CN105398322B

CN105398322B - Speed changer, power drive system and vehicle

Info

Publication number: CN105398322B
Application number: CN201410459690.7A
Authority: CN
Inventors: 张金涛; 华煜; 柴领道; 穆金辉; 刘静
Original assignee: BYD Co Ltd
Current assignee: BYD Co Ltd
Priority date: 2014-09-10
Filing date: 2014-09-10
Publication date: 2018-03-27
Anticipated expiration: 2034-09-10
Also published as: CN105398322A

Abstract

The invention discloses a kind of speed changer, power drive system and vehicle.The speed changer includes：Multiple input shafts；Multiple output shafts, pass through shift gear auxiliary driving between output shaft and input shaft；First reverse idler gear and the second reverse idler gear, the second reverse idler gear engage with the gear driving gear on one in input shaft, and the first reverse idler gear is arranged to optionally link with the second reverse idler gear；Motor power axle, motor power axle overhead set is provided with motor power axle first gear and motor power axle second gear, the motor power axle synchronizer being additionally provided with motor power axle between motor power axle first gear and motor power axle second gear, motor power axle first gear engages with the first reverse idler gear, and motor power axle second gear is arranged to and a linkage in input shaft.The speed changer of the present invention can at least enrich the transmission mode of the power drive system with the speed changer to a certain extent.

Description

Transmission, power transmission system and vehicle

Technical Field

The invention relates to the technical field of vehicles, in particular to a transmission, a power transmission system with the transmission and a vehicle with the power transmission system.

Background

With the continuous consumption of energy, the development and utilization of new energy vehicles have gradually become a trend. The hybrid vehicle, which is one of new energy vehicles, is driven by an engine and/or a motor, has various modes, and can improve transmission efficiency and fuel economy.

However, in the related art, the transmission structure of the hybrid vehicle is generally complex, and the transmission path provided by the transmission structure is small, so that the transmission system with the transmission has few and single transmission modes and low transmission efficiency.

Disclosure of Invention

The present invention is directed to solving, at least to some extent, one of the above-mentioned problems in the prior art.

To this end, the invention proposes a transmission which is able to enrich, at least to some extent, the drive mode of the drive train.

The invention also provides a power transmission system which has rich transmission modes.

The invention also provides a vehicle which comprises the power transmission system.

A transmission according to an embodiment of the present invention includes: the gear driving gear is arranged on each input shaft; each output shaft is provided with a gear driven gear which is correspondingly meshed with the gear driving gear; a first reverse intermediate gear and a second reverse intermediate gear, the second reverse intermediate gear meshing with a gear drive gear on one of the input shafts, the first reverse intermediate gear being arranged to be selectively linked with the second reverse intermediate gear; the motor power shaft is provided with a first motor power shaft gear and a second motor power shaft gear in a sleeved mode, a motor power shaft synchronizer is arranged between the first motor power shaft gear and the second motor power shaft gear and is further arranged on the motor power shaft, the first motor power shaft gear is meshed with the first reverse gear intermediate gear, and the second motor power shaft gear is arranged to be in linkage with the input shaft.

According to the transmission provided by the embodiment of the invention, the transmission mode of the power transmission system with the transmission can be enriched at least to a certain extent.

A power transmission system according to an embodiment of another aspect of the present invention includes the transmission of the above embodiment and a first motor generator provided so as to be interlocked with the motor power shaft.

The power transmission system has rich transmission modes.

According to a further aspect of the invention, a vehicle includes the power transmission system in the above embodiment.

Drawings

FIG. 1 is a schematic illustration of a transmission according to one embodiment of the present invention;

FIG. 2 is a schematic illustration of a powertrain according to an embodiment of the present invention;

FIG. 3 is a schematic illustration of a transmission according to another embodiment of the present invention;

FIG. 4 is a schematic illustration of a powertrain according to another embodiment of the present invention;

FIG. 5 is a schematic illustration of a powertrain according to yet another embodiment of the present invention;

FIG. 6 is a schematic illustration of a powertrain according to yet another embodiment of the present invention;

FIG. 7 is a schematic illustration of a powertrain according to yet another embodiment of the present invention;

FIG. 8 is a schematic representation of a powertrain system according to yet another embodiment of the present invention.

Detailed Description

Reference will now be made in detail to embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to the same or similar elements or elements having the same or similar function throughout. The embodiments described below with reference to the drawings are illustrative and intended to be illustrative of the invention and are not to be construed as limiting the invention.

In the description of the present invention, it is to be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", and the like, indicate orientations and positional relationships based on those shown in the drawings, and are used only for convenience of description and simplicity of description, and do not indicate or imply that the device or element being referred to must have a particular orientation, be constructed and operated in a particular orientation, and thus, should not be considered as limiting the present invention.

Furthermore, the terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of the present invention, "a plurality" means at least two, e.g., two, three, etc., unless specifically limited otherwise.

In the present invention, unless otherwise expressly stated or limited, the terms "mounted," "connected," "secured," and the like are to be construed broadly and can, for example, be fixedly connected, detachably connected, or integrally formed; can be mechanically connected, electrically connected or can communicate with each other; either directly or indirectly through intervening media, either internally or in any other relationship. The specific meanings of the above terms in the present invention can be understood by those skilled in the art according to specific situations.

In the present invention, unless otherwise expressly stated or limited, "above" or "below" a first feature means that the first and second features are in direct contact, or that the first and second features are not in direct contact but are in contact with each other via another feature therebetween. Also, the first feature being "on," "above" and "over" the second feature includes the first feature being directly on and obliquely above the second feature, or merely indicating that the first feature is at a higher level than the second feature. A first feature being "under," "below," and "beneath" a second feature includes the first feature being directly under and obliquely below the second feature, or simply meaning that the first feature is at a lesser elevation than the second feature.

The power transmission system 100 according to the embodiment of the present invention is described in detail with reference to fig. 1 to 8, and the power transmission system 100 is applied to a vehicle such as a hybrid car and serves as a power system of the vehicle to provide sufficient power and electric energy for normal running of the vehicle.

The power transmission system 100 according to the embodiment of the present invention mainly includes two major parts, one of which may be a power source, such as the engine 4 and the motor generator, and the other may be a transmission (as shown in fig. 1 and 3), and the transmission is used to realize a speed change function for outputting power from the power source, so as to meet a vehicle running requirement or a charging requirement.

For example, in some embodiments, as shown in fig. 2, 4-8, the powertrain system 100 may include, but is not limited to, the engine 4, the first motor-generator 51, and a transmission.

As shown in connection with fig. 1, in some embodiments, the transmission basically includes a plurality of input shafts (e.g., first input shaft 11, second input shaft 12), a plurality of output shafts (e.g., first output shaft 21, second output shaft 22), and the motor power shaft 3 and associated gears and shifting elements (e.g., synchronizers) on each shaft.

The engine 4 is configured to selectively engage at least one of the plurality of input shafts when power is transmitted between the engine 4 and the input shafts. In other words, for example, when the engine 4 transmits power to the input shafts, the engine 4 can be selectively engaged with one of the plurality of input shafts to transmit power, or the engine 4 can also be selectively engaged with two or more of the plurality of input shafts at the same time to transmit power.

For example, in the example of fig. 1-8, the plurality of input shafts may include two input shafts, a first input shaft 11 and a second input shaft 12, and the engine 4 may be selectively engageable with one of the first input shaft 11 and the second input shaft 12 to transmit power. Alternatively, in particular, the engine 4 can also be simultaneously engaged with the first input shaft 11 and the second input shaft 12 to transmit power. Of course, it should be understood that the engine 4 may also be disconnected from both the first input shaft 11 and the second input shaft 12.

It will be apparent to those skilled in the art that the engagement state of the engine 4 and the input shaft is related to specific operating conditions of the powertrain 100, which will be described in detail below in connection with specific embodiments and will not be described in detail herein.

The input shaft and the output shaft can be transmitted through a gear pair. For example, each input shaft is provided with a gear driving gear, each output shaft is provided with a gear driven gear, and the gear driven gears are correspondingly meshed with the gear driving gears, so that a plurality of pairs of gear pairs with different speed ratios are formed.

In some embodiments of the present invention, the transmission may be a five forward speed transmission, i.e., having a first gear pair, a second gear pair, a third gear pair, a fourth gear pair, and a fifth gear pair. However, the present invention is not limited to this, and it is obvious to those skilled in the art that the number of gear pairs can be increased or decreased according to the transmission requirement, and is not limited to the five-gear transmission shown in the embodiment of the present invention.

As shown in fig. 1 to 8, a first motor power shaft gear 31, a second motor power shaft gear 32 and a motor power shaft synchronizer 33c are arranged on the motor power shaft 3, and both the first motor power shaft gear 31 and the second motor power shaft gear 32 are sleeved on the motor power shaft 3, that is, the motor power shaft 3 and the first motor power shaft gear 31 can rotate at a different speed, and similarly, the motor power shaft 3 and the second motor power shaft gear 32 can rotate at a different speed.

