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CN107867166B - Power driving system for vehicle and vehicle - Google Patents

Power driving system for vehicle and vehicle Download PDF

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Publication number
CN107867166B
CN107867166B CN201610858460.7A CN201610858460A CN107867166B CN 107867166 B CN107867166 B CN 107867166B CN 201610858460 A CN201610858460 A CN 201610858460A CN 107867166 B CN107867166 B CN 107867166B
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CN
China
Prior art keywords
gear
shaft
motor
power
power shaft
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Application number
CN201610858460.7A
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Chinese (zh)
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CN107867166A (en
Inventor
廉玉波
刘洋
凌和平
翟震
徐友彬
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BYD Co Ltd
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BYD Co Ltd
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Priority to CN201610858460.7A priority Critical patent/CN107867166B/en
Publication of CN107867166A publication Critical patent/CN107867166A/en
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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
    • 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 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 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/24—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 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 combustion engines
    • 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
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/02—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of clutch
    • 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
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location or kind of gearing
    • B60K17/06—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location or kind of gearing of change-speed gearing
    • B60K17/08—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location or kind of gearing of change-speed gearing of mechanical type
    • 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
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location or kind of gearing
    • B60K17/16—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location or kind of gearing of differential gearing
    • 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
    • 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 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 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/26—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 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 motors or the generators
    • 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
    • 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 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 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 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
    • 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 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

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

Abstract

The invention discloses a power driving system for a vehicle and the vehicle, the power driving system comprises: the engine can be jointed with the input shaft, the output shaft corresponds to the input shaft, a first gear, a second gear, a third gear, a fourth gear, a fifth gear, a sixth gear, a seventh.

Description

Power driving system for vehicle and vehicle
Technical Field
The invention relates to the technical field of vehicles, in particular to a power driving system for a vehicle and the vehicle with the power driving 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, the inventor knows that some hybrid vehicles have fewer driving modes, lower driving transmission efficiency, and lower power generation efficiency in the parking power generation condition.
Disclosure of Invention
The present invention is directed to solving, at least to some extent, one of the technical problems in the related art. Therefore, the invention provides the power driving system for the vehicle, which has the advantages of rich driving modes, high driving efficiency and high parking power generation efficiency.
The invention further provides a vehicle.
The power drive system for a vehicle according to the present invention includes: an engine; a plurality of input shafts, a first clutch device is arranged between the engine and the plurality of input shafts so that the engine can be selectively jointed with at least one of the plurality of input shafts, and a 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 motor power shaft is fixedly provided with a motor power shaft first gear of the motor power shaft, a motor power shaft second gear capable of being connected with the motor power shaft and a motor power shaft third gear capable of being connected with the motor power shaft are arranged on the motor power shaft in an empty sleeve mode, the motor power shaft first gear and the plurality of output shafts are suitable for being linked with a differential mechanism of the vehicle, the motor power shaft second gear is linked with one gear driving gear in the same direction, and the other gear driving gear of the motor power shaft third gear is linked in the opposite direction; a first motor generator, said first motor generator being in linkage with said motor power shaft; a second motor generator, the second motor generator and the engine being located on an input side of the first clutch device, the plurality of input shafts being located on an output side of the first clutch device, the second motor generator being provided so as to be able to generate power by parking when the vehicle is parked using at least part of power output from the engine.
According to the power driving system for the vehicle, the driving modes of the power driving system are rich, and the transmission efficiency is high in the pure electric mode and the hybrid power mode, so that the power performance and the economical efficiency of the vehicle can be improved. In addition, when the vehicle is in the parking operating mode, the parking generating efficiency is high.
In addition, the power drive system for a vehicle according to the present invention may also have the following additional technical features:
in some examples of the present invention, the first clutch device is a dual clutch having an input, a first output, and a second output, the input selectively engaging at least one of the first output and the second output.
In some examples of the present invention, the input terminal is provided with input terminal external teeth, and the second motor generator is linked with the input terminal external teeth.
In some examples of the invention, the second motor generator is coaxially connected to the input terminal.
In some examples of the present invention, a second clutch device is provided between the second motor generator and the engine.
In some examples of the present invention, the second clutch device is built in a rotor of the second motor generator.
In some examples of the invention, the engine, the second clutch device and the input of the double clutch are arranged coaxially.
In some examples of the present invention, a rated power of the first motor generator is larger than a rated power of the second motor generator.
