CN108001191B - Power transmission system of vehicle and vehicle with same - Google Patents

Power transmission system of vehicle and vehicle with same Download PDF

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Publication number
CN108001191B
CN108001191B CN201610978939.4A CN201610978939A CN108001191B CN 108001191 B CN108001191 B CN 108001191B CN 201610978939 A CN201610978939 A CN 201610978939A CN 108001191 B CN108001191 B CN 108001191B
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power
output
gear
motor generator
vehicle
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CN108001191A (en
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廉玉波
凌和平
翟震
徐友彬
黄威
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BYD Co Ltd
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BYD Co Ltd
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/24—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/26—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the motors or the generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B60K6/365—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings with the gears having orbital motion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

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

Abstract

The invention discloses a power transmission system of a vehicle and the vehicle with the same, wherein the power transmission system of the vehicle comprises: a power source; a first motor generator unit; a speed change unit; a system power output; the mode conversion device comprises a main speed reducer driven gear and a planetary gear mechanism, wherein the main speed reducer driven gear is in power coupling connection with an output part of the speed changing unit, the planetary gear mechanism comprises a first element, a second element and a third element, the first element is fixedly connected with the main speed reducer driven gear, the second element is connected with an input end of the system power output part, the third element can be selectively braked, the third element can be selectively synchronous with the first element, and when the third element is braked, the rotating speed of the main speed reducer driven gear is higher than that of the input end of the system power output part. According to the power transmission system, the number of gears of the power transmission system can be increased, and the working modes of the power transmission system are more diversified.

Description

Power transmission system of vehicle and vehicle with same
Technical Field
The invention belongs to the technical field of transmission, and particularly relates to a power transmission system of a vehicle and the vehicle with the power transmission system.
Background
With the continuous consumption of energy, the development and utilization of new energy vehicles have gradually become a trend. The hybrid vehicle, which is one of new energy vehicles, is driven by an engine and/or a motor, has various modes, and can improve transmission efficiency and fuel economy.
However, in the related art known by the inventor, some hybrid vehicles have few driving modes and low driving transmission efficiency, and cannot meet the requirement of the vehicle for adapting to various road conditions, especially after the hybrid vehicle is fed (when the battery power is insufficient), the power performance and the passing capacity of the whole vehicle are insufficient. In addition, in order to realize the parking power generation working condition, a transmission mechanism needs to be additionally added, the integration level is low, and the power generation efficiency is low.
Disclosure of Invention
The present invention is directed to solving, at least to some extent, one of the technical problems in the related art. To this end, it is an object of the present invention to provide a powertrain system for a vehicle having multiple operating modes.
Another object of the present invention is to propose a vehicle having the above-mentioned power transmission system.
A power train system of a vehicle according to an embodiment of the first aspect of the invention includes: a power source; a first motor generator unit; a transmission unit adapted to be selectively in power coupling connection with the power source, the transmission unit including a transmission unit output adapted to output power from at least one of the power source and the first motor generator unit; a system power output; the mode conversion device comprises a main speed reducer driven gear and a planetary gear mechanism, wherein the main speed reducer driven gear is in power coupling connection with the output part of the speed changing unit, the planetary gear mechanism comprises a first element, a second element and a third element, the first element is fixedly connected with the main speed reducer driven gear, the second element is connected with the input end of the system power output part, the third element can be selectively braked, the third element can be selectively synchronous with the first element, and when the third element is braked, the rotating speed of the main speed reducer driven gear is higher than that of the input end of the system power output part.
According to the power transmission system of the embodiment of the first aspect of the invention, by providing the mode switching device having the L range, the number of the ranges of the power transmission system can be increased, and the operating modes of the power transmission system are more varied.
A vehicle according to an embodiment of the second aspect of the invention is provided with the power transmission system of any one of the embodiments of the first aspect.
The vehicle has the same advantages of the power transmission system compared with the prior art, and the detailed description is omitted.
Drawings
FIGS. 1-6 are schematic structural diagrams of a powertrain system according to an embodiment of the present invention;
FIGS. 7-8 are schematic structural views of a powertrain system according to an embodiment of the present invention;
9-14 are schematic views of the mode shift device, the connection structure of the system power output and the half shafts according to the embodiment of the invention;
FIGS. 15-20 are schematic views of an installation configuration of an electric drive system according to an embodiment of the present invention;
fig. 21 to 26 are schematic structural views of a power transmission system according to an embodiment of the invention.
Detailed Description
Reference will now be made in detail to embodiments of the present invention, examples of which are illustrated in the accompanying drawings. The embodiments described below with reference to the drawings are illustrative and intended to be illustrative of the invention and are not to be construed as limiting the invention.
On a hybrid vehicle, the vehicle may be provided with a plurality of driving systems, for example, a power transmission system 1000, the power transmission system 1000 may be used for driving front wheels or rear wheels of the vehicle, and the following description will take the power transmission system 1000 for driving the front wheels of the vehicle as an example for details, however, in some alternative embodiments, the vehicle may also drive the rear wheels of the vehicle to rotate in combination with other driving systems, so that the vehicle is a four-wheel driving vehicle, for example, the vehicle may also drive the rear wheels of the vehicle to rotate in combination with an electric driving system 700.
The power transmission system 1000 according to the embodiment of the present invention will be described in detail below with reference to the accompanying drawings, and the power transmission system 1000 may be applied to a vehicle, such as a hybrid vehicle.
As shown in fig. 1-6, the powertrain 1000 may include: power source 100, first motor generator unit 300, system power output 401, and mode switching device 402, but power transmission system 1000 may also include other mechanical components, such as second motor generator 600, first clutch device L1, and the like.
The power source 100 may be an engine, and the power transmission system 1000 may further include a speed change unit 200, the speed change unit 200 being adapted to be selectively coupled with the power source 100, the speed change unit 200 including a speed change unit output portion 201, the speed change unit output portion 201 being adapted to output power from at least one of the power source 100 and the first motor generator unit 300. As shown in fig. 1 to 6, the power source 100 and the transmission unit 200 may be axially connected, wherein a first clutch device L1 may be disposed between the power source 100 and the transmission unit 200, and the first clutch device L1 may control an engaged or disengaged state between the power source 100 and the transmission unit 200. Specifically, the first clutch device L1 may be the dual clutch 202 in fig. 23-26. The shifting unit 200 is power-coupled with the final drive driven gear Z 'so that the power from the power source 100 is output to the final drive driven gear Z' through the shifting unit 200.
The mode switching means 402 includes a final drive driven gear Z 'adapted to output power from at least one of the power source 100 and the first motor generator unit 300, and a planetary gear mechanism P, wherein in the embodiment where the power transmission system 1000 has the speed change unit 100, the final drive driven gear Z' is in power coupling connection with the speed change unit output 201. For example, referring to fig. 7-13, a final drive driven gear Z' may be meshed with a final drive gear Z that is fixedly coupled to an output shaft of the transmission unit 200.
The provision of the mode switching device 402 partitions the three of the transmission unit 200, the wheels, and the first motor generator unit 300 so that any two of the three can work around the third. In addition, the problem that a common hybrid power transmission system needs complex gear shifting and a transmission chain to realize a pure electric working condition in speed change can be solved, and the plug-in hybrid power transmission system is particularly suitable for plug-in hybrid vehicles. Of course, the three can work simultaneously.
The planetary gear mechanism P includes a first element P1, a second element P2, and a third element P3. A first element P1 is fixedly connected to the final drive driven gear Z', a second element P2 is connected to the input of the system power take-off 401, a third element P3 is selectively deactivatable, and a third element P3 is selectively synchronizable with the first element P1.
When the third element P3 is braked, the final drive output gear Z' is thus set to a higher speed than the input of the system power take-off 401. That is, when the third element P3 is actuated, the mode switching device 402 is switched into the L-range, so that the mode switching device 402 increases the shift position of the entire vehicle, and can amplify the maximum output torque of the entire vehicle by N times, thereby improving the dynamic performance and the passing ability (e.g., maximum climbing slope and escaping ability). Especially for the traditional hybrid vehicle type, the battery pack, the motor and the electric control system are added, so that the service quality is large, the power output of the engine can be relied only after the power feeding, and the passing capability and the power performance are greatly reduced. Moreover, the vehicle adopting the mode conversion device 402 has rich driving modes, so that the vehicle can adapt to more different working conditions.
The third element P3 is released from braking and idles, and the power source 100 outputs power suitable for driving the first motor generator unit 300 to generate electricity via the transmission unit 200 and the final drive driven gear Z' in this order.
When the third element P3 is synchronized with the first element P1, the final drive driven gear Z' is thus rotated at a speed equal to the speed of the input of the system power take off 401, i.e., the mode shift device 402 is engaged in D.
Wherein, the above-mentioned N is equal to the speed ratio of the L gear relative to the D gear.
According to the power transmission system 1000 of the embodiment of the invention, by providing the mode switching device 402 with the L gear, the number of gears of the power transmission system 1000 can be increased, and the working modes of the power transmission system 1000 are more diversified.
Meanwhile, the mode conversion device 402 can also realize the ultra-low gear output of the power transmission system 1000, that is, in the embodiment with the speed change unit 200, the power from the power source 100 is firstly reduced through the speed change unit 200, and then reduced through the L gear, so that the ultra-low gear output of the power transmission system 1000 can be realized. Thereby greatly amplifying the torque output of the engine.
The foregoing advantages are all achieved by the mode converting device 402 and have a high degree of integration. Some alternative structural forms of the mode switching device 402 according to the embodiment of the present invention are described below.
The first, second and third members P1, P2, P3 are the sun gear, carrier and ring gear, respectively, of the planetary gear mechanism P. Preferably, one of the first and third members P1, P3 is a sun gear, the other of the first and third members P1, P3 is a ring gear, and the second member P2 is a planet carrier. For example, in the embodiment shown in FIG. 7, the first element P1 is the sun gear, the second element P2 is the planet carrier, and the third element P3 is the ring gear; in the embodiment shown in fig. 8, the first element P1 is a ring gear, the second element P2 is a planet carrier, and the third element P3 is a sun gear.
Referring to fig. 7 to 8 and 21 to 26, the mode conversion apparatus 402 may further include: the shifter adapter S by which the third element P3 is selectively synchronizable with the first element P1, and the third element P3 is selectively securable to the body of the vehicle, which may be the body of the vehicle. That is, the third element P3 may be fixedly connected with the transfer device engager S, with the third element P3 being braked when the transfer device engager S is fixed with the vehicle body; the third element P3 is synchronized with the first element P1 when the shifting apparatus engager S is secured with the first element P1; when the switching device engager S is not synchronized with the first element P1 and is not fixed to the vehicle body, the third element P3 is released from braking and idles. Alternatively, the shifting device engager S may be a shifting device synchronizer.
