CN106553540B - Power driving system and vehicle with same - Google Patents
Power driving system and vehicle with same Download PDFInfo
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- CN106553540B CN106553540B CN201510626337.8A CN201510626337A CN106553540B CN 106553540 B CN106553540 B CN 106553540B CN 201510626337 A CN201510626337 A CN 201510626337A CN 106553540 B CN106553540 B CN 106553540B
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Abstract
The invention discloses a power driving system and a vehicle with the same, wherein the power driving system comprises: a transmission, the transmission comprising: a plurality of input shafts and at least one output shaft, each output shaft being in geared communication with the input shafts; the first power output part and the second power output part are respectively linked with the output shaft; an engine configured to selectively engage at least one of the plurality of input shafts; and a first motor generator and a second motor generator, the first motor generator being linked with the first power output portion, the second motor generator being linked with the second power output portion. According to the power driving system, the bearing torsion of the differential mechanism and the main speed reducer can be reduced, and the service life of the differential mechanism and the main speed reducer is prolonged.
Description
Technical Field
The invention relates to the field of vehicles, in particular to a power driving system and a vehicle with the same.
Background
In the related art, a hybrid system may include an engine and at least one motor generator, wherein the motor generator and the engine may be directly connected, and when the engine stops working and the first motor generator works, the first motor generator needs to drag the engine to run, which causes extra energy consumption and affects economy; when a vehicle needs to output large torque, the engine and the motor generator simultaneously output power, all the power is output from the main reduction gear and the differential mechanism, and the main reduction gear and the differential mechanism need to bear large torque, so that the strength of the main reduction gear and the differential mechanism is easy to be insufficient, and the service life of a power assembly can be influenced.
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, it is an object of the present invention to provide a power drive system that improves, at least to some extent, the problem of excessive torque experienced by the final drive and differential, thereby extending the useful life of the final drive and differential.
The invention further provides a vehicle.
The power drive system according to the present invention includes: a transmission, the transmission comprising: a plurality of input shafts and at least one output shaft, each output shaft being in geared communication with the input shafts; the first power output part and the second power output part are respectively linked with the output shaft; an engine configured to selectively engage at least one of the plurality of input shafts; and a first motor generator and a second motor generator, the first motor generator being linked with the first power output portion, the second motor generator being linked with the second power output portion.
According to the power drive system of the present invention, the first motor generator is linked with the first power output portion, and the second motor generator is linked with the second power output portion. Therefore, when the engine, the first motor generator and the second motor generator work simultaneously, the power of the engine is coupled with the power of the first motor generator and the power of the second motor generator respectively after passing through the main speed reducer and the differential mechanism, so that the torque borne by the gear of the main speed reducer and the power borne by the differential mechanism can be effectively reduced, the normal work of the gear of the main speed reducer and the normal work of the differential mechanism can be ensured, and the service lives of the main speed reducer and the differential mechanism are prolonged.
The vehicle comprises the power driving system. The main speed reducer and the differential of the vehicle with the power driving system have long service life, and when the first motor generator, the second motor generator and the third motor generator work, the dragging of the engine can be avoided, so that energy loss is caused, and the economical efficiency of the vehicle is improved.
Drawings
FIG. 1 is a schematic structural diagram of a power drive system according to one embodiment of the present invention;
FIG. 2 is a schematic structural diagram of a power drive system according to another embodiment of the present invention;
FIG. 3 is a schematic structural diagram of a power drive system according to yet another embodiment of the present invention;
FIG. 4 is a schematic structural diagram of a power drive system according to yet another embodiment of the present invention;
FIG. 5 is a schematic structural diagram of a power drive system according to yet another embodiment of the present invention;
fig. 6 is a schematic structural view of a power drive system according to still 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 drive system 100 according to the embodiment of the invention is described in detail below with reference to the drawings. The power drive system 100 according to the embodiment of the invention may be applied to a vehicle.
