CN107539102B

CN107539102B - Power driving system and vehicle

Info

Publication number: CN107539102B
Application number: CN201610506240.8A
Authority: CN
Inventors: 廉玉波; 凌和平; 翟震; 徐友彬
Original assignee: BYD Co Ltd
Current assignee: BYD Co Ltd
Priority date: 2016-06-29
Filing date: 2016-06-29
Publication date: 2019-12-27
Anticipated expiration: 2036-06-29
Also published as: CN107539102A; WO2018000963A1

Abstract

The invention discloses a power driving system and a vehicle, wherein the power driving system comprises: an engine; the engine is connected with at least one of the input shafts, and a gear driving gear is arranged on each input shaft; each output shaft is provided with a gear driven gear; the reverse gear shaft is sleeved with first to third reverse gear shafts, the first reverse gear shaft gear is meshed with one gear driving gear, the second reverse gear shaft gear is meshed with one gear driven gear, and the first to third reverse gear shafts are all arranged to be capable of being connected with the reverse gear shaft; the reverse gear output gear is linked with the third gear of the reverse gear shaft and is fixedly arranged on one output shaft; a first motor generator provided in conjunction with the reverse gear shaft. Therefore, when the vehicle is in a pure electric mode, the transmission efficiency is high, and the control logic of the vehicle is simple.

Description

Power driving system and vehicle

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 known by the inventor, the transmission in the hybrid vehicle generally has a complex structure, and has a small number of transmission modes, and the transmission efficiency is low in the electric-only mode.

Disclosure of Invention

The present invention is directed to solving, at least to some extent, one of the technical problems in the related art. Therefore, the invention provides a power driving system which is high in transmission efficiency in an electric only mode.

The invention also provides a vehicle.

According to the power drive system of a vehicle of the present invention, the power drive system 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; each output shaft is provided with a gear driven gear which is correspondingly meshed with the gear driving gear; the reverse gear mechanism comprises a reverse gear shaft, a reverse gear shaft first gear, a reverse gear shaft second gear and a reverse gear shaft third gear are sleeved on the reverse gear shaft, the reverse gear shaft first gear is meshed with one gear driving gear, the reverse gear shaft second gear is meshed with one gear driven gear, and each of the reverse gear shaft first gear, the reverse gear shaft second gear and the reverse gear shaft third gear is arranged to be capable of being connected with the reverse gear shaft; the reverse gear output gear is linked with the third gear of the reverse gear shaft and is fixedly arranged on one output shaft; and a first motor generator provided in linkage with the reverse gear shaft.

According to the power driving system provided by the embodiment of the invention, the first motor generator and the reverse gear shaft are in linkage relation, so that the first motor generator has high transmission efficiency, and the problem that a pure electric mode can be realized only through complicated gear shifting and a transmission chain in a transmission in the traditional power driving system can be solved, so that fewer parts are required for pure electric mode transmission, the transmission process is reliable, and the transmission efficiency is high. In addition, the control logic of the engine and the control logic of the first motor generator are independent from each other, so that the development time and cost of manufacturers can be saved, and the high failure rate of a power driving system can be avoided.

In addition, the power driving system according to the present invention may also have the following additional technical features:

in some examples of the invention, the power drive system further comprises: a reverse shaft first synchronizer for engaging the reverse shaft with the reverse shaft first gear.

In some examples of the invention, the power drive system further comprises: a reverse shaft second synchronizer for engaging the reverse shaft with the reverse shaft second gear.

In some examples of the invention, the power drive system further comprises: a reverse shaft third synchronizer for engaging the reverse shaft with the reverse shaft third gear.

In some examples of the present invention, the reverse shaft second synchronizer and the reverse shaft third synchronizer are the same synchronizer.

In some examples of the present invention, a first motor gear is further fixedly disposed on the reverse shaft, and the first motor gear is linked with the first motor generator.

In some examples of the invention, the power drive system further comprises: a dual clutch having an input selectively engageable with at least one of the first and second outputs, a first output and a second output, the engine being connected to the input.

In some examples of the invention, the input shaft comprises: the first input shaft is connected with the first output end, and the second input shaft is connected with the second output end; the output shaft includes: a first output shaft and a second output shaft.

In some examples of the present invention, 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; a first-gear driven gear, a second-gear driven gear, a third-gear driven gear and a fourth-gear driven gear are sleeved on the first output shaft; a fifth-gear driven gear, a sixth-gear driven gear and a seventh-gear driven gear are sleeved on the second output shaft; the first output shaft is provided with a first three-gear synchronizer located between the first-gear driven gear and the third-gear driven gear, the first output shaft is further provided with a second four-gear synchronizer located between the second-gear driven gear and the fourth-gear driven gear, the second output shaft is provided with a fifth seven-gear synchronizer located between the fifth-gear driven gear and the seventh-gear driven gear, and the second output shaft is further provided with a sixth-gear synchronizer located on one side of the sixth-gear driven gear.

In some examples of the present invention, the reverse shaft first gear is engaged with the first gear driving gear, and the reverse shaft second gear is engaged with the fifth gear driven gear or the sixth gear driven gear.

In some examples of the invention, the power drive system further comprises: a reverse shaft first synchronizer disposed on the reverse shaft and configured to engage the reverse shaft first gear; the first synchronizer of the reverse gear shaft and the sixth synchronizer share the same shifting fork mechanism, the shifting fork mechanism drives the first synchronizer of the reverse gear shaft to be jointed with the first gear of the reverse gear shaft, the sixth synchronizer is separated from the sixth driven gear, and the shifting fork mechanism drives the sixth synchronizer to be jointed with the sixth driven gear, the first synchronizer of the reverse gear shaft is separated from the first gear of the reverse gear shaft.

