CN211195834U

CN211195834U - Hybrid power system and vehicle with same

Info

Publication number: CN211195834U
Application number: CN201921878967.4U
Authority: CN
Inventors: 杨胜麟; 邹小松; 周彪
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: 2020-08-07
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 dual clutch, and a driving gear is formed on a shell of the dual 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 a driving gear; 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 is selectively in power connection with the motor body, and the driving end is selectively in power connection with the motor body. 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 on the traditional fuel power system to form the hybrid power system, and the other is to couple the engine and the motor on the single-gear reducer to form the hybrid power system, 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 mode, 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, due to the intervention of the motor, the engine does not need to independently drive the vehicle under all working conditions, so that the gear of the engine is feasible to be properly reduced, and meanwhile, due to the fact that the engine still has proper gear number, 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, and a driving gear is formed on a shell of the 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 a driving gear; 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 initiative gear group of electricity generation end, the initiative gear group of electricity generation end with drive gear power is connected, 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 is selectively in power connection with the motor body through a first synchronizer, and the driving end is selectively in power connection with the motor body through a second synchronizer.

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, and a starting motor is not required to be arranged, so that 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 is selectively and dynamically connected with the motor body through a first synchronizer, the driving end is selectively and dynamically connected with the motor body through a second synchronizer, the first synchronizer is arranged on a motor shaft of the motor body or on a first intermediate shaft where the power generation end driving gear set is located, and the second synchronizer is arranged on the motor shaft of the motor body or on a second intermediate shaft where the driving end driven gear set is located.

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 view of a variant embodiment of the first embodiment of the hybrid system according to an embodiment of the invention;

FIG. 3 is a schematic illustration of a second 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 second embodiment of the hybrid system according to an embodiment of the invention;

fig. 5 is a schematic diagram of a four-speed hybrid powertrain according to an embodiment of the present invention;

FIG. 6 is a schematic illustration of another four-speed hybrid powertrain system (with reverse) according to an embodiment of the present disclosure;

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

FIG. 8 is a schematic illustration of another five-speed hybrid powertrain system (with reverse) according to an embodiment of the present disclosure;

fig. 9 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 reverse gear 27, a driving gear 28,

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 first synchronizer 50, a second synchronizer 60, a differential 70, and a final drive 80.

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 9.

As shown in fig. 1 to 8, 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 70, wherein the dual-input-shaft transmission 20 is in power connection with the engine 10 through a clutch 24, and a driving gear 28 is formed on a shell of the 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 the driving gear 28; the differential 70 is power-connected to the output shaft 23 of the dual input shaft transmission 20 and the drive end 33 of the motor generator 30, respectively.

The power generation terminal 32 includes: generate electricity end driven gear 321 and generate electricity end driving gear group 322, generate electricity end driving gear group 322 and keep off position driving gear or keep off position 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 70, wherein

The power generation end 32 is selectively connected with the motor body 31 in a power mode, and the driving end 33 is selectively connected with the motor body 31 in a power mode.

Preferably, the power generation end 32 is selectively power-connected with the motor body 31 through the first synchronizer 50, and the driving end 33 is selectively power-connected with the motor body 31 through the second synchronizer 60.

Specifically, engine 10 is power coupled to dual input shaft transmission 20 and selectively outputs power toward differential 70, generator end 32 of motor generator 30 is power coupled to a gear driven or gear driving gear, and drive end 33 is directly power coupled to differential 70.

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 starting 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 a bidirectional synchronizer, so that when the driving end 33 is in power connection with the motor body 31, the motor generator 30 provides power to the differential 70, and when the power generation end 32 is in power connection with the motor body 31, the transmission drives the motor generator 30 to generate power.

It is understood that, the power generation end 32 and the driving end 33 are both selectively connected with the motor body 31 by power, which means: 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, in other embodiments, the power generation end 32 is power-connected to the motor body 31 through a first synchronizer 50, and the driving end 33 is power-connected to the motor body 31 through a second synchronizer 60.