Further, a motor power shaft synchronizer 33c is provided between the motor power shaft first gear 31 and the motor power shaft second gear 32, and an engaging sleeve of the motor power shaft synchronizer 33c is movable in the axial direction of the motor power shaft 3, for example, in the example of fig. 1 to 8, the engaging sleeve of the motor power shaft synchronizer 33c is movable leftward or rightward in the axial direction of the motor power shaft 3 by the driving of a shift fork mechanism.

The motor power shaft synchronizer 33c is capable of selectively engaging one of the motor power shaft first gear 31 and the motor power shaft second gear 32 with the motor power shaft 3. For example, movement of the engagement sleeve of the motor power shaft synchronizer 33c to the left can engage the motor power shaft first gear 31 and movement to the right can engage the motor power shaft second gear 32.

It should be noted that, in order to facilitate the engagement of the motor power shaft first gear 31 and the motor power shaft second gear 32 with the motor power shaft synchronizer 33c, the sides of the motor power shaft first gear 31 and the motor power shaft second gear 32 facing the motor power shaft synchronizer 33c may be provided with engagement gear rings, which should be easily understood by those skilled in the art.

Wherein the first gear 31 of the motor power shaft is arranged to be indirectly in transmission with the gear driving gear on one of the input shafts. Specifically, the powertrain 100 further includes a first reverse intermediate gear 72 and a second reverse intermediate gear 73, the first reverse intermediate gear 72 being configured to be selectively interlockable with the second reverse intermediate gear 73, in other words, the first reverse intermediate gear 72 and the second reverse intermediate gear 73 are capable of differential rotation, and the first reverse intermediate gear 72 and the second reverse intermediate gear 73 are engageable to be interlockable when necessary.

Further, as shown in fig. 1 to 8, the second reverse intermediate gear 73 is engaged with the gear drive gear on the one of the input shafts, for example, in the example of fig. 1 to 8, the second reverse intermediate gear 73 is engaged with the second gear drive gear 2a on the second input shaft 12. Thus, the motor power shaft first gear 31 is meshed with the first reverse intermediate gear 72, and indirectly transmitted to the second drive gear 2a through the first reverse intermediate gear 72 and the second reverse intermediate gear 73.

The second motor power shaft gear 32 is arranged to be coupled to said one of the input shafts, in other words, the second motor power shaft gear 32 and the second reverse intermediate gear 73 are coupled to the same input shaft (e.g., the second input shaft). In the embodiment of fig. 1-8, the motor power shaft second gear 32 is coupled to the fourth drive gear 4b on the second input shaft 12 through the intermediate idler gear 6. Alternatively, the intermediate idle gear 6 may be configured as a duplicate gear, and a portion of the intermediate idle gear 6 is engaged with the four-speed drive gear 4a and another portion of the intermediate idle gear 6 is engaged with the motor power shaft second gear 32, and by configuring the intermediate idle gear 6 as a duplicate gear structure, a desired transmission speed ratio can be obtained relatively easily. Of course, alternatively, the motor power shaft second gear 32 may be in direct meshing transmission with the fourth gear driving gear 4 a.

The first gear 31 of the motor power shaft can be used as a power output end of the reverse gear working condition, in other words, in some embodiments of the invention, part of the first gear 31 of the motor power shaft has the function of the reverse gear for outputting the reverse gear power.

Further, the "linkage" may be understood as a linkage movement of a plurality of members (for example, two members), and in the case of linkage of two members, when one member moves, the other member also moves.

For example, in some embodiments of the present invention, a gear in communication with a shaft may be understood such that when the gear rotates, the shaft in communication therewith will also rotate, or when the shaft rotates, the gear in communication therewith will also rotate.

As another example, a shaft is coupled to a shaft is understood to mean that when one of the shafts rotates, the other shaft coupled thereto will also rotate.

As another example, gears may be understood to be geared with one gear so that when one gear rotates, the other gear that is geared with it will also rotate.

In the following description of the present invention, the term "linkage" is to be understood unless otherwise specified.

As shown in fig. 2, 4 to 8, the first motor generator 51 is provided so as to be interlocked with the motor power shaft 3. For example, when operating as a motor, the first motor generator 51 can output the generated power to the motor power shaft 3. For example, when the first motor generator 51 operates as a generator, the power from the motor power shaft 3 may be output to the first motor generator 51 to drive the first motor generator 51 to generate power.

Here, it should be noted that in the description of the present invention regarding "motor generator", if not specifically stated, the motor generator may be understood as a motor having a function of a generator and a motor.

It should be noted that in the description of the present invention, the motor power shaft 3 may be a motor shaft of the first motor generator 51 itself. Of course, it is understood that the motor power shaft 3 and the motor shaft of the first motor generator 51 may be two separate shafts.

As described above, the first reverse intermediate gear 72 and the second reverse intermediate gear 73 are selectively interlocked. In some embodiments of the present invention, the two intermediate gears are linked by the synchronization action of the reverse synchronizer 74 c. Specifically, the reverse synchronizer 74c is provided for synchronizing the first reverse intermediate gear 72 and the second reverse intermediate gear 73.

With regard to the setting position of the reverse synchronizer 74c, as shown in fig. 1 to 8, a sleeve gear 721 is provided on the first reverse intermediate gear 72, and the sleeve gear 721 may be disposed on the second output shaft 22 in an empty state, and the second reverse intermediate gear 73 is disposed on the sleeve gear 721 in an empty state. The reverse synchronizer 74c is provided on the sleeve gear 721 and is used for the second reverse idler gear 73.

The input shaft, the output shaft and the gear wheels are described in detail below with reference to the embodiments of fig. 1-8.

In some embodiments of the present invention, as shown in fig. 1-8, the input shafts may be two, that is, the input shafts include a first input shaft 11 and a second input shaft 12, the second input shaft 12 may be a hollow shaft, the first input shaft 11 may be a solid shaft, a portion of the first input shaft 11 may be embedded in the hollow second input shaft 12, another portion of the first input shaft 11 may protrude axially outward from the second input shaft 12, and the first input shaft 11 and the second input shaft 12 may be coaxially arranged.

The output shafts may be two, that is, a first output shaft 21 and a second output shaft 22, the first output shaft 21 and the second output shaft 22 are arranged in parallel with the input shaft, and both the first output shaft 21 and the second output shaft 22 may be solid shafts.

The power transmission system 100 according to the embodiment of the present invention may have five forward gears, and specifically, odd-numbered gear driving gears may be disposed on the first input shaft 11, and even-numbered gear driving gears may be disposed on the second input shaft 12, so that the first input shaft 11 is responsible for power transmission of odd-numbered gear pairs, and the second input shaft 12 is responsible for power transmission of even-numbered gear pairs.

More specifically, as shown in fig. 1 to 8, a first-gear driving gear 1a, a third-gear driving gear 3a and a fifth-gear driving gear 5a may be disposed on the first input shaft 11, and a second-gear driving gear 2a and a fourth-gear driving gear 4a may be disposed on the second input shaft 12, each of which rotates synchronously with the corresponding input shaft.

Correspondingly, the first output shaft 21 is provided with a first-gear driven gear 1b, a second-gear driven gear 2b, a third-gear driven gear 3b and a fourth-gear driven gear 4b, and the second output shaft 22 is provided with a fifth-gear driven gear 5b, each driven gear is freely sleeved on the corresponding output shaft, i.e. each driven gear can rotate with a differential speed relative to the corresponding output shaft.

The first-gear driven gear 1b is meshed with the first-gear driving gear 1a to form a first-gear pair, the second-gear driven gear 2b is meshed with the second-gear driving gear 2a to form a second-gear pair, the third-gear driven gear 3b is meshed with the third-gear driving gear 3a to form a third-gear pair, the fourth-gear driven gear 4b is meshed with the fourth-gear driving gear 4a to form a fourth-gear pair, and the fifth-gear driven gear 5b is meshed with the fifth-gear driving gear 5a to form a fifth-gear pair.

Because the driven gear and the output shaft are in an empty sleeve structure, a synchronizer is required to be arranged to synchronize the corresponding driven gear and the output shaft so as to realize power output.

In some embodiments, and as shown in conjunction with fig. 1-8, the powertrain 100 includes a three-gear synchronizer 13c, a two-four-gear synchronizer 24c, and a five-gear synchronizer 5 c.

As shown in fig. 1, a three-speed synchronizer 13c is provided on the first output shaft 21 between the first-speed driven gear 1b and the third-speed driven gear 3b, and the three-speed synchronizer 13c can engage the first-speed driven gear 1b or the third-speed driven gear 3b with the first output shaft 21 so as to enable the synchronous rotation of the driven gears and the output shafts.

