CN107539091B - Power driving system and vehicle - Google Patents
Power driving system and vehicle Download PDFInfo
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- CN107539091B CN107539091B CN201610494086.7A CN201610494086A CN107539091B CN 107539091 B CN107539091 B CN 107539091B CN 201610494086 A CN201610494086 A CN 201610494086A CN 107539091 B CN107539091 B CN 107539091B
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Abstract
The invention discloses a power driving system and a vehicle. The power drive system includes: an engine; a plurality of input shafts, wherein the engine is arranged to be selectively jointed with at least one of the plurality of input shafts, and each input shaft is provided with a gear driving gear; each output shaft is provided with a gear driven gear which is correspondingly meshed with the gear driving gear, a reverse gear output gear is arranged on one of the output shafts in a hollow sleeve mode, a reverse gear synchronizer used for being connected with the reverse gear output gear is further arranged on the output shaft, a gear portion is arranged on one side of one gear driven gear to form a duplicate gear, and the reverse gear output gear is meshed with the gear portion. The power driving system provided by the invention is provided with a plurality of, for example, seven forward gears, so that the power is transmitted more smoothly, the transmission efficiency is high, and the requirements of the vehicle on power and torque under different road conditions can be better met by a plurality of, for example, seven different transmission speed ratios.
Description
Technical Field
The invention relates to the technical field of automobiles, in particular to a power driving system and a vehicle.
Background
With the continuous consumption of energy, the development and utilization of new energy vehicles have gradually become a trend. The hybrid vehicle, which is one of new energy vehicles, is driven by an engine and/or a motor, has various modes, and can improve transmission efficiency and fuel economy.
However, in the related art, the transmission in the hybrid vehicle is generally complex in structure, few in transmission mode, and low in transmission efficiency. In addition, the transmission in the traditional hybrid electric vehicle is mostly five gears or six gears, and the transmission efficiency is not high.
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. Therefore, an object of the present invention is to provide a power driving system, which has a rich transmission mode and has a plurality of forward gears, such as seven forward gears, and can better satisfy the requirements of power and torque when a vehicle runs.
Another object of the present invention is to propose a vehicle comprising the power drive system described above.
A power drive system according to an embodiment of the present invention includes: an engine; a plurality of input shafts, the engine being configured to selectively engage at least one of the plurality of input shafts, each of the input shafts having a gear drive gear disposed thereon; the output shaft is provided with a gear driven gear, the gear driven gear is correspondingly meshed with the gear driving gear, a reverse gear output gear is arranged on one of the output shafts in a sleeved mode, a reverse gear synchronizer used for being connected with the reverse gear output gear is further arranged, one side of one gear driven gear is provided with a gear portion to form a duplicate gear, and the reverse gear output gear is meshed with the gear portion.
The power driving system provided by the embodiment of the invention is provided with a plurality of forward gears such as seven forward gears, so that the power is transmitted more smoothly, the transmission efficiency is high, and the requirements of the vehicle on power and torque under different road conditions can be better met by a plurality of different transmission speed ratios such as seven.
In addition, the power driving system according to the embodiment of the invention may also have the following additional technical features:
according to some embodiments of the invention, the input shaft comprises: the first input shaft and the second input shaft are sleeved with the second input shaft; the output shaft includes: a first output shaft and a second output shaft; the first input shaft is fixedly provided with a first-gear driving gear, a third-fifth-gear driving gear and a seventh-gear driving gear, and the second input shaft is fixedly provided with a second-gear driving gear and a fourth-sixth-gear driving gear; the first output shaft is provided with a first-gear driven gear, a second-gear driven gear, a third-gear driven gear and a fourth-gear driven gear in an overhead sleeving manner, and the second output shaft is provided with a fifth-gear driven gear, a sixth-gear driven gear and a seventh-gear driven gear in an overhead sleeving manner; a third-gear synchronizer is arranged between the first-gear driven gear and the third-gear driven gear, a second-fourth-gear synchronizer is arranged between the second-gear driven gear and the fourth-gear driven gear, a fifth-seventh-gear synchronizer is arranged between the fifth-gear driven gear and the seventh-gear driven gear, and a sixth-gear synchronizer is arranged on one side of the sixth-gear driven gear.
According to some embodiments of the invention, the reverse output gear is idler on the second output shaft adjacent the six-speed driven gear and shares the six-speed synchronizer with the six-speed driven gear, such that the six-speed synchronizer constitutes the reverse synchronizer.
According to some embodiments of the invention, the reverse output gear is located on a side of the six driven gear remote from the engine.
According to some embodiments of the 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 and the second output shaft output gear are both meshed with a final drive driven gear of the vehicle.
According to some embodiments of the invention, the power drive system further comprises: the double clutch, the double clutch has input, first output and second output, the engine with the input links to each other, first output with first input shaft links to each other, the second output with the second input shaft links to each other.
According to some embodiments of the present invention, the second gear drive gear, the fourth-sixth gear drive gear, the first gear drive gear, the third-fifth gear drive gear, and the seventh gear drive gear are incrementally spaced from the engine.
According to some embodiments of the invention, the reverse output gear shares a gear synchronizer with an adjacent one of the gear driven gears, the shared gear synchronizer constituting the reverse synchronizer.
According to some embodiments of the invention, the power drive system further comprises: the gear shifting device comprises a motor power shaft, a gear shifting mechanism and a gear shifting mechanism, wherein a motor power shaft first gear and a motor power shaft second gear are sleeved on the motor power shaft, a motor power shaft synchronizer is also arranged on the motor power shaft and is positioned between the motor power shaft first gear and the motor power shaft second gear, and the motor power shaft second gear is arranged to be linked with one gear driven gear; and a first motor generator arranged to be linked with the motor power shaft.
The vehicle according to the embodiment of the invention comprises the power driving system of the embodiment.
