CN210970651U

CN210970651U - Hybrid power system and vehicle with same

Info

Publication number: CN210970651U
Application number: CN201921851402.7U
Authority: CN
Inventors: 杨胜麟; 邹小松; 李圣悦
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 clutch; the motor generator includes: the motor comprises a motor body, a power generation end and a driving end, wherein the power generation end is in power connection with at least one gear driving gear or at least one gear driven gear in a 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; wherein the power generation end driven gear and the drive end driving gear are both selectively in power connection with the motor body, and the power generation end driving gear set and the drive end driven gear set are arranged in a staggered mode. 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 clutch; the motor generator includes: the double-input-shaft transmission comprises a motor body, a power generation end and a driving end, wherein the power generation end is in power connection with at least one gear driving gear or at least one gear driven gear in 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 includes: the driven gear of electricity generation end and the driven gear group of electricity generation end, electricity generation end driven gear group with the gear driving gear or gear driven gear power connection, the drive end includes: a drive-end drive gear and a drive-end driven gear set, the drive-end driven gear set being in power connection with the differential, wherein

The power generation end driven gear and the driving end driving gear are both selectively in power connection with the motor body, and the power generation end driving gear set and the driving end driven gear set are arranged in a staggered mode.

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 invention, the power generation end drive gear set and the drive end driven gear set are both configured as one-stage or multi-stage gear drives.

In some embodiments, the power generation end driven gear and the drive end driving gear are in power connection with the motor body through a bidirectional synchronizer, the bidirectional synchronizer is arranged on a motor shaft of the motor body, the power generation end driven gear and the drive end driving gear are both arranged on the motor shaft, the power generation end driven gear is selectively in power connection with the motor shaft, and the drive end driving gear is selectively in power connection with the motor shaft.

According to some embodiments of the present invention, the dual input shaft transmission comprises: the driving mechanism comprises a first input shaft, a second input shaft sleeved on the first input shaft and an output shaft which is selectively in power connection with the first input shaft or the second input shaft, wherein 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 clutches of the dual input shaft transmission are configured as dual clutches adapted to control the first input shaft and/or the second input shaft to be dynamically coupled to or decoupled from the engine, 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 illustration of a fourth embodiment of a hybrid powertrain according to an embodiment of the present invention;

FIG. 5 is a schematic illustration of a fifth embodiment of a hybrid powertrain according to an embodiment of the present invention;

FIG. 6 is a schematic illustration of a sixth embodiment of a hybrid powertrain according to an embodiment of the present invention;

fig. 7 is a schematic diagram of a hybrid powertrain system according to an embodiment of the present invention (with the first and second active synchronizers both located on the output shaft and the first input shaft in dynamic communication with the power generation end);

fig. 8 is another schematic diagram of a hybrid powertrain system according to an embodiment of the present invention (a first active synchronizer is located on the first input shaft, a second active synchronizer is located on the output shaft, and the first input shaft is in power connection with the power generation end);

fig. 9 is a schematic diagram of a hybrid powertrain system according to an embodiment of the present invention (with the first and second active synchronizers both located on the output shaft and the second input shaft dynamically connected to the power generation end);

fig. 10 is another schematic diagram of a hybrid powertrain system according to an embodiment of the present invention (a first active synchronizer is located on the first input shaft, a second active synchronizer is located on the output shaft, and the second input shaft is in power connection with the power generation end);

FIG. 11 is a schematic illustration of a four-speed hybrid powertrain according to an embodiment of the present invention;

FIG. 12 is a schematic illustration of another four speed hybrid powertrain system (with reverse) according to an embodiment of the present disclosure;

FIG. 13 is a schematic illustration of a five-speed hybrid powertrain according to an embodiment of the present invention;

FIG. 14 is a schematic illustration of another five speed hybrid powertrain system (with reverse) according to an embodiment of the present invention;

fig. 15 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 clutch 24, a first driving synchronizer 25, a second driving synchronizer 26, a meshing gear 27, a countershaft 28, a reverse gear 29,

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 bidirectional synchronizer 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 15.

As shown in fig. 1 to 14, 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 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 at least one gear driving gear or at least one gear driven gear in the dual-input shaft transmission 20.

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 terminal 32 includes: generate electricity end driven gear 321 and generate electricity end drive gear group 322, generate electricity end drive gear group 322 and gear driving gear or gear driven gear power connection, drive end 33 includes: a drive-end drive gear 331 and a drive-end driven gear set 332, the drive-end driven gear set 332 being in power connection with the differential 50, wherein

The power generation end driven gear 321 and the driving end driving gear 331 are both selectively in power connection with the motor body 31, and the power generation end driving gear set 322 and the driving end driven gear set 332 are arranged in a staggered mode.

