WO2019128980A1 - 混合动力驱动***及车辆 - Google Patents

混合动力驱动***及车辆 Download PDF

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Publication number
WO2019128980A1
WO2019128980A1 PCT/CN2018/123452 CN2018123452W WO2019128980A1 WO 2019128980 A1 WO2019128980 A1 WO 2019128980A1 CN 2018123452 W CN2018123452 W CN 2018123452W WO 2019128980 A1 WO2019128980 A1 WO 2019128980A1
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WO
WIPO (PCT)
Prior art keywords
gear
transmission
output shaft
motor
power
Prior art date
Application number
PCT/CN2018/123452
Other languages
English (en)
French (fr)
Inventor
刘静
华煜
柴领道
张金涛
Original Assignee
比亚迪股份有限公司
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Publication of WO2019128980A1 publication Critical patent/WO2019128980A1/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
    • B60K6/22—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
    • 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
    • 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
    • B60K6/22—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
    • B60K6/38—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 driveline clutches
    • 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
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing

Definitions

  • the present disclosure relates to a hybrid drive system and a vehicle.
  • the hybrid drive system is generally composed of an engine, a generator, an electric motor, a power source, etc., and the engine and the power source jointly provide power to the vehicle, which results in a structure that is usually complicated, takes up a large space, and has a high cost.
  • the present disclosure provides a hybrid drive system including: an engine; a first motor, a power shaft of the first motor coaxially coupled to an output shaft of the engine; a transmission, the transmission being located Between the engine and the first electric machine, the transmission includes a dual clutch, a first gear gear set, a second gear gear set, the output shaft of the engine being coupled to an input of the dual clutch, the dual clutch a first output shaft coupled to the first range gear set, a second output shaft of the dual clutch coupled to the second range gear set; an output portion for outputting the first The power transmitted by the gear set or the second gear set drives the vehicle.
  • the first output shaft of the dual clutch is sleeved on the second output shaft
  • the second output shaft of the dual clutch is sleeved on the power shaft of the first motor
  • the input end of the dual clutch is a housing of the dual clutch, one side of the housing is coupled to a power shaft of the first motor, and the other side of the housing is coupled to the engine
  • the output shaft is coupled such that the engine output shaft rotates in synchronization with the power shaft of the first motor.
  • one side of the housing is keyed by a power shaft of the first motor, and the other side of the housing is keyed by an output shaft of the engine.
  • the input end of the dual clutch is a housing of the dual clutch, and a power shaft of the first motor passes through the housing to be connected with an output shaft of the engine, and the housing is empty An output shaft of the engine is coupled to the housing on a power shaft of the first motor.
  • a sealing structure is disposed between the power shaft of the first motor and the housing.
  • the transmission includes a transmission output shaft coupled to the first range gear set and a second range gear set, the transmission output axially transmitting the power to the output.
  • the first gear gear set includes a first drive gear and a first driven gear
  • the second gear gear set includes a second drive gear and a second driven gear
  • the dual clutch An output shaft coupled to the first drive gear, a second output shaft of the dual clutch coupled to the second drive gear, the transmission output shaft coupled to the first driven gear, the transmission output shaft Connected to the second driven gear.
  • the system further includes a second electric machine, the output being further for outputting power from the second electric machine to drive the vehicle.
  • the power shaft of the second motor is coupled to the first transmission gear, and the first transmission gear meshes with the first driving gear.
  • the power shaft of the second motor is coupled to the second transmission gear, and the second transmission gear meshes with the first driven gear.
  • the power shaft of the second motor is coupled to the third transmission gear, and the third transmission gear meshes with the second driving gear.
  • the power shaft of the second motor is coupled to the fourth transmission gear, and the fourth transmission gear is meshed with the second driven gear.
  • the power shaft of the second motor is coupled to the fifth transmission gear
  • the fifth transmission gear is meshed with the sixth transmission gear
  • the sixth transmission gear is coupled to the transmission output shaft.
  • the power shaft of the second motor is sleeved on the power shaft of the first motor.
  • the power shaft of the second motor is coaxially coupled to the transmission output shaft.
  • the system further includes a synchronizer, a seventh transmission gear and an eighth transmission gear, the seventh transmission gear meshes with the first driven gear, the eighth transmission gear and the second transmission
  • the moving gear meshes, and the power shaft of the second motor is selectively coupled to the seventh or eighth transmission gear through the synchronizer.
  • the combination of the dual clutch and the two gear gear sets enables the switching of the two gears by controlling the dual clutch, and has a simple structure and convenient operation.
  • the vehicle By coaxially connecting the output shaft of the engine with the power shaft of the first motor, firstly, the vehicle generates power to the first motor in the parking state, and the form in which the engine is directly connected to the first motor is mechanically connected.
  • the way is more reliable than the form of electronic control; secondly, the intermediate transmission mechanism such as gears and belts is omitted, on the one hand, the load can be reduced, the transmission efficiency can be improved, and on the other hand, the modular design of the first motor can be allowed. It is not necessary to adjust the rotor stator according to the arrangement of the transmission mechanism.
  • the direct connection between the engine and the first motor can reduce the noise.
  • the engine, the transmission and the first motor are arranged in sequence, and the powertrain is fully utilized.
  • the axial space and the small volume limit of the first motor make the selection range large, and the suitable motor can be selected according to the specific situation of the whole vehicle.
  • the present disclosure also provides a vehicle including the hybrid drive system as described above.
  • FIG. 1 is a schematic schematic diagram of a hybrid drive system in accordance with a first embodiment of the present disclosure
  • FIG. 2 is a schematic schematic diagram of a hybrid drive system in accordance with a second embodiment of the present disclosure
  • FIG. 3 is a schematic conceptual diagram of a hybrid drive system in accordance with a third embodiment of the present disclosure.