Drawings
FIG. 1 is a schematic illustration of a power drive system according to one embodiment of the present invention;
FIG. 2 is a schematic illustration of a power drive system according to another embodiment of the present invention;
FIG. 3 is a schematic illustration of a power drive system according to yet another embodiment of the present invention;
FIG. 4 is a schematic illustration of a power drive system according to yet another embodiment of the present invention;
FIG. 5 is a schematic diagram of a power drive system according to yet another embodiment of the present invention.
Detailed Description
Reference will now be made in detail to embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to the same or similar elements or elements having the same or similar function throughout. The embodiments described below with reference to the drawings are illustrative and intended to be illustrative of the invention and are not to be construed as limiting the invention.
In the description of the present invention, it is to be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", and the like, indicate orientations and positional relationships based on those shown in the drawings, and are used only for convenience of description and simplicity of description, and do not indicate or imply that the device or element being referred to must have a particular orientation, be constructed and operated in a particular orientation, and thus, should not be considered as limiting the present invention.
Furthermore, the terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of the present invention, "a plurality" means at least two, e.g., two, three, etc., unless specifically limited otherwise.
In the present invention, unless otherwise expressly stated or limited, the terms "mounted," "connected," "secured," and the like are to be construed broadly and can, for example, be fixedly connected, detachably connected, or integrally formed; can be mechanically connected, electrically connected or can communicate with each other; either directly or indirectly through intervening media, either internally or in any other relationship. The specific meanings of the above terms in the present invention can be understood by those skilled in the art according to specific situations.
In the present invention, unless otherwise expressly stated or limited, "above" or "below" a first feature means that the first and second features are in direct contact, or that the first and second features are not in direct contact but are in contact with each other via another feature therebetween. Also, the first feature being "on," "above" and "over" the second feature includes the first feature being directly on and obliquely above the second feature, or merely indicating that the first feature is at a higher level than the second feature. A first feature being "under," "below," and "beneath" a second feature includes the first feature being directly under and obliquely below the second feature, or simply meaning that the first feature is at a lesser elevation than the second feature.
The power drive system 100 according to the embodiment of the present invention will be described in detail with reference to fig. 1 to 5, and the power drive system 100 is applied to a vehicle such as a hybrid vehicle and serves as a power system of the vehicle to provide sufficient power and electric energy for normal running of the vehicle.
The power driving system 100 according to the embodiment of the present invention mainly includes two major parts, one of which may be a power source, which may be the engine 4, the motor generator, etc., and the other may be a transmission (including multiple input shafts, multiple output shafts, a gear pair, etc.), which is used to realize a speed change function for outputting power from the power source, and meet a vehicle running requirement or a charging requirement, etc.
For example, in some embodiments, as shown in fig. 2-5, the power-drive system 100 may include, but is not limited to, the engine 4, the first motor generator 51, and a transmission.
As shown in connection with fig. 1, in some embodiments, the transmission basically includes a plurality of input shafts (e.g., first input shaft 11, second input shaft 12), a plurality of output shafts (e.g., first output shaft 21, second output shaft 22), and the motor power shaft 3 and associated gears and shifting elements (e.g., synchronizers) on each shaft.
The engine 4 is configured to selectively engage at least one of the plurality of input shafts when power is transmitted between the engine 4 and the input shafts. In other words, for example, when the engine 4 transmits power to the input shafts, the engine 4 can be selectively engaged with one of the plurality of input shafts to transmit power, or the engine 4 can also be selectively engaged with two or more of the plurality of input shafts at the same time to transmit power.
For example, in the example of fig. 1-5, the plurality of input shafts may include two input shafts, a first input shaft 11 and a second input shaft 12, and the engine 4 may be selectively engageable with one of the first input shaft 11 and the second input shaft 12 to transmit power. Alternatively, in particular, the engine 4 can also be simultaneously engaged with the first input shaft 11 and the second input shaft 12 to transmit power. Of course, it should be understood that the engine 4 may also be disconnected from both the first input shaft 11 and the second input shaft 12.
It will be apparent to those skilled in the art that the engagement state of the engine 4 and the input shaft is related to specific operating conditions of the power drive system 100, which will be described in detail below in connection with specific embodiments and will not be described in detail herein.
The input shaft and the output shaft can be transmitted through a gear pair. For example, each input shaft is provided with a gear driving gear, each output shaft is provided with a gear driven gear, and the gear driven gears are correspondingly meshed with the gear driving gears, so that a plurality of pairs of gear pairs with different speed ratios are formed.
In some embodiments of the present invention, the powertrain 100 may have seven forward gear sets, namely, a first gear set, a second gear set, a third gear set, a fourth gear set, a fifth gear set, a sixth gear set, and a seventh gear set.
As shown in fig. 1 to 5, one of the output shafts is provided with a reverse output gear 8 in a hollow manner, and is also provided with a reverse synchronizer (e.g., the sixth synchronizer 6c of fig. 1) for engaging the reverse output gear 8, in other words, the reverse synchronizer synchronizes the corresponding reverse output gear 8 and the output shaft, so that the output shaft and the reverse output gear 8 can rotate synchronously, and thus reverse power can be output from the output shaft.
In some embodiments, one reverse output gear 8, as shown in fig. 1-5, may be idler on the second output shaft 22, and the reverse synchronizer may be a six-gear synchronizer 6c (i.e., a gear synchronizer), as shown in fig. 1.
The reverse gear output gear 8 is linked with one of the gear driven gears and has opposite rotation direction, so that a reverse gear shaft is omitted, and the power driving system 100 is more compact in structure, smaller in radial size and convenient to arrange. Specifically, referring to fig. 1 to 5, one side of one of the gear driven gears (e.g., the first gear driven gear) is provided with a gear portion 12b to form a duplicate gear, and the reverse output gear 8 is engaged with the gear portion 12 b. For example, in the example of fig. 1 to 5, the first-speed driven gear 1b is a duplicate gear, and has a gear portion 11b and a gear portion 12b, the gear portion 11b functions as a conventional driven gear, i.e., meshes with the first-speed driving gear 1a, and the gear portion 12b is a one-side duplicate gear that meshes with the reverse output gear 8. By arranging the gear driven gear as a duplicate gear and engaging the reverse output gear 8 with one gear portion of the duplicate gear for transmission, the number of teeth of the gear portion can be individually designed, so that the optimal reverse transmission speed ratio can be obtained.