Preferably, referring to fig. 7-8 and 21-26, the planetary gear mechanism P may be hollow on the axle shaft 2000 of the vehicle such that the power transmission system 1000 is axially more compact, the power transmission system 1000 further including a third element sleeve P4, one end of the third element sleeve P4 being fixed with the third element P3, and the shifting device adapter S being provided on the other end of the sleeve.
In the embodiment shown in fig. 7, the switching device engager S may be located between the final drive driven gear Z' and the planetary gear mechanism P in the axial direction of the central axis of the planetary gear mechanism P. Like this, power transmission system 1000's compact structure, axial length is short, and can be convenient for the arrangement of shift fork mechanism, reduces shift fork mechanism's the degree of difficulty of arranging, and then can improve power transmission system 1000's the convenience of arranging to and control the convenience.
In the embodiment shown in fig. 8, the switching device engager S may be located between the vehicle body of the vehicle and the planetary gear mechanism P in the axial direction of the central axis of the planetary gear mechanism P. Thus, the power transmission system 1000 is compact in structure and short in axial length.
At least one of the transmission unit 200 and the first motor generator unit 300 is power-coupled to or disconnected from the system power output portion 401 by a mode switching device 402, for example, the mode switching device 402 may be used to power-couple or disconnect the transmission unit 200 and the system power output portion 401, or the mode switching device 402 may be used to power-couple or disconnect the first motor generator unit 300 and the system power output portion 401, or the mode switching device 402 is used to power-couple or disconnect the transmission unit 200 and the first motor generator unit 300 and the system power output portion 401. When the mode switching means 402 disconnects at least one of the transmission unit 200 and the first motor generator unit 300 from the system power output portion 401, the power output from the power source 100 is adapted to directly drive the first motor generator unit 300 through the transmission unit 200 to generate electricity. Thus, the power transmission system 1000 has high power generation efficiency.
The first motor generator unit 300 includes a first motor generator 302 and a first motor generator unit coupling portion 301, the first motor generator 302 is connected to the first motor generator unit coupling portion 301 in a power coupling manner, the first motor generator unit coupling portion 301 is connected to the final drive gear Z ' in a power coupling manner, the first motor generator unit coupling portion 301 is at least a part of the transmission unit output portion 201, and the transmission unit output portion 201 is connected to the final drive gear Z ' in a power coupling manner, so that the power output from at least one of the transmission unit 200 and the first motor generator 302 is output to the final drive gear Z ' through the transmission unit output portion 201.
Referring to fig. 21-26, the first motor generator unit 300 includes a first motor generator 302 and a first motor generator unit coupling portion 301, the first motor generator unit coupling portion 301 being the same component as the transmission unit output portion 201, e.g., the transmission unit output portion 201 may be a final drive gear Z, which meshes with the final drive gear Z. The transmission unit output portion 201 is power-coupled to the mode switching device 402, so that the power output from at least one of the transmission unit 200 and the first motor generator 302 is output to the final drive driven gear Z' through the transmission unit output portion 201.
Referring to fig. 7 to 8, the first motor generator unit 300 includes a first motor generator 302 and a first motor generator unit coupling portion 301, the transmission unit output portion 201 includes a plurality of power output portions, the first motor generator unit coupling portion 301 is one of the power output portions, each of the power output portions is in power coupling connection with a main reducer driven gear Z ', each of the power output portions is a main reducer driving gear Z, and the main reducer driving gear Z is meshed with the main reducer driven gear Z'.
Alternatively, referring to fig. 21 to 26, the first motor generator unit coupling portion 301 is arranged coaxially with the first motor generator 302.
Alternatively, referring to fig. 7 to 8, the rotation shaft of the first motor generator unit coupling portion 301 is parallel to the rotation shaft of the first motor generator 302.
Further, the transmission unit output portion 201 is a final drive gear Z engaged with a final drive driven gear Z', and the first motor generator unit 300 further includes a reduction chain 303, and the first motor generator 302 is connected to the first motor generator unit coupling portion 301 through the reduction chain 303 in a power coupling manner.
In the embodiment of the present invention, the reduction chain 303 may have various structural forms.
Referring to fig. 24 to 26, the reduction chain 303 may include a pair of first and second gears Z1 and Z2 engaged with each other, the first gear Z1 being coaxially fixedly connected to the first motor generator 302, and the first motor generator unit coupling portion 301 being coaxially fixedly provided with the second gear Z2.
Referring to fig. 24 to 26, the reduction chain 303 may include a reduction chain input shaft 3031 and a reduction chain output shaft 3032, the reduction chain input shaft 3031 is fixedly connected to a motor shaft of the first motor generator 302, the reduction chain input shaft 3031 is fixedly connected to a first gear Z1, the reduction chain output shaft 3032 is fixedly connected to a second gear Z2 and a first motor generator unit coupling portion 301, the first motor generator unit coupling portion 301 is engaged with the main reducer driven gear Z', the first gear Z1 is engaged with the second gear Z2, and the second gear Z2 has a diameter and a number of teeth greater than those of the first gear Z1.
Alternatively, the reduction chain 303 may include a pair of a first gear Z1 and a second gear Z2 that mesh with each other, the first gear Z1 being coaxially fixedly connected to the first motor generator 302, and the second gear Z2 being the first motor generator unit coupling portion 301. The reduction chain 303 may include a reduction chain input shaft 3031 and a reduction chain output shaft 3032, the reduction chain input shaft 3031 is fixedly connected with a motor shaft of the first motor generator 302, the reduction chain input shaft 3031 is fixedly connected with a first gear Z1, the reduction chain output shaft 3032 is fixedly connected with a second gear Z2, the first gear Z1 is engaged with the second gear Z2, the diameter and the number of teeth of the second gear Z2 are both greater than those of the first gear Z1, and the second gear Z2 may be the first motor generator unit coupling portion 301, and the first motor generator unit coupling portion 301 is engaged with the main reducer driven gear Z'.
Referring to fig. 7 to 8, the reduction chain 303 includes a first gear Z1, a second gear Z2, and an intermediate idle gear Zm engaged with the first gear Z1 and engaged with the second gear Z2, the first gear Z1 being coaxially fixedly connected to the first motor generator 302, and the second gear Z2 being coaxially fixedly connected to the first motor generator unit coupling portion 301.
Of course, the first motor generator unit 300 may be arranged without the reduction chain 303, and the first motor generator unit coupling portion 301 directly engages with the final drive driven gear Z' as shown in fig. 21 to 23.
The transmission unit 200 can have various arrangements, for example, the transmission unit 200 can be a transmission, or can be some other gear reducer that realizes a speed changing function, and the following further describes that the transmission unit 200 is a transmission, in which changes of an input shaft, an output shaft, and a gear can form a new transmission unit 200.
The speed changing unit 200 only needs to realize speed and torque changing for engine power, can completely use the speed changing of a common fuel vehicle, does not need additional design change, is beneficial to the miniaturization of the speed changing unit 200, and can reduce the development cost of the whole vehicle and shorten the development period.
As shown in fig. 7 to 8 and 21 to 26, the speed changing unit 200 may include: a transmission power input selectively engageable with the power source 100 to transmit power generated by the power source 100, a transmission power output, and a transmission unit output 201. The first clutch device L1 may include an input connected to the power source 100 and an output connected to the variable speed power input, the power source 100 and the variable speed power input being engaged to transmit power when the input and output are engaged.
The transmission power output portion is configured and adapted to output power from the transmission power input portion to the transmission unit output portion 201 through synchronization of the transmission unit synchronizer, and the transmission unit output portion 201 is power-coupled with the mode switching device 402 so that power from at least one of the transmission power input portion and the first motor generator unit 300 is output to the mode switching device 402.
Specifically, as shown in fig. 7-8 and 21-26, the variable speed power input may include at least one input shaft, each of which is selectively engageable with the power source 100, with at least one drive gear disposed on each input shaft.
The speed change power output portion includes: at least one output shaft, each output shaft having at least one driven gear disposed thereon, a speed change unit synchronizer disposed on the output shafts for selective synchronization between the driven gears and the output shafts to cause the driven gears to rotate synchronously with the output shafts. The driven gears are engaged with corresponding driving gears, the output part 201 of the speed changing unit is at least one main reducer driving gear Z, the at least one main reducer driving gear Z is fixed on at least one output shaft in a one-to-one correspondence, and the main reducer driving gear Z is engaged with a main reducer driven gear Z'. That is, the transmission unit output 201 may be an output gear on an output shaft, which may be fixed on a corresponding output shaft, the output gear being engaged with the final drive driven gear Z' to perform power transmission.
Wherein the input shaft may be plural and the plural input shafts may be sequentially nested coaxially, the power source 100 may be selectively engaged with at least one of the plural input shafts when the power source 100 transmits power to the input shafts.
In some specific embodiments, referring to fig. 7-8, the speed-changing power input portion may include a first input shaft i and a second input shaft ii, the second input shaft ii is coaxially sleeved on the first input shaft i, and at least one driving gear is fixedly disposed on each of the first input shaft i and the second input shaft ii; the speed change power output portion includes: the reverse gear output shaft V 'is empty sleeved with a reverse gear driven gear Rb, a main reducer driving gear Z is fixedly arranged on the reverse gear output shaft V', the main reducer driving gear Z is in power coupling connection with the main reducer driven gear Z ', so that power output from at least one of the reverse gear driven gear Rb and the first motor generator unit 300 is transmitted to the main reducer driven gear Z', one of the at least one driving gear is a reverse gear driving gear, one of the at least one driven gear is an idler gear IG, the reverse gear driving gear is in matched transmission with the idler gear IG, and the reverse gear driven gear Rb is in matched transmission with the idler gear IG.
Preferably, the idler IG may have a double-tooth structure including a first gear tooth I1 and a second gear tooth I2, the first gear tooth I1 being engaged with the reverse driving gear Ra, and the second gear tooth I2 being engaged with the reverse driven gear Rb. The speed change power output portion may further include: the first output shaft III and the second output shaft IV are respectively sleeved with at least one driven gear in an idle mode, one of the first output shaft III and the second output shaft IV is sleeved with an idler gear IG in an idle mode, and the driven gear is correspondingly meshed with the driving gear.