For example, as shown in fig. 1, moving the engaging sleeve of the first three-speed synchronizer 13c leftward engages the third driven gear 3b with the first output shaft 21, so that the third driven gear 3b and the first output shaft 21 can rotate synchronously. The rightward movement of the engaging sleeve of the first-third synchronizer 13c engages the first-speed driven gear 1b with the first output shaft 21, so that the first-speed driven gear 1b and the first output shaft 21 can rotate synchronously.

Similarly, as shown in fig. 1, a two-fourth-speed synchronizer 24c is provided on the first output shaft 21 between the two-speed driven gear 2b and the four-speed driven gear 4b, and the two-fourth-speed synchronizer 24c can engage the two-speed driven gear 2b or the four-speed driven gear 4b with the first output shaft 21 so as to enable the synchronous rotation of the driven gears and the output shafts.

For example, as shown in fig. 1, moving the engaging sleeve of the second-and-fourth-speed synchronizer 24c leftward engages the second-speed driven gear 2b with the first output shaft 21, so that the second-speed driven gear 2b rotates in synchronization with the first output shaft 21. The rightward movement of the engaging sleeve of the second-and-fourth-speed synchronizer 24c engages the fourth-speed driven gear 4b with the first output shaft 21, so that the fourth-speed driven gear 4b rotates in synchronization with the first output shaft 21.

Similarly, as shown in fig. 1, a fifth-speed synchronizer 5c is provided on the second output shaft 22, the fifth-speed synchronizer 5c is located on one side, for example, the left side, of the fifth-speed driven gear 5b, and the fifth-speed synchronizer 5c is used to engage the fifth-speed driven gear 5b with the second output shaft 22, for example, the engaging sleeve of the fifth-speed synchronizer 5c moves to the right, so that the fifth-speed driven gear 5b is engaged with the second output shaft 22, and the fifth-speed driven gear 5b rotates synchronously with the second output shaft 22.

With reference to the embodiment of fig. 1-8, since the first and second reverse idler gears 72, 73 are both located on the second output shaft 22, and the fifth-speed driven gear 5b is also located on the second output shaft 22, and the fifth-speed synchronizer 5c is used only to engage the fifth-speed driven gear 5b, the reverse synchronizer 74c is used only to engage the first and second reverse idler gears 72, 73. Thus, as a preferred embodiment, the reverse synchronizer 74c shares a fork mechanism with the fifth synchronizer 5c, thereby reducing the number of fork mechanisms and resulting in a more compact and smaller size powertrain 100.

It is understood that, when the shift fork of the shift fork mechanism drives the engaging sleeve of the fifth-gear synchronizer 5c and the engaging sleeve of the reverse synchronizer 74c to move to the right, the fifth-gear synchronizer 5c can engage the fifth-gear driven gear 5b, and at this time, the engaging sleeve of the reverse synchronizer 74c does not engage the first reverse intermediate gear 72 and the second reverse intermediate gear 73, as shown in fig. 1. When the engaging sleeve of the fork drive reverse synchronizer 74c of this fork mechanism engages the first reverse intermediate gear 72 and the second reverse intermediate gear 73, the engaging sleeve of the fifth speed synchronizer 5c does not engage the fifth speed driven gear 5 b. Of course, the operation of the shift fork mechanism to drive the engagement sleeve of the reverse synchronizer 74c and the fifth synchronizer 5c is only schematic and should not be construed as a limitation of the present invention.

In some embodiments of the present invention, power may be transferred or disconnected between the engine 4 and the first and second input shafts 11 and 12 of the transmission through the dual clutch 2 d.

Referring to fig. 2, 4-8, the dual clutch 2d has an input 23d, a first output 21d and a second output 22d, and the engine 4 is connected to the input 23d of the dual clutch 2d, specifically, the engine 4 may be connected to the input 23d of the dual clutch 2d through various forms such as a flywheel, a damper or a torsion plate.

The first output 21d of the double clutch 2d is connected to the first input shaft 11, so that the first output 21d rotates synchronously with the first input shaft 11. The second output 22d of the dual clutch 2d is connected to the second input shaft 12, so that the second output 22d rotates synchronously with the second input shaft 12.

The input 23d of the dual clutch 2d can be a housing of the dual clutch 2d, and the first output 21d and the second output 22d can be two driven disks. Generally, the housing may be disconnected from both the driven discs, i.e. the input 23d is disconnected from both the first output 21d and the second output 22d, and when it is desired to engage one of the driven discs, the housing may be controlled to engage the corresponding driven disc so as to rotate synchronously, i.e. the input 23d is engaged with one of the first output 21d and the second output 22d, so that power transmitted from the input 23d can be output through one of the first output 21d and the second output 22 d.

In particular, the housing can also be simultaneously engaged with two driven disks, i.e. the input 23d can also be simultaneously engaged with the first output 21d and the second output 22d, so that the power transmitted from the input 23d can be simultaneously output through the first output 21d and the second output 22 d.

It will be appreciated that the particular engagement state of the dual clutch 2d is influenced by the control strategy, which can be adapted by those skilled in the art according to the actual desired transmission mode, so that it is possible to switch between a plurality of modes in which the input 23d is disconnected from both outputs and the input 23d is engaged with at least one of the two outputs.

The relationship between the three power output shafts (i.e., the first output shaft 21, the second output shaft 22, and the motor power shaft 3) and the vehicle differential 75 will be described in detail below in conjunction with fig. 2-8.

The differential 75 of the vehicle may be disposed between a pair of front wheels or between a pair of rear wheels, in some examples of the invention, the differential 75 is located between a pair of front wheels. The function of the differential 75 is to allow the left and right drive wheels to roll at different angular velocities when the vehicle is traveling around a curve or over an uneven surface to ensure a pure rolling motion between the drive wheels on both sides and the ground. A final drive driven gear 74 is provided on the differential 75, for example, the final drive driven gear 74 may be disposed on a housing of the differential 75. The final drive driven gear 74 may be a bevel gear, but is not limited thereto.

Further, a first output shaft output gear 211 is fixedly provided on the first output shaft 21, the first output shaft output gear 211 rotates synchronously with the first output shaft 21, and the first output shaft output gear 211 is in mesh transmission with the final drive driven gear 74, so that the power from the first output shaft 21 can be transmitted from the first output shaft output gear 211 to the final drive driven gear 74 and the differential 75.

Similarly, a second output shaft output gear 221 is fixedly arranged on the second output shaft 22, the second output shaft output gear 221 rotates synchronously with the second output shaft 22, the second output shaft output gear 221 is in mesh transmission with the final drive driven gear 74, and therefore power from the second output shaft 22 can be transmitted from the second output shaft output gear 221 to the final drive driven gear 74 and the differential 75.

As described above, the motor power shaft first gear 31 outputs reverse power as the power output end of the reverse mode, and therefore the motor power shaft first gear 31 also meshes with the final drive driven gear 74. Since the first motor-power-shaft gear 31 is also engaged with the first reverse intermediate gear 72, and in order to obtain a suitable reverse speed ratio, as an alternative embodiment, the first motor-power-shaft gear 31 is configured as a dual gear, a part of the first motor-power-shaft gear 31 of the dual gear structure is engaged with the first reverse intermediate gear 72, and another part of the first motor-power-shaft gear 31 of the dual gear structure is engaged with the main reducer driven gear 74.

In other words, as shown in fig. 2, 4-8, one of the gear portions 312 of the first motor power shaft gear 31 is meshed with the first reverse intermediate gear 72 and the other gear portion 311 is meshed with the final drive driven gear 74. Therefore, a good reverse gear speed ratio can be obtained, meanwhile, interference of all gears can not occur during reverse gear power transmission, and the reliable reverse gear power transmission is guaranteed.

Some typical operating conditions of the powertrain system 100 according to the embodiment of the present invention include parking power generation, drive-while-charge with the double clutches 2d engaged simultaneously, reverse operating condition, and two-gear speed regulation of the first motor generator 51.

Describing first a typical condition of parking power generation, when the vehicle is in a parked state, the engine 4 is arranged to output the generated power to the one of the input shafts (i.e., the input shaft linked with the motor power shaft second gear 32, such as the second input shaft 12), and output the power to the first motor generator 51 by synchronization of the motor power shaft synchronizer 33c with the motor power shaft second gear 32, thereby driving the first motor generator 51 to generate power.

Specifically, with reference to the specific embodiment shown in fig. 2, 4-8, the engine 4 can output power to the second input shaft 12 through the dual clutch 2d after the vehicle is parked, the second input shaft 12 is interlocked with the motor power shaft second gear 32 on the motor power shaft 3, the motor power shaft synchronizer 33c is controlled to engage the motor power shaft 3 and the motor power shaft second gear 32, and then the power output from the engine 4 is output to the motor power shaft 3 from the second input shaft 12, the intermediate idle gear 6, the motor power shaft second gear 32 and the motor power shaft synchronizer 33c, and finally the power is output to the first motor generator 51 from the motor power shaft 3, so as to drive the first motor generator 51 as a generator to generate power.