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.
As described with reference to fig. 1 to 5, since the reverse output gear 8 is idly mounted on the output shaft, in order for the reverse output gear 8 to output reverse power from the idly mounted output shaft, a reverse synchronizer (for example, the sixth synchronizer 6c in fig. 1) needs to be provided to synchronize the reverse output gear 8 with the corresponding output shaft. As a preferred embodiment, the reverse output gear 8 shares a gear synchronizer with an adjacent one of the gear driven gears (e.g. the six-gear synchronizer 6c of fig. 1), in other words for a gear driven gear arranged on the same output shaft as the reverse output gear 8, the reverse output gear 8 can be arranged adjacent to the gear driven gear, sharing a gear synchronizer with the gear driven gear, so that the engagement sleeve of the gear synchronizer can engage the reverse output gear 8 or the corresponding gear driven gear when moving axially to the left or to the right, since the gear driven gear is likewise free on this output shaft and requires the gear synchronizer to engage the output shaft for outputting power.
Therefore, the number of synchronizers and the number of shifting fork mechanisms can be reduced, so that the axial size and the radial size of the power driving system 100 are relatively smaller, the structure is more compact, the control is more convenient, and the cost is reduced.
Of course, it is to be understood that the reverse synchronizer of the present invention may also be a separate synchronizer independent of the gear synchronizer.
Specific embodiments of the gear synchronizer constituting the reverse gear synchronizer will be described in detail below with reference to the accompanying drawings, and will not be described in detail herein.
The details of the motor power shaft 3 will be described below. As shown in fig. 2-5, a first gear 31 of the motor power shaft and a second gear 32 of the motor power shaft are sleeved on the motor power shaft 3. The motor power shaft first gear 31 may be in meshing transmission with the final drive driven gear 74.
The second motor power shaft gear 32 is configured to be coupled to one of the gear driven gears, and when a vehicle having the power drive system 100 according to an embodiment of the present invention is in some operating conditions (the specific operating conditions will be described in detail below with reference to specific embodiments), power output from the power source can be transmitted between the second motor power shaft gear 32 and the gear driven gear coupled thereto, and the second motor power shaft gear 32 is coupled to the gear driven gear.
For example, in some embodiments, the motor power shaft second gear 32 may be linked with the first-gear driven gear 1b, the second-gear driven gear 2b, the third-gear driven gear 3b, or the fourth-gear driven gear 4b, respectively. Taking fig. 2 as an example, the second gear 32 of the power shaft of the motor and the second gear driven gear 2b can be directly meshed or indirectly driven through an intermediate transmission component, which will be described in detail below with reference to specific embodiments.
Further, a motor power shaft synchronizer 33c is disposed on the motor power shaft 3, the motor power shaft synchronizer 33c is disposed between the motor power shaft first gear 31 and the motor power shaft second gear 32, and the motor power shaft synchronizer 33c can selectively engage the motor power shaft first gear 31 or the motor power shaft second gear 32 with the motor power shaft 3. For example, in the example of fig. 2-5, moving the engagement sleeve of the motor power shaft synchronizer 33c to the left may engage the motor power shaft second gear 32 and moving to the right may engage the motor power shaft first gear 31.
Similarly, as shown in fig. 2 to 5, a first motor generator 51 is provided so as to be interlocked with the motor power shaft 3. For example, when operating as a motor, the first motor generator 51 can output the generated power to the motor power shaft 3. For example, when the first motor generator 51 operates as a generator, the power of the motor power shaft 3 can be output to the first motor generator 51 to drive the first motor generator 51 to generate power.
Here, it should be noted that in the description of the present invention regarding "motor generator", if not specifically stated, the motor generator may be understood as a motor having a function of a generator and a motor.
As described above, the motor-power-shaft second gear 32 is linked with one of the range driven gears, and in particular, when the motor-power-shaft second gear 32 is linked with the range driven gear, the first motor generator 51 can generate electric power while the vehicle is running and parked using at least part of the power output from the engine 4.
In other words, when the vehicle is in a driving state and the motor power shaft second gear 32 and the gear driven gear are linked, at least part of the power of the engine 4 can be output to the first motor generator 51 through the gear driven gear, the motor power shaft second gear 32 and the motor power shaft 3, so that the first motor generator 51 is driven to generate power, and the charging condition of the engine 4 while being driven is realized.
In particular, when the vehicle is in a parking state (the vehicle is stopped but the engine 4 is still in a working state, such as idling of the engine 4) and the motor power shaft second gear 32 is linked with the gear driven gear, at least part of the power of the engine 4 can be output to the first motor generator 51 through the gear driven gear, the motor power shaft second gear 32 and the motor power shaft 3, so as to drive the first motor generator 51 to generate power, and realize a parking charging function (namely 'parking' charging), thereby greatly improving the charging efficiency and the fuel economy of the engine 4.
As for the motor power shaft first gear 31, since it is meshed with the final drive driven gear 74, the first motor generator 51 can directly output the generated power from the motor power shaft first gear 31 by engaging the motor power shaft synchronizer 33c with the motor power shaft first gear 31, which can shorten the transmission chain, reduce intermediate transmission components, and improve the transmission efficiency.
It should be noted that in the description of the present invention, the motor power shaft 3 may be a motor shaft of the first motor generator 51 itself. Of course, it is understood that the motor power shaft 3 and the motor shaft of the first motor generator 51 may be two separate shafts.