In some examples of the present invention, a first output shaft output gear is fixedly disposed on the first output shaft, a second output shaft output gear is fixedly disposed on the second output shaft, and the first output shaft output gear and the second output shaft output gear are respectively meshed with a differential power input gear of the vehicle.

The vehicle comprises the power driving system.

The beneficial effects of the vehicle and the power driving system are the same, and the detailed description is omitted.

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 illustration of a power drive system according to yet another embodiment of the present invention;

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

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

FIG. 8 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. The embodiments described below with reference to the drawings are illustrative and intended to be illustrative of the invention and are not to be construed as limiting the invention.

The power drive system 100 according to the embodiment of the present invention will be described in detail with reference to fig. 1 to 6, 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. 1-6, 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), a reverse shaft 3 and associated gears and shift 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. 1-6, 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, as shown in fig. 1-6, power-driven system 100 may have seven forward gear sets, i.e., 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, and power-driven system 100 may also have one reverse gear set.

As shown in fig. 1 to 6, the reverse shaft 3 is sleeved with a reverse shaft first gear 31 capable of engaging with the reverse shaft 3, in other words, transmission can be performed between the reverse shaft 3 and the reverse shaft first gear 31, as shown in fig. 1 to 2, the reverse shaft 3 can be further provided with a reverse shaft first synchronizer 3c, and the reverse shaft first synchronizer 3c is used for engaging with the reverse shaft 3 and the reverse shaft first gear 31. When the reverse shaft first synchronizer 3c is used to engage the reverse shaft 3 and the reverse shaft first gear 31, the reverse shaft 3 and the reverse shaft first gear 31 transmit power therebetween, and the reverse output gear 39 is linked with the reverse shaft 3.

As shown in fig. 1 to 6, the reverse shaft 3 is sleeved with a reverse shaft second gear 32 capable of engaging with the reverse shaft 3, in other words, transmission can be performed between the reverse shaft 3 and the reverse shaft second gear 32, as shown in fig. 1 to 2, the reverse shaft 3 can be further provided with a reverse shaft second synchronizer 32c, and the reverse shaft second synchronizer 32c is used for engaging with the reverse shaft 3 and the reverse shaft second gear 32. When the reverse shaft second synchronizer 32c is used to engage the reverse shaft 3 and the reverse shaft second gear 32, transmission is made between the reverse shaft 3 and the reverse shaft second gear 32.

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 shown in fig. 1 to 6, the reverse shaft 3 is sleeved with a reverse shaft third gear 33 capable of engaging with the reverse shaft 3, in other words, transmission can be performed between the reverse shaft 3 and the reverse shaft third gear 33, and the reverse shaft 3 can be further provided with a reverse shaft third synchronizer for engaging with the reverse shaft 3 and the reverse shaft third gear 33. When the reverse third synchronizer is used to engage the reverse shaft 3 and the reverse third gear 33, there is a transmission between the reverse shaft 3 and the reverse third gear 33. Among them, preferably, as shown in fig. 1 and 2, the reverse shaft second synchronizer 32c and the reverse shaft third synchronizer are the same synchronizer. In other words, the reverse shaft second gear 32 and the reverse shaft third gear 33 share one synchronizer. This can reduce the number of parts of the transmission and can reduce the axial length of the transmission.

The first reverse shaft gear 31 is engaged with one of the gear drive gears, for example, as shown in fig. 1 to 2, the first reverse shaft gear 31 is engaged with the first gear drive gear 1a, so that the first reverse shaft gear 31 and the first gear drive gear 1a together form a reverse gear pair, and power can be transmitted between the reverse shaft 3 and the input shaft.

The reverse shaft second gear 32 is meshed with one of the gear driven gears, for example, as shown in fig. 1, 2, 5 and 6, and the reverse shaft second gear 32 is meshed with the sixth gear driven gear 6 b. As shown in fig. 3 and 4, the reverse shaft second gear 32 is meshed with the fifth driven gear 5 b.

The reverse shaft third gear 33 meshes with the reverse output gear 39. The reverse output gear 39 may be fixed to one of the output shafts. As shown in fig. 1 to 6, the reverse output gear 39 is fixed to the second output shaft 22, so that the reverse output gear 39 can be arranged reasonably, and the volume of the power drive system 100 can be further reduced.

The plurality of output shafts are interlocked with a differential power input gear 7 of the vehicle. Wherein each output shaft is provided with an output gear which is meshed with the differential power input gear 7, for example, as shown in fig. 1 to 6, the output shaft comprises: the first output shaft 21 is fixedly provided with a first output shaft output gear 211, the second output shaft 22 is fixedly provided with a second output shaft output gear 221, and the first output shaft output gear 211 and the second output shaft output gear 221 are respectively meshed with a differential power input gear 7 of a vehicle. Thus, the power transmitted by the engine 4 can be transmitted to the differential power input gear 7 through the first output shaft output gear 211 on the first output shaft 21, the power transmitted by the engine 4 can be transmitted to the differential power input gear 7 through the second output shaft output gear 221, or the power transmitted by the engine 4 can be transmitted to the differential power input gear 7 through the output gears of the two output shafts.

The specific arrangement of the first motor generator 51 will be described in detail with reference to fig. 1 to 6, the first motor generator 51 is provided to be coupled with the reverse shaft 3, the first motor generator 51 is driven with the reverse shaft 3 through the first transmission gear 511 and the second transmission gear 512, and the reverse shaft 3 is driven with the reverse output gear 39 through the reverse shaft third gear 33. As shown in fig. 3 to 6, the first motor gear 34 is fixedly disposed on the reverse shaft, and the first motor generator 51 is driven by the first transmission gear 511 to the first motor gear 34 on the reverse shaft.

