driven gear 231 with the output shaft 23, and the second driving synchronizer 26 is adapted to lock the second driving gear 221 with the second input shaft 22 or lock the second driven gear 232 with the output shaft 23, so as to realize the power output of the engine 10.

Further, in some embodiments, the power generation end 32 is in power connection with the first driving gear 211 or the second driving gear 221; in other embodiments, the power generation end 32 is in power connection with the first driven gear 231 or the second driven gear 232.

It will be appreciated that the first clutch 24 of the dual input shaft transmission 20 is configured as a dual clutch, the first clutch 24 being adapted to control the first input shaft 21 and/or the second input shaft 22 to be power coupled to or decoupled from the engine 10, respectively.

The first driving gear 211 and the second driving gear 221 are collectively referred to as a gear driving gear, and correspond to a 1-N gear driving gear; the first driven gear 231 and the second driven gear 232 are collectively referred to as a range driven gear, which corresponds to a 1-N range driven gear. Each of the first driving gears 211 and the first driven gear 231 engaged therewith, each of the second driving gears 221 and the second driven gear 232 engaged therewith define a shift position therebetween.

As shown in fig. 7, the dual input shaft transmission 20 is configured as any one of a three-speed, a four-speed, and a five-speed transmission. Therefore, the gear number of the dual-input shaft transmission 20 is more reasonable, and the vehicle 1000 with different use requirements can be used.

As shown in fig. 8, a vehicle 1000 according to an embodiment of the second aspect of the present invention includes: the hybrid system 100 in the above embodiment.

According to the embodiment of the present invention, the vehicle 1000, which adopts the hybrid system 100, has the same technical effects as the hybrid system 100, and is not described herein.

It is understood that the hybrid system 100 of the present embodiment has a plurality of operating modes, specifically as follows:

(1) driving mode of engine 10:

in this operation mode, the engine 10 alone drives the vehicle 1000, the motor generator 30 is not operated, the second clutch 40 is in the neutral state, and the first clutch 24 and the first and second

active synchronizers

25 and 26 are controlled, whereby the engine 10 can be operated in the gear positions corresponding to the plurality of first driving gears 211 and the plurality of second driving gears 221.

Power flow in the driving mode of the engine 10:

first input shaft 21 power flow:

the engine 10 → the first clutch 24 → the first input shaft 21 → the first driving gear 211 → the first driven gear 231 → the first driving synchronizer 25 → the output shaft 23 → the final reduction gear group → the differential 50 → the left and right axle shafts;

second input shaft 22 power flow:

the engine 10 → the first clutch 24 → the second input shaft 22 → the second driving gear 221 → the second driven gear 232 → the second driving synchronizer 26 → the output shaft 23 of the output shaft 23 → the final reduction gear set → the differential 50 → the left and right axle shafts;

(2) motor generator 30 drive mode:

in this operating mode, the motor generator 30 alone drives the vehicle 1000, the engine 10 is not operated, the first clutch 24 is disengaged, the second clutch 40 is locked with the drive end 33, and in the motor generator 30 driving mode, the motor generator 30 is fixed in a gear position for operation.

Power flow in the motor generator 30 drive mode:

motor generator 30 → motor shaft → second clutch 40 → drive-end drive gear 331 → drive-end driven gear set 332 → main reduction driven gear → differential 50 → left and right half shafts;

(3) engine 10 and motor generator 30 hybrid drive mode:

in this operating mode, the engine 10 and the motor generator 30 jointly drive the vehicle 1000, and by controlling the first clutch 24 and the second clutch 40, the engine 10 can be operated in the gears corresponding to the plurality of first driving gears 211 and the plurality of second driving gears 221, the second clutch 40 is locked with the driving end 33, and the motor generator 30 is fixed to operate in one gear.

The power of the engine 10 and the motor generator 30 is coupled on the final drive driven gear.

Power flow in hybrid drive mode:

1 °, engine 10 → first clutch 24 → first input shaft 21 → first driving gear 211 → first driven gear 231 → first driving synchronizer 25 → output shaft 23 → main reduction gear set (power coupling) → differential 50 → left and right axle shafts;

motor generator 30 → motor shaft → second clutch 40 → drive-end drive gear 331 → drive-end driven gear set 332 → main reduction driven gear (power coupling) → differential 50 → left and right half shafts;

2 °, the engine 10 → the first clutch 24 → the second input shaft 22 → the second driving gear 221 → the second driven gear 232 → the second driving synchronizer 26 → the output shaft 23 of the output shaft 23 → the main reduction gear set (power coupling) → the differential 50 → the left and right axle shafts;

(4) the running power generation working mode is as follows:

in this operating mode, the engine 10 drives the vehicle 1000 and simultaneously generates electric power for the motor generator 30, the first input shaft 21 is in power connection with the engine 10 or the second input shaft 22 is in power connection with the engine 10, and the second clutch 40 is locked with the power generation end 32.