  • FIG. 4 is a schematic conceptual diagram of a hybrid drive system in accordance with a fourth embodiment of the present disclosure.
  • FIG. 5 is a schematic conceptual diagram of a hybrid drive system in accordance with a fifth embodiment of the present disclosure.
  • FIG. 6 is a schematic conceptual diagram of a hybrid drive system in accordance with a sixth embodiment of the present disclosure.
  • FIG. 7 is a schematic conceptual diagram of a hybrid drive system in accordance with a seventh embodiment of the present disclosure.
  • FIG. 8 is a schematic conceptual diagram of a hybrid drive system in accordance with an eighth embodiment of the present disclosure.
  • Figure 9 is a cross-sectional view showing an assembly of the dual clutch and the power shaft of the first motor
  • Figure 10 is a cross-sectional view showing another assembly of the dual clutch and the power shaft of the first motor.
  • a hybrid drive system in accordance with a first embodiment of the present disclosure includes an engine 1, a transmission, an output, and a first motor 2.
  • the power of the engine 1 is transmitted to the output portion through the transmission, and the output portion outputs power to drive the vehicle.
  • the transmission includes a dual clutch 4, a first gear gear set, and a second gear gear set.
  • the dual clutch 4 has an input end 41, a first output shaft 42 and a second output shaft 43, and the output shaft of the engine 1 is connected to the input end 41 of the dual clutch 4,
  • the first output shaft 42 of the clutch 4 is coupled to the first gear set and the second output shaft 43 of the dual clutch 4 is coupled to the second gear set.
  • the input end 41 of the dual clutch 4 may be the housing of the dual clutch 4, and the dual clutch 4 further includes two driven discs.
  • the first output shaft 42 of the dual clutch 4 may be connected to one of the driven discs via a key, the dual clutch 4
  • the second output shaft 43 can be connected to the other driven disk by a key.
  • the housing of the dual clutch 4 and the two driven discs may both be disconnected, i.e., the input end 41 is disconnected from both the first output shaft 42 and the second output shaft 43.
  • the housing can be controlled to engage with the corresponding driven plate to rotate synchronously, and the driven plate drives the corresponding output shaft to rotate synchronously, that is, the input end 41 and the first output shaft 42 and the first One of the two output shafts 43 is drivingly coupled such that the power transmitted from the input terminal 41 can be output through one of the first output shaft 42 and the second output shaft 43.
  • the housing of the dual clutch 4 can also be engaged with the two driven plates at the same time, that is, the input end 41 can also be in driving connection with the first output shaft 42 and the second output shaft 43 at the same time, so that the input end 41 is transmitted. Power can be output through the first output shaft 42 and the second output shaft 43 at the same time.
  • control strategy can be adaptively set according to the actual required transmission mode, so that the input 41 and the two outputs can be The axes are all disconnected and the input 41 is switched between a plurality of modes, such as one of the two output shafts.
  • the combination of the dual clutch 4 and the two gear sets makes it possible to switch between the two gears by controlling the dual clutch 4.
  • the housing of the dual clutch 4 can be controlled to engage with the driven disk corresponding to the first output shaft 42 so that the input end 41 of the dual clutch 4 and the first output are
  • the shaft 42 is connected to the transmission;
  • the casing of the dual clutch 4 can be controlled to engage with the driven plate corresponding to the second output shaft 43, so that the input end 41 and the second of the dual clutch 4 are
  • the output shaft 43 is drivingly connected.
  • the first gear gear set includes a first driving gear 5 and a first driven gear 6, and the first driving gear 5 and the first driven gear 6 may be directly engaged or may be meshed with the intermediate gear, thereby transmitting through the intermediate gear connection.
  • the second gear gear set includes a second driving gear 7 and a second driven gear 8, and the second driving gear 7 and the second driven gear 8 may be directly engaged or may be meshed with the intermediate gear, thereby being transmitted through the intermediate gear connection.
  • the first gear gear set may be a low gear gear set
  • the second gear gear set may be a high gear gear set, but the disclosure is not limited thereto, and in other embodiments, the first gear gear set may be high
  • the gear set, the second gear set can be a low gear set.
  • the transmission may also include a transmission output shaft 9, both of which are mounted on the transmission output shaft 9, such that the transmission output shaft 9 can be coupled to the first driven gear 6 and the second driven gear 8 synchronous rotation. Both the power from the first gear set and the power from the second gear set are output outward through the transmission output shaft 9.
  • the hybrid drive system further includes a first electric machine 2, the transmission being located between the engine 1 and the first electric machine 2, the power shaft 21 of the first electric machine 2 and the output shaft of the engine 1.
  • the first output shaft 42 of the dual clutch 4 is vacant over the second output shaft 43 of the dual clutch 4, and the second output shaft 43 of the dual clutch 4 is vacant over the power shaft 21 of the first motor 2.
  • the first motor 2 can generate electricity either by driving the engine 1 or as an electric motor to drive the vehicle.
  • the intermediate transmission mechanism such as a gear
  • the load can be reduced, the transmission efficiency can be improved, and on the other hand, the first motor 2 can be allowed.
  • Modular design makes it unnecessary to adjust the rotor stator according to the arrangement of the transmission mechanism, and on the other hand, it can reduce noise.
  • the engine, the transmission and the first motor are arranged in sequence, which fully utilizes the axial space of the power assembly, and the volume limitation of the first motor is small, so that the selection range is large, and a suitable motor can be selected according to the specific situation of the whole vehicle. .
  • the structure of the hybrid drive system is more compact and easy to arrange on the entire vehicle.
  • the power shaft 21 of the first electric machine 2 may be directly connected to the output shaft of the engine 1, or may be connected to the output shaft of the engine 1 through the housing of the dual clutch 4.
  • one side inner side of the housing of the dual clutch 4 is connected with the power shaft 21 of the first motor 2 by a key, and the other side outer side is connected with the output shaft of the engine 1. Connect by key.