Therefore, the parking power generation function is realized, the charging modes are enriched, the vehicle is in a static state under the parking power generation working condition, the power of the engine 4 can be completely used for charging, the charging efficiency is improved, and the rapid power supply function is realized.

Next, a drive-while-charge condition in the case where the double clutches 2d are simultaneously engaged will be described, in which the engine 4 is capable of outputting a part of the power to the wheels through one of the output shafts as the power for vehicle running by the simultaneous engagement of the input 23d with the first output terminal 21d and the second output terminal 22d, and outputting another part of the power to the first motor generator 51 through the motor power shaft 3, thereby driving the first motor generator 51 to generate power.

Specifically, in the working condition, in combination with the specific embodiment illustrated in fig. 2, 4-8, a part of the power of the engine 4 may be output from the first output shaft 21 or the second output shaft 22, for example, through a first gear pair, a third gear pair or a fifth gear pair, and another part of the power of the engine 4 may be output to the first motor generator 51 from the path of the second gear 32 of the motor power shaft, the synchronizer 33c of the motor power shaft and the motor power shaft 3, so as to drive the first motor generator 51 to generate power.

Because only one clutch of the double clutches 2d is in a working state at the same time in the conventional power transmission system with the double clutches, the power transmission system 100 according to the embodiment of the invention realizes breakthrough application of the double clutches 2d, that is, under the condition that the two clutches of the double clutches 2d are all engaged (the input end 23d is simultaneously engaged with the first output end 21d and the second output end 22d), part of power of the engine 4 is output by one output shaft to drive the vehicle to run, and the other part of power is output to the first motor generator 51 to drive the motor to generate power, so that the transmission mode is enriched, and the vehicle running and charging requirements are met.

Describing the second gear speed regulation function of the first motor generator 51 again, specifically, as shown in fig. 2, 4 to 8 in conjunction with, the first motor generator 51 is capable of adjusting the rotation speed of the motor power shaft 31 during the switching of the motor power shaft synchronizer 33c from the position engaging with the motor power shaft first gear 31 to the position engaging with the motor power shaft second gear 32, or during the switching of the motor power shaft synchronizer 33c from the position engaging with the motor power shaft second gear 32 to the position engaging with the motor power shaft first gear 31, because the motor power shaft synchronizer 33c is disposed between the motor power shaft first gear 31 and the motor power shaft second gear 32.

For example, taking the example that the motor power shaft synchronizer 33c is switched from the position where it is engaged with the motor power shaft first gear 31 to the position where it is engaged with the motor power shaft second gear 32 as an example, since the speed ratio of the motor power shaft first gear 31 and the final drive driven gear 74 is different from the speed ratio of the transmission path between the motor power shaft second gear 32 and the final drive driven gear 74, in the process of switching the synchronizer to synchronize the motor power shaft second gear 32, the motor power shaft second gear 32 and the motor power shaft 3 rotate at a differential speed, which increases the synchronization time of the synchronizer, increases the abrasion of the synchronizer, reduces the transmission efficiency, and is easy to cause a pause due to power interruption or long-term non-synchronization.

At this time, the first motor generator 51 may be controlled to adjust the rotation speed of the motor power shaft 3 based on the rotation speed of the motor power shaft second gear 32, that is, the rotation speed of the motor power shaft 3 may be increased or decreased with the rotation speed of the motor power shaft second gear 32 as a target, so that the rotation speed of the motor power shaft 3 may be matched with (i.e., substantially equal to or close to) the motor power shaft second gear 32 in the shortest time, so that the motor power shaft synchronizer 33c may rapidly engage the motor power shaft second gear 32 with the motor power shaft 3, the time required for synchronization of the motor power shaft synchronizer 33c may be reduced, and the transmission efficiency, synchronization controllability, and real-time performance of synchronization of the vehicle may be greatly improved. In addition, the service life of the motor power shaft synchronizer 33c is further prolonged, so that the maintenance cost of the whole vehicle is reduced.

Similarly, during the switching of the motor power shaft synchronizer 33c from the position engaged with the motor power shaft second gear 32 to the position engaged with the motor power shaft first gear 31, the first motor generator 51 may adjust the rotational speed of the motor power shaft 3 based on the rotational speed of the motor power shaft first gear 31, i.e., raise or lower the rotational speed of the motor power shaft 3 with the motor power shaft first gear 31 rotational speed as a target, so that the rotational speed of the motor power shaft 3 can be matched with the motor power shaft first gear 31 in the shortest time, thereby improving the engagement efficiency of the motor power shaft synchronizer 33 c.

In summary, in short, the motor power shaft synchronizer 33c is arranged to, during the switching of the engagement with one of the motor power shaft first gear 31 and the motor power shaft second gear 32 to the engagement with the other, regulate the speed of the motor power shaft 3 by the first motor generator 51 with the target of the rotation speed of the other of the motor power shaft first gear 31 and the motor power shaft second gear 32.

Therefore, according to the power transmission system 100 of the embodiment of the present invention, when the motor power shaft synchronizer 33c switches the engagement position between the motor power shaft first gear 31 and the motor power shaft second gear 32, the first motor generator 51 adjusts the speed of the motor power shaft 3, so that the rotation speed of the motor power shaft 3 can be matched with the rotation speed of the gear to be engaged (for example, the motor power shaft first gear 31 or the motor power shaft second gear 32), that is, the first motor generator 51 can adjust the rotation speed of the motor power shaft 3 with the rotation speed of the gear to be engaged as a target, so that the rotation speed of the motor power shaft 3 is matched with the rotation speed of the gear to be engaged in a short time, which facilitates the engagement of the motor power shaft synchronizer 33c, thereby greatly improving the transmission efficiency and reducing the transmission loss of intermediate energy.

The reverse gear modes of the powertrain system 100 according to the embodiment of the present invention are mainly classified into a mechanical reverse gear mode, an electric reverse gear mode, and a hybrid reverse gear mode.

The mechanical reverse mode is a mode in which the reverse function of the vehicle is achieved by the power of the engine 4, and when the vehicle is in the mechanical reverse mode, the engine 4 outputs the generated power to the one of the input shafts, that is, the input shaft (for example, the second input shaft 12) linked to the second reverse intermediate gear 73 as a power source, and the reverse synchronizer 74c synchronizes the second reverse intermediate gear 73 with the first reverse intermediate gear 72 to output the power to the motor power shaft first gear 31, and the motor power shaft first gear 31 can finally output the power to the wheels, thereby achieving the reverse. In short, the reverse synchronizer 74c engages the second reverse intermediate gear 73 with the first reverse intermediate gear 72 when the vehicle is in the mechanical reverse mode.

In the electric reverse mode, the first motor generator 51 is used for realizing the reverse function of the vehicle, when the vehicle is in the electric reverse mode, the first motor generator 51 is used as a power source and outputs power to the first gear 31 of the motor power shaft through the synchronization of the synchronizer 33c of the motor power shaft to the first gear 31 of the motor power shaft, and finally, the first gear 31 of the motor power shaft can output the power to wheels to realize the reverse.

That is, the first motor generator 51 operates as a motor at this time, and the generated power can be output to the motor power shaft first gear 31 sequentially through the motor power shaft 3 and the motor power shaft synchronizer 33 c.

In short, when the vehicle is in electric reverse mode, the motor power shaft synchronizer 33c engages the motor power shaft 3 and the motor power shaft first gear 31.

The hybrid reverse mode is a combination of the mechanical reverse mode and the electric reverse mode, in which the engine 4 and the first motor generator 51 are used to realize the reverse function of the vehicle.

Specifically, when the vehicle is in the hybrid reverse mode, the engine 4 outputs the generated power to the one of the input shafts as one of the power sources, and outputs the power to the motor power shaft first gear 31 through synchronization by the reverse synchronizer 74 c.

At the same time, the first motor generator 51 serves as another power source and outputs power to the motor power shaft first gear 31 through synchronization of the motor power shaft synchronizer to the motor power shaft first gear 31. That is, the power from both the engine 4 and the first motor generator 51 is finally output from the motor power shaft first gear 31.

In this mode, the reverse synchronizer 74c engages the second reverse idler gear 73 with the first reverse idler gear 72 and the motor power shaft synchronizer 33c engages the motor power shaft 3 and the motor power shaft first gear 31.

From this, this driving system 100 can realize three kinds of modes of reversing gears, mechanical mode of reversing gear, electronic mode of reversing gear and the mode of reversing gear that thoughtlessly moves promptly, has richened the operating mode of reversing gear, can switch in these three kinds of modes of reversing gear according to actual conditions is nimble, satisfies the driving requirement.

For example, under the condition that the battery charge of the vehicle is sufficient, an electric reverse mode can be adopted, so that harmful gas cannot be discharged when the vehicle is backed, energy consumption can be reduced, especially for a new driver to back into a position, the vehicle can be poured into a specified position by multiple operations, the engine 4 can generate more harmful gas when the vehicle is backed at a low speed, meanwhile, the engine 4 is generally in a non-economic rotating speed area when the vehicle is backed, the oil consumption is relatively high, the problem can be well improved by adopting the electric reverse mode at the moment, the emission can be reduced, meanwhile, the low-speed backing energy consumption is lower by adopting the motor as power, and the fuel economy of the engine 4 is improved to a certain extent.

