WO2018077265A1 - 动力传动***以及具有其的车辆 - Google Patents

动力传动***以及具有其的车辆 Download PDF

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Publication number
WO2018077265A1
WO2018077265A1 PCT/CN2017/108358 CN2017108358W WO2018077265A1 WO 2018077265 A1 WO2018077265 A1 WO 2018077265A1 CN 2017108358 W CN2017108358 W CN 2017108358W WO 2018077265 A1 WO2018077265 A1 WO 2018077265A1
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Prior art keywords
power
output
shifting unit
switching device
unit
Prior art date
Application number
PCT/CN2017/108358
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English (en)
French (fr)
Inventor
廉玉波
凌和平
翟震
徐友彬
黄威
Original Assignee
比亚迪股份有限公司
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Application filed by 比亚迪股份有限公司 filed Critical 比亚迪股份有限公司
Priority to EP17864655.0A priority Critical patent/EP3533645A1/en
Priority to US16/346,507 priority patent/US20190308497A1/en
Publication of WO2018077265A1 publication Critical patent/WO2018077265A1/zh

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
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    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B60K6/365—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings with the gears having orbital motion
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    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
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    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
    • F16H2200/0052—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising six forward speeds
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/006—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion power being selectively transmitted by either one of the parallel flow paths
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors

Definitions

  • the present invention relates to the field of vehicle technology, and in particular, to a power transmission system of a vehicle and a vehicle having the power transmission system.
  • Hybrid vehicles as one of the new energy vehicles, are driven by engines and/or motors and have multiple modes to improve transmission efficiency and fuel economy.
  • some hybrid vehicles have fewer driving modes and lower drive transmission efficiency, which cannot meet the requirements of the vehicle to adapt to various road conditions, especially when the hybrid vehicle is fed (when the battery power is insufficient).
  • the vehicle's power and passing ability are insufficient.
  • it is necessary to additionally increase the transmission mechanism the integration degree is low, and the power generation efficiency is low.
  • the present invention aims to solve at least one of the technical problems in the related art to some extent.
  • the present invention proposes a power transmission system for a vehicle that has a plurality of driving modes and can effectively adjust the power output to the wheels, thereby enabling the vehicle to adapt to various road conditions.
  • the invention further proposes a vehicle.
  • a power transmission system for a vehicle includes: a power source; a shifting unit adapted to be selectively coupled to the power source; the first motor generator, the first motor generator The shifting unit is power-coupled; the shifting unit output is configured to be adapted to output power output through the shifting unit; a system power output; a mode switching device, wherein the shifting unit output And the system power output portion is dynamically coupled or disconnected by the mode conversion device, and the speed change unit output portion and the system power output portion are dynamically coupled by the mode conversion device, so that the mode conversion device is adapted Outputting the power received from the shifting unit output unit to the system power output unit; the power switching device, the shifting unit and the shifting unit output unit are dynamically coupled by the power switching device or disconnect.
  • the driving mode of the vehicle can be enriched, and the economy and power of the vehicle can be improved, and the vehicle can adapt to different road conditions and can be displayed. Improve the driver's driving experience by improving the vehicle's passability and ability to get out of trouble.
  • the function of parking power generation can be realized by the mode switching device. It not only ensures the power transmission directly when the first motor generator is driven and feedback, but also has high transmission efficiency and ensures the simple and reliable switching of the parking power generation mode.
  • a vehicle according to the present invention includes the power transmission system described above.
  • FIG. 1 to 6 are schematic views of a power transmission system of a vehicle according to an embodiment of the present invention.
  • FIGS. 7 to 20 are schematic diagrams showing the structure of a mode switching device according to an embodiment of the present invention.
  • 21 to 26 are schematic views of a mode switching device, a system power output portion, and a power switching device;
  • 27 to 32 are schematic views of an electric drive system
  • 33 to 38 are structural views of a power transmission system of a vehicle according to an embodiment of the present invention.
  • 39 to 45 are structural views of a power transmission system according to an embodiment of the present invention.
  • the vehicle On a hybrid vehicle, the vehicle may be arranged with a plurality of systems, such as a powertrain 1000, which may be used to drive the front or rear wheels of the vehicle, with the powertrain 1000 driving the front wheels of the vehicle below as an example.
  • a powertrain 1000 can also be used in conjunction with other drive systems to drive the rear wheel rotation of the vehicle such that the vehicle is a four-wheel drive vehicle.
  • a power transmission system 1000 according to an embodiment of the present invention will be described in detail below with reference to the accompanying drawings.
  • the powertrain 1000 may include a power source 100, a shifting unit 200, a first motor generator 302, a shifting unit output unit 201, a shifting unit output unit 201, a mode switching device 402, and a power switching.
  • Device 800 of course, powertrain 1000 may also include other mechanical components, such as second motor generator 600, first clutch device 202 and second clutch device L2, and the like.
  • the shifting unit 200 is adapted to be selectively coupled to the power source 100, and the shifting unit output portion 201 is configured to be adapted to output power output through the shifting unit 200.
  • the shifting unit 200 and the shifting unit output portion 201 are dynamically coupled or disconnected by the power switching device 800. It can be understood that the power source 100 can selectively output power to the shifting unit 200, and the power on/off between the shifting unit 200 and the shifting unit output portion 201 is controlled by the power switching device 800, for example, when the power switching device 800 is powered.
  • the shifting unit 200 and the shifting unit output unit 201 are coupled and coupled, the shifting unit can output power through the shifting unit output unit 201.
  • the first motor generator 302 is dynamically coupled to the shifting unit 200, that is, when the first motor generator 302 When used as a generator, the shifting unit 200 may output power to the first motor generator 302, and when the first motor generator 302 is used as a motor, the first motor generator 302 may output power to the shifting unit 200.
  • the shifting unit output portion 201 and the system power output portion 401 are dynamically coupled or disconnected by the mode switching device 402, that is, the mode switching device 402 can control the power on and off state between the shifting unit 201 and the system power output portion.
  • the shifting unit output unit 201 is coupled to the system power output unit 401 via the mode switching device 402, and the mode switching device 402 is adapted to output the power received from the shifting unit output unit 201 to the system power output unit 401. It can be understood that during the power transmission process, the mode switching device 402 can function as a deceleration and torque enhancement, so that the passing performance of the vehicle can be better.
  • the power received by the shifting unit output unit 201 may be the power transmitted from the power source 100 and/or the first motor generator 302.
  • the shifting unit 200 and the shifting unit output unit 201 are disconnected by the power switching device 800, the power output from the power source 100 cannot be directly transmitted to the system power output unit 401, and the power output from the power source 100 is adapted to be directly driven by the shifting unit 200.
  • Motor generator 302 generates electricity.
  • the first motor generator 302 is used as a generator, so that the power transmission path between the power source 100 and the first motor generator 302 is short, and the transmission efficiency is high, so that the power generation of the first motor generator 302 can be improved. Efficiency can extend the mileage of the vehicle.
  • the mode switching device 402 is further adapted to output the power original speed received from the shifting unit output unit 201 to the system power output unit 401. That is to say, the mode switching device 402 not only has the function of speed reduction but also has the function of the original speed transmission, so that the mode switching device 402 can selectively output the power to the system power output unit 401 at the original speed or the speed reduction, thereby Enriching the driving mode of the vehicle can improve the passing performance of the vehicle.
  • the mode conversion device 402 includes a conversion device input portion 4020 and a conversion device output portion 4022.
  • the conversion device input portion 4020 is dynamically coupled to the transmission unit output portion 201, and the conversion device output portion 4022 is connected to the input terminal 4011 of the system power output portion 401.
  • the device input unit 4020 and the conversion device output unit 4022 are selectively and dynamically coupled.
  • the mode switching device 402 can control the power on/off state between the system power output portion 401 and the shifting unit output portion 201, thereby facilitating The mode switching means 402 switches between the original speed and the down speed, and the operational reliability of the mode switching means 402 can be ensured.
  • the rotation speed of the conversion device input unit 4020 is higher than or equal to the rotation speed of the conversion device output unit 4022. It can be understood that when the rotation speed of the conversion device input portion 4020 is higher than the rotation speed of the conversion device output portion 4022, the mode conversion device 402 is performing the speed reduction transmission; when the rotation speed of the conversion device input portion 4020 is equal to the rotation speed of the conversion device output portion 4022 At the time, the mode switching device 402 is performing the original speed transfer.
  • the transmission mode one is the direct transmission mode, that is, the rotation speed of the conversion device input portion 4020 is equal to the rotation speed of the conversion device output portion 4022, and the other is the deceleration transmission mode, that is, the rotation speed of the conversion device input portion 4020 is higher than the conversion device output portion.
  • the rotation speed of 4022 so that the mode switching device 402 increases the gear position of the whole vehicle, can enlarge the maximum output torque of the whole vehicle by N times, and improves the power and the passing ability (for example, the maximum climbing degree and the ability to remove the trap).
  • the quality of the whole vehicle is large, and the power output of the engine can only be relied upon after the feeding. At this time, the capability and power will be greatly reduced.
  • the hybrid vehicle using the mode conversion device 402 of the present invention can effectively improve the power and the passing ability. Moreover, these two transmission modes can obviously enrich the driving mode of the vehicle, so that the vehicle can be adapted to more different working conditions.
  • the above N is equal to the speed ratio of the L gear to the D gear, and when the vehicle is in the L gear, the conversion device input portion 4020 and the conversion device output portion 4022 are powered by the direct transmission mode, and the conversion device input portion 4020
  • the rotation speed is higher than the rotation speed of the conversion device output portion 4022; when the vehicle is in the D range, the conversion device input portion 4020 and the conversion device output portion 4022 are powered by the deceleration transmission mode, and the rotation speed of the conversion device input portion 4020 is equal to the conversion device.
  • the rotational speed of the output unit 4022 is equal to the speed ratio of the L gear to the D gear
  • the mode switching device 402 can facilitate the intervention of the first motor generator 302 when the power source 100 is in operation, and the parallel power source 100 and the first motor generator 302 can better protrude through direct torque coupling.
  • the parallel structure has the advantages of strong power, simple structure and easy realization of the vehicle space layout.
  • the first motor generator 302 has a high transmission efficiency, and the shifting unit 200 transmits power between the shifting unit output portion 201 and the mode switching device 402 and the wheel, which is a pure fuel working condition;
  • the shifting unit 200 is powered by the shifting unit output unit 201 and the first motor generator 302, at this time, the parking power generation condition; for example, the first motor generator 302 passes through the shifting unit output unit 201 and the mode switching device 402. Power transmission with the wheel, this time is pure electric working condition.
  • this can also avoid the problem of requiring a pure electric operating condition in a complex hybrid transmission system that requires complicated shifting and transmission chains in the shifting, and is particularly suitable for use in a plug-in hybrid vehicle.
  • the shifting unit 200 and the first motor generator 302 can also operate simultaneously.
  • mode switching device 402 is also capable of achieving an ultra low gear output of powertrain 1000, i.e., in embodiments having shifting unit 200, power from at least one of power source 100 and first motor generator 302 passes first The speed change unit 200 is decelerated, and then the L speed reduction speed is adopted to realize the ultra low speed gear output of the power transmission system 1000. Thereby, the torque output of the engine and the first motor generator 302 can be greatly amplified.
  • the power transmission system 1000 proposed by the present invention does not change the basic structure of the dual clutch shifting and the shifting logic.
  • the intervention of the first motor generator 302 is only represented by the superposition of the torque at the output of the shifting unit, so the power source 100
  • the control logic of the shifting unit 200 is independent of the control logic of the first motor generator 302.
  • the power output of the engine and the power output of the first motor generator 302 are relatively independent, and each power source output control logic is simple and easy to implement, and Conducive to saving manufacturers' development time and cost, avoiding high failure rate of the system, even the engine and shifting unit 200
  • the system failure also does not affect the power output of the first motor generator 302 when it is purely electric.
  • the power output from the power source 100 is adapted to directly drive the first electric motor through the shifting unit 200.
  • Generator 302 generates electricity.
  • the power of the power source 100 cannot be transmitted to the system power output unit 401, but is directly transmitted to the first motor generator 302 to generate power.
  • the power of the power source 100 can be transmitted to the first motor generator 302 for the first motor generator 302 to generate electricity, thereby enabling parking power generation, so that parking power generation is not required.
  • the parking mode can be switched only by the mode switching device 402, the switching control is simple, and the transmission efficiency is high.
  • the first motor generator 302 is disposed as a direct mode switching device 402. The power output of the first motor generator 302 is directly high efficiency, and the braking energy feedback efficiency is high.
  • the shifting unit 200 only needs to realize the shifting torque for the engine power, so that the shifting unit 200 does not require additional design changes, which contributes to miniaturization of the shifting unit 200, and can reduce the development cost of the entire vehicle and shorten the development cycle.
  • the foregoing advantages are all achieved by the mode switching device 402, so the powertrain 1000 has a high degree of integration.
  • the shifting unit output unit 201 is coupled to the mode switching device 402, and the shifting unit 200 and the shifting unit output unit 201 are coupled by the power switching device 800 to electrically couple at least one of the power source 100 and the first motor generator 302.
  • the power is sequentially output to the mode switching device 402 through the shifting unit 200 and the shifting unit output unit 201.
  • the power source 100 can separately output power to the shifting unit 200
  • the first motor generator 302 can also separately output power to the shifting unit 200
  • the power source 100 and the first motor generator 302 can collectively output power to the shifting unit 200. Output after coupling.
  • the mode conversion device 402 may further include a first conversion portion 4021a and a second conversion portion 4021b, and the conversion device output portion 4022 is selectively coupled to the first conversion portion 4021a.
  • the conversion device input portion 4020 is fixedly coupled to the first conversion portion 4021a, and the conversion device output portion 4022 is engaged with the second conversion portion 4021b so as to be adapted to cause the rotation speed of the conversion device input portion 4020 to be output. After being lowered, it is output to the input terminal 4011 of the differential 401.
  • the rotation speed suitable for outputting the conversion device input portion 4020 is the same as the rotation speed of the input end 4011 of the system power output portion 401.
  • the conversion device input portion 4020 can transmit power to the first conversion portion 4021a and the second.
  • the conversion unit 4021b can control the rotation speed transmitted to the wheel by appropriately selecting the first conversion unit 4021a and the second conversion unit 4021b, thereby controlling the vehicle speed of the vehicle, so that the vehicle speed is more suitable for the current vehicle condition. Can In order to improve the smoothness and power of the vehicle.
  • the mode switching device 402 may include: a final drive driven gear Z', a planetary gear mechanism P, and a shifting device adapter S, wherein the main deceleration
  • the driven gear Z' is the switching device input portion 4020.
  • the planetary gear mechanism P may include a first member P1, a second member P2, and a third member P3.
  • the first member P1 is fixed to the final drive driven gear Z'. In this case, power can be transmitted between the first element P1 and the final drive gear Z', and the second element P2 is fixedly disposed.
  • the first element P1 is the first conversion portion 4021a
  • the third element P3 is the second conversion portion 4021b.
  • the first element P1 can be driven with the third element P3, during which the rotational speed of the first element P1 is higher than the rotational speed of the third element P3.
  • the planetary gear mechanism P may include: a sun gear, a planetary gear, a carrier and a ring gear, the planetary gear is mounted on the planet carrier, and the planetary gear is meshed between the sun gear and the ring gear such that the sun gear, the planet carrier and the tooth
  • the circle may be one of the first element P1, the second element P2, and the third element P3.
  • the first element P1 is a sun gear
  • the sun gear is directly fixedly coupled to the final drive driven gear Z'
  • the second element P2 is a ring gear
  • the third element P3 is a carrier.
  • the first element P1 is a ring gear
  • the ring gear is directly fixedly coupled to the final drive driven gear Z'
  • the second element P2 is a sun gear
  • the third element P3 is a carrier.
  • the first element P1 is a sun gear
  • the sun gear is directly fixedly coupled to the final drive driven gear Z'
  • the second element P2 is a carrier
  • the third element P3 is a ring gear.
  • the mode conversion device 402 may further include: a conversion device adapter S22 that selectively engages one of the first element P1 and the third element P3 by the conversion device adapter S.
  • the switching engagement device can be a conversion device synchronizer.
  • the switching device synchronizer can selectively engage the switching device output portion 4022 with the first component P1 and the third component P3.
  • the rotational speed of the converting device input portion 4020 is the same as the rotational speed of the converting device output portion 4022, and when the converting device synchronizer engages the third member P3, the rotational speed of the converting device input portion 4020 is greater than the conversion The rotational speed of the device output unit 4022.
  • the switching device adapter S is located between the first member P1 and the third member P3 in the axial direction of the central axis of the planetary gear mechanism P. This saves a switching device synchronizer, which makes the mode switching device 402 simple in structure and simple in control logic.
  • the conversion device output portion 4022 can be a sleeve, and the sleeve can be sleeved on the half shaft 2000. One end of the sleeve is fixedly connected with the input end 4011 of the system power output portion 401, and the conversion device adapter S is fixedly disposed on the sleeve. The other end. Thus, the switching device output portion 4022 can output power to the system power output portion 401 in a timely and reliable manner.
  • the component of the first component P1 and the third component P3 that is close to the input end 4011 of the system power output portion 401 and the final drive driven gear Z' are all sleeved on the sleeve, and the sleeve is sleeved on the vehicle.
  • the component of the first element P1 and the third element P3 that is remote from the input end 4011 of the system power output portion 401 is idle in the vehicle.
  • the third component P3 is closer to the system power output portion 401, and the third component P3 is sleeved on the sleeve.
  • the first component P1 is closer to the system power output portion 401, the first component.
  • P1 is sleeved on the sleeve, as shown in Fig. 9, the third element P3 is closer to the system power output 401, and the third element P3 is sleeved on the sleeve. This can make the mode switching device 402 compact and well arranged.
  • the planetary gear mechanism P further includes a first element joint portion P4 and a third element joint portion P5, the first element joint portion P4 being fixedly coupled to the first element P1, and the first element joint portion P4 being adapted to selectively engage with the conversion device adapter S-engagement, the third element joint portion P5 is fixedly coupled to the third element P3, and the third element joint portion P5 is adapted to selectively engage with the shifting device adapter S, in the axial direction of the central axis of the planetary gear mechanism P,
  • the device adapter S is located in a space defined by the first element joint portion P4 and the third element joint portion P5.
  • the first element joint portion P4 may facilitate the disconnection of the engagement of the first element P1 and the shifting device synchronizer
  • the third element joint portion P5 may facilitate the engagement of the third element P3 and the shifting device adapter S.
  • the switching device adapter S is located between the first element joint portion P4 and the third element joint portion P5.
  • the conversion device adapter S may include first and second spaced apart portions.
  • the joint, the first joint is adapted to selectively engage the converter output 4022 with the first element P1
  • the second joint is adapted to selectively engage the converter output 4022 and the third element P3.
  • the rotational speed of the converting device input portion 4020 is the same as the rotational speed of the converting device output portion 4022, and when the second engaging portion engages the switching device output portion 4022 When the third element P3 is used, the rotation speed of the conversion device input portion 4020 is greater than the rotation speed of the conversion device output portion 4022.
  • the conversion device output portion 4022 may be a sleeve, one end of the sleeve is fixedly connected with the input end 4011 of the system power output portion 401, and the other end of the sleeve passes through the planetary gear structure.
  • One of the first engaging portion and the second engaging portion is fixedly disposed at the other end of the sleeve, and the other of the first engaging portion and the second engaging portion is fixedly disposed on a portion of the sleeve that does not pass through the planetary gear mechanism P .
  • the arrangement positions of the first joint portion and the second joint portion are adjusted according to the first element P1 and the third element P3, and the first element P1 is away from the system power output portion 401 as compared with the third element P3.
  • An engaging portion is fixed to the other end of the sleeve, and the second engaging portion is fixedly disposed on a portion of the sleeve that does not pass through the planetary gear mechanism P.
  • the first element P1 is closer to the system power output portion 401 than the third element P3
  • the second joint portion is fixed to the other end of the sleeve, and the first joint portion is fixedly disposed at a portion of the sleeve that does not pass through the planetary gear mechanism P. on.
  • the planetary gear mechanism P may further include a first element joint portion P4 and a third element joint portion P5, the first element joint portion P4 being fixedly coupled to the first element P1, and first The component joint portion P4 is adapted to selectively engage with the conversion device adapter S, the third component joint portion P5 is fixedly coupled to the third component P3, and the third component The engaging portion P5 is adapted to selectively engage with the shifting device adapter S, the first member engaging portion P4 and the third member engaging portion P5 being located at the first joint portion and the second portion in the axial direction of the central axis of the planetary gear mechanism P Between the joints.
  • the device 402 has a simple structure, a reasonable layout, and a simple control logic.
  • the first component P1, the third component P3, and the final drive driven gear Z' may be sleeved on the sleeve, and the sleeve is sleeved on the axle half 2000 of the vehicle.
  • the sleeve can rotate relative to the half shaft 2000, and the first component P1, the third component P3, and the final drive driven gear Z' can be rotated relative to the sleeve, so that the space on the half shaft 2000 can be reasonably utilized, and the sleeve can be ensured.
  • the arrangement reliability of the first element P1, the third element P3, and the final drive driven gear Z' can further reduce the difficulty in arranging the powertrain 1000.
  • the switching device adapter S may include a direct gear synchronizer SD and a low gear synchronizer SL, the first engaging portion being a part of the direct gear synchronizer SD, and the second engaging portion being a part of the low gear synchronizer SL.
  • the direct-gear synchronizer SD engages the first component engagement portion P4 and the conversion device output portion 4022 to ensure that the rotational speeds of the conversion device input portion 4020 and the conversion device output portion 4022 are the same
  • the low-range synchronizer SL engages the third component engagement portion P5 and the conversion device
  • the output portion 4022 can ensure that the rotational speed of the conversion device input portion 4020 is greater than the rotational speed of the conversion device output portion 4022.
  • the third embodiment of the present invention is substantially the same as the first embodiment, and the specific differences are referred to the following.
  • the switching device adapter S is located on one side of the planetary gear mechanism P.
  • the switching device adapter S is located on the right side of the planetary gear mechanism P.
  • the switching device adapter S is located on the left side of the planetary gear mechanism P.
  • the planetary gear mechanism P and the switching device adapter S are spaced apart, so that the arrangement of the fork mechanism can be facilitated, the arrangement of the fork mechanism can be reduced, and the arrangement convenience of the power transmission system 1000 can be improved. And control convenience.
  • the conversion device adapter S is disposed on the conversion device output portion 4022, and the conversion device output portion 4022 and the conversion device adapter S are both located on one side of the planetary gear mechanism P. That is, the conversion device output portion 4022 and the conversion device adapter S may be located on the same side of the planetary gear mechanism P, for example, on the right side. This makes it possible to arrange the planetary gear mechanism P, the switching device adapter S, and the switching device output portion 4022 in an axial position, so that the arrangement of the fork mechanism can be facilitated, and the structural reliability of the mode switching device 402 can be improved.
  • the first component is sequentially disposed in the axial direction of the central axis of the planetary gear mechanism P, from one end remote from the adapter fitting S to one end close to the converter adapter S.
  • the lands of the one located on the outer side of P1 and the third element P3 correspond to the lands portion corresponding to the one of the first element P1 and the third element P3.
  • a sleeve portion corresponding to the inner one of the first member P1 and the third member P3, and the first member P1 and the third member are sequentially sleeved from the outside to the inside.
  • the part of the sleeve located in the outer side of P3 corresponds to the sleeve portion.
  • the power transmission system 1000 shown in FIG. 13 is taken as an example for description.
  • a sleeve portion corresponding to the first member P1 and a sleeve portion corresponding to the third member P3 are sleeved in order from the outside to the inside, so that the first member joint portion P4 can be made
  • the third element joint portion P5 is arranged symmetrically in both the axial direction and the radial direction, so that the mode switching device 402 can be arranged reasonably.
  • a portion of the conversion device output 4022 can pass through the planetary gear mechanism P, and the conversion device adapter S is disposed on the aforementioned portion of the conversion device output 4022. That is, the conversion device adapter S and the system power output portion 401 are respectively located on both sides of the planetary gear mechanism P, and the planetary gear mechanism P can be sleeved on the conversion device output portion 4022, so that the mode conversion device 402 can be utilized reasonably. Axial space and radial space. Specifically, the conversion device output portion 4022 may be a sleeve that is sleeved on the half shaft 2000 of the vehicle.
  • the planetary gear mechanism P may further include a first component joint portion P4 and a third component joint portion P5, the first component joint portion P4 being fixedly connected to the first component P1, and the first component The joint portion P4 is adapted to selectively engage the shifting device adapter S, the third member joint portion P5 is fixedly coupled to the third member P3, and the third member joint portion P5 is adapted to selectively engage the shifting device adapter S.
  • the first element joint portion P4 and the third element joint portion P5 it is possible to facilitate the selective engagement of the conversion device output portion 4022 with the first element P1 and the third element P3, respectively.
  • the first element joint portion P4 and the third element joint portion P5 may each include a land portion and a sleeve portion which are perpendicular to a central axis of the planetary gear mechanism P, The sleeve portion is parallel to the central axis of the planetary gear mechanism P.