The arrangement of the second motor generator 52 will be described in detail with reference to fig. 2, and as shown in fig. 2, the second motor generator 52 is provided in conjunction with the engine 4. When the second motor generator 52 is used as a motor, the second motor generator 52 may be used to start the engine 4, or the second motor generator 52 may be used to drive the wheels to rotate. When the second motor generator 52 is used as a generator, the engine 4 can drive the second motor generator 52 to generate electric power, and the energy transmitted from the vehicle can drive the second motor generator 52 through the output shaft to generate electric power.

As shown in fig. 1, power-driven system 100 may further include: a dual clutch 2d, the dual clutch 2d having an input 23d, a first output 21d and a second output 22d, the input 23d selectively engaging at least one of the first output 21d and the second output 22d, the engine 4 being connected to the input 23 d. Wherein the first output 21d is connected to the first output shaft 21 and the second output 22d is connected to the second output shaft 22. The input 23d is provided with input external teeth, and the second motor generator 52 is linked with the input external teeth. Since the input terminal 23d is connected to the engine 4, the second motor generator 52 and the engine 4 can be interlocked via the input terminal 23 d. A transmission gear connected to the external teeth of the input terminal may be fixedly provided on a motor shaft of the second motor generator 52.

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.

As shown in fig. 1-2, the second input shaft 12 is sleeved on the first input shaft 11, so that the power driving system 100 is compact in structure, the axial length of the power driving system 100 can be effectively reduced, the size of the power driving system 100 can be smaller, and the power driving system 100 can be conveniently arranged on a vehicle.

As shown in fig. 1 and 2, the first input shaft 11 may be disposed with a first-gear driving gear 1a, a third-fifth-gear driving gear 35a, and a seventh-gear driving gear 7a, and the second input shaft 12 may be disposed with a second-gear driving gear 2a and a fourth-sixth-gear driving gear 46a, each of which rotates synchronously with the corresponding input shaft.

Correspondingly, as shown in fig. 1 to 7, 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, 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, and 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 engaged with the first-gear driving gear 1a to form a first-gear pair, the second-gear driven gear 2b is engaged with the second-gear driving gear 2a to form a second-gear pair, the third-gear driven gear 3b is engaged with the third-fifth-gear driving gear 35a to form a third-gear pair, the fourth-gear driven gear 4b is engaged with the fourth-sixth-gear driving gear 46a to form a fourth-gear pair, the fifth-gear driven gear 5b is engaged with the third-fifth-gear driving gear 35a to form a fifth-gear pair, the sixth-gear driven gear 6b is engaged with the fourth-sixth-gear driving gear 46a to form a sixth-gear pair, the seventh-gear driven gear 7b is engaged with the seventh-gear driving gear 7a to form a seventh-gear pair, and the first-gear 1b is engaged with the reverse-shaft first gear 31.

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 conjunction with fig. 1-7, 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 left 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, the engaging sleeve of the sixth-speed synchronizer 6c moves to the right, so that the sixth-speed driven gear 6b can be engaged with the second output shaft 22, and thus the sixth-speed driven gear 6b rotates synchronously with the second output shaft 22.

In some embodiments, as shown in fig. 1, the second gear drive gear 2a, the fourth-sixth gear drive gear 46a, the third-fifth gear drive gear 35a, the first gear drive gear 1a, and the first gear drive gear 7a thereof 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.

The reverse shaft first gear 31 is freely sleeved on the reverse shaft 3, and the reverse shaft 3 is provided with a reverse shaft first synchronizer 3c for engaging with the reverse shaft first gear 31, wherein the sixth gear synchronizer 6c is positioned at the left side of the sixth gear driven gear 6b, and the reverse shaft first synchronizer 3c is positioned at the right side of the reverse shaft first gear 31, so that the reverse shaft first synchronizer 3c and the sixth gear synchronizer 6c can share the same shifting fork mechanism, when the shifting fork mechanism drives the reverse shaft first synchronizer 3c to engage with the reverse shaft first gear 31, the sixth gear synchronizer 6c is separated from the sixth gear driven gear 6b, and when the shifting fork mechanism drives the sixth gear synchronizer 6c to engage with the sixth gear driven gear 6b, the reverse shaft first synchronizer 3c is separated from the reverse shaft first gear 31.

Specifically, when the clutch sleeve is moved leftward by the fork mechanism, the reverse shaft first synchronizer 3c engages the reverse shaft first gear 31 and the six-gear synchronizer 6c is disengaged from the six-gear driven gear 6b, and when the clutch sleeve is moved rightward by the fork mechanism, the six-gear synchronizer 6c engages the six-gear driven gear 6b and the reverse shaft first synchronizer 3c is disengaged from the reverse shaft first gear 31. Therefore, a shifting fork mechanism can be omitted from the power driving system 100, so that the power driving system 100 is simple in structure and light in weight.

The operation mode of the power drive system 100 according to the embodiment of the present invention will be described in detail with the power drive system 100 shown in fig. 1.

A first parking power generation mode: the input end 23d of the double clutch 2d is engaged with the first output end 21d, and the power of the engine 4 is transmitted to the first motor generator 51 through the double clutch 2d, the first input shaft 11, the first gear driving gear 1a, the reverse shaft first gear 31, the reverse shaft first synchronizer 3c, the reverse shaft 3, the first motor gear 34, the second transmission gear 512 and the first transmission gear 511 in sequence, and at this time, the first motor generator 51 is used as a generator.

And a second parking power generation mode: the input end 23d of the double clutch 2d is engaged with the second output end 22d, the reverse shaft second synchronizer 32c is engaged with the reverse shaft 3 and the reverse shaft second gear 32, and the power of the engine 4 is transmitted to the first motor generator 51 through the double clutch 2d, the second input shaft 12, the fourth-sixth driving gear 46a, the sixth driven gear 6b, the reverse shaft second gear 32, the reverse shaft second synchronizer 32c, the reverse shaft 3, the first motor gear 34, the second transmission gear 512 and the first transmission gear 511 in sequence, at this time, the first motor generator 51 is used as a generator.