In some examples of the present invention, the rated power of the first motor generator is twice or more than the rated power of the second motor generator.
In some examples of the present invention, the second motor generator is located between the first clutch device and the engine.
In some examples of the invention, a motor power shaft second synchronizer for engaging the motor power shaft second gear and a motor power shaft third synchronizer for engaging the motor power shaft third gear are also provided on the motor power shaft.
In some examples of the invention, the second gear of the motor power shaft shares a first fork mechanism with a gear synchronizer corresponding to one of the gear driven gears.
In some examples of the invention, the third gear of the motor power shaft shares a second fork mechanism with a gear synchronizer corresponding to the other gear driven gear.
In some examples of the invention, a first intermediate idler gear is disposed between the second gear of the motor power shaft and the one of the gear drive gears.
In some examples of the invention, the first intermediate idler gear is a duplicate gear, one gear of the duplicate gear is meshed with one gear driving gear and the other gear is meshed with the second gear of the power shaft of the motor.
In some examples of the invention, the power drive system further comprises: and the second intermediate idler wheel is respectively meshed with the other gear driving gear and the third gear of the motor power shaft.
In some examples of the present invention, the second intermediate idler gear is a duplicate gear, one gear of the duplicate gear is meshed with the other gear driving gear, and the other gear is linked with the third gear of the power shaft of the motor through a third intermediate idler gear.
In some examples of the invention, the first motor generator is coaxially coupled to the motor power shaft through a gear assembly.
In some examples of the invention, the input shaft comprises: the first input shaft is sleeved with the second input shaft, the first input shaft is provided with a first-gear driving gear, a third-gear driving gear and a fifth-gear driving gear, and the second input shaft is provided with a second-gear driving gear and a fourth-sixth-gear driving gear; the output shaft includes: a first output shaft and a second output shaft; a first-gear driven gear, a second-gear driven gear, a third-gear driven gear and a fourth-gear driven gear are sleeved on the first output shaft in an empty manner, and a fifth-gear driven gear and a sixth-gear driven gear are sleeved on the second output shaft in an empty manner; the gear transmission mechanism is characterized in that a three-gear synchronizer is arranged between the first-gear driven gear and the third-gear driven gear, a two-gear synchronizer and a four-gear synchronizer are arranged between the second-gear driven gear and the fourth-gear driven gear, a five-gear synchronizer is arranged on one side of the fifth-gear driven gear, and a six-gear synchronizer is arranged on one side of the sixth-gear driven gear. In some examples of the invention, the motor power shaft is further provided with a motor power shaft second synchronizer for engaging the motor power shaft second gear, and the motor power shaft second gear and the six-gear driven gear share a first fork mechanism.
In some examples of the invention, the motor power shaft is further provided with a motor power shaft third synchronizer for engaging the motor power shaft third gear, and the motor power shaft third gear and the fifth-gear driven gear share a second fork mechanism.
In some examples of the present invention, 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 the first output shaft output gear, the second output shaft output gear, and the motor power shaft first gear are respectively engaged with a final drive driven gear of the vehicle.
In some examples of the present invention, the third gear drive gear and the fifth gear drive gear are the same gear.
The vehicle comprises the power driving system for the vehicle.
The beneficial effects of the vehicle are the same as those of the power drive system for the vehicle described above, and are not described in detail herein.
Drawings
FIG. 1 is a schematic illustration of a power drive system according to a first embodiment of the present invention;
FIG. 2 is a schematic illustration of a power drive system according to a second embodiment of the present invention;
FIG. 3 is a schematic illustration of a power drive system according to a third embodiment of the present invention;
FIG. 4 is a schematic illustration of a power drive system according to a fourth embodiment of the present invention;
FIG. 5 is a schematic illustration of a power drive system according to a fifth embodiment of the present invention;
fig. 6 is a schematic structural diagram of a vehicle according to an embodiment of the 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. 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.
The power drive system 100 according to the embodiment of the invention, which power drive system 100 can be applied to a vehicle 1000, for example, a hybrid vehicle 1000, is described in detail below with reference to the drawings.
The power drive system 100 according to an embodiment of the present invention may include: the engine 1, the plurality of input shafts, the plurality of output shafts, the first motor generator 4, the second motor generator 6, and the motor power shaft 41, but the power drive system 100 may include other mechanical components, for example, the first clutch device 5d, the second clutch device 7, and the like.