Specifically, as shown in fig. 7 to 8, the shifting unit 200 may be a seven speed transmission, and the shifting power input portion may include: the first input shaft i and the second input shaft ii, the first clutch device L1 may be a dual clutch 202, the dual clutch 202 having an input, a first output K1 and a second output K2, the input of the dual clutch 202 selectively engaging at least one of the first output K1 and the second output K2. That is, the input of the dual clutch 202 may engage the first output K1, or the input of the dual clutch 202 may engage the second output K2, or the input of the dual clutch 202 may engage both the first output K1 and the second output K2. The first output K1 is connected to the first input shaft i and the second output K2 is connected to the second input shaft ii.
As shown in fig. 7 to 8, the first input shaft i is fixedly provided with a first-gear driving gear 1a, a third-gear driving gear 3a, a fifth-gear driving gear 5a and a seventh-gear driving gear 7a, and the second input shaft ii is fixedly provided with a second reverse driving gear 2Ra and a fourth sixth-gear driving gear 46 a. The second input shaft II is sleeved on the first input shaft I, so that the axial length of the power transmission system 1000 can be effectively shortened, and the space occupied by the power transmission system 1000 in a vehicle can be reduced. The second reverse drive gear 2Ra means that the gear can be used as both a second drive gear and a sixth reverse drive gear, and the fourth sixth drive gear 46a means that the gear can be used as both a fourth drive gear and a sixth drive gear, so that the axial length of the second input shaft ii can be shortened, and the size of the power transmission system 1000 can be reduced more.
The arrangement order of the plurality of gear drive gears is a second reverse gear drive gear 2Ra, a fourth sixth gear drive gear 46a, a seventh gear drive gear 7a, a third gear drive gear 3a, a fifth gear drive gear 5a, and a first gear drive gear 1a, in such a manner that the distance from the power source 100 is short. Through the position of a plurality of fender position driving gears of rational arrangement, can be so that the position of a plurality of fender position driven gears and a plurality of output shaft arranges rationally to can make power transmission system 1000 simple structure, it is small.
The output shaft may include: the first output shaft III, the second output shaft IV and the reverse gear output shaft V 'are arranged on the first output shaft III in an empty sleeve mode, the first-gear driven gear 1b, the second-gear driven gear 2b, the third-gear driven gear 3b and the fourth-gear driven gear 4b are arranged on the first output shaft III in an empty sleeve mode, the second output shaft IV is arranged on the second output shaft IV in an empty sleeve mode, the fifth-gear driven gear 5b, the sixth-gear driven gear 6b, the seventh-gear driven gear 7b and the idler gear IG are arranged on the second output shaft V', the reverse gear output shaft V 'is arranged on the reverse gear output shaft V' in an empty sleeve mode, and a main reducer driving gear Z is fixedly arranged on.
Wherein one keeps off driving gear 1a and keeps off driven gear 1b meshing, two reverse gear driving gear 2Ra and two keep off driven gear 2b meshing, three keep off driving gear 3a and three keep off driven gear 3b meshing, four six keep off driving gear 46a and four keep off driven gear 4b meshing, five keep off driving gear 5a and five keep off driven gear 5b meshing, four six keep off driving gear 46a and six keep off driven gear 6b meshing, seven keep off driving gear 7a and seven keep off driven gear 7b meshing, two reverse gear driving gear 2Ra and the first teeth of a cogwheel I1 meshing of idler IG, the second teeth of a cogwheel I2 and the reverse gear driven gear Rb meshing of idler IG.
A third speed synchronizer S13 is provided between the first speed driven gear 1b and the third speed driven gear 3b, and the third speed synchronizer S13 can be used for synchronizing the first speed driven gear 1b and the first output shaft iii, and can be used for synchronizing the third speed driven gear 3b and the first output shaft iii.
A second-fourth synchronizer S24 is provided between the second-gear driven gear 2b and the fourth-gear driven gear 4b, and the second-fourth synchronizer S24 can be used for synchronizing the second-gear driven gear 2b and the first output shaft iii, and can be used for synchronizing the fourth-gear driven gear 4b and the first output shaft iii.
A fifth-seventh synchronizer S57 is provided between the fifth-speed driven gear 5b and the seventh-speed driven gear 7b, and the fifth-seventh synchronizer S57 can be used to synchronize the fifth-speed driven gear 5b and the second output shaft iv, and can be used to synchronize the seventh-speed driven gear 7b and the second output shaft iv.
A sixth speed synchronizer S6 is provided at one side of the sixth speed driven gear 6b, and the sixth speed synchronizer S6 can be used to synchronize the sixth speed driven gear 6b and the second output shaft iv.
A reverse synchronizer SR is provided at one side of the reverse driven gear Rb, and the reverse synchronizer SR can be used to synchronize the reverse driven gear Rb with the reverse output shaft V'.
In this way, the number of synchronizers disposed on the first output shaft iii and the second output shaft iv is small, so that the axial lengths of the first output shaft iii and the second output shaft iv can be shortened, and the cost of the power transmission system 1000 can be reduced.
Of course, the specific arrangement form of the shifting unit 200 is not limited thereto, and another arrangement form of the shifting unit 200 is described in detail below in conjunction with fig. 21 to 26.
In other alternative embodiments, referring to fig. 21-26, the speed change power input portion includes a first input shaft i and a second input shaft ii, the second input shaft ii is coaxially sleeved on the first input shaft i, at least one first driving gear is fixedly disposed on each of the first input shaft i and the second input shaft ii, at least one second driving gear is respectively sleeved on each of the first input shaft i and the second input shaft ii, the second driving gear is selectively engaged with the corresponding input shaft, and a reverse gear driving gear Ra is further fixedly disposed on one of the first input shaft i and the second input shaft ii; the speed change power output part comprises a power output shaft III ', a reverse gear driven gear Rb and at least one first driven gear are sleeved on the power output shaft III', the first driven gear is correspondingly meshed with the first driving gear, at least one second driven gear is fixedly arranged on the power output shaft III ', the second driven gear is correspondingly meshed with the second driving gear, and the reverse gear driven gear Rb and the first driven gear are selectively jointed with the power output shaft III'; the speed change unit 200 further includes a reverse gear intermediate shaft V, on which an idler gear IG is fixedly disposed, the idler gear IG being engaged with the reverse gear driving gear Ra and engaged with the reverse gear driven gear Rb.
As shown in fig. 21 to 26, the shifting unit 200 may be a six-speed transmission, and the shifting power input portion may include: first input shaft I and second input shaft II, II coaxial sleeves of second input shaft are established on first input shaft I, can effectively shorten power transmission system 1000's axial length like this to can reduce power transmission system 1000 and occupy the space of vehicle.
The first clutch device L1 may be a dual clutch 202, the dual clutch 202 having an input, a first output, and a second output, the input selectively engaging at least one of the first and second outputs. That is, the input may engage the first output, or the input may engage the second output, or the input may engage both the first output and the second output.
First input shaft I goes up fixed one and is provided with a fender driving gear 1a and three fender driving gear 3a, and the cover is gone up to first input shaft I has five fender driving gears 5a, and the fixed two fender driving gears 2a and reverse gear driving gear Ra that are provided with on second input shaft II, and the cover is gone up to second input shaft II has four fender driving gears 4a and six fender driving gears 6 a. The second input shaft II is sleeved on the first input shaft I, so that the axial length of the power transmission system 1000 can be effectively shortened, and the space occupied by the power transmission system 1000 in a vehicle can be reduced.
The arrangement sequence of the plurality of gear driving gears is a four-gear driving gear 4a, a six-gear driving gear 6a, a two-gear driving gear 2a, a reverse driving gear Ra, a first-gear driving gear 1a, a three-gear driving gear 3a and a five-gear driving gear 5a in a manner of being close to or far from the power source 100. Through the position of a plurality of fender position driving gears of rational arrangement, can be so that the position of a plurality of fender position driven gears and a plurality of output shaft arranges rationally to can make power transmission system 1000 simple structure, it is small.
A first-gear driven gear 1b, a second-gear driven gear 2b, a third-gear driven gear 3b and a reverse-gear driven gear Rb are sleeved on the power output shaft III ', and a fifth-gear driven gear 5b, a sixth-gear driven gear 6b and a fourth-gear driven gear 4b are fixedly arranged on the power output shaft III'.
One of them keeps off driving gear 1a and one keeps off driven gear 1b meshing, and two keep off driving gear 2a and two keep off driven gear 2b meshing, and three keep off driving gear 3a and three keep off driven gear 3b meshing, and four keep off driving gear 4a and four keep off driven gear 4b meshing, and five keep off driving gear 5a and five keep off driven gear 5b meshing, and six keep off driving gear 6a and six keep off driven gear 6b meshing.
A third speed synchronizer S13 is provided between the first speed driven gear 1b and the third speed driven gear 3b, and the third speed synchronizer S13 can be used for synchronizing the first speed driven gear 1b and the power output shaft iii ', and can be used for synchronizing the third speed driven gear 3b and the power output shaft iii'. This can save the number of synchronizers disposed on the power output shaft iii ', so that the axial length of the power output shaft iii' can be shortened, and the cost of the power transmission system 1000 can be reduced.
A second reverse synchronizer S2R is provided between the second-gear driven gear 2b and the reverse driven gear Rb, and the second reverse synchronizer S2R can be used to synchronize the second-gear driven gear 2b and the power output shaft iii ', and can be used to synchronize the reverse driven gear Rb and the power output shaft iii'. This can save the number of synchronizers disposed on the power output shaft iii ', so that the axial length of the power output shaft iii' can be shortened, and the cost of the power transmission system 1000 can be reduced.
A fourth-sixth synchronizer S46 is provided between the fourth-speed drive gear 4a and the sixth-speed drive gear 6a, and the fourth-sixth synchronizer S46 may be used to synchronize the fourth-speed drive gear 4a with the second input shaft ii, and may be used to synchronize the sixth-speed drive gear 6a with the second input shaft ii. This can save the number of synchronizers disposed on the second input shaft ii, so that the axial length of the second input shaft ii can be shortened, and the cost of the power transmission system 1000 can be reduced.
One side of the fifth gear driving gear 5a is provided with a fifth gear synchronizer S5, and the fifth gear synchronizer S5 may be used to synchronize the fifth gear driving gear 5a with the first input shaft i.
Further, an idler gear IG is fixedly arranged on the reverse intermediate shaft V, and the idler gear IG is meshed with the reverse driving gear Ra and meshed with the reverse driven gear Rb.