  • the power shaft 21 of the first motor 2 does not pass through the housing of the dual clutch 4, there is no need to additionally arrange an oil and gas seal between the power shaft 21 of the first motor 2 and the housing of the dual clutch 4.
  • the structure is simple, and the sealing reliability is strong.
  • the power shaft 21 of the first motor 2 passes through the housing of the dual clutch 4 to be keyed to the output shaft of the engine 1, and the housing of the dual clutch 4 is sleeved in the air.
  • the output shaft of the engine 1 is also keyed to the housing of the dual clutch 4.
  • a sealing structure can be provided between the power shaft 21 of the first motor 2 and the housing of the dual clutch 4, ensuring the internal sealability of the dual clutch 4.
  • the hybrid drive system further includes a second electric machine 3, and the output portion is further configured to output power from the second electric machine 3 to drive the vehicle.
  • the second electric machine 3 can be used both as an electric motor for driving a vehicle and as a generator for generating electricity.
  • the second electric machine 3 can be connected to the hybrid drive system in a variety of ways.
  • the first transmission gear 11 is mounted on the power shaft of the second motor 3, and the first transmission gear 11 rotates synchronously with the power shaft of the second motor 3, the first transmission The gear 11 meshes with the first drive gear 5 of the first range gear set.
  • the output is configured to transmit power output by the transmission to the wheels of the vehicle.
  • the output portion may include an output gear 17 and a differential 18.
  • the output gear 17 is mounted on the transmission output shaft 9 and rotates in synchronization with the transmission output shaft 9, and the output gear 17 meshes with the main reduction gear 19 of the differential 18.
  • the function of the differential 18 is to roll the left and right wheels at different angular velocities when the vehicle is turning or driving on an uneven road surface to ensure a pure rolling motion between the wheels on both sides and the ground.
  • a differential reduction gear 19 is provided on the differential 18, and the main reduction gear 19 can be arranged, for example, on the housing of the differential 18.
  • FIG. 2 is a schematic schematic diagram of a second embodiment in accordance with the present disclosure.
  • the second embodiment differs from the first embodiment mainly in that: in the second embodiment, the second transmission gear 12 is mounted on the power shaft of the second motor 3, and the second transmission gear 12 and the first gear The first driven gear 6 of the bit gear set meshes.
  • FIG. 3 is a schematic schematic diagram of a third embodiment in accordance with the present disclosure.
  • the third embodiment differs from the first embodiment mainly in that, in the third embodiment, the third transmission gear 13 is mounted on the power shaft of the second motor 3, and the third transmission gear 13 and the second transmission The second drive gear 7 of the bit gear set is engaged.
  • FIG. 4 is a schematic schematic diagram of a fourth embodiment in accordance with the present disclosure.
  • the fourth embodiment differs from the first embodiment mainly in that: in the fourth embodiment, the fourth transmission gear 14 is mounted on the power shaft of the second motor 3, and the fourth transmission gear 14 and the second transmission The second driven gear 8 of the bit gear set meshes.
  • FIG. 5 is a schematic schematic diagram of a fifth embodiment in accordance with the present disclosure.
  • the fifth embodiment differs from the first embodiment mainly in that, in the fifth embodiment, the power shaft of the second motor 3 is coupled to the transmission output shaft 9 through a pair of transmission gears, and the power of the second motor 3 The shaft is sleeved on the power shaft 21 of the first motor 2.
  • the fifth transmission gear 15 is mounted on the power shaft of the second motor 3
  • the sixth transmission gear 16 is mounted on the transmission output shaft 9, and the fifth transmission gear 15 meshes with the sixth transmission gear 16.
  • An advantage of the fifth embodiment over the first embodiment is that the power shaft of the second motor 3 is sleeved on the power shaft 21 of the first motor 2, so that the two motors can partially overlap in the axial space, The radial size of the powertrain is small.
  • FIG. 6 is a schematic schematic diagram of a sixth embodiment in accordance with the present disclosure.
  • the sixth embodiment differs from the fifth embodiment mainly in that: in the sixth embodiment, the power shaft of the second motor 3 is disposed in parallel with the power shaft 21 of the first motor 2, and the two are no longer coaxial. set.
  • FIG. 7 is a schematic schematic diagram of a seventh embodiment in accordance with the present disclosure.
  • the seventh embodiment differs from the first embodiment mainly in that, in the seventh embodiment, the power shaft of the second motor 3 is coaxially connected to the transmission output shaft 9.
  • the power shaft of the second electric machine 3 and the transmission output shaft 9 can be connected, for example, by a key or integrally.
  • FIG. 8 is a schematic schematic diagram of an eighth embodiment in accordance with the present disclosure.
  • the eighth embodiment differs from the first embodiment mainly in that, in the eighth embodiment, the hybrid drive system further includes a synchronizer 20, a seventh transmission gear 31, and an eighth transmission gear 32, and the seventh transmission gear 31 meshes with the first driven gear 6, the eighth transmission gear 32 meshes with the second driven gear 8, and the seventh transmission gear 31 and the eighth transmission gear 32 are sleeved on the power shaft of the second motor 3, and the synchronizer 20 Disposed on the power shaft of the second motor 3 and between the seventh transmission gear 31 and the eighth transmission gear 32, the synchronizer 20 is selectively engaged with the seventh transmission gear 31 or the eighth transmission gear 32.
  • the second motor 3 is capable of achieving two-speed power output. Specifically, when the synchronizer 20 is engaged with the seventh transmission gear 31, the power of the second motor 3 sequentially passes through the synchronizer 20, the seventh transmission gear 31, the first driven gear 6, the transmission output shaft 9, the output gear 17, The main reduction gear 19 and the differential 18 are transmitted to the wheels; when the synchronizer 20 is engaged with the eighth transmission gear 32, the power of the second electric machine 3 sequentially passes through the synchronizer 20, the eighth transmission gear 32, and the second driven gear 8 The transmission output shaft 9, the output gear 17, the main reduction gear 19, and the differential 18 are transmitted to the wheels.