The first driving power generation mode is as follows: the input end 23d of the double clutch 2d is connected with the first output end 21d, a part of power of the engine 4 is transmitted to the first motor generator 51 through the double clutch 2d, the first input shaft 11, the first gear driving gear 1a, the reverse shaft first gear 31, the reverse shaft first synchronizer 3c, the reverse shaft 3, the first motor gear 34, the second transmission gear 512 and the first transmission gear 511 in sequence, and at the moment, the first motor generator 51 is used as a generator; another part of the power of the engine 4 can be transmitted to the differential power input gear 7 through the transmission, and the following description takes the first gear as an example, the input end 23d of the double clutch 2d is connected with the first output end 21d, the first third gear synchronizer 13c is connected with the first gear driven gear 1b and the first output shaft 21, and another part of the power of the engine 4 is transmitted to the wheels through the first gear driving gear 1a, the first gear driven gear 1b, the first third gear synchronizer 13c, the first output shaft 21, the first output shaft output gear 211 and the differential power input gear 7 in sequence to drive the vehicle to move. The other gear transmission processes are similar to the first gear, and are not described in detail herein.

And a second driving power generation mode: the input end 23d of the double clutch 2d is engaged with the second output end 22d, the reverse shaft second synchronizer 32c is engaged with the reverse shaft 3 and the reverse shaft second gear 32, and the power of the engine 4 is transmitted to the first motor generator 51 through the double clutch 2d, the second input shaft 12, the fourth-sixth driving gear 46a, the sixth driven gear 6b, the reverse shaft second gear 32, the reverse shaft second synchronizer 32c, the reverse shaft 3, the first motor gear 34, the second transmission gear 512 and the first transmission gear 511 in sequence, at this time, the first motor generator 51 is used as a generator. Another part of the power of the engine 4 can be transmitted to the differential power input gear 7 through the transmission, and the following description takes the first gear as an example, the input end 23d of the double clutch 2d is connected with the first output end 21d, the first third gear synchronizer 13c is connected with the first gear driven gear 1b and the first output shaft 21, and another part of the power of the engine 4 is transmitted to the wheels through the first gear driving gear 1a, the first gear driven gear 1b, the first third gear synchronizer 13c, the first output shaft 21, the first output shaft output gear 211 and the differential power input gear 7 in sequence to drive the vehicle to move. The other gear transmission processes are similar to the first gear, and are not described in detail herein.

And a driving power generation mode III: a part of the engine 4 is transmitted to the second output shaft 22, and the reverse-shaft third synchronizer synchronizes the reverse-shaft third gear 33 and the reverse shaft 3, so that the part of the power is transmitted to the reverse shaft 3 through the reverse-shaft output gear 39 and the reverse-shaft third gear 33, and the first motor generator 51 functions as a generator due to the linkage of the first motor generator 51 and the reverse shaft 3.

Pure electric mode one: the first motor generator 51 functions as a motor, the reverse synchronizer engages the reverse output gear 39 and the second output shaft 22, and the power of the first motor generator 51 is transmitted to the wheels through the first transfer gear 511, the second transfer gear 512, the first motor gear 34, the reverse shaft 3, the reverse shaft third gear 33, the reverse output gear 39, the reverse synchronizer, the second output shaft 22, the second output shaft output gear 221, and the differential power input gear 7 in this order to drive the vehicle to move.

Pure electric mode two: the first motor generator 51 is used as a motor, the reverse shaft second synchronizer 32c engages with the reverse shaft 3 and the reverse shaft second gear 32, the sixth gear synchronizer 6c engages with the sixth gear driven gear 6b and the second output shaft 22, and the power of the first motor generator 51 is transmitted to the wheels through the first transmission gear 511, the second transmission gear 512, the first motor gear 34, the reverse shaft 3, the reverse shaft second synchronizer 32c, the reverse shaft second gear 32, the sixth gear driven gear 6b, the sixth gear synchronizer 6c, the second output shaft 22, the second output shaft output gear 221 and the differential power input gear 7 in order to drive the vehicle to move.

In the energy recovery mode one: the energy transmitted from the wheels is transmitted to the first motor generator 51 through the differential power input gear 7, the second output shaft output gear 221, the second output shaft 22, the reverse synchronizer, the reverse output gear 39, the reverse shaft second gear 32, the reverse shaft 3, the first motor gear 34, the second transmission gear 512, and the first transmission gear 511 in this order, and at this time, the first motor generator 51 is used as a generator.

And (2) energy recovery mode two: the energy transmitted from the wheels is transmitted to the first motor generator 51 through the differential power input gear 7, the second output shaft output gear 221, the second output shaft 22, the sixth-gear synchronizer 6c, the sixth-gear driven gear 6b, the reverse shaft second gear 32, the reverse shaft second synchronizer 32c, the reverse shaft 3, the first motor gear 34, the second transmission gear 512, and the first transmission gear 511 in this order, and the first motor generator 51 is used as a generator.

In contrast to the power drive system 100 shown in fig. 1, the power drive system 100 shown in fig. 2 further includes a second motor generator 52, and the second motor generator 52 is linked with the engine 4.

A first parking power generation mode: the input 23d of the double clutch 2d is disconnected from the first output 21d and the second output 22d, respectively, and the power of the engine 4 is entirely used for the second motor generator 52 to generate electricity.

