CN220314708U - Power assembly and vehicle - Google Patents

Abstract

The application relates to a power assembly, which comprises an engine, a first motor, a second motor, a planetary gear set and an output gear set, wherein the engine, the planetary gear set and the first motor are coaxially arranged, and the planetary gear set is in transmission connection between the first motor and the engine; the engine is in transmission connection with the output gear set through the planetary gear set, the second motor is in transmission connection with the output gear set through the transmission assembly, and the engine and/or the second motor are/is used for driving the output gear set to transmit power outwards; the first motor is electrically connected with the second motor, and can rotate along with the engine and provide electric energy for the second motor; the powertrain further includes a first brake disposed in correspondence with the planetary gear set or the motor shaft of the first motor and configured to limit the motor shaft of the first motor to disengage the drive connection between the engine and the first motor. The power assembly can improve kinetic energy transmission efficiency and energy utilization rate. The application also provides a vehicle.

Description

Power assembly and vehicle

Technical Field

The application relates to the technical field of vehicles, in particular to a power assembly and a vehicle with the power assembly.

Background

In order to improve fuel performance, power performance and driving flexibility of a vehicle, a power assembly of the vehicle is usually in a hybrid mode, that is, an engine and a motor are matched to work, so that a power source and an output mode can be flexibly adjusted according to driving conditions and requirements of the vehicle.

The power assembly in the mixed mode can not be directly used for driving wheels in all the kinetic energy output by the engine, and at least part of the kinetic energy output by the power assembly can be used for driving the vehicle to run after energy conversion is carried out twice, so that the engine has partial energy loss in different driving scenes of the vehicle, and the kinetic energy transmission efficiency and the energy utilization rate of the power assembly are reduced.

Disclosure of Invention

In order to solve the problems, the application provides the power assembly, and the internal structure of the power assembly is optimized in a targeted mode, so that the power assembly can have higher kinetic energy transmission efficiency and energy utilization rate in different driving scenes. The application also provides a vehicle with the power assembly. The method specifically comprises the following steps:

the application provides a power assembly, which comprises an engine, a first motor, a second motor, a planetary gear set and an output gear set, wherein the engine, the planetary gear set and the first motor are coaxially arranged along the axial direction of an output shaft of the engine, the planetary gear set is connected between the first motor and the engine in a transmission way, and the output gear set is positioned at one side of the planetary gear set along the axial direction of the output shaft perpendicular to the engine; the engine is in transmission connection with the output gear set through the planetary gear set, the second motor is in transmission connection with the output gear set through the transmission assembly, and the engine and/or the second motor are/is used for driving the output gear set to transmit power outwards; the first motor is electrically connected with the second motor, and can rotate along with the engine and provide electric energy for the second motor; the powertrain further includes a first brake disposed in correspondence with the planetary gear set or the motor shaft of the first motor and configured to limit the motor shaft of the first motor to disengage the drive connection between the engine and the first motor.

This power assembly is connected between first motor and engine through setting up planetary gear set transmission, and planetary gear set transmission connects between engine and output gear set, and set up first motor and second motor electric connection, make power assembly can work in power split mode, the kinetic energy of engine output partly passes through planetary gear set transmission to output gear set promptly, another part kinetic energy passes through planetary gear set transmission to first motor, make the function that the generator was realized to first motor provide electric energy to the second motor and drive the second motor and to output gear set transmission kinetic energy, so that this application power assembly can rational distribution and utilize the power output of engine, improve power assembly's energy utilization efficiency. And when the power assembly works in the power split mode, the motor can be more depended on under the low-load condition, so that the dependence on an engine is reduced, and the energy consumption is reduced to save energy.

This application power assembly is through setting up first stopper, can restrict the motor shaft of first motor in order to untie the transmission connection between engine and the first motor, and then make this application power assembly can work in engine direct drive mode for this application engine output's power passes through planetary gear set can be direct whole transmission to output gear set, avoids appearing engine output part energy and because the loss that causes of multiple conversion, with the kinetic energy transmission efficiency and the energy utilization ratio of promotion this application power assembly under different scenes. Simultaneously, this application power assembly is connected between second motor and output gear group through setting up drive assembly transmission for the second motor can be alone, perhaps cooperate the engine to output gear group output power simultaneously, realizes the effect of parallelly connected output power, so that power assembly can adjust power source and output mode in a flexible way according to driving condition and demand, and then promotes this application power assembly's fuel economy, performance and environmental protection performance.

In one embodiment, the planetary gear set comprises a first planet carrier, wherein the first planet carrier is coaxially arranged between the engine and the first motor along the axial direction of a motor shaft of the first motor, and is in transmission connection with the engine, and at least part of an output shaft of the engine extends into the first planet carrier to drive the first planet carrier to rotate around the axis of the first planet carrier; the periphery of the first planet carrier is sleeved with a first planet carrier output gear in transmission connection with the output gear set, and the first planet carrier rotates and drives the first planet carrier output gear to rotate so as to transmit the power output by the engine to the output gear set.

In one embodiment, a planetary gear set includes a first sun gear disposed within a first carrier, the first sun gear drivingly connected between the first carrier and a first electric machine, and coaxially arranged between an engine and the first electric machine; the first sun gear and a motor shaft of the first motor are coaxially rotated, and the engine can synchronously drive the first motor to rotate by driving the first sun gear to rotate.