The power drive system 100 according to an embodiment of the present invention may include: the transmission 10, the first power output 20, the second power output 30, the engine 40, the first motor generator 50, and the second motor generator 60. As shown in fig. 1 and 2, the transmission 10 may include: a plurality of input shafts (e.g., first input shaft 11 and second input shaft 12) and at least one output shaft (e.g., output shaft 13 in fig. 1, or first output shaft 14 and second output shaft 15 as shown in fig. 2), each of which may be geared with the input shafts. For example, the input shaft is provided with a driving gear, and the output shaft is provided with a driven gear that meshes with the driving gear.
The first power output unit 20 and the second power output unit 30 are linked with the output shaft 13, respectively. Alternatively, the first power output 20 may be a left half shaft and the second power output 30 may be a right half shaft. Here, the linkage is a linked motion between two members. For example, when the two components are two gears, when one rotates, the other rotates with it. For example, when the two components are two shafts, one shaft rotates with the other shaft, wherein the two shafts may be geared together. In the following, no special explanation of the connection is made. The output shaft and the first and second power output portions 20 and 30 may be linked by a final drive and a differential 110.
The engine 40 is configured to selectively engage at least one of the plurality of input shafts. As shown in fig. 1 and 2, the transmission 10 includes a first input shaft 11 and a second input shaft 12 sleeved on the first input shaft 11, and a double clutch 90 may be disposed between the engine 40 and the first and second input shafts 11 and 12. As shown in fig. 1 and 2, the dual clutch 90 includes: a driving disk C0, a first driven disk C1 and a second driven disk C2, the driving disk C0 being connected to the engine 40, for example the driving disk C0 being connected to the crankshaft of the engine 40, the first driven disk C1 being connected to the first input shaft 11, the second driven disk C2 being connected to the second input shaft 12, the driving disk C0 being able to selectively engage the first driven disk C1 and the second driven disk C2. Thus, the power of the engine 40 can be selectively transmitted to the first input shaft 11 and the second input shaft 12 through the dual clutch 90.
The first motor generator 50 is linked with the first power output portion 20, and the second motor generator 60 is linked with the second power output portion 30. Therefore, when the engine 40, the first motor generator 50 and the second motor generator 60 simultaneously operate, the power of the engine 40 is coupled with the power of the first motor generator 50 and the power of the second motor generator 60 respectively after passing through the final drive and the differential 110, so that the torque borne by the gear of the final drive and the differential 110 can be effectively reduced, the normal operation of the gear of the final drive and the differential 110 can be ensured, and the service lives of the final drive and the differential 110 can be prolonged.
Moreover, since the double clutch 90 may be provided between the first motor generator 50, the second motor generator 60 and the engine 40, when the first motor generator 50 and the second motor generator 60 are operated, it is possible to prevent a part of power of the first motor generator 50 and the second motor generator 60 from dragging the rotation of the engine 40, so that it is possible to avoid a loss of energy and to improve the economy of the vehicle.
According to an embodiment of the present invention, as shown in fig. 1 and 2, a first speed reduction device 70 may be provided between the first motor generator 50 and the first power output portion 20, and a second speed reduction device 71 may be provided between the second motor generator 60 and the second power output portion 30. Specifically, the first reduction gear device 70 and the second reduction gear device 71 may be identical in structure.
The first reduction gear device 70 is described in detail below. The first reduction gear device 70 includes: a first reduction gear 75, a second reduction gear 74, a third reduction gear 73, and a fourth reduction gear 72. The first reduction gear 75 is fixed to the output shaft of the first motor generator 50, the second reduction gear 74 meshes with the first reduction gear 75, the third reduction gear 73 and the second reduction gear 74 are fixed to the same shaft, the third reduction gear 73 meshes with the fourth reduction gear 72, and the fourth reduction gear 72 is fixed to the first power output unit 20. Further, the diameter of the second reduction gear 74 is larger than that of the first reduction gear 75, and the diameter of the fourth reduction gear 72 is larger than that of the third reduction gear 73, so that the rotation speed of the first motor generator 50 transmitted to the first power output portion 20 can be effectively reduced.
Here, the operation principle and the structure of the second reduction gear 71 are the same as those of the first reduction gear 70.
In some examples of the invention, as shown in fig. 1 and 2, power-driven system 100 may further include: a third motor generator 80, the third motor generator 80 being provided to be selectively interlocked with the output shaft. In other words, the third motor generator 80 can selectively transmit power to the output shaft.