The engine 1 is provided to selectively engage at least one of the plurality of input shafts, that is, the engine 1 can be engaged with one of the plurality of input shafts to transmit power when the engine 1 outputs power, and of course, the engine 1 can also be engaged with a plurality of the plurality of input shafts simultaneously to transmit power. Each input shaft is provided with a gear driving gear, each output shaft is provided with a gear driven gear, the gear driven gears are correspondingly meshed with the gear driving gears, power transmission between the input shaft and the output shaft can be achieved through meshing between the gear driving gears and the gear driven gears, and the output rotating speed of the output shaft can be changed through selecting the gear driving gears and the gear driven gears with different transmission ratios.
A first clutch device 5d is disposed between the engine 1 and the plurality of input shafts, the first clutch device 5d can enable the engine 1 to selectively engage at least one of the plurality of input shafts, as shown in fig. 1-3, the first clutch device 5d can be a dual clutch having an input 51d, a first output 52d and a second output 53d, the input 51d can selectively engage at least one of the first output 52d and the second output 53 d. That is, the input 51d may engage the first output 52d, or the input 51d may engage the second output 53d, or the input 51d may engage both the first output 52d and the second output 53 d.
For example, as shown in fig. 1-3, the plurality of input shafts includes: a first input shaft 21 and a second input shaft 22, a first output end 52d being connected to the first input shaft 21, and a second output end 53d being connected to the second input shaft 22.
The first input shaft 21 is provided with a first-gear drive gear 1a, a third-gear drive gear 3a, and a fifth-gear drive gear 5a, and the second input shaft 22 is provided with a second-gear drive gear 2a and a fourth-sixth-gear drive gear 46 a. The second input shaft 22 is sleeved on the first input shaft 21, so that the axial length of the power driving system 100 can be effectively shortened, and the space occupied by the power driving system 100 in the vehicle 1000 can be reduced. The above-mentioned fourth-sixth gear driving gear 46a means that the gear can be used as both the fourth gear driving gear and the sixth gear driving gear, so that the axial length of the second input shaft 22 can be shortened, and the size of the power drive system 100 can be reduced.
The arrangement sequence of the plurality of gear driving gears is two-gear driving gear 2a, four-sixth gear driving gear 46a, three-gear driving gear 3a, first gear driving gear 1a and fifth gear driving gear 5a according to the distance from the engine 1. Through the position of rationally arranging a plurality of fender position driving gears, can be so that a plurality of fender position driven gear and a plurality of output shaft's position arrange rationally to can make power driving system 100 simple structure, it is small.
The output shaft includes: the first output shaft 31 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 in an empty sleeve mode, and the second output shaft 32 is provided with a fifth-gear driven gear 5b and a sixth-gear driven gear 6b in an empty sleeve mode. One of them keeps off driving gear 1a and one keeps off driven gear 1b meshing, and two keep off driving gear 2a and two keep off driven gear 2b meshing, and three keep off driving gear 3a and three keep off driven gear 3b meshing, and four-sixth keep off driving gear 46a and four-sixth keep off driven gear 4b meshing, and five keep off driving gear 5a and five keep off driven gear 5b meshing, and four-sixth keep off driving gear 46a and six keep off driven gear 6b meshing.
A third speed synchronizer 13c is provided between the first speed driven gear 1b and the third speed driven gear 3b, and the third speed synchronizer 13c can be used for synchronizing the first speed driven gear 1b and the first output shaft 31, and can be used for synchronizing the third speed driven gear 3b and the first output shaft 31.
A second-fourth synchronizer 24c is provided between the second-gear driven gear 2b and the fourth-gear driven gear 4b, and the second-fourth synchronizer 24c may be used to synchronize the second-gear driven gear 2b and the first output shaft 31, and may be the same as synchronizing the fourth-gear driven gear 4b and the first output shaft 31.
A fifth-speed synchronizer 5c is provided at one side of the fifth-speed driven gear 5b, and the fifth-speed synchronizer 5c can be used to synchronize the fifth-speed driven gear 5b and the second output shaft 32. A sixth-gear synchronizer 6c is provided on one side of the sixth-gear driven gear 6b, and the sixth-gear synchronizer 6c can be used to synchronize the sixth-gear driven gear 6b and the second output shaft 32.