Therefore, according to the power drive system 100 of the embodiment of the invention, the charging function can be realized when the vehicle runs and parks, the charging modes are enriched, and the problems of single charging mode, low charging efficiency and the like of the existing power transmission system are solved at least to a certain extent. In short, the power drive system 100 according to the embodiment of the invention can realize two charging modes of driving charging and parking charging. Furthermore, the power driving system 100 according to the embodiment of the present invention has seven forward gears, so that the power transmission is smoother, the transmission efficiency is high, and seven different transmission speed ratios can better satisfy the requirements of the vehicle on power and torque under different road conditions.
The specific configuration of power drive system 100 is described in detail below in conjunction with specific embodiments with reference to fig. 1-5.
Firstly, the transmission mode of the motor power shaft 3 and the gear driven gear is described in detail with reference to the specific embodiment.
In some embodiments of the present invention, as shown in fig. 2, the power driving system 100 further includes a countershaft 71, wherein a first countershaft gear 711 and a second countershaft gear 712 are fixedly disposed on the countershaft 71, the first countershaft gear 711 is engaged with the one of the gear driven gears (e.g., the second gear driven gear 2b), and the second countershaft gear 712 is engaged with the second motor power shaft gear 32. Briefly, in some such embodiments, the motor power shaft second gear 32 is linked to the one of the gear driven gears by a countershaft second gear 712 and a countershaft first gear 711.
In other embodiments, as shown in fig. 3, only the intermediate shaft third gear 713 is fixedly disposed on the intermediate shaft 71, and the motor power shaft second gear 32 is in transmission with the one gear driven gear (for example, the second gear driven gear 2b) through the intermediate shaft third gear 713.
In still other embodiments, as shown in fig. 4-5, the second motor power shaft gear 32 is in direct meshing transmission with the one gear driven gear (e.g., the second gear driven gear 2 b).
Next, the transmission method of the motor power shaft 3 and the first motor generator 51 will be described in detail with reference to a specific embodiment.
In some embodiments, as shown in fig. 2-4, the motor power shaft 3 is further fixedly provided with a motor power shaft third gear 33, and the first motor generator 51 is arranged to be in direct mesh transmission or indirect transmission with the motor power shaft third gear 33.
Further, as shown in fig. 2, a motor shaft of the first motor generator 51 is provided with a first motor gear 511, and the first motor gear 511 is in transmission with the motor power shaft third gear 33 through an intermediate gear 512. As another example, in the example of fig. 3 to 4, a motor shaft of the first motor generator 51 is provided with a first motor gear 511, and the first motor gear 511 directly meshes with the motor power shaft third gear 33. As another example, in the example of fig. 5, the first motor generator 51 and the motor power shaft 3 may be coaxially connected.
The input shaft, the output shaft and the gear wheels are described in detail below with reference to the embodiments of fig. 1-5.
In some embodiments of the present invention, as shown in fig. 1-5, the input shafts may be two, that is, the input shafts include a first input shaft 11 and a second input shaft 12, the second input shaft 12 may be a hollow shaft, the first input shaft 11 may be a solid shaft, a portion of the first input shaft 11 may be embedded in the hollow second input shaft 12, another portion of the first input shaft 11 may protrude axially outward from the second input shaft 12, and the first input shaft 11 and the second input shaft 12 may be coaxially arranged.
The output shafts may be two, that is, a first output shaft 21 and a second output shaft 22, the first output shaft 21 and the second output shaft 22 are arranged in parallel with the input shaft, and both the first output shaft 21 and the second output shaft 22 may be solid shafts.
The power driving system 100 according to the embodiment of the present invention may have seven forward gears, and specifically, one of the input shafts, for example, the first input shaft 11, may have an odd-numbered gear driving gear disposed thereon, and the other input shaft, for example, the second input shaft 12, may have an even-numbered gear driving gear disposed thereon, so that the first input shaft 11 is responsible for power transmission of the odd-numbered gear pair and the second input shaft 12 is responsible for power transmission of the even-numbered gear pair. In addition, as a preferred embodiment, at least one gear driving gear in the plurality of gear driving gears is in meshing transmission with two gear driven gears respectively, that is, at least one gear driving gear is shared by the two gear driven gears, so that the number of the gear driving gears can be reduced, the axial size of the power driving system can be reduced, and the arrangement is convenient.
More specifically, as shown in fig. 1, a first-gear driving gear 1a, a third-fifth-gear driving gear 35a and a seventh-gear driving gear 7a may be disposed on the first input shaft 11, and a second-gear driving gear 2a and a fourth-sixth-gear driving gear 46a may be disposed on the second input shaft 12, each of which rotates synchronously with the corresponding input shaft.
Correspondingly, as shown in fig. 1, the first output shaft 21 is provided with a first-gear driven gear 1b, a second-gear driven gear 2b, a third-gear driven gear 3b and a fourth-gear driven gear 4b, and the second output shaft 22 is provided with a fifth-gear driven gear 5b, a sixth-gear driven gear 6b and a seventh-gear driven gear 7b, each gear driven gear is freely sleeved on the corresponding output shaft, i.e. each gear driven gear can rotate with a differential speed relative to the corresponding output shaft.
The first-gear driven gear 1b is meshed with the first-gear driving gear 1a to form a first-gear pair, the second-gear driven gear 2b is meshed with the second-gear driving gear 2a to form a second-gear pair, the third-gear driven gear 3b is meshed with the third-fifth-gear driving gear 35a to form a third-gear pair, the fourth-gear driven gear 4b is meshed with the fourth-sixth-gear driving gear 46a to form a fourth-gear pair, the fifth-gear driven gear 5b is meshed with the third-fifth-gear driving gear 35a to form a fifth-gear pair, and the sixth-gear driven gear 6b is meshed with the fourth-sixth-gear driving gear 46a to form a sixth-gear pair, and the seventh-gear driven gear 7b is meshed with the seventh-gear driving gear 7 a.