  • the outer edge of the land portion is fixedly coupled to the corresponding member, the inner edge of the land portion is coupled to one end of the sleeve portion, and the other end of the sleeve portion is adapted to selectively engage the adapter assembly S.
  • the first component in the axial direction of the central axis of the planetary gear mechanism P, from one end remote from the adapter fitting S to one end close to the converter adapter S, the first component is sequentially disposed.
  • the lands of the one located on the inner side of P1 and the third element P3 correspond to the lands portion corresponding to the one of the first element P1 and the third element P3.
  • a sleeve portion corresponding to the one of the first member P1 and the third member P3 located outside, and the first member P1 and the third member are sequentially sleeved from the outside to the inside.
  • the part of the sleeve located in the inner side of P3 corresponds to the sleeve portion.
  • the conversion device output portion 4022 may be a sleeve, and one end of the sleeve is fixed to the input end 4011 of the system power output portion 401.
  • the shifting device adapter S is disposed at the other end of the sleeve, and the sleeve is located at one side of the planetary gear mechanism P.
  • the conversion device output portion 4022 may be a sleeve, one end of the sleeve is fixed to the input end 4011 of the system power output portion 401, and the conversion device adapter S is disposed at the other end of the sleeve. The other end of the sleeve passes through the planetary gear mechanism P.
  • the power transmission system 1000 shown in FIG. 16 is taken as an example for description.
  • a lands corresponding to the third member P3 are sequentially disposed.
  • a portion and a land portion corresponding to the first member P1 in the radial direction of the central axis of the planetary gear mechanism P, a sleeve portion corresponding to the third member P3 and a corresponding portion of the first member P1 are sequentially sleeved from the outside to the inside.
  • each of the switching device adapters S may be a switching device synchronizer.
  • the mode conversion device 402 may further include a first conversion portion 4021a and a second conversion portion 4021b, and the conversion device output portion 4022 is selectively coupled to the first conversion portion 4021a and the second One of the conversion portions 4021b is engaged, the conversion device input portion 4020 is fixedly coupled to the first conversion portion 4021a, and the conversion device output portion 4022 is coupled to the second conversion portion 4021b, so that the rotation speed of the conversion device output portion 4022 is sequentially passed through the first The conversion unit 4021a and the second conversion unit 4021b are lowered and output to the input terminal 4011 of the system power output unit 401.
  • the rotation speed suitable for outputting the conversion device input portion 4020 is the same as the rotation speed of the input end 4011 of the system power output portion 401.
  • the conversion device input portion 4020 can transmit power to the first conversion portion 4021a and the second.
  • the conversion unit 4021b can control the rotation speed transmitted to the wheel by appropriately selecting the first conversion unit 4021a and the second conversion unit 4021b, thereby controlling the vehicle speed of the vehicle, so that the vehicle speed is more suitable for the current vehicle condition. It can improve the running stability and power of the vehicle.
  • the conversion device input portion 4020 is the main reducer driven gear Z'
  • the first conversion portion 4021a is the first conversion gear ZZ1
  • the second conversion portion 4021b is the second conversion gear ZZ2.
  • the mode switching device 402 further includes: a switching device shaft VII, the final drive driven gear Z', the first shifting gear ZZ1 and the second shifting gear ZZ2 are all vacant on the half shaft 2000 of the vehicle, and the shifting device shaft VII
  • the third conversion gear ZZ3 and the fourth conversion gear ZZ4 are fixedly coupled, the first conversion gear ZZ1 is meshed with the third conversion gear ZZ3, and the second conversion gear ZZ2 is meshed with the fourth conversion gear ZZ4.
  • a first-stage deceleration is formed between the first conversion gear ZZ1 and the third conversion gear ZZ3, and a second-stage deceleration is formed between the second conversion gear ZZ2 and the fourth conversion gear ZZ4, so that the rotation speed of the first conversion gear ZZ1 can be made high.
  • the final drive driven gear Z' may constitute a double-coupling structure with the first shift gear ZZ1, in other words, one of the double-connected tooth structures constitutes the final drive driven gear Z' and The other gear constitutes the first shifting gear ZZ1, so that by providing the double-toothed structure, the mode switching device 402 can be made simple in structure and reliable in operation, and The power transmission system 1000 can be made simple in structure and reliable in operation.
  • the switching device output portion 4022 is adapted to be disconnected from both the first converting portion 4021a and the second converting portion 4021b, thereby making the power source 100 adapted to directly drive the first motor generator 302 to generate electricity through the shifting unit 200.
  • the first motor generator 302 has high power generation efficiency and can effectively reduce energy loss.
  • the mode switching device 402 may further include a conversion device adapter S22 that selectively engages the first conversion portion 4021a or the second conversion portion 4021b by the conversion device adapter S.
  • the conversion device output portion 4022 can selectively engage and disengage the first conversion portion 4021a
  • the conversion device output portion 4022 can selectively engage and disengage the second conversion portion 4021b.
  • the conversion device adapter S may be a conversion device synchronizer disposed between the first conversion gear ZZ1 and the second conversion gear ZZ2, so that the number of synchronizers can be reduced, and the mode conversion device 402 structure can be made Simple and low cost.
  • the conversion device output portion 4022 may be a sleeve, one end of which is fixedly coupled to the input end 4011 of the system power output portion 401, and the conversion device adapter S is disposed at the other end of the sleeve.
  • This ensures the synchronization reliability between the conversion device output portion 4022 and the corresponding first conversion gear ZZ1 and second conversion gear ZZ2.
  • the space of the mode switching device 402 can be effectively saved by a reasonable radial sleeve arrangement, so that the mode conversion device 402 can be made compact, small in size, and occupying a small space of the power transmission system 1000.
  • the conversion portion and the conversion device input portion 4020 of the first conversion portion 4021a and the second conversion portion 4021b that are close to the input end 4011 of the system power output portion 401 are all sleeved on the sleeve, and the sleeve is sleeved on the vehicle half.
  • the one of the first conversion portion 4021a and the second conversion portion 4021b that is away from the input end 4011 of the system power output portion 401 is vacant on the half shaft 2000 of the vehicle.
  • the sleeve can be sleeved on the half shaft 2000 of the vehicle, and the second conversion gear ZZ2 can be sleeved on the sleeve. This makes it possible to make the arrangement position of the second conversion gear ZZ2 reasonable, and the structural reliability of the mode conversion device 402 can be ensured.
  • the mode switching device 402 may further include a first converting portion 4021a and a second converting portion 4021b, and the converting device output portion 4022 is connected to the input terminal 4011 of the system power output portion 401.
  • the conversion device input portion 4020 is adapted to output power from at least one of the power source 100 and the first motor generator 302, and the conversion device input portion 4020 is selectively coupled to one of the first conversion portion 4021a and the second conversion portion 4021b.
  • the first conversion portion 4021a and the second conversion portion 4021b are both coupled to the conversion device output portion 4022 for transmission. That is, at the time of power transmission, the conversion device input unit 4020 can transmit power to the conversion device output unit 4022 via the first conversion unit 4021a or the second conversion unit 4021b.
  • the conversion device input portion 4020 is adapted to engage the first conversion portion 4021a such that the rotational speed of the conversion device input portion 4020 is the same as the rotational speed of the input end 4011 of the system power output portion 401, and the conversion device input portion 4020 is adapted to engage the second conversion portion 4021b The rotation speed of the conversion device input unit 4020 is lowered and output to the system power output unit 401.
  • the conversion device input portion 4020 is the main reducer driven gear Z'
  • the mode conversion device 402 may further include: a conversion device shaft VII, and the final drive driven gear Z' is fixedly disposed on the conversion device.
  • the direct drive gear Da and the low gear drive gear La are disposed over the shaft VII of the shifting device, and the shaft VII of the shifting device is parallel to the half shaft 2000 of the vehicle.
  • the direct-drive driving gear Da may be the first converting portion 4021a
  • the low-speed driving gear La may be the second converting portion 4021b
  • the conversion device output portion 4022 may include a direct-drive driven gear Db and a low-speed driven gear Lb, the direct-driven driven gear Db meshes with the direct-drive driving gear Da, and the low-speed driven gear Lb meshes with the low-speed driving gear La, directly Both the driven driven gear Db and the low driven driven gear Lb are fixedly coupled to the input end 4011 of the system power output portion 401. This makes the power transmission reliable and the transmission efficiency high.
  • the conversion device input portion 4020 is adapted to be disconnected from both the first conversion portion 4021a and the second conversion portion 4021b, so that the power source 100 is adapted to sequentially drive the first motor generator 302 through the shifting unit 200 and the conversion device input portion 4020. Power generation.
  • the mode conversion device 402 may further include a conversion device adapter S22 that selectively engages the first conversion portion 4021a or the second conversion portion 4021b by the conversion device adapter S.
  • a conversion device adapter S22 that selectively engages the first conversion portion 4021a or the second conversion portion 4021b by the conversion device adapter S.
  • the conversion device output portion 4022 can selectively engage and disengage the first conversion portion 4021a
  • the conversion device output portion 4022 can selectively engage and disengage the second conversion portion 4021b.
  • the conversion device adapter S can be a conversion device synchronizer.
  • the conversion device synchronizer may be fixed on the conversion device shaft VII.
  • the conversion device synchronizer may be located between the direct drive drive gear Da and the low range drive gear La, which may reduce the number of synchronizers and may
  • the mode conversion device 402 has a simple structure and low cost.
  • the shifting unit output portion 201 can be the main reducer driving gear Z, and the final drive main gear Z meshes with the final drive driven gear Z'.
  • the powertrain 1000 can also include a retarding chain 303 that is coupled to the shifting unit 200 via a speed reduction chain 303.
  • the deceleration chain 303 includes: a deceleration shaft 3031 and a deceleration shaft 2303.
  • the deceleration shaft 3031 is fixedly connected to the first motor generator 302, and the deceleration shaft 3031 is provided with a gear Z1, and the deceleration shaft 23032 is provided with a gear 2 Z2, the gear one Z1 and the gear two Z2 mesh, and the deceleration shaft two 3032 may be the variable speed power output of the shifting unit 200.
  • the power source 100 can be an engine, and the shifting unit 200 is adapted to be selectively coupled to the power source 100, such as As shown in FIG. 1 to FIG. 6, the power source 100 and the shifting unit 200 may be axially connected, wherein a first clutch device 202 may be disposed between the power source 100 and the shifting unit 200, and the first clutch device 202 may control the power source 100 and The engaged and disengaged state between the shifting units 200.
  • the shifting unit 200 may be a transmission.
  • the present invention is not limited thereto, and the shifting unit 200 may also be another shifting mechanism such as a gear reduction transmission mechanism.
  • the transmission unit 200 will be described as an example of a transmission.
  • the shifting unit 200 can have various arrangements, and the input shaft, the output shaft, and the gear change can form a new shifting unit 200.
  • the shifting unit 200 in the powertrain system 1000 shown in FIG. 33 is taken as an example. Detailed description.
  • the shifting unit 200 may include a shifting power input portion and a shifting power output portion that are selectively engageable with the power source 100 to transmit power generated by the power source 100.
  • the first clutch device 202 can include an input end and an output end. The input end is connected to the power source 100, and the output end is connected to the variable speed power input portion. When the input end and the output end are engaged, the power source 100 and the variable speed power input portion are engaged to transmit. power.
  • the shifting power output unit and the shifting unit output unit 201 are coupled or disconnected by the power switching device 800, and the shifting power output unit and the shifting unit output unit 201 are coupled by the power switching device 800, the shifting power output unit is configured to be adapted.
  • the power from the shift power input unit is output to the shift unit output unit 201 through the power switching device 800 by the synchronization of the shift unit synchronizer.
  • the shifting power input portion includes at least one input shaft, each of the input shafts being selectively engageable with the power source 100, and each of the input shafts is provided with at least one driving gear;
  • the variable speed power output portion includes: at least one output shaft, each output shaft is provided with at least one driven gear, the driven gear meshes with a corresponding driving gear, and the shifting unit output portion 201 is at least one final drive main gear Z, at least A main reducer drive gear Z is fixed to the at least one output shaft one by one.
  • the shifting unit 200 may be a six-speed shifting unit, and the shifting power input portion may include a first input shaft I and a second input shaft II, and the second input shaft II is sleeved on the first input shaft.
  • the first clutch device 202 can be a dual clutch having an input end, a first output end K1 and a second output end k2, the input end selectively engaging the first output end K1 and the second output end k2 at least one. That is to say, the input terminal can engage the first output terminal K1, or the input terminal can engage the second output terminal k2, or the input terminal can simultaneously engage the first output terminal K1 and the second output terminal k2.
  • the first output terminal K1 is connected to the first input shaft I
  • the second output terminal k2 is connected to the second input shaft II.
  • At least one first driving gear is fixed to the first input shaft I and the second input shaft II, respectively, and the first input shaft I and the second input shaft II are respectively sleeved with at least one second driving gear.
  • the first input shaft I is fixedly provided with a driving gear 1Ra and a third gear driving gear 3a.
  • the first input shaft I is provided with a five-speed driving gear 5a and a second input shaft II.
  • the second gear drive gear 2a is fixedly disposed, and the fourth input shaft II is provided with a fourth gear drive gear 4a and a sixth gear drive gear 6a, wherein the fourth gear drive gear 4a
  • a four-six-speed synchronizer S6R may be disposed between the six-speed drive gear 6a.
  • the second input shaft II is sleeved on the first input shaft I, so that the axial length of the power transmission system 1000 can be effectively shortened, thereby reducing the space occupied by the power transmission system 1000.
  • the output shaft is one, that is, the power output shaft, and the power output shaft is sleeved with the reverse driven gear Rb and the at least one first driven gear, and the at least one first driven gear is correspondingly engaged with the at least one first driving gear, and the power is At least one second driven gear is fixedly disposed on the output shaft, and at least one second driven gear is correspondingly engaged with the at least one second driving gear, and the reverse driven gear Rb and the at least one first driven gear are selectively coupled Power take-off shaft engagement.
  • the first output shaft III' is fixedly provided with a fourth-speed driven gear 4b, a fifth-speed driven gear 5b, and a sixth-speed driven gear 6b, and the first output shaft III' is further provided with a driven gear 1b and a second gear.
  • the driven gear 2b, the third driven gear 3b and the reverse driven gear Rb, the first driven gear 1b and the third driven gear 3b are provided with a three-speed synchronizer S13, a second gear driven gear 2b and A two reverse synchronizer S2R is disposed between the reverse driven gears Rb.
  • the reverse input driving gear Ra is fixedly disposed on the second input shaft II
  • the reverse output driven gear Rb is disposed on the first output shaft III'
  • the reverse driven gear Ra and the reverse driven gear Rb are disposed between
  • the idler IG the idler IG is meshed between the reverse drive gear Ra and the reverse driven gear Rb
  • the idler IG is fixed on the reverse intermediate shaft V.
  • the idler IG can ensure the reverse drive gear Ra and reverse gear from The moving gear Rb is interlocked in the same direction.
  • the system power output unit 401 can be a differential. As shown in FIGS. 21-26, the differential 401 can include two side gears, and the two side gears correspond to the two half shafts of the vehicle.
  • the powertrain 1000 of the vehicle further includes a power on/off device 500 adapted to selectively engage at least one of the two side gears with a corresponding axle half 2000 of the vehicle. It can be understood that if the power on/off device 500 is disposed between the half shaft 2000 on one side and the corresponding side gear, the power switching device 500 can control the joint between the half shaft 2000 and the side gear of the side.
  • each of the power switching devices 500 can control the engagement disconnection state of the corresponding side.
  • the power switching device 500 can facilitate the parking power generation of the vehicle during the parking condition, so that when the vehicle is in the parking condition, the first motor generator 302 is directly connected to the mode switching device 402, and the first motor generator 302 is powered.
  • the output is directly efficient and the braking energy feedback efficiency is high.
  • the power switching device 500 is disposed between the left half shaft 2000 and the corresponding side gear. As shown in FIG. 22, the power switching device 500 may be two, and one power switching device 500 It may be disposed between the half shaft 2000 on the left side and the corresponding side shaft gear, and the other power switching device 500 may be disposed between the right side shaft 2000 and the corresponding side shaft gear.
  • the power switching devices 500 may be clutches.
  • the clutch can be a jaw clutch.
  • the power switching device 500 can also be of other types.
  • the power switching device 500 can be a synchronizer.
  • the powertrain system 1000 may further include a second motor generator 600, and the second motor generator 600 is located between the power source 100 and the shifting unit 200, One end of the second motor generator 600 is directly coupled to the power source 100, and the other end of the second motor generator 600 is selectively coupled to the shifting unit 200.
  • the second motor generator 600 can be coaxially coupled to the input of the first clutch device 202.
  • the second motor generator 600 may be disposed between the input end of the first clutch device 202 and the engine, such that the power of the engine must pass through the second motor generator 600 when transmitting to the input end, and the second motor generator 600 may Used as a generator for parking power generation.
  • the input end of the first clutch device 202 may be provided with an input external tooth Z602, and the second motor generator 600 is coupled with the input external tooth Z602.
  • the motor shaft of the second motor generator 600 is provided with a gear Z601, and the gear Z601 is meshed with the input outer teeth Z602.
  • the power of the engine can be transmitted to the second motor generator 600 through the input and input external teeth Z602, such that the second motor generator 600 can be used as a generator for parking power generation.
  • the powertrain system 1000 may further include: a second motor generator 600 located between the power source 100 and the shifting unit 200, one end of the second motor generator 600 Power coupled to the power source 100, for example, one end of the second motor generator 600 is selectively coupled to the power source 100, and the other end of the second motor generator 600 is selectively coupled to the shift unit 200.
  • a second motor generator 600 located between the power source 100 and the shifting unit 200, one end of the second motor generator 600 Power coupled to the power source 100, for example, one end of the second motor generator 600 is selectively coupled to the power source 100, and the other end of the second motor generator 600 is selectively coupled to the shift unit 200.
  • a second clutch device L2 may be disposed between the second motor generator 600 and the engine.
  • the second clutch device L2 may be a single clutch that may control engagement disconnection between the engine and the second motor generator 600, and may control engagement disconnection between the engine and the input of the first clutch device 202.
  • the parking power generation state of the second motor generator 600 can be reasonably controlled, so that the power transmission system 1000 can be simple in structure and reliable in drive mode conversion.
  • the second clutch device L2 is built inside the rotor of the second motor generator 600. This can better shorten the axial length of the powertrain 1000, thereby reducing the volume of the powertrain 1000 and improving the flexibility of the powertrain 1000 on the vehicle.
  • the second motor generator 600 can also be used as a starter.
  • the input ends of the power source 100, the second clutch device L2, and the dual clutch are coaxially arranged. This makes the powertrain 1000 compact and compact.
  • the second motor generator 600 may be located between the power source 100 and the first clutch device 202 in the axial direction, which can effectively reduce the power transmission.
  • the axial length of the system 1000, and the position of the second motor generator 600 can be properly arranged, and the structural compactness of the powertrain 1000 can be improved.
  • the first motor generator 302 is the main drive motor of the powertrain 1000, so the first motor generator 302 Large capacity and volume. Wherein, for the first motor generator 302 and the second motor generator 600, the rated power of the first motor generator 302 is greater than the rated power of the second motor generator 600.
  • the second motor generator 600 can select a motor generator having a small volume and a small rated power, so that the power transmission system 1000 can be simple in structure and small in size, and in the parking power generation, the second motor generator 600 and the power source 100
  • the transmission path is short and the power generation efficiency is high, so that a part of the power of the power source 100 can be effectively converted into electric energy.
  • the peak power of the first motor generator 302 is also greater than the peak power of the second motor generator 600.
  • the rated power of the first motor generator 302 is twice or more than the rated power of the second motor generator 600.
  • the peak power of the first motor generator 302 is twice or more than the peak power of the second motor generator 600.
  • the rated power of the first motor generator 302 may be 60 kW
  • the rated power of the second motor generator 600 may be 24 kW
  • the peak power of the first motor generator 302 may be 120 kW
  • the differential 401 may be a conventional open differential, for example, a bevel gear differential or a spur gear differential, but is not limited thereto; of course, the differential 401 may also be a lock differential Speeders, for example, mechanical lock differentials, electronic lock differentials, etc., the powertrain 1000 selects different differential types according to different models. The choices are mainly based on the cost of the entire vehicle and the weight reduction of the entire vehicle. , the off-road performance of the whole vehicle.
  • the power transmitted by the power transmission system 1000 described above is output to the two wheels of the vehicle through the system power output unit 401, but the power transmission system 1000 is not limited thereto, and the power transmission system 1000 may further include an electric drive system 700, which is electrically driven. System 700 can be used to drive the other two wheels of the vehicle so that a four-wheel drive of the vehicle can be achieved.
  • the electric drive system 700 can include a drive system input portion and a drive system output portion adapted to output power from the drive system input to the other two wheels, such as the rear wheels.
  • the driving mode of the vehicle can be increased.
  • the driving mode can be further divided into a front drive mode, a rear drive mode, and a four-wheel drive mode, thereby making the vehicle more suitable for different road conditions and improving the power of the vehicle. Sex.
  • the electric drive system 700 further includes an electric drive system differential 710 adapted to output power from the drive system input to the other two wheels via the electric drive system differential 710. .
  • the electric drive system differential 710 can facilitate distributing the power transmitted from the drive system output to the two wheels on both sides so that the vehicle can be smoothly driven.
  • the driving system input portion may be a driving motor generator 720
  • the driving motor generator 720 may be a rear wheel motor generator
  • the rear wheel motor generator may drive two rear wheels through a speed reducing mechanism
  • the driving system output portion may be a gear Reducer 730 (ie, speed reduction mechanism).
  • the driving system differential 710 can facilitate the distribution of power transmitted from the output of the drive system to the two wheels on both sides so that the vehicle can be driven smoothly.
  • the drive system input portion includes two drive motor generators 720
  • the drive system output portion includes two drive system sub-output portions, each drive system sub-output portion adapted to be driven from a corresponding drive.
  • the power output of the generator 720 is output to a corresponding one of the other two wheels. That is to say, each wheel has a drive motor generator 720 and a drive system sub-output, so that the electric drive system differential 710 can be omitted, and the two drive motor generators 720 can adjust their own speed to achieve two
  • the differential between the wheels allows the powertrain 1000 to be simple and reliable in construction.
  • one of the half shafts 2000 may be provided with a half shaft synchronizer adapted to selectively engage the other half shaft 2000.
  • a half shaft synchronizer adapted to selectively engage the other half shaft 2000.
  • the two drive motor generators 720 are selectively synchronized.
  • a motor output shaft 721 may be provided with a motor output shaft 721 synchronizer to selectively engage another motor output shaft 721, so that the two wheels can rotate in the same direction at the same speed, and the difference between the two wheels can also be realized. Speed movement, so as to ensure the smooth running of the vehicle.
  • the two drive system sub-outputs are selectively synchronized. That is to say, one of the two drive system sub-outputs may be provided with a sub-output synchronizer for synchronizing the other drive system sub-outputs, so that the two wheels can rotate in the same direction at the same speed. It is also possible to achieve differential motion of the two wheels, so that the running stability of the vehicle can be ensured.
  • the drive system sub-output may include a two-stage gear reducer, and the power of the motor generator 720 that is driven by the two-stage deceleration may be transmitted to the wheels to drive the wheels to rotate.
  • the drive system sub-output may include a second speed transmission.
  • the driving motor generator 720 selectively engages one of the gears, and by setting the second speed transmission, the rotational speed of driving the output of the motor generator 720 to the wheels can be changed, thereby enriching the driving mode of the powertrain 1000, and improving the economy of the vehicle. Sex and motivation.
  • the driving motor generator 720 may include a motor output shaft 721, and the two-speed gear reducer 730 or the second-speed transmission may each include a driving system sub-output portion input shaft, and the driving system sub-output portion input shaft is fixedly coupled to the motor output shaft 721. And coaxial settings.
  • the motor generator 720 is thus driven to transmit power to the drive system sub-output input shaft through the motor output shaft 721, and then transmits power to the wheels through the drive system sub-output to drive the vehicle to move.
  • the electric drive system 700 includes two wheel motors, each of which directly drives a corresponding one of the other two wheels, the other two wheels being selectively synchronized.
  • a half shaft synchronizer 2000 may be provided with a half shaft synchronizer to selectively engage the other half shaft 2000, so that the wheel side motor can respectively drive the corresponding wheel rotation, and by breaking the half shaft synchronizer, two wheel wheels can be realized. Differential motion, so as to ensure the smooth running of the vehicle.
  • the power transmission system 1000 may include a power source 100, a first motor generator 302, a system power output unit 401, a mode conversion device 402, a shifting unit 200, and a power switching device 800.
  • the power switching device 800 is a synchronizer Q6 that is configured to be selectively synchronizeable between the shifting unit output 201 and the shifting unit 200.
  • the synchronizer Q6 can synchronize the shifting unit 200 with the shifting unit output portion 201, and the power output from the shifting unit 200 is output to the mode switching device 402 through the shifting unit output portion 201, or the synchronizer Q6 can also turn off the shifting unit 200 and The shifting unit output unit 201 does not directly output the power to the mode switching device 402 through the shifting unit output unit 201 at this time.