Driving power generation power flow:

engine 10 → first clutch 24 → first input shaft 21 or second input shaft 22 → first driving gear 211 or second driving gear 221 → power generation end driving gear group 322 → second clutch 40 → motor shaft → driving motor generator 30

(5) And (3) generating working mode:

in this operating mode, the engine 10 is only used to generate power for the motor generator 30, and the first input shaft 21 or the second input shaft 22 is in power connection with the engine 10, the first active synchronizer 25 and the second active synchronizer 26 are in neutral, and the second clutch 40 is locked with the power generation end 32.

Power generation power flow:

(6) Brake feedback working mode:

in the operating mode, the engine 10 does not operate, the motor generator 30 generates electricity in a feedback mode, the clutch is disengaged, the second clutch 40 is locked with the driving end 33, and the vehicle 1000 generates electricity in a feedback mode by the driving end 33 to the motor generator 30.

Braking feedback power flow:

wheel → left and right half shafts → differential 50 → final drive 60 gear set → drive-end drive gear 331 → drive-end driven gear set 332 → second clutch 40 → motor shaft → drive motor generator 30

It should be noted that the power generation end 32 of the present embodiment is not limited to be meshed with the first driving gear 211 or the second driving gear 221, and in other embodiments, the power generation end 32 may also be meshed with the second driven gear 232 or the first driven gear 231.

The hybrid system 100 of the present invention will be described in detail with reference to fig. 1 to 7.

The first embodiment:

as shown in fig. 1, a hybrid system 100 according to a first embodiment of the present invention includes: the engine 10, the first clutch 24, the dual input shaft transmission 20, the motor generator 30, and the final drive 60, as well as the differential 50 and the second clutch 40.

The dual input shaft transmission 20 is configured as a three-speed transmission, the first input shaft 21 is configured as a two-speed input shaft, the second input shaft 22 is configured as a one-speed input shaft, the first input shaft 21 has two first driving gears 211, the second input shaft 22 has one second driving gear 221, the output shaft 23 has two first driven gears 231 and one second driven gear 232, and a second driving synchronizer 26 is disposed between the two first driven gears 231.

The motor body 31 is in power connection with a power generation end driven gear 321 through a motor shaft, the power generation end driven gear 321 is fixedly connected with the second clutch 40, a power generation end driving gear set 322 is fixedly connected with the first input shaft 21 and selectively locked with the second clutch 40, a driving end driving gear 331 is also selectively locked with the second clutch 40, and a driving end driven gear set 332 is directly in power connection with a driven gear of the main speed reducer 60.

In the first embodiment, the switching of the motor generator 30 between the power generation end 32 and the drive end 33 can be achieved by controlling the first active synchronizer 25 to switch between two gears on the power first input shaft 21, controlling the first clutch 24 to achieve power connection of the first input shaft 21 or the second input shaft 22 with the engine 10, and controlling the second clutch 40 to achieve switching between the power generation end 32 and the drive end 33.

Second embodiment:

as shown in fig. 2, a hybrid system 100 according to a second embodiment of the present invention includes: the engine 10, the first clutch 24, the dual input shaft transmission 20, the motor generator 30, and the final drive 60, as well as the differential 50 and the second clutch 40.

In the second embodiment, the switching of the motor generator 30 between the power generation end 32 and the drive end 33 can be achieved by controlling the first active synchronizer 25 to switch between two gears on the power first input shaft 21, controlling the first clutch 24 to achieve power connection of the first input shaft 21 or the second input shaft 22 with the engine 10, and controlling the second clutch 40 to achieve switching between the power generation end 32 and the drive end 33.

The second embodiment differs from the first embodiment in that in the second embodiment, the drive-side drive gear 331 and the power-generation-side driven gear 321 are disposed on the same side of the second clutch 40, and the final drive 60 is symmetrical in two, one of which is power-connected to the output shaft 23 and the other of which is power-connected to the drive-side driven gear set 332.

The third embodiment:

as shown in fig. 3, a hybrid system 100 according to a third embodiment of the present invention includes: the engine 10, the first clutch 24, the dual input shaft transmission 20, the motor generator 30, and the final drive 60, as well as the differential 50 and the second clutch 40.

The motor shaft of the motor body 31 is fixedly connected with the second clutch 40, the power generation end driven gear 321 and the drive end driving gear 331 are both selectively locked with the second clutch 40, the power generation end driving gear set 322 is in power connection with the first input shaft 21, and the drive end driven gear set 332 is directly in power connection with the driven gear of the main reducer 60.

In the third embodiment, the switching of the motor generator 30 between the power generation end 32 and the drive end 33 can be achieved by controlling the first active synchronizer 25 to switch between two gears on the power first input shaft 21, controlling the first clutch 24 to achieve power connection of the first input shaft 21 or the second input shaft 22 with the engine 10, and controlling the second clutch 40 to achieve switching between the power generation end 32 and the drive end 33.

The third embodiment differs from the first embodiment in that the power generation-side driven gear 321 is selectively locked with the second clutch 40 in the third embodiment.