Wherein a third reduction gear is provided between the third motor generator 80 and the output shaft. The third reduction gear device includes: a fifth reduction gear 81, a sixth reduction gear 82, a seventh reduction gear 83, and an eighth reduction gear 84. A fifth reduction gear 81 is fixedly provided on the output shaft of the third motor generator 80, a sixth reduction gear 82 meshes with the fifth reduction gear 81 and the seventh reduction gear 83, respectively, and an eighth reduction gear 84 and the seventh reduction gear 83 are fixedly provided on the same shaft. The rotation speed of the third motor 40 transmitted to the output shaft can be effectively reduced by the multistage reduction of the fifth to eighth reduction gears.
Specifically, as shown in fig. 1 and 2, an idler gear (e.g., idler gear 132 shown in fig. 1) may be provided on the output shaft in an idler manner, the third motor generator 80 may be linked with the idler gear, and a synchronizer (e.g., synchronizer 133 shown in fig. 1) for engaging the idler gear may be further provided on the output shaft 13. It is understood that the state of power transmission from the third motor generator 80 to the output shaft 13 can be realized by the state switching of the synchronizer. For example, when the synchronizer is used to synchronize the idler gears, the power of the third motor generator 80 may be transmitted to the output shaft 13 via the idler gears and the synchronizer in order; when the synchronizer is disengaged from the idler gear, the power of the third motor generator 80 cannot be transmitted to the output shaft 13.
The power drive system 100 according to one embodiment of the present invention is described in detail below with reference to fig. 1. Wherein, derailleur 10 includes: a first input shaft 11, a second input shaft 12 and an output shaft 13. The second input shaft 12 is sleeved on the first input shaft 11, the first input shaft 11 is provided with a first driving gear 111, and the second input shaft 12 is provided with a second driving gear 121. The number of the output shafts 13 is one, a fixed gear 131 is fixedly arranged on the output shafts 13, an idle gear 132 is arranged on the output shafts 13 in an idle mode, the fixed gear 131 and the idle gear 132 are respectively meshed with the first driving gear 111 and the second driving gear 121 correspondingly, and a synchronizer 133 for engaging the idle gear 132 is further arranged on the output shafts 13; wherein the third motor generator 80 is linked with the idler gear 132. Alternatively, the third motor generator 80 may be linked with the second driving gear 121, and the second driving gear 121 may be linked with the idler gear 132. It is to be understood that the fixed gear 131 may be engaged with the first driving gear 111, the idler gear 132 may be engaged with the second driving gear 121, and the third motor generator 80 may be linked with the idler gear 132 through the second driving gear 121. The power of the engine 40 can be transmitted to the output shaft 13 via the first input shaft 11 or the second input shaft 12. When the engine 40 and the third motor generator 80 are simultaneously operated, the power of the engine 40 and the third motor generator 80 may be coupled on the output shaft 13 or on the second driving gear 121.
Since the dual clutch 90 is disposed between the engine 40 and the third motor generator 80, it is possible to effectively prevent the loss of energy caused by the third motor generator 80 dragging the engine 40 to rotate when the third motor generator 80 operates and the engine 40 stops operating.
The driving mode of the power drive system 100 according to the embodiment of the invention is described in detail with the power drive system 100 shown in fig. 1.
1. Electric only mode (economy mode): the driving disk C0 of the dual clutch 90 is disengaged from the first driven disk C1 and the second driven disk C2, the synchronizer 133 is disengaged, the engine 40 and the third motor generator 80 are not operated, and the first motor generator 50 and the second motor generator 60 drive the left half shaft and the right half shaft, respectively.
2. Electric only mode (sport mode): the driving disk C0 of the dual clutch 90 is separated from the first driven disk C1 and the second driven disk C2, the synchronizer 133 is synchronized, and the first motor generator 50, the second motor generator 60, and the third motor generator 80 simultaneously drive the vehicle.