It should be noted that the system power output 401 may be a conventional open differential, such as, but not limited to, a bevel gear differential or a cylindrical gear differential; of course, the differential 401 may also be a locking differential, such as a mechanical locking differential, an electronic locking differential, etc., and the power transmission system 1000 selects different differential types according to different vehicle types, such selection mainly being based on the cost of the whole vehicle, the weight reduction of the whole vehicle, the off-road performance of the whole vehicle, etc.
As shown in fig. 9-14, the system power output 401 may be a differential and includes two side gears, which correspond one-to-one with two half shafts 2000 of the vehicle, and the vehicle power transmission system 1000 further includes: a power on-off device 500, the power on-off device 500 adapted to selectively engage at least one of the two side gears with a corresponding half shaft 2000 of the vehicle. It is understood that if the power switching device 500 is provided between the half shaft 2000 of one side and the corresponding side gear, the power switching device 500 may control the engagement off-state between the half shaft 2000 of the side and the side gear, and if the power switching devices 500 are provided between the half shafts 2000 of both sides and the corresponding side gear, respectively, each power switching device 500 may control the engagement off-state of the corresponding side. As shown in fig. 9 to 11 and 13, the power switching devices 500 are provided between the half shaft 2000 on the left side and the corresponding side gear, and as shown in fig. 12 and 14, the power switching devices 500 may be two, one power switching device 500 may be provided between the half shaft 2000 on the left side and the corresponding side gear, and the other power switching device 500 may be provided between the half shaft 2000 on the right side and the corresponding side gear.
There are various types of the power switching device 500, and for example, as shown in fig. 9 to 10, the power switching device 500 may be a clutch. Preferably, as shown in fig. 11 and 12, the clutch may be a dog clutch.
Of course, the power switching device 500 may also be of another type, for example, as shown in fig. 13 and 14, the power switching device 500 may be a synchronizer.
According to a preferred embodiment of the present invention, as shown in fig. 2 and 5, the power transmission system 1000 may further include a second motor generator 600, the second motor generator 600 being located between the power source 100 and the speed changing unit 200, one end of the second motor generator 600 being directly power-coupled to the power source 100, and the other end of the second motor generator 600 being selectively power-coupled to the speed changing unit 200.
As shown in fig. 2 and 5, the second motor generator 600 may be coaxially connected with the input end of the first clutch device L1. The second motor generator 600 may be provided between the input of the first clutch device L1 and the engine so that the power of the engine is necessarily transmitted to the input through the second motor generator 600, and the second motor generator 600 may be used as a generator to perform parking power generation.
Of course, the second motor generator 600 and the first clutch device L1 may be disposed in parallel, a motor shaft of the second motor generator 600 may be connected to a first transmission gear, and a second transmission gear may be disposed on an input end of the first clutch device L1, the first transmission gear being engaged with the second transmission gear. Thus, the power of the engine can be transmitted to the second motor generator 600 through the first and second transmission gears, so that the second motor generator 600 can be used as a generator for generating electricity for parking.
According to another preferred embodiment of the present invention, as shown in fig. 3 and 6, the power transmission system 1000 may further include: and a second motor generator 600, the second motor generator 600 being located between the power source 100 and the transmission unit 200, one end of the second motor generator 600 being selectively in power coupling connection with the power source 100, and the other end of the second motor generator 600 being selectively in power coupling connection with the transmission unit 200.
As shown in fig. 3 and 6, a second clutch device L2 may be provided between the second motor generator 600 and the engine. The second clutch device L2 may be a single clutch that can control the disconnection of the engagement between the engine and the second motor generator 600, and can control the disconnection of the engagement between the engine and the input terminal. By providing the second clutch device L2, the parking power generation state of the second motor generator 600 can be controlled reasonably, so that the power transmission system 1000 can be made simple in structure and the drive mode switching is reliable.
Preferably, the second clutch device L2 may be built in the rotor of the second motor generator 600. This can shorten the axial length of the power transmission system 1000 better, so that the volume of the power transmission system 1000 can be reduced, and the flexibility of the arrangement of the power transmission system 1000 on the vehicle can be improved. In addition, second motor generator 600 may also be used as a starter.
Preferably, the power source 100, the second clutch device L2, and the input of the dual clutch 202 are coaxially arranged. This allows the powertrain 1000 to be compact and small.
It should be noted that, for the power transmission system 1000 of the above several embodiments, in the axial direction, the second motor generators 600 may be both located between the power source 100 and the first clutch device L1, so that the axial length of the power transmission system 1000 may be effectively reduced, the location of the second motor generators 600 may be reasonable, and the structural compactness of the power transmission system 1000 may be improved.
In the embodiment where the power train system 1000 has the second motor generator 600, the first motor generator 302 may be the main driving motor of the power train system 1000, so the capacity and volume of the first motor generator 302 are relatively large, and the rated power of the first motor generator 302 is larger than that of the second motor generator 600 for the first motor generator 302 and the second motor generator 600. In this way, the second motor generator 600 can be selected from motor generators having small volume and small rated power, so that the power transmission system 1000 has a simple structure and small volume, and when the parking power generation is performed, the transmission path between the second motor generator 600 and the power source 100 is short, the power generation efficiency is high, and a part of power of the power source 100 can be effectively converted into electric energy. Wherein the peak power of the first motor generator 302 is also larger than the peak power of the second motor generator 600.
Preferably, the rated power of the first motor generator 302 may be twice or more than the rated power of the second motor generator 600. The peak power of the first motor generator 302 may be twice or more than the peak power of the second motor generator 600. For example, the rated power of the first motor generator 302 may be 60kw, the rated power of the second motor generator 600 may be 24kw, the peak power of the first motor generator 302 may be 120kw, and the peak power of the second motor generator 600 may be 44 kw.
Preferably, the power transmitted by the power transmission system 1000 is output to two wheels of the vehicle through the system power output part 401, but the power transmission system 1000 is not limited thereto, and referring to fig. 15-20, the power transmission system 1000 may further include an electric drive system 700, and the electric drive system 700 may be used to drive the other two wheels of the vehicle, so that four-wheel drive of the vehicle may be realized.
Various arrangements of electric drive system 700 in accordance with embodiments of the present invention are described in detail below.
Electric drive system 700 may include a drive system input and a drive system output adapted to output power from the drive system input to two other wheels, such as the rear wheels.
For example, as shown in fig. 15, electric drive system 700 further includes an electric drive system power output 710 adapted to output power from the drive system input to the other two wheels via electric drive system power output 710. The electric drive system power output 710 may facilitate distribution of power transmitted from the drive system output to both wheels on both sides, so that the vehicle may be driven smoothly.
Specifically, the drive system input may be a drive motor generator 720 and the drive system output is a gear reducer 730. Thus, when the driving motor generator 720 is operated, the power generated by the driving motor generator 720 can be transmitted to the electric driving system power output part 710 after being decelerated and torque-increased by the gear reducer 730, and the electric driving system power output part 710 can distribute the power transmitted from the driving system output part to the two wheels on both sides, so that the vehicle can be smoothly driven.
As another example, referring to fig. 16-19, the drive-system input includes two drive motor-generators 720, and the drive-system output includes two drive-system sub-outputs, each adapted to output power from a corresponding drive motor-generator 720 to a corresponding one of the other two wheels. That is, one driving motor generator 720 and one driving system sub-output are provided for each wheel, so that the electric driving system power output 710 can be omitted, and the two driving motor generators 720 can adjust their rotation speeds to achieve a differential speed between the two wheels, thereby making the power transmission system 1000 simple and reliable in structure.
As shown in fig. 16, the other two wheels are selectively synchronized. For example, one of the axle shafts 2000 may be provided with an axle shaft synchronizer adapted to selectively engage the other axle shaft 2000. Therefore, the two wheels can rotate in the same direction and at the same speed, and differential motion of the two wheels can be realized, so that the running stability of the vehicle can be ensured.
As shown in fig. 19, the two drive motor generators 720 are selectively synchronized. For example, a motor output shaft synchronizer may be disposed on one motor output shaft 721 to selectively engage the other motor output shaft 721, so that the two wheels can rotate at the same speed in the same direction, and the two wheels can move at different speeds, thereby ensuring the driving stability of the vehicle.
As shown in fig. 18 and 19, the two drive system sub-outputs are selectively synchronized. That is to say, one of the sub-output parts of the two driving systems can be provided with a sub-output part synchronizer for synchronizing the sub-output part of the other driving system, so that the co-directional and co-speed rotation of the two wheels can be realized, and the differential motion of the two wheels can also be realized, thereby ensuring the running stability of the vehicle.
As shown in fig. 18-19, the drive system sub-output may include a two-stage gear reduction unit 730, and the power of the drive motor generator 720 subjected to the two-stage reduction may be transmitted to the wheels to drive the wheels to rotate.
Or the drive system sub-output may include a two speed transmission. The drive motor generator 720 is selectively engaged in one of the gears, and the rotational speed of the output of the drive motor generator 720 to the wheels can be changed by providing the second-gear transmission, so that the drive mode of the power transmission system 1000 can be enriched, and the economy and the drivability of the vehicle can be improved.
Specifically, the driving motor generator 720 may include a motor output shaft 721, and the secondary gear reducer 730 or the secondary transmission may each include a driving system sub-output input shaft that is fixedly connected to and coaxially disposed with the motor output shaft 721. This drives motor generator 720 to transmit power through motor output shaft 721 to the drive system sub-output input shaft, and then to the wheels through the drive system sub-output to drive the vehicle in motion.
As another example, as shown in fig. 20, electric drive system 700 may include two wheel-side motors, each of which directly drives a corresponding one of the other two wheels, with the other two wheels being selectively synchronized. One of the half shafts 2000 may be provided with a half shaft synchronizer to selectively engage the other half shaft 2000, so that the wheel-side motors may drive the corresponding wheels to rotate, respectively, and by turning off the half shaft synchronizer, differential motion of the two wheels may be achieved, thereby ensuring the traveling stability of the vehicle.
The vehicle powertrain 1000 has a plurality of operating modes, some of which are described in detail below.
The third element P3 is released from braking and idles, and the power source 100 outputs power suitable for driving the first motor generator unit 300 to generate electricity via the transmission unit 200 and the final drive driven gear Z' in this order.