  • the power output to the mode switching device 402 through the shifting unit output portion 201 can be output to the system power output portion 401 through the mode switching device 402.
  • the power switching device 800 is a clutch Q9 that is adapted to transmit or disconnect power between the shifting unit output 201 and the shifting unit 200.
  • the clutch Q9 can output the power output from the shifting unit 200 to the mode switching device 402 through the shifting unit output portion 201, or the clutch Q9 can also turn off the shifting unit 200 and the shifting unit output portion 201, at which time the shifting unit 200 cannot pass directly.
  • the speed change unit output unit 201 outputs power to the mode conversion device 402.
  • the action of the synchronizer Q6 may be the final synchronous shifting unit output portion 201 and the shifting unit 200, that is, after the synchronizing action of the synchronizer Q6, the shifting unit output portion 201 can be synchronized with the shifting unit 200, thereby being output by the shifting unit
  • the portion 201 serves as a power output terminal and outputs the power of the shifting unit 200.
  • the synchronizer Q6 does not synchronize the shifting unit 200 and the shifting unit output unit 201, the power of the shifting unit 200 cannot be directly output to the wheel 200 (through the shifting unit output unit 201).
  • the synchronizer Q6 serves the purpose of power switching, that is, the synchronizer Q6 is engaged, and the power of the shifting unit 200 can be outputted through the shifting unit output unit 201 and output to the mode switching device 402, and the synchronizer Q6 is turned off, the shifting unit 200 cannot transmit power to the mode switching device 402 through the shifting unit output portion 201, so that by controlling the engagement or disengagement of one synchronizer Q6, the conversion of the vehicle driving mode can be realized.
  • the synchronizer Q6 has the following advantages:
  • Synchronizer Q6 when the synchronizer Q6 is turned off, it is necessary to completely disconnect the power of the power source 100, the shifting unit 200, and the first motor generator 302 from the mode switching device 402, so that the respective two sides perform motion (power generation, driving, power torque). Transmission, etc.) does not affect each other, and this demand is especially important for reducing the energy consumption of vehicles. Synchronizer Q6 does this very well.
  • the synchronizer Q6 When the synchronizer Q6 is engaged, the combined (coupled) driving force of the power source 100 and the first motor generator 302 needs to be amplified by the torque of the shifting unit 200 and then transmitted to the mode switching device 402, or the driving of the wheel. The force is transmitted to the first motor generator 302 (power generation) through the system power output unit 401 and the mode conversion device 402 in order, which requires that the power coupling device here can transmit a large torque and has high stability. Synchronizer Q6 can do very well at this point.
  • the first motor generator 302 can adjust the speed of the shifting unit 200, for example, the first motor generator 302 can target the speed of the shifting unit output portion 201, and the speed of the shifting unit 200 can be adjusted by the change of the rotational speed, so that the shifting unit The speed of 200 and the shifting unit output portion 201 is quickly matched in a time-efficient manner, thereby reducing the time required for synchronizing the synchronizer Q6, reducing the intermediate energy loss, and also enabling the torque-free engagement of the synchronizer Q6, greatly improving the vehicle. Transmission efficiency, synchronization controllability and real-time synchronization. In addition, the life of the synchronizer Q6 is further extended, thereby reducing the cost of vehicle maintenance. Further, the powertrain system 100 according to an embodiment of the present invention is compact in structure and convenient in control.
  • the shifting unit output portion 201 may include a final drive main gear Z and an engaging ring gear Q52, and the final drive main drive Z and the power output shaft III' may be relatively rotatable or differential.
  • the engaging ring gear Q52 is fixed to the main reducer driving gear Z, that is, the engaging ring gear Q52 rotates in synchronization with the final drive main gear Z.
  • the engaging sleeve Q62 of the synchronizer Q6 can move in the direction of engaging the ring gear Q52 in the axial direction, at the shifting unit output portion 201 and After the speed of the power output shaft III' is synchronized, the sleeve Q62 can be engaged with the engaging ring gear Q52, so that a rigid connection is formed between the power output shaft III', the synchronizer Q6 and the shifting unit output portion 201, and the three are synchronously rotated. .
  • the shifting unit 200 includes a shifting power input portion and a shifting power output portion that is selectively engageable with the power source 100 to transmit the power source 100. power.
  • the shift power output portion is configured to be adapted to output power from the shift power input portion to the shift unit output portion 201 through the power switching device 800.
  • the shift power output portion is configured to be output to the shift unit output portion 201 by synchronizing the power from the shift power input portion through the synchronizer Q6.
  • variable speed power input portion includes an input shaft (for example, a first input shaft I and a second input shaft II) and a driving gear Q25 disposed on the input shaft, and the input shaft is selectively engageable with the power source 100 to transmit power.
  • the power generated by source 100 when the power source 100 needs to output power to the input shaft, the power source 100 can be engaged with the input shaft such that the power output from the power source 100 can be transmitted to the input shaft.
  • the manner in which the power source 100 is engaged with the input shaft can be achieved by a clutch (eg, the dual clutch 202, the three clutch Q32), and a detailed description thereof will be given below, and details are not described herein again.
  • variable speed power output portion includes a power output shaft III' and a driven gear Q26, and the driven gear Q26 is disposed on the power output shaft III' and meshes with the driving gear Q25 on the input shaft. .
  • the power take-off shaft III' is configured to output at least a portion of the power transmitted on the input shaft.
  • the power output shaft III' is coupled to the input shaft.
  • the power output shaft III' and the input shaft can be driven by the above-described driving gear Q25 and driven gear Q26.
  • the power output shaft III' is used to transmit at least a part of the power on the input shaft.
  • the first motor generator 302 performs electric power generation, and the power on the input shaft can be partially used.
  • the other part of the power generated by the first motor generator 302 can also be used to drive the vehicle, and of course all the power on the input shaft can also be used for power generation.
  • the first motor generator 302 is directly or indirectly driven with one of the input shaft and the power take-off shaft III'.
  • direct drive means that the first motor generator 302 is directly connected to the corresponding shaft for transmission without any intermediate transmission components such as a shifting device, a clutch device, a transmission device, such as the output of the first motor generator 302. Directly connected to one of the input shaft and the PTO shaft III'.
  • the advantage of direct drive is that the intermediate drive components are reduced, reducing the loss of energy during the drive.
  • Indirect transmission excludes any other means of transmission other than direct transmission, such as transmissions through intermediate components such as transmissions, clutches, transmissions, and the like.
  • the advantage of the indirect transmission method is that the arrangement is more convenient, and the required gear ratio can be obtained by setting such as a shifting device.
  • the first motor generator 302 is arranged to cooperate with one of the drive gear Q25 and the driven gear Q26. As shown in FIGS. 39-40, the first motor generator 302 is coupled with the driving gear Q25. As shown in FIGS. 44-45, the first motor generator 302 and the driven gear Q26 are cooperatively driven.
  • the first motor generator 302 can be driven by an intermediate gear Q411.
  • the first motor generator 302 is disposed in connection with one of the first input shaft I and the power take-off shaft III'.
  • the first motor generator 302 is directly connected to the first input shaft I.
  • the first motor generator 302 is directly coupled to the respective shafts to make the structure of the powertrain system 100 more compact, while also reducing the circumferential dimension of the powertrain system 100 for easy placement in the cabin of the vehicle.
  • the shifting unit output portion 201 can be used as a power output terminal of the power output shaft III' for outputting power on the power output shaft III', and the shifting unit output portion 201 can be differentially rotated with respect to the power output shaft III', that is, shifting The unit output portion 201 may have a non-synchronous rotation with respect to the power output shaft III', that is, there is a difference in rotational speed between the two, and there is no rigid connection.
  • the power switching device 800 is selectively and dynamically coupled to the shifting unit output portion 201.
  • the power output from the shifting unit 200 is output to the mode switching device through the shifting unit output portion 201. 402.
  • a power switching device 800 such as a synchronizer Q6, may be disposed on the power output shaft III'.
  • the synchronizer Q6 may include a spline hub Q61 and a joint sleeve Q62.
  • the spline hub Q61 may be fixed on the power output shaft III', and the spline hub Q61 rotates synchronously with the power output shaft III'.
  • the sleeve Q62 relative to the spline hub Q61 can be along the power take-off shaft III'
  • the axial action is to selectively engage the shifting unit output portion 201 such that the shifting unit output portion 201 rotates synchronously with the power output shaft III'.
  • the structure of the synchronizer Q6 is not limited thereto.
  • the power outputted by the power source 100 and/or the first motor generator 302 can be output from the shifting unit output portion 201 by the engagement of the power switching device 800, which is compact in structure and convenient in control.
  • the synchronizer Q6 may be switched from the disengaged state to the engaged state.
  • the first motor generator 302 may target the rotational speed of the shifting unit output portion 201, and adjust the power output shaft by the rotational speed control.
  • the speed of III' is such that the speed of the power output shaft III' and the speed of the shifting unit output portion 201 are matched in a short time, which facilitates the engagement of the synchronizer Q6, thereby greatly improving the transmission efficiency and reducing the transmission loss of the intermediate energy, and
  • the torque-free engagement of the synchronizer Q6 is achieved (ie, the synchronizer Q6 is engaged with substantially no radial friction or radial friction that is well below the industry average).
  • the input shaft can be multiple, that is, two or more.
  • the plurality of input axes are sequentially nested in a coaxial manner. 39-43, the input shaft is two, that is, the first input shaft I and the second input shaft II, and the second input shaft II is sleeved on the first input shaft I and the central axes of the two coincide.
  • the power source 100 is selectively engageable with one of the plurality of input shafts when the power source 100 transmits power to the input shaft or is coupled to the input shaft.
  • a driving gear Q25 is fixed to each input shaft.
  • a plurality of driven gears Q26 are fixed to the power output shaft III'.
  • the plurality of driven gears Q26 are respectively meshed with the driving gears Q25 on the plurality of input shafts.
  • the number of driven gears Q26 and the number of input shafts may be Is the same, for example, the driven gear Q26 is two, then the input shaft is two, so that the two driven gears Q26 can be respectively meshed with the driving gears Q25 on the two input shafts, so that the two pairs of gear pairs Two gears can be constructed for transmission.
  • a dual clutch 202 is disposed between the power source 100 and the first input shaft I and the second input shaft II.
  • the dual clutch 202 has an input terminal Q313, a first output terminal Q311 and a second output terminal Q312.
  • the power source 100 is connected to the input terminal Q313 of the dual clutch 202.
  • the power source 100 can pass through a flywheel, a shock absorber or a torsion disk.
  • Various forms are connected to the input terminal Q313 of the dual clutch 202.
  • the first output terminal Q311 of the dual clutch 202 is coupled to the first input shaft I such that the first output terminal Q311 rotates in synchronization with the first input shaft I.
  • the second output end 312 of the dual clutch 202 is coupled to the second input shaft II such that the second output terminal Q312 rotates in synchronization with the second input shaft II.
  • the input end Q313 of the dual clutch 202 may be a housing of the dual clutch 202, and the first output end Q311 and the second output end Q312 may be two driven discs.
  • the input terminal Q313 is coupled to one of the first output terminal Q311 and the second output terminal Q312, so that the power transmitted from the input terminal Q313 can be output through one of the first output terminal Q311 and the second output terminal Q312.
  • three or more input shafts may be provided according to the transmission requirements, and one driving gear Q25 may be fixed on each of the input shafts, The greater the number of input shafts, the more gears are available for transmission, and the greater the range of transmission ratios of the powertrain 100, thereby accommodating the requirements of the transmission for a variety of vehicle types.
  • the plurality of input shafts include three axes, that is, a first input shaft I, a second input shaft II, and a third input shaft Q23, and the second input shaft II is sleeved on the first input shaft I.
  • the third input shaft Q23 is sleeved on the second input shaft II.
  • the powertrain system 100 further includes a three-clutch Q32 having an input terminal Q324, a first output terminal Q321, a second output terminal Q322, and a third output terminal Q323, the power source 100 and the three-clutch Q32.
  • the input terminal Q324 is connected, the first output terminal Q321 of the three clutch Q32 is connected to the first input shaft I, the second output terminal Q322 of the third clutch Q32 is connected to the second input shaft II and the third output terminal Q323 of the third clutch Q32 is connected. It is connected to the third input shaft Q23.
  • the input end of the three-clutch Q32 may be its housing, and its three output ends may be three driven discs, the input end may be engaged with one of the three output ends, or the input end and the three output ends may be completely disconnected. open. It can be understood that the working principle of the three clutch Q32 is similar to that of the dual clutch 202, and details are not described herein again.
  • the driven gear Q26 is a geared gear structure, and the gear toothed gear
  • the structure Q26 is sleeved on the power output shaft III', that is, the two can rotate at a differential speed.
  • the synchronizer Q6 is disposed on the power take-off shaft III' and is selectively engageable with the gear train structure Q26.
  • the input shaft is two, that is, the first input shaft I and the second input shaft II, each of which has a driving gear Q25 fixed thereto, and the geared gear structure Q26 is a double gear.
  • the double gear 26 has a first gear portion Q261 and a second gear portion Q262, and the first gear portion Q261 and the second gear portion Q262 are respectively meshed with the two driving gears Q25.
  • the synchronizer Q6 can engage the double gear 26 such that the power output from the power source 100 and/or the first motor generator 302 can pass through the shifting unit output 201 (eg, , the main reducer drive gear Z) output.
  • one of the first motor generator 302 and the output shaft or the output shaft can be directly or indirectly driven.
  • the related transmission mode described in the above embodiments can be used, and will not be described in detail herein.
  • the clutch between the power source 100 and the input shaft for example, the dual clutch 202 or the three clutch Q32
  • the clutch between the power source 100 and the input shaft for example, the dual clutch 202 or the three clutch Q32
  • the clutch between the power source 100 and the input shaft for example, the dual clutch 202 or the three clutch Q32
  • the powertrain system 100 further includes a third motor generator 900, and an output end of the third motor generator 900 is disposed to cooperate with the shifting unit output portion 201.
  • the output of the third motor generator 900 may be the motor shaft of the third motor generator 900.
  • the first motor generator 302 may be used to adjust the power output.
  • the speed of the shaft III' may be used for adjustment during the transition of the synchronizer Q6 from the open state disconnected from the shifting unit output portion 201 to the engaged state engaged with the shifting unit output portion 201.
  • the rotational speed of the power take-off shaft III' and/or the third motor generator 900 may be used to adjust the rotational speed of the shifting unit output portion 201.
  • the third motor generator 900 can adjust the rotational speed of the shifting unit output portion 201, for example, when the synchronizer Q6 transitions from the disengaged state to the engaged state, the third motor generator 900 can adjust the shifting unit output as needed.
  • the rotational speed of the portion 201 matches the rotational speed of the power output shaft III' and the speed change unit output portion 201 in a short time, thereby facilitating the engagement of the synchronizer Q6.
  • the third motor generator 900 can perform the speed adjustment simultaneously with the first motor generator 302 to synchronize the rotational speeds of the power output shaft III' and the shifting unit output portion 201 in a shorter time, thereby achieving the fastest time.
  • the engagement condition is satisfied within the joint condition, and the synchronizer Q6 is engaged, which greatly improves the transmission efficiency.
  • the first motor generator 302 can perform individual speed regulation.
  • the third motor generator 900 can perform individual speed regulation.
  • the first motor generator 302 and the third motor generator 900 can perform speed regulation simultaneously.
  • the engagement/disconnection of the synchronizer Q6 controls the output of the power of the shifting unit 200, while the first motor generator 302 and the third motor generator 900 can respectively power the synchronizer Q6 during the transition from the off state to the engaged state.
  • the output shaft III' and the shifting unit output portion 201 perform speed regulation compensation so that the rotational speeds of the power output shaft III' and the shifting unit output portion 201 are quickly matched, thereby quickly achieving the torqueless engagement of the synchronizer Q6.
  • connection manner of the third motor generator 900 and the shifting unit output portion 201 can be various, and the specific arrangement form can comprehensively consider various factors such as space, cost, and motor speed.
  • the output end of the third motor generator 900 may be directly connected to the shifting unit output portion 201, and the third motor generator 900 may be disposed coaxially with the power output shaft III'. In this way, the structure of the powertrain system 100 is made more compact.
  • the present invention is not limited thereto, and the third motor generator 900 and the shifting unit output portion 201 may be indirectly driven by a gear transmission mechanism, a worm gear transmission mechanism, and a sprocket transmission mechanism.
  • the powertrain 1000 of the vehicle has a first power source driving mode.
  • the first motor generator 302 does not operate, and the shifting unit 200 is dynamically coupled to the power source 100, and the mode is switched.
  • the device 402 is dynamically coupled to the transmission unit output unit 201 and the system power output unit 401.
  • the speed unit 200 and the speed unit output unit 201 are dynamically coupled by the power switching device 800, and the power output from the power source 100 sequentially passes through the shift unit 200 and the power switching device. 800, the shifting unit output unit 201, the mode switching device 402 is output to the system power output unit 401, and the mode switching device 402 outputs the power original speed received from the shifting unit output unit 201 to the system.
  • the power output unit 401 This is the normal drive of the vehicle.
  • the powertrain 1000 of the vehicle has a second power source driving mode.
  • the first motor generator 302 does not operate, and the shifting unit 200 is dynamically coupled to the power source 100, and the mode is switched.
  • the device 402 is dynamically coupled to the transmission unit output unit 201 and the system power output unit 401.
  • the speed unit 200 and the speed unit output unit 201 are dynamically coupled by the power switching device 800, and the power output from the power source 100 sequentially passes through the shift unit 200 and the power switching device.
  • the shifting unit output unit 201, the mode switching device 402 is output to the input end 4011 of the system power output unit 401, and the mode switching device 402 outputs the power deceleration received from the shifting unit output unit 201 to the system power output unit 401.
  • the power outputted by the power source 100 is decelerated again after the first speed reduction of the shifting unit 200, and then the speed is reduced by the mode switching device 402, so that the effect of deceleration and torque increase can be better, and the passing ability of the vehicle can be improved.
  • the power transmission system 1000 of the vehicle has a first pure electric drive mode.
  • the power source 100 does not operate, and the mode conversion device 402 is coupled to the transmission unit output portion 201 and the system power output.
  • the unit 401, the shifting unit 200 and the shifting unit output unit 201 are dynamically coupled by the power switching device 800, and the power output by the first motor generator 302 sequentially passes through the shifting unit 200, the power switching device 800, the shifting unit output unit 201, and the mode switching device.
  • 402 is output to the system power output unit 401, and the mode switching device 402 outputs the power original speed received from the speed change unit output unit 201 to the system power output unit 401.
  • the power output path of the first motor generator 302 is short and the transmission efficiency is high, so that the driving efficiency of the first motor generator 302 can be improved, and the power of the vehicle can be improved.
  • the power transmission system 1000 of the vehicle has a second pure electric driving mode.
  • the power source 100 does not work, and the mode switching device 402 is coupled to the transmission unit output portion 201 and the system power output.
  • the unit 401, the shifting unit 200 and the shifting unit output unit 201 are dynamically coupled by the power switching device 800, and the power output by the first motor generator 302 sequentially passes through the shifting unit 200, the power switching device 800, the shifting unit output unit 201, and the mode switching device.
  • 402 is output to the input terminal 4011 of the system power output unit 401, and the mode switching device 402 outputs the power deceleration received from the transmission unit output unit 201 to the system power output unit 401.
  • the power output path of the first motor generator 302 is short, the transmission efficiency is appropriate, and the output rotation speed is appropriate, so that the passing performance of the vehicle can be improved.
  • the powertrain 1000 of the vehicle has a first hybrid drive mode.
  • both the power source 100 and the first motor generator 302 operate, and the shifting unit 200 is dynamically coupled to the power source 100.
  • the mode conversion device 402 is coupled to the system power output unit 401, the speed change unit 200 and the speed change unit output unit 201 are dynamically coupled by the power switching device 800, and the power output from the power source 100 sequentially passes through the speed change unit 200.
  • the power switching device 800, the shifting unit output unit 201, and the mode switching device 402 are output to the system power output unit 401, and the power output by the first motor generator 302 is sequentially passed through the shifting unit 200, and the power is cut.
  • the power original speed received from the shifting unit output unit 201 is output to the system power output unit 401.
  • the power transmission efficiency of the power source 100 is high, the control strategy is simple, the output path of the first motor generator 302 is short, and the transmission efficiency is high, so that the driving efficiency of the first motor generator 302 can be improved, and the power of the vehicle can be improved.
  • the powertrain 1000 of the vehicle has a second hybrid drive mode.
  • both the power source 100 and the first motor generator 302 operate, and the shifting unit 200 is dynamically coupled to the power source 100.
  • the mode conversion device 402 is coupled to the system power output unit 401, the speed change unit 200 and the speed change unit output unit 201 are dynamically coupled by the power switching device 800, and the power output from the power source 100 sequentially passes through the speed change unit 200.
  • the power switching device 800, the shifting unit output unit 201, and the mode switching device 402 are output to the system power output unit 401, and the power output from the first motor generator 302 is sequentially passed through the shifting unit 200, the power switching device 800, the shifting unit output unit 201,
  • the mode conversion device 402 outputs to the system power output portion 401, and the power output from the power source 100 and the first motor generator 302 is coupled to the mode conversion device 402, and the mode conversion device 402 receives the power received from the transmission unit output portion 201.
  • the speed reduction is output to the system power output unit 401.
  • the power outputted by the power source 100 is decelerated again after the first speed reduction of the shifting unit 200, and then the speed is reduced by the mode switching device 402, so that the effect of deceleration and torque increase can be better, and the passing ability of the vehicle can be improved.
  • the power output path of the first motor generator 302 is short, and the transmission efficiency is appropriate, so that the passing ability of the vehicle can be improved.
  • the power transmission system 1000 of the vehicle has a first driving power generation mode.
  • the power source 100 operates, the shifting unit 200 is dynamically coupled to the power source 100, and the mode switching device 402 is dynamically coupled.
  • the shifting unit output unit 201 is coupled to the system power output unit 401, the shifting unit 200, and the shifting unit output unit 201 via the power switching device 800, and a part of the power output from the power source 100 is sequentially passed through the shifting unit 200, the power switching device 800, and the shifting unit.
  • the output unit 201 and the mode conversion device 402 are output to the system power output unit 401, and the mode conversion device 402 outputs the power original speed received from the transmission unit output unit 201 to the system power output unit 401, and another part of the power output from the power source 100.
  • the first motor generator 302 is driven by the shifting unit 200 to drive the first motor generator 302 to generate electricity. In this way, the power source 100 can be formed while driving, and the power source 100 has high power output efficiency and a simple control strategy.
  • the powertrain 1000 of the vehicle has a second driving mode.
  • the power source 100 operates, the shifting unit 200 is dynamically coupled to the power source 100, and the mode switching device 402 is dynamically coupled.
  • the shifting unit output unit 201 is coupled to the system power output unit 401, the shifting unit 200, and the shifting unit output unit 201 via the power switching device 800, and a part of the power output from the power source 100 is sequentially passed through the shifting unit 200, the power switching device 800, and the shifting unit.
  • the output unit 201 and the mode conversion device 402 are output to the system power output unit 401, and the mode conversion device 402 outputs the power deceleration received from the transmission unit output unit 201 to the system.
  • the force output unit 401 outputs another part of the power output from the power source 100 to the first motor generator 302 through the shifting unit 200, and drives the first motor generator 302 to generate electric power.
  • the power source 100 can be formed while driving, and the power source 100 has high power output efficiency and a simple control strategy.
  • the powertrain 1000 of the vehicle has a first braking energy recovery mode.
  • the mode switching device 402 is coupled to the transmission unit output portion 201 and the system power output portion 401.
  • the shifting unit 200 and the shifting unit output unit 201 are dynamically coupled by the power switching device 800, and the power from the wheels of the vehicle sequentially passes through the system power output unit 401, the mode switching device 402, the shifting unit output unit 201, the power switching device 800, and the shifting unit.
  • the first motor generator 302 is driven to generate electricity, and the mode switching device 402 outputs the power original speed received from the system power output unit 401 to the speed change unit output unit 201. At this time, the first motor generator 302 can recover the energy from the wheel, which can reduce the waste of energy and can improve the mileage of the vehicle.
  • the powertrain 1000 of the vehicle has a second braking energy recovery mode.
  • the mode switching device 402 is coupled to the transmission unit output unit 201 and the system power output unit 401.
  • the shifting unit 200 and the shifting unit output unit 201 are dynamically coupled by the power switching device 800, and the power from the wheels of the vehicle sequentially passes through the system power output unit 401, the mode switching device 402, the shifting unit output unit 201, the power switching device 800, and the shifting unit.
  • the first motor generator 302 is driven to generate electricity, and the mode switching device 402 outputs the power increase speed received from the system power output unit 401 to the speed change unit output unit 201. At this time, the first motor generator 302 can recover the energy from the wheel, which can reduce the waste of energy and can improve the mileage of the vehicle.
  • the power transmission system 1000 of the vehicle has a reverse drag start mode.
  • the power output by the first motor generator 302 is output to the power source 100 through the shifting unit 200 to drive the power source 100 to start.