3. Engine 40 low gear: the driving disk C0 of the dual clutch 90 is engaged with the second driven disk C2, the third motor generator 80 starts the engine 40 and stops its operation, the engine 40 starts its operation, the synchronizer 133 is engaged, and the engine 40 outputs power through the second driving gear 121 and the idler gear 132.
4. High gear of the engine 40: the driving disk C0 of the dual clutch 90 is engaged with the first driven disk C1, the synchronizer 133 is disengaged, and the engine 40 outputs power through the first driving gear 111 and the fixed gear 131.
5. Hybrid driving: the driving disk C0 of the dual clutch 90 is engaged with the first driven disk C1 or the second driven disk C2, and the engine 40, the first motor generator 50, and the second motor generator 60 are operated or the engine 40, the first motor generator 50, the second motor generator 60, and the third motor generator 80 are operated simultaneously, and low speed or high speed hybrid drive can be achieved.
6. Parking charging: the driving disk C0 of the twin clutch 90 is engaged with the second driven disk C2, the synchronizer 133 is disengaged, and the engine 40 drives the third motor generator 80 to generate electric power.
7. Recovering braking energy: when the vehicle is braked, the wheels drive the first motor generator 50 and the second motor generator 60 to generate electricity through the left half shaft and the right half shaft, respectively.
8. Driving to generate electricity: the driving disk C0 of the dual clutch 90 is engaged with the first driven disk C1 or the second driven disk C2, a part of the power of the engine 40 drives the vehicle to move, the synchronizer 133 is engaged, a part of the power of the engine 40 drives the third motor generator 80 to generate electricity, or a part of the power of the engine 40 drives the first motor generator 50 and the second motor generator 60 to generate electricity.
9. A range extending mode: the driving disk C0 of the double clutch 90 is engaged with the second driven disk C2, the synchronizer 133 is disengaged, the engine 40 is operated, the third motor generator 80 generates electricity, and the first motor generator 50 and the second motor generator 60 drive the vehicle to move.
A power drive system 100 according to another embodiment of the present invention is described in detail below with reference to fig. 2. Wherein, derailleur 10 includes: a first input shaft 11, a second input shaft 12, a first output shaft 14 and a second output shaft 15. The second input shaft 12 is sleeved on the first input shaft 11, the first input shaft 11 is provided with a first driving gear 111, and the second input shaft 12 is provided with a second driving gear 121. The first output shaft 14 is provided with a first idler gear 141 and a second idler gear 142, the second output shaft 15 is provided with a third idler gear 151 and a fourth idler gear 152, the first idler gear 141 and the third idler gear 151 are respectively meshed with the second driving gear 121, the second idler gear 142 and the fourth idler gear 152 are respectively meshed with the first driving gear 111, the first output shaft 14 is provided with a first synchronizer 143 between the first idler gear 141 and the second idler gear 142, and the second output shaft 15 is provided with a second synchronizer 153 between the third idler gear 151 and the fourth idler gear 152. Wherein the third motor generator 80 is linked with one of the first to fourth idler gears. It will be appreciated that the first, second, third and fourth idler gears 141, 142, 151 and 152 are of different diameters so that the gear ratios are different, in other words, the transmission 10 can have four gears. The first synchronizer 143 may selectively synchronize the first idler gear 141 and the second idler gear 142, and the second synchronizer 153 may selectively synchronize the third idler gear 151 and the fourth idler gear 152. As shown in fig. 2, the third motor generator 80 may be interlocked with the third idler gear 151.
The power drive system 100 according to still another embodiment of the present invention is described in detail below with reference to fig. 3 to 6.
As shown in fig. 3 to 6, the first power output portion 20 is linked with the left front wheel 910a, and the second power output portion 30 is linked with the right front wheel 910 b. The power drive system 100 may further include: a fourth motor generator 901 and a fifth motor generator 902, the fourth motor generator 901 is linked with a left rear wheel 910c through a gear structure, for example, the fourth motor generator 901 is linked with the left rear wheel 910c through gears W1, W2, W3, W4, the gear W1 is coaxially connected with the fourth motor generator 901, the gear W1 is engaged with the gear W2, the gear W2 is coaxially connected with the gear W3, the gear W3 is engaged with the gear W4, the gear W4 is fixedly provided on the left half shaft 904, and the left rear wheel 910c is provided on the left half shaft 904. Similarly, the fifth motor generator 902 is linked with the right rear wheel 910d through a gear structure, for example, the fifth motor generator 902 is linked with the right rear wheel 910d through gears X1, X2, X3 and X4, the gear X1 is coaxially connected with the fifth motor generator 902, the gear X1 is engaged with the gear X2, the gear X2 is coaxially connected with the gear X3, the gear X3 is engaged with the gear X4, the gear X4 is fixedly disposed on the right half shaft 905, and the right rear wheel 910d is disposed on the right half shaft 905.