In one embodiment, the planetary gear set comprises a second sun gear positioned in the first planet carrier, the second sun gear is in transmission connection between the engine and the first planet carrier, and the second sun gear is coaxially arranged on one side of the first sun gear, which is away from the first motor; the second sun gear and the output shaft of the engine rotate coaxially, and the engine can drive the first planet carrier to rotate by driving the second sun gear to rotate.

In one embodiment, a planetary gear set includes a clutch positioned within a first carrier and disposed between an output shaft of an engine and a second sun gear; the clutch is used to limit the output shaft of the engine to disengage the drive connection between the engine and the second sun gear.

In one embodiment, the planetary gear set comprises a third sun gear and a fourth sun gear, wherein the third sun gear and the fourth sun gear are coaxially arranged between the second sun gear and the engine, and the third sun gear is positioned between the fourth sun gear and the second sun gear; the fourth sun gear is fixedly connected with the first planet carrier and coaxially rotates, the third sun gear is connected between the engine and the fourth sun gear in a transmission mode, and the engine drives the fourth sun gear to rotate and drives the first planet carrier to rotate through the third sun gear.

In one embodiment, the planetary gear assembly comprises a second planet carrier, wherein the second planet carrier is positioned in the first planet carrier, and is coaxially arranged between the engine and the second sun gear along the axial direction of the engine; the third sun gear is positioned in the second planet carrier and is in transmission connection with the second planet carrier, the second planet carrier is fixedly connected with the second sun gear, and the engine drives the second planet carrier to rotate through the third sun gear so as to drive the second sun gear to rotate.

In one embodiment, the fourth sun gear is in driving connection with the engine, and the engine drives the first planet carrier to rotate through the fourth sun gear.

In one embodiment, the planetary gear set includes a synchronizer disposed between the third sun gear and the fourth sun gear; the synchronizer is used for combining transmission connection between the third sun gear and the engine; or, the synchronizer is used for combining the transmission connection between the fourth sun gear and the engine.

In one embodiment, the transmission assembly is integrally constructed with the planetary gear set and is drivingly connected to the output gear set with the planetary gear assembly, and the second motor is coaxially arranged between the planetary gear set and the first motor.

In one embodiment, the transmission assembly is integrally constructed with the planetary gear set and drivingly connected to the output gear set with the planetary gear assembly, and the second electric machine is coaxially disposed between the engine and the planetary gear set.

The application also provides a vehicle comprising wheels and the power assembly in any embodiment, wherein the wheels are in transmission connection with an output gear set of the power assembly, and the power assembly outputs power to the wheels through the output gear set to drive the wheels to rotate.

Because the vehicle of the present application uses the powertrain of any of the embodiments described above, the vehicle of the present application provides all of the possible benefits of the powertrain of any of the embodiments described above.

Drawings

In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings that are needed in the embodiments will be briefly described below, and it is obvious that the drawings in the following description are some embodiments of the present application, and other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.

Fig. 1 is a schematic diagram of an arrangement structure of a vehicle according to an embodiment of the present application;

FIG. 2 is a schematic diagram of an arrangement of a powertrain provided by the embodiment of FIG. 1 of the present application;

FIG. 3 is a schematic diagram of an internal kinetic energy transmission path of the powertrain according to the embodiments of the present disclosure when the powertrain is operating in the power split mode;

FIG. 4 is a schematic diagram of the transmission path of internal kinetic energy of a powertrain according to one possible embodiment of the present disclosure when the powertrain is operating in an engine direct-drive mode;

FIG. 5 is a schematic diagram of the transmission path of internal kinetic energy of a powertrain according to one possible embodiment of the present disclosure when the powertrain is operating in an engine direct-drive mode;

FIG. 6 is a schematic diagram of the transmission path of internal kinetic energy of a powertrain according to one possible embodiment of the present disclosure when the powertrain is operating in an engine direct-drive mode;

FIG. 7 is a schematic diagram of the transmission path of internal kinetic energy of a powertrain according to one possible embodiment of the present disclosure when the powertrain is operating in an engine direct-drive mode;

FIG. 8 is a schematic diagram of the transmission path of internal kinetic energy of a powertrain according to one possible embodiment of the present application when the powertrain is operating in a pure electric mode;

FIG. 9 is a schematic diagram of the transmission path of internal kinetic energy of a powertrain according to one possible embodiment of the present application when the powertrain is operating in a pure electric mode;

FIG. 10 is a schematic diagram of the internal kinetic energy transmission path of the powertrain according to the present embodiment when operating in the energy recovery mode;

FIG. 11 is a schematic illustration of an arrangement of a powertrain according to one possible embodiment of the present application;

FIG. 12 is a schematic illustration of an arrangement of a powertrain according to one possible embodiment of the present application.

Detailed Description

In order to facilitate an understanding of the present application, a more complete description of the present application will now be provided with reference to the relevant figures. Preferred embodiments of the present application are shown in the accompanying drawings. This application may, however, be embodied in many different forms and is not limited to the embodiments described herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete.

The following description of the embodiments refers to the accompanying drawings, which illustrate specific embodiments that can be used to practice the present application. The numbering of the components itself, e.g. "first", "second", etc., is used herein merely to distinguish between the described objects and does not have any sequential or technical meaning. The terms "coupled" and "connected," as used herein, are intended to encompass both direct and indirect coupling (coupling), unless otherwise indicated. Directional terms referred to in this application, such as "upper", "lower", "front", "rear", "left", "right", "inner", "outer", "side", etc., are merely directions referring to the attached drawings, and thus, directional terms are used for better, more clear description and understanding of the present application, rather than indicating or implying that the apparatus or element being referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus should not be construed as limiting the present application.