It is to be understood that the mode switching device 402 is switched to the parking power generation gear, the power train 1000 of the vehicle is in the parking power generation mode, the power source 100 is operated, the third element P3 is released from braking and idles, the power output of the entire vehicle is interrupted, the first motor generator unit 300 is coupled to the final drive driven gear Z', the power output from the power source 100 drives the first motor generator unit 300 to generate power, the system is replenished with electric power, for example, the first motor generator unit 300 is driven to generate power through the transmission unit output portion 201, or the power output from the power source 100 drives the first motor generator unit 300 to generate power through the first motor generator unit coupling portion 301. In the embodiment of the power transmission system 1000 having the speed changing unit 200, the speed changing unit 200 is in power coupling connection with the power source 100, and the power output by the power source 100 passes through the gear of the speed changing unit 200 and then drives the first motor generator unit 300 to generate power through the main reducer driven gear Z'. Therefore, the parking power generation mode can be switched only through the mode conversion device 402 without adding an extra power transmission chain, the switching control is simple, and the transmission efficiency is high.
The parking power generation function of the power transmission system 1000 of the vehicle not only can supplement the charge amount for the power battery after feeding, ensure the reliable operation of electricity four-wheel drive and whole vehicle power utilization, can also realize the function of a mobile energy storage power station, the mobile energy storage power station can shift into a charger baby and a power station by increasing the parking power generation and reverse discharge functions, the vehicle can be turned into a 220V alternating current discharge function (VTOL) outside the vehicle, the power supply function (VTOG) of the vehicle to a power grid and the mutual charging function (VTOV) of the vehicle to the vehicle can be realized at any time, and the purposes of the vehicle are greatly enriched.
The power transmission system 1000 of the vehicle has a first power source drive mode, when the power transmission system 1000 of the vehicle is in the first power source drive mode, the first motor generator unit 300 does not operate, the third element P3 is synchronous with the first element P1, the main reducer driven gear Z 'is in power coupling connection with the power source 100, and the power output by the power source 100 is output to the system power output part 401 through the main reducer driven gear Z' and the second element P2 in sequence; alternatively, the final drive driven gear Z 'is connected to the power source 100 through the first motor/generator unit coupling portion 301 in a power coupling manner, and the power output from the power source 100 is output to the system power output portion 401 through the first motor/generator unit coupling portion 301, the final drive driven gear Z' and the second element P2 in this order. That is, in the first power source drive mode, the vehicle is driven by the power source 100, and the input of the system power output 401 is geared with the final drive driven gear Z' 1:1, i.e., the mode switching device 402 is switched into the D range, which is the normal drive. In the embodiment of the power transmission system 1000 having the speed change unit 200, the speed change unit 200 is in power coupling connection with the power source 100, and the power output by the power source 100 is output to the input end of the system power output portion 401 sequentially through the speed change unit output portion 201 of the speed change unit 200, the final drive driven gear Z' and the second element P2.
The power train system 1000 of the vehicle has the second power source drive mode, and when the power train system 1000 of the vehicle is in the second power source drive mode, the first motor generator unit 300 does not operate, the third element P3 is braked, the final drive driven gear Z 'is in power coupling connection with the power source 100, the power output by the power source 100 is output to the input end of the system power output unit 401 through the final drive driven gear Z', the first element P1 and the second element P2 in this order, or the final drive driven gear Z 'is in power coupling connection with the power source 100 through the first motor generator unit coupling unit 301, and the power output by the power source 100 is output to the input end of the system power output unit 401 through the first motor generator unit coupling unit 301, the final drive driven gear Z', the first element P1 and the second element P2 in this order. That is, in the second power source driving mode, the vehicle is driven by the power source 100, the power output by the main reducer driven gear Z 'is reduced by the mode conversion device 402 and then output to the input end of the system power output part 401, and the vehicle can enter the ultra-low speed driving mode, that is, the mode conversion device 402 is switched into the L gear, at this time, the input end of the system power output part 401 and the main reducer driven gear Z' are subjected to deceleration transmission with a large speed ratio, so that the whole vehicle escaping capability is enhanced, for example, when the vehicle climbs on a large slope, the vehicle passing performance is better. In the embodiment of the power transmission system 1000 having the speed change unit 200, the speed change unit 200 is in power coupling connection with the power source 100, and the power output by the power source 100 is output to the input end of the system power output portion 401 sequentially through the speed change unit output portion 201 of the speed change unit 200, the final drive driven gear Z', the first element P1 and the second element P2.
The power train 1000 of the vehicle has a first electric-only drive mode, the power train 1000 of the vehicle is in the first electric-only drive mode, the power source 100 does not operate, the third element P3 is synchronized with the first element P1, the power output from the first motor generator unit 300 is output to the system power output unit 401 sequentially through the main reducer driven gear Z 'and the second element P2, or the power output from the first motor generator unit 302 is output to the system power output unit 401 sequentially through the first motor generator unit coupling unit 301, the main reducer driven gear Z' and the second element P2. That is, in the first pure electric driving mode, the vehicle is driven by the first motor generator unit 300, the first motor generator unit 300 can realize direct power output, the input end of the system power output part 401 and the driven gear Z' 1:1 of the main reducer are in speed ratio transmission, that is, the mode conversion device 402 is switched into the D gear, and at this time, the driving is normal, the transmission efficiency is high, and the control strategy is easy to realize.
The power train 1000 of the vehicle has the second electric-only drive mode, the power train 1000 of the vehicle is in the second electric-only drive mode, the power source 100 does not operate, the third element P3 is braked, and the power output by the first motor generator unit 300 is output to the input end of the system power output unit 401 sequentially through the main reducer driven gear Z ', the first element P1 and the second element P2, or the power output by the first motor generator 302 is output to the input end of the system power output unit 401 sequentially through the first motor generator unit coupling unit 301, the main reducer driven gear Z', the first element P1 and the second element P2. That is to say, in the second pure electric drive mode, the vehicle is driven by the first motor generator unit 300, the first motor generator unit 300 can realize direct power output, the transmission efficiency is high, the control strategy is easy to realize, and the power output by the main reducer driven gear Z 'is reduced by the mode conversion device 402 and then output to the input end of the system power output part 401, the vehicle can enter the ultra-low speed driving mode, that is, the mode conversion device 402 is switched into the L gear, at this time, the output torque of the electric drive can be improved through the reduction transmission with a large speed ratio between the input end of the system power output part 401 and the main reducer driven gear Z', the whole vehicle escaping capability is enhanced, for example, when the vehicle climbs on a large slope, the vehicle passing performance is better.
The power train system 1000 of the vehicle has a first hybrid drive mode, when the power train system 1000 of the vehicle is in the first hybrid drive mode, the power source 100 and the first motor generator unit 300 both operate, the third element P3 is synchronized with the first element P1, the power output from the power source 100 is output to the system power output unit 401 sequentially through the main reducer driven gear Z 'and the second element P2, the power output from the first motor generator unit 300 is output to the system power output unit 401 sequentially through the main reducer driven gear Z' and the second element P2, the powers output from the power source 100 and the first motor generator unit 300 are coupled and then output to the main reducer driven gear Z ', or the power output from the first motor generator 302 is output to the system power output unit 401 sequentially through the first motor generator unit coupling unit 301, the main reducer driven gear Z' and the second element P2, the power output from the power source 100 and the first motor generator unit 300 is coupled and then output to the main reducer driven gear Z'; or the main reducer driven gear Z 'is power-coupled to the power source 100 through the first motor generator unit coupling portion 301, the power output from the power source 100 is output to the system power output portion 401 through the first motor generator unit coupling portion 301, the main reducer driven gear Z' and the second element P2 in this order, the power output from the first motor generator 302 is output to the system power output portion 401 through the first motor generator unit coupling portion 301, the main reducer driven gear Z 'and the second element P2 in this order, and the first motor generator unit coupling portion 301 couples the power output from the power source 100 and the first motor generator unit 300 and outputs the power to the main reducer driven gear Z'. That is, in the first hybrid driving mode, the mode switching device 402 is switched into the D-range, and the input end of the system power output part 401 is in 1:1 ratio transmission with the main reducer driven gear Z', the vehicle is driven by the power source 100 and the first motor generator unit 300 together, the outputs of the power source 100 and the first motor generator 302 are relatively independent, the change on the basis of the conventional fuel vehicle power assembly is small, and even if one of the power source 100 and the first motor generator unit 300 breaks down to cause power interruption, the work of the other will not be affected. In the embodiment where the power transmission system 1000 has the transmission unit 200, the transmission unit 200 is in power coupling connection with the power source 100, and the power output from the power source 100 is output to the system power output portion 401 sequentially through the transmission unit output portion 201 of the transmission unit 200, the final drive driven gear Z' and the second element P2.
The power train 1000 of the vehicle has a second hybrid drive mode, and when the power train 1000 of the vehicle is in the second hybrid drive mode, the power source 100 and the first motor generator unit 300 are both operated, the third element P3 is braked, the power output from the power source 100 is output to the system power output unit 401 through the final drive gear Z ', the first element P1 and the second element P2 in order, the power output from the first motor generator unit 300 is output to the system power output unit 401 through the final drive gear Z', the first element P1 and the second element P2 in order, the power output from the power source 100 and the first motor generator unit 300 is coupled and output to the final drive gear Z ', or the power output from the power source 100 is output to the system power output unit 401 through the final drive gear Z', the first element P1 and the second element P2 in order, the power output from the first motor generator unit 300 is output through the first motor generator unit coupling unit 301, the second element P2 in order, and the power output from the, The main reducer driven gear Z ', the first element P1 and the second element P2 are output to the system power output portion 401, and the power output by the power source 100 and the first motor generator unit 300 is coupled and output to the main reducer driven gear Z'; or the main reducer driven gear Z 'is connected to the power source 100 by power coupling via the first motor generator unit coupling portion 301, the power output from the power source 100 is output to the system power output portion 401 via the first motor generator unit coupling portion 301, the main reducer driven gear Z', the first element P1, and the second element P2 in this order, the power output from the first motor generator unit 300 is output to the system power output portion 401 via the first motor generator unit coupling portion 301, the main reducer driven gear Z ', the first element P1, and the second element P2 in this order, and the first motor generator unit coupling portion 301 couples the powers output from the power source 100 and the first motor generator unit 300 and outputs the coupled power to the main reducer driven gear Z'. That is, in the second hybrid driving mode, the vehicle is driven by both the power source 100 and the first motor generator unit 300, the power output by the main reducer driven gear Z' is reduced by the mode conversion device 402 and then output to the input end of the system power output part 401, the speed ratios of the respective gears of the power source 100 and the output speed ratio of the first motor generator unit 300 are amplified, the output of additional gears under the off-road condition is realized, the hybrid power unit of the whole vehicle is provided with double gears of the power source 100 and the electric driving gear, and the vehicle trafficability is better. In the embodiment where the power transmission system 1000 has the transmission unit 200, the transmission unit 200 is in power coupling connection with the power source 100, and the power output from the power source 100 is output to the system power output portion 401 sequentially through the transmission unit output portion 201 of the transmission unit 200, the final drive driven gear Z', the first element P1, and the second element P2.