  • the hybrid drive system of the present disclosure may have the following operating conditions;
  • the second motor 3 pure electric working conditions.
  • the input end 41 of the control dual clutch 4 and the two output shafts are both disconnected, neither the engine 1 nor the first motor 2 is operated, and the second motor 3 drives the wheels through the differential 18.
  • This condition is mainly used for starting, low-speed or urban roads, and the battery has a high power.
  • the advantage of this condition is that the second motor 3 is directly driven, the transmission chain is the shortest, and the components involved in the operation are the least, and the highest transmission efficiency and the minimum noise can be achieved.
  • the second motor 3 is a main power source and has full power output; the first motor 2 is an auxiliary power source and limits power output.
  • the input 41 of the control dual clutch 4 is connected to one of the two output shafts.
  • the two motors adjust the speed to ensure that the angular velocity transmitted to the output shaft 9 of the transmission is uniform.
  • This working condition is mainly used for large load situations such as acceleration, climbing, overtaking, high speed, etc., and the battery power is high.
  • This condition has better power performance than single-motor drive. Compared with hybrid power, it has better economy and lower noise.
  • the typical application that can highlight its advantages is the steep slope (panshan road). Congested road conditions.
  • the engine 1, the first motor 2 and the second motor 3 each drive a wheel.
  • the two motors are adjustable to match the angular velocity of the transmission output shaft 9.
  • the advantage of this condition is that the three-engine engine 1, the first motor 2 and the second motor 3 are simultaneously driven, and the maximum dynamic performance can be exerted.
  • the input end 41 of the control dual clutch 4 is connected to one of the two output shafts, and the first motor 2 and the second motor 3 are both inoperative, and the gear shift can be realized by the dual clutch 4.
  • the engine 1 drives the charging condition.
  • the first motor 2 is simultaneously driven to generate electricity based on the independent driving conditions of the engine 1.
  • the second motor 3 generates electricity when the vehicle brakes.
  • This condition is mainly used for downhill, braking or deceleration of vehicles.
  • the advantage of this condition is that the maximum energy of the feedback is achieved during deceleration or braking.
  • the engine 1 drives the first electric machine 2 to generate electricity on the one hand, and transmits power to the differential 18 through the dual clutch 4 and the gear set on the other hand to drive the wheels, and the second electric machine 3 drives the wheels through the differential 18.