Wherein the four-gear pair and the six-gear pair share the four-six-gear driving gear 46a, and the three-gear pair and the five-gear pair share the three-five-gear driving gear 35a, so that two gear driving gears can be reduced, the structure of the power driving system 100 is more compact, and the axial size is smaller.
Because the driven gear and the output shaft are in an empty sleeve structure, a synchronizer is required to be arranged to synchronize the corresponding driven gear and the output shaft so as to realize power output.
In some embodiments, as shown in connection with FIG. 1, the powertrain 100 includes a three-gear synchronizer 13c, a two-four gear synchronizer 24c, a five-seven gear synchronizer 57c, and a six-gear synchronizer 6 c.
As shown in fig. 1, a three-speed synchronizer 13c is provided on the first output shaft 21 between the first-speed driven gear 1b and the third-speed driven gear 3b, and the three-speed synchronizer 13c can engage the first-speed driven gear 1b or the third-speed driven gear 3b with the first output shaft 21 so as to enable the synchronous rotation of the driven gears and the output shafts.
For example, as shown in fig. 1, moving the engaging sleeve of the first three-speed synchronizer 13c leftward engages the third driven gear 3b with the first output shaft 21, so that the third driven gear 3b and the first output shaft 21 can rotate synchronously. The rightward movement of the engaging sleeve of the first-third synchronizer 13c engages the first-speed driven gear 1b with the first output shaft 21, so that the first-speed driven gear 1b and the first output shaft 21 can rotate synchronously.
Similarly, as shown in fig. 1, a two-fourth-speed synchronizer 24c is provided on the first output shaft 21 between the two-speed driven gear 2b and the four-speed driven gear 4b, and the two-fourth-speed synchronizer 24c can engage the two-speed driven gear 2b or the four-speed driven gear 4b with the first output shaft 21 so as to enable the synchronous rotation of the driven gears and the output shafts.
For example, as shown in fig. 1, moving the engaging sleeve of the second-and-fourth-speed synchronizer 24c leftward engages the second-speed driven gear 2b with the first output shaft 21, so that the second-speed driven gear 2b rotates in synchronization with the first output shaft 21. The rightward movement of the engaging sleeve of the second-and-fourth-speed synchronizer 24c engages the fourth-speed driven gear 4b with the first output shaft 21, so that the fourth-speed driven gear 4b rotates in synchronization with the first output shaft 21.
Similarly, as shown in fig. 1, a fifth-seventh speed synchronizer 57c is provided on the second output shaft 22, the fifth-seventh speed synchronizer 57c is located between the fifth-speed driven gear 5b and the seventh-speed driven gear 7b, and the fifth-seventh speed synchronizer 57c is used to engage the fifth-speed driven gear 5b or the seventh-speed driven gear 7b with the second output shaft 22, for example, if the engaging sleeve of the fifth-seventh speed synchronizer 57c is moved rightward, the seventh-speed driven gear 7b can be engaged with the second output shaft 22, so that the seventh-speed driven gear 7b rotates synchronously with the second output shaft 22. For another example, when the engagement sleeve of the fifth-seventh-speed synchronizer 57c moves leftward, the fifth-speed driven gear 5b is engaged with the second output shaft 22, and the fifth-speed driven gear 5b rotates in synchronization with the second output shaft 22.
Similarly, as shown in fig. 1, a sixth-speed synchronizer 6c is provided on the second output shaft 22, the sixth-speed synchronizer 6c is located on one side, for example, the right side, of the sixth-speed driven gear 6b, and the sixth-speed synchronizer 6c is used to engage the sixth-speed driven gear 6b with the second output shaft 22, for example, when the engaging sleeve of the sixth-speed synchronizer 6c is moved to the left, the sixth-speed driven gear 6b can be engaged with the second output shaft 22, so that the sixth-speed driven gear 6b rotates synchronously with the second output shaft 22.
As shown in fig. 1, the reverse output gear 8 is disposed adjacent to the six-speed driven gear 6b to share the six-speed synchronizer 6c, so that the six-speed synchronizer 6c constitutes a reverse synchronizer. As shown in connection with fig. 1-5, moving the sleeve of the six-speed synchronizer 6c to the right engages the reverse output gear 8 and moving it to the left engages the six-speed driven gear 6 b. Alternatively, the reverse output gear 8 is located on the side of the six-speed driven gear 6b remote from the engine 4.
In some embodiments, as shown in fig. 1, the second-gear drive gear 2a, the fourth-sixth-gear drive gear 46a, the first-gear drive gear 1a, the third-fifth-gear drive gear 35a, and the seventh-gear drive gear 7a are located at increasing distances from the engine 4. Thus, the gear arrangement is more reasonable, the power drive system 100 is more compact, and the radial and axial dimensions are relatively smaller.
In some embodiments of the present invention, power may be transferred or disconnected between the engine 4 and the first and second input shafts 11 and 12 of the transmission through the dual clutch 2 d.
Referring to fig. 1 to 5, the dual clutch 2d has an input 23d, a first output 21d and a second output 22d, and the engine 4 is connected to the input 23d of the dual clutch 2d, specifically, the engine 4 may be connected to the input 23d of the dual clutch 2d through various forms such as a flywheel, a damper or a torsion disc.
The first output 21d of the double clutch 2d is connected to the first input shaft 11, so that the first output 21d rotates synchronously with the first input shaft 11. The second output 22d of the dual clutch 2d is connected to the second input shaft 12, so that the second output 22d rotates synchronously with the second input shaft 12.
The input 23d of the dual clutch 2d can be a housing of the dual clutch 2d, and the first output 21d and the second output 22d can be two driven disks. Generally, the housing may be disconnected from both the driven discs, i.e. the input 23d is disconnected from both the first output 21d and the second output 22d, and when it is desired to engage one of the driven discs, the housing may be controlled to engage the corresponding driven disc so as to rotate synchronously, i.e. the input 23d is engaged with one of the first output 21d and the second output 22d, so that power transmitted from the input 23d can be output through one of the first output 21d and the second output 22 d.