In the description of the present application, it should be noted that, unless explicitly specified and limited otherwise, the terms "mounted," "connected," and "connected" are to be construed broadly, and may be either fixedly connected, detachably connected, or integrally connected, for example; may be a mechanical connection; can be directly connected or indirectly connected through an intermediate medium, and can be communication between two elements. The specific meaning of the terms in this application will be understood by those of ordinary skill in the art in a specific context. It should be noted that the terms "first," "second," and the like in the description and claims of the present application and in the drawings are used for distinguishing between different objects and not for describing a particular sequential order. Furthermore, the terms "comprises," "comprising," "includes," "including," "may be" or "including" as used in this application mean the presence of the corresponding function, operation, element, etc. disclosed, but not limited to other one or more additional functions, operations, elements, etc. Furthermore, the terms "comprises" or "comprising" mean that there is a corresponding feature, number, step, operation, element, component, or combination thereof disclosed in the specification, and that there is no intention to exclude the presence or addition of one or more other features, numbers, steps, operations, elements, components, or combinations thereof.

Unless defined otherwise, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs. The terminology used herein in the description of the application is for the purpose of describing particular embodiments only and is not intended to be limiting of the application.

Referring to fig. 1, fig. 1 is a schematic diagram of an arrangement structure of a vehicle 1000 according to an embodiment of the disclosure. The application provides a vehicle 1000, including wheel 1001 and power assembly 100, the wheel 1001 is connected with the output gear train 50 transmission of power assembly 100, and power assembly 100 is through output gear train 50 to wheel 1001 output power in order to drive wheel 1001 rotation.

The powertrain 100 of the present application includes a first motor 10, a second motor 20, an engine 30, a planetary gear set 40, and an output gear set 50.

As shown in fig. 1, the engine 30, the planetary gear set 40 and the first motor 10 are coaxially arranged in the axial direction of the output shaft 31 of the engine 30, and the planetary gear set 40 is drivingly connected between the first motor 10 and the engine 30. The output gearset 50 is positioned on one side of the planetary gearset 40 in an axial direction perpendicular to the output shaft 31 of the engine 30.

Wherein, the engine 30 is in transmission connection with the output gear set 50 through the planetary gear set 40, and the power output by the engine 30 is transmitted to the output gear set 50 through the planetary gear set 40, so as to drive the output gear set 50 to transmit power outwards.

The second motor 20 is in transmission connection with the output gear set 50 through a transmission assembly 60, and power output by the second motor 20 is transmitted to the output gear set 50 through the transmission assembly 60 so as to drive the output gear set 50 to transmit power outwards.

The first motor 10 is electrically connected to the second motor 20, and the first motor 10 can rotate with the engine 30 and provide electric power for the second motor 20.

The powertrain 100 further includes a first brake 70a, the first brake 70a being disposed in correspondence with the planetary gear set 40 or the motor shaft 11 of the first motor 10 and being configured to limit the motor shaft 11 of the first motor 10 to disengage the drive connection between the engine 30 and the first motor 10.

It should be noted that, in the embodiment shown in fig. 1, only one possible arrangement manner of the functional structural members or the structural devices in the power assembly 100 is described as an example, but the actual arrangement positions and the actual structural shapes of the functional structural devices in the power assembly 100 of the present application are not shown and limited, that is, the actual arrangement positions and the actual structural shapes of the functional structural devices in the power assembly 100 of the present application are adjusted according to the actual design requirements and the application scenarios.

Specifically, referring to fig. 2, fig. 2 is a schematic diagram illustrating an arrangement of a powertrain 100 according to the embodiment of fig. 1 of the present application. As shown in fig. 2, the planetary gear set 40 includes a first sun gear 40a, a second sun gear 40b, a third sun gear 40c, a fourth sun gear 40d, a first carrier 41, and a second carrier 42, which are coaxially coincident.

As shown in fig. 2, the first carrier 41 and the second carrier 42 are coaxially arranged between the engine 30 and the first motor 10 along the axial direction of the output shaft 31 of the engine 30, and the second carrier 42 is located in the first carrier 41, that is, the first carrier 41 is sleeved on the periphery of the second carrier 42.

The first sun gear 40a, the second sun gear 40b, the third sun gear 40c, and the fourth sun gear 40d are coaxially arranged between the engine 30 and the first electric motor 10 in the axial direction of the output shaft 31 of the engine 30. The second sun gear 40b is coaxially arranged at one side of the first sun gear 40a away from the first motor 10, the third sun gear 40c and the fourth sun gear 40d are coaxially arranged between the second sun gear 40b and the engine 30, and the third sun gear 40c is located between the fourth sun gear 40d and the second sun gear 40 b.

In other words, the axes of the first sun gear 40a, the second sun gear 40b, the third sun gear 40c, and the fourth sun gear 40d are coincident in the axial direction of the output shaft 31 of the engine 30, and are sequentially arranged at intervals between the engine 30 and the first electric motor 10. Wherein the first sun gear 40a is located between the first electric machine 10 and the second sun gear 40b, and the fourth sun gear 40d is located between the engine 30 and the third sun gear 40 c.

As shown in fig. 2, the first sun gear 40a, the second sun gear 40b, the third sun gear 40c and the fourth sun gear 40d are all located in the first carrier 41, and the second carrier 42 is located at a side of the second sun gear 40b facing away from the first sun gear 40a, and the third sun gear 40c and the fourth sun gear 40d are located in the second carrier 42. The second planet carrier 42 is fixedly connected with the second sun gear 40b, that is, the second sun gear 40b and the second planet carrier 42 rotate synchronously.