  • the first motor generator 302 is used as a starter, so that the first motor generator 302 can quickly start the engine, the engine starting efficiency can be made fast, and the energy loss of the first motor generator 302 can be reduced.
  • the powertrain 1000 of the vehicle has a first parking power generation mode.
  • the second motor generator 600 is dynamically coupled to the power source 100, and the mode switching device 402 is turned off.
  • the unit output unit 201 and the system power output unit 401, the shift unit 200, and the shift unit output unit 201 are disconnected by the power switching device 800, and the power output from the power source 100 directly drives the second motor generator 600 to generate electric power.
  • the second motor generator 600 directly generates electricity, and has high power generation efficiency and low energy loss.
  • the powertrain 1000 of the vehicle has a second parking power generation mode.
  • the second motor generator 600 is dynamically coupled to the power source 100, and the second motor generator 600 is coupled to
  • the shifting unit 200 is dynamically coupled
  • the mode switching device 402 opens the shifting unit output unit 201 and the system power output unit 401, and the shifting unit 200 and the shifting unit output unit 201 are dynamically coupled by the power switching device 800, and a part of the power output from the power source 100 is output.
  • the second motor generator 600 is directly driven to generate electricity, and another part of the power output by the power source 100 is sequentially output to the first motor generator 302 through the second motor generator 600 and the shifting unit 200 and drives the first motor generator. 302 power generation.
  • the first motor generator 302 and the second motor generator unit 600 can simultaneously generate electricity, and the power generation efficiency is high.
  • the powertrain 1000 of the vehicle has a third driving mode.
  • the power source 100 operates, the second motor generator 600 is coupled to the power source 100, and the second motor is generated.
  • the machine 600 is coupled to the shifting unit 200, and the mode switching device 402 is coupled to the shifting unit output unit 201 and the system power output unit 401.
  • the shifting unit 200 and the shifting unit output unit 201 are dynamically coupled by the power switching device 800.
  • the power source 100 is connected. A part of the output power is sequentially output to the system power output unit 401 through the shifting unit 200, the power switching device 800, the shifting unit output unit 201, and the mode switching device 402, and the mode converting device 402 receives the power source from the shifting unit output unit 201.
  • the speed or the speed reduction is output to the system power output unit 401, and another part of the power output from the power source 100 directly drives the second motor generator 600 to generate electricity.
  • the second motor generator 600 has high power generation efficiency, and the power output from the first motor generator 302 is appropriate.
  • the power transmission system 1000 of the vehicle has a fourth driving power generation mode.
  • the power source 100 operates, the second motor generator 600 is coupled to the power source 100, and the second motor power generation
  • the machine 600 is coupled to the shifting unit 200, and the mode switching device 402 is coupled to the shifting unit output unit 201 and the system power output unit 401.
  • the shifting unit 200 and the shifting unit output unit 201 are dynamically coupled by the power switching device 800.
  • the power source 100 is connected.
  • the output first partial power is sequentially output to the system power output unit 401 through the shifting unit 200, the power switching device 800, the shifting unit output unit 201, and the mode switching device 402, and the mode converting device 402 receives the power from the shifting unit output unit 201.
  • the original speed or the reduced speed is output to the system power output unit 401, and the second part of the power outputted by the power source 100 is output to the first motor generator 302 through the shifting unit 200, and the first motor generator 302 is driven to generate power, and the power source 100 outputs the first
  • the three-part power directly drives the second motor generator 600 to generate electricity.
  • the first motor generator 302 and the second motor generator 600 simultaneously generate power, and the power output from the engine is appropriate, and the power generation efficiency is high.
  • the powertrain 1000 of the vehicle has a quick start mode.
  • the second motor generator 600 is dynamically coupled to the power source 100, and the power output by the second motor generator 600 directly drives the power source. 100 starts.
  • the second motor generator 600 can be used as a starter and has high starting efficiency.
  • the powertrain 1000 of the vehicle has a third braking energy recovery mode.
  • the mode switching device 402 is coupled to the transmission unit output unit 201 and the system power output unit 401.
  • the shifting unit 200 and the shifting unit output unit 201 are dynamically coupled by the power switching device 800, the second motor generator 600 is disconnected from the power source 100, and the power from the wheels of the vehicle sequentially passes through the system power output unit 401, the mode switching device 402,
  • the shifting unit output unit 201, the power switching device 800, the shifting unit 200, and the second motor generator 600 are driven to generate electric power, and the mode switching device 402 outputs the power original speed received from the system power output unit 401 to the shifting unit output unit 201.
  • the second motor generator 600 recovers energy from the wheels and has high recovery efficiency.
  • the powertrain 1000 of the vehicle has a fourth braking energy recovery mode, and the powertrain 1000 of the vehicle is in the first In the four braking energy recovery mode, the mode switching device 402 is coupled to the transmission unit output unit 201 and the system power output unit 401, the second motor generator 600 is disconnected from the power source 100, and the shifting unit 200 and the shifting unit output unit 201 are passed.
  • the power switching device 800 is dynamically coupled, and the power from the wheels of the vehicle sequentially passes through the system power output unit 401, the mode switching device 402, the shifting unit output unit 201, the power switching device 800, the shifting unit 200, and the second motor generator 600.
  • the mode conversion device 402 outputs the power up-speed received from the system power output unit 401 to the speed change unit output unit 201.
  • the second motor generator 600 recovers energy from the wheels and has high recovery efficiency.
  • the powertrain system 1000 of two different embodiments is described in detail below.
  • a first powertrain system 1000 includes: a power source 100, a dual clutch 202, a first input shaft I and a second input shaft II, a power output shaft III', a reverse intermediate shaft V, and a first motor generator 302, main reducer drive gear Z, power switching device 800, final drive driven gear Z', system power output portion 401 and rear wheel motor generator.
  • the dual clutch has an input end, a first output end and a second output end, the output end of the power source 100 is connected to the input end of the dual clutch 202, the first input shaft I is connected to the first output end, and the second input shaft II is The second input end is connected to the first input shaft I.
  • the first input shaft I and the second input shaft II are respectively fixedly provided with at least one first driving gear, and are respectively empty.
  • the sleeve has at least one second driving gear, and one of the second input shaft II and the first input shaft I is further fixedly provided with a reverse driving gear Ra, and at least one second driving gear is selectively engaged with the corresponding input shaft.
  • the power output shaft III' is disposed with a reverse driven gear Rb and at least one first driven gear, and the at least one first driven gear is correspondingly engaged with the at least one first driving gear, and the power output shaft III' is fixedly disposed At least one second driven gear, the at least one second driven gear is correspondingly engaged with the at least one second driving gear, and the reverse driven gear Rb and the at least one first driven gear are selectively engaged with the power output shaft III' .
  • the idler intermediate shaft V is fixedly provided with an idler gear IG which meshes with the reverse drive gear Ra and meshes with the reverse driven gear Rb.
  • the first motor generator 302 is dynamically coupled to the power output shaft III', and the power output shaft III' and the final drive gear Z are dynamically coupled or disconnected by the power switching device 800, and the final drive gear Z' and the main reducer
  • the reducer drive gear Z meshes, wherein the final drive driven gear Z' and the input end (4011) of the system power output portion (401) are selectively connected, so that the power received by the final drive driven gear Z' is suitable for the original After being speeded or decelerated, it is output to the system power output unit 401, and the system power output unit (401) is adapted to output the power of the autonomous reducer driven gear Z' to the two front wheels.
  • the rear wheel motor generator drives the two rear wheels through a speed reduction mechanism.
  • a second power transmission system 1000 includes: a power source 100, a dual clutch 202, a first input shaft I and a second input shaft II, a power output shaft III', a first motor generator 302, and a final drive active Gear Z, engaged ring gear, final drive driven gear Z', system power output 401, synchronizer and rear wheel motor generator.
  • the dual clutch 202 has an input end, a first output end and a second output end.
  • the output end of the power source 100 is connected to the input end of the dual clutch 202.
  • the first input shaft I is connected to the first output end and the second input shaft II is connected.
  • the second output is connected, the first The two input shafts II are coaxially sleeved on the first input shaft I.
  • the first input shaft I and the second input shaft II are respectively fixedly provided with a driving gear Q25, and the power output shaft III' is fixedly provided with two slaves.
  • the moving gear Q26 and the two driven gears Q26 are respectively engaged with the driving gears Q25 on the first input shaft I and the second input shaft II.
  • the first motor generator 302 is indirectly driven by one of the intermediate gears Q411 and one of the driving gears Q25, and the main drive gear Z can be differentially rotated relative to the power output shaft III'.
  • the engaging ring gear Q52 is fixed to the final drive main gear Z.
  • the final drive driven gear Z' meshes with the final drive drive gear Z, wherein the final drive driven gear Z' is selectively coupled to the input end (4011) of the system power output (401), thereby driving the final drive
  • the power received by the gear Z′ is adapted to be output to the system power output unit 401 after the original speed or the speed reduction, and the system power output unit (401) is adapted to output the power of the independent reducer driven gear Z′ to the two front wheels.
  • the synchronizer Q6 is disposed on the power take-off shaft III' and is configured to selectively engage the engaging ring gear Q52.
  • the rear wheel motor generator drives the two rear wheels through a speed reduction mechanism.
  • a vehicle according to an embodiment of the present invention includes the powertrain system 1000 of the above embodiment.
  • first and second are used for descriptive purposes only and are not to be construed as indicating or implying a relative importance or implicitly indicating the number of technical features indicated.
  • features defining “first” or “second” may include at least one of the features, either explicitly or implicitly.