As another example, a mechanical reverse mode may be employed in the event that the vehicle battery charge is insufficient or low. For another example, under the working conditions that the vehicle needs to be backed up quickly or needs to be backed up by high horsepower, a hybrid reverse gear mode can be adopted, the dynamic property of the vehicle is improved, and the vehicle can be backed up conveniently.

Of course, the above description of the application environment of the three reverse gear modes is only illustrative and should not be construed as a limitation or suggestion of the invention that the corresponding reverse gear mode must be employed in the vehicle environment. It is obvious to those skilled in the art that the reverse gear mode required in the corresponding reverse environment can be specifically set according to the needs or actual conditions.

According to the power transmission system 100 of some embodiments of the present invention, a second motor generator 52 may be added to increase the power performance of the power transmission system 100, enriching the transmission mode.

For example, in some embodiments, the second motor generator 52 may be in drive communication with the final drive driven gear 74, for example, a gear may be provided on the motor shaft of the second motor generator 52 that is in direct meshing drive communication with the final drive driven gear 74. For another example, in other embodiments, the second motor generator 52 may be provided in connection with the first input shaft 11 or in connection with the first output shaft 21. For another example, in still other embodiments, the second motor generators 52 are two and are respectively provided on both sides of the differential 75, and for example, the two second motor generators 52 may be integrated with the differential 75. Alternatively, the aforementioned engine 4 and first motor generator 51 are used to drive the front wheels, and the second motor generator 52 may be a wheel-side motor and used for the rear wheels, or the second motor generator 52 may drive two rear wheels through one speed reduction mechanism, or the second motor generator 52 may be two and drive one rear wheel through one speed reduction mechanism, respectively.

The following describes in detail an electronic differential lock structure according to an embodiment of the present invention with reference to fig. 5 to 8, which enables a pair of driving wheels to be locked from slipping when a wheel slip phenomenon occurs, thereby improving the slip phenomenon and improving vehicle passing performance.

As shown in fig. 5 to 8, the electronic differential lock structure includes a third motor generator 201, a fourth motor generator 301, and an anti-skid synchronizer 503. Wherein the engine 4 and/or the first motor generator 51 is used to drive a first pair of wheels 76, and a third motor generator 201 and a fourth motor generator 301 are provided to drive a second pair of wheels 77, wherein the first pair of wheels 76 is one of the front and rear wheels, and the second pair of wheels 77 is the other of the front and rear wheels. In the example of fig. 5-8, the engine 4 and the first motor generator 51 drive the front wheels, and the third motor generator 201 and the fourth motor generator 301 are used to drive the two rear wheels, respectively.

As shown in fig. 5 to 8, the third motor generator 201 is provided in association with one of the wheels 77 of the second pair, in other words, the third motor generator 201 may output power to the one wheel to drive the one wheel to rotate, or the third motor generator 201 may absorb energy from the one wheel to generate electricity.

Similarly, the fourth motor generator 301 is provided in association with the other of the second pair of wheels 77, in other words, the fourth motor generator 301 may output power to the other wheel to drive the other wheel to rotate, or the fourth motor generator 301 may absorb energy from the other wheel to generate electricity. In the example of fig. 5 to 8, the third motor generator 201 is linked with the left rear wheel, and the fourth motor generator 301 is linked with the right rear wheel, but the present invention is not limited thereto.

The anti-skid synchronizer 503 is configured to selectively synchronize the second pair of wheels 77 such that the second pair of wheels 77 rotate synchronously, in other words, after the anti-skid synchronizer 503 synchronizes the second pair of wheels 77 (i.e., the anti-skid synchronizer 503 is engaged), the second pair of wheels 77 are fixedly coupled to rotate synchronously without differential rotation.

While the third motor generator 201 and the fourth motor generator 301 may drive the corresponding wheels to rotate at different rotational speeds when the anti-skid synchronizer 503 is in the off state, so as to realize the differential rotation function of the two wheels, of course, the third motor generator 201 and the fourth motor generator 301 may also drive the second pair of wheels 77 to rotate at the same rotational speed when the anti-skid synchronizer 503 is in the off state.

Therefore, the third motor generator 201 and the fourth motor generator 301 are arranged to respectively and independently drive the second pair of wheels 77, so that differential rotation of the second pair of wheels 77 can be realized, and when one wheel slips, the anti-slip synchronizer 503 can synchronize the second pair of wheels 77 to enable the second pair of wheels 77 to synchronously rotate, so that the second pair of wheels 77 can be driven to work together after power output by two motors (of course, one motor) is coupled, the wheel slip phenomenon is improved, and the passing capacity of the vehicle is improved.

In short, according to the power transmission system 100 of the embodiment of the present invention, because the anti-skid synchronizer 503 is provided, the mechanical self-locking differential structure of the corresponding axle (for example, the rear axle) can be eliminated, but the function of the conventional mechanical self-locking differential can be realized through the synchronization action of the anti-skid synchronizer 503, so that the power transmission system 100 of the embodiment of the present invention has a more compact structure and lower cost.

The transmission of the third motor generator 201, the fourth motor generator 301, and the wheels will be described in detail with reference to the examples of fig. 5 to 8.

In some embodiments, as shown in fig. 5 to 7, the third motor generator 201 and the corresponding wheel are indirectly driven through a gear structure, and similarly, the fourth motor generator 301 and the corresponding wheel are indirectly driven through the gear structure.

The transmission is carried out through the gear structure, the realization is easy, the structure is simple, the required transmission ratio can be obtained, and the transmission is reliable. In addition, the third motor generator 201 and the fourth motor generator 301 transmit power with the corresponding wheels through the same gear structure, which improves the versatility of the gear structure, and also provides the power transmission system 100 with high symmetry, thereby avoiding the center of gravity from deviating to one side too much, enabling the center of gravity to be located at the middle position or the position close to the middle position of the two wheels better, and improving the stability and reliability of the power transmission system 100.

Further, as an alternative embodiment, as shown in fig. 5 to 7, the gear structure employed between the third motor generator 201 and the corresponding wheel may include four gears of a first gear 401, a second gear 402, a third gear 403, and a fourth gear 404.

First gear 401 may be provided on first power output shaft 202 corresponding to third motor generator 201, and first gear 401 may rotate synchronously with first power output shaft 202. The first power output shaft 202 may be configured to output power generated from the third motor generator 201, or the first power output shaft 202 may output power of a wheel dragging backwards to the third motor generator 201, and a motor shaft of the first power output shaft 202 and a motor shaft of the third motor generator 201 may be the same structure. Of course, alternatively, the motor shafts of the first power output shaft 202 and the third motor generator 201 may be two separate components, and in this case, the first power output shaft 202 and the motor of the third motor generator 201 may be connected.

A first half shaft 204 is connected to the wheel corresponding to the third motor generator 201, a second gear 402 is provided on the first half shaft 204 and is rotatable in synchronization with the first half shaft 204, a third gear 403 is meshed with the first gear 401 and a fourth gear 404 is meshed with the second gear 402, and the third gear 403 and the fourth gear 404 are coaxially arranged and rotatable in synchronization.

Similarly, as shown in fig. 5 to 7, the gear structure employed between the fourth motor generator 301 and the corresponding wheel may include four gears of a fifth gear 405, a sixth gear 406, a seventh gear 407, and an eighth gear 408. The fifth gear 405 may be provided on the second power output shaft 302 corresponding to the fourth motor generator 301 and may be rotated in synchronization with the second power output shaft 302. The second power output shaft 302 may be configured to output power generated from the fourth motor generator 301, or the second power output shaft 302 may output power of a wheel dragging backwards to the fourth motor generator 301, and a motor shaft of the second power output shaft 302 and a motor shaft of the fourth motor generator 301 may be the same structure. Alternatively, of course, the second power output shaft 302 and the motor shaft of the fourth motor generator 301 may be two separate components, and in this case, the second power output shaft 302 and the motor shaft of the fourth motor generator 301 may be connected.

A second half shaft 304 is connected to the wheel corresponding to the fourth motor generator 301, a sixth gear 406 is provided on the second half shaft 304 and is rotatable in synchronization with the second half shaft 304, a seventh gear 407 is meshed with the fifth gear 405 and an eighth gear 408 is meshed with the sixth gear 406, the seventh gear 407 and the eighth gear 408 are arranged in synchronization and are rotatable in synchronization.

Alternatively, the sizes and the numbers of teeth of the first gear 401 and the fifth gear 405, the second gear 402 and the sixth gear 406, the third gear 403 and the seventh gear 407, and the fourth gear 404 and the eighth gear 408 may be respectively the same, thereby improving the versatility of the gear structure.