In order to make the power driving system 100 more compact and more reasonable in layout, as shown in fig. 1, the three-gear driving gear and the five-gear driving gear may be the same gear, that is, the three-five-gear driving gear 35a, and thus the three-five-gear driving gear 35a is engaged with the three-gear driven gear 3b and the five-gear driven gear 5b, respectively.
A first motor power shaft gear 42 may be fixedly disposed on the motor power shaft 41, and a second motor power shaft gear 43 and a third motor power shaft gear 44 may be disposed on the motor power shaft 41 in an empty sleeve, wherein the second motor power shaft gear 43 and the third motor power shaft gear 44 may selectively engage the motor power shaft 41, respectively. Specifically, as shown in fig. 1-3, a motor power shaft second synchronizer 43c and a motor power shaft third synchronizer 44c may also be disposed on the motor power shaft 41, the motor power shaft first synchronizer 42c may be configured to engage the motor power shaft 41 and the motor power shaft first gear 42, the motor power shaft second synchronizer 43c may be configured to engage the motor power shaft 41 and the motor power shaft second gear 43, and the motor power shaft third synchronizer 44c may be configured to engage the motor power shaft 41 and the motor power shaft third gear 44.
The motor power shaft first gear 42 and the plurality of output shafts are adapted to be in operative communication with a differential of the vehicle 1000.
It should be noted that the above-mentioned "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.
The second gear 43 of the power shaft of the motor is linked with one of the gear driving gears in the same direction. The same-direction linkage means that the second gear 43 of the power shaft of the motor and the corresponding gear driving gear rotate in the same direction and move in a correlated manner.
As shown in fig. 1 to 3, a first intermediate idler gear 45 may be disposed between the second gear 43 of the power shaft of the motor and one of the gear driving gears, so that the first intermediate idler gear 45 can maintain the same-direction linkage between the second gear 43 of the power shaft of the motor and one of the gear driving gears. Thus, when the vehicle 1000 performs a reverse operation, the power of the engine 1 can be transmitted to the differential through the shift drive gear, the first intermediate idle gear 45, the motor power shaft second gear 43, the motor power shaft 41, and the motor power shaft first gear 42, and the reverse operation of the vehicle 1000 can be performed.
Preferably, as shown in fig. 1-3, the first intermediate idle gear 45 may be a duplicate gear, one of which is engaged with one of the gear driving gears described above and the other of which is engaged with the second gear 43 of the power shaft of the motor. The first intermediate idle gear 45 can be sleeved on the second output shaft 32, so that the first intermediate idle gear 45 can be arranged appropriately, and the power driving system 100 can be structurally reliable.
The gear driving gear may be a second gear driving gear 2a, that is, the first intermediate idler gear 45 is respectively engaged with the second gear driving gear 2a and the second gear 43 of the power shaft of the motor, so that power transmission between the second gear driving gear 2a and the second gear 43 of the power shaft of the motor can be realized.
The third gear 44 of the power shaft of the motor is linked with the driving gear of the other gear in the opposite direction. The reverse direction linkage means that the two gears move in conjunction but in opposite directions. The other gear driving gear and the one gear driving gear are gear driving gears on different input shafts, for example, the one gear driving gear is a second gear driving gear 2a, the other gear driving gear is a first gear driving gear 1a, the second gear driving gear 2a is located on the second input shaft 22, and the first gear driving gear 1a is located on the first input shaft 21. Therefore, the power driving system 100 is reasonable in layout, and power transmission between the motor power shaft 41 and the first input shaft 21 and the second input shaft 21 is reliable.
As shown in fig. 1-3, a second intermediate idler gear 46 is disposed between the third gear 44 of the motor power shaft and the other gear driving gear (i.e., the first gear driving gear 1 a). Specifically, as shown in fig. 1 to 5, the second intermediate idle gear 46 is a duplicate gear, one gear of the duplicate gear is engaged with the other gear driving gear (first gear driving gear 1a), and the other gear is linked with the third gear 44 of the power shaft of the motor through a third intermediate idle gear, which is a single gear, and the third intermediate idle gear is engaged between the other gear and the third gear 44 of the power shaft of the motor.
The second gear 43 of the motor power shaft and the gear synchronizer corresponding to one of the gear driven gears share the first shifting fork mechanism, one of the gear driven gears can be the six-gear driven gear 6b, so that the second gear 43 of the motor power shaft and the six-gear driven gear 6b can share the first shifting fork mechanism, and the engagement and disengagement states of the second gear 43 of the motor power shaft and the six-gear driven gear 6b are opposite, so that one shifting fork mechanism can be saved, and the power driving system 100 is simple in structure, simple in control logic and low in cost.