  • This working condition is mainly used for large load situations such as acceleration and climbing, and the power is not much.
  • the advantage of this condition is that the entire power of the engine 1 can be exerted, and the power of the vehicle can be ensured, and power generation can be simultaneously performed to maintain the power of the battery.
  • the transmission can provide two gear positions, the rotation speed and torque of the engine 1 can be adjusted to some extent, and the working efficiency of the engine 1 can be improved.
  • the gear shifting of the transmission is achieved by the dual clutch 4, which is capable of allowing the engagement process of one driven disk to overlap with the disconnection process of the other driven disk when the shifting is switched, thereby avoiding
  • the instantaneous interruption of torque transmission ensures the smooth shifting process and the smooth running of the whole vehicle.
  • the dual clutch has a large advantage in both smoothness and reliability.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

本公开涉及一种混合动力驱动***及车辆。所述***包括：发动机；第一电机，第一电机的动力轴与发动机的输出轴同轴连接；变速器，变速器位于发动机和第一电机之间，变速器包括双离合器、第一挡位齿轮组、第二挡位齿轮组，发动机的输出轴与双离合器的输入端连接，双离合器的第一输出轴连接到第一挡位齿轮组，双离合器的第二输出轴连接到第二挡位齿轮组；输出部，输出部用于输出由第一挡位齿轮组或第二挡位齿轮组传递的动力以驱动车辆。

Description

混合动力驱动***及车辆
相关公开的交叉引用
本公开要求比亚迪股份有限公司于2017年12月19日提交的、公开名称为“混合动力驱动***及车辆”的、中国专利申请号“201711498706.5”的优先权。
技术领域
本公开涉及一种混合动力驱动***及车辆。
背景技术
当今世界人类面临着能源匮乏和环境恶化两大挑战，传统汽车日益受到石油危机的严重困扰，节能环保逐渐成为汽车行业的发展主题。近年来，具有两种不同动力源、实现降低油耗和排放的混合动力汽车，得到了开发应用，并投入商业生产推向市场。
混合动力驱动***一般由发动机、发电机、电动机、动力电源等构成，发动机和动力电源共同为车辆提供动力，这就造成其结构通常比较复杂，占用空间较大，成本较高。
发明内容
本公开的目的是提供一种结构简单的混合动力驱动***，该***能够实现发动机两挡驱动。
为了实现上述目的，本公开提供一种混合动力驱动***，包括：发动机；第一电机，所述第一电机的动力轴与所述发动机的输出轴同轴连接；变速器，所述变速器位于所述发动机和所述第一电机之间，所述变速器包括双离合器、第一挡位齿轮组、第二挡位齿轮组，所述发动机的输出轴与双离合器的输入端连接，所述双离合器的第一输出轴连接到所述第一挡位齿轮组，所述双离合器的第二输出轴连接到所述第二挡位齿轮组；输出部，所述输出部用于输出由所述第一挡位齿轮组或第二挡位齿轮组传递的动力以驱动车辆。
可选地，所述双离合器的第一输出轴空套在第二输出轴上，所述双离合器的第二输出轴空套在所述第一电机的动力轴上。
可选地，所述双离合器的输入端为所述双离合器的壳体，所述壳体的一侧与所述第一电机的动力轴连接，所述壳体的另一侧与所述发动机的输出轴连接，使发动机输出轴与所述第一电机的动力轴同步转动。
可选地，所述壳体的一侧与所述第一电机的动力轴通过键连接，所述壳体的另一侧与 所述发动机的输出轴通过键连接。
可选地，所述双离合器的输入端为所述双离合器的壳体，所述第一电机的动力轴穿过所述壳体以与所述发动机的输出轴连接，所述壳体空套在所述第一电机的动力轴上，所述发动机的输出轴与所述壳体连接。
可选地，所述第一电机的动力轴与所述壳体之间设有密封结构。
可选地，所述变速器包括变速器输出轴，所述变速器输出轴与所述第一挡位齿轮组和第二挡位齿轮组连接，所述变速器输出轴向所述输出部传递动力。
可选地，所述第一挡位齿轮组包括第一主动齿轮和第一从动齿轮，所述第二挡位齿轮组包括第二主动齿轮和第二从动齿轮，所述双离合器的第一输出轴连接到所述第一主动齿轮，所述双离合器的第二输出轴连接到所述第二主动齿轮，所述变速器输出轴和所述第一从动齿轮连接，所述变速器输出轴和所述第二从动齿轮连接。
可选地，所述***还包括第二电机，所述输出部还用于输出来自所述第二电机的动力以驱动车辆。
可选地，所述第二电机的动力轴与第一传动齿轮连接，所述第一传动齿轮与所述第一主动齿轮啮合。
可选地，所述第二电机的动力轴与第二传动齿轮连接，所述第二传动齿轮与所述第一从动齿轮啮合。
可选地，所述第二电机的动力轴与第三传动齿轮连接，所述第三传动齿轮与所述第二主动齿轮啮合。