And a second parking power generation mode: the input end 23d of the double clutch 2d is connected to the first output end 21d, a part of the power of the engine 4 is used for supplying the second motor generator 52 to generate electricity, and the other part of the power of the engine 4 is transmitted to the first motor generator 51 through the double clutch 2d, the first input shaft 11, the first gear driving gear 1a, the reverse shaft first gear 31, the reverse shaft first synchronizer 3c, the reverse shaft 3, the first motor gear 34, the second transmission gear 512 and the first transmission gear 511 in sequence, at this time, the first motor generator 51 is used as a generator.

And a third parking power generation mode: the input end 23d of the double clutch 2d is connected with the second output end 22d, the reverse shaft second synchronizer 32c is connected with the reverse shaft 3 and the reverse shaft second gear 32, part of power of the engine 4 is used for supplying power to the second motor generator 52 for power generation, the other part of power of the engine 4 is transmitted to the first motor generator 51 through the double clutch 2d, the second input shaft 12, the fourth-sixth driving gear 46a, the sixth driven gear 6b, the reverse shaft second gear 32, the reverse shaft second synchronizer 32c, the reverse shaft 3, the first motor gear 34, the second transmission gear 512 and the first transmission gear 511 in sequence, and at the moment, the first motor generator 51 is used as a generator.

The first driving power generation mode is as follows: a part of the power of the engine 4 is used for the second motor generator 52 to generate power, another part of the power of the engine 4 can be transmitted to the differential power input gear 7 through a transmission, the input end 23d of the double clutch 2d is connected with the first output end 21d, the first three-gear synchronizer 13c is connected with the first driven gear 1b and the first output shaft 21, and another part of the power of the engine 4 is transmitted to the wheels through the first driving gear 1a, the first driven gear 1b, the first three-gear synchronizer 13c, the first output shaft 21, the first output shaft output gear 211 and the differential power input gear 7 in sequence to drive the vehicle to move. The other gear transmission processes are similar to the first gear, and are not described in detail herein.

And a second driving power generation mode: the input end 23d of the double clutch 2d is connected with the first output end 21d, a part of power of the engine 4 is transmitted to the first motor generator 51 through the double clutch 2d, the first input shaft 11, the first gear driving gear 1a, the reverse shaft first gear 31, the reverse shaft first synchronizer 3c, the reverse shaft 3, the first motor gear 34, the second transmission gear 512 and the first transmission gear 511 in sequence, and at the moment, the first motor generator 51 is used as a generator; another part of the power of the engine 4 can be used for the second motor generator 52 to generate electricity, and another part of the power of the engine 4 can be transmitted to the differential power input gear 7 through the transmission, and as will be described in detail below by taking the first gear as an example, the input end 23d of the double clutch 2d is connected with the first output end 21d, the first three-gear synchronizer 13c is connected with the first driven gear 1b and the first output shaft 21, and another part of the power of the engine 4 is transmitted to the wheels through the first driving gear 1a, the first driven gear 1b, the first three-gear synchronizer 13c, the first output shaft 21, the first output shaft output gear 211 and the differential power input gear 7 in sequence to drive the vehicle to move. The other gear transmission processes are similar to the first gear, and are not described in detail herein.

And a driving power generation mode III: the input end 23d of the double clutch 2d is engaged with the second output end 22d, the reverse shaft second synchronizer 32c is engaged with the reverse shaft 3 and the reverse shaft second gear 32, and the power of the engine 4 is transmitted to the first motor generator 51 through the double clutch 2d, the second input shaft 12, the fourth-sixth driving gear 46a, the sixth driven gear 6b, the reverse shaft second gear 32, the reverse shaft second synchronizer 32c, the reverse shaft 3, the first motor gear 34, the second transmission gear 512 and the first transmission gear 511 in sequence, at this time, the first motor generator 51 is used as a generator. Another part of the power of the engine 4 can be used for the second motor generator 52 to generate electricity, and another part of the power of the engine 4 can be transmitted to the differential power input gear 7 through the transmission, and as will be described in detail below by taking the first gear as an example, the input end 23d of the double clutch 2d is connected with the first output end 21d, the first three-gear synchronizer 13c is connected with the first driven gear 1b and the first output shaft 21, and another part of the power of the engine 4 is transmitted to the wheels through the first driving gear 1a, the first driven gear 1b, the first three-gear synchronizer 13c, the first output shaft 21, the first output shaft output gear 211 and the differential power input gear 7 in sequence to drive the vehicle to move. The other gear transmission processes are similar to the first gear, and are not described in detail herein.

A pure electric mode III: the first motor generator 51 and the second motor generator 52 are used as motors at the same time, the powers of the first motor generator 51 and the second motor generator 52 may be coupled at the differential power input gear 7, the transmission process of the first motor generator 51 is not described, and reference can be made to the pure electric mode one and two, the power of the second motor generator 52 needs to be transmitted to the differential power input gear 7 through the transmission, the first gear is taken as an example for detailed description, the input end 23d of the double clutch 2d is connected with the first output end 21d, the first three-gear synchronizer 13c is connected with the first one-gear driven gear 1b and the first output shaft 21, and the power of the second motor generator 52 is transmitted to the wheels through the first one-gear driving gear 1a, the first one-gear driven gear 1b, the first three-gear synchronizer 13c, the first output shaft 21, the first output shaft output gear 211 and the differential power input gear 7 in sequence to drive the vehicle to move. The other gear transmission processes are similar to the first gear, and are not described in detail herein.

The operation mode of the power drive system 100 shown in fig. 3 and 5 is substantially the same as that of the power drive system 100 shown in fig. 1, and will not be described in detail herein, and the operation mode of the power drive system 100 shown in fig. 4 and 6 is substantially the same as that of the power drive system 100 shown in fig. 2, and will not be described herein.