The third gear 44 of the power shaft of the motor and the gear synchronizer corresponding to the other gear driven gear share the second shifting fork mechanism. The other driven gear may be a fifth-gear driven gear 5b, so that the third gear 44 of the motor power shaft and the fifth-gear driven gear 5b share a second fork mechanism, and the engaged and disengaged states of the third gear 44 of the motor power shaft and the fifth-gear driven gear 5b are opposite. Thus, a shifting fork mechanism can be saved, so that the power driving system 100 has a simple structure, simple control logic and low cost.
As shown in fig. 5, the fifth-speed synchronizer 5c may be disposed to the left of the fifth-speed driven gear 5b, and correspondingly, the motor power shaft third synchronizer 44c may be disposed to the right of the motor power shaft third gear. As shown in fig. 1-4, the fifth-speed synchronizer 5c may be disposed to the right of the fifth-speed driven gear 5b, and correspondingly, the motor power shaft third synchronizer 44c may be disposed to the left of the motor power shaft third gear.
As shown in fig. 1 to 3, a first output shaft output gear 31e is fixedly arranged on the first output shaft 31, a second output shaft output gear 32e is fixedly arranged on the second output shaft 32, and the motor power shaft first gear 42, the first output shaft output gear 31e and the second output shaft output gear 32e are respectively meshed with a final drive driven gear 8 of the vehicle 1000. It will be appreciated that the power transmitted to the first output shaft 31 and the second output shaft 32 can be transmitted to the final drive driven gear 8 through the first output shaft output gear 31e and the second output shaft output gear 32e, respectively, so as to drive the corresponding wheels to rotate. The driven gear 8 of the main reducer is in a driving relationship with the differential.
The first motor generator 4 is interlocked with the motor power shaft 41, wherein the first motor generator 4 can transmit power to the motor power shaft 41 when the first motor generator 4 is used as a motor, and the motor power shaft 41 can transmit power to the first motor generator 4 for the first motor generator 4 to generate power when the first motor generator 4 is used as a generator. Preferably, the first motor generator 4 and the motor power shaft 41 are coaxially connected.
For example, the first motor generator 4 is coaxially connected to the motor power shaft 41 through a gear transmission assembly. The gear transmission assembly may include a first transmission gear 47, a second transmission gear 48, a third transmission gear 49 and a fourth transmission gear, the first transmission gear 47 is fixed on the motor shaft of the first motor generator 4, the second transmission gear 48 and the third transmission gear 49 are coaxially fixed, and the second transmission gear 48 is engaged with the first transmission gear 47, the fourth transmission gear is fixedly connected to the motor power shaft 41, and the fourth transmission gear is engaged with the third transmission gear 49, so that the gear transmission assembly may realize power transmission between the first motor generator 4 and the motor power shaft 41.
The second motor generator 6 and the engine 1 are located on the input side of the first clutch device 5d, and the second motor generator 6 may be located between the first clutch device 5d and the engine 1. By disposing the second motor generator 6 on the input side of the first clutch device 5d, the axial length of the power drive system 100 can be effectively reduced, and the position arrangement of the second motor generator 6 can be made reasonable, and the structural compactness of the power drive system 100 can be improved.
The second motor generator 6 can be selected from motor generators with small capacity and small size, so that the requirement of miniaturization of the transmission can be met, and because the internal structure of the transmission has strict requirements on space, the second motor generator 6 with small size occupies small space of the transmission, and interference between the second motor generator 6 and other parts such as the first clutch device 5d can be avoided, so that the transmission is reasonable in structure and compact in structure.
A plurality of input shafts are located on the output side of the first clutch device 5d, and the second motor generator 6 is provided so as to be able to generate power by parking when the vehicle 1000 is parked, using at least part of the power output from the engine 1. That is, the engine 1 and the second motor generator 6 may be connected to the input terminal 51d, respectively, and at least a part of the power of the engine 1 may be directly transmitted to the second motor generator 6 to cause the second motor generator 6 to generate electricity when the vehicle 1000 is in the parking state, or a part of the power of the engine 1 may be indirectly transmitted to the second motor generator 6 via the input terminal 51d to cause the second motor generator 6 to generate electricity.
The connection arrangement relationship between the engine 1 and the second motor generator 6 is described below with reference to the drawings.