  • the meaning of "a plurality” is at least two, such as two, three, etc., unless specifically defined otherwise.
  • the terms “installation”, “connected”, “connected”, “fixed” and the like shall be understood broadly, and may be either a fixed connection or a detachable connection, unless explicitly stated and defined otherwise. Or in one piece; it may be a mechanical connection, or it may be an electrical connection or a communication with each other; it may be directly connected or indirectly connected through an intermediate medium, and may be an internal connection of two elements or an interaction relationship between two elements. Unless otherwise expressly defined. For those skilled in the art, the specific meanings of the above terms in the present invention can be understood on a case-by-case basis.
  • the first feature "on” or “under” the second feature may be a direct contact of the first and second features, or the first and second features may be indirectly through an intermediate medium, unless otherwise explicitly stated and defined. contact.
  • the first feature "above”, “above” and “above” the second feature may be that the first feature is directly above or above the second feature, or merely that the first feature level is higher than the second feature.
  • the first feature “below”, “below” and “below” the second feature may be that the first feature is directly below or obliquely below the second feature, or merely that the first feature level is less than the second feature.

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Abstract

一种动力传动***包括动力源（100）；变速单元（200）；第一电动发电机（302），第一电动发电机（302）与变速单元（200）动力耦合连接；变速单元输出部（201），变速单元输出部（201）构造成适于将经过变速单元（200）输出的动力输出；***动力输出部（401）；模式转换装置（402），变速单元输出部（201）与***动力输出部（401）通过模式转换装置（402）动力耦合连接或断开，变速单元输出部（201）与***动力输出部（401）通过模式转换装置（402）动力耦合连接，模式转换装置（402）适于将变速单元输出部（201）接收的动力降速后输出给***动力输出部（401）；动力切换装置（800），变速单元（200）和变速单元输出部（201）通过动力切换装置（800）动力耦合连接或断开。还公开了具有该动力传动***的车辆。通过该动力传动***可以丰富车辆的驱动模式，并且车辆能够适应不同的路况。

Description

动力传动***以及具有其的车辆 技术领域
本发明涉及车辆技术领域，尤其涉及一种车辆的动力传动***以及具有该动力传动***的车辆。
背景技术
随着能源的不断消耗，新能源车型的开发和利用已逐渐成为一种趋势。混合动力汽车作为新能源车型中的一种，通过发动机和/或电机进行驱动，具有多种模式，可以改善传动效率和燃油经济性。
但是，发明人所了解的相关技术中，部分混合动力汽车驱动模式少，驱动传动效率较低，不能满足车辆适应各种路况的要求，尤其是混合动力汽车馈电(电池电量不足时)后，整车动力性和通过能力不足。而且为了实现驻车发电工况，需要额外地增加传动机构，集成度低，发电效率低。
发明内容
本发明旨在至少在一定程度上解决相关技术中的技术问题之一。为此，本发明提出一种车辆的动力传动***，该动力传动***驱动模式多，而且可以有效调节输出给车轮的动力，从而可以使得车辆能够适应各种路况。
本发明进一步地提出了一种车辆。
根据本发明的车辆的动力传动***，包括：动力源；变速单元，所述变速单元适于选择性地与所述动力源动力耦合连接；第一电动发电机，所述第一电动发电机与所述变速单元动力耦合连接；变速单元输出部，所述变速单元输出部构造成适于将经过所述变速单元输出的动力输出；***动力输出部；模式转换装置，其中所述变速单元输出部与所述***动力输出部通过所述模式转换装置动力耦合连接或断开，所述变速单元输出部与所述***动力输出部通过所述模式转换装置动力耦合连接，从而所述模式转换装置适于将从所述变速单元输出部接收到的动力降速后输出给所述***动力输出部；动力切换装置，所述变速单元和所述变速单元输出部通过所述动力切换装置动力耦合连接或断开。
根据本发明的车辆的动力传动***，通过调节模式转换装置的状态，可以丰富车辆的驱动模式，而且可以提高车辆的经济性和动力性，并且车辆能够适应不同的路况，以及可以显 著提高车辆的通过性和脱困能力，可以提升驾驶员的驾驶体验。而且通过该模式转换装置可以实现驻车发电的功能。既保证了第一电动发电机驱动和回馈时，动力传输直接，传动效率高，又保证驻车发电模式切换的简单和可靠。
根据本发明的车辆，包括上述的动力传动***。
附图说明
图1-图6是根据本发明实施例的车辆的动力传动***的示意图；
图7-图20是根据本发明实施例的模式转换装置的结构示意图；
图21-图26是模式转换装置、***动力输出部和动力通断装置的示意图；
图27-图32是电驱动***的示意图；
图33-图38是根据本发明实施例的车辆的动力传动***的结构示意图。
图39-图45是根据本发明实施例的动力传动***的结构示意图。
具体实施方式
下面详细描述本发明的实施例，所述实施例的示例在附图中示出。下面通过参考附图描述的实施例是示例性的，旨在用于解释本发明，而不能理解为对本发明的限制。
在混合动力车辆上，车辆可以布置多个***，例如，动力传动***1000，该动力传动***1000可以用于驱动车辆的前轮或者后轮，下面以动力传动***1000驱动车辆的前轮为例进行详细说明，当然，动力传动***1000还可以结合其他驱动***驱动车辆的后轮转动，从而使得车辆为四驱车辆。
下面参考附图详细描述根据本发明实施例的动力传动***1000。
如图1-图6所示，动力传动***1000可以包括：动力源100、变速单元200、第一电动发电机302、变速单元输出部201、变速单元输出部201、模式转换装置402和动力切换装置800，当然，动力传动***1000还可以包括其他机械部件，例如，第二电动发电机600、第一离合装置202和第二离合装置L2等。
变速单元200适于选择性地与动力源100动力耦合连接，变速单元输出部201构造成适于将经过变速单元200输出的动力输出。变速单元200和变速单元输出部201通过动力切换装置800动力耦合连接或断开。可以理解的是，动力源100可以选择性地向变速单元200输出动力，而且变速单元200和变速单元输出部201之间的动力通断由动力切换装置800控制，例如，当动力切换装置800动力耦合连接变速单元200和变速单元输出部201时，变速单元可以通过变速单元输出部201输出动力。
第一电动发电机302与变速单元200动力耦合连接，也就是说，当第一电动发电机302 作为发电机使用时，变速单元200可以向第一电动发电机302输出动力，当第一电动发电机302作为电动机使用时，第一电动发电机302可以向变速单元200输出动力。
其中，变速单元输出部201与***动力输出部401通过模式转换装置402动力耦合连接或断开，也就是说，模式转换装置402可以控制变速单元201和***动力输出部之间的动力通断状态。变速单元输出部201与***动力输出部401通过模式转换装置402动力耦合连接，从而模式转换装置402适于将从变速单元输出部201接收到的动力降速后输出给***动力输出部401。可以理解的是，在动力传动过程中，模式转换装置402可以起到减速增矩的作用，从而可以使得车辆的通过性能较好。其中，变速单元输出部201接收到的动力可以为动力源100和/或第一电动发电机302传递来的动力。
变速单元200和变速单元输出部201通过动力切换装置800断开时，动力源100输出的动力无法直接传递给***动力输出部401，动力源100输出的动力适于通过变速单元200直接驱动第一电动发电机302发电。此时，第一电动发电机302作为发电机使用，这样动力源100和第一电动发电机302之间的动力传递路径较短，而且传动效率高，从而可以提高第一电动发电机302的发电效率，可以延长车辆的行驶里程。
变速单元输出部201与***动力输出部401通过模式转换装置402动力耦合连接时，模式转换装置402还适于将从变速单元输出部201接收到的动力原速输出给***动力输出部401。也就是说，模式转换装置402不仅具有降速的作用，还具有原速传递的作用，这样模式转换装置402可以选择性地以原速或者降速将动力输出给***动力输出部401,从而可以丰富车辆的驱动模式，可以提升车辆的通过性能。
模式转换装置402包括转换装置输入部4020和转换装置输出部4022，转换装置输入部4020与变速单元输出部201动力耦合连接，转换装置输出部4022与***动力输出部401的输入端4011相连，转换装置输入部4020和转换装置输出部4022选择性动力耦合连接。通过将转换装置输入部4020和转换装置输出部4022设置成选择性动力耦合连接，使得模式转换装置402可以控制***动力输出部401和变速单元输出部201之间的动力通断状态，从而可以便于模式转换装置402在原速和降速之间进行切换，可以保证模式转换装置402的工作可靠性。
转换装置输入部4020和转换装置输出部4022动力耦合连接时，转换装置输入部4020的转速高于或等于转换装置输出部4022的转速。可以理解的是，当转换装置输入部4020的转速高于转换装置输出部4022的转速时，模式转换装置402正在进行降速传递；当转换装置输入部4020的转速等于转换装置输出部4022的转速时，模式转换装置402正在进行原速传递。
也就是说，在转换装置输入部4020和转换装置输出部4022之间进行动力传动时有两种 传动模式，一种为直接传递模式，即转换装置输入部4020的转速等于转换装置输出部4022的转速，另一种为降速传递模式，即转换装置输入部4020的转速高于转换装置输出部4022的转速，这样模式转换装置402增加了整车的挡位，能使整车最大输出扭矩放大N倍，而且提高了动力性、通过能力(例如最大爬坡度，脱困能力)。尤其是对于传统混合动力车型，由于增加了电池包、电机、电控***，导致整车质量大，馈电后仅能依托于发动机的动力输出，这时通过能力和动力性会大打折扣，而采用本发明中的模式转换装置402的混合动力车型，可以有效提升动力性和通过能力。而且这两种传动模式，明显可以丰富车辆的驱动模式，从而可以使得车辆适应更多不同的工况。
其中，上述的N等于L挡相对于D挡的速比，在车辆处于L挡时，转换装置输入部4020和转换装置输出部4022之间通过直接传递模式进行动力传动，转换装置输入部4020的转速高于转换装置输出部4022的转速；在车辆处于D挡时，转换装置输入部4020和转换装置输出部4022之间通过降速传递模式进行动力传动，转换装置输入部4020的转速等于转换装置输出部4022的转速。
其中，模式转换装置402可以有利于动力源100在工作时实现第一电动发电机302的介入，并联式的动力源100和第一电动发电机302，通过直接的扭矩耦合，能够更好地突出并联式结构动力性强、结构简单和整车空间布置易实现的优势。
在纯电动工况下，第一电动发电机302具有很高的传动效率，变速单元200通过变速单元输出部201和模式转换装置402与车轮之间动力传递，此时为纯燃油工况；又如，变速单元200通过变速单元输出部201与第一电动发电机302动力传递，此时为驻车发电工况；再如，第一电动发电机302通过变速单元输出部201和模式转换装置402与车轮之间动力传递，此时为纯电动工况。另外，这样还可以避免一般混合动力传动***中需要经过变速中复杂的换挡和传动链实现纯电动工况的问题，尤其适用于插电式混合动力车辆中。当然，变速单元200和第一电动发电机302也可以同时工作。
同时，模式转换装置402还能够实现动力传动***1000的超低速挡位输出，即在具有变速单元200的实施例中，来自动力源100和第一电动发电机302中的至少一个的动力先经过变速单元200降速，再经过L挡降速，可以实现动力传动***1000的超低速挡位输出。由此可很大限度地放大发动机和第一电动发电机302的扭矩输出。
在控制逻辑上，本发明提出的动力传动***1000，没有改变双离合变速基本架构和换挡逻辑，第一电动发电机302的介入仅表现为在变速单元输出部的扭矩叠加，因此动力源100及变速单元200的控制逻辑与第一电动发电机302的控制逻辑是独立的，发动机的动力输出和第一电动发电机302的动力输出相对独立，各个动力源输出控制逻辑简单易实现，而且这样有利于节省厂家的开发时间和成本，避免***较高的故障率，即便发动机与变速单元200 ***故障也不会影响纯电动时第一电动发电机302的动力输出。
转换装置输入部4020和转换装置输出部4022断开，而且变速单元200和变速单元输出部201通过动力切换装置800断开时，动力源100输出的动力适于通过变速单元200直接驱动第一电动发电机302发电。此时，动力源100的动力无法传递给***动力输出部401，而是直接传递给第一电动发电机302发电。
也就是说，在车辆处于驻车工况时，动力源100的动力可以传递给第一电动发电机302以供第一电动发电机302发电，从而可以实现驻车发电，这样驻车发电不需要增加额外的动力传动链，仅通过模式转换装置402即可实现驻车发电模式的切换，切换控制简单，传动效率高。其中第一电动发电机302设置成直连模式转换装置402，第一电动发电机302动力输出直接高效，制动能回馈效率高。
还有，变速单元200仅需要对发动机动力实现变速变矩，这样变速单元200不需要额外的设计变更，有利于变速单元200的小型化，以及可以减少整车开发成本，缩短开发周期。
此外，前面这些优势都是通过该模式转换装置402实现的，所以动力传动***1000具有很高的集成度。
变速单元输出部201与模式转换装置402动力耦合连接，变速单元200和变速单元输出部201通过动力切换装置800动力耦合连接，从而使动力源100和第一电动发电机302中的至少一个输出的动力依次通过变速单元200、变速单元输出部201输出给模式转换装置402。这样，动力源100可以单独向变速单元200输出动力，第一电动发电机302也可以单独向变速单元200输出动力，而且动力源100和第一电动发电机302可以共同向变速单元200输出动力并耦合后输出。
下面再结合多个附图详细描述模式转换装置402的多个布置形式。
根据本发明的第一实施例，如图7-图19所示，模式转换装置402还可以包括第一转换部4021a和第二转换部4021b，转换装置输出部4022选择性与第一转换部4021a和第二转换部4021b中的一个接合,转换装置输入部4020与第一转换部4021a固定相连，转换装置输出部4022与第二转换部4021b接合，从而适于使转换装置输入部4020输出的转速降低后输出给差速器401的输入端4011。
这样在转换装置输出部4022与第一转换部4021a接合时，适于使转换装置输入部4020输出的转速与***动力输出部401的输入端4011转速相同。
由此，可以理解的是，动力源100和/或第一电动发电机302产生的动力传递至转换装置输入部4020后，转换装置输入部4020可以将动力传递给第一转换部4021a和第二转换部4021b，转换装置输出部4022通过合理选取第一转换部4021a和第二转换部4021b，可以控制传递给车轮的转速，进而可以控制车辆的车速，使得车辆的车速更加适于目前的车况，可 以提高车辆的行驶平稳性和动力性。
根据本发明的第一优选实施例，如图7-图18所示，模式转换装置402可以包括：主减速器从动齿轮Z’、行星齿轮机构P和转换装置接合器S，其中，主减速器从动齿轮Z’即转换装置输入部4020，行星齿轮机构P可以包括第一元件P1、第二元件P2和第三元件P3，第一元件P1与主减速器从动齿轮Z’固定，这样的话，第一元件P1和主减速器从动齿轮Z’之间可以传递动力，第二元件P2固定设置，第一元件P1为第一转换部4021a，第三元件P3为第二转换部4021b。也就是说，第一元件P1可以与第三元件P3传动，在此传动过程中，第一元件P1的转速高于第三元件P3的转速。而且，行星齿轮机构P可以包括：太阳轮、行星轮、行星架和齿圈，行星轮安装在行星架上，而且行星轮啮合在太阳轮和齿圈之间，这样太阳轮、行星架和齿圈均可以为第一元件P1、第二元件P2和第三元件P3中的一个。
如图7所示，第一元件P1为太阳轮，太阳轮直接与主减速器从动齿轮Z’固定连接，第二元件P2为齿圈，第三元件P3为行星架。
如图8所示，第一元件P1为齿圈，齿圈直接与主减速器从动齿轮Z’固定连接，第二元件P2为太阳轮，第三元件P3为行星架。
如图9所示，第一元件P1为太阳轮，太阳轮直接与主减速器从动齿轮Z’固定连接，第二元件P2为行星架，第三元件P3为齿圈。
进一步地，模式转换装置402还可以包括：转换装置接合器S，转换装置输出部4022通过转换装置接合器S选择性接合第一元件P1和第三元件P3中的一个。优选地，转换接合装置可以为转换装置同步器。这样转换装置同步器可以将转换装置输出部4022选择性地接合第一元件P1和第三元件P3。当转换装置同步器接合第一元件P1时，转换装置输入部4020的转速与转换装置输出部4022的转速相同，当转换装置同步器接合第三元件P3时，转换装置输入部4020的转速大于转换装置输出部4022的转速。
转换装置接合器S的布置形式有多种，下面结合附图详细描述。
根据本发明的第一具体实施例，如图7-图9所示，在行星齿轮机构P的中心轴线的轴向上，转换装置接合器S位于第一元件P1和第三元件P3之间。这样可以节省一个转换装置同步器，从而可以使得模式转换装置402结构简单，控制逻辑简单。
其中，转换装置输出部4022可以为轴套，轴套可以套设在半轴2000上，轴套的一端与***动力输出部401的输入端4011固定相连，转换装置接合器S固定设置在轴套的另一端。这样转换装置输出部4022可以及时且可靠地将动力输出给***动力输出部401。
具体地，第一元件P1和第三元件P3中的靠近***动力输出部401的输入端4011的那个元件、主减速器从动齿轮Z’均空套在轴套上，轴套套设在车辆的半轴2000上，第一元件P1和第三元件P3中的远离***动力输出部401的输入端4011的那个元件空套在车辆的 半轴2000上。
如图7所示，第三元件P3更靠近***动力输出部401，第三元件P3空套在轴套上，如图8所示，第一元件P1更靠近***动力输出部401，第一元件P1空套在轴套上，如图9所示，第三元件P3更靠近***动力输出部401，第三元件P3空套在轴套上。这样可以使得模式转换装置402结构紧凑，且布置合理。
行星齿轮机构P还包括第一元件接合部P4和第三元件接合部P5，第一元件接合部P4与第一元件P1固定相连，而且第一元件接合部P4适于选择性与转换装置接合器S接合，第三元件接合部P5与第三元件P3固定相连，而且第三元件接合部P5适于选择性与转换装置接合器S接合，在行星齿轮机构P的中心轴线的轴向上，转换装置接合器S位于第一元件接合部P4和第三元件接合部P5限定的空间内。第一元件接合部P4可以便于第一元件P1和转换装置同步器的接合断开，第三元件接合部P5可以便于第三元件P3和转换装置接合器S的接合断开。而且转换装置接合器S位于第一元件接合部P4和第三元件接合部P5之间。
根据本发明的第二具体实施例，与上述的第一具体实施例主要不同的是，如图10-图12所示，转换装置接合器S可以包括间隔开设置的第一接合部和第二接合部，第一接合部适于选择性接合转换装置输出部4022与第一元件P1，第二接合部适于选择性接合转换装置输出部4022与第三元件P3。也就是说，当第一接合部接合转换装置输出部4022与第一元件P1时，转换装置输入部4020的转速和转换装置输出部4022的转速相同，当第二接合部接合转换装置输出部4022和第三元件P3时，转换装置输入部4020的转速大于转换装置输出部4022的转速。这样通过分开布置第一接合部和第二接合部，可以使得转换装置接合器S布置简单，而且可以便于拨叉机构与第一接合部和第二接合部之间的配合。
进一步地，如图10-图12所示，转换装置输出部4022可以为轴套，轴套的一端与***动力输出部401的输入端4011固定相连，轴套的另一端穿过行星齿轮结构,第一接合部和第二接合部中的一个固定设在轴套的另一端，第一接合部和第二接合部中的另一个固定设置在轴套的未穿过行星齿轮机构P的部分上。需要说明的是，第一接合部和第二接合部的布置位置根据第一元件P1和第三元件P3进行调节，第一元件P1相较于第三元件P3远离***动力输出部401时，第一接合部固定在轴套的另一端，第二接合部固定设置在轴套的未穿过行星齿轮机构P的部分上。第一元件P1相较于第三元件P3靠近***动力输出部401时，第二接合部固定在轴套的另一端，第一接合部固定设置在轴套的未穿过行星齿轮机构P的部分上。
具体地，如图10-图12所示，行星齿轮机构P还可以包括第一元件接合部P4和第三元件接合部P5，第一元件接合部P4与第一元件P1固定相连，而且第一元件接合部P4适于选择性与转换装置接合器S接合，第三元件接合部P5与第三元件P3固定相连，而且第三元件 接合部P5适于选择性与转换装置接合器S接合，在行星齿轮机构P的中心轴线的轴向上，第一元件接合部P4和第三元件接合部P5均位于第一接合部和第二接合部之间。这样一方面可以便于转换装置接合器S控制第一元件P1和转换装置输出部4022之间的接合，以及可以便于控制第三元件P3和转换装置输出部4022之间的接合，从而可以使得模式转换装置402结构简单，布局合理，控制逻辑简单。
可选地，如图10-图12所示，第一元件P1、第三元件P3、主减速器从动齿轮Z’可以均空套在轴套上，轴套套设在车辆的半轴2000上。轴套相对半轴2000可以转动，第一元件P1、第三元件P3、主减速器从动齿轮Z’相对轴套可以转动，这样可以合理利用半轴2000上的空间，而且可以保证轴套、第一元件P1、第三元件P3、主减速器从动齿轮Z’的布置可靠性，进一步地可以降低动力传动***1000的布置难度。
其中，转换装置接合器S可以包括直接挡同步器SD和低挡同步器SL，第一接合部为直接挡同步器SD的一部分，第二接合部为低挡同步器SL的一部分。直接挡同步器SD接合第一元件接合部P4和转换装置输出部4022可以保证转换装置输入部4020和转换装置输出部4022的转速相同，低挡同步器SL接合第三元件接合部P5和转换装置输出部4022可以保证转换装置输入部4020的转速大于转换装置输出部4022的转速。
本发明的第三具体实施例与第一具体实施例大致相同，具体区别点参照下面内容。如图13-图18所示，在行星齿轮机构P的中心轴线的轴向上，转换装置接合器S位于行星齿轮机构P的一侧。具体地，如图13-图15所示，在行星齿轮机构P的中心轴线的轴向上，转换装置接合器S位于行星齿轮机构P的右侧。如图16-图18所示，在行星齿轮机构P的中心轴线的轴向上，转换装置接合器S位于行星齿轮机构P的左侧。这样在轴向方向上，行星齿轮机构P和转换装置接合器S间隔开设置，从而可以便于拨叉机构的布置，可以降低拨叉机构的布置难度，进而可以提高动力传动***1000的布置便利性，以及控制便利性。
可选地，如图13-图15所示，转换装置接合器S设置在转换装置输出部4022上，转换装置输出部4022和转换装置接合器S均位于行星齿轮机构P的一侧。也就是说，转换装置输出部4022和转换装置接合器S可以位于行星齿轮机构P的同一侧，例如，右侧。这样可以使得行星齿轮机构P、转换装置接合器S和转换装置输出部4022轴向位置布置合理，从而可以便于拨叉机构的布置，以及可以提高模式转换装置402的结构可靠性。
其中，如图13-图15所示，在行星齿轮机构P的中心轴线的轴向上，从远离转换装置接合器S的一端向靠近转换装置接合器S的一端，依次设置有与第一元件P1和第三元件P3中位于外侧的那个元件对应的连接盘部分、与第一元件P1和第三元件P3中位于内侧的那个元件对应的连接盘部分。在行星齿轮机构P的中心轴线的径向上，从外向内依次套设有与第一元件P1和第三元件P3中位于内侧的那个元件对应的套筒部分、与第一元件P1和第三元件 P3中位于外侧的那个元件对应的套筒部分。
下面以图13所示的动力传动***1000为例进行举例描述。
如图13所示，在行星齿轮机构P的中心轴线的轴向上，从远离转换装置接合器S的一端向靠近转换装置接合器S的一端，第三元件P3的连接盘部分、第一元件P1的连接盘部分依次排布。在行星齿轮机构P的中心轴线的径向上，从外向内依次套设有与第一元件P1对应的套筒部分、与第三元件P3对应的套筒部分，这样可以使得第一元件接合部P4和第三元件接合部P5在轴向上和径向上均布置合理，从而可以使得模式转换装置402布置合理。
另外可选地，如图16-图18所示，转换装置输出部4022的一部分可以穿过行星齿轮机构P，转换装置接合器S设置在转换装置输出部4022的上述一部分上。也就是说，转换装置接合器S和***动力输出部401分别位于行星齿轮机构P的两侧，而且行星齿轮机构P可以套设在转换装置输出部4022上，从而可以合理利用模式转换装置402的轴向空间和径向空间。具体地，转换装置输出部4022可以为轴套，轴套套设在车辆的半轴2000上。
其中，如图16-图18所示，行星齿轮机构P还可以包括第一元件接合部P4和第三元件接合部P5，第一元件接合部P4与第一元件P1固定相连，而且第一元件接合部P4适于选择性与转换装置接合器S接合，第三元件接合部P5与第三元件P3固定相连，而且第三元件接合部P5适于选择性与转换装置接合器S接合。通过设置第一元件接合部P4和第三元件接合部P5，可以便于转换装置输出部4022分别与第一元件P1和第三元件P3选择性地接合。
可选地，如图16-图18所示，第一元件接合部P4和第三元件接合部P5均可以包括连接盘部分和套筒部分，连接盘部分与行星齿轮机构P的中心轴线垂直，套筒部分与行星齿轮机构P的中心轴线平行。连接盘部分的外沿与对应的元件固定相连，连接盘部分的内沿与套筒部分的一端相连，套筒部分的另一端适于选择性与转换装置接合器S接合。这样通过设置连接盘部分和套筒部分，可以保证第一元件P1和转换装置接合器S之间的接合断开可靠性，以及可以保证第三元件P3和转换装置接合器S之间的接合断开可靠性。
其中，如图16-图18所示，在行星齿轮机构P的中心轴线的轴向上，从远离转换装置接合器S的一端向靠近转换装置接合器S的一端，依次设置有与第一元件P1和第三元件P3中位于内侧的那个元件对应的连接盘部分、与第一元件P1和第三元件P3中位于外侧的那个元件对应的连接盘部分。在行星齿轮机构P的中心轴线的径向上，从外向内依次套设有与第一元件P1和第三元件P3中位于外侧的那个元件对应的套筒部分、与第一元件P1和第三元件P3中位于内侧的那个元件对应的套筒部分。
下面详细描述一下对应的转换装置输出部4022的布置形式，如图13-图15所示，转换装置输出部4022可以为轴套，轴套的一端与***动力输出部401的输入端4011固定，转换装置接合器S设置在轴套的另一端，轴套位于行星齿轮机构P的一侧。
或者，如图16-图18所示，转换装置输出部4022可以为轴套，轴套的一端与***动力输出部401的输入端4011固定，转换装置接合器S设置在轴套的另一端，轴套的另一端穿过行星齿轮机构P。