In the example of FIG. 3, an anti-skid synchronizer 903 is provided for synchronizing the gear W4 with the gear X4, e.g., the anti-skid synchronizer 903 is provided on the gear W4 and is for engaging the gear X4. In the example of FIG. 4, an anti-skid synchronizer 903 is provided for synchronizing the gear W1 with the gear X1, e.g., the anti-skid synchronizer 903 is provided on the gear W1 and is for engaging the gear X1. In the example of FIG. 5, an anti-skid synchronizer 903 is provided for synchronizing the gear W2 with the gear X2, e.g., the anti-skid synchronizer 903 is provided on the gear W2 and is for engaging the gear X2.
In the example of fig. 6, an anti-skid synchronizer 903 is provided for synchronizing a left half shaft 904 and a right half shaft 905, and the fourth motor generator 901 and the fifth motor generator 902 are each a wheel-side motor in this embodiment, as the anti-skid synchronizer 903 is provided on the left half shaft 904 and for engaging the right half shaft 905.
In summary, the anti-skid synchronizer 903 is configured to selectively synchronize the left rear wheel 910c and the right rear wheel 910d, in other words, when the anti-skid synchronizer 903 is in the engaged state, the left rear wheel 910c and the right rear wheel 910d will rotate synchronously, i.e. at the same speed and in the same direction, and at this time, the left rear wheel 910c and the right rear wheel 910d will not rotate at different speeds. When the anti-skid synchronizer 903 is in a disconnected state, the fourth motor generator 901 can drive the left rear wheel 910c alone, the fifth motor generator 902 can drive the right rear wheel 910d alone, and the two rear wheels are independent and do not interfere with each other, so that the function of differential rotation of the wheels is realized.
According to the power drive system 100 of the embodiment of the invention, the first motor generator 50 is linked with the first power output portion 20, and the second motor generator 60 is linked with the second power output portion 30. Therefore, when the engine 40, the first motor generator 50 and the second motor generator 60 simultaneously operate, the power of the engine 40 is coupled with the power of the first motor generator 50 and the power of the second motor generator 60 respectively after passing through the final drive and the differential 110, so that the torque borne by the gear of the final drive and the differential 110 can be effectively reduced, the normal operation of the gear of the final drive and the differential 110 can be ensured, and the service lives of the final drive and the differential 110 can be prolonged.
In addition, for the technical solutions and/or technical features described in the above embodiments, those skilled in the art can combine the technical solutions and/or technical features in the above embodiments without conflict or contradiction, and the combined technical solution may be a superposition of two or more technical solutions, a superposition of two or more technical features, or a superposition of two or more technical solutions and technical features, so that functional interaction and support of each technical solution and/or technical feature with each other can be achieved, and the combined solution has a more superior technical effect.
For example, a person skilled in the art may combine the scheme that the first power output unit 20 is a left axle and the second power output unit 30 is a right axle with the scheme that the first speed reduction device 70 and the second speed reduction device 71 are provided, so that the overall structure of the power drive system 100 is more compact, and due to the arrangement of the speed reduction devices, when the first motor generator 50 and/or the second motor generator 60 outputs power as a motor, the effect of reducing speed and increasing torque can be achieved, and when the first motor generator 50 and/or the second motor generator 60 generates power as a generator, the purpose of increasing speed can be achieved, so that the charging efficiency is improved.
For another example, a person skilled in the art may combine the scheme having the first motor generator 50 and the second motor generator 60 with the scheme having the third motor generator 80 and the idler gear, and in the combined scheme, the power driving system 100 has three motors and one engine as power sources, so that the power modes are more abundant, and the parking and charging functions can be realized, thereby greatly improving the charging efficiency.