As shown in fig. 1, the input terminal 51d may be provided with input terminal external teeth 54d, and the second motor generator 6 is interlocked with the input terminal external teeth 54 d. Thus, the power of the engine 1 can be transmitted to the second motor generator 6 through the input 51d and the input external teeth 54d, so that the second motor generator 6 can be used as a generator to perform parking power generation.
As shown in fig. 2, the second motor generator 6 and the input terminal 51d may be coaxially connected. The second motor generator 6 may be provided between the input terminal 51d and the engine 1 so that the power of the engine 1 is necessarily transmitted to the input terminal 51d through the second motor generator 6, and the second motor generator 6 may be used as a generator to perform parking power generation.
As shown in fig. 3, a second clutch device 7 may be provided between the second motor generator 6 and the engine 1. The second clutch device 7 may be a single clutch that can control the disconnection of the engagement between the engine 1 and the second motor generator 6, and can control the disconnection of the engagement between the engine 1 and the input terminal 51 d. By providing the second clutch device 7, the parking power generation state of the second motor generator 6 can be controlled reasonably, so that the power drive system 100 can be made simple in structure and the drive mode can be switched reliably.
Preferably, the second clutch device 7 is built in the rotor of the second motor generator 6. This can preferably shorten the axial length of power-driven system 100, and thus can reduce the volume of power-driven system 100, and can improve the flexibility of arrangement of power-driven system 100 on vehicle 1000. In addition, the second motor generator 6 can also be used as a starter.
Preferably, the engine 1, the second clutch device 7 and the input 51d of the double clutch are arranged coaxially. This allows the power drive system 100 to be compact and small.
It should be noted that, with respect to the power drive system 100 of the above three embodiments, in the axial direction, the second motor generator 6 is located between the engine 1 and the first clutch device 5d, so that the axial length of the power drive system 100 can be effectively reduced, the position arrangement of the second motor generator 6 can be made reasonable, and the structural compactness of the power drive system 100 can be improved.
The first motor generator 4 is a main driving motor of the power drive system 100, so that the capacity and the volume of the first motor generator 4 are large, and the first motor generator 4 can be respectively driven with the first gear driving gear 1a, the second gear driving gear 2a and the differential by arranging the motor power shaft 41, so that the volume of the power drive system 100 can be reduced to the maximum extent, and the interference phenomenon between the first motor generator 4 and the second motor generator 6 can be avoided.
Wherein, for the first motor generator 4 and the second motor generator 6, the rated power of the first motor generator 4 is larger than the rated power of the second motor generator 6. In this way, the second motor generator 6 can be selected from motor generators with small volume and small rated power, so that the power driving system 100 has a simple structure and small volume, and when the vehicle is parked for power generation, the transmission path between the second motor generator 6 and the engine 1 is short, the power generation efficiency is high, and a part of power of the engine 1 can be effectively converted into electric energy. Wherein the peak power of the first motor generator 4 is also larger than the peak power of the second motor generator 6.
Preferably, the rated power of the first motor generator 4 is twice or more than the rated power of the second motor generator 6. The peak power of the first motor generator 4 is twice or more the peak power of the second motor generator 6. For example, the rated power of the first motor generator 4 may be 60kw, the rated power of the second motor generator 6 may be 24kw, the peak power of the first motor generator 4 may be 120kw, and the peak power of the second motor generator 6 may be 44 kw.
It should be noted that fig. 1-5 only illustrate a part of the arrangement of the power driving system 100, and after the entire patent application is read by those skilled in the art, the combination of the text and the drawings can be performed, so that the arrangement of the power driving system 100 that can be directly inferred is within the scope of the patent application.
For example, the second motor generator 6 of the power drive system 100 shown in fig. 2 and 3 may be incorporated into the power drive system 100 shown in fig. 4, and as another example, the second motor generator 6 of the power drive system 100 shown in fig. 2 and 3 may also be incorporated into the power drive system 100 shown in fig. 5.
Also, the motor power shaft second synchronizer 43c and the six-speed synchronizer 6c in the power drive system 100 shown in fig. 1-5 may also be shifted, for example, the motor power shaft second synchronizer 43c may be disposed on the left side of the motor power shaft second gear 43 and the six-speed synchronizer 6c may be disposed on the right side of the six-speed driven gear 6 b.