Further, the first sun gear 40a is in driving connection between the first planet carrier 41 and the first motor 10, and the first sun gear 40a is fixedly connected with the motor shaft 11 of the first motor 10 so as to be capable of coaxially rotating with the motor shaft 11 of the first motor 10.

Illustratively, a first planetary gear 43 is disposed between the first sun gear 40a and the first carrier 41, the axis of the first planetary gear 43 is parallel to the axis of the first carrier 41, and the first planetary gear 43 is meshed with the first sun gear 40a to enable the first planetary gear 43 to rotate about its own axis while being able to rotate about the axis of the first sun gear 40a, i.e., revolve with respect to the first sun gear 40a, with the first carrier 41.

By providing the first planetary gears 43, the effect of the transmission connection between the first sun gear 40a and the first carrier 41 can be achieved.

In one embodiment, as shown in fig. 2, a first planet carrier output gear 411 is sleeved on the periphery of the first planet carrier 41 and is in transmission connection with the output gear set 50, and the first planet carrier 41 rotates and drives the first planet carrier output gear 411 to rotate so as to transmit the power output by the engine 30 to the output gear set 50.

The second sun gear 40b is drivingly connected between the engine 30 and the first carrier 41.

Illustratively, a second planetary gear 44 is disposed between the second sun gear 40b and the first carrier 41, the axis of the second planetary gear 44 is parallel to the axis of the first carrier 41, and the second planetary gear 44 is meshed with the second sun gear 40b, so as to enable the second planetary gear 44 to rotate about its own axis while being capable of rotating about the axis of the second sun gear 40b with the first carrier 41, i.e., revolving relative to the second sun gear 40 b.

By providing the second planetary gears 44, the effect of the transmission connection between the second sun gear 40b and the first carrier 41 can be achieved.

In one embodiment, the first carrier 41 is in driving connection with the engine 30, and at least a portion of the output shaft 31 of the engine 30 extends into the first carrier 41 to drive the first carrier 41 to rotate about its own axis.

In one embodiment, the planetary gear set 40 includes a clutch 80, the clutch 80 being located within the first carrier 41 and disposed between the output shaft 31 of the engine 30 and the second sun gear 40 b. The clutch 80 is used to limit the output shaft 31 of the engine 30 to disengage the drive connection between the engine 30 and the second sun gear 40 b.

In one embodiment, the planetary gear set 40 includes a second brake 70b, the second brake 70b being disposed corresponding to the second sun gear 40b for limiting rotation of the second sun gear 40 b.

In the example of fig. 2, the axes of the first planetary gears 43 and the second planetary gears 44 coincide, and the first planetary gears 43 and the second planetary gears 44 rotate in synchronization.

As shown in fig. 2, the third sun gear 40c is in driving connection with the second planet carrier 42.

Illustratively, a third planetary gear 45 is disposed between the third sun gear 40c and the second carrier 42, the axis of the third planetary gear 45 is parallel to the axis of the second carrier 42, and the third planetary gear 45 is meshed with the third sun gear 40c to enable the third planetary gear 45 to rotate about its own axis while rotating about the axis of the third sun gear 40c with the second carrier 42, i.e., revolve with respect to the third sun gear 40 c.

As shown in fig. 2, the fourth sun gear 40d is in driving connection with the second planet carrier 42.

Illustratively, a fourth planetary gear 46 is disposed between the fourth sun gear 40d and the second carrier 42, the axis of the fourth planetary gear 46 is parallel to the axis of the second carrier 42, and the fourth planetary gear 46 is meshed with the third sun gear 40c to enable the fourth planetary gear 46 to rotate about its own axis while rotating about the axis of the fourth sun gear 40d with the second carrier 42, i.e., revolve with respect to the fourth sun gear 40 d.

The fourth sun gear 40d is fixedly connected with the first planet carrier 41, and the fourth sun gear 40d rotates synchronously with the first planet carrier 41.

In the example of fig. 2, the axes of the third planetary gear 45 and the fourth planetary gear 46 coincide, and the third planetary gear 45 and the fourth planetary gear 46 rotate in synchronization.

In one embodiment, a synchronizer 90 is further provided between the third sun gear 40c and the fourth sun gear 40d, the synchronizer 90 being used to achieve a driving connection between the third sun gear 40c and the engine 30, or the synchronizer 90 being used to achieve a driving connection between the fourth sun gear 40d and the engine 30. That is, the synchronizer 90 is used to select one of the third sun gear 40c or the fourth sun gear 40d to be coupled with the engine 30, thereby enabling the engine 30 to drive one of the third sun gear 40c or the fourth sun gear 40d to rotate.

The following description of the present application will provide for the operation of the functional structural devices in conjunction with each other when the powertrain 100 of the present application is operating in different modes, in conjunction with the accompanying drawings and embodiments.

Referring to fig. 3, fig. 3 is a schematic diagram illustrating an internal kinetic energy transmission path of the powertrain 100 according to the embodiment of the present disclosure when the powertrain is operating in the power splitting mode. As shown in fig. 3, the powertrain 100 of the present application operates in a power split mode when both the first brake 70a and the second brake 70b are in an open state, the clutch 80 is in a closed state, and neither synchronizer 90 is engaged with the third sun gear 40c and the fourth sun gear 40 d.