When the power transmission system 1000 of the vehicle is in the first power generation mode, the power source 100 operates, the third element P3 is synchronized with the first element P1, a part of the power output by the power source 100 is output to the system power output unit 401 through the main reducer driven gear Z 'and the second element P2 in sequence, another part of the power output by the power source 100 is output to the first motor generator unit 300 through the main reducer driven gear Z' in sequence, and drives the first motor generator unit 300 to generate power, or another part of the power output by the power source 100 is output to the first motor generator 302 through the first motor generator unit coupling unit 301, and drives the first motor generator 302 to generate power; or the main reducer driven gear Z 'is in power coupling connection with the power source 100 through the first motor generator unit coupling portion 301, a part of the power output by the power source 100 is output to the system power output portion 401 through the first motor generator unit coupling portion 301, the main reducer driven gear Z' and the second element P2 in sequence, and the other part of the power output by the power source 100 is output to the first motor generator 302 through the first motor generator unit coupling portion 301 in sequence, so as to drive the first motor generator 302 to generate power. That is, in the first driving power generation mode, the vehicle is driven by the power source 100, the mode switching device 402 is switched into the D gear, the input end of the system power output part 401 is in 1:1 speed ratio transmission with the main reducer driven gear Z ', the power source 100 outputs power which is divided into two branches at the main reducer driven gear Z', a part of the power is output to the input end of the system power output part 401 through the second element P2, the vehicle enters the normal driving mode, and the other part of the power is used for driving the first motor generator unit 300 to generate power. In the embodiment where the power transmission system 1000 includes the transmission unit 200, the transmission unit 200 is in power coupling connection with the power source 100, a part of the power output by the power source 100 is output to the system power output portion 401 sequentially through the transmission unit output portion 201 of the transmission unit 200, the final drive driven gear Z ', and the second element P2, and another part of the power output by the power source 100 is output to the first motor generator unit 300 sequentially through the transmission unit output portion 201 of the transmission unit 200 and the final drive driven gear Z', and the first motor generator unit 300 is driven to generate power.
The power train 1000 of the vehicle has a second running power generation mode, when the power train 1000 of the vehicle is in the second running power generation mode, the power source 100 operates, the third element P3 brakes, a part of the power output by the power source 100 is output to the system power output unit 401 through the main reducer driven gear Z ', the first element P1 and the second element P2 in sequence, another part of the power output by the power source 100 is output to the first motor generator unit 300 through the main reducer driven gear Z' in sequence, the first motor generator unit 300 is driven to generate power, or the main reducer driven gear Z 'is in power coupling connection with the power source 100, a part of the power output by the power source 100 is output to the system power output unit 401 through the main reducer driven gear Z', the first element P1 and the second element P2 in sequence, and another part of the power output by the power source 100 is output to the system power output unit 401 through the first motor generator, Output to the first motor generator 302, drive the first motor generator 302 to generate electricity; or the main reducer driven gear Z 'is in power coupling connection with the power source 100 through the first motor generator unit coupling portion 301, a part of the power output by the power source 100 is output to the system power output portion 401 through the first motor generator unit coupling portion 301, the main reducer driven gear Z', the first element P1 and the second element P2 in sequence, and the other part of the power output by the power source 100 is output to the first motor generator 302 through the first motor generator unit coupling portion 301 in sequence, and drives the first motor generator 302 to generate power. That is, in the second driving power generation mode, the vehicle is driven by the power source 100, the mode conversion device 402 is switched to the L gear, the power output by the power source 100 is divided into two branches at the main reducer driven gear Z', a part of the power is reduced again by the mode conversion device 402 and then output to the input end of the system power output part 401, the vehicle can enter the ultra-low speed driving mode, the trafficability of the vehicle is better, and the other part of the power can be used for driving the first motor generator unit 300 to generate power. In the embodiment where the power transmission system 1000 includes the transmission unit 200, the transmission unit 200 is in power coupling connection with the power source 100, a part of the power output by the power source 100 is output to the system power output unit 401 sequentially through the transmission unit output unit 201 of the transmission unit 200, the final drive driven gear Z ', the first element P1 and the second element P2, and another part of the power output by the power source 100 is output to the first motor generator unit 300 sequentially through the transmission unit output unit 201 of the transmission unit 200 and the final drive driven gear Z', and the first motor generator unit 300 is driven to generate power.
The power train 1000 of the vehicle has a first braking energy recovery mode, and when the power train 1000 of the vehicle is in the first braking energy recovery mode, the third element P3 is synchronized with the first element P1, and the power from the wheels of the vehicle drives the first motor generator unit 300 to generate electricity through the system power output unit 401, the second element P2, the main reducer driven gear Z ', the speed change unit output unit 201 of the speed change unit 200 in order, or the power from the wheels of the vehicle drives the first motor generator unit 302 to generate electricity through the system power output unit 401, the second element P2, the main reducer driven gear Z', the first motor generator unit coupling unit 301 in order. That is, in the first braking energy recovery mode, the mode switching device 402 is switched into the D gear, a part of the power of the wheels is dissipated by the braking system, and a part of the power can drive the first motor generator unit 300 to generate power, so that the power transmission system 1000 is more environment-friendly.
The power train 1000 of the vehicle has a second braking energy recovery mode, and when the power train 1000 of the vehicle is in the second braking energy recovery mode, the third element P3 is braked, and the power from the wheels of the vehicle passes through the system power output unit 401, the second element P2, the first element P1, and the main reducer driven gear Z ', and the transmission unit output unit 201 of the transmission unit 200 drives the first motor generator unit 300 to generate electricity, or the power from the wheels of the vehicle passes through the system power output unit 401, the second element P2, the first element P1, the main reducer driven gear Z', and the first motor generator unit coupling unit 301, and drives the first motor generator unit 302 to generate electricity. That is, in the second braking energy recovery mode, a part of the power of the wheels is dissipated by the braking system, a part of the power can drive the first motor generator unit 300 to generate power, the power transmission system 1000 is more environment-friendly, and the rotation speed of the main reducer driven gear Z' transmitted to the first motor generator unit 300 is high and the power generation efficiency is high through the acceleration of the second element P2 to the first element P1.
In the embodiment where the power transmission system 1000 has the second motor generator 600, the power transmission system 1000 of the vehicle also has a plurality of operation modes accordingly.
The vehicle powertrain 1000 may also have a third vehicle generating mode, when the vehicle powertrain 1000 is in the third vehicle generating mode, the power source 100 operates, the transmission unit 200 is in power coupling connection with the power source 100, the second motor generator 600 is in power coupling connection with the power source 100, the third element P3 is synchronous with the first element P1, a first part of power output by the power source 100 is output to the system power output portion 401 sequentially through the transmission unit output portion 201, the main reducer driven gear Z 'and the second element P2 of the transmission unit 200, a second part of power output by the power source 100 is output to the first motor generator unit 300 sequentially through the transmission unit output portion 201 and the main reducer driven gear Z' of the transmission unit 200 to drive the first motor generator unit 300 to generate power, and a third part of power output by the power source 100 directly drives the second motor generator 600 to generate power. Thus, in the third-row vehicle power generation mode, the mode conversion device 402 is switched into the D gear, the input end of the system power output part 401 is in transmission with the driven gear Z' 1:1 of the main speed reducer, and the power generated is large.
The vehicle powertrain 1000 may further have a fourth vehicle power generation mode, when the vehicle powertrain 1000 is in the fourth vehicle power generation mode, the power source 100 is operated, the transmission unit 200 is in power coupling connection with the power source 100, the second motor generator 600 is in power coupling connection with the power source 100, the third element P3 is synchronized with the first element P1, a first part of power output by the power source 100 is output to the system power output unit 401 sequentially through the transmission unit output portion 201, the main reducer driven gear Z' and the second element P2 of the transmission unit 200, a second part of power output by the power source 100 directly drives the second motor generator 600 to generate power, and the first motor generator unit 300 does not generate power. Since the transmission path between second motor generator 600 and power source 100 is short, the efficiency of power generation is high in the fourth vehicle power generation mode, and the mode switching device 402 is switched to the D-range, and the input end of system power output portion 401 is transmitted at the speed ratio of Z' 1:1 to the final drive driven gear.
The vehicle powertrain 1000 may also have a fifth vehicle generating mode, when the vehicle powertrain 1000 is in the fifth vehicle generating mode, the power source 100 operates, the transmission unit 200 is in power coupling connection with the power source 100, the second motor generator 600 is in power coupling connection with the power source 100, the third element P3 is braked, a first part of power output by the power source 100 is output to the system power output part 401 through the transmission unit output part 201, the main reducer driven gear Z ', the first element P1 and the second element P2 of the transmission unit 200 in sequence, a second part of power output by the power source 100 is output to the first motor generator unit 300 through the transmission unit output part 201 and the main reducer driven gear Z' of the transmission unit 200 in sequence, the first motor generator unit 300 is driven to generate power, and a third part of power output by the power source 100 directly drives the second motor generator 600 to generate power. That is, in the fifth driving power generation mode, the vehicle is driven by the power source 100, the mode conversion device 402 is switched to the L range, the vehicle can enter the ultra-low speed driving mode, the vehicle passing ability is better, and the power generated is larger.
The power transmission system 1000 of the vehicle may further have a sixth running power generation mode, when the power transmission system 1000 of the vehicle is in the sixth running power generation mode, the power source 100 is operated, the transmission unit 200 is in power coupling connection with the power source 100, the second motor generator 600 is in power coupling connection with the power source 100, the third element P3 is braked, a first part of power output by the power source 100 is output to the system power output portion 401 sequentially through the transmission unit output portion 201, the main reducer driven gear Z', the first element P1 and the second element P2 of the transmission unit 200, a second part of power output by the power source 100 directly drives the second motor generator 600 to generate power, and the first motor generator unit 300 does not generate power. That is, in the sixth driving power generation mode, the vehicle is driven by the power source 100, the mode conversion device 402 is switched to the L range, the vehicle can enter the ultra-low speed driving mode, the vehicle passing performance is better, and the power generation efficiency is higher because the transmission path between the second motor generator 600 and the power source 100 is short.