According to the power driving system 100 provided by the embodiment of the invention, the parking power generation function can be realized, so that the working modes of the power driving system 100 can be enriched, and the dynamic property and the economical efficiency of a vehicle can be improved.

Because first motor generator 51 is the linkage relation with reverse shaft 3, first motor generator 51 has very high transmission efficiency like this, can avoid in addition in traditional power driving system 100 needing just can realize the problem of pure electric mode through complicated gear shifting and driving chain in the derailleur, and the required part of pure electric mode transmission is few like this, and transmission process is reliable, and transmission efficiency is high.

In addition, the control logic of the engine 4 and the control logic of the first motor generator 51 are independent of each other in terms of control logic, so that the development time and cost of the manufacturer can be saved, and a high failure rate of the power drive system 100 can be avoided.

The power drive system 100 according to the embodiment of the present invention will be described in detail with reference to fig. 7 to 8, 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.

For example, in some embodiments, as shown in fig. 7-8, 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. 7, 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), the reverse shaft 3 and associated gears and shift elements (e.g., synchronizers) on each shaft.

In power transmission between the engine 4 and the input shafts, the engine 4 is configured to selectively engage at least one of the plurality of input shafts through a clutch that can control engagement and disengagement of the engine 4 and the plurality of 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. 7-8, the clutches may be dual clutches 2d, and the dual clutches 2d will be described in more detail later. 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.

In some embodiments of the present invention, as shown in fig. 7-8, the power drive system 100 may have six forward gear pairs, i.e., a first gear pair, a second gear pair, a third gear pair, a fourth gear pair, a fifth gear pair, a sixth gear pair, and the power drive system 100 may also have a reverse gear pair.

As shown in fig. 7 to 8, the reverse shaft 3 is sleeved with a reverse shaft first gear 31 capable of engaging with the reverse shaft 3, in other words, transmission can be performed between the reverse shaft 3 and the reverse shaft first gear 31, as shown in fig. 7 to 8, the reverse shaft 3 can be further provided with a reverse shaft first synchronizer 3c, and the reverse shaft first synchronizer 3c is used for engaging with the reverse shaft 3 and the reverse shaft first gear 31. When the reverse shaft first synchronizer 3c is used to engage the reverse shaft 3 and the reverse shaft first gear 31, the reverse shaft 3 and the reverse shaft first gear 31 transmit power therebetween, and the reverse output gear 39 is linked with the reverse shaft 3.

As shown in fig. 7 to 8, the reverse shaft 3 is sleeved with a reverse shaft second gear 32 capable of engaging with the reverse shaft 3, in other words, transmission can be performed between the reverse shaft 3 and the reverse shaft second gear 32, as shown in fig. 7 to 8, the reverse shaft 3 can be further provided with a reverse shaft second synchronizer 32c, and the reverse shaft second synchronizer 32c is used for engaging with the reverse shaft 3 and the reverse shaft second gear 32. When the reverse shaft second synchronizer 32c is used to engage the reverse shaft 3 and the reverse shaft second gear 32, transmission is made between the reverse shaft 3 and the reverse shaft second gear 32.

As shown in fig. 7-8, the reverse shaft 3 is provided with a third reverse shaft gear 33 that can engage with the reverse shaft 3, in other words, transmission can be performed between the reverse shaft 3 and the third reverse shaft gear 33, and the reverse shaft 3 can be further provided with a third reverse shaft synchronizer that is used for engaging with the reverse shaft 3 and the third reverse shaft gear 33. When the reverse third synchronizer is used to engage the reverse shaft 3 and the reverse third gear 33, there is a transmission between the reverse shaft 3 and the reverse third gear 33. Among them, preferably, as shown in fig. 7 and 8, the reverse shaft second synchronizer 32c and the reverse shaft third synchronizer are the same synchronizer. In other words, the reverse shaft second gear 32 and the reverse shaft third gear 33 share one synchronizer. This can reduce the number of parts of the transmission and can reduce the axial length of the transmission.

The first reverse shaft gear 31 is engaged with one of the gear drive gears, for example, as shown in fig. 7 to 8, the first reverse shaft gear 31 is engaged with the first gear drive gear 1a, so that the first reverse shaft gear 31 and the first gear drive gear 1a together form a reverse gear pair, and power can be transmitted between the reverse shaft 3 and the input shaft.

The reverse shaft second gear 32 is meshed with one of the gear driven gears, for example, as shown in fig. 7 to 8, and the reverse shaft second gear 32 is meshed with the sixth gear driven gear 6 b.

The reverse shaft third gear 33 meshes with the reverse output gear 39. The reverse output gear 39 may be fixed to one of the output shafts. As shown in fig. 7 to 8, the reverse output gear 39 is fixed to the second output shaft 22, so that the reverse output gear 39 can be arranged reasonably, and the volume of the power drive system 100 can be further reduced.

The plurality of output shafts are interlocked with a differential power input gear 7 of the vehicle. Wherein each output shaft is provided with an output gear that meshes with the differential power input gear 7, for example, as shown in fig. 7 to 8, the output shaft includes: the first output shaft 21 is fixedly provided with a first output shaft output gear 211, the second output shaft 22 is fixedly provided with a second output shaft output gear 221, and the first output shaft output gear 211 and the second output shaft output gear 221 are respectively meshed with a differential power input gear 7 of a vehicle. Thus, the power transmitted by the engine 4 can be transmitted to the differential power input gear 7 through the first output shaft output gear 211 on the first output shaft 21, the power transmitted by the engine 4 can be transmitted to the differential power input gear 7 through the second output shaft output gear 221, or the power transmitted by the engine 4 can be transmitted to the differential power input gear 7 through the output gears of the two output shafts.