In particular, the housing can also be simultaneously engaged with two driven disks, i.e. the input 23d can also be simultaneously engaged with the first output 21d and the second output 22d, so that the power transmitted from the input 23d can be simultaneously output through the first output 21d and the second output 22 d.
It will be appreciated that the particular engagement state of the dual clutch 2d is influenced by the control strategy, which can be adapted by those skilled in the art according to the actual desired transmission mode, so that it is possible to switch between a plurality of modes in which the input 23d is disconnected from both outputs and the input 23d is engaged with at least one of the two outputs.
The connection relationship between the three power output shafts (i.e., the first output shaft 21, the second output shaft 22, and the motor power shaft 3) and the vehicle differential 75 will be described in detail below with reference to fig. 1 to 5.
The differential 75 of the vehicle may be disposed between a pair of front wheels 76 or between a pair of rear wheels, in some examples of the invention, the differential 75 is located between a pair of front wheels 76. The function of the differential 75 is to allow the left and right drive wheels to roll at different angular velocities when the vehicle is traveling around a curve or over an uneven surface to ensure a pure rolling motion between the drive wheels on both sides and the ground. A final drive driven gear 74 is provided on the differential 75, for example, the final drive driven gear 74 may be disposed on a housing of the differential 75. The final drive driven gear 74 may be a bevel gear, but is not limited thereto.
Further, a first output shaft output gear 211 is fixedly provided on the first output shaft 21, the first output shaft output gear 211 rotates synchronously with the first output shaft 21, and the first output shaft output gear 211 is in mesh transmission with the final drive driven gear 74, so that the power through the first output shaft 21 can be transmitted from the first output shaft output gear 211 to the final drive driven gear 74 and the differential 75.
Similarly, a second output shaft output gear 221 is fixedly arranged on the second output shaft 22, the second output shaft output gear 221 rotates synchronously with the second output shaft 22, the second output shaft output gear 221 is in mesh transmission with the final drive driven gear 74, and therefore power passing through the second output shaft 22 can be transmitted from the second output shaft output gear 221 to the final drive driven gear 74 and the differential 75.
Similarly, motor power shaft first gear 31 may be used to output power through motor power shaft 3, and therefore motor power shaft first gear 31 is also in meshing transmission with final drive driven gear 74.
Some typical operating conditions of the power drive system 100 according to the embodiment of the present invention include parking power generation, a drive-while-charge mode with the double clutches 2d engaged simultaneously, and a reverse mode.
Describing first a typical condition of parking power generation, when the vehicle is in a parking state, the engine 4 is configured to output the generated power to the one of the shift driven gears that is linked with the motor power shaft second gear 32, and to output the power to the first motor generator to drive the first motor generator to generate power by synchronizing the motor power shaft second gear 32 with the motor power shaft synchronizer 33 c.
Specifically, with reference to the embodiment shown in fig. 3, the engine 4 can output power to the second input shaft 12 through the double clutch 2d after the vehicle is parked, and the motor power shaft synchronizer 33c engages the motor power shaft second gear 32, so that the power passing through the second input shaft 12 can be output to the first motor generator 51 through the secondary gear pair, the intermediate shaft first gear 711, the intermediate shaft 71, the intermediate shaft second gear 712, the motor power shaft second gear 32, the motor power shaft synchronizer 33c, the motor power shaft 3, the motor power shaft third gear 33, the intermediate gear 512, and the first motor gear 511, thereby driving the first motor generator 51 as a generator to generate power.
Therefore, the parking power generation function is realized, the charging modes are enriched, the vehicle is in a static state under the parking power generation working condition, the power of the engine 4 can be completely used for charging, the charging efficiency is improved, and the rapid power supply function is realized.
Next, a drive-while-charge condition in the case where the twin clutches 2d are simultaneously engaged will be described, in which the engine 4 is capable of outputting a part of the power to the wheels through one of the output shafts as the power for the vehicle to travel by the simultaneous engagement of the input 23d with the first output terminal 21d and the second output terminal 22d, and outputting another part of the power to the first motor generator 51 through the motor power shaft second gear 32 to drive the first motor generator 51 to generate power.
Specifically, in the embodiment shown in fig. 3, in this operating condition, the motor power shaft synchronizer 33c engages with the motor power shaft second gear 32, a part of the power of the engine 4 may be output to the first input shaft 11, and then output through the first-gear pair, the third-gear pair, the fifth-gear pair or the seventh-gear pair, and another part of the power of the engine 4 may be output to the first motor generator 51 from the second input shaft 12, the second-gear pair and the motor power shaft second gear 32, so as to drive the first motor generator 51 to generate power.
Because only one clutch of the double clutches 2d is in an operating state at the same time in the conventional power transmission system with the double clutches 2d, the power drive system 100 according to the embodiment of the present invention realizes breakthrough application to the double clutches 2d, that is, in a state where both clutches of the double clutches 2d are engaged (the input end 23d is engaged with the first output end 21d and the second output end 22d at the same time), a part of power of the engine 4 is output by one output shaft (for example, the first output shaft 21 or the second output shaft 22) to drive the vehicle to run, and the other part of power is output to the first motor generator 51 to drive the motor to generate power, thereby enriching the transmission mode and meeting the requirements of vehicle running and charging.
Describing the reverse gear mode again, the power drive system 100 according to the embodiment of the present invention has three reverse gear modes, i.e., a mechanical reverse gear mode, an electric reverse gear mode, and a hybrid reverse gear mode.
The mechanical reverse mode is a mode in which the reverse function of the vehicle is achieved by the power of the engine 4, and when the vehicle is in the mechanical reverse mode, the engine 4 serves as a power source to output the generated power to the reverse output gear 8 through the first-gear drive gear 1a and the first-gear driven gear 1b (duplicate gear).