As an alternative embodiment, the third gear 403 and the fourth gear 404 may be fixed on the first gear shaft 501, and the seventh gear 407 and the eighth gear 408 may be fixed on the second gear shaft 502. Of course, the third gear 403 and the fourth gear 404 may also be configured as a step gear or a cogged gear structure. Similarly, the seventh gear 407 and the eighth gear 408 may also be configured as a step gear or a cogged gear structure.

In some examples, as shown in FIG. 5, an anti-skid synchronizer 503 may be disposed on first half shaft 204 and configured to selectively engage sixth gear 406, e.g., a side of sixth gear 406 facing anti-skid synchronizer 503 may be provided with an engaging ring gear with which an engaging sleeve of anti-skid synchronizer 503 is fitted. Thus, when the anti-skid synchronizer 503 is engaged, the second pair of wheels 77 will rotate synchronously.

In other examples, as shown in fig. 6, an anti-skid synchronizer 503 is provided on the first power take-off shaft 202 and is configured to selectively engage the fifth gear 405, for example, a side of the fifth gear 405 facing the anti-skid synchronizer 503 may be provided with an engaging ring gear to which an engaging sleeve of the anti-skid synchronizer 503 is fitted. Thus, when the anti-skid synchronizer 503 is engaged, the second pair of wheels 77 will rotate synchronously.

In still other examples, as shown in fig. 7, an anti-skid synchronizer 503 is provided on the first gear shaft 501 and is configured to selectively engage the seventh gear 407, for example, a side of the seventh gear 407 facing the anti-skid synchronizer 503 may be provided with an engaging ring gear to which an engaging sleeve of the anti-skid synchronizer 503 is fitted. Thus, when the anti-skid synchronizer 503 is engaged, the second pair of wheels 77 will rotate synchronously.

Alternatively, in the example of fig. 8, the third motor generator 201 is coaxially connected to the corresponding wheel and the fourth motor generator 301 is coaxially connected to the corresponding wheel. Further, the third motor generator 201 and the fourth motor generator 301 may be wheel-side motors, so that the transmission chain is short, the transmission energy loss is small, and the transmission efficiency is high.

Further, as shown in fig. 8, an anti-skid synchronizer 503 may be provided on the first power output shaft 202 corresponding to the third motor generator 201 and configured to selectively engage the second power output shaft 302 corresponding to the fourth motor generator 301. Thus, when the anti-skid synchronizer 503 is engaged, the second pair of wheels 77 will rotate synchronously.

The configuration and typical operating conditions of the powertrain 100 in each embodiment are briefly described below with reference to fig. 2, 4-8.

The first embodiment is as follows:

as shown in fig. 2, the engine 4 is connected to the input 23d of the dual clutch 2d, the first output 21d of the dual clutch 2d is connected to the first input shaft 11, the second output 22d of the dual clutch 2d is connected to the second input shaft 12, the input 23d of the dual clutch 2d and the first output 21d and the second output 22d of the dual clutch 2d may be simultaneously in a disconnected state, or the input 23d of the dual clutch 2d may be engaged with one of the first output 21d and the second output 22d of the dual clutch 2d, or the input 23d of the dual clutch 2d may be simultaneously engaged with the first output 21d and the second output 22d of the dual clutch 2 d.

The second input shaft 12 is a hollow shaft structure, the first input shaft 11 is a solid shaft, the second input shaft 12 is coaxially sleeved on the first input shaft 11, and a part of the first input shaft 11 extends outwards from the second input shaft 12 along the axial direction.

The first input shaft 11 is provided with a first-gear driving gear 1a, a third-gear driving gear 3a and a fifth-gear driving gear 5a which can synchronously rotate along with the first input shaft 11, the first-gear driving gear 1a is located on the right side of the fifth-gear driving gear 5a, and the third-gear driving gear 3a is located on the left side of the fifth-gear driving gear 5 a.

The second input shaft 12 is provided with a second gear driving gear 2a and a fourth gear driving gear 4a which can synchronously rotate along with the second input shaft 12, the second gear driving gear 2a is located on the left side, and the fourth gear driving gear 4a is located on the right side.

First output shaft 21 and two input shaft parallel arrangement, the sky cover has one to keep off driven gear 1b, two keep off driven gear 2b, three keep off driven gear 3b and four keep off driven gear 4b on first output shaft 21, one keeps off driven gear 1b and one keeps off driving gear 1a direct meshing, two keep off driven gear 2b and two keep off driving gear 2a direct meshing, three keep off driven gear 3b and three keep off driving gear 3a direct meshing, four keep off driven gear 4b and four keep off driving gear 4a direct meshing.

The first output shaft 21 is further provided with a third-gear synchronizer 13c and a second-fourth-gear synchronizer 24c, the third-gear synchronizer 13c is located between the first-gear driven gear 1b and the third-gear driven gear 3b and can selectively synchronize the first-gear driven gear 1b or the third-gear driven gear 3b with the first output shaft 21, and the second-fourth-gear synchronizer 24c is located between the second-gear driven gear 2b and the fourth-gear driven gear 4b and can selectively synchronize the second-gear driven gear 2b or the fourth-gear driven gear 4b with the first output shaft 21.

The second output shaft 22 is also arranged in parallel with the two input shafts, a fifth-gear driven gear 5b is sleeved on the second output shaft 22 in an idle mode, the fifth-gear driven gear 5b is directly meshed with the fifth-gear driving gear 5a, and a fifth-gear synchronizer 5c is further arranged on the second output shaft 22 and used for synchronizing the fifth-gear driven gear 5b with the second output shaft 22.

The motor power shaft 3 is arranged in parallel with the two input shafts and the two output shafts, a first motor power shaft gear 31 and a second motor power shaft gear 32 are sleeved on the motor power shaft 3, the first motor power shaft gear 31 is located on the left side, and the second motor power shaft gear 32 is located on the right side.

The motor power shaft 3 is further provided with a motor power shaft synchronizer 33c, the motor power shaft synchronizer 33c is located between the motor power shaft first gear 31 and the motor power shaft second gear 32, and the motor power shaft synchronizer 33c is used for selectively synchronizing the motor power shaft first gear 31 with the motor power shaft 3 or synchronizing the motor power shaft second gear 32 with the motor power shaft 3.

Further, as shown in fig. 2, the second output shaft 22 is also idly sleeved with a first reverse intermediate gear 72, one side of the first reverse intermediate gear 72 is formed with a gear sleeve 721, the gear sleeve 721 is likewise idly sleeved on the second output shaft 22, a second reverse intermediate gear 73 is idly sleeved on the gear sleeve 721, the second reverse intermediate gear 73 is meshed with the second-gear drive gear 2a, and a reverse synchronizer 74c is disposed on the gear sleeve 721 and is available for the second reverse intermediate gear 73.

The motor power shaft first gear 31 is configured as a duplicate gear, one gear portion 312 of the motor power shaft first gear 31 meshes with the first reverse intermediate gear 72, and the other gear portion 311 of the motor power shaft first gear 31 directly meshes with the final drive driven gear 74. Meanwhile, an intermediate idle gear 6 is sleeved on the second output shaft 22, and the intermediate idle gear 6 is respectively meshed with the four-gear driving gear 4b and the second gear 32 of the power shaft of the motor.

A first output shaft output gear 211 that meshes with the final drive driven gear 74 is fixedly provided on the first output shaft 21, and a second output shaft output gear 221 that meshes with the final drive driven gear 74 is fixedly provided on the second output shaft 22. The first motor generator 51 is coaxially connected to the motor power shaft 3.

Exemplary operating conditions of the powertrain 100 shown in FIG. 2 are described in detail below.

Parking charging working condition:

the input end 23d of the double clutch 2d is connected with the second output end 22d and disconnected with the first output end 21d, and the motor power shaft synchronizer 33c is connected with the motor power shaft second gear 32, so that the power output by the engine 4 is transmitted to the first motor generator 51 after passing through the input end 23d of the double clutch 2d, the second output end 22d, the second input shaft 12, the fourth-gear driving gear 4a, the intermediate idle gear 6, the motor power shaft second gear 32, the motor power shaft synchronizer 33c and the motor power shaft 3 in sequence, and the first motor generator 51 is driven to generate power.

Under the working condition, the charging with a fixed speed ratio can be realized, the energy transmission efficiency is higher, the selection of the speed ratio has a direct relation with the rotating speed of the engine 4 during parking, the selection of the first motor generator 51, the highest rotating speed allowed by additional parts such as a peripheral bearing and the like, and for a person skilled in the art, the factors such as the above factors can be considered, the corresponding transmission speed ratio can be flexibly designed, so that the energy of the engine 4 can be utilized to the maximum extent when the power transmission system 100 is in parking for power generation, and the purpose of quick charging is achieved.

Pure electric working condition:

path one: the motor power shaft synchronizer 33c engages the motor power shaft first gear 31, and the power output from the first motor generator 51 is output through the motor power shaft first gear 31.