Preferably, the power generation-side driven gear 321 and the drive-side driving gear 331 are selectively power-connected to the motor body 31 through the bidirectional synchronizer 40.

Specifically, engine 10 is power coupled to dual input shaft transmission 20 and selectively outputs power toward differential 50, motor generator 30 has its power generation end 32 power coupled to a range driven gear or a range driving gear, and drive end 33 directly power coupled to differential 50.

Furthermore, based on the fact that the motor generator 30 is directly connected to the gear driving gear or the gear driven gear, 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 single-gear hybrid power system 100, the working efficiency of the engine 10 is higher, so that the engine 10 can still drive the vehicle 1000 to run within the full vehicle speed range, and compared with the conventional power vehicle 1000, the transmission has smaller volume and is convenient and simple to arrange.

The power generation end 32 and the driving end 33 are selectively in power connection with the motor body 31 through the bidirectional synchronizer 40, the motor generator 30 provides power towards the differential 50 when the driving end 33 is in power connection with the motor body 31, and the transmission drives the motor generator 30 to generate power when the power generation end 32 is in power connection with the motor body 31.

It can be understood that, the power generation end driven gear 321 and the driving end driving gear 331 are both selectively in power connection with the motor body 31, which means that: in some embodiments, the power generation-side driven gear 321 and the driving-side driving gear 331 are selectively power-connected to the motor body 31 through two-way synchronizers, and in other embodiments, the power generation-side driven gear 321 is power-connected to the motor body 31 through one synchronizer and the driving-side driving gear 331 is power-connected to the motor body 31 through another synchronizer 40.

It can be understood that the selective power connection of the power generation end 32 and the driving end 33 with the motor body 31 through the synchronizer 40 means that: in some embodiments, the power generation end 32 and the driving end 33 are selectively power connected to the motor body 31 through a bidirectional synchronizer, and in other embodiments, the power generation end 32 and the driving end 33 are respectively power connected to the motor body 31 through a synchronizer 40.

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 motor generator 30 are power-coupled at the differential 50, and the vehicle 1000 can be jointly driven at 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) The engine 10 and the motor generator 30 can be completely separated from the wheels, so that a pure power generation working mode, such as parking power generation, can be realized, if a rear-drive pure electric drive system is matched, a pure series working mode can be realized, and at the moment, the engine 10 can be fixed at a high-efficiency working point to generate power for the motor generator 30, so that the efficiency of the engine 10 is further improved.

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.

In addition, it can be understood that the power generation end driving gear set 322 and the driving end driven gear set 332 are arranged in a staggered manner, so that the power generation end driving gear set 322 and the driving end driven gear set 332 are respectively located on two sides of the motor shaft of the motor body 31, the arrangement of the power generation end driving gear set and the driving end driven gear set is convenient, and meanwhile, interference between the power generation end driving gear set 322 and the driving end driven gear set 332 can be avoided when power switching is carried out between the power generation end 32 and the driving end 33.

According to some embodiments of the present invention, the power generation end 32 includes: the power generation end driven gear 321 and the power generation end driving gear set 322, the power generation end driving gear set 322 and the dual-input shaft transmission 20 are in power connection, and the driving end 33 comprises: 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.

In some embodiments, the bidirectional synchronizer 40 is disposed on a motor shaft of the motor body 31, the power generation-end driven gear 321 and the drive-end driving gear 331 are both disposed on the motor shaft, the power generation-end driven gear 321 is selectively and dynamically connected with the motor shaft, and the drive-end driving gear 331 is selectively and dynamically connected with the motor shaft.

That is to say, in some embodiments, the generator driven gear 321, the bidirectional synchronizer 40 and the drive driving gear 331 are sequentially disposed on the motor shaft, and then the bidirectional synchronizer 40 controls the generator driven gear 321 to be locked with the motor shaft or controls the drive driving gear 331 to be locked with the motor shaft, so as to realize the switching between the generation and the driving of the motor generator 30, and make the switching between the generation and the driving of the motor generator 30 simpler and more convenient.

According to some embodiments of the present invention, dual input shaft transmission 20 includes: the driving mechanism comprises a first input shaft 21, a second input shaft 22 sleeved on the first input shaft 21 and an output shaft 23 selectively in power connection with the first input shaft 21 or the second input shaft 22, wherein a first driving gear 211 is arranged on the first input shaft 21, a second driving gear 221 is arranged on the second input shaft 22, and a first driven gear 231 meshed with the first driving gear 211 and a second driven gear 232 meshed with the second driving gear 221 are arranged on the output shaft 23.