Meanwhile, the power of the engine 10 and the power of the motor generator 30 are power-coupled on the differential 70.

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

(1) compared with the single-gear hybrid power system 100, the engine 10 has higher efficiency, and because the engine 10 keeps a 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 70, and the vehicle 1000 can be jointly driven over the full vehicle speed range, so that the dynamic performance is excellent, 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: 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 70, 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.

Further, it will be appreciated that a drive gear 28 is provided on the housing of the clutch 24 and is in power connection with the power generation-side drive gear set 322 via the drive gear 28. Thus, when the motor generator 30 generates electric power, the housing of the clutch 24 directly transmits power to the motor generator 30, and the power transmission path is reduced, thereby increasing the power generation efficiency of the motor generator 30; the power generation end 32 and the driving end 33 are selectively connected with the motor body 31 through the control of the first synchronizer 50 and the second synchronizer 60, so that when power switching is performed between the power generation end 32 and the driving end 33, interference between the power generation end 32 and the driving end 33 can be avoided, and the stability of power switching is improved.

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 first synchronizer 50 is disposed on the motor shaft of the motor body 31 or on the first countershaft on which the power generation-end drive gear set 322 is located, and the second synchronizer 60 is disposed on the motor shaft of the motor body 31 or on the second countershaft on which the drive-end driven gear set 332 is located.

That is, the first synchronizer 50 is adapted to control the motor shaft and the power generation end driven gear 321 or control the power generation end driving gear set 322 to be locked with the first intermediate shaft to realize the power connection between the motor body 31 and the power generation end 32, and the second synchronizer 60 is adapted to control the motor shaft and the drive end driving gear 331 or control the drive end driven gear set 332 to be locked with the second intermediate shaft to realize the power connection between the motor body 31 and the drive end 33.

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 occupied space can be reduced, so that the number of the output shafts 23 is reduced, and the occupied space of the dual-input shaft transmission 20 can be further reduced.

As shown in fig. 1-8, 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 and second driven

gears

231 and 232 are collectively referred to as a gear driven gear, and correspond to 1-N gear driven gears. 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 gear therebetween.

As shown in fig. 7-8, the dual input shaft transmission 20 is configured as any of a three, four, or five speed transmission. Therefore, the gear number of the dual-input shaft transmission 20 is more reasonable, and the dual-input shaft transmission can be used by the vehicle 1000 with different use requirements.

As shown in fig. 9, 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 first synchronizer 50 and the second synchronizer 60 are 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 24 and the first active synchronizer 25 and the second active synchronizer 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 70 → 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 70 → 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 second synchronizer 60 is locked with the drive-side driving gear 331, and the motor generator 30 is fixed in one gear for operation in the motor generator 30 driving mode.

Power flow in the motor generator 30 drive mode:

motor generator 30 → motor shaft → second synchronizer 60 → drive-end drive gear 331 → drive-end driven gear set 332 → main reduction driven gear → differential 70 → left and right axle 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 operate in the gears corresponding to the plurality of first driving gears 211 and the plurality of second driving gears 221, the second synchronizer 60 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 70 → left and right axle shafts;

motor generator 30 → motor shaft → second synchronizer 60 → drive-end drive gear 331 → drive-end driven gear set 332 → main reduction driven gear (power coupling) → differential 70 → left and right axle 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 70 → 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, and 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 first synchronizer 50 is locked with the power generation-side driven gear 321.

Driving power generation power flow:

engine 10 → clutch 24 → drive gear 28 → generator-end driving gear group 322 → first synchronizer 50 → motor shaft → drive 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 first synchronizer 50 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 first synchronizer 50 is locked with the drive-end driving gear 331, and the vehicle 1000 generates electricity by feedback from the drive end 33 to the motor generator 30.