Specifically, in conjunction with the embodiment shown in fig. 1, the sixth synchronizer 6c engages the reverse output gear 8, so that the power generated by the engine 4 is output to the reverse output gear 8 through the second input shaft 12, the first-gear driving gear 1a, and the first-gear driven gear 1b (duplicate gear), and thus the reverse power is finally output from the second output shaft 22 by the engagement of the reverse synchronizer 6 c.
In short, when the vehicle is in the mechanical reverse mode, only the reverse synchronizer 6c engages the reverse output gear 8, as shown in fig. 2. In this case, the transmission chain is shorter, the number of intermediate transmission components is smaller, and the reverse gear efficiency is high.
In the electric reverse mode, the first motor generator 51 is used to realize a reverse function of the vehicle, and when the vehicle is in the electric reverse mode, the first motor generator 51 is used as a power source, and the first motor power shaft synchronizer 33c synchronizes the first motor power shaft gear 31, so that the power generated by the first motor generator 51 is output from the first motor power shaft gear 31, thereby realizing the reverse.
Specifically, in connection with the embodiment of FIG. 1, the motor power shaft synchronizer 33c engages the motor power shaft first gear 31, and power output by the first motor generator 51 is output from the motor power shaft first gear 31 via the first motor gear 511, the intermediate gear 512, the motor power shaft third gear 33, the motor power shaft 3, and the motor power shaft synchronizer 33 c.
In this case, the transmission chain is short, the number of intermediate transmission members is small, the reverse gear efficiency is high, and it can be considered as a direct reverse gear path of the first motor generator 51.
In short, in this electric reverse mode, only the motor power shaft synchronizer 33c engages the motor power shaft first gear 31.
The hybrid reverse mode is a combination of the mechanical reverse mode and the electric reverse mode, in which the engine 4 and the first motor generator 51 are used to realize the reverse function of the vehicle.
When the vehicle is in the hybrid reverse mode, the engine 4 outputs the generated power to the first-speed driven gear 1b (duplicate gear) as a power source, and the reverse synchronizer synchronizes the reverse output gear 8 so that the power generated by the engine 4 is output from the reverse output gear 8.
At the same time, the first motor generator 51 serves as a power source and causes the power generated by the first motor generator 51 to be output from the motor power shaft first gear 31 through synchronization of the motor power shaft synchronizer 33c with the motor power shaft first gear 31.
Specifically, as shown in fig. 1, when the power drive system 100 is in the hybrid reverse mode, the above-mentioned mechanical reverse mode and the electric reverse mode are combined, the engine 4 outputs power from the reverse output gear 8 according to the above-mentioned mechanical reverse mode, the first motor generator 51 outputs power from the motor power shaft first gear 31 according to the above-mentioned electric reverse mode, and the two portions of power are coupled at the main reducer driven gear 74 and then output to the wheels together, so that the hybrid reverse is realized.
At this time, the first motor generator 51 can be adjusted in speed so that the final drive driven gear 74 can receive the power from the engine 4 and the first motor generator 51 in a balanced and synchronous manner, thereby improving the smoothness and coordination of the transmission.
In short, in this hybrid mode, as shown in FIG. 1, the motor power shaft synchronizer 33c engages the motor power shaft first gear 31 and the reverse synchronizer 6c engages the reverse output gear 8.
From this, this power driving system 100 can realize three kinds of modes of reversing gears, mechanical mode of reversing gear, electronic mode of reversing gear and the mode of reversing gear that thoughtlessly moves promptly, has richened the operating mode of reversing gear, can switch in these three kinds of modes of reversing gear according to actual conditions is nimble, satisfies the driving requirement.
For example, under the condition that the battery charge of the vehicle is sufficient, an electric reverse mode can be adopted, so that harmful gas cannot be discharged when the vehicle is backed, energy consumption can be reduced, especially for a novice driver to back into a position, the vehicle can be poured into a specified position by multiple operations, the engine 4 can generate more harmful gas when the vehicle is backed at a low speed, meanwhile, the engine 4 is generally in a non-economic rotating speed area when the vehicle is backed, the oil consumption is relatively high, the problem can be well improved by adopting the electric reverse mode at the moment, the emission can be reduced, meanwhile, the low-speed backing energy consumption is lower by adopting the motor as power, and the fuel economy of the engine 4 is improved to a certain extent.
As another example, a mechanical reverse mode may be employed in the event that the vehicle battery charge is insufficient or low. For another example, under the working conditions that the vehicle needs to be backed up quickly or needs to be backed up by high horsepower, a hybrid reverse gear mode can be adopted, the dynamic property of the vehicle is improved, and the vehicle can be backed up conveniently.
Of course, the above description of the application environment of the three reverse gear modes is only illustrative and should not be construed as a limitation or suggestion of the invention that the corresponding reverse gear mode must be employed in the vehicle environment. It is obvious to those skilled in the art that the reverse gear mode required in the corresponding reverse environment can be specifically set according to the needs or actual conditions.
Therefore, the reverse gear modes of the power driving system 100 are further enriched, more choices are provided for a driver, the driving pleasure is fully improved, and the reverse gear requirements of different road conditions are better met.
According to the power drive system 100 of some embodiments of the present invention, as shown in fig. 1-5, a second motor generator 52 may be added to increase the dynamic performance of the power drive system 100, enriching the transmission mode.
For example, in some embodiments, the second motor generator 52 may be in drive communication with the final drive driven gear 74, for example, a gear may be provided on the motor shaft of the second motor generator 52 that is in direct meshing drive communication with the final drive driven gear 74. For another example, in other embodiments, the second motor generator 52 may be provided in connection with the first input shaft 11 or in connection with the first output shaft 21. For another example, in still other embodiments, the second motor generators 52 are two and are respectively provided on both sides of the differential 75, and for example, the two second motor generators 52 may be integrated with the differential 75. Alternatively, the aforementioned engine 4 and first motor generator 51 are used to drive the front wheels, and the second motor generator 52 may be a wheel-side motor and used for the rear wheels, or the second motor generator 52 may drive two rear wheels through one speed reduction mechanism, or the second motor generator 52 may be two and drive one rear wheel through one speed reduction mechanism, respectively.