可选地，所述第二电机的动力轴与第四传动齿轮连接，所述第四传动齿轮与所述第二从动齿轮啮合。
可选地，所述第二电机的动力轴与第五传动齿轮连接，所述第五传动齿轮与第六传动齿轮啮合，所述第六传动齿轮与所述变速器输出轴连接。
可选地，所述第二电机的动力轴空套在所述第一电机的动力轴上。
可选地，所述第二电机的动力轴与所述变速器输出轴同轴连接。
可选地，所述***还包括同步器、第七传动齿轮和第八传动齿轮，所述第七传动齿轮与所述第一从动齿轮啮合，所述第八传动齿轮与所述第二从动齿轮啮合，所述第二电机的动力轴通过所述同步器可选择地连接到所述第七传动齿轮或第八传动齿轮。
在本公开中，通过双离合器与两个挡位齿轮组的结合，使得能够通过控制双离合器实现两个挡位的切换，结构简单，操作方便。通过将发动机的输出轴与第一电机的动力轴同轴连接，首先，实现了车辆在驻车状态下，发动机对第一电机的发电，而且发动机与第一电机直连发电的形式属于机械连接的方式，相比电控的形式更加可靠；其次，省去了齿轮、皮带 等中间传动机构，一方面可以减小负载，提高传动效率，另一方面可以允许对第一电机进行模块化设计，不必根据传动机构的布置做转子定子的调整，再一方面发动机与第一电机直连可以降低噪音；最后，从空间布置上来说，发动机、变速器、第一电机依次布置，充分利用了动力总成的轴向空间，而且对第一电机的体积限制小，使得选型范围大，可以根据整车的具体情况选择合适的电机。
本公开还提供一种车辆，包括如上所述的混合动力驱动***。
本公开的其他特征和优点将在随后的具体实施方式部分予以详细说明。
附图说明
附图是用来提供对本公开的进一步理解，并且构成说明书的一部分，与下面的具体实施方式一起用于解释本公开，但并不构成对本公开的限制。在附图中：
图1是根据本公开的第一种实施方式的混合动力驱动***的示意性原理图；
图2是根据本公开的第二种实施方式的混合动力驱动***的示意性原理图；
图3是根据本公开的第三种实施方式的混合动力驱动***的示意性原理图；
图4是根据本公开的第四种实施方式的混合动力驱动***的示意性原理图；
图5是根据本公开的第五种实施方式的混合动力驱动***的示意性原理图；
图6是根据本公开的第六种实施方式的混合动力驱动***的示意性原理图；
图7是根据本公开的第七种实施方式的混合动力驱动***的示意性原理图；
图8是根据本公开的第八种实施方式的混合动力驱动***的示意性原理图；
图9是双离合器与第一电机的动力轴的一种装配方式的剖视图；
图10是双离合器与第一电机的动力轴的另一种装配方式的剖视图。
具体实施方式
以下结合附图对本公开的具体实施方式进行详细说明。应当理解的是，此处所描述的具体实施方式仅用于说明和解释本公开，并不用于限制本公开。
图1是根据本公开的第一种实施方式的混合动力驱动***的示意性原理图。如图1所示，根据本公开的第一种实施方式的混合动力驱动***包括发动机1、变速器、输出部、第一电机2。发动机1的动力通过变速器传递给输出部，输出部输出动力以驱动车辆。
变速器包括双离合器4、第一挡位齿轮组、第二挡位齿轮组。其中，如图1、图8和图9所示，双离合器4具有输入端41、第一输出轴42和第二输出轴43，发动机1的输出轴与双离合器4的输入端41连接，双离合器4的第一输出轴42连接到第一挡位齿轮组，双离合器4的第二输出轴43连接到第二挡位齿轮组。
双离合器4的输入端41可以是双离合器4的壳体，双离合器4还包括两个从动盘，双离合器4的第一输出轴42可以与其中一个从动盘通过键连接，双离合器4的第二输出轴43可以与另一个从动盘通过键连接。一般地，双离合器4的壳体与两个从动盘可以是都断开的，即输入端41与第一输出轴42和第二输出轴43均断开。在需要接合其中一个从动盘时，可以控制壳体与相应的从动盘进行接合从而同步旋转，从动盘又带动相应的输出轴同步旋转，即输入端41与第一输出轴42和第二输出轴43之一传动连接，从而使得输入端41传来的动力可以通过第一输出轴42和第二输出轴43中的一个输出。
特别地，双离合器4的壳体也可以同时与两个从动盘接合，即输入端41也可以同时与第一输出轴42和第二输出轴43传动连接，从而使得输入端41传来的动力可以同时通过第一输出轴42和第二输出轴43输出。
应当理解，双离合器4的具体接合状态受到控制策略的影响，对于本领域技术人员而言，可以根据实际所需的传动模式而适应性设定控制策略，从而可以在输入端41与两个输出轴全部断开以及输入端41与两个输出轴之一传动连接等多种模式之间进行切换。
在本公开中，通过双离合器4与两个挡位齿轮组的结合，使得能够通过控制双离合器4实现两个挡位的切换。具体地，当需要变速器以第一挡位输入动力时，可以控制双离合器4的壳体与第一输出轴42所对应的从动盘接合，从而使双离合器4的输入端41与第一输出轴42传动连接；需要变速器以第二挡位输入动力时，可以控制双离合器4的壳体与第二输出轴43所对应的从动盘接合，从而使双离合器4的输入端41与第二输出轴43传动连接。
第一挡位齿轮组包括第一主动齿轮5和第一从动齿轮6，第一主动齿轮5和第一从动齿轮6可以直接啮合，也可以均与中间齿轮啮合，从而通过该中间齿轮传动连接。第二挡位齿轮组包括第二主动齿轮7和第二从动齿轮8，第二主动齿轮7和第二从动齿轮8可以直接啮合，也可以均与中间齿轮啮合，从而通过该中间齿轮传动连接。第一挡位齿轮组可以为低挡位齿轮组，第二挡位齿轮组可以为高挡位齿轮组，但是本公开不限于此，在其他实施方式中，第一挡位齿轮组可以为高挡位齿轮组，第二挡位齿轮组可以为低挡位齿轮组。
变速器还可以包括变速器输出轴9，第一从动齿轮6和第二从动齿轮8均安装在变速器输出轴9上，使得变速器输出轴9能够与第一从动齿轮6和第二从动齿轮8同步旋转。无论来自第一挡位齿轮组的动力还是来自第二挡位齿轮组的动力，均通过变速器输出轴9向外输出。
在图1所示的第一种实施方式中，混合动力驱动***还包括第一电机2，变速器位于发动机1和第一电机2之间，第一电机2的动力轴21与发动机1的输出轴同轴连接，双离合器4的第一输出轴42空套在双离合器4的第二输出轴43上，双离合器4的第二输出轴43空套在第一电机2的动力轴21上。第一电机2既可在发动机1的驱动下进行发电，又可作 为电动机以驱动车辆。通过将发动机1的输出轴与第一电机2的动力轴21同轴连接，省去了齿轮等中间传动机构，一方面可以减小负载，提高传动效率，另一方面可以允许对第一电机2进行模块化设计，不必根据传动机构的布置做转子定子的调整，再一方面可以降低噪音。而且，发动机、变速器、第一电机依次布置，充分利用了动力总成轴向的空间，而且对第一电机的体积限制小，使得选型范围大，可以根据整车的具体情况选择合适的电机。通过将双离合器4的两个输出轴与第一电机2的动力轴21同轴空套，使得混合动力驱动***的结构更加紧凑，便于在整车上布置。