下面以图16所示的动力传动***1000为例进行举例描述。
如图16所示，在行星齿轮机构P的中心轴线的轴向上，从远离转换装置接合器S的一端向靠近转换装置接合器S的一端，依次设置有与第三元件P3对应的连接盘部分和与第一元件P1对应的连接盘部分，在行星齿轮机构P的中心轴线的径向上，从外向内依次套设有与第三元件P3对应的套筒部分和与第一元件P1对应的套筒部分。
其中，如图13-图18所示，转换装置接合器S均可以为转换装置同步器。
根据本发明的第二实施例，如图19所示，模式转换装置402还可以包括第一转换部4021a和第二转换部4021b，转换装置输出部4022选择性与第一转换部4021a和第二转换部4021b中的一个接合,转换装置输入部4020与第一转换部4021a固定相连，转换装置输出部4022与第二转换部4021b接合，从而适于使转换装置输出部4022的转速依次通过第一转换部4021a和第二转换部4021b降低后输出给***动力输出部401的输入端4011。
这样在转换装置输出部4022与第一转换部4021a接合时，适于使转换装置输入部4020输出的转速与***动力输出部401的输入端4011转速相同。
由此，可以理解的是，动力源100和/或第一电动发电机302产生的动力传递至转换装置输入部4020后，转换装置输入部4020可以将动力传递给第一转换部4021a和第二转换部4021b，转换装置输出部4022通过合理选取第一转换部4021a和第二转换部4021b，可以控制传递给车轮的转速，进而可以控制车辆的车速，使得车辆的车速更加适于目前的车况，可以提高车辆的行驶平稳性和动力性。
图19所示，在模式转换装置402中，转换装置输入部4020为主减速器从动齿轮Z’，第一转换部4021a为第一转换齿轮ZZ1，第二转换部4021b为第二转换齿轮ZZ2，但是，模式转换装置402还包括：转换装置轴Ⅶ，主减速器从动齿轮Z’、第一转换齿轮ZZ1和第二转换齿轮ZZ2均空套在车辆的半轴2000上，转换装置轴Ⅶ上固定有第三转换齿轮ZZ3和第四转换齿轮ZZ4，第一转换齿轮ZZ1与第三转换齿轮ZZ3啮合，第二转换齿轮ZZ2与第四转换齿轮ZZ4啮合。这样在第一转换齿轮ZZ1和第三转换齿轮ZZ3之间形成一级减速，在第二转换齿轮ZZ2和第四转换齿轮ZZ4之间形成二级减速，从而可以使得第一转换齿轮ZZ1的转速高于第二转换齿轮ZZ2的转速。
具体地，如图19所示，主减速器从动齿轮Z’可以与第一转换齿轮ZZ1构成双联齿结构，换言之，双联齿结构中的一个齿轮构成主减速器从动齿轮Z’且另一个齿轮构成第一转换齿轮ZZ1，这样通过设置双联齿结构，可以使得模式转换装置402结构简单，工作可靠，而且 可以使得动力传动***1000结构简单，工作可靠。
转换装置输出部4022适于与第一转换部4021a和第二转换部4021b均断开，从而使动力源100适于通过变速单元200直接驱动第一电动发电机302发电。这样第一电动发电机302发电效率高，可以有效减少能量的损失。
进一步地，如图19所示，模式转换装置402还可以包括转换装置接合器S，转换装置输出部4022通过转换装置接合器S选择性与第一转换部4021a或第二转换部4021b接合。此处，可以理解的是，转换装置输出部4022可以选择性地接合和断开第一转换部4021a，以及转换装置输出部4022可以选择性地接合和断开第二转换部4021b。通过切换转换装置接合器S的状态和接合目标，可以改变传递给转换装置输出部4022的输出转速，从而可以改变车轮的转速，进而可以丰富车辆的驱动模式，可以提高车辆的经济性和动力性。其中，转换装置接合器S可以为转换装置同步器，该转换装置同步器设置在第一转换齿轮ZZ1和第二转换齿轮ZZ2之间，从而可以减少同步器的数量，可以使得模式转换装置402结构简单，成本低。
如图19所示，转换装置输出部4022可以为轴套，轴套的一端与***动力输出部401的输入端4011固定相连，转换装置接合器S设置在轴套的另一端。这样可以保证转换装置输出部4022和对应的第一转换齿轮ZZ1和第二转换齿轮ZZ2之间的同步可靠性。而且通过合理的径向套设布置，可以有效节省模式转换装置402的空间，从而可以使得模式转换装置402结构紧凑，体积小，占用动力传动***1000的空间小。
其中，第一转换部4021a和第二转换部4021b中的靠近***动力输出部401的输入端4011的那个转换部、转换装置输入部4020均空套在轴套上，轴套套设在车辆的半轴2000上，第一转换部4021a和第二转换部4021b中的远离***动力输出部401的输入端4011的那个转换部空套在车辆的半轴2000上。
进一步地，轴套可以套设在车辆的半轴2000上，第二转换齿轮ZZ2可以空套在轴套上。这样可以使得第二转换齿轮ZZ2的布置位置合理，而且可以保证模式转换装置402的结构可靠性。
根据本发明的第三实施例，如图20所示，模式转换装置402还可以包括第一转换部4021a和第二转换部4021b，转换装置输出部4022与***动力输出部401的输入端4011相连，转换装置输入部4020适于将来自动力源100和第一电动发电机302中的至少一个的动力输出，转换装置输入部4020选择性与第一转换部4021a和第二转换部4021b中的一个接合,第一转换部4021a和第二转换部4021b均与转换装置输出部4022配合传动。也就是说，在动力传递时，转换装置输入部4020可以通过第一转换部4021a或者第二转换部4021b向转换装置输出部4022传递动力。
转换装置输入部4020适于接合第一转换部4021a，以使转换装置输入部4020的转速与***动力输出部401的输入端4011的转速相同，转换装置输入部4020适于接合第二转换部4021b，以使转换装置输入部4020的转速降低后输出给***动力输出部401。
具体地，如图20所示，转换装置输入部4020为主减速器从动齿轮Z’，模式转换装置402还可以包括：转换装置轴Ⅶ，主减速器从动齿轮Z’固定设在转换装置轴Ⅶ上，转换装置轴Ⅶ上空套有直接挡主动齿轮Da和低挡主动齿轮La，转换装置轴Ⅶ与车辆的半轴2000平行。
其中，直接挡主动齿轮Da可以为第一转换部4021a，低挡主动齿轮La可以为第二转换部4021b。转换装置输出部4022可以包括直接挡从动齿轮Db和低挡从动齿轮Lb，直接挡从动齿轮Db与直接挡主动齿轮Da啮合，低挡从动齿轮Lb与低挡主动齿轮La啮合,直接挡从动齿轮Db和低挡从动齿轮Lb均与***动力输出部401的输入端4011固定相连。这样可以使得动力传递可靠，传动效率高。
而且，转换装置输入部4020适于与第一转换部4021a和第二转换部4021b均断开，从而使动力源100适于依次通过变速单元200、转换装置输入部4020驱动第一电动发电机302发电。
模式转换装置402还可以包括转换装置接合器S，转换装置输出部4022通过转换装置接合器S选择性与第一转换部4021a或第二转换部4021b接合。此处，可以理解的是，转换装置输出部4022可以选择性地接合和断开第一转换部4021a，以及转换装置输出部4022可以选择性地接合和断开第二转换部4021b。通过切换转换装置接合器S的状态和接合目标，可以改变传递给转换装置输出部4022的输出转速，从而可以改变车轮的转速，进而可以丰富车辆的驱动模式，可以提高车辆的经济性和动力性。
其中，转换装置接合器S可以为转换装置同步器。可选地，转换装置同步器可以固定在转换装置轴Ⅶ上，优选地，转换装置同步器可以位于直接挡主动齿轮Da和低挡主动齿轮La之间，这样可以减少同步器的数量，可以使得模式转换装置402结构简单，成本低。
变速单元输出部201可以为主减速器主动齿轮Z，主减速器主动齿轮Z与主减速器从动齿轮Z’啮合。
而且，动力传动***1000还可以包括减速链303，第一电动发电机302通过减速链303与变速单元200动力耦合连接。减速链303包括：减速轴一3031和减速轴二3032，减速轴一3031与第一电动发电机302固定连接，而且减速轴一3031上设置有齿轮一Z1，减速轴二3032上设置有齿轮二Z2，齿轮一Z1和齿轮二Z2啮合，减速轴二3032可以为变速单元200的变速动力输出部。
动力源100可以为发动机，变速单元200适于选择性地与动力源100进行耦合连接，如 图1-图6所示，动力源100和变速单元200可以轴向相连，其中动力源100和变速单元200之间可以设置有第一离合装置202，第一离合装置202可以控制动力源100和变速单元200之间的接合、断开状态。
变速单元200可以为变速器，当然，本发明并不限于此，变速单元200还可以为其他变速机构，例如齿轮减速传动机构。下面以变速单元200是变速器为例进行详细说明。
其中，变速单元200可以具有多种布置形式，输入轴、输出轴、挡位的变化均可以形成新的变速单元200，下面以图33所示的动力传动***1000中的变速单元200为例进行详细说明。
如图33所示，变速单元200可以包括：变速动力输入部、变速动力输出部，变速动力输入部与动力源100可以选择性地接合，以传输动力源100所产生的动力。第一离合装置202可以包括输入端和输出端，输入端和动力源100相连，输出端与变速动力输入部相连，当输入端和输出端接合时，动力源100和变速动力输入部接合以传递动力。
变速动力输出部和变速单元输出部201通过动力切换装置800动力耦合连接或断开，变速动力输出部和变速单元输出部201通过动力切换装置800动力耦合连接时，变速动力输出部构造成适于将来自变速动力输入部上的动力通过变速单元同步器的同步而通过动力切换装置800输出至变速单元输出部201。
变速动力输入部包括至少一个输入轴，每个输入轴均与动力源100可选择性地接合，每个输入轴上设置有至少一个主动齿轮；
变速动力输出部包括：至少一个输出轴，每个输出轴上设置有至少一个从动齿轮，从动齿轮与对应的主动齿轮啮合，变速单元输出部201为至少一个主减速器主动齿轮Z，至少一个主减速器主动齿轮Z一一对应地固定在至少一个输出轴上。
如图33-图38所示，变速单元200可以为六挡变速单元，变速动力输入部可以包括：第一输入轴Ⅰ和第二输入轴Ⅱ，第二输入轴Ⅱ套设在第一输入轴Ⅰ上，第一离合装置202可以为双离合器，双离合器具有输入端、第一输出端K1和第二输出端k2，输入端可选择性地接合第一输出端K1和第二输出端k2的至少一个。也就是说，输入端可以接合第一输出端K1，或者，输入端可以接合第二输出端k2，或者输入端可以同时接合第一输出端K1和第二输出端k2。第一输出端K1与第一输入轴Ⅰ相连，第二输出端k2与第二输入轴Ⅱ相连。
第一输入轴Ⅰ和第二输入轴Ⅱ上分别固定有至少一个第一主动齿轮，而且第一输入轴Ⅰ和第二输入轴Ⅱ分别空套有至少一个第二主动齿轮。
如图33-图35所示，第一输入轴Ⅰ上固定设置有一挡主动齿轮1Ra、三挡主动齿轮3a，第一输入轴Ⅰ上空套设置有五挡主动齿轮5a，第二输入轴Ⅱ上固定设置有二挡主动齿轮2a，第二输入轴Ⅱ上空套设置有四挡主动齿轮4a和六挡主动齿轮6a，其中，四挡主动齿轮4a 和六挡主动齿轮6a之间可以设置有四六挡同步器S6R。第二输入轴Ⅱ套设在第一输入轴Ⅰ上，这样可以有效缩短动力传动***1000的轴向长度，从而可以降低动力传动***1000占用车辆的空间。
输出轴为一个，即动力输出轴，动力输出轴上空套有倒挡从动齿轮Rb和至少一个第一从动齿轮，至少一个第一从动齿轮与至少一个第一主动齿轮对应地啮合，动力输出轴上固定设置有至少一个第二从动齿轮，至少一个第二从动齿轮与至少一个第二主动齿轮对应地啮合，倒挡从动齿轮Rb和至少一个第一从动齿轮选择性地与动力输出轴接合。
第一输出轴Ⅲ’固定设置有四挡从动齿轮4b、五挡从动齿轮5b、六挡从动齿轮6b，而且第一输出轴Ⅲ’上还套设有一挡从动齿轮1b、二挡从动齿轮2b、三挡从动齿轮3b和倒挡从动齿轮Rb，一挡从动齿轮1b和三挡从动齿轮3b之间设置有一三挡同步器S13，二挡从动齿轮2b和倒挡从动齿轮Rb之间设置有二倒挡同步器S2R。
其中，第二输入轴Ⅱ上还固定设置有倒挡主动齿轮Ra，第一输出轴Ⅲ’上空套有倒挡从动齿轮Rb，倒挡主动齿轮Ra和倒挡从动齿轮Rb之间设置有惰轮IG，惰轮IG啮合在倒挡主动齿轮Ra和倒挡从动齿轮Rb之间，惰轮IG固定在倒挡中间轴V上，惰轮IG可以保证倒挡主动齿轮Ra和倒挡从动齿轮Rb的同方向联动。
其中，***动力输出部401可以为差速器，如图21-图26所示，差速器401可以包括两个半轴齿轮，两个半轴齿轮与车辆的两个半轴2000一一对应，车辆的动力传动***1000还包括：动力通断装置500，动力通断装置500适于选择性地接合两个半轴齿轮中的至少一个与对应的车辆的半轴2000。可以理解的是，如果一侧的半轴2000和对应的半轴齿轮之间设置有动力通断装置500，该动力通断装置500可以控制该侧的半轴2000和半轴齿轮之间的接合断开状态，如果两侧的半轴2000分别和对应的半轴齿轮之间设置有动力通断装置500，每个动力通断装置500可以控制对应侧的接合断开状态。动力通断装置500可以有利于车辆在驻车工况时进行驻车发电，这样在车辆处于驻车工况时，第一电动发电机302直连模式转换装置402，第一电动发电机302动力输出直接高效，制动能回馈效率高。
如图21所示，动力通断装置500设置在左侧的半轴2000和对应的半轴齿轮之间，如图22所示，动力通断装置500可以为两个，一个动力通断装置500可以设置在左侧的半轴2000和对应的半轴齿轮之间，另一个动力通断装置500可以设置在右侧的半轴2000和对应的半轴齿轮之间。
其中，动力通断装置500的类型也有多种，例如，如图21和图22所示，动力通断装置500可以为离合器。优选地，如图23和图24所示，离合器可以为牙嵌式离合器。
当然，动力通断装置500还可以为其他类型，例如，如图25和图26所示，动力通断装置500可以为同步器。
根据本发明的一个优选实施例，如图2和图5所示，动力传动***1000还可以包括第二电动发电机600，第二电动发电机600位于动力源100与变速单元200之间，第二电动发电机600的一端直接与动力源100动力耦合连接，而且第二电动发电机600的另一端选择性地与变速单元200动力耦合连接。
第二电动发电机600与第一离合装置202的输入端可以同轴相连。第二电动发电机600可以设置在第一离合装置202的输入端和发动机之间，这样发动机的动力在向输入端传递时必然经过第二电动发电机600，此时第二电动发电机600可以作为发电机使用以进行驻车发电。
第一离合装置202的输入端上可以设置有输入端外齿Z602，第二电动发电机600与输入端外齿Z602联动。第二电动发电机600的电机轴上设置有齿轮Z601，齿轮Z601与输入端外齿Z602啮合。这样发动机的动力可以通过输入端和输入端外齿Z602传递给第二电动发电机600，这样第二电动发电机600可以作为发电机使用以进行驻车发电。
根据本发明的另一个优选实施例，动力传动***1000还可以包括：第二电动发电机600，第二电动发电机600位于动力源100和变速单元200之间，第二电动发电机600的一端与动力源100动力耦合连接，例如，第二电动发电机600的一端选择性地与动力源100动力耦合连接，第二电动发电机600的另一端选择性地与变速单元200动力耦合连接。
如图35所示，第二电动发电机600与发动机之间可以设置有第二离合装置L2。第二离合装置L2可以为单离合器，单离合器可以控制发动机和第二电动发电机600之间的接合断开，以及可以控制发动机和第一离合装置202的输入端之间的接合断开。通过设置第二离合装置L2，可以合理控制第二电动发电机600的驻车发电状态，从而可以使得动力传动***1000结构简单且驱动模式转换可靠。
优选地，第二离合装置L2内置在第二电动发电机600的转子内部。这样可以更好地缩短动力传动***1000的轴向长度，从而可以减小动力传动***1000的体积，可以提高动力传动***1000在车辆上的布置灵活性。另外，第二电动发电机600还可以作为启动机使用。
优选地，动力源100、第二离合装置L2以及双离合器的输入端同轴布置。这样可以使得动力传动***1000结构紧凑，体积小。
需要说明的是，对于上述三个实施例的动力传动***1000，在轴向方向上，第二电动发电机600均可以位于动力源100和第一离合装置202之间，这样可以有效减少动力传动***1000的轴向长度，而且可以使得第二电动发电机600的位置布置合理，可以提高动力传动***1000的结构紧凑性。
第一电动发电机302为动力传动***1000的主驱动电机，所以第一电动发电机302的 容量和体积较大。其中，对于第一电动发电机302和第二电动发电机600来说，第一电动发电机302的额定功率大于第二电动发电机600的额定功率。这样第二电动发电机600可以选取体积小且额定功率小的电动发电机，从而可以使得动力传动***1000结构简单，体积小，而且在驻车发电时，第二电动发电机600和动力源100之间传动路径短，发电效率高，从而可以有效将动力源100的一部分动力转化成电能。其中第一电动发电机302的峰值功率同样大于第二电动发电机600的峰值功率。
优选地，第一电动发电机302的额定功率为第二电动发电机600的额定功率的两倍或两倍以上。第一电动发电机302的峰值功率为第二电动发电机600的峰值功率的两倍或两倍以上。例如，第一电动发电机302的额定功率可以为60kw，第二电动发电机600的额定功率可以为24kw，第一电动发电机302的峰值功率可以为120kw，第二电动发电机600的峰值功率可以为44kw。
需要说明的是，差速器401可以为常规的开放式差速器，例如，锥齿轮差速器或圆柱齿轮差速器，但不限于此；当然，差速器401也可以是锁式差速器，例如，机械锁式差速器、电子锁式差速器等，动力传动***1000依据不同的车型选择不同的差速器类型，这样的选择主要依据包括整车成本、整车轻量化、整车越野性能等。
上述的动力传动***1000所传输的动力均是通过***动力输出部401输出给车辆的两个车轮，但是动力传动***1000并不限于此，动力传动***1000还可以包括电驱动***700，电驱动***700可以用于驱动车辆的另外两个车轮，从而可以实现车辆的四驱。
下面详细描述一下根据电驱动***700的多种布置形式。
如图27所示，电驱动***700可以包括驱动***输入部和驱动***输出部，驱动***输出部适于将来自驱动***输入部的动力输出给另外两个车轮，例如后轮。这样通过增加电驱动***700，可以增加车辆的驱动模式，例如驱动模式可以进一步地分为前驱模式、后驱模式和四驱模式，从而可以使得车辆更加适用于不同的路况，可以提高车辆的动力性。
例如，如图27所示，电驱动***700还包括电驱动***差速器710，驱动***输出部适于将来自驱动***输入部的动力通过电驱动***差速器710输出给另外两个车轮。电驱动***差速器710可以便于将驱动***输出部传递来的动力分配给两侧的两个车轮，从而可以平稳地驱动车辆。
具体地，驱动***输入部可以为驱动电动发电机720，驱动电动发电机720可以为后轮电动发电机，后轮电动发电机可以通过减速机构驱动两个后轮，驱动***输出部可以为齿轮减速器730(即减速机构)。由此，当驱动电动发电机720工作时，驱动电动发电机720产生的动力可以经过齿轮减速器730的减速增矩之后传递给电驱动***差速器710，电驱动系 统差速器710可以便于将驱动***输出部传递来的动力分配给两侧的两个车轮，从而可以平稳地驱动车辆。
又如，如图28所示，驱动***输入部包括两个驱动电动发电机720，驱动***输出部包括两个驱动***子输出部，每个驱动***子输出部适于将来自对应的驱动电动发电机720的动力输出给另外两个车轮中对应的一个车轮。也就是说，每个车轮对应有一个驱动电动发电机720和驱动***子输出部，这样可以省略电驱动***差速器710，而且两个驱动电动发电机720可以调节自身的转速以实现两个车轮之间的差速，从而可以使得动力传动***1000结构简单且可靠。
如图28所示，上述的另外两个车轮选择性同步。例如，其中一个半轴2000上可以设置有半轴同步器以适于选择性地接合另一个半轴2000。这样可以实现两个车轮的同向同速转动，也可以实现两个车轮的差速运动，从而可以保证车辆的行驶平稳性。
如图29所示，两个驱动电动发电机720选择性同步。例如，一个电机输出轴721上可以设置有电机输出轴721同步器以选择性地接合另一个电机输出轴721，这样可以实现两个车轮的同向同速转动，也可以实现两个车轮的差速运动，从而可以保证车辆的行驶平稳性。
如图30和图31所示，两个驱动***子输出部选择性同步。也就是说，两个驱动***子输出部中的一个输出轴上可以设置有子输出部同步器以用于同步另一个驱动***子输出部，这样可以实现两个车轮的同向同速转动，也可以实现两个车轮的差速运动，从而可以保证车辆的行驶平稳性。
如图27-图30所示，驱动***子输出部可以包括二级齿轮减速器，经过二级减速的驱动电动发电机720的动力可以传递给车轮以驱动车轮转动。
或者如图31所示，驱动***子输出部可以包括二挡变速器。驱动电动发电机720选择性地接合其中一个挡位，通过设置二挡变速器，可以改变驱动电动发电机720的输出给车轮的转速，从而可以丰富动力传动***1000的驱动模式，可以提高车辆的经济性和动力性。
具体地，驱动电动发电机720可以包括电机输出轴721，二级齿轮减速器730或者二挡变速器均可以包括驱动***子输出部输入轴，驱动***子输出部输入轴与电机输出轴721固定相连且同轴设置。这样驱动电动发电机720可以通过电机输出轴721将动力传递给驱动***子输出部输入轴，然后通过驱动***子输出部将动力传递给车轮以驱动车辆运动。
再如，如图32所示，电驱动***700包括两个轮边电机，每个轮边电机直接驱动另外两个车轮中的对应一个车轮，另外两个车轮选择性同步。一个半轴2000上可以设置有半轴同步器以选择性地接合另一个半轴2000，这样轮边电机可以分别驱动对应的车轮转动，而且通过断开半轴同步器，可以实现两个车轮的差速运动，从而可以保证车辆的行驶平稳性。
下面参照图39-图45中的动力传动***的一些具体的实施例。如图39-图45所示，动 力传动***1000可以包括：动力源100、第一电动发电机302、***动力输出部401、模式转换装置402、变速单元200、动力切换装置800。
如图39-图44所示，在一些实施例中，动力切换装置800为同步器Q6，同步器Q6设置成适于在变速单元输出部201和所述变速单元200之间可选择地同步。
换言之，同步器Q6可以将变速单元200与变速单元输出部201同步，且变速单元200输出的动力通过变速单元输出部201输出至模式转换装置402，或者同步器Q6也可断开变速单元200与变速单元输出部201，此时变速单元200无法直接通过变速单元输出部201而将动力输出至模式转换装置402。
可以理解的是，通过变速单元输出部201输出至模式转换装置402的动力，可以通过模式转换装置402输出给***动力输出部401。
如图45所示，在另一些实施例中，动力切换装置800为离合器Q9，离合器Q9设置成适于在变速单元输出部201和变速单元200之间进行动力的传输或者断开。
换言之，离合器Q9可以将变速单元200输出的动力通过变速单元输出部201输出至模式转换装置402，或者离合器Q9也可断开变速单元200与变速单元输出部201，此时变速单元200无法直接通过变速单元输出部201而将动力输出至模式转换装置402。
这里，同步器Q6的作用可以是最终同步变速单元输出部201和变速单元200，即通过同步器Q6的同步作用后，使得变速单元输出部201能够与变速单元200同步动作，从而由变速单元输出部201作为动力输出端，将变速单元200的动力输出。而在同步器Q6未同步变速单元200与变速单元输出部201时，变速单元200的动力无法(通过变速单元输出部201)直接输出至车轮200。
简言之，同步器Q6起到了动力切换的目的，即同步器Q6接合，变速单元200的动力可以通过变速单元输出部201输出并输出给模式转换装置402，而同步器Q6断开，变速单元200无法通过变速单元输出部201将动力传递给模式转换装置402，这样通过控制一个同步器Q6的接合或断开，可以实现整车驱动模式的转换。
由于应用场合的特殊性，此处同步器Q6具有如下优点：
a，当同步器Q6断开时，需要将动力源100、变速单元200和第一电动发电机302与模式转换装置402的动力彻底断开，使得双方各自进行的运动(发电、驱动、功率扭矩传输等)互不影响，这一需求对减少车辆的能量消耗尤为重要。同步器Q6可以很好的做到这一点。
b，当同步器Q6接合时，需要将动力源100和第一电动发电机302的合成(耦合后的)驱动力经过变速单元200的扭矩放大后传递至模式转换装置402，或将车轮的驱动力依次经过***动力输出部401、模式转换装置402传递至第一电动发电机302(发电)，这就要求此处的动力耦合装置可以传递很大的扭矩，并具有很高的稳定性。同步器Q6可以很好的做到 这一点。
并且，第一电动发电机302可以通过调节变速单元200的速度，例如第一电动发电机302可以变速单元输出部201的转速为目标，通过转速的改变，调节变速单元200的速度，使得变速单元200与变速单元输出部201的速度以时间有效的方式迅速匹配，从而减少同步器Q6同步所需的时间，减少中间能量损失，同时还能够实现同步器Q6的无扭矩接合，极大地提高了车辆的传动效率、同步可控性和同步的实时性。此外，同步器Q6的寿命得以进一步延长，从而降低整车维护的成本。此外，根据本发明实施例的动力传动***100结构紧凑且控制方便。
根据本发明的一些实施例，参照图39所示，变速单元输出部201可以包括主减速器主动齿轮Z和接合齿圈Q52，主减速器主动齿轮Z与动力输出轴Ⅲ’可相对转动即差速转动，接合齿圈Q52与主减速器主动齿轮Z固定，即接合齿圈Q52与主减速器主动齿轮Z同步转动。
由此，同步器Q6需要将变速单元输出部201与动力输出轴Ⅲ’接合时，同步器Q6的接合套Q62可以沿着轴向向接合齿圈Q52的方向运动，在变速单元输出部201与动力输出轴Ⅲ’的转速同步后，接合套Q62可以与接合齿圈Q52接合，从而动力输出轴Ⅲ’、同步器Q6和变速单元输出部201三者之间形成刚性连接，进而三者同步旋转。
在如图39-图44所示的实施例中，变速单元200包括变速动力输入部和变速动力输出部，变速动力输入部与动力源100可选择性地接合，以传输动力源100所产生的动力。变速动力输出部构造成适于将来自变速动力输入部上的动力通过动力切换装置800而输出至变速单元输出部201。
以动力切换装置800为同步器Q6为例，变速动力输出部构造成适于将来自变速动力输入部上的动力通过同步器Q6的同步而输出至变速单元输出部201。
进一步，变速动力输入部包括：输入轴(例如第一输入轴Ⅰ、第二输入轴Ⅱ)和设置在输入轴上的主动齿轮Q25，输入轴与动力源100可选择性地接合，以传输动力源100所产生的动力。换言之，在动力源100需要将动力输出给输入轴时，动力源100可与输入轴进行接合，从而动力源100输出的动力可传递至输入轴。动力源100与输入轴的接合方式可以通过离合器(例如，双离合器202，三离合器Q32)来实现，关于这部分内容将在下面给出详细说明，这里不再赘述。
如图39-图45所示，变速动力输出部包括：动力输出轴Ⅲ’和从动齿轮Q26，从动齿轮Q26设置在动力输出轴Ⅲ’上且与输入轴上的主动齿轮Q25对应地啮合。
动力输出轴Ⅲ’构造成输出输入轴上传输的动力的至少一部分。具体而言，动力输出轴Ⅲ’与输入轴配合传动，例如优选地，动力输出轴Ⅲ’与输入轴之间可以通过上述的主动齿轮Q25和从动齿轮Q26进行传动。
动力输出轴Ⅲ’用于传输输入轴上的至少一部分动力，例如在动力传动***100处于某些传动模式时，如第一电动发电机302进行电动发电，此时输入轴上的动力可以部分用于第一电动发电机302的发电，另一部分也可以用于驱动车辆行驶，当然输入轴上的全部动力也可均用于发电。
根据本发明的一些实施例，第一电动发电机302与输入轴和动力输出轴Ⅲ’中的一个直接传动或间接传动。这里，“直接传动”指的是第一电动发电机302与相应轴直接相连进行传动，不经任何诸如变速装置、离合装置、传动装置等中间传动部件，比如第一电动发电机302的输出端直接与输入轴和动力输出轴Ⅲ’中的一个刚性相连。直接传动的优点在于减少了中间传动部件，降低了能量在传动过程中的损失。
“间接传动”即排除直接传动之外的任何其它传动方式，例如通过变速装置、离合装置、传动装置等中间部件进行传动。间接传动方式的优点在于布置更加方便，并且可以通过设置诸如变速装置来获得所需的传动比。
根据本发明的一些实施例，第一电动发电机302设置成与主动齿轮Q25和从动齿轮Q26中的一个配合传动。如图39-图40所示，第一电动发电机302与主动齿轮Q25配合传动，如图44-图45所示，第一电动发电机302与从动齿轮Q26配合传动。
考虑到便于空间上布置的问题，根据本发明的一个实施例，第一电动发电机302可以通过一个中间齿轮Q411进行传动。