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. 1-14, 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 clutches 24 of the dual input shaft transmission 20 are configured as dual clutches adapted to control the first input shaft 21 and/or the second input shaft 22 to be dynamically coupled to and 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. 11-14, the dual input shaft transmission 20 is configured as any 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. 15, 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 does not operate, the bidirectional synchronizer 40 is in the neutral state, and 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 by controlling the clutch and the first and

second driving synchronizers

25 and 26.

Power flow in the driving mode of the engine 10:

first input shaft 21 power flow:

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

second input shaft 22 power flow:

the engine 10 → the 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 → the final reduction gear group → 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 clutch 24 is disengaged, the bidirectional synchronizer 40 is locked with the drive-end driving gear 331, and in the motor generator 30 driving mode, the motor generator 30 is fixed to be operated in one gear.

Power flow in the motor generator 30 drive mode:

motor generator 30 → motor shaft → bidirectional synchronizer 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 clutch 24, the first active synchronizer 25 and the second active synchronizer 26, 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 bidirectional synchronizer 40 is locked with the driving-end driving gear 331, 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 → 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 → bidirectional synchronizer 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 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 → 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 bidirectional synchronizer 40 is locked with the power generation-side driven gear 321.

Driving power generation power flow:

engine 10 → 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 → bidirectional synchronizer 40 → motor shaft → driving motor generator 30

(5) And (3) generating working mode:

in this operating mode, the engine 10 is used only for generating power for the motor generator 30, and at this time, the first input shaft 21 or the second input shaft 22 is in power connection with the engine 10, the first driving synchronizer 25 and the second driving synchronizer 26 are in neutral, and the bidirectional synchronizer 40 is engaged with the power generation-side driven gear 321.

Power generation power flow:

(6) Brake feedback working mode:

in this operating mode, the engine 10 is not operated, the motor generator 30 generates electricity by feedback, the clutch 24 is disengaged, the bidirectional synchronizer 40 is locked with the drive-end driving gear 331, and the vehicle 1000 generates electricity by feedback from the motor generator 30 through the drive end 33.

Braking feedback power flow:

wheel → left and right half shafts → differential 50 → final drive gear set → drive-end drive gear 331 → drive-end driven gear set 332 → 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 321.

The hybrid system 100 of the present invention will be described in detail with reference to fig. 1 to 14.

The first embodiment:

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

The dual-input shaft transmission 20 is configured as a three-gear transmission, the first input shaft 21 is configured as a first-gear input shaft, the second input shaft 22 is configured as a second-gear input shaft, the first input shaft 21 is provided with a first driving gear 211, the second input shaft 22 is provided with two second driving gears 221, the output shaft 23 is provided with a first driven gear 231 and two second driven gears 232, a second driving synchronizer 26 is arranged between the two second driven gears 232, the power generation end driving gear set 322 is configured as an idler gear and is meshed with one of the two second driving gears 221, and the driving end driven gear set 332 is directly in power connection with a driven gear of the main reducer 60.

In the first embodiment, the motor generator 30 can be switched between the power generation end 32 and the drive end 33 by controlling the second active synchronizer 26 to switch power between two gears on the second input shaft 22, the first input shaft 21 or the second input shaft 22 is connected with power of the engine 10 by controlling the clutch 24, and the bidirectional synchronizer 40 provided on the motor shaft is controlled.

Second embodiment:

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

The dual-input shaft transmission 20 is configured as a three-gear transmission, the first input shaft 21 is configured as a first-gear input shaft, the second input shaft 22 is configured as a second-gear input shaft, the first input shaft 21 is provided with a first driving gear 211, the second input shaft 22 is provided with two second driving gears 221 and a meshing wheel 27, the output shaft 23 is provided with a first driven gear 231 and two second driven gears 232, a second driving synchronizer 26 is arranged between the two second driven gears 232, the power generation end driving gear set 322 is configured as an idler gear and is meshed with the meshing wheel 27, and the drive end driven gear set 332 is directly in power connection with the driven gear of the main reducer 60.

In the second embodiment, the motor generator 30 can be switched between the power generation end 32 and the drive end 33 by controlling the second active synchronizer 26 to switch power between two gears on the second input shaft 22, the first input shaft 21 or the second input shaft 22 to be connected with power of the engine 10 by controlling the clutch 24, and the bidirectional synchronizer 40 provided on the motor shaft.

The second embodiment differs from the first embodiment in that a drive-end driving gear 331 is provided adjacent to the motor body 31, a power-generation-end driven gear 331 is provided remote from the motor body 31, and a power-generation-end driving gear group 322 is meshed by a meshing wheel 27 provided on the second input shaft 22 to be power-connected to the second input shaft 22.