在图1所示的第一种实施方式中，第一电机2的动力轴21可以与发动机1的输出轴直接连接，也可以与发动机1的输出轴通过双离合器4的壳体连接。
具体地，在一种可行的方式中，如图9所示，双离合器4的壳体的一侧内侧与第一电机2的动力轴21通过键连接，另一侧外侧与发动机1的输出轴通过键连接。在这种情况下，由于第一电机2的动力轴21不穿过双离合器4的壳体，因此不需要在第一电机2的动力轴21与双离合器4的壳体之间额外布置油气密封结构，结构简单，密封可靠性强。
在另一种可行的方式中，如图10所示，第一电机2的动力轴21穿过双离合器4的壳体以与发动机1的输出轴键连接，双离合器4的壳体空套在第一电机2的动力轴21上，发动机1的输出轴还与双离合器4的壳体键连接。在这种情况下，可以在第一电机2的动力轴21和双离合器4的壳体之间设置密封结构，确保双离合器4内部密封性。
在图1所示的第一种实施方式中，混合动力驱动***还包括第二电机3，输出部还用于输出来自第二电机3的动力以驱动车辆。第二电机3既可作为电动机以用于驱动车辆，又可作为发电机以用于发电。
第二电机3可以通过多种方式连接到混合动力驱动***中。在图1所示的第一种实施方式中，第二电机3的动力轴上安装有第一传动齿轮11，该第一传动齿轮11与第二电机3的动力轴同步旋转，该第一传动齿轮11与第一挡位齿轮组的第一主动齿轮5啮合。
输出部被构造成将变速器输出的动力传递至车辆的车轮。例如，输出部可以包括输出齿轮17和差速器18。输出齿轮17安装在变速器输出轴9上并与变速器输出轴9同步旋转，输出齿轮17与差速器18的主减速齿轮19啮合。差速器18的功用是当车辆转弯行驶或者在不平路面上行驶时，使左右车轮以不同的角速度滚动，以保证两侧车轮与地面间作纯滚动运动。差速器18上设置有主减速齿轮19，主减速齿轮19例如可以布置在差速器18的壳体上。
图2是根据本公开的第二种实施方式的示意性原理图。第二种实施方式与第一种实施方式的区别主要在于：在第二种实施方式中，第二电机3的动力轴上安装有第二传动齿轮12，该第二传动齿轮12与第一挡位齿轮组的第一从动齿轮6啮合。
图3是根据本公开的第三种实施方式的示意性原理图。第三种实施方式与第一种实施方 式的区别主要在于：在第三种实施方式中，第二电机3的动力轴上安装有第三传动齿轮13，该第三传动齿轮13与第二挡位齿轮组的第二主动齿轮7啮合。
图4是根据本公开的第四种实施方式的示意性原理图。第四种实施方式与第一种实施方式的区别主要在于：在第四种实施方式中，第二电机3的动力轴上安装有第四传动齿轮14，该第四传动齿轮14与第二挡位齿轮组的第二从动齿轮8啮合。
图5是根据本公开的第五种实施方式的示意性原理图。第五种实施方式与第一种实施方式的区别主要在于：在第五种实施方式中，第二电机3的动力轴通过一对传动齿轮连接到变速器输出轴9，并且第二电机3的动力轴空套在第一电机2的动力轴21上。具体地，第二电机3的动力轴上安装有第五传动齿轮15，变速器输出轴9上安装有第六传动齿轮16，第五传动齿轮15与第六传动齿轮16啮合。第五种实施方式相比第一种实施方式的优势在于：第二电机3的动力轴空套在第一电机2的动力轴21上，能够使两种电机在轴向空间上部分重叠，减小了动力总成径向尺寸。
图6是根据本公开的第六种实施方式的示意性原理图。第六种实施方式与第五种实施方式的区别主要在于：在第六种实施方式中，第二电机3的动力轴与第一电机2的动力轴21平行设置，二者不再同轴空套。
图7是根据本公开的第七种实施方式的示意性原理图。第七种实施方式与第一种实施方式的区别主要在于：在第七种实施方式中，第二电机3的动力轴与变速器输出轴9同轴连接。具体地，第二电机3的动力轴与变速器输出轴9例如可以通过键连接或者一体成型。
图8是根据本公开的第八种实施方式的示意性原理图。第八种实施方式与第一种实施方式的区别主要在于：在第八种实施方式中，混合动力驱动***还包括同步器20、第七传动齿轮31和第八传动齿轮32，第七传动齿轮31与第一从动齿轮6啮合，第八传动齿轮32与第二从动齿轮8啮合，第七传动齿轮31和第八传动齿轮32空套在第二电机3的动力轴上，同步器20设置在第二电机3的动力轴上且位于第七传动齿轮31和第八传动齿轮32之间，同步器20选择性地与第七传动齿轮31或第八传动齿轮32接合。在这种情况下，第二电机3能够实现两挡动力输出。具体地，当同步器20与第七传动齿轮31接合时，第二电机3的动力依次经过同步器20、第七传动齿轮31、第一从动齿轮6、变速器输出轴9、输出齿轮17、主减速齿轮19和差速器18传递至车轮；当同步器20与第八传动齿轮32接合时，第二电机3的动力依次经过同步器20、第八传动齿轮32、第二从动齿轮8、变速器输出轴9、输出齿轮17、主减速齿轮19和差速器18传递至车轮。本公开的混合动力驱动***可以具有以下工况；
一、第二电机3纯电动工况。控制双离合器4的输入端41和两个输出轴均断开，发动机1与第一电机2均不工作，第二电机3通过差速器18驱动车轮。该工况主要用于起步、 中低速或城市路面等情况，同时电池具有较高的电量。该工况的优点在于第二电机3直接驱动，传动链最短、参与工作的部件最少，可以达到最高的传动效率和最小的噪音。
二、双电机纯电动工况。第二电机3为主要的动力源，全功率输出；第一电机2为辅助的动力源，限功率输出。控制双离合器4的输入端41和两个输出轴中的一者相连。两个电机调整转速，确保传递至变速器输出轴9的角速度一致。该工况主要用于加速、爬坡、超车、高速等较大负荷场合，且电池电量较高的情况。该工况相较于单电机驱动拥有更好的动力性能，相较于混合动力拥有更好的经济性和更低的噪音，更能突出其优势的典型应用场合为大坡度(盘山路)的拥堵路况。
三、并联工况。发动机1、第一电机2和第二电机3均驱动车轮。两个电机可调速以配合变速器输出轴9的角速度。该工况的优点是三引擎发动机1、第一电机2和第二电机3同时驱动，可以发挥最大的动力性能。
四、串联工况。控制双离合器4的输入端41和两个输出轴均断开，发动机1带动第一电机2进行发电，第二电机3驱动车轮。
五、发动机1独立驱动工况。控制双离合器4的输入端41和两个输出轴之一相连，第一电机2和第二电机3均不工作，可以通过双离合器4实现挡位切换。
六、发动机1驱动充电工况。在发动机1独立驱动工况基础上，同时驱动第一电机2发电。