Braking feedback power flow:

wheel → left and right half shafts → differential 70 → final drive gear set → drive-end drive gear 331 → drive-end driven gear column 332 → motor shaft → drive motor generator 30.

It will be appreciated that in some embodiments, the first synchronizer 50 is locked with the generator side drive gear set 322, and in other embodiments, the first synchronizer 50 is locked with the generator side driven gear 321. Similarly, in some embodiments, the second synchronizer 60 is locked with the driver pinion gear 331; in other embodiments, the second synchronizer 60 is locked with the drive-side driven gear set 332.

The hybrid system 100 of the present invention will be described in detail with reference to fig. 1 to 8.

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 80 and differential 70.

The dual-input shaft transmission 20 is configured as a three-gear transmission, the first input shaft 21 is configured as a two-gear input shaft, the second input shaft 22 is configured as a one-gear input shaft, the first input shaft 21 is provided with two first driving gears 211, the second input shaft 22 is provided with one second driving gear 221, the output shaft 23 is provided with one second driven gear 232 and two first driven gears 231, a first driving synchronizer 25 is arranged between the two first driven gears 231, the power generation end driving gear set 322 is meshed with the driving gear 28, and the driving end driven gear set 332 is directly in power connection with the driven gear of the main speed reducer 80.

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

Second embodiment:

as shown in fig. 3, 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 80 and differential 70.

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 the driving gear 28, and the drive end driven gear set 332 is directly in power connection with the driven gear of the main speed reducer 80.

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

The second embodiment is different from the first embodiment in that the second input shaft 22 has two second driving gears 221, and the first input shaft 21 has one first driving gear 211.

Of course, the structure of the hybrid system 100 of the present embodiment is not limited to this, and in other embodiments, the drive-end driving gear 331 is provided adjacent to the motor body 31, and the power generation driven gear is provided remote from the motor body 31.

As shown in fig. 2, referring to the first embodiment, further, the first synchronizer 50 may be disposed between two adjacent first driving gears 211.

In other words, it is 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, and the first active synchronizer 25 on the first input shaft 21.

As shown in fig. 4, referring to the second embodiment, further, the second synchronizer 60 may be disposed between two adjacent second driving gears 221.

In other words, it is possible to configure the first input shaft 21 as a first-gear input shaft, the second input shaft 22 as a two-gear input shaft, and the second active synchronizer 26 on the first input shaft 21.

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. 5 and 6, 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 set 322 is meshed with the drive gear 28. The arrangement of the remaining components may be in accordance with the structures of the first to second embodiments described above and the modified embodiment shown in fig. 2 and 4.

Of course, referring to fig. 6, a reverse gear 27 may also be provided between the drive gear generator end set 322 and the drive gear end set 332.

As shown in fig. 7 and 8, 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 generator-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 in accordance with the structures of the first to second embodiments described above and the modified embodiment shown in fig. 2 and 4.

Of course, as shown in fig. 8, a reverse gear 27 may also be provided between the power generation-side drive gear set 322 and the drive-side driven gear set 332.

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;

the double-input-shaft transmission is in power connection with the engine through a double clutch, and a driving gear is formed on a shell of the double clutch;

a motor generator, the motor generator comprising: the motor comprises a motor body, a power generation end and a driving end, wherein the power generation end is in power connection with the driving gear; 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 initiative gear group of electricity generation end, the initiative gear group of electricity generation end with drive gear power is connected, 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 is selectively in power connection with the motor body, and the driving end is selectively in power connection with the motor body.

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 according to claim 2, wherein the power generation end is selectively power-connected to the motor body through a first synchronizer, and the drive end is selectively power-connected to the motor body through a second synchronizer, the first synchronizer being disposed on a motor shaft of the motor body or on a first countershaft on which the power generation end driving gear set is disposed, and the second synchronizer being disposed on the motor shaft of the motor body or on a second countershaft on which the drive end driven gear set is disposed.

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.