When the second motor generator 600 is selectively coupled to the engine 100, the powertrain 1000 of the vehicle has a third brake energy recovery mode, and when the powertrain 1000 of the vehicle is in the third brake energy recovery mode, the third element P3 is synchronized with the first element P1, the second motor generator 600 is disconnected from the engine 100, and the power from the wheels of the vehicle passes through the system power output unit 401, the second element P2, the main reducer driven gear Z', and the transmission unit output unit 201 in order to drive the second motor generator 600 to generate power. That is, in the third braking energy recovery mode, the mode conversion device 402 is switched into the D gear, a part of the power of the wheels is dissipated by the braking system, and a part of the power can drive the second motor generator 600 to generate electricity, so that the power transmission system 1000 is more environment-friendly.
When the second motor generator 600 is selectively coupled to the engine 100, the powertrain 1000 of the vehicle has a fourth brake energy recovery mode, and when the powertrain 1000 of the vehicle is in the fourth brake energy recovery mode, the third element P3 is braked, the second motor generator 600 is disconnected from the engine 100, and the power from the wheels of the vehicle passes through the system power output unit 401, the second element P2, the first element P1, the main reducer driven gear Z', and the transmission unit output unit 201 in order to drive the second motor generator 600 to generate power. That is, in the fourth braking energy recovery mode, a part of the power of the wheels is dissipated by the braking system, a part of the power can drive the second motor generator 600 to generate power, the power transmission system 1000 is more environment-friendly, and the rotation speed of the main reducer driven gear Z' transmitted to the second motor generator 600 is high and the power generation efficiency is high through the acceleration of the second element P2 to the first element P1.
The power train 1000 of the vehicle may further have a first parking power generation mode, when the power train 1000 of the vehicle is in the first parking power generation mode, the power source 100 is operated, the transmission unit 200 is power-coupled to the power source 100, the second motor generator 600 is power-coupled to the power source 100, the third element P3 is released from braking and idles, a first part of the power output from the power source 100 is output to the first motor generator unit 300 through the transmission unit output portion 201 of the transmission unit 200 and the main reducer driven gear Z', the first motor generator unit 300 is driven to generate power, and a second part of the power output from the power source 100 directly drives the second motor generator 600 to generate power. Thus, the power generated is large.
The power train system 1000 of the vehicle may further have a second parking power generation mode in which the power source 100 is operated, the second motor generator 600 is coupled to the power source 100, the third element P3 is released from braking and idles, the power output from the power source 100 directly drives the second motor generator 600 to generate power, and the first motor generator unit 300 does not generate power. Since the transmission path of second motor generator 600 to power source 100 is short, the efficiency of power generation is high.
In some preferred embodiments of the present invention, the power source 100 may be an engine, the vehicle powertrain 1000 may further have a quick start mode, and when the vehicle powertrain 1000 is in the quick start mode, the second motor generator 600 is coupled to the engine power, and the power output by the second motor generator 600 directly drives the engine to start. Therefore, the starting time of the engine can be shortened, and the quick starting can be realized.
In one specific embodiment of the present invention, as shown in fig. 7 to 8, a power train system of a vehicle includes: a power source 100; a dual clutch 202, the dual clutch 202 having an input, a first output and a second output, the output of the power source 100 being connected to the input of the dual clutch; the driving mechanism comprises a first input shaft I and a second input shaft II, wherein the first input shaft I is connected with a first output end, the second input shaft II is connected with a second output end, the second input shaft II is coaxially sleeved on the first input shaft I, and at least one driving gear is fixedly arranged on the first input shaft I and the second input shaft II respectively; the first output shaft III and the second output shaft IV are respectively sleeved with at least one driven gear in an empty mode, the at least one driven gear is correspondingly meshed with the at least one driving gear, one driving gear is a reverse gear driving gear, one driven gear is an idler gear IG, and the reverse gear driving gear is in matched transmission with the idler gear IG; the reverse gear output shaft V' is sleeved with a reverse gear driven gear Rb in an idle mode, the reverse gear driven gear Rb is in matched transmission with an idler gear IG, and a driven gear of a non-idler gear IG and the reverse gear driven gear Rb are selectively connected with corresponding output shafts; a first motor generator 302; the three main reducer driving gears Z comprise a first output gear fixedly arranged on a first output shaft III, a second output gear fixedly arranged on a second output shaft IV and a motor output gear fixedly arranged on a reverse gear output shaft V', and the motor output gear is in power coupling connection with the first motor generator 302; a main reducer driven gear Z' meshed with each main reducer driving gear Z; a system power output (401); a planetary gear mechanism P, the main reducer driven gear Z 'being in power coupling connection with the motor output gear, the planetary gear mechanism P including a first element P1, a second element P2 and a third element P3, the first element P1 being fixedly connected with the main reducer driven gear Z', the second element P2 being connected with an input of a system power output portion 401, the third element P3 being selectively brakable, the third element P3 being selectively synchronizable with the first element P1, the system power output portion (401) being adapted to output power from at least one of the power source 100 and the first motor generator 302 to the two front wheels; and the rear wheel motor generator drives two rear wheels through a speed reducing mechanism.
In another specific embodiment of the present invention, as shown in fig. 21 to 26, a power train system of a vehicle, includes: a power source 100; a dual clutch 202 having an input, a first output and a second output, the output of the power source 100 being connected to the input of the dual clutch 202; the transmission device comprises a first input shaft I and a second input shaft II, wherein the first input shaft I is connected with a first output end, the second input shaft II is connected with a second output end, the second input shaft II is coaxially sleeved on the first input shaft I, at least one first driving gear is fixedly arranged on the first input shaft I and the second input shaft II respectively, at least one second driving gear is sleeved on the first input shaft I in an empty mode respectively, a reverse gear driving gear Ra is fixedly arranged on one of the second input shaft II and the first input shaft I, and the at least one second driving gear is selectively jointed with the corresponding input shaft; the power output shaft III ' is sleeved with a reverse gear driven gear Rb and at least one first driven gear in an idle mode, the at least one first driven gear is correspondingly meshed with the at least one first driving gear, the power output shaft III ' is fixedly provided with at least one second driven gear, the at least one second driven gear is correspondingly meshed with the at least one second driving gear, and the reverse gear driven gear Rb and the at least one first driven gear are selectively jointed with the power output shaft III '; the reverse gear middle shaft V is fixedly provided with an idler gear IG, and the idler gear IG is meshed with a reverse gear driving gear Ra and is meshed with a reverse gear driven gear Rb; the first motor generator 302, the first motor generator 302 is in power coupling connection with the power output shaft III'; a main reducer driving gear Z which is fixedly arranged on a power output shaft III'; a main reducer driven gear Z' meshed with the main reducer driving gear Z; a system power output (401); a planetary gear mechanism P, the main reducer driven gear Z 'being in power coupling connection with the main reducer drive gear Z, the planetary gear mechanism P including a first element P1, a second element P2 and a third element P3, the first element P1 being fixedly connected to the main reducer driven gear Z', the second element P2 being connected to an input of a system power take-off 401, the third element P3 being selectively brakable, the third element P3 being selectively synchronizable with the first element P1, the system power take-off (401) being adapted to output power from at least one of the power source 100 and the first motor generator 302 to two front wheels; and the rear wheel motor generator drives two rear wheels through a speed reducing mechanism.
In summary, according to the power transmission system 1000 of the vehicle of the present invention, the mode conversion device 402 can enrich the driving modes of the vehicle, improve the economy and the power performance of the vehicle, adapt to different road conditions, significantly improve the trafficability and the ability to escape from the vehicle, and improve the driving experience of the driver. And the power transmission system 1000 can realize the parking power generation function, which not only ensures direct power transmission and high transmission efficiency when the first motor generator unit 300 is driven and fed back, but also ensures simple and reliable switching of the parking power generation mode. Meanwhile, since the power of the engine and the power of the first motor generator unit 300 are coupled at the mode conversion device 402, the transmission unit applied to the engine can completely adopt the transmission of the original conventional fuel vehicle without any modification, and the power output of the first motor generator unit 300 is completely realized by the switching of the mode conversion device 402. Due to the design of the power transmission system 1000, the control of each driving mode is relatively independent, the structure is compact, and the realization is easy.
The invention also discloses a vehicle, which comprises the power transmission system 1000 of any embodiment.
In the description of the present invention, it is to be understood that the terms "central", "longitudinal", "lateral", "front", "rear", "left", "right", "axial", "radial", "circumferential", and the like, indicate orientations and positional relationships based on those shown in the drawings, and are used merely for convenience in describing the present invention and for simplicity in 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, are not to be construed 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 at least one such 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; may be mechanically coupled, may be electrically coupled or may be in communication with each other; they may be directly connected or indirectly connected through intervening media, or they may be connected internally or in any other suitable relationship, unless expressly stated otherwise. 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, the first feature "on" or "under" the second feature may be directly contacting the first and second features or indirectly contacting the first and second features through an intermediate. Also, a first feature "on," "over," and "above" a second feature may be directly or diagonally above the second feature, or may simply indicate that the first feature is at a higher level than the second feature. A first feature being "under," "below," and "beneath" a second feature may be directly under or obliquely under the first feature, or may simply mean that the first feature is at a lesser elevation than the second feature.
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 (47)

1. A powertrain system for a vehicle, comprising:
a power source;
a first motor generator unit;
a transmission unit adapted to be selectively in power coupling connection with the power source, the transmission unit including a transmission unit output adapted to output power from at least one of the power source and the first motor generator unit;
a system power output;
a mode shift device including a final drive driven gear in meshing engagement with the transmission unit output, and a planetary gear mechanism including a first element fixedly coupled to the final drive driven gear, a second element coupled to the system power output input, a third element selectively actuatable to be synchronized with the first element, and a third element actuatable to rotate the final drive driven gear at a higher speed than the system power output input, one of the first and third elements being a sun gear and the other being a ring gear, the second element being a planet carrier, a shift device adapter, the third element is selectively synchronizable with the first element by the shifting device engager, the third element is selectively fixable with the body of the vehicle by the shifting device engager, the third element is released from braking and idles, and the power output by the power source is adapted to sequentially drive the first motor generator unit to generate power through the transmission unit output portion.
2. The vehicle driveline of claim 1, wherein the third element is synchronized with the first element such that the rotational speed of the final drive driven gear equals the rotational speed of the input of the system power output.