七、制动/减速回馈工况。第二电机3在车辆制动时发电。该工况主要用于车辆下坡、制动或减速。该工况的优点在于减速或制动时，达到回馈能量的最大化。
八、混联工况。发动机1一方面带动第一电机2发电，另一方面通过双离合器4和挡位齿轮组将动力传递至差速器18以驱动车轮，第二电机3通过差速器18驱动车轮。该工况主要用于加速、爬坡等较大负荷场合且电量不多的情况下。该工况的优点是可以发挥发动机1的全部动力，既保证车辆的动力性，又可以同时进行发电，保持电池的电量。
在本公开中，通过将双离合器4与两个挡位齿轮组巧妙地结合在一起，使得能够获得一种结构简单、操作方便的两挡变速器。由于该变速器可提供两个挡位，因此能够在一定程度上调节发动机1的转速及扭矩，提高发动机1的工作效率。
在本公开中，变速器的挡位切换是通过双离合器4来实现的，双离合器4能够允许换挡切换时一个从动盘的接合过程与另一从动盘的断开过程发生重叠，从而避免扭矩传递的瞬时中断，保证换挡过程及整车运行的平顺性。相比于机械结构更加复杂的同步器，双离合器无论是在平顺性还是可靠性方面都具有较大优势。
以上结合附图详细描述了本公开的优选实施方式，但是，本公开并不限于上述实施方式中的具体细节，在本公开的技术构思范围内，可以对本公开的技术方案进行多种简单变型， 这些简单变型均属于本公开的保护范围。
另外需要说明的是，在上述具体实施方式中所描述的各个具体技术特征，在不矛盾的情况下，可以通过任何合适的方式进行组合。为了避免不必要的重复，本公开对各种可能的组合方式不再另行说明。
此外，本公开的各种不同的实施方式之间也可以进行任意组合，只要其不违背本公开的思想，其同样应当视为本公开所公开的内容。

Claims (18)

  1. 一种混合动力驱动***，其特征在于，包括：
    发动机(1)；
    第一电机(2)，所述第一电机(2)的动力轴(21)与所述发动机(1)的输出轴同轴连接；
    变速器，所述变速器位于所述发动机(1)和所述第一电机(2)之间，所述变速器包括双离合器(4)、第一挡位齿轮组、第二挡位齿轮组，所述发动机(1)的输出轴与双离合器(4)的输入端(41)连接，所述双离合器(4)的第一输出轴(42)连接到所述第一挡位齿轮组，所述双离合器(4)的第二输出轴(43)连接到所述第二挡位齿轮组；
    输出部，所述输出部用于输出由所述第一挡位齿轮组或第二挡位齿轮组传递的动力以驱动车辆。
  2. 根据权利要求1所述的***，其特征在于，所述双离合器(4)的第一输出轴(42)空套在第二输出轴(43)上，所述双离合器(4)的第二输出轴(43)空套在所述第一电机(2)的动力轴(21)上。
  3. 根据权利要求1或2所述的***，其特征在于，所述双离合器(4)的输入端(41)为所述双离合器(4)的壳体，所述壳体的一侧与所述第一电机(2)的动力轴(21)连接，所述壳体的另一侧与所述发动机(1)的输出轴连接，使发动机(1)的输出轴与所述第一电机(2)的动力轴(21)同步转动。
  4. 根据权利要求3所述的***，其特征在于，所述壳体的一侧与所述第一电机(2)的动力轴(21)通过键连接，所述壳体的另一侧与所述发动机(1)的输出轴通过键连接。
  5. 根据权利要求1或2所述的***，其特征在于，所述双离合器(4)的输入端(41)为所述双离合器(4)的壳体，所述第一电机(2)的动力轴(21)穿过所述壳体以与所述发动机(1)的输出轴连接，所述壳体空套在所述第一电机(2)的动力轴(21)上，所述发动机(1)的输出轴与所述壳体连接。
  6. 根据权利要求5所述的***，其特征在于，所述第一电机(2)的动力轴(21)与所述壳体之间设有密封结构。
  7. 根据权利要求1所述的***，其特征在于，所述变速器包括变速器输出轴(9)，所述变速器输出轴(9)与所述第一挡位齿轮组和第二挡位齿轮组连接，所述变速器输出轴(9)向所述输出部传递动力。
  8. 根据权利要求7所述的***，其特征在于，所述第一挡位齿轮组包括第一主动齿轮(5)和第一从动齿轮(6)，所述第二挡位齿轮组包括第二主动齿轮(7)和第二从动齿轮(8)，所述双离合器(4)的第一输出轴(42)连接到所述第一主动齿轮(5)，所述双离合器(4)的第二输出轴(43)连接到所述第二主动齿轮(7)，所述变速器输出轴(9)和所述第一从动齿轮(6)连接，所述变速器输出轴(9)和所述第二从动齿轮(8)连接。
  9. 根据权利要求8所述的***，其特征在于，所述***还包括第二电机(3)，所述输出部还用于输出来自所述第二电机(3)的动力以驱动车辆。
  10. 根据权利要求9所述的***，其特征在于，所述第二电机(3)的动力轴与第一传动齿轮(11)连接，所述第一传动齿轮(11)与所述第一主动齿轮(5)啮合。
  11. 根据权利要求9所述的***，其特征在于，所述第二电机(3)的动力轴与第二传动齿轮(12)连接，所述第二传动齿轮(12)与所述第一从动齿轮(6)啮合。
  12. 根据权利要求9所述的***，其特征在于，所述第二电机(3)的动力轴与第三传动齿轮(13)连接，所述第三传动齿轮(13)与所述第二主动齿轮(7)啮合。
  13. 根据权利要求9所述的***，其特征在于，所述第二电机(3)的动力轴与第四传动齿轮(14)连接，所述第四传动齿轮(14)与所述第二从动齿轮(8)啮合。
  14. 根据权利要求9所述的***，其特征在于，所述第二电机(3)的动力轴与第五传动齿轮(15)连接，所述第五传动齿轮(15)与第六传动齿轮(16)啮合，所述第六传动齿轮(16)与所述变速器输出轴(9)连接。
  15. 根据权利要求14所述的***，其特征在于，所述第二电机(3)的动力轴空套在所述第一电机(2)的动力轴(21)上。
  16. 根据权利要求9所述的***，其特征在于，所述第二电机(3)的动力轴与所述变速器输出轴(9)同轴连接。
  17. 根据权利要求9-16任一所述的***，其特征在于，所述***还包括同步器(20)、第七传动齿轮(31)和第八传动齿轮(32)，所述第七传动齿轮(31)与所述第一从动齿轮(6)啮合，所述第八传动齿轮(32)与所述第二从动齿轮(8)啮合，所述第二电机(3)的动力轴通过所述同步器(20)可选择地连接到所述第七传动齿轮(31)或第八传动齿轮(32)。
  18. 一种车辆，其特征在于，包括根据权利要求1-17中任一项所述的混合动力驱动***。
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