Referring to the first to third embodiments described above, further, as shown in fig. 4, a first active synchronizer 25 may be located on the output shaft 23, a second active synchronizer 26 may be located on the second input shaft 22, and the second input shaft 22 may be in power connection with the power generation end drive gear set 322.

It is also possible to have both the first active synchronizer 25 and the second active synchronizer 26 on the second input shaft 22.

As shown in fig. 5, referring to the first to third embodiments, further, the first active synchronizer 25 and the second active synchronizer 26 may be both located on the output shaft 23, and the first active gear 211 is in power connection with the power generation end active gear set 322.

As shown in fig. 6, referring to the first to third embodiments, further, the first input shaft 21 may be configured as a two-gear input shaft, the second input shaft 22 may be configured as a one-gear input shaft, the first active synchronizer 25 is located on the first input shaft 21, the second active synchronizer 26 is located on the output shaft 23, and one of the two first driving gears 211 is in power connection with the power generation-end driving gear group 322.

In other words, the first active synchronizer 25 may be disposed on the first input shaft 21 or on the output shaft 23, the second active synchronizer 26 may be disposed on the second input shaft 22 or on the output shaft 23, and the first input shaft 21 or the second input shaft 22 is in power connection with the power generation-side driving gear set 322.

Of course, the hybrid powertrain system 100 of the present embodiment is not limited thereto, and in other embodiments, the dual input shaft transmission 20 is configured as a 4-speed transmission or a 5-speed transmission.

As shown in fig. 7, the dual input shaft transmission 20 is configured as a 4-speed transmission, the first input shaft 21 and the second input shaft 22 are each configured as a two-speed input shaft, and two speeds are provided on the first input shaft 21 and the second input shaft 22, respectively. The arrangement of the remaining components may be the same as that of the first to third embodiments described above in the modified structure shown in fig. 4 to 6.

The dual input shaft transmission 20 may also be configured as a 5-speed transmission, one of the first input shaft 21 and the second input shaft 22 is configured as a two-speed input shaft, the other is configured as a three-speed input shaft, and the arrangement of the remaining components is identical to that of the first to third embodiments described above in the modified configuration shown in fig. 4 to 6.

It will be appreciated that reverse gear can also be provided on the dual input shaft transmission 20 of the present embodiment.

In the description of the present invention, it is to be understood that the terms "center", "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, indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings, and are only for convenience of description and simplicity of description, and do not indicate or imply that the device or element referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore, should not be construed as limiting the present 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 "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, the first feature being "on", "above" and "above" the second feature includes the first feature being directly above and obliquely above the second feature, or merely indicating that the first feature is at a higher 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 present 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 present 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

1. A hybrid powertrain system, comprising:

an engine;

a dual input shaft transmission in power connection with the engine through a first clutch;

a motor generator, the motor generator comprising: the double-input-shaft transmission comprises a motor body, a power generation end, a driving end and a second clutch, wherein the power generation end is in power connection with a first input shaft or a second input shaft of the double-input-shaft transmission; and

the differential is respectively in power connection with an output shaft of the double-input-shaft transmission and a driving end of the motor generator;

The second clutch is configured as a dual clutch.

2. The hybrid system of claim 1, wherein the power generation end comprises: the power generation end driven gear and the power generation end driving gear set, the power generation end driven gear with motor body power connection, the power generation end driving gear set with first input shaft perhaps second input shaft power connection, the drive end includes: the differential mechanism comprises a drive end driving gear and a drive end driven gear set, wherein the drive end driven gear set is in power connection with the differential mechanism, and the power generation end driving gear set and the drive end driven gear set are both in one-stage or multi-stage gear transmission.

3. The hybrid system according to claim 2, wherein the second clutch is provided between the power generation end drive gear group and the power generation end driven gear or coaxially with a motor shaft of the motor body.

4. The hybrid powertrain system of claim 1, wherein the dual input shaft transmission further comprises: the output shaft is selectively in power connection with the first input shaft or the second input shaft, a first driving gear is arranged on the first input shaft, a second driving gear is arranged on the second input shaft, and a first driven gear meshed with the first driving gear and a second driven gear meshed with the second driving gear are arranged on the output shaft.

5. The hybrid powertrain system of claim 4, wherein the dual input shaft transmission further comprises: the first active synchronizer is arranged on the first input shaft or the output shaft, and the second active synchronizer is arranged on the second input shaft or the output shaft.

6. The hybrid system of claim 4, wherein the power generation end is in power communication with the first drive gear or the second drive gear.

7. The hybrid system of claim 4, wherein the power generation end is in power connection with the first driven gear or the second driven gear.

8. The hybrid powertrain system of claim 4, wherein the first clutch of the dual input shaft transmission is configured as a dual clutch adapted to control the first input shaft and/or the second input shaft to be dynamically coupled to or decoupled from the engine, respectively.

9. The hybrid powertrain system of any of claims 1-8, wherein the dual input shaft transmission is configured as any of a three-speed, a four-speed, and a five-speed transmission.

10. A vehicle, characterized by comprising: the power system of any one of claims 1-9.