The operating mode of the power drive system 100 for the vehicle 1000 according to the embodiment of the present invention will be described in detail with reference to the accompanying drawings. Among them, the power drive system 100 shown in fig. 2 and 3 is different from the power drive system 100 shown in fig. 1 mainly in the arrangement of the second motor generator 6, however, the arrangement of the second motor generator 6 has a small influence on the operating mode, and the power drive system 100 shown in fig. 4 is different from the power drive system 100 shown in fig. 1 mainly in that the third driving gear 3a and the fifth driving gear 5a are two separate gears, the difference between the power drive system 100 shown in fig. 5 and the power drive system 100 shown in fig. 1 is mainly reflected in the arrangement positions of the fifth-gear synchronizer 5 and the motor power shaft third gear 44c, the operating mode of power-driven system 100 shown in fig. 2-5 is substantially the same as the operating mode of power-driven system 100 shown in fig. 1, and the operating mode of power-driven system 100 shown in fig. 1 is taken as an example for detailed description.
Engine only mode: the power of the engine 1 is transmitted to the first input shaft 21 and/or the second input shaft 22 through the first clutch device 5d, then transmitted to the first output shaft 31 or the second output shaft 32 through the corresponding gear pair, and finally transmitted to the differential to drive the wheels to rotate. The gear pair is a corresponding gear driving gear and a corresponding gear driven gear. Wherein the input 51d of the first clutch device 5d selectively engages at least one of the two outputs.
Pure electric mode: the first motor generator 4 functions as a motor, and the power of the first motor generator 4 is transmitted to the differential via the motor power shaft 41 and the motor power shaft first gear 42 in order to drive the wheels to rotate. With the first motor power shaft 41 synchronizer in the engaged state.
Hybrid mode: i.e., the above-described combination between the engine-only mode and the electric-only mode, the power of the engine 1 and the power of the first motor generator 4 are coupled at the final drive driven gear 8.
Parking power generation mode: the power of the engine 1 is transmitted to the second motor generator 6 through the input end 51d of the first clutch device 5d, and the second motor generator 6 is used as a generator to generate power for parking.
The first driving power generation mode is as follows: part of the power of the engine 1 is transmitted to the differential through the first clutch device 5d, the input shaft and the output shaft to drive wheels to rotate, and the other part of the power of the engine 1 can be used for supplying power to the second motor generator 6 to generate electricity.
And a second driving power generation mode: the power of the engine 1 is transmitted to the differential through the first clutch device 5d, the input shaft and the output shaft to drive the wheels to rotate, and the main reducer driven gear 8 can transmit a part of the power to the first motor generator 4 through the motor power shaft first gear 42 and the motor power shaft 41 to generate power for the first motor generator 4.
As shown in fig. 6, a vehicle 1000 according to an embodiment of the present invention includes the power drive system 100 for the vehicle 1000 of the above-described embodiment.
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 and features of different embodiments or examples described in this specification can be combined and combined by one skilled in the art without contradiction.
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 (17)

1. A power drive system for a vehicle, comprising:
an engine;
a plurality of input shafts, a first clutch device is arranged between the engine and the plurality of input shafts so that the engine can be selectively jointed with at least one of the plurality of input shafts, and a 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 motor power shaft is fixedly provided with a motor power shaft first gear of the motor power shaft, a motor power shaft second gear capable of being connected with the motor power shaft and a motor power shaft third gear capable of being connected with the motor power shaft are arranged on the motor power shaft in an empty sleeve mode, the motor power shaft first gear and the plurality of output shafts are suitable for being linked with a differential mechanism of the vehicle, the motor power shaft second gear is linked with one gear driving gear in the same direction, and the other gear driving gear of the motor power shaft third gear is linked in the opposite direction;
a first motor generator, said first motor generator being in linkage with said motor power shaft;
a second motor generator, the second motor generator and the engine being located on an input side of the first clutch device, the plurality of input shafts being located on an output side of the first clutch device, the second motor generator being provided so as to be able to perform parking power generation while the vehicle is parked using at least part of power output from the engine; the first clutch device is a dual clutch having an input selectively engageable with at least one of the first and second outputs, a first output and a second output; the input end is provided with input end external teeth, and the second motor generator is linked with the input end external teeth.
2. The power drive system for a vehicle according to claim 1, characterized in that a rated power of said first motor generator is larger than a rated power of said second motor generator.
3. The power drive system for a vehicle according to claim 2, characterized in that the rated power of the first motor generator is two times or more the rated power of the second motor generator.