The third embodiment:

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

The dual-input shaft transmission 20 is configured as a three-gear transmission, the first input shaft 21 is configured as a first-gear input shaft, the second input shaft 22 is configured as a second-gear input shaft, the first input shaft 21 is provided with a first driving gear 211, the second input shaft 22 is provided with two second driving gears 221 and an engaging wheel 27, the output shaft 23 is provided with a first driven gear 231 and two second driven gears 232, a second driving synchronizer 26 is arranged between the two second driven gears 232, the power generation end driven gear 321 is directly engaged with the engaging wheel 27, and the drive end driven gear set 332 is directly connected with the driven gear of the main reducer 60 in a power mode.

In the third embodiment, the motor generator 30 can be switched between the power generation end 32 and the drive end 33 by controlling the second active synchronizer 26 to switch power between two gears on the second input shaft 22, the first input shaft 21 or the second input shaft 22 to be connected with power of the engine 10 by controlling the clutch 24, and the bidirectional synchronizer 40 provided on the motor shaft.

The third embodiment differs from the first embodiment in that a drive-end driving gear 331 is provided adjacent to the motor body 31, a power-generation-end driven gear 331 is provided remote from the motor body 31, and the power-generation-end driven gear 321 is directly meshed with a meshing wheel 27 provided on the second input shaft 22 to be power-connected with the second input shaft 22.

The fourth embodiment:

as shown in fig. 4, a hybrid system 100 according to a fourth embodiment of the present invention includes: engine 10, clutch 24, dual input shaft transmission 20, motor generator 30, and final drive 60 and differential 50.

The dual-input shaft transmission 20 is configured as a three-gear transmission, the first input shaft 21 is configured as a first-gear input shaft, the second input shaft 22 is configured as a second-gear input shaft, the first input shaft 21 is provided with a first driving gear 211, the second input shaft 22 is provided with two second driving gears 221, the output shaft 23 is provided with a first driven gear 231 and two second driven gears 232, a second driving synchronizer 26 is arranged between the two second driven gears 232, the power generation-end driven gear 321 is directly meshed with one of the two second driving gears 221, and the drive-end driven gear set 332 is directly in power connection with the driven gear of the main reducer 60.

In the fourth embodiment, the motor generator 30 can be switched between the power generation end 32 and the drive end 33 by controlling the second active synchronizer 26 to switch power between two gears on the second input shaft 22, the first input shaft 21 or the second input shaft 22 to be connected with power of the engine 10 by controlling the clutch 24, and the bidirectional synchronizer 40 provided on the motor shaft.

The fourth embodiment is different from the first embodiment in that the power generation-side driven gear 321 directly engages with one of the plurality of second driving gears 221 provided at the second input shaft 22 to be power-connected with the second input shaft 22.

Fifth embodiment:

as shown in fig. 5, a hybrid system 100 according to a fifth embodiment of the present invention includes: engine 10, clutch 24, dual input shaft transmission 20, motor generator 30, and final drive 60 and differential 50.

The dual-input shaft transmission 20 is configured as a three-gear transmission, the first input shaft 21 is configured as a first-gear input shaft, the second input shaft 22 is configured as a second-gear input shaft, the first input shaft 21 is provided with a first driving gear 211, the second input shaft 22 is provided with two second driving gears 221, the output shaft 23 is provided with a first driven gear 231 and two second driven gears 232, a second driving synchronizer 26 is arranged between the two second driven gears 232, the first driven gear 231 is matched with the first driving synchronizer 25 arranged on the output shaft 23, the power generation end driven gear 321 is meshed with one of the two second driven gears 232, and the drive end driven gear set 332 is directly in power connection with the driven gear of the main reducer 60.

In the fifth embodiment, the bidirectional synchronizer 40 provided on the motor shaft may be controlled to switch the motor generator 30 between the power generation end 32 and the drive end 33 by controlling the second active synchronizer 26 to switch power between two gears on the second input shaft 22, the first input shaft 21 or the second input shaft 22 to be connected with power of the engine 10 by controlling the clutch 24.

The fifth embodiment differs from the first embodiment in that the power generation-side driven gear 321 directly meshes with one of the plurality of second driven gears 232 provided on the output shaft 23 to be power-connected with the output shaft 23.

Sixth embodiment:

as shown in fig. 6, a hybrid system 100 according to a first embodiment of the present invention includes: the engine 10, the clutch 24, the dual input shaft transmission 20, the motor generator 30, the final drive 60, the differential 50, and the counter shaft 28, the counter shaft 28 being freely fitted on the output shaft 23.