And a second route: the motor power shaft synchronizer 33c is engaged with the motor power shaft second gear 32, the first motor generator 51 outputs power to the second input shaft 12 through the motor power shaft second gear 32 and the intermediate idle gear 6, and the second-fourth-speed synchronizer 24c is engaged with the second-speed driven gear 2b or the fourth-speed driven gear 4b, so that the power output by the first motor generator 51 is finally output from the first output shaft 21 through the second-speed gear pair or the fourth-speed gear pair.

Preferably, the first motor generator 51 is capable of adjusting the speed of the motor power shaft 3 when switching the path.

First, switching from path one to path two is described: at this time, the motor power shaft synchronizer 33c moves from the position engaged with the motor power shaft first gear 31 to the position engaged with the motor power shaft second gear 32, and during this time, the first motor generator 51 can adjust the rotation speed of the motor power shaft 3 with the rotation speed of the motor power shaft second gear 32 as a target, so that the rotation speed of the motor power shaft 3 matches the motor power shaft second gear 32, and thus the motor power shaft synchronizer 33c can quickly engage with the motor power shaft second gear 32, and the synchronization efficiency is improved.

Next, switching from path two to path one is described: at this time, the motor power shaft synchronizer 33c moves from the position engaged with the motor power shaft second gear 32 to the position engaged with the motor power shaft first gear 31, and during this time, the first motor generator 51 can adjust the rotation speed of the motor power shaft 3 with the rotation speed of the motor power shaft first gear 31 as a target, so that the rotation speed of the motor power shaft 3 matches the motor power shaft first gear 31, and the motor power shaft synchronizer 33c can quickly engage with the motor power shaft first gear 31, thereby improving the synchronization efficiency.

Of course, it should be understood that the above speed regulation mode is applicable not only to the pure electric operation condition, but also to other operation conditions, such as a hybrid operation condition, and the like, as long as the operation condition that the engagement state of the motor power shaft synchronizer 33c changes (for example, switching from engagement with the motor power shaft first gear 31 to engagement with the motor power shaft second gear 32, or switching from engagement with the motor power shaft second gear 32 to engagement with the motor power shaft first gear 31) is involved.

The mixed-action working condition of each gear is as follows:

when the power transmission system 100 is in the first-gear hybrid operating condition, the first-third-gear synchronizer 13c engages the first-gear driven gear 1b, the input end 23d of the double clutch 2d engages the first output end 21d and is disconnected from the second output end 22d, and the motor power shaft synchronizer 33c engages the motor power shaft first gear 31.

Therefore, the power output from the engine 4 is output from the first output shaft 21 through the first input shaft 11 and the first gear pair, the power output from the first motor generator 51 is directly output through the first gear 31 of the motor power shaft, the two portions of power are finally coupled at the driven gear 74 of the main reducer, and the coupled power is distributed to the wheels on both sides from the differential 75.

In the gear hybrid operation, the first motor generator 51 can be adjusted in speed, so that the final drive driven gear 74 can receive the power from the engine 4 and the first motor generator 51 synchronously in a balanced manner, and the smoothness and the harmony of the transmission can be improved.

When the power transmission system 100 is in the second-gear mixing operation mode, the third-gear mixing operation mode, the fourth-gear mixing operation mode, and the fifth-gear mixing operation mode, similarly to when the power transmission system 100 is in the first-gear mixing operation mode, the difference is that the engagement states of the respective synchronizers are different, the second-fourth-gear synchronizer 24c engages the second-gear driven gear 2b and the power of the engine is output from the first output shaft 21 in the second-gear mixing operation, the first-third-gear synchronizer 13c engages the third-gear driven gear 3b and the power of the engine is output from the first output shaft 21 in the third-gear mixing operation, the second-fourth-gear synchronizer 24c engages the fourth-gear driven gear 4b and the power of the engine is output from the first output shaft 21 in the fourth-gear mixing operation, and the fifth-gear synchronizer 5c engages the fifth-gear driven gear 5b and the power of the engine is output from the second output shaft 21 in.

Similarly, when the power transmission system is in the above-mentioned second gear hybrid operating mode, third gear hybrid operating mode, fourth gear hybrid operating mode, and fifth gear hybrid operating mode, the first motor generator 51 can also perform speed regulation, so that the main reducer driven gear 74 can synchronously receive the power from the engine 4 and the first motor generator 51 in a balanced manner, and smoothness and harmony of transmission are improved.

The first working condition scheme of driving and charging the engine at the same time:

when the power transmission system 100 is in the odd-numbered gear for the engine-side driving and charging condition, taking the first-gear transmission as an example, the first-third synchronizer 13c is engaged with the first-gear driven gear 1b, the input end 23d of the double clutch 2d is simultaneously engaged with the first output end 21d and the second output end 22d, and the motor power shaft synchronizer 33c is engaged with the motor power shaft second gear 32.

Thus, a part of the power output from the engine 4 is output from the first output shaft 21 through the first input shaft 11 and the first gear pair, and another part of the power output from the engine 4 is output to the first motor generator 51 through the second input shaft 12, the intermediate idle gear 6, the motor power shaft second gear 32 and the motor power shaft 3, thereby driving the first motor generator 51 to generate power.

Similarly, when the power transmission system 100 is in the third gear or the fifth gear, the difference is that the engagement state of the corresponding synchronizer is substantially the same as that in the first gear, for example, the first third synchronizer 13c engages the third driven gear 3b in the third gear, and the fifth synchronizer 5c engages the fifth driven gear 5b in the fifth gear, and the rest are substantially the same as those in the first gear, and thus the description is omitted.

The side driving and charging working condition of the odd gears realizes breakthrough application of the double clutches 2d, namely the double clutches 2d are simultaneously engaged, so that the transmission modes are enriched, and the charging and driving efficiency is improved.

When the power transmission system 100 is in the even-numbered gear for the engine-side driving and charging condition, taking the second-gear transmission as an example, the second-fourth-gear synchronizer 24c engages the second-gear driven gear 2b, the input end 23d of the double clutch 2d engages with the second output end 22d and is disconnected from the first output end 21d, and the motor power shaft synchronizer 33c engages with the motor power shaft first gear 31.

The power output from the engine 4 is output from the first output shaft 21 via the second input shaft 12 and the secondary gear pair, and the wheels drag the motor power shaft 3 via the motor power shaft first gear 31, thereby driving the first motor generator 51 to generate power.

When the power transmission system 100 is in the four-gear drive-while-charging operating condition, the difference is that the two-and-four-gear synchronizer 24c engages the four-gear driven gear 3b at this time, which is substantially the same as when the power transmission system 100 is in the two-gear drive-while-charging operating condition.

In summary, for those skilled in the art, any transmission path in the working condition of charging while driving the engine can be flexibly selected according to actual needs, so that the transmission mode of the power transmission system 100 is greatly enriched, the driving pleasure is improved, the vehicle can better adapt to different road conditions, and the dynamic property and the fuel economy of the vehicle are improved.

And (3) reverse gear working condition:

when the power transmission system 100 is in the mechanical reverse gear operating condition, the reverse synchronizer 74c synchronizes the first reverse intermediate gear 72 and the second reverse intermediate gear 73, the input end 23d of the double clutch 2d is connected with the second output end 22d and disconnected with the first output end 21d, and the power output by the engine 4 is output from the motor power shaft first gear 31 after passing through the second input shaft 12, the second reverse intermediate gear 73 and the first reverse intermediate gear 72.

When the powertrain 100 is in the electric reverse mode, the motor power shaft synchronizer 33c synchronizes the motor power shaft 3 and the motor power shaft first gear 31, and the power of the first motor generator 51 is directly output through the motor power shaft first gear 31.

When the power transmission system 100 is in a hybrid reverse gear mode, the motor power shaft synchronizer 33c synchronizes the motor power shaft 3 with the motor power shaft first gear 31 and the reverse gear synchronizer 74c synchronizes the first reverse gear intermediate gear 72 with the second reverse gear intermediate gear 73, the power output by the engine 4 is output to the motor power shaft first gear 31 through the second input shaft 12, the second reverse gear intermediate gear 73 and the first reverse gear intermediate gear 72, the power of the first motor generator 51 is directly output to the motor power shaft first gear 31, and two parts of power are coupled and output at the motor power shaft first gear 31.

Example two:

as shown in fig. 4, the power transmission system 100 in this embodiment is mainly different from the power transmission system 100 shown in fig. 2 in the configuration of the intermediate idler 6. In this embodiment, the intermediate idler gear 6 is configured as a double gear and has gear portions 61, 62, one of which 61 meshes with the fourth gear drive gear 4a and the other 62 meshes with the motor power shaft second gear 32. The rest of the components may be substantially identical to the power transmission system 100 in the embodiment of fig. 2, and will not be described herein.

Example three-example six:

as shown in fig. 5 to 8, the main difference between the power transmission system 100 in this embodiment and the power transmission system 100 shown in fig. 2 is that a rear-drive structure is added, and structures such as the third electric motor 201, the fourth electric motor 301, and the anti-skid synchronizer 503 are mainly added, which may be referred to the above description of the electronic differential lock structure and will not be described herein again.