It will be appreciated that when the clutch 80 is closed and the synchronizer 90 is in the neutral state, a driving connection between the engine 30 and the second sun gear 40b can be achieved by the clutch 80.

At this time, as shown in fig. 3, the output shaft 31 of the engine 30 rotates and drives the second sun gear 40b to rotate, the second sun gear 40b synchronously drives the first planet carrier 41 and the first planet gear 43 to rotate through the second planet gear 44, and synchronously drives the first sun gear 40a to rotate through the first planet gear 43.

That is, the engine 30 may drive the first carrier 41 to rotate by driving the second sun gear to rotate 40 b. Meanwhile, the first sun gear 40a synchronously drives the first motor 10 to rotate along with the engine 30, that is, the engine 30 can synchronously drive the first motor 10 to rotate by driving the first sun gear 40a to rotate.

It will be appreciated that at this time, after the power output from the engine 30 is split, a part of the power is sequentially transmitted to the output gear set 50 through the first carrier 41 and the first carrier output gear 411; the other part is transmitted to the first electric machine 10 via the first planetary gear 43 and the first sun gear 40a in turn, at which time the first electric machine 10 performs the function of a generator to supply electric power to the second electric machine 20 and drive the second electric machine 20 to transmit kinetic energy to the output gear set 50.

When the powertrain 100 operates in the power split mode, the power output of the engine 30 can be reasonably distributed and utilized, and the energy utilization efficiency of the powertrain 100 can be improved. And when the powertrain 100 is operating in the power split mode, more reliance on the electric motor can be made on low load conditions, thereby reducing reliance on the engine 30, reducing energy consumption to conserve energy.

For example, the rotation speed of the first motor 10 may be adjusted based on calculating the power required for running of the vehicle 1000 according to the target vehicle speed and the accelerator opening degree, and calculating the power required for the engine 30 in combination with the battery pack SOC so that the engine 30 operates at the optimal operating point. The optimal operating point of engine 30 may be understood, but is not limited to, an operating point where fuel consumption, emissions, NVH (Noise, vibration, and Harshness), and electrical conservation are optimal.

Referring to fig. 4, fig. 4 is a schematic diagram illustrating a transmission path of internal kinetic energy of the powertrain 100 according to one possible embodiment of the present application when the engine direct-drive mode is implemented. As shown in fig. 4, when the first brake 70a is in an open state, the second brake 70b is in a locked state, the clutch 80 is in an open state, and the synchronizer 90 is engaged with the third sun gear 40c, the powertrain 100 of the present application operates in a parallel first gear mode.

At this time, the output shaft 31 of the engine 30 may drive the third sun gear 40c to rotate, and simultaneously drive the third planetary gear 45 engaged with the third sun gear 40c to rotate. The rotation of the third planetary gear 45 synchronously drives the rotation of the fourth planetary gear 46, and the fourth planetary gear 46 drives the rotation of the fourth sun gear 40 d. The fourth sun gear 40d rotates to synchronously drive the first planet carrier 41 to rotate.

In other words, when the synchronizer 90 is engaged with the third sun gear 40c and the second brake 70b is in the locked state, the third sun gear 40c is in driving connection between the engine 30 and the fourth sun gear 40d, and the engine 30 can drive the fourth sun gear 40d to rotate and the first planet carrier 41 to rotate through the third sun gear 40 c.

It will be appreciated that power input by the engine 30 into the planetary gear set 40 is transmitted to the output gear set 50 via the third sun gear 40c, the third planet gears 45, the fourth planet gears 46, the fourth sun gear 40d, the first carrier 41 and the first carrier output gear 411 in that order.

The second motor 20 can simultaneously provide power to the output gear set 50 through the transmission assembly 60 so as to form a parallel relationship with the power input by the engine 30 to the output gear set 50, thereby realizing the effect that the power assembly 100 works in the parallel first gear mode.

For example, when the vehicle 1000 is running in a medium or low speed condition, the power assembly 100 can be controlled to operate in the parallel first gear mode, so that the overall efficiency of the power output by the engine 30 and the second motor 20 can be improved.

In one embodiment, when the demanded torque of the wheel is not satisfied, the first electric machine 10 may be controlled to output power to the output gear set 50 through the planetary gear set 40 to match the power provided by the engine 30 and the second electric machine 20 to meet the power demand of the vehicle 1000. At this time, the power output from the first motor 10 may be transmitted to the output gear set 50 via the first sun gear 40a, the first planetary gears 43, the second planetary gears 44, the first carrier 41, and the first carrier output gear 411 in this order.

Referring to fig. 5, fig. 5 is a schematic diagram illustrating a transmission path of internal kinetic energy of the powertrain 100 according to one possible embodiment of the present application when the engine direct-drive mode is implemented. As shown in fig. 5, when the first brake 70a is in the locked state, the second brake 70b is in the open state, the clutch 80 is in the open state, and the synchronizer 90 is engaged with the third sun gear 40c, the powertrain 100 of the present application operates in the parallel second gear mode.

At this time, the output shaft 31 of the engine 30 may drive the third sun gear 40c to rotate, and simultaneously drive the third planetary gear 45 engaged with the third sun gear 40c to rotate. The rotation of the third planetary gear 45 synchronously rotates the fourth planetary gear 46, and the second planet carrier 42 synchronously rotates with the third planetary gear 45 due to the second brake 70b being in the open state.