The dual-input shaft transmission 20 is configured as a three-gear transmission, the first input shaft 21 is configured as a first-gear input shaft, the second input shaft 22 is configured as a second-gear input shaft, the first input shaft 21 is provided with a first driving gear 211, the second input shaft 22 is provided with two second driving gears 221, the output shaft 23 is externally sleeved with a countershaft 28, the first driven gear 231 and the driving gear of the main speed reducer 60 are arranged on the output shaft 23, the two second driven gears 232 and an engaging wheel 27 are arranged on the countershaft 28, a second driving synchronizer 26 is arranged between the two second driven gears 232, the power generation end driven gear 321 is engaged with the engaging wheel 27 on the countershaft 28, and the driving end driven gear set 332 is directly in power connection with the driven gear of the main speed reducer 60.

In the sixth embodiment, the bidirectional synchronizer 40 provided on the motor shaft can be controlled to switch the motor generator 30 between the power generation end 32 and the drive end 33 by controlling the second active synchronizer 26 to switch power between two gears on the second input shaft 22, the first input shaft 21 or the second input shaft 22 to be connected with power of the engine 10 by controlling the clutch 24.

The sixth embodiment differs from the first embodiment in that the power generation-side driven gear 321 directly meshes with the engaging wheel 27 provided on the counter shaft 28 to be power-connected with the output shaft 23.

Referring to the first to sixth embodiments, as shown in fig. 7, further, the first driving synchronizer 25 may be located on the output shaft 23, the second driving synchronizer 26 may be located on the second input shaft 22, and the first driving gear 211 may be in power connection with the power generation end driving 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. 8, referring to the first to sixth 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. 9, referring to the first to sixth 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.

As shown in fig. 10, referring to the first to sixth embodiments, it is further possible to configure the first input shaft 21 as a two-gear input shaft, the second input shaft 22 as a one-gear input shaft, the first active synchronizer 25 and the second active synchronizer both located on the output shaft 23, and one of the two first driving gears 211 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. 11 and 12, 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 the generator-side drive gear group 322 is meshed with one of the two first drive gears 211 or the two second drive gears 221. The arrangement of the remaining components may be the same as those of the first to sixth embodiments described above.

Of course, as shown in fig. 12, a reverse gear 29 may also be provided between the power generation-side drive gear group 322 and the first drive gear 211 (first driven gear 231) or between the power generation-side drive gear group 322 and the second drive gear 221 (second driven gear 232).

As shown in fig. 13 and 14, the dual input shaft transmission 20 is 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 power generation-side drive gear group 322 is meshed with one of the plurality of (two or three) first drive gears 211 or the plurality of (two or three) second drive gears 221. The arrangement of the remaining components may be the same as those of the first to sixth embodiments described above.

Of course, as shown in fig. 14, a reverse gear 29 may also be provided between the power generation-side drive gear group 322 and the first drive gear 211 (first driven gear 231) or between the power generation-side drive gear group 322 and the second drive gear 221 (second driven gear 232).

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 clutch;

a motor generator, the motor generator comprising: the double-input-shaft transmission comprises a motor body, a power generation end and a driving end, wherein the power generation end is in power connection with at least one gear driving gear or at least one gear driven gear in 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 power generation end includes: the driven gear of electricity generation end and the driven gear group of electricity generation end, electricity generation end driven gear group with the gear driving gear or gear driven gear power connection, the drive end includes: a drive-end drive gear and a drive-end driven gear set, the drive-end driven gear set being in power connection with the differential, wherein

2. The hybrid powertrain system of claim 1, wherein the power generation-end drive gear set and the drive-end driven gear set are each configured as one or more gear drives.

3. The hybrid system of claim 2, wherein the power generation end driven gear and the drive end drive gear are in power connection with the motor body through a bi-directional synchronizer disposed on a motor shaft of the motor body, the power generation end driven gear and the drive end drive gear are both disposed on the motor shaft, the power generation end driven gear is selectively in power connection with the motor shaft, and the drive end drive gear is selectively in power connection with the motor shaft.

4. The hybrid powertrain system of claim 1, wherein the dual input shaft transmission comprises: the driving mechanism comprises a first input shaft, a second input shaft sleeved on the first input shaft and an output shaft which is selectively in power connection with the first input shaft or the second input shaft, wherein 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. A hybrid powertrain system according to claim 4, wherein the clutches of the dual input shaft transmission are configured as dual clutches adapted to control the first and/or second input shaft to be coupled or decoupled from the engine power, 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.