但是，本发明并不限于此。在本发明的其它实施例中，第一电动发电机302设置成与第一输入轴Ⅰ和动力输出轴Ⅲ’中的一个相连。例如，在图43的示例中，第一电动发电机302与第一输入轴Ⅰ直接相连。第一电动发电机302采用与相应轴直接相连的方式，可以使得动力传动***100的结构更加紧凑，同时还能减少动力传动***100的周向尺寸，便于布置在车辆的机舱内。
变速单元输出部201可以作为动力输出轴Ⅲ’的动力输出终端，用于输出动力输出轴Ⅲ’上的动力，变速单元输出部201相对于动力输出轴Ⅲ’是可以差速转动的，即变速单元输出部201相对动力输出轴Ⅲ’可以存在不同步转动的情况，也就是说二者之间存在转速差，没有刚性连接在一起。
动力切换装置800与变速单元输出部201可选择性动力耦合连接，当动力切换装置800与变速单元输出部201动力耦合连接时，变速单元200输出的动力通过变速单元输出部201输出给模式转换装置402。
动力切换装置800，例如同步器Q6可以设置在动力输出轴Ⅲ’上。具体地，参照图39所示，同步器Q6可以包括花键毂Q61和接合套Q62，花键毂Q61可以固定在动力输出轴Ⅲ’上，花键毂Q61随动力输出轴Ⅲ’同步转动，接合套Q62相对花键毂Q61可沿动力输出轴Ⅲ’ 的轴向动作，以可选择性地接合变速单元输出部201，从而使得变速单元输出部201随动力输出轴Ⅲ’同步转动。但是，应当理解的是，同步器Q6的结构不限于此。
根据本发明实施例的动力传动***100，动力源100和/或第一电动发电机302输出的动力可以通过动力切换装置800的接合而从变速单元输出部201输出，结构紧凑、控制方便。
在车辆切换工况过程中，可能出现同步器Q6从分离状态转换为接合状态的情况，此时第一电动发电机302可以变速单元输出部201的转速为目标，通过转速控制，调节动力输出轴Ⅲ’的转速，使动力输出轴Ⅲ’与变速单元输出部201的转速在短时间内匹配，方便同步器Q6的接合，从而大大提高了传动效率，同时减少了中间能量的传递损失，且可实现同步器Q6的无扭矩接合(即同步器Q6接合时基本无径向摩擦力或径向摩擦力远低于行业内一般水平)。
输入轴可以为多个，即两个或两个以上。该多个输入轴依次同轴嵌套设置。如图39-图43，输入轴为两个，即第一输入轴Ⅰ和第二输入轴Ⅱ，第二输入轴Ⅱ套设在第一输入轴Ⅰ上且二者的中心轴线重合。在动力源100给输入轴传送动力或者与输入轴进行动力耦合连接时，动力源100可选择性地与多个输入轴中的一个接合。
进一步，如图39-图43所示，每个输入轴上固定有一个主动齿轮Q25。动力输出轴Ⅲ’上固定有多个从动齿轮Q26。
如图39-图43所示，多个从动齿轮Q26与多个输入轴上的主动齿轮Q25分别对应地啮合，根据本发明的一个实施例，从动齿轮Q26的数量与输入轴的数量可以是相同的，例如从动齿轮Q26为两个，则输入轴为两个，这样两个从动齿轮Q26可以分别对应地与两个输入轴上的主动齿轮Q25啮合传动，使得该两对齿轮副可以构成两个挡位进行传动。
进一步，参照图39-图40所示，动力源100与第一输入轴Ⅰ和第二输入轴Ⅱ之间设置有双离合器202。
双离合器202具有输入端Q313、第一输出端Q311和第二输出端Q312，动力源100与双离合器202的输入端Q313相连，具体而言，动力源100可以通过飞轮、减震器或扭转盘等多种形式与双离合器202的输入端Q313相连。
双离合器202的第一输出端Q311与第一输入轴Ⅰ相连，从而该第一输出端Q311与第一输入轴Ⅰ同步旋转。双离合器202的第二输出端312与第二输入轴Ⅱ相连，从而该第二输出端Q312与第二输入轴Ⅱ同步旋转。
其中，双离合器202的输入端Q313可以是双离合器202的壳体，其第一输出端Q311和第二输出端Q312可以是两个从动盘。输入端Q313与第一输出端Q311和第二输出端Q312之一接合，从而输入端Q313传来的动力可以通过第一输出端Q311和第二输出端Q312中的一个输出。
如图41和图42所示，在根据本发明的一个实施例中，可以根据传动需要而设置三个或更多个输入轴，并且在每个输入轴上均可固定一个主动齿轮Q25，由此输入轴的数量越多，可以进行传动的挡位就越多，该动力传动***100的传动比的范围就越大，从而适应多种车型对于传动的要求。
如图41和图42所示，多个输入轴包括三个轴，即第一输入轴Ⅰ、第二输入轴Ⅱ和第三输入轴Q23，第二输入轴Ⅱ套设在第一输入轴Ⅰ上，第三输入轴Q23套设在第二输入轴Ⅱ上。
在该变型实施例中，动力传动***100进一步包括三离合器Q32，三离合器Q32具有输入端Q324、第一输出端Q321、第二输出端Q322和第三输出端Q323，动力源100与三离合器Q32的输入端Q324相连，三离合器Q32的第一输出端Q321与第一输入轴Ⅰ相连、三离合器Q32的第二输出端Q322与第二输入轴Ⅱ相连且第三离合器Q32的第三输出端Q323与第三输入轴Q23相连。
类似地，三离合器Q32的输入端可以是其壳体，其三个输出端可以是三个从动盘，输入端可与三个输出端之一接合，或者输入端与三个输出端全部断开。可以理解的是，三离合器Q32的工作原理与双离合器202近似，这里不再赘述。
作为上述实施例中描述的动力传动***100的另一种变型实施例，如图44-图45所示，在该动力传动***100中，从动齿轮Q26为联齿齿轮结构，该联齿齿轮结构Q26空套设置在动力输出轴Ⅲ’上，即二者可差速转动。其中，同步器Q6设置在动力输出轴Ⅲ’上且可选择地与该联齿齿轮结构Q26接合。
在该实施例中，具体地，输入轴为两个，即第一输入轴Ⅰ和第二输入轴Ⅱ，每个输入轴上固定有一个主动齿轮Q25，联齿齿轮结构Q26为双联齿轮，该双联齿轮26具有第一齿轮部Q261和第二齿轮部Q262，第一齿轮部Q261和第二齿轮部Q262分别与两个主动齿轮Q25对应地啮合。
该实施例中的动力传动***100在进行动力传动时，同步器Q6可以接合双联齿轮26，从而动力源100和/或第一电动发电机302输出的动力可以通过变速单元输出部201(例如，主减速器主动齿轮Z)输出。
该实施例中，第一电动发电机302与输出轴或输出轴中的一个可以直接传动或间接传动，具体可采用上述实施例中描述的相关传动方式，这里不再详细说明。而对于其它部件，例如动力源100与输入轴之间的离合器(例如，双离合器202或三离合器Q32)等均可采用与上述实施例中相同的设置方式，这里不再赘述。
在本发明的一些实施例中，如图42-图43所示，动力传动***100还包括第三电动发电机900，第三电动发电机900的输出端设置成与变速单元输出部201进行配合传动，第三电动发电机900的输出端可以是第三电动发电机900的电机轴。
根据本发明的一些实施例，在同步器Q6从与变速单元输出部201分离的断开状态转换为与变速单元输出部201接合的接合状态期间，第一电动发电机302可以用于调节动力输出轴Ⅲ’的转速。根据本发明的另一些实施例，在同步器Q6从与变速单元输出部201断开的断开状态转换为与变速单元输出部201接合的接合状态期间，第一电动发电机302可以用于调节动力输出轴Ⅲ’的转速和/或第三电动发电机900可以用于调节变速单元输出部201的转速。
具体而言，第三电动发电机900可以调节变速单元输出部201的转速，例如在出现同步器Q6从分离状态转换为接合状态时，此时第三电动发电机900可以按照需要调节变速单元输出部201的转速，使动力输出轴Ⅲ’与变速单元输出部201的转速在短时间内匹配，从而方便同步器Q6的接合。而且，第三电动发电机900可以配合第一电动发电机302同时进行调速，使动力输出轴Ⅲ’和变速单元输出部201的转速在更短的时间内进行同步，从而在最快的时间内满足接合条件，使同步器Q6接合，大大提高了传动效率。
简言之，可选地，第一电动发电机302可以进行单独调速。或者，可选地，第三电动发电机900可以进行单独调速。再者，进一步可选地，第一电动发电机302和第三电动发电机900可以同时进行调速。
这样，同步器Q6的接合/断开控制了变速单元200动力的输出，同时第一电动发电机302和第三电动发电机900在同步器Q6从断开状态转换为接合状态期间可分别对动力输出轴Ⅲ’和变速单元输出部201进行调速补偿，使得动力输出轴Ⅲ’和变速单元输出部201的转速快速匹配，从而快速实现同步器Q6的无扭矩接合。
第三电动发电机900与变速单元输出部201的连接方式可以有多种，具体布置形式可以综合考虑空间、成本、电机转速等多方面因素。例如，如图42-图43所示，第三电动发电机900的输出端可以直接与变速单元输出部201相连，并且第三电动发电机900与动力输出轴Ⅲ’同轴布置。这样，使得动力传动***100的结构更加紧凑。但是，本发明不限于此，第三电动发电机900与变速单元输出部201之间也可以通过齿轮传动机构、蜗轮蜗杆传动机构、链轮传动机构进行间接传动。
下面结合附图详细描述根据本发明实施例的动力传动***1000的驱动模式。
车辆的动力传动***1000具有第一动力源驱动模式，车辆的动力传动***处于第一动力源驱动模式时，第一电动发电机302不工作，变速单元200与动力源100动力耦合连接，模式转换装置402动力耦合连接变速单元输出部201与***动力输出部401，变速单元200和变速单元输出部201通过动力切换装置800动力耦合连接，动力源100输出的动力依次通过变速单元200、动力切换装置800、变速单元输出部201、模式转换装置402输出给***动力输出部401，且模式转换装置402将从变速单元输出部201接收到的动力原速输出给系 统动力输出部401。此为车辆的正常驱动。
车辆的动力传动***1000具有第二动力源驱动模式，车辆的动力传动***处于第二动力源驱动模式时，第一电动发电机302不工作，变速单元200与动力源100动力耦合连接，模式转换装置402动力耦合连接变速单元输出部201与***动力输出部401，变速单元200和变速单元输出部201通过动力切换装置800动力耦合连接，动力源100输出的动力依次通过变速单元200、动力切换装置800、变速单元输出部201、模式转换装置402输出给***动力输出部401的输入端4011，且模式转换装置402将从变速单元输出部201接收到的动力降速输出给***动力输出部401。这样动力源100输出的动力经过变速单元200的一次降速后再经过模式转换装置402再次降速，从而可以更好地起到减速增矩的效果，进而可以提高车辆的通过能力。
车辆的动力传动***1000具有第一纯电动驱动模式，车辆的动力传动***处于第一纯电动驱动模式时，动力源100不工作，模式转换装置402动力耦合连接变速单元输出部201与***动力输出部401，变速单元200和变速单元输出部201通过动力切换装置800动力耦合连接，第一电动发电机302输出的动力依次通过变速单元200、动力切换装置800、变速单元输出部201、模式转换装置402输出给***动力输出部401，且模式转换装置402将从变速单元输出部201接收到的动力原速输出给***动力输出部401。这样第一电动发电机302的动力输出路径短，传动效率高，从而可以提高第一电动发电机302的驱动效率，可以提高车辆的动力性。
车辆的动力传动***1000具有第二纯电动驱动模式，车辆的动力传动***处于第二纯电动驱动模式时，动力源100不工作，模式转换装置402动力耦合连接变速单元输出部201与***动力输出部401，变速单元200和变速单元输出部201通过动力切换装置800动力耦合连接，第一电动发电机302输出的动力依次通过变速单元200、动力切换装置800、变速单元输出部201、模式转换装置402输出给***动力输出部401的输入端4011，且模式转换装置402将从变速单元输出部201接收到的动力降速输出给***动力输出部401。第一电动发电机302的动力输出路径短，传动效率适宜，输出的转速适宜，从而可以提高车辆的通过性能。
车辆的动力传动***1000具有第一混动驱动模式，车辆的动力传动***处于第一混动驱动模式时，动力源100和第一电动发电机302均工作，变速单元200与动力源100动力耦合连接，模式转换装置402动力耦合连接变速单元输出部201与***动力输出部401，变速单元200和变速单元输出部201通过动力切换装置800动力耦合连接，动力源100输出的动力依次通过变速单元200、动力切换装置800、变速单元输出部201、模式转换装置402输出给***动力输出部401，第一电动发电机302输出的动力依次通过变速单元200、动力切 换装置800、变速单元输出部201、模式转换装置402输出给***动力输出部401，动力源100和第一电动发电机302输出的动力耦合后输出给模式转换装置402，且模式转换装置402将从变速单元输出部201接收到的动力原速输出给***动力输出部401。这样，动力源100的动力传动效率高，控制策略简单，第一电动发电机302输出路径短，传动效率高，从而可以提高第一电动发电机302的驱动效率，可以提高车辆的动力性。
车辆的动力传动***1000具有第二混动驱动模式，车辆的动力传动***处于第二混动驱动模式时，动力源100和第一电动发电机302均工作，变速单元200与动力源100动力耦合连接，模式转换装置402动力耦合连接变速单元输出部201与***动力输出部401，变速单元200和变速单元输出部201通过动力切换装置800动力耦合连接，动力源100输出的动力依次通过变速单元200、动力切换装置800、变速单元输出部201、模式转换装置402输出给***动力输出部401，第一电动发电机302输出的动力依次通过变速单元200、动力切换装置800、变速单元输出部201、模式转换装置402输出给***动力输出部401，动力源100和第一电动发电机302输出的动力耦合后输出给模式转换装置402，且模式转换装置402将从变速单元输出部201接收到的动力降速输出给***动力输出部401。这样动力源100输出的动力经过变速单元200的一次降速后再经过模式转换装置402再次降速，从而可以更好地起到减速增矩的效果，进而可以提高车辆的通过能力。而且，第一电动发电机302的动力输出路径短，传动效率适宜，从而可以提高车辆的通过能力。
车辆的动力传动***1000具有第一行车发电模式，车辆的动力传动***1000处于第一行车发电模式时，动力源100工作，变速单元200与动力源100动力耦合连接，模式转换装置402动力耦合连接变速单元输出部201与***动力输出部401，变速单元200和变速单元输出部201通过动力切换装置800动力耦合连接，动力源100输出的一部分动力依次通过变速单元200、动力切换装置800、变速单元输出部201、模式转换装置402输出给***动力输出部401，且模式转换装置402将从变速单元输出部201接收到的动力原速输出给***动力输出部401，动力源100输出的另一部分动力通过变速单元200输出给第一电动发电机302，驱动第一电动发电机302发电。这样可以形成动力源100边驱车边发电的形式，而且动力源100的动力输出效率高，控制策略简单。
车辆的动力传动***1000具有第二行车发电模式，车辆的动力传动***1000处于第二行车发电模式时，动力源100工作，变速单元200与动力源100动力耦合连接，模式转换装置402动力耦合连接变速单元输出部201与***动力输出部401，变速单元200和变速单元输出部201通过动力切换装置800动力耦合连接，动力源100输出的一部分动力依次通过变速单元200、动力切换装置800、变速单元输出部201、模式转换装置402输出给***动力输出部401，且模式转换装置402将从变速单元输出部201接收到的动力降速输出给***动 力输出部401，动力源100输出的另一部分动力通过变速单元200输出给第一电动发电机302，驱动第一电动发电机302发电。这样可以形成动力源100边驱车边发电的形式，而且动力源100的动力输出效率高，控制策略简单。
车辆的动力传动***1000具有第一制动能回收模式，车辆的动力传动***1000处于第一制动能回收模式时，模式转换装置402动力耦合连接变速单元输出部201与***动力输出部401，变速单元200和变速单元输出部201通过动力切换装置800动力耦合连接，来自车辆的车轮的动力依次通过***动力输出部401、模式转换装置402、变速单元输出部201、动力切换装置800、变速单元200驱动第一电动发电机302发电，且模式转换装置402将从***动力输出部401接收到的动力原速输出给变速单元输出部201。此时，第一电动发电机302可以回收来自车轮的能量，可以减少能量的浪费，可以提高车辆的行驶里程。
车辆的动力传动***1000具有第二制动能回收模式，车辆的动力传动***1000处于第二制动能回收模式时，模式转换装置402动力耦合连接变速单元输出部201与***动力输出部401，变速单元200和变速单元输出部201通过动力切换装置800动力耦合连接，来自车辆的车轮的动力依次通过***动力输出部401、模式转换装置402、变速单元输出部201、动力切换装置800、变速单元200驱动第一电动发电机302发电，且模式转换装置402将从***动力输出部401接收到的动力升速输出给变速单元输出部201。此时，第一电动发电机302可以回收来自车轮的能量，可以减少能量的浪费，可以提高车辆的行驶里程。
车辆的动力传动***1000具有反拖启动模式，车辆的动力传动***处于反拖启动模式时，第一电动发电机302输出的动力通过变速单元200输出给动力源100，带动动力源100启动。此时，第一电动发电机302作为启动机使用，这样第一电动发电机302可以快速启动发动机，可以使得发动机启动效率快，而且可以减少第一电动发电机302的能量损耗。
车辆的动力传动***1000具有第一驻车发电模式，车辆的动力传动***1000处于第一驻车发电模式时，第二电动发电机600与动力源100动力耦合连接，模式转换装置402断开变速单元输出部201与***动力输出部401，变速单元200和变速单元输出部201通过动力切换装置800断开，动力源100输出的动力直接驱动第二电动发电机600发电。第二电动发电机600直接发电，发电效率高，能量损失少。
车辆的动力传动***1000具有第二驻车发电模式，车辆的动力传动***1000处于第二驻车发电模式时，第二电动发电机600与动力源100动力耦合连接，第二电动发电机600与变速单元200动力耦合连接，模式转换装置402断开变速单元输出部201与***动力输出部401，变速单元200和变速单元输出部201通过动力切换装置800动力耦合连接，动力源100输出的一部分动力直接驱动第二电动发电机600发电，动力源100输出的另一部分动力依次通过第二电动发电机600、变速单元200输出给第一电动发电机302并驱动第一电动发电机 302发电。此时，第一电动发电机302和第二电动发电机单元600可以同时发电，发电效率高。
车辆的动力传动***1000具有第三行车发电模式，车辆的动力传动***1000处于第三行车发电模式时，动力源100工作，第二电动发电机600与动力源100动力耦合连接，第二电动发电机600与变速单元200动力耦合连接，模式转换装置402动力耦合连接变速单元输出部201与***动力输出部401，变速单元200和变速单元输出部201通过动力切换装置800动力耦合连接，动力源100输出的一部分动力依次通过变速单元200、动力切换装置800、变速单元输出部201、模式转换装置402输出给***动力输出部401，且模式转换装置402将从变速单元输出部201接收到的动力原速或降速输出给***动力输出部401，动力源100输出的另一部分动力直接驱动第二电动发电机600发电。这样第二电动发电机600发电效率高，第一电动发电机302输出的动力适宜。
车辆的动力传动***1000具有第四行车发电模式，车辆的动力传动***1000处于第四行车发电模式时，动力源100工作，第二电动发电机600与动力源100动力耦合连接，第二电动发电机600与变速单元200动力耦合连接，模式转换装置402动力耦合连接变速单元输出部201与***动力输出部401，变速单元200和变速单元输出部201通过动力切换装置800动力耦合连接，动力源100输出的第一部分动力依次通过变速单元200、动力切换装置800、变速单元输出部201、模式转换装置402输出给***动力输出部401，且模式转换装置402将从变速单元输出部201接收到的动力原速或降速输出给***动力输出部401，动力源100输出的第二部分动力通过变速单元200输出给第一电动发电机302，驱动第一电动发电机302发电，动力源100输出的第三部分动力直接驱动第二电动发电机600发电。这样第一电动发电机302和第二电动发电机600同时发电，发动机输出的动力适宜，发电效率高。
车辆的动力传动***1000具有快速启动模式，车辆的动力传动***1000处于快速启动模式时，第二电动发电机600与动力源100动力耦合连接，第二电动发电机600输出的动力直接驱动动力源100启动。第二电动发电机600可以作为启动机使用，而且启动效率高。
车辆的动力传动***1000具有第三制动能回收模式，车辆的动力传动***1000处于第三制动能回收模式时，模式转换装置402动力耦合连接变速单元输出部201与***动力输出部401，变速单元200和变速单元输出部201通过动力切换装置800动力耦合连接，第二电动发电机600与动力源100断开，来自车辆的车轮的动力依次通过***动力输出部401、模式转换装置402、变速单元输出部201、动力切换装置800、变速单元200、驱动第二电动发电机600发电，且模式转换装置402将从***动力输出部401接收到的动力原速输出给变速单元输出部201。第二电动发电机600回收来自车轮的能量，回收效率高。
车辆的动力传动***1000具有第四制动能回收模式，车辆的动力传动***1000处于第 四制动能回收模式时，模式转换装置402动力耦合连接变速单元输出部201与***动力输出部401，第二电动发电机600与动力源100断开，变速单元200和变速单元输出部201通过动力切换装置800动力耦合连接，来自车辆的车轮的动力依次通过***动力输出部401、模式转换装置402、变速单元输出部201、动力切换装置800、变速单元200、驱动第二电动发电机600发电，且模式转换装置402将从***动力输出部401接收到的动力升速输出给变速单元输出部201。第二电动发电机600回收来自车轮的能量，回收效率高。
下面详细描述两种不同实施例的动力传动***1000。
根据本发明的第一种动力传动***1000包括：动力源100、双离合器202、第一输入轴Ⅰ和第二输入轴Ⅱ、动力输出轴Ⅲ’、倒挡中间轴V、第一电动发电机302、主减速器主动齿轮Z、动力切换装置800、主减速器从动齿轮Z’、***动力输出部401和后轮电动发电机。
双离合器具有输入端、第一输出端和第二输出端，动力源100的输出端与双离合器202的输入端相连，第一输入轴Ⅰ与第一输出端相连，而且第二输入轴Ⅱ与第二输出端相连，第二输入轴Ⅱ同轴地套设在第一输入轴Ⅰ上，第一输入轴Ⅰ和第二输入轴Ⅱ上分别固定设置有至少一个第一主动齿轮，且分别空套有至少一个第二主动齿轮，第二输入轴Ⅱ和第一输入轴Ⅰ中的一个上还固定设置有倒挡主动齿轮Ra，至少一个第二主动齿轮选择性与对应的输入轴接合。
动力输出轴Ⅲ’上空套有倒挡从动齿轮Rb和至少一个第一从动齿轮，至少一个第一从动齿轮与至少一个第一主动齿轮对应地啮合，动力输出轴Ⅲ’上固定设置有至少一个第二从动齿轮，至少一个第二从动齿轮与至少一个第二主动齿轮对应地啮合，倒挡从动齿轮Rb和至少一个第一从动齿轮均选择性与动力输出轴Ⅲ’接合。倒挡中间轴V上固定设置有惰轮IG，惰轮IG与倒挡主动齿轮Ra啮合且与倒挡从动齿轮Rb啮合。
第一电动发电机302与动力输出轴Ⅲ’动力耦合连接，动力输出轴Ⅲ’和主减速器主动齿轮Z通过动力切换装置800动力耦合连接或断开，主减速器从动齿轮Z’与主减速器主动齿轮Z啮合，其中主减速器从动齿轮Z’和***动力输出部(401)的输入端(4011)选择性相连，从而主减速器从动齿轮Z’接收到的动力适于原速或降速后输出给***动力输出部401，***动力输出部(401)适于将来自主减速器从动齿轮Z’的动力输出给两个前轮。
后轮电动发电机通过减速机构驱动两个后轮。
根据本发明的第二种动力传动***1000包括：动力源100、双离合器202、第一输入轴Ⅰ和第二输入轴Ⅱ、动力输出轴Ⅲ’、第一电动发电机302、主减速器主动齿轮Z、接合齿圈、主减速器从动齿轮Z’、***动力输出部401、同步器和后轮电动发电机。
双离合器202具有输入端、第一输出端和第二输出端，动力源100的输出端与双离合器202的输入端相连，第一输入轴Ⅰ与第一输出端相连且第二输入轴Ⅱ与第二输出端相连，第 二输入轴Ⅱ同轴地套设在第一输入轴Ⅰ上，第一输入轴Ⅰ和第二输入轴Ⅱ上分别固定设置有一个主动齿轮Q25，动力输出轴Ⅲ’上固定设置有两个从动齿轮Q26，两个从动齿轮Q26分别与第一输入轴Ⅰ和第二输入轴Ⅱ上的主动齿轮Q25对应地啮合。
第一电动发电机302通过中间齿轮Q411与其中一个主动齿轮Q25间接传动，主减速器主动齿轮Z相对动力输出轴Ⅲ’可以差速转动，
接合齿圈Q52与主减速器主动齿轮Z固定。主减速器从动齿轮Z’与主减速器主动齿轮Z啮合，其中主减速器从动齿轮Z’和***动力输出部(401)的输入端(4011)选择性相连，从而主减速器从动齿轮Z’接收到的动力适于原速或降速后输出给***动力输出部401，***动力输出部(401)适于将来自主减速器从动齿轮Z’的动力输出给两个前轮，同步器Q6设置在动力输出轴Ⅲ’上且设置成可选择性地接合接合齿圈Q52。
后轮电动发电机通过减速机构驱动两个后轮。
根据本发明实施例的车辆，包括上述实施例的动力传动***1000。
在本发明的描述中，需要理解的是，术语“中心”、“纵向”、“横向”、“长度”、“宽度”、“厚度”、“上”、“下”、“前”、“后”、“左”、“右”、“竖直”、“水平”、“顶”、“底”“内”、“外”、“顺时针”、“逆时针”、“轴向”、“径向”、“周向”等指示的方位或位置关系为基于附图所示的方位或位置关系，仅是为了便于描述本发明和简化描述，而不是指示或暗示所指的装置或元件必须具有特定的方位、以特定的方位构造和操作，因此不能理解为对本发明的限制。
此外，术语“第一”、“第二”仅用于描述目的，而不能理解为指示或暗示相对重要性或者隐含指明所指示的技术特征的数量。由此，限定有“第一”、“第二”的特征可以明示或者隐含地包括至少一个该特征。在本发明的描述中，“多个”的含义是至少两个，例如两个，三个等，除非另有明确具体的限定。
在本发明中，除非另有明确的规定和限定，术语“安装”、“相连”、“连接”、“固定”等术语应做广义理解，例如，可以是固定连接，也可以是可拆卸连接，或成一体；可以是机械连接，也可以是电连接或彼此可通讯；可以是直接相连，也可以通过中间媒介间接相连，可以是两个元件内部的连通或两个元件的相互作用关系，除非另有明确的限定。对于本领域的普通技术人员而言，可以根据具体情况理解上述术语在本发明中的具体含义。
在本发明中，除非另有明确的规定和限定，第一特征在第二特征“上”或“下”可以是第一和第二特征直接接触，或第一和第二特征通过中间媒介间接接触。而且，第一特征在第二特征“之上”、“上方”和“上面”可是第一特征在第二特征正上方或斜上方，或仅仅表示第一特征水平高度高于第二特征。第一特征在第二特征“之下”、“下方”和“下面”可以是第一特征在第二特征正下方或斜下方，或仅仅表示第一特征水平高度小于第二特征。
在本说明书的描述中，参考术语“一个实施例”、“一些实施例”、“示例”、“具体示例”、 或“一些示例”等的描述意指结合该实施例或示例描述的具体特征、结构、材料或者特点包含于本发明的至少一个实施例或示例中。在本说明书中，对上述术语的示意性表述不必须针对的是相同的实施例或示例。而且，描述的具体特征、结构、材料或者特点可以在任一个或多个实施例或示例中以合适的方式结合。此外，在不相互矛盾的情况下，本领域的技术人员可以将本说明书中描述的不同实施例或示例以及不同实施例或示例的特征进行结合和组合。
尽管上面已经示出和描述了本发明的实施例，可以理解的是，上述实施例是示例性的，不能理解为对本发明的限制，本领域的普通技术人员在本发明的范围内可以对上述实施例进行变化、修改、替换和变型。

Claims (68)

  1. 一种车辆的动力传动***，其特征在于，包括：
    动力源；
    变速单元，所述变速单元适于选择性地与所述动力源动力耦合连接；
    第一电动发电机，所述第一电动发电机与所述变速单元动力耦合连接；
    变速单元输出部，所述变速单元输出部构造成适于将经过所述变速单元输出的动力输出；
    ***动力输出部；
    模式转换装置，其中所述变速单元输出部与所述***动力输出部通过所述模式转换装置动力耦合连接或断开，所述变速单元输出部与所述***动力输出部通过所述模式转换装置动力耦合连接，从而所述模式转换装置适于将从所述变速单元输出部接收到的动力降速后输出给所述***动力输出部；
    动力切换装置，所述变速单元和所述变速单元输出部通过所述动力切换装置动力耦合连接或断开。
  2. 根据权利要求1所述的车辆的动力传动***，其特征在于，所述变速单元和所述变速单元输出部通过所述动力切换装置断开时，所述动力源输出的动力适于通过所述变速单元直接驱动所述第一电动发电机发电。