The second planet carrier 42 rotates to drive the second sun gear 40b to rotate, and the second planet gears 44 mesh with the second sun gear 40b to drive the first planet carrier 41 to rotate. That is, the engine 30 may drive the second planet carrier 42 to rotate through the third sun gear 40c to drive the second sun gear 40b to rotate.

It will be appreciated that power input by the engine 30 into the planetary gear set 40 is transmitted to the output gear set 50 via the third sun gear 40c, the third planet gears 45, the second planet carrier 42, the second sun gear 40b, the first planet carrier 41 and the first planet carrier output gear 411 in this order.

The second motor 20 can simultaneously provide power to the output gear set 50 through the transmission assembly 60 so as to form a parallel relationship with the power input by the engine 30 to the output gear set 50, thereby realizing the effect that the power assembly 100 works in the parallel second gear mode.

Referring to fig. 6, fig. 6 is a schematic diagram illustrating a transmission path of internal kinetic energy of the powertrain 100 according to one possible embodiment of the present application when the engine direct-drive mode is implemented. As shown in fig. 5, when the first brake 70a is in the locked state, the second brake 70b is in the open state, the clutch 80 is in the open state, and the synchronizer 90 is engaged with the fourth sun gear 40d, the powertrain 100 of the present application operates in the parallel third gear mode.

At this time, the output shaft 31 of the engine 30 may drive the fourth sun gear 40d to rotate, and simultaneously drive the first planet carrier 41 to rotate. It will be appreciated that power input by the engine 30 into the planetary gear set 40 is transmitted to the output gear set 50 via the fourth sun gear 40d, the first carrier 41 and the first carrier output gear 411 in sequence.

That is, the engine 30 drives the first carrier 41 to rotate through the fourth sun gear 40 d.

The second motor 20 can simultaneously provide power to the output gear set 50 through the transmission assembly 60 so as to form a parallel relationship with the power input by the engine 30 to the output gear set 50, thereby realizing the effect that the power assembly 100 works in a parallel three-gear mode.

Referring to fig. 7, fig. 7 is a schematic diagram illustrating a transmission path of internal kinetic energy of the powertrain 100 according to one possible embodiment of the present application when the engine direct-drive mode is implemented. As shown in fig. 7, when the first brake 70a is in the locked state, the second brake 70b is in the open state, the clutch 80 is in the closed state, and the synchronizer 90 is in the intermediate state, the power assembly 100 of the present application operates in the parallel fourth gear mode.

At this time, the output shaft 31 of the engine 30 may drive the second sun gear 40b to rotate, and the second sun gear 40b drives the second planetary gear 44 engaged therewith to rotate. Since the first brake 70a is in the locked state, the second planetary gears 44 simultaneously rotate the first carrier 41.

It will be appreciated that power input by the engine 30 into the planetary gear set 40 at this time is transmitted to the output gear set 50 via the second sun gear 40b, the first carrier 41 and the first carrier output gear 411 in this order.

The second motor 20 can simultaneously provide power to the output gear set 50 through the transmission assembly 60 so as to form a parallel relationship with the power input by the engine 30 to the output gear set 50, thereby realizing the effect that the power assembly 100 works in a parallel four-gear mode.

It can be appreciated that in the embodiments shown in fig. 4-7, when the power assembly 100 of the present application works in any one mode of the parallel first gear, the parallel second gear, the parallel third gear or the parallel fourth gear, all the power output by the engine 30 can be directly transmitted to the output gear set 50, so that the energy loss caused by the power split is avoided, and the energy utilization rate and the kinetic energy transmission efficiency of the power assembly 100 are improved.

Through the cooperation among the clutch 80, the synchronizer 90, the first brake 70a and the second brake 70b, the engine 30 is transmitted to the output gear set 50 through different transmission paths in the planetary gear set 40, and further different torques and rotational speeds are output through the planetary gear set 40, so as to meet different power demands of the vehicle 1000 under different driving scenes.

Meanwhile, the clutch 80, the synchronizer 90, the first brake 70a and the second brake 70b are matched to switch different parallel gears, so that the problem of gear shifting contusion can be solved, the smooth effect of a gear shifting process is further improved, and NVH and driving feeling can be improved.

That is, when the power assembly 100 of the present application works in the engine direct-drive mode, energy loss caused by energy conversion can be reduced, and then the energy transmission efficiency of the power assembly can be improved. And the parallel multi-gear mode has wide vehicle speed coverage range, can reduce the working range of the engine 30, and is beneficial to better considering the performances of oil consumption, emission, NVH and the like of the engine 30.

In a power assembly in a common hybrid mode, kinetic energy output by an engine cannot be directly used for driving wheels, and at least part of the kinetic energy output by the engine can be used for driving a vehicle to run after energy conversion is carried out twice, so that the engine has partial energy loss in different driving scenes of the vehicle, and the kinetic energy transmission efficiency and the energy utilization rate of the power assembly are reduced. That is, the power assembly cannot be compatible with the direct-drive mode and the power split mode of the engine, so that the energy utilization rate and the kinetic energy transmission efficiency of the power assembly are reduced.

And this application power assembly 100 can restrict the motor shaft 11 of first motor 10 in order to untie the transmission connection between engine 30 and the first motor 10 through setting up first stopper 70a, and then make this application power assembly 100 can work in the engine and directly drive the mode for the power of this application engine 30 output can be direct whole transmission to output gear set 50 through planetary gear set 40, avoids appearing the loss that engine 30 output part energy caused because of many times conversion, in order to promote kinetic energy transmission efficiency and energy utilization ratio of this application power assembly 100 under different scenes.