FIG. 1 illustrates a basic embodiment of a power drive system 100 of the present invention. Fig. 2 to 5 are modifications of fig. 1, and the main difference is that a first motor generator 51 is added as compared with the embodiment of fig. 1. The four embodiments of fig. 2 to 5 differ from each other mainly in the manner in which the first motor generator 51 is power-connected to the second driven gear 2 b.
In each of the embodiments of fig. 2 to 5, the power of the first motor generator 51 is coupled to the second-speed driven gear 2b, but may be coupled to the third-speed driven gear 3b, the first-speed driven gear 1b, or the fourth-speed driven gear 4b (not shown).
Further, a vehicle including the power drive system 100 as described above is further provided according to an embodiment of the invention. It should be understood that other configurations of the vehicle according to the embodiment of the present invention, such as a running system, a steering system, a brake system, etc., are already known in the art and are well known to those of ordinary skill in the art, and therefore, a detailed description of the conventional structure is omitted herein.
In the description herein, references to the description of the term "one embodiment," "some embodiments," "an example," "a specific example," or "some examples," etc., mean that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the invention. In this specification, the schematic representations of the terms used above are not necessarily intended to refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples. Furthermore, various embodiments or examples described in this specification can be combined and combined by those skilled in the art.
Although embodiments of the present invention have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present invention, and that variations, modifications, substitutions and alterations can be made to the above embodiments by those of ordinary skill in the art within the scope of the present invention.
Claims (2)
1. A power drive system, comprising:
an engine;
a plurality of input shafts, the engine being configured to selectively engage at least one of the plurality of input shafts, each of the input shafts having a gear drive gear disposed thereon;
each output shaft is provided with a gear driven gear which is correspondingly meshed with the gear driving gear, one of the output shafts is provided with a reverse gear output gear in an empty sleeve manner and is also provided with a reverse gear synchronizer used for being jointed with the reverse gear output gear, one side of the first gear driven gear is provided with a gear part to form a duplicate gear, and the reverse gear output gear is meshed with the gear part;
the input shaft includes: the first input shaft and the second input shaft are sleeved with the second input shaft;
the output shaft includes: a first output shaft and a second output shaft;
the first input shaft is fixedly provided with a first-gear driving gear, a third-fifth-gear driving gear and a seventh-gear driving gear, and the second input shaft is fixedly provided with a second-gear driving gear and a fourth-sixth-gear driving gear;
the first output shaft is provided with a first-gear driven gear, a second-gear driven gear, a third-gear driven gear and a fourth-gear driven gear in an overhead sleeving manner, and the second output shaft is provided with a fifth-gear driven gear, a sixth-gear driven gear and a seventh-gear driven gear in an overhead sleeving manner;
a third-gear synchronizer is arranged between the first-gear driven gear and the third-gear driven gear, a second-fourth-gear synchronizer is arranged between the second-gear driven gear and the fourth-gear driven gear, a fifth-seventh-gear synchronizer is arranged between the fifth-gear driven gear and the seventh-gear driven gear, and a sixth-gear synchronizer is arranged on one side of the sixth-gear driven gear;
wherein the first-gear driven gear is provided with the gear part on one side facing the first-third-gear synchronizer;
the engine, the second input shaft, the first gear driving gear, the gear part corresponding to the first gear driven gear, the reverse gear output gear and the reverse gear synchronizer form a mechanical reverse gear transmission path;
the reverse gear output gear is sleeved on the second output shaft in an idle mode, is adjacent to the six-gear driven gear and shares the six-gear synchronizer with the six-gear driven gear, so that the six-gear synchronizer forms the reverse gear synchronizer;
the reverse gear output gear is positioned on one side, far away from the engine, of the six-gear driven gear;
a first output shaft output gear is fixedly arranged on the first output shaft, a second output shaft output gear is fixedly arranged on the second output shaft, and the first output shaft output gear and the second output shaft output gear are both meshed with a driven gear of a main speed reducer of a vehicle;
a dual clutch having an input, a first output, and a second output, the engine being coupled to the input, the first output being coupled to the first input shaft, the second output being coupled to the second input shaft;
the distances between the second-gear driving gear, the fourth-sixth-gear driving gear, the first-gear driving gear, the third-fifth-gear driving gear and the seventh-gear driving gear and the engine are increased progressively;
the reverse gear output gear and an adjacent gear driven gear share a gear synchronizer, and the shared gear synchronizer forms the reverse gear synchronizer;
the gear shifting device comprises a motor power shaft, a gear shifting mechanism and a gear shifting mechanism, wherein a motor power shaft first gear and a motor power shaft second gear are sleeved on the motor power shaft, a motor power shaft synchronizer is also arranged on the motor power shaft and is positioned between the motor power shaft first gear and the motor power shaft second gear, and the motor power shaft second gear is arranged to be linked with one gear driven gear; and
a first motor generator configured to be coupled to the motor power shaft.
2. A vehicle characterized by comprising the power drive system according to claim 1.
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CN105459813A (en) * | 2014-09-10 | 2016-04-06 | 比亚迪股份有限公司 | Gearbox, power transmission system and vehicle |
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US9168918B2 (en) * | 2012-06-05 | 2015-10-27 | Hyundai Motor Company | Power transmitting apparatus for vehicle |
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CN203926634U (en) * | 2014-06-27 | 2014-11-05 | 广州汽车集团股份有限公司 | Seven speed dual clutch formula automatic transmission |
CN204004217U (en) * | 2014-06-30 | 2014-12-10 | 广州汽车集团股份有限公司 | Eight speed double-clutch formula automatic transmission |
CN104608621A (en) * | 2014-09-10 | 2015-05-13 | 比亚迪股份有限公司 | Speed changer, power transmission system and vehicle |
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