Further, a vehicle including the power transmission system 100 as described above is further provided according to an embodiment of the invention. It should be understood that other configurations of the vehicle according to the embodiment of the present invention, such as a running system, a steering system, a brake system, etc., are already known in the art and are well known to those of ordinary skill in the art, and therefore, a detailed description of the conventional structure is omitted herein.

In the description herein, references to the description of the term "one embodiment," "some embodiments," "an example," "a specific example," or "some examples," etc., mean that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the invention. In this specification, the schematic representations of the terms used above are not necessarily intended to refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples. Furthermore, various embodiments or examples described in this specification can be combined and combined by those skilled in the art.

Although embodiments of the present invention have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present invention, and that variations, modifications, substitutions and alterations can be made to the above embodiments by those of ordinary skill in the art within the scope of the present invention.

Claims

1. A transmission, comprising:

the gear driving gear is arranged on each input shaft;

each output shaft is provided with a gear driven gear which is correspondingly meshed with the gear driving gear;

the first reverse gear intermediate gear is arranged to be selectively linked with the second reverse gear intermediate gear;

the motor power shaft is provided with a first motor power shaft gear and a second motor power shaft gear in an empty sleeve manner, and the motor power shaft is also provided with a motor power shaft synchronizer positioned between the first motor power shaft gear and the second motor power shaft gear, wherein the motor power shaft synchronizer is arranged on the motor power shaft

The motor power shaft first gear is engaged with the first reverse intermediate gear, and the motor power shaft second gear is arranged to be linked with the one of the input shafts.

2. The transmission of claim 1, further comprising:

a reverse synchronizer configured to synchronize the first reverse idler gear and the second reverse idler gear.

3. The transmission of claim 2, wherein a gear sleeve is disposed on the first reverse idler gear, the second reverse idler gear is idler on the gear sleeve, and the reverse synchronizer is disposed on the gear sleeve and is configured to engage the second reverse idler gear.

4. The transmission of claim 2,

the input shaft includes: the first input shaft and the second input shaft are coaxially sleeved on the first input shaft;

the plurality of output shafts include: the first output shaft and the second output shaft are arranged in parallel with the input shaft.

5. The transmission of claim 4, wherein the first input shaft is provided with a first gear drive gear, a third gear drive gear and a fifth gear drive gear, and the second input shaft is provided with a second gear drive gear and a fourth gear drive gear;

a first-gear driven gear, a second-gear driven gear, a third-gear driven gear and a fourth-gear driven gear are arranged on the first output shaft, and a fifth-gear driven gear is arranged on the second output shaft;

a third-gear synchronizer is arranged between the first-gear driven gear and the third-gear driven gear, a second-fourth-gear synchronizer is arranged between the second-gear driven gear and the fourth-gear driven gear, and a fifth-gear synchronizer is arranged on one side of the fifth-gear driven gear.

6. The transmission of claim 5, wherein the reverse synchronizer and the fifth synchronizer share the same fork mechanism.

7. The transmission of claim 1, wherein the motor-power-shaft first gear is configured as a duplicate gear, a portion of the motor-power-shaft first gear is in mesh with the first reverse idler gear, and another portion of the motor-power-shaft first gear is in mesh with a final drive driven gear.

8. The transmission of claim 4, wherein a first output shaft output gear is fixedly disposed on the first output shaft, a second output shaft output gear is fixedly disposed on the second output shaft, and both the first output shaft output gear and the second output shaft output gear are engaged with a final drive driven gear.

9. The transmission of claim 5, wherein the motor power shaft second gear is meshed with the fourth gear drive gear or is in transmission with the fourth gear drive gear through an intermediate idler gear.

10. The transmission of claim 9, wherein the intermediate idler gear is a duplicate gear, one portion of the duplicate gear being in mesh with the fourth drive gear and another portion of the duplicate gear being in mesh with the second gear of the motor power shaft.

11. A powertrain system, comprising:

a transmission according to any one of claims 1 to 10; and

a first motor generator configured to be interlocked with the motor power shaft.

12. The powertrain system of claim 11, wherein the transmission is a transmission according to claim 4;

the power transmission system further includes:

the double clutch is provided with an input end, a first output end and a second output end, the engine is connected with the input end, the first output end is connected with the first input shaft, and the second output end is connected with the second input shaft.

13. The powertrain system of claim 12, wherein the engine is capable of outputting a portion of the power through one of the output shafts to wheels as power for vehicle travel and another portion of the power through the motor power shaft to the first motor generator to drive the first motor generator to generate electricity by simultaneous engagement of the input with the first and second outputs.

14. The powertrain system of claim 12, wherein the vehicle has a mechanical reverse mode, an electric reverse mode, and a hybrid reverse mode,

when the vehicle is in the mechanical reverse mode, the engine outputs the generated power to the one of the input shafts as a power source, and outputs the power to the motor power shaft first gear through synchronization of the reverse synchronizer;

when the vehicle is in the electric reverse mode, the first motor generator acts as a power source and outputs power to the motor power shaft first gear through synchronization of the motor power shaft synchronizer to the motor power shaft first gear;

when the vehicle is in the hybrid reverse mode, the engine outputs generated power to the one of the input shafts as one of the power sources and outputs power to the motor power shaft first gear through synchronization of the reverse synchronizer, and the first motor generator outputs power to the motor power shaft first gear as the other power source and through synchronization of the motor power shaft synchronizer with the motor power shaft first gear.

15. The powertrain system of claim 12, wherein the engine is configured to output the generated power to the one of the input shafts and to output the power to the first motor generator to drive the first motor generator to generate electricity through synchronization of the motor power shaft second gear by the motor power shaft synchronizer when the vehicle is in the park state.

16. The drivetrain of claim 11, wherein the motor power shaft synchronizer is configured to, during a transition from engagement with one of the motor power shaft first gear and the motor power shaft second gear to engagement with the other, speed-adjust the motor power shaft by targeting a rotational speed of the other of the motor power shaft first gear and the motor power shaft second gear.

17. The drivetrain of claim 11, wherein the input shaft comprises: the first input shaft and the second input shaft are coaxially sleeved on the first input shaft; the plurality of output shafts include: the first output shaft and the second output shaft are arranged in parallel with the input shaft;

the power transmission system further includes: a second motor generator, wherein

The second motor generator is in transmission with a driven gear of a main speed reducer of the vehicle; or

The second motor generator is connected with the first output shaft; or

The second motor generator is connected to the first input shaft; or

The driven gear of the main speed reducer of the vehicle is arranged on the differential, and the two second motor generators are respectively arranged on two sides of the differential.

18. The drivetrain according to any one of claims 12-15,

the engine and/or the first motor generator is used to drive a first pair of wheels; and

the power transmission system further includes:

a third motor generator provided in association with one of a second pair of wheels, the fourth motor generator being provided in association with the other of the second pair of wheels, the first pair of wheels being one of a front wheel and a rear wheel, the second pair of wheels being the other of the front wheel and the rear wheel;

an anti-skid synchronizer configured to selectively synchronize a second pair of wheels such that the second pair of wheels rotate in synchronization.

19. The drivetrain of claim 18,

a first gear is arranged on a first power output shaft corresponding to the third motor generator, the wheel corresponding to the third motor generator is connected with a first half shaft, and a second gear is arranged on the first half shaft; the power transmission system further comprises a third gear and a fourth gear, the third gear is meshed with the first gear and the fourth gear is meshed with the second gear, and the third gear and the fourth gear are coaxially arranged and can synchronously rotate; and

a fifth gear is arranged on a second power output shaft corresponding to the fourth motor generator, the wheel corresponding to the fourth motor generator is connected with a second half shaft, and a sixth gear is arranged on the second half shaft; the power transmission system further includes a seventh gear and an eighth gear, the seventh gear being in mesh with the fifth gear and the eighth gear being in mesh with the sixth gear, the seventh gear and the eighth gear being coaxially arranged and synchronously rotatable; wherein,

the anti-skid synchronizer is disposed on the first axle shaft and is configured to selectively engage the sixth gear; or the antiskid synchronizer is arranged on a first power output shaft corresponding to the third motor generator and is arranged to be selectively engaged with the fifth gear; or

The third gear and the fourth gear are fixed on a first gear shaft, and the seventh gear and the eighth gear are fixed on a second gear shaft; and the anti-slip synchronizer is disposed on the first gear shaft and is configured to selectively engage the seventh gear.

20. The drivetrain of claim 18, wherein a first power output shaft corresponding to the third motor generator is coaxially coupled to the corresponding wheel and a second power output shaft corresponding to the fourth motor generator is coaxially coupled to the corresponding wheel, the anti-skid synchronizer being disposed on the first power output shaft and configured to selectively engage the second power output shaft.

21. A vehicle characterized by comprising a power transmission system according to any one of claims 11-20.