Meanwhile, the power assembly 100 is connected between the second motor 20 and the output gear set 50 through the transmission of the transmission assembly 60, so that the second motor 20 can independently or simultaneously output power to the output gear set 50 by matching with the engine 30, the effect of parallel output power is realized, the power assembly 100 can flexibly adjust the power source and the output mode according to driving conditions and requirements, and the fuel economy, performance and environmental protection performance of the power assembly 100 are improved.

In other words, the power assembly 100 of the present application combines the advantages of the series-parallel mode and the power split mode of the engine 30 and the second motor 20, reduces the problem of partial energy loss of the engine 30 due to the power split mode during high-speed driving, further improves the driving efficiency of the power assembly 100, and effectively solves the problem that the high-efficiency region, the NVH comfort and the power loop of the engine 30 cannot be combined during high-speed driving.

Further, because the vehicle 1000 of the present application uses the powertrain 100 of any of the embodiments described above, the vehicle 1000 of the present application provides all of the possible benefits of the powertrain 100 of any of the embodiments described above.

Referring to fig. 8, fig. 8 is a schematic diagram illustrating a transmission path of internal kinetic energy of the power assembly 100 according to one possible embodiment of the present application when the power assembly is operated in a pure electric mode. As shown in fig. 8, when the first brake 70a is in the locked state, the second brake 70b is in the open state, the clutch 80 is in the open state, and the synchronizer 90 is in the intermediate state, the power assembly 100 of the present application operates in the pure electric mode.

At this time, as shown in fig. 8, the engine 30 is in an inactive state, i.e., no driving force is provided for the running of the vehicle 1000, and driving force is provided only to the running of the vehicle 1000 by the second motor 20. The second motor 20 directly transmits power to the output gearset 50 through the transmission assembly 60 to drive the output gearset 50 to transmit power outwardly.

It will be appreciated that when the vehicle 1000 is in a start or low speed drive and the power demand of the wheels 1001 of the vehicle 1000 is small, only the second motor 20 may be employed as a power source and driving force may be provided to the vehicle 1000 to save energy and reduce the energy consumption of the engine 30.

Referring to fig. 9, fig. 9 is a schematic diagram illustrating a transmission path of internal kinetic energy of the power assembly 100 according to one possible embodiment of the present application when the power assembly is operated in a pure electric mode. As shown in fig. 9, when the power demand of the wheels 1001 of the vehicle 1000 is large, the power can be transmitted to the outside by the first motor 10 in cooperation with the second motor 20 as a power source to drive the output gear set 50.

Specifically, as shown in fig. 9, when the first brake 70a is in an open state, the second brake 70b is in a locked state, the clutch 80 is in an open state, and the synchronizer 90 is in an intermediate state, the first electric machine 10 can transmit power to the output gear set 50 through the planetary gear set 40.

As shown in fig. 9, the first motor 10 rotates to drive the first sun gear 40a to rotate, and the first sun gear 40a rotates and drives the first planet carrier 41 to rotate. It will be appreciated that the power output by the first motor 10 at this time is transmitted to the output gearset 50 via the first sun gear 40a, the first carrier 41, and the first carrier output gear 411 in this order.

In this embodiment, the power assembly 100 of the present application works in the pure electric mode, and the first motor 10 cooperates with the second motor 20 to output power at the same time, so as to improve the driving efficiency of the power assembly 100 when working in the pure electric mode. Meanwhile, the two motors are matched to work and output power, so that the design size of the motors can be reduced, and the overall size and the preparation cost of the power assembly 100 are reduced.

Referring to fig. 10, fig. 10 is a schematic diagram illustrating a transmission path of internal kinetic energy of the powertrain 100 according to the embodiment of the present application when the powertrain is operating in the energy recovery mode. As shown in fig. 10, when the powertrain 100 of the present application is operating in the energy recovery mode, vehicle kinetic energy is transferred to the second electric machine 20 via the output gear set 50 and the transmission assembly 60, at which time the second electric machine 20 generates negative torque to recover kinetic energy to the power cell for internal storage.

Referring to fig. 11, fig. 11 is a schematic diagram illustrating an arrangement of a powertrain 100 according to one possible embodiment of the present application. As shown in fig. 11, the transmission assembly 60 is integrally constructed with the planetary gear set 40, and the transmission assembly 60 is drivingly connected to the output gear set 50 with the planetary gear set 40. At this time, the second motor 20 is coaxially arranged between the planetary gear set 40 and the first motor 10.

Referring to fig. 12, fig. 12 is a schematic diagram illustrating an arrangement of a powertrain 100 according to one possible embodiment of the present application. As shown in fig. 12, the transmission assembly 60 is integrally constructed with the planetary gear set 40, and the transmission assembly 60 is drivingly connected to the output gear set 50 with the planetary gear set 40. At this time, the second electric machine 20 is coaxially arranged between the engine 30 and the planetary gear set 40.

It can be appreciated that in the embodiment shown in fig. 11 and 12, by arranging the first motor 10, the second motor 20, and the engine 30 coaxially, the radial dimension of the power assembly 100 of the present application can be reduced, the internal arrangement structure of the power assembly 100 of the present application is optimized, and the space utilization rate is improved to reduce the volume.