It should be understood, of course, that the above descriptions of examples are only illustrative, and those skilled in the art can freely combine technical solutions and/or combinations of technical features without conflict, and the combined solutions have more advantageous technical effects.
In addition, it is understood that the combined technical solutions also fall into the protection scope of the present invention.
The vehicle according to the embodiment of the invention includes the power drive system 100 of the above embodiment. The final drive unit and the differential 110 of the vehicle having the power drive system 100 of the above embodiment have a long life, and when the first motor generator 50, the second motor generator 60, and the third motor generator 80 are operated, the operation of the traction engine 40 can be prevented, resulting in a loss of energy and an improvement in the economy of the vehicle.
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 (7)
1. A power drive system, comprising:
a transmission, the transmission comprising: a plurality of input shafts and at least one output shaft, each output shaft being in geared communication with the input shafts;
the first power output part and the second power output part are respectively linked with the output shaft;
an engine configured to selectively engage at least one of the plurality of input shafts; and
a first motor generator linked with the first power output portion and a second motor generator linked with the second power output portion;
a third motor generator configured to be selectively interlockable with the output shaft;
the transmission includes:
the input shaft is sleeved with a first input shaft, a second input shaft is sleeved on the first input shaft, a first driving gear is arranged on the first input shaft, and a second driving gear is arranged on the second input shaft; and
the first output shaft is provided with a first idler gear and a second idler gear, the second output shaft is provided with a third idler gear and a fourth idler gear, the first idler gear and the third idler gear are respectively meshed with the second driving gear, the second idler gear and the fourth idler gear are respectively meshed with the first driving gear, the first output shaft is provided with a first synchronizer positioned between the first idler gear and the second idler gear, and the second output shaft is provided with a second synchronizer positioned between the third idler gear and the fourth idler gear; wherein the third motor generator is linked with one of the first to fourth idler gears.
2. A power drive system according to claim 1 wherein the first power output is a left half shaft and the second power output is a right half shaft.
3. A power drive system in accordance with claim 1, wherein a first speed reduction device is provided between said first motor generator and said first power output portion, and a second speed reduction device is provided between said second motor generator and said second power output portion.
4. A power drive system according to claim 3 wherein the first reduction gear is of the same construction as the second reduction gear.
5. A power drive system according to claim 1, wherein a double clutch is provided between the engine and the first and second input shafts.
6. A power drive system according to claim 1, wherein the first power output is linked with a left front wheel and the second power output is linked with a right front wheel;
the power drive system further includes:
a fourth motor generator linked with the left rear wheel and a fifth motor generator linked with the right rear wheel; and
an anti-skid synchronizer configured to selectively synchronize the left and right rear wheels such that the left and right rear wheels rotate in synchronization.
7. A vehicle characterized by comprising a power drive system according to any one of claims 1-6.
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| CN102878255A (en) * | 2012-09-29 | 2013-01-16 | 长城汽车股份有限公司 | Hybrid drive transmission system and hybrid drive automobile with same |
| CN204055297U (en) * | 2014-01-30 | 2014-12-31 | 比亚迪股份有限公司 | For vehicle power drive system and there is its vehicle |
| CN203832230U (en) * | 2014-04-16 | 2014-09-17 | 比亚迪股份有限公司 | Power transmission system and vehicle provided with power transmission system |
| CN203864424U (en) * | 2014-04-16 | 2014-10-08 | 比亚迪股份有限公司 | Power transmission system and vehicle with same |
| CN104773061A (en) * | 2015-01-16 | 2015-07-15 | 比亚迪股份有限公司 | Speed changer, power transmission system and vehicle |
| CN104842767A (en) * | 2015-01-16 | 2015-08-19 | 比亚迪股份有限公司 | Transmission, power transmission system and vehicle |
| CN205149530U (en) * | 2015-09-25 | 2016-04-13 | 比亚迪股份有限公司 | Power drive system and have its vehicle |
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| CN106553540A (en) | 2017-04-05 |
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