The specific arrangement of the first motor generator 51 will be described in detail below with reference to fig. 7 to 8. As shown in fig. 7, the first motor generator 51 is provided to be coupled with the reverse shaft 3, the first motor gear 34 is fixedly provided on the reverse shaft, the first motor generator 51 is driven with the reverse shaft 3 through the first transmission gear 511, the second transmission gear 512 and the first motor gear 34, and the reverse shaft 3 is driven with the reverse output gear 39 through the reverse shaft third gear 33.

The arrangement of the second motor generator 52 will be described in detail with reference to fig. 8, and as shown in fig. 8, the second motor generator 52 is provided in conjunction with the engine 4. When the second motor generator 52 is used as a motor, the second motor generator 52 may be used to start the engine 4, or the second motor generator 52 may be used to drive the wheels to rotate. When the second motor generator 52 is used as a generator, the engine 4 can drive the second motor generator 52 to generate electric power, and the energy transmitted from the vehicle can drive the second motor generator 52 through the output shaft to generate electric power.

As shown in fig. 7, the power drive system 100 may further include: a dual clutch 2d, the dual clutch 2d having an input 23d, a first output 21d and a second output 22d, the input 23d selectively engaging at least one of the first output 21d and the second output 22d, the engine 4 being connected to the input 23 d. Wherein the first output 21d is connected to the first output shaft 21 and the second output 22d is connected to the second output shaft 22. The input 23d is provided with input external teeth, and the second motor generator 52 is linked with the input external teeth. Since the input terminal 23d is connected to the engine 4, the second motor generator 52 and the engine 4 can be interlocked via the input terminal 23 d. A transmission gear connected to the external teeth of the input terminal may be fixedly provided on a motor shaft of the second motor generator 52.

As shown in fig. 7-8, the second input shaft 12 is sleeved on the first input shaft 11, so that the power driving system 100 is compact in structure, the axial length of the power driving system 100 can be effectively reduced, the size of the power driving system 100 can be smaller, and the power driving system 100 can be conveniently arranged on a vehicle.

As shown in fig. 7-8, a first-gear driving gear 1a and a third-fifth-gear driving gear 35a 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, and each gear driving gear rotates synchronously with the corresponding input shaft.

Correspondingly, as shown in fig. 7-8, 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, the second output shaft 22 is provided with a fifth-gear driven gear 5b and a sixth-gear driven gear 6b, and 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 engaged with the first-gear driving gear 1a to form a first-gear pair, the second-gear driven gear 2b is engaged with the second-gear driving gear 2a to form a second-gear pair, the third-gear driven gear 3b is engaged with the third-fifth-gear driving gear 35a to form a third-gear pair, the fourth-gear driven gear 4b is engaged with the fourth-sixth-gear driving gear 46a to form a fourth-gear pair, the fifth-gear driven gear 5b is engaged with the third-fifth-gear driving gear 35a to form a fifth-gear pair, the sixth-gear driven gear 6b is engaged with the fourth-sixth-gear driving gear 46a to form a sixth-gear pair, and the first-gear driven gear 1b is engaged with the reverse-shaft first gear 31 to form a.

In some embodiments, as shown in fig. 7-8, the powertrain 100 includes a third gear synchronizer 13c, a second-fourth gear synchronizer 24c, a fifth gear synchronizer 5c, and a sixth gear synchronizer 6 c.

As shown in fig. 7, 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 that the driven gears and the output shafts can rotate synchronously.

For example, as shown in fig. 7, 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. 7, a two-fourth-speed synchronizer 24c is provided on the first output shaft 21 between the two-speed driven gear 2b and the fourth-speed driven gear 4b, and the two-fourth-speed synchronizer 24c can engage the two-speed driven gear 2b or the fourth-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. 7, 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. 7, a fifth-speed synchronizer 5c is provided on the second output shaft 22, the fifth-speed synchronizer 5c is located on one side (e.g., the right side) of the fifth-speed driven gear 5b, and the fifth-speed synchronizer 5c is used to engage the fifth-speed driven gear 5b with the second output shaft 22, and if the engaging sleeve of the fifth-speed synchronizer 5c is moved to the left, the fifth-speed driven gear 5b is engaged with the second output shaft 22, so that the fifth-speed driven gear 5b rotates synchronously with the second output shaft 22.

Similarly, as shown in fig. 7, 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 left 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, the engaging sleeve of the sixth-speed synchronizer 6c moves to the right, so that the sixth-speed driven gear 6b can be engaged with the second output shaft 22, and thus the sixth-speed driven gear 6b rotates synchronously with the second output shaft 22.

In some embodiments, as shown in fig. 7, the distances between the second-gear drive gear 2a, the fourth-sixth-gear drive gear 46a, the third-fifth-gear drive gear 35a, and the first-gear drive gear 1a and the engine 4 are increased. Thus, the gear arrangement is more reasonable, the power drive system 100 is more compact, and the radial and axial dimensions are relatively smaller.

The reverse shaft first gear 31 is freely sleeved on the reverse shaft 3, and the reverse shaft 3 is provided with a reverse shaft first synchronizer 3c for engaging with the reverse shaft first gear 31, wherein the fifth gear synchronizer 5c is positioned at the right side of the fifth gear driven gear 5b, and the reverse shaft first synchronizer 3c is positioned at the left side of the reverse shaft first gear 31, so that the reverse shaft first synchronizer 3c and the fifth gear synchronizer 5c can share the same shifting fork mechanism, when the shifting fork mechanism drives the reverse shaft first synchronizer 3c to engage with the reverse shaft first gear 31, the fifth gear synchronizer 5c is separated from the fifth gear driven gear 5b, and when the shifting fork mechanism drives the fifth gear synchronizer 5c to engage with the fifth gear driven gear 5b, the reverse shaft first synchronizer 3c is separated from the reverse shaft first gear 31. Specifically, when the shift fork mechanism drives the sleeve to move rightward, the reverse shaft first synchronizer 3c engages the reverse shaft first gear 31 and the fifth speed synchronizer 5c is disengaged from the fifth speed driven gear 5b, and when the shift fork mechanism drives the sleeve to move leftward, the fifth speed synchronizer 5c engages the fifth speed driven gear 5b and the reverse shaft first synchronizer 3c is disengaged from the reverse shaft first gear 31. Therefore, a shifting fork mechanism can be omitted from the power driving system 100, so that the power driving system 100 is simple in structure and light in weight.