Meanwhile, in the example of fig. 11, the second motor 20 and the first motor 10 are located on the same side of the planetary gear set 40, and the transmission assembly 60 and the planetary gear set 40 are integrally constructed and drivingly connected to the output gear set 50, the radial dimension of the power assembly 100 of the present application can be further reduced, and the primary transmission chain is reduced, further improving the transmission efficiency.

It should be appreciated that the terms "first," "second," and the like are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defining "a first" or "a second" may explicitly or implicitly include one or more of the described features. In the description of the embodiments of the present application, the meaning of "a plurality" is two or more, unless explicitly defined otherwise.

In the description of the present specification, reference to the terms "one embodiment," "some embodiments," "illustrative embodiments," "examples," "specific examples," or "some examples," etc., means 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 application. In this specification, schematic representations of the above terms do not necessarily refer to the same embodiments or examples. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.

It is to be understood that the application of the present application is not limited to the examples described above, but that modifications and variations can be made by a person skilled in the art from the above description, all of which modifications and variations are intended to fall within the scope of the claims appended hereto. Those skilled in the art will recognize that the implementations of all or part of the procedures described in the embodiments described above and in accordance with the equivalent arrangements of the claims are within the scope of the present application.

Claims (11)

1. The power assembly is characterized by comprising an engine, a first motor, a second motor, a planetary gear set and an output gear set, wherein the engine, the planetary gear set and the first motor are coaxially arranged along the axial direction of an output shaft of the engine, the planetary gear set is in transmission connection between the first motor and the engine, and the output gear set is positioned at one side of the planetary gear set along the axial direction of the output shaft perpendicular to the engine;

The engine is in transmission connection with the output gear set through the planetary gear set, the second motor is in transmission connection with the output gear set through a transmission assembly, and the engine and/or the second motor are/is used for driving the output gear set to transmit power outwards;

the first motor is electrically connected with the second motor, and can rotate along with the engine and provide electric energy for the second motor;

the powertrain further includes a first brake disposed in correspondence with the planetary gear set or the motor shaft of the first motor and configured to limit the motor shaft of the first motor to disengage the drive connection between the engine and the first motor.

2. The powertrain of claim 1, wherein the planetary gearset includes a first carrier coaxially disposed between the engine and the first motor along a motor shaft axis of the first motor and in driving connection with the engine, at least a portion of an output shaft of the engine extending into the first carrier to drive the first carrier to rotate about its own axis;

The periphery of the first planet carrier is sleeved with a first planet carrier output gear in transmission connection with the output gear set, and the first planet carrier rotates and drives the first planet carrier output gear to rotate so as to transmit the power output by the engine to the output gear set.

3. The powertrain of claim 2, wherein the planetary gear set includes a first sun gear within the first carrier, the first sun gear drivingly connected between the first carrier and the first electric machine and coaxially arranged between the engine and the first electric machine;

the first sun gear and a motor shaft of the first motor are coaxially rotated, and the engine can synchronously drive the first motor to rotate by driving the first sun gear to rotate.

4. The powertrain of claim 3, wherein the planetary gear set includes a second sun gear within the first carrier, the second sun gear drivingly connected between the engine and the first carrier, and the second sun gear coaxially aligned with a side of the first sun gear facing away from the first electric machine;

The second sun gear and the output shaft of the engine rotate coaxially, and the engine can drive the first planet carrier to rotate by driving the second sun gear to rotate.

5. The powertrain of claim 4, wherein the planetary gear set includes a clutch located within the first carrier and disposed between an output shaft of the engine and the second sun gear;

the clutch is used to limit the output shaft of the engine to disengage the drive connection between the engine and the second sun gear.

6. The powertrain of any one of claims 4 or 5, wherein the planetary gear set includes a third sun gear and a fourth sun gear, the third sun gear and the fourth sun gear being coaxially arranged between the second sun gear and the engine, and the third sun gear being located between the fourth sun gear and the second sun gear;

the fourth sun gear is fixedly connected with the first planet carrier and coaxially rotates, the third sun gear is in transmission connection between the engine and the fourth sun gear, and the engine drives the fourth sun gear to rotate and drives the first planet carrier to rotate through the third sun gear.

7. The powertrain of claim 6, wherein the planetary gear assembly includes a second planet carrier positioned within the first planet carrier and coaxially aligned between the engine and the second sun gear along an axial direction of the engine;

the third sun gear is positioned in the second planet carrier and is in transmission connection with the second planet carrier, the second planet carrier is fixedly connected with the second sun gear, and the engine drives the second planet carrier to rotate through the third sun gear so as to drive the second sun gear to rotate.

8. The powertrain of claim 6, wherein the fourth sun gear is drivingly connected to the engine, and the engine drives rotation of the first carrier via the fourth sun gear.

9. The powertrain of claim 8, wherein the planetary gear set includes a synchronizer disposed between the third sun gear and the fourth sun gear;

the synchronizer is used for combining transmission connection between the third sun gear and the engine; or alternatively, the first and second heat exchangers may be,

The synchronizer is used for combining transmission connection between the fourth sun gear and the engine.

10. The powertrain of claim 1, wherein the transmission component is integrally constructed with the planetary gear set and is drivingly connected to the output gear set with the planetary gear component; wherein,

the second motor is coaxially arranged between the planetary gear set and the first motor, or,

the second electric machine is coaxially disposed between the engine and the planetary gear set.

11. A vehicle comprising a wheel and a powertrain as claimed in any one of claims 1 to 10, the wheel being in driving connection with an output gear set of the powertrain, the powertrain outputting power to the wheel via the output gear set to drive rotation of the wheel.