  3. 根据权利要求1所述的车辆的动力传动***，其特征在于，所述变速单元输出部与所述***动力输出部通过所述模式转换装置动力耦合连接时，所述模式转换装置还适于将从所述变速单元输出部接收到的动力原速输出给所述***动力输出部。
  4. 根据权利要求1所述的车辆的动力传动***，其特征在于，所述模式转换装置包括转换装置输入部和转换装置输出部，所述转换装置输入部与所述变速单元输出部动力耦合连接，所述转换装置输出部与所述***动力输出部的输入端相连，所述转换装置输入部和所述转换装置输出部选择性动力耦合连接。
  5. 根据权利要求4所述的车辆的动力传动***，其特征在于，所述转换装置输入部和所述转换装置输出部动力耦合连接时，所述转换装置输入部的转速高于或等于所述转换装置输出部的转速。
  6. 根据权利要求4所述的车辆的动力传动***，其特征在于，所述转换装置输入部和所述转换装置输出部断开，且所述变速单元和所述变速单元输出部通过所述动力切换装置断开时，所述动力源输出的动力适于通过所述变速单元直接驱动所述第一电动发电机发电。
  7. 根据权利要求1所述的车辆的动力传动***，其特征在于，所述变速单元输出部与所述模式转换装置动力耦合连接，所述变速单元和所述变速单元输出部通过所述动力切换装 置动力耦合连接，从而使所述动力源和所述第一电动发电机中的所述至少一个输出的动力依次通过所述变速单元、所述变速单元输出部输出给所述模式转换装置。
  8. 根据权利要求4所述的车辆的动力传动***，其特征在于，所述模式转换装置还包括第一转换部和第二转换部，所述转换装置输出部选择性与所述第一转换部和第二转换部中的一个接合,所述转换装置输入部与所述第一转换部固定相连。
  9. 根据权利要求8所述的车辆的动力传动***，其特征在于，
    所述转换装置输出部适于接合第一转换部，以使所述转换装置输入部的转速与所述***动力输出部的输入端的转速相同；
    所述转换装置输出部适于接合第二转换部，以使所述转换装置输入部的转速降低后输出给所述***动力输出部。
  10. 根据权利要求9所述的车辆的动力传动***，其特征在于，所述模式转换装置包括：
    主减速器从动齿轮，所述主减速器从动齿轮为所述转换装置输入部；
    行星齿轮机构，所述行星齿轮机构包括第一元件、第二元件和第三元件，所述第一元件与所述主减速器从动齿轮固定，所述第二元件固定设置，所述第一元件为所述第一转换部，所述第三元件为所述第二转换部。
  11. 根据权利要求10所述的车辆的动力传动***，其特征在于，所述模式转换装置还包括：转换装置接合器，所述转换装置输出部通过所述转换装置接合器选择性接合所述第一元件和所述第三元件中的一个。
  12. 根据权利要求11所述的车辆的动力传动***，其特征在于，在所述行星齿轮机构的中心轴线的轴向上，所述转换装置接合器位于所述第一元件和所述第三元件之间。
  13. 根据权利要求12所述的车辆的动力传动***，其特征在于，所述转换装置输出部为轴套，所述轴套的一端与所述***动力输出部的输入端固定相连，所述转换装置接合器固定设置在所述轴套的另一端。
  14. 根据权利要求11所述的车辆的动力传动***，其特征在于，在所述行星齿轮机构的中心轴线的轴向上，所述转换装置接合器位于所述行星齿轮机构的一侧。
  15. 根据权利要求14所述的车辆的动力***，其特征在于，所述转换装置输出部为轴套，所述轴套的一端与所述***动力输出部的输入端固定，所述转换装置接合器设置在所述轴套的另一端，所述轴套位于所述行星齿轮机构的一侧。
  16. 根据权利要求15所述的车辆的动力***，其特征在于，所述转换装置输出部为轴套，所述轴套的一端与所述***动力输出部的输入端固定，所述转换装置接合器设置在所述轴套的另一端，所述轴套的另一端穿过所述行星齿轮机构。
  17. 根据权利要求11所述的车辆的动力***，其特征在于，所述转换装置接合器包括 间隔开设置的第一接合部和第二接合部，所述第一接合部适于选择性接合所述转换装置输出部与所述第一元件，所述第二接合部适于选择性接合所述转换装置输出部与所述第三元件。
  18. 根据权利要求17所述的车辆的动力***，其特征在于，所述转换装置接合器包括直接挡同步器和低挡同步器，所述第一接合部为所述直接挡同步器的一部分，所述第二接合部为所述低挡同步器的一部分。
  19. 根据权利要求8所述的车辆的动力传动***，其特征在于，所述转换装置输出部适于接合所述第一转换部，以使所述转换装置输入部的转速与所述***动力输出部的输入端的转速相同；
    所述转换装置输出部适于接合所述第二转换部，以使所述转换装置输入部的转速依次通过所述第一转换部、所述第二转换部降低后输出给所述***动力输出部。
  20. 根据权利要求19所述的车辆的动力***，其特征在于，所述模式转换装置包括：
    主减速器从动齿轮，所述主减速器从动齿轮为所述转换装置输入部；
    第一转换齿轮和第二转换齿轮，所述主减速器从动齿轮、所述第一转换齿轮和所述第二转换齿轮均空套在所述车辆的半轴上；
    转换装置轴，所述转换装置轴上固定有第三转换齿轮和第四转换齿轮，所述第一转换齿轮与所述第三转换齿轮啮合，所述第二转换齿轮与所述第四转换齿轮啮合；
    所述第一转换齿轮为所述第一转换部，所述第二转换齿轮为所述第二转换部。
  21. 根据权利要求8所述的车辆的动力传动***，其特征在于，所述转换装置输出部适于与所述第一转换部和第二转换部均断开，从而使所述动力源适于通过所述变速单元直接驱动所述第一电动发电机发电。
  22. 根据权利要求9所述的车辆的动力***，其特征在于，所述转换装置输出部为轴套，所述轴套的一端与所述***动力输出部的输入端固定相连，所述第一转换部和所述第二转换部中的靠近所述***动力输出部的输入端的那个转换部、所述转换装置输入部均空套在所述轴套上，所述轴套套设在所述车辆的半轴上，所述第一转换部和所述第二转换部中的远离所述***动力输出部的输入端的那个转换部空套在所述车辆的半轴上。
  23. 根据权利要求9所述的车辆的动力***，其特征在于，所述转换装置输出部为轴套，所述轴套的一端与所述***动力输出部的输入端固定相连，所述第一转换部和所述第二转换部均空套在所述轴套上，所述轴套套设在所述车辆的半轴上。
  24. 根据权利要求4所述的车辆的动力传动***，其特征在于，所述模式转换装置还包括第一转换部和第二转换部，所述转换装置输入部选择性与所述第一转换部和第二转换部中的一个接合,所述第一转换部和第二转换部均与所述转换装置输出部配合传动。
  25. 根据权利要求24所述的车辆的动力传动***，其特征在于，
    所述转换装置输入部适于接合第一转换部，以使所述转换装置输入部的转速与所述***动力输出部的输入端的转速相同；
    转换装置输入部适于接合第二转换部，以使所述转换装置输入部的转速降低后输出给所述***动力输出部。
  26. 根据权利要求25所述的车辆的动力***，其特征在于，
    所述模式转换装置包括：
    主减速器从动齿轮，所述主减速器从动齿轮为所述转换装置输入部；
    转换装置轴，所述主减速器从动齿轮固定设在所述转换装置轴上，所述转换装置轴上空套有直接挡主动齿轮和低挡主动齿轮，所述转换装置轴与所述车辆的半轴平行；
    所述直接挡主动齿轮为所述第一转换部，所述低挡主动齿轮为所述第二转换部；
    所述转换装置输出部包括直接挡从动齿轮和低挡从动齿轮，所述直接挡从动齿轮与所述直接挡主动齿轮啮合，所述低挡从动齿轮与所述低挡主动齿轮啮合,所述直接挡从动齿轮和所述低挡从动齿轮均与所述***动力输出部的输入端固定相连。
  27. 根据权利要求24所述的车辆的动力传动***，其特征在于，所述转换装置输入部适于与所述第一转换部和第二转换部均断开，从而使所述动力源直接驱动所述第一电动发电机发电。
  28. 根据权利要求10、20、26中任一项所述的车辆的动力传动***，其特征在于，所述变速单元输出部为主减速器主动齿轮，所述主减速器主动齿轮与所述主减速器从动齿轮啮合。
  29. 根据权利要求1所述的车辆的动力传动***，其特征在于，所述变速单元(200)包括：
    变速动力输入部，所述变速动力输入部与所述动力源可选择性地接合，以传输所述动力源所产生的动力；
    变速动力输出部，所述变速动力输出部和所述变速单元输出部通过所述动力切换装置动力耦合连接或断开，所述变速动力输出部和所述变速单元输出部通过所述动力切换装置动力耦合连接时，所述变速动力输出部构造成适于将来自所述变速动力输入部上的动力通过变速单元同步器的同步而通过所述动力切换装置输出至所述变速单元输出部。
  30. 根据权利要求29所述的车辆的动力传动***，其特征在于，所述变速动力输入部包括至少一个输入轴，每个所述输入轴均与所述动力源可选择性地接合，每个所述输入轴上设置有至少一个主动齿轮；
    所述变速动力输出部包括：至少一个输出轴，每个所述输出轴上设置有至少一个从动齿轮，所述从动齿轮与对应的所述主动齿轮啮合，所述变速单元输出部为至少一个主减速器主 动齿轮，所述至少一个主减速器主动齿轮一一对应地固定在所述至少一个输出轴上。
  31. 根据权利要求1所述的动力传动***，其特征在于，所述变速单元包括：
    变速动力输入部，所述变速动力输入部与所述动力源可选择性动力耦合连接，以传输所述动力源所产生的所述动力；以及
    变速动力输出部，所述变速动力输出部构造成适于将来自所述变速动力输入部上的动力通过所述动力切换装置而输出至所述输出部。
  32. 根据权利要求31所述的动力传动***，其特征在于，所述变速动力输入部包括：输入轴，所述输入轴与所述动力源可选择性地接合；主动齿轮，所述主动齿轮设置在所述输入轴上；以及
    所述变速动力输出部进一步包括：输出轴；从动齿轮，所述从动齿轮设置在所述输出轴上且与所述输入轴上的所述主动齿轮对应地啮合。
  33. 根据权利要求32所述的动力传动***，其特征在于，所述动力切换装置设置在所述输出轴上，所述变速单元输出部相对所述输出轴可差速转动，所述动力切换装置与所述变速单元输出部可选择性动力耦合连接。
  34. 根据权利要求31-33中任一项所述的动力传动***，其特征在于，还包括：
    第三电动发电机，所述第三电动发电机的输出端设置成与所述变速单元输出部进行配合传动。
  35. 根据权利要求1所述的动力传动***，其特征在于，所述动力切换装置为同步器，所述同步器设置成适于在所述变速单元输出部和所述变速单元之间可选择地同步。
  36. 根据权利要求1所述的动力传动***，其特征在于，所述动力切换装置为离合器，所述离合器设置成适于在所述变速单元输出部和所述变速单元之间进行动力的传输或者断开。
  37. 根据权利要求1所述的车辆的动力传动***，其特征在于，所述***动力输出部为差速器，且包括两个半轴齿轮，两个所述半轴齿轮与所述车辆的两个半轴一一对应；
    所述车辆的动力传动***还包括：动力通断装置，所述动力通断装置适于选择性地接合两个所述半轴齿轮中的至少一个与对应的所述车辆的半轴。
  38. 根据权利要求37所述的车辆的动力传动***，其特征在于，所述动力通断装置为离合器或同步器。
  39. 根据权利要求1所述的车辆的动力传动***，其特征在于，还包括第二电动发电机，所述第二电动发电机位于所述动力源与变速单元之间，所述第二电动发电机的一端直接与所述动力源动力耦合连接，且所述第二电动发电机的另一端选择性地与所述变速单元动力耦合连接。
  40. 根据权利要求1所述的车辆的动力传动***，其特征在于，还包括第二电动发电机，所述第二电动发电机位于所述动力源与变速单元之间，所述第二电动发电机的一端选择性地与所述动力源动力耦合连接，所述第二电动发电机的另一端选择性地与所述变速单元动力耦合连接。
  41. 根据权利要求1所述的车辆的动力传动***，其特征在于，所述***动力输出部适于将动力输出至所述车辆的两个车轮；
    所述的车辆的动力传动***还包括电驱动***，所述电驱动***用于驱动所述车辆的另外两个车轮。
  42. 根据权利要求41所述的车辆的动力传动***，其特征在于，所述电驱动***包括驱动***输入部和驱动***输出部，所述驱动***输出部适于将来自所述驱动***输入部的动力输出给所述另外两个车轮。
  43. 根据权利要求42所述的车辆的动力传动***，其特征在于，所述电驱动***还包括电驱动***动力输出部，所述驱动***输出部适于将来自所述驱动***输入部的动力通过所述电驱动***动力输出部输出给所述另外两个车轮。
  44. 根据权利要求42所述的车辆的动力传动***，其特征在于，所述驱动***输入部为驱动电动发电机，所述驱动***输出部为齿轮减速器。
  45. 根据权利要求44所述的车辆的动力传动***，其特征在于，所述驱动***输入部包括两个驱动电动发电机；所述驱动***输出部包括两个驱动***子输出部，每个所述驱动***子输出部适于将来自对应的所述驱动电动发电机的动力输出给所述另外两个车轮中对应的一个车轮。
  46. 根据权利要求45所述的车辆的动力传动***，其特征在于，所述另外两个车轮选择性同步或者所述两个驱动电动发电机选择性同步或者所述两个驱动***子输出部选择性同步。
  47. 根据权利要求41所述的车辆的动力传动***，其特征在于，所述电驱动***包括两个轮边电机，每个所述轮边电机直接驱动所述另外两个车轮中的对应一个车轮，所述另外两个车轮选择性同步。
  48. 根据权利要求1所述的车辆的动力传动***，其特征在于，所述车辆的动力传动***具有第一动力源驱动模式，所述车辆的动力传动***处于所述第一动力源驱动模式时，所述第一电动发电机不工作，所述变速单元与所述动力源动力耦合连接，所述模式转换装置动力耦合连接所述变速单元输出部与所述***动力输出部，所述变速单元和所述变速单元输出部通过所述动力切换装置动力耦合连接，所述动力源输出的动力依次通过所述变速单元、所述动力切换装置、所述变速单元输出部、所述模式转换装置输出给所述***动力输出部，且 所述模式转换装置将从所述变速单元输出部接收到的动力原速输出给所述***动力输出部。
  49. 根据权利要求1所述的车辆的动力传动***，其特征在于，所述车辆的动力传动***具有第二动力源驱动模式，所述车辆的动力传动***处于所述第二动力源驱动模式时，所述第一电动发电机不工作，所述变速单元与所述动力源动力耦合连接，所述模式转换装置动力耦合连接所述变速单元输出部与所述***动力输出部，所述变速单元和所述变速单元输出部通过所述动力切换装置动力耦合连接，所述动力源输出的动力依次通过所述变速单元、所述动力切换装置、所述变速单元输出部、所述模式转换装置输出给所述***动力输出部的输入端，且所述模式转换装置将从所述变速单元输出部接收到的动力降速输出给所述***动力输出部。
  50. 根据权利要求1所述的车辆的动力传动***，其特征在于，所述车辆的动力传动***具有第一纯电动驱动模式，所述车辆的动力传动***处于所述第一纯电动驱动模式时，所述动力源不工作，所述模式转换装置动力耦合连接所述变速单元输出部与所述***动力输出部，所述变速单元和所述变速单元输出部通过所述动力切换装置动力耦合连接，所述第一电动发电机输出的动力依次通过所述变速单元、所述动力切换装置、所述变速单元输出部、所述模式转换装置输出给所述***动力输出部，且所述模式转换装置将从所述变速单元输出部接收到的动力原速输出给所述***动力输出部。
  51. 根据权利要求1所述的车辆的动力传动***，其特征在于，所述车辆的动力传动***具有第二纯电动驱动模式，所述车辆的动力传动***处于所述第二纯电动驱动模式时，所述动力源不工作，所述模式转换装置动力耦合连接所述变速单元输出部与所述***动力输出部，所述变速单元和所述变速单元输出部通过所述动力切换装置动力耦合连接，所述第一电动发电机输出的动力依次通过所述变速单元、所述动力切换装置、所述变速单元输出部、所述模式转换装置输出给所述***动力输出部的输入端，且所述模式转换装置将从所述变速单元输出部接收到的动力降速输出给所述***动力输出部。
  52. 根据权利要求1所述的车辆的动力传动***，其特征在于，所述车辆的动力传动***具有第一混动驱动模式，所述车辆的动力传动***处于第一混动驱动模式时，所述动力源和所述第一电动发电机均工作，所述变速单元与所述动力源动力耦合连接，所述模式转换装置动力耦合连接所述变速单元输出部与所述***动力输出部，所述变速单元和所述变速单元输出部通过所述动力切换装置动力耦合连接，所述动力源输出的动力依次通过所述变速单元、所述动力切换装置、所述变速单元输出部、所述模式转换装置输出给所述***动力输出部，所述第一电动发电机输出的动力依次通过所述变速单元、所述动力切换装置、所述变速单元输出部、所述模式转换装置输出给所述***动力输出部，所述动力源和所述第一电动发电机输出的动力耦合后输出给所述模式转换装置，且所述模式转换装置将从所述变速单元输 出部接收到的动力原速输出给所述***动力输出部。
  53. 根据权利要求1所述的车辆的动力传动***，其特征在于，所述车辆的动力传动***具有第二混动驱动模式，所述车辆的动力传动***处于第二混动驱动模式时，所述动力源和所述第一电动发电机均工作，所述变速单元与所述动力源动力耦合连接，所述模式转换装置动力耦合连接所述变速单元输出部与所述***动力输出部，所述变速单元和所述变速单元输出部通过所述动力切换装置动力耦合连接，所述动力源输出的动力依次通过所述变速单元、所述动力切换装置、所述变速单元输出部、所述模式转换装置输出给所述***动力输出部，所述第一电动发电机输出的动力依次通过所述变速单元、所述动力切换装置、所述变速单元输出部、所述模式转换装置输出给所述***动力输出部，所述动力源和所述第一电动发电机输出的动力耦合后输出给所述模式转换装置，且所述模式转换装置将从所述变速单元输出部接收到的动力降速输出给所述***动力输出部。
  54. 根据权利要求1所述的车辆的动力传动***，其特征在于，所述车辆的动力传动***具有第一行车发电模式，所述车辆的动力传动***处于所述第一行车发电模式时，所述动力源工作，所述变速单元与所述动力源动力耦合连接，所述模式转换装置动力耦合连接所述变速单元输出部与所述***动力输出部，所述变速单元和所述变速单元输出部通过所述动力切换装置动力耦合连接，所述动力源输出的一部分动力依次通过所述变速单元、所述动力切换装置、所述变速单元输出部、所述模式转换装置输出给所述***动力输出部，且所述模式转换装置将从所述变速单元输出部接收到的动力原速输出给所述***动力输出部，所述动力源输出的另一部分动力通过所述变速单元输出给所述第一电动发电机，驱动所述第一电动发电机发电。
  55. 根据权利要求1所述的车辆的动力传动***，其特征在于，所述车辆的动力传动***具有第二行车发电模式，所述车辆的动力传动***处于所述第二行车发电模式时，所述动力源工作，所述变速单元与所述动力源动力耦合连接，所述模式转换装置动力耦合连接所述变速单元输出部与所述***动力输出部，所述变速单元和所述变速单元输出部通过所述动力切换装置动力耦合连接，所述动力源输出的一部分动力依次通过所述变速单元、所述动力切换装置、所述变速单元输出部、所述模式转换装置输出给所述***动力输出部，且所述模式转换装置将从所述变速单元输出部接收到的动力降速输出给所述***动力输出部，所述动力源输出的另一部分动力通过所述变速单元输出给所述第一电动发电机，驱动所述第一电动发电机发电。
  56. 根据权利要求1所述的车辆的动力传动***，其特征在于，所述车辆的动力传动***具有第一制动能回收模式，所述车辆的动力传动***处于所述第一制动能回收模式时，所述模式转换装置动力耦合连接所述变速单元输出部与所述***动力输出部，所述变速单元和 所述变速单元输出部通过所述动力切换装置动力耦合连接，来自所述车辆的车轮的动力依次通过所述***动力输出部、所述模式转换装置、所述变速单元输出部、所述动力切换装置、所述变速单元驱动所述第一电动发电机发电，且所述模式转换装置将从所述***动力输出部接收到的动力原速输出给所述变速单元输出部。
  57. 根据权利要求1所述的车辆的动力传动***，其特征在于，所述车辆的动力传动***具有第二制动能回收模式，所述车辆的动力传动***处于所述第二制动能回收模式时，所述模式转换装置动力耦合连接所述变速单元输出部与所述***动力输出部，所述变速单元和所述变速单元输出部通过所述动力切换装置动力耦合连接，来自所述车辆的车轮的动力依次通过所述***动力输出部、所述模式转换装置、所述变速单元输出部、所述动力切换装置、所述变速单元驱动所述第一电动发电机发电，且所述模式转换装置将从所述***动力输出部接收到的动力升速输出给所述变速单元输出部。
  58. 根据权利要求1所述的车辆的动力传动***，其特征在于，所述车辆的动力传动***具有反拖启动模式，所述车辆的动力传动***处于所述反拖启动模式时，所述第一电动发电机输出的动力通过所述变速单元输出给所述动力源，带动所述动力源启动。
  59. 根据权利要求39或40所述的车辆的动力传动***，其特征在于，所述车辆的动力传动***具有第一驻车发电模式，所述车辆的动力传动***处于所述第一驻车发电模式时，所述第二电动发电机与所述动力源动力耦合连接，所述模式转换装置断开所述变速单元输出部与所述***动力输出部，所述变速单元和所述变速单元输出部通过所述动力切换装置断开，所述动力源输出的动力直接驱动所述第二电动发电机发电。
  60. 根据权利要求39或40所述的车辆的动力传动***，其特征在于，所述车辆的动力传动***具有第二驻车发电模式，所述车辆的动力传动***处于所述第二驻车发电模式时，所述第二电动发电机与所述动力源动力耦合连接，所述第二电动发电机与所述变速单元动力耦合连接，所述模式转换装置断开所述变速单元输出部与所述***动力输出部，所述变速单元和所述变速单元输出部通过所述动力切换装置动力耦合连接，所述动力源输出的一部分动力直接驱动所述第二电动发电机发电，所述动力源输出的另一部分动力依次通过所述第二电动发电机、所述变速单元输出给第一电动发电机并驱动第一电动发电机发电。
  61. 根据权利要求39或40所述的车辆的动力传动***，其特征在于，所述车辆的动力传动***具有第三行车发电模式，所述车辆的动力传动***处于所述第三行车发电模式时，所述动力源工作，所述第二电动发电机与所述动力源动力耦合连接，所述第二电动发电机与所述变速单元动力耦合连接，所述模式转换装置动力耦合连接所述变速单元输出部与所述***动力输出部，所述变速单元和所述变速单元输出部通过所述动力切换装置动力耦合连接，所述动力源输出的一部分动力依次通过所述变速单元、所述动力切换装置、所述变速单元输 出部、所述模式转换装置输出给所述***动力输出部，且所述模式转换装置将从所述变速单元输出部接收到的动力原速或降速输出给所述***动力输出部，所述动力源输出的另一部分动力直接驱动所述第二电动发电机发电。
  62. 根据权利要求39或40所述的车辆的动力传动***，其特征在于，所述车辆的动力传动***具有第四行车发电模式，所述车辆的动力传动***处于所述第四行车发电模式时，所述动力源工作，所述第二电动发电机与所述动力源动力耦合连接，所述第二电动发电机与所述变速单元动力耦合连接，所述模式转换装置动力耦合连接所述变速单元输出部与所述***动力输出部，所述变速单元和所述变速单元输出部通过所述动力切换装置动力耦合连接，所述动力源输出的第一部分动力依次通过所述变速单元、所述动力切换装置、所述变速单元输出部、所述模式转换装置输出给所述***动力输出部，且所述模式转换装置将从所述变速单元输出部接收到的动力原速或降速输出给所述***动力输出部，所述动力源输出的第二部分动力通过所述变速单元输出给所述第一电动发电机，驱动所述第一电动发电机发电，所述动力源输出的第三部分动力直接驱动所述第二电动发电机发电。
  63. 根据权利要求39或40所述的车辆的动力传动***，其特征在于，所述车辆的动力传动***具有快速启动模式，所述车辆的动力传动***处于所述快速启动模式时，所述第二电动发电机与所述动力源动力耦合连接，所述第二电动发电机输出的动力直接驱动所述动力源启动。
  64. 根据权利要求40所述的车辆的动力传动***，其特征在于，所述车辆的动力传动***具有第三制动能回收模式，所述车辆的动力传动***处于所述第三制动能回收模式时，所述模式转换装置动力耦合连接所述变速单元输出部与所述***动力输出部，所述变速单元和所述变速单元输出部通过所述动力切换装置动力耦合连接，所述第二电动发电机与所述动力源断开，来自所述车辆的车轮的动力依次通过所述***动力输出部、所述模式转换装置、所述变速单元输出部、所述动力切换装置、所述变速单元、驱动所述第二电动发电机发电，且所述模式转换装置将从所述***动力输出部接收到的动力原速输出给所述变速单元输出部。
  65. 根据权利要求40所述的车辆的动力传动***，其特征在于，所述车辆的动力传动***具有第四制动能回收模式，所述车辆的动力传动***处于所述第四制动能回收模式时，所述模式转换装置动力耦合连接所述变速单元输出部与所述***动力输出部，所述第二电动发电机与所述动力源断开，所述变速单元和所述变速单元输出部通过所述动力切换装置动力耦合连接，来自所述车辆的车轮的动力依次通过所述***动力输出部、所述模式转换装置、所述变速单元输出部、所述动力切换装置、所述变速单元、驱动所述第二电动发电机发电，且所述模式转换装置将从所述***动力输出部接收到的动力升速输出给所述变速单元输出 部。
  66. 一种车辆的动力传动***，其特征在于，包括：
    动力源；
    双离合器，所述双离合器具有输入端、第一输出端和第二输出端，所述动力源的输出端与所述双离合器的输入端相连；
    第一输入轴和第二输入轴，所述第一输入轴与所述第一输出端相连且所述第二输入轴与所述第二输出端相连，所述第二输入轴同轴地套设在所述第一输入轴上，所述第一输入轴和所述第二输入轴上分别固定设置有至少一个第一主动齿轮，且分别空套有至少一个第二主动齿轮，所述第二输入轴和所述第一输入轴中的一个上还固定设置有倒挡主动齿轮，所述至少一个第二主动齿轮选择性与对应的输入轴接合；
    动力输出轴，所述动力输出轴上空套有倒挡从动齿轮和至少一个第一从动齿轮，所述至少一个第一从动齿轮与所述至少一个第一主动齿轮对应地啮合，所述动力输出轴上固定设置有至少一个第二从动齿轮，所述至少一个第二从动齿轮与所述至少一个第二主动齿轮对应地啮合，所述倒挡从动齿轮和所述至少一个第一从动齿轮均选择性与所述动力输出轴接合；
    倒挡中间轴，所述倒挡中间轴上固定设置有惰轮，所述惰轮与所述倒挡主动齿轮啮合且与所述倒挡从动齿轮啮合；
    第一电动发电机，所述第一电动发电机与所述动力输出轴动力耦合连接；
    主减速器主动齿轮；
    动力切换装置，所述动力输出轴和所述主减速器主动齿轮通过所述动力切换装置动力耦合连接或断开；
    主减速器从动齿轮，所述主减速器从动齿轮与所述主减速器主动齿轮啮合；
    ***动力输出部，其中所述主减速器从动齿轮和所述***动力输出部的输入端选择性相连，从而所述主减速器从动齿轮接收到的动力适于原速或降速后输出给所述***动力输出部，所述***动力输出部适于将来自所述主减速器从动齿轮的动力输出给两个前轮；
    后轮电动发电机，所述后轮电动发电机通过减速机构驱动两个后轮。
  67. 一种车辆的动力传动***，其特征在于，包括：
    动力源；
    双离合器，所述双离合器具有输入端、第一输出端和第二输出端，所述动力源的输出端与所述双离合器的输入端相连；
    第一输入轴和第二输入轴，所述第一输入轴与所述第一输出端相连且所述第二输入轴与所述第二输出端相连，所述第二输入轴同轴地套设在所述第一输入轴上，所述第一输入轴和所述第二输入轴上分别固定设置有一个主动齿轮；
    动力输出轴，所述动力输出轴上固定设置有两个从动齿轮，所述两个从动齿轮分别与所述第一输入轴和所述第二输入轴上的主动齿轮对应地啮合；
    第一电动发电机，所述第一电动发电机通过中间齿轮与其中一个所述主动齿轮间接传动；
    主减速器主动齿轮，所述主减速器主动齿轮相对所述动力输出轴可差速转动；
    接合齿圈，所述接合齿圈与所述主减速器主动齿轮固定；
    主减速器从动齿轮，所述主减速器从动齿轮与所述主减速器主动齿轮啮合；
    ***动力输出部，其中所述主减速器从动齿轮和所述***动力输出部的输入端选择性相连，从而所述主减速器从动齿轮接收到的动力适于原速或降速后输出给所述***动力输出部，所述***动力输出部适于将来自所述主减速器从动齿轮的动力输出给两个前轮；
    同步器，所述同步器设置在所述动力输出轴上且设置成可选择性地接合所述接合齿圈；以及
    后轮电动发电机，所述后轮电动发电机通过减速机构驱动两个后轮。
  68. 一种车辆，其特征在于，包括根据权利要求1-67中任一项所述的车辆的动力传动***。
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