The operation mode of the power drive system 100 according to the embodiment of the invention will be described in detail with the power drive system 100 shown in fig. 7.

In comparison with the power drive system 100 shown in fig. 7, the power drive system 100 shown in fig. 8 further includes a second motor generator 52, and the second motor generator 52 is linked with the engine 4.

According to the power driving system 100 provided by the embodiment of the invention, parking power generation can be realized, so that the working modes of the power driving system 100 can be enriched, and the dynamic property and the economical efficiency of a vehicle can be improved.

First motor generator 51 is the linkage relation with reverse shaft 3, and first motor generator 51 has very high transmission efficiency like this, can avoid moreover in traditional power driving system 100 need through the complicated problem that just can realize pure electric mode of shifting and driving chain in the derailleur, and the required part of pure electric mode transmission is few like this, and transmission process is reliable, and transmission efficiency is high.

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 and features of different embodiments or examples described in this specification can be combined and combined by one skilled in the art without contradiction.

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

Claims

1. A power drive system for a vehicle, the 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;

the reverse gear mechanism comprises a reverse gear shaft, a reverse gear shaft first gear, a reverse gear shaft second gear and a reverse gear shaft third gear are sleeved on the reverse gear shaft, the reverse gear shaft first gear is meshed with one gear driving gear, the reverse gear shaft second gear is meshed with one gear driven gear, and each of the reverse gear shaft first gear, the reverse gear shaft second gear and the reverse gear shaft third gear is arranged to be capable of being connected with the reverse gear shaft;

the reverse gear output gear is linked with the third gear of the reverse gear shaft and is fixedly arranged on one output shaft; and

a first motor generator provided in linkage with the reverse gear shaft.

2. The power drive system for a vehicle according to claim 1, characterized by further comprising:

a reverse shaft first synchronizer for engaging the reverse shaft with the reverse shaft first gear.

3. The power drive system for a vehicle according to claim 1, characterized by further comprising: a reverse shaft second synchronizer for engaging the reverse shaft with the reverse shaft second gear.

4. The power drive system for a vehicle according to claim 3, characterized by further comprising: a reverse shaft third synchronizer for engaging the reverse shaft with the reverse shaft third gear.

5. The power drive system for a vehicle according to claim 4, characterized in that the reverse shaft second synchronizer and the reverse shaft third synchronizer are the same synchronizer.

6. The power drive system for a vehicle according to claim 1, wherein a first motor gear is further fixedly provided on the reverse shaft, and the first motor gear is linked with the first motor generator.

7. The power drive system for a vehicle according to claim 1, characterized by further comprising:

a dual clutch having an input selectively engageable with at least one of the first and second outputs, a first output and a second output, the engine being connected to the input.

8. The power drive system for a vehicle according to claim 7,

the input shaft includes: the first input shaft is connected with the first output end, and the second input shaft is connected with the second output end;

the output shaft includes: a first output shaft and a second output shaft.

9. The power drive system for a vehicle according to claim 8, wherein a first gear driving gear, a third-fifth gear driving gear and a seventh gear driving gear are fixedly arranged on the first input shaft, and a second gear driving gear and a fourth-sixth gear driving gear are fixedly arranged on the second input shaft;

a first-gear driven gear, a second-gear driven gear, a third-gear driven gear and a fourth-gear driven gear are sleeved on the first output shaft; a fifth-gear driven gear, a sixth-gear driven gear and a seventh-gear driven gear are sleeved on the second output shaft;

the first output shaft is provided with a first three-gear synchronizer located between the first-gear driven gear and the third-gear driven gear, the first output shaft is further provided with a second four-gear synchronizer located between the second-gear driven gear and the fourth-gear driven gear, the second output shaft is provided with a fifth seven-gear synchronizer located between the fifth-gear driven gear and the seventh-gear driven gear, and the second output shaft is further provided with a sixth-gear synchronizer located on one side of the sixth-gear driven gear.

10. The power drive system for a vehicle according to claim 9, wherein the reverse shaft first gear is meshed with the first gear driving gear, and the reverse shaft second gear is meshed with the fifth gear driven gear or the sixth gear driven gear.

11. The power drive system for a vehicle according to claim 9, characterized by further comprising: a reverse shaft first synchronizer disposed on the reverse shaft and configured to engage the reverse shaft first gear;

the first synchronizer of the reverse gear shaft and the sixth synchronizer share the same shifting fork mechanism, the shifting fork mechanism drives the first synchronizer of the reverse gear shaft to be jointed with the first gear of the reverse gear shaft, the sixth synchronizer is separated from the sixth driven gear, and the shifting fork mechanism drives the sixth synchronizer to be jointed with the sixth driven gear, the first synchronizer of the reverse gear shaft is separated from the first gear of the reverse gear shaft.

12. The power drive system for a vehicle according to claim 8, characterized in that a first output shaft output gear is fixedly provided on said first output shaft, a second output shaft output gear is fixedly provided on said second output shaft, and said first output shaft output gear and said second output shaft output gear are respectively meshed with a differential power input gear of said vehicle.

13. A vehicle characterized by comprising a power drive system according to any one of claims 1-12.