4. The power drive system for a vehicle according to claim 1, wherein said motor power shaft is further provided with a motor power shaft second synchronizer for engaging said motor power shaft second gear and a motor power shaft third synchronizer for engaging said motor power shaft third gear.
5. The power drive system for a vehicle according to claim 4, wherein said motor power shaft second gear shares a first fork mechanism with a gear synchronizer corresponding to one of the gear driven gears.
6. The power drive system for a vehicle according to claim 4, wherein said motor power shaft third gear shares a second fork mechanism with a gear synchronizer corresponding to the other gear driven gear.
7. The power drive system for a vehicle according to claim 6 wherein a first intermediate idler gear is disposed between said motor power shaft second gear and said one of said gear drive gears.
8. The power drive system for a vehicle according to claim 7 wherein said first intermediate idler gear is a duplicate gear, one gear of said duplicate gear being in mesh with said one gear drive gear and the other gear being in mesh with said motor power shaft second gear.
9. The power drive system for a vehicle according to claim 4, characterized by further comprising: and the second intermediate idler wheel is respectively meshed with the other gear driving gear and the third gear of the motor power shaft.
10. The power drive system for a vehicle according to claim 9 wherein said second intermediate idler is a duplicate gear, one gear of said duplicate gear being in mesh with said another gear drive gear and the other gear being linked to said motor power shaft third gear through a third intermediate idler.
11. The power drive system for a vehicle according to claim 1, wherein said first motor generator is coaxially connected to said motor power shaft through a gear transmission assembly.
12. The power drive system for a vehicle according to claim 1,
the input shaft includes: the first input shaft is sleeved with the second input shaft, the first input shaft is provided with a first-gear driving gear, a third-gear driving gear and a fifth-gear driving gear, and the second input shaft is provided with a second-gear driving gear and a fourth-sixth-gear driving gear;
the output shaft includes: a first output shaft and a second output shaft; a first-gear driven gear, a second-gear driven gear, a third-gear driven gear and a fourth-gear driven gear are sleeved on the first output shaft in an empty manner, and a fifth-gear driven gear and a sixth-gear driven gear are sleeved on the second output shaft in an empty manner;
the gear transmission mechanism is characterized in that a three-gear synchronizer is arranged between the first-gear driven gear and the third-gear driven gear, a two-gear synchronizer and a four-gear synchronizer are arranged between the second-gear driven gear and the fourth-gear driven gear, a five-gear synchronizer is arranged on one side of the fifth-gear driven gear, and a six-gear synchronizer is arranged on one side of the sixth-gear driven gear.
13. The power drive system for a vehicle according to claim 12, wherein a motor power shaft second synchronizer for engaging the motor power shaft second gear that shares a first fork mechanism with the sixth gear driven gear is further provided on the motor power shaft.
14. The power drive system for a vehicle according to claim 12, wherein a motor power shaft third synchronizer for engaging the motor power shaft third gear is further provided on the motor power shaft, the motor power shaft third gear and the fifth gear driven gear share a second fork mechanism.
15. The power drive system for a vehicle according to claim 12, characterized in that a first output shaft output gear is fixedly provided on said first output shaft, a second output shaft output gear is fixedly provided on said second output shaft, and said first output shaft output gear, said second output shaft output gear, and said motor power shaft first gear are respectively meshed with a final drive driven gear of said vehicle.
16. The power drive system for a vehicle according to claim 12 wherein said third gear drive gear and said fifth gear drive gear are the same gear.
17. A vehicle characterized by comprising a power drive system for a vehicle according to any one of claims 1-16.
CN201610858460.7A 2016-09-28 2016-09-28 Power driving system for vehicle and vehicle Active CN107867166B (en)

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DE102014212859B4 (en) * 2014-07-02 2022-07-28 Volkswagen Aktiengesellschaft motor vehicle transmission
CN204095490U (en) * 2014-07-31 2015-01-14 比亚迪股份有限公司 Power drive system and there is the vehicle of this power drive system
CN105459787B (en) * 2014-09-10 2018-04-20 比亚迪股份有限公司 Power drive system for vehicle and the vehicle with the power drive system
CN204340646U (en) * 2014-11-28 2015-05-20 安徽江淮汽车股份有限公司 A kind of hybrid transmissions
CN104773061B (en) * 2015-01-16 2016-02-03 比亚迪股份有限公司 Change-speed box, Power Train are unified vehicle

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