3. The vehicle powertrain system of claim 1, wherein the first motor generator unit includes a first motor generator and a first motor generator unit coupling portion, the first motor generator being in power coupling connection with the first motor generator unit coupling portion, the first motor generator unit coupling portion being in power coupling connection with the final drive driven gear, the first motor generator unit coupling portion being at least a part of the transmission unit output portion.
4. The vehicular power transmission system according to claim 1, characterized in that the first motor generator unit includes a first motor generator and a first motor generator unit coupling portion that is the same component as the transmission unit output portion, so that the power output by at least one of the transmission unit and the first motor generator is output to the final drive driven gear through the transmission unit output portion.
5. The vehicle powertrain system of claim 3, wherein the first motor generator unit includes a first motor generator and a first motor generator unit coupling portion, and the transmission unit output portion includes a plurality of power output portions, the first motor generator unit coupling portion being one of the power output portions, each of the power output portions being in power-coupling connection with the final drive driven gear.
6. The vehicular power transmission system according to claim 1, characterized in that the conversion means adapter is located between the final drive driven gear and the planetary gear mechanism in an axial direction of a center axis of the planetary gear mechanism.
7. The vehicular power transmission system according to claim 1, characterized in that the conversion device adapter is located between a vehicle body of the vehicle and the planetary gear mechanism in an axial direction of a central axis of the planetary gear mechanism.
8. The vehicle driveline of claim 1, further comprising a third element sleeve having one end fixed with the third element, the shifter adapter being disposed on another end of the sleeve.
9. The vehicle driveline of claim 1, wherein the shifter adapter is a shifter synchronizer.
10. The vehicle driveline of claim 1, wherein the planetary gear mechanism is hollow on the vehicle half shafts.
11. The vehicle powertrain system of claim 1, wherein the transmission unit output is a final drive gear that meshes with the final drive driven gear.
12. The vehicular power transmission system according to claim 1, characterized in that the speed change unit comprises:
a variable speed power input selectively engageable with the power source to transmit power generated by the power source;
a speed change power output portion;
wherein the shifting power output portion is configured and adapted to output the power from the shifting power input portion to the shifting unit output portion through synchronization of the shifting unit synchronizer.
13. The vehicle driveline of claim 12, wherein the transmission power input comprises at least one input shaft, each input shaft being selectively engageable with the power source, each input shaft having at least one drive gear disposed thereon;
the speed change power output portion includes: each output shaft is provided with at least one driven gear which is meshed with the corresponding driving gear, the output part of the speed change unit is at least one main reducer driving gear, and the at least one main reducer driving gear is fixed on the at least one output shaft in a one-to-one correspondence manner;
the speed change power output portion further includes: a reverse output shaft, a reverse driven gear being idly sleeved on the reverse output shaft, and a main reducer driving gear being fixedly provided on the reverse output shaft, the main reducer driving gear being in power coupling connection with the main reducer driven gear, so that power from the at least one of the reverse driven gear and the first motor generator unit is output to the main reducer driven gear;
one of the at least one driving gear is a reverse gear driving gear, one of the at least one driven gear is an idler gear, the reverse gear driving gear is in matched transmission with the idler gear, and the reverse gear driven gear is in matched transmission with the idler gear.
14. The vehicle driveline of claim 13, wherein the idler is a double-pinion configuration including a first gear tooth and a second gear tooth, the first gear tooth meshing with the reverse drive gear and the second gear tooth meshing with the reverse driven gear.
15. The vehicle driveline of claim 1, wherein the system power output is a differential and comprises two side gears, one for each of the two axle shafts of the vehicle;
the power transmission system of the vehicle further includes: a power on-off device adapted to selectively engage at least one of the two side gears with a corresponding half shaft of the vehicle.
16. The vehicle powertrain system of claim 15, wherein the power switching device is a clutch or a synchronizer.
17. The vehicle powertrain system of claim 1, further comprising a second motor generator located between the power source and the transmission unit, one end of the second motor generator being in direct power coupling connection with the power source and the other end of the second motor generator being selectively in power coupling connection with the transmission unit.
18. The vehicle powertrain system of claim 1, further comprising a second motor generator positioned between the power source and the transmission unit, one end of the second motor generator being selectively coupled in power communication with the power source and the other end of the second motor generator being selectively coupled in power communication with the transmission unit.
19. The vehicle powertrain system of claim 1, wherein the system power output is adapted to output power to two wheels of the vehicle;
the vehicle driveline further comprises an electric drive system for driving the other two wheels of the vehicle.
20. The vehicle driveline of claim 19, wherein the electric drive system comprises a drive system input and a drive system output adapted to output power from the drive system input to the two other wheels.
21. The vehicle driveline of claim 20, further comprising an electric drive system power output adapted to output power from the drive system input to the other two wheels through the electric drive system power output.
22. The vehicle driveline of claim 20, wherein the drive-train input is a drive motor generator and the drive-train output is a gear reduction.
23. The vehicle powertrain system of claim 22, wherein the drive-train input includes two drive motor-generators; the drive-system output portion includes two drive-system sub-output portions each adapted to output power from the corresponding drive motor generator to a corresponding one of the other two wheels.
24. The vehicle driveline of claim 23, wherein the other two wheels are selectively synchronized or the two drive motor generators are selectively synchronized or the two drive system sub-outputs are selectively synchronized.
25. The vehicle driveline of claim 19, wherein the electric drive system comprises two wheel-side motors, each of the wheel-side motors directly driving a corresponding one of the other two wheels, the other two wheels being selectively synchronized.
26. The vehicle powertrain system according to claim 1, wherein the vehicle powertrain system has a first power source drive mode, and wherein the first motor generator unit is not operated when the vehicle powertrain system is in the first power source drive mode, the transmission unit is connected to the power source in a power coupling manner, the third element is synchronized with the first element, and the power output from the power source is output to the system power output portion sequentially through a transmission unit output portion of the transmission unit, the final drive driven gear, and the second element.
27. The vehicle powertrain system according to claim 1, wherein the vehicle powertrain system has a second power source drive mode, and when the vehicle powertrain system is in the second power source drive mode, the first motor generator unit is not operated, the transmission unit is in power coupling connection with the power source, the third element is braked, and the power output from the power source is output to an input end of the system power output unit sequentially through a transmission unit output portion of the transmission unit, the main reduction gear driven gear, the first element, and the second element.
28. The vehicle powertrain system of claim 1, wherein the vehicle powertrain system has a first electric-only drive mode, the vehicle powertrain system is in the first electric-only drive mode, the power source is not operated, the third element is synchronized with the first element, and the power output from the first motor generator unit is output to the system power output portion sequentially via the final drive driven gear and the second element.
29. The vehicle powertrain system of claim 1, wherein the vehicle powertrain system has a second electric-only drive mode, the vehicle powertrain system is in the second electric-only drive mode, the power source is not operated, the third element is braked, and the power output by the first motor generator unit is output to the input end of the system power output portion sequentially through the final drive driven gear, the first element, and the second element.
30. The vehicle powertrain system of claim 1, wherein the vehicle powertrain system has a first hybrid drive mode, the power source and the first motor generator unit both operate when the powertrain of the vehicle is in a first hybrid drive mode, the speed change unit is in power coupling connection with the power source, the third element is synchronous with the first element, the power output by the power source is output to the system power output part through the speed change unit output part of the speed change unit, the driven gear of the main speed reducer and the second element in sequence, the power output from the first motor generator unit is output to the system power output section sequentially through the final drive driven gear and the second element, and the power source is coupled with the power output by the first motor generator unit and then output to the driven gear of the main speed reducer.
31. The vehicle powertrain system of claim 1, wherein the vehicle powertrain system has a second hybrid drive mode, the power source and the first motor generator unit both operate when the powertrain of the vehicle is in a second hybrid drive mode, the speed change unit is in power coupling connection with the power source, the third element brakes, the power output by the power source is output to the system power output part sequentially through the speed change unit output part of the speed change unit, the driven gear of the main speed reducer, the first element and the second element, the power output from the first motor generator unit is output to the system power output section sequentially through the final drive driven gear, the first element, and the second element, and the power source is coupled with the power output by the first motor generator unit and then output to the driven gear of the main speed reducer.
32. The vehicle powertrain system according to claim 1, wherein the vehicle powertrain system has a first vehicle power generation mode, and when the vehicle powertrain system is in the first vehicle power generation mode, the power source operates, the transmission unit is in power coupling connection with the power source, the third element is synchronized with the first element, a part of the power output from the power source is output to the system power output portion sequentially through the transmission unit output portion of the transmission unit, the main reducer driven gear, and the second element, and another part of the power output from the power source is output to the first motor generator unit sequentially through the transmission unit output portion of the transmission unit, and the first motor generator unit is driven to generate power.
33. The vehicle powertrain system according to claim 1, wherein the vehicle powertrain system has a second power generation mode, and when the vehicle powertrain system is in the second power generation mode, the power source operates, the transmission unit is in power coupling connection with the power source, the third element is braked, a part of the power output by the power source is output to the system power output portion through the transmission unit, the final drive driven gear, the first element and the second element in sequence, and another part of the power output by the power source is output to the first motor generator unit through the transmission unit output portion of the transmission unit in sequence, and the first motor generator unit is driven to generate power.
34. The vehicle powertrain system of claim 1, wherein the vehicle powertrain system has a first regenerative braking mode, and wherein the third element is synchronized with the first element when the vehicle powertrain system is in the first regenerative braking mode, and wherein power from the vehicle wheels sequentially passes through the system power output, the second element, the final drive driven gear, and the transmission unit output to drive the first motor generator unit to generate power.
35. The vehicle powertrain system of claim 1, wherein the vehicle powertrain system has a second regenerative braking mode, and wherein the third element brakes when the vehicle powertrain system is in the second regenerative braking mode, and wherein power from the vehicle wheels sequentially passes through the system power output, the second element, the first element, the final drive driven gear, and the transmission unit output to drive the first motor generator unit to generate power.
36. The vehicular power transmitting system according to claim 17 or 18, characterized in that the vehicular power transmitting system has a third-vehicle power generating mode in which the power source operates, the transmission unit is power-coupled to the power source, the second motor generator is power-coupled to the power source, the third element is synchronized with the first element, a first part of power output from the power source is output to the system power output portion sequentially through the transmission unit output portion of the transmission unit, the main reduction gear driven gear, and the second element, a second part of power output from the power source is output to the first motor generator unit sequentially through the transmission unit output portion of the transmission unit, and the first motor generator unit is driven to generate power, and the third part of power output by the power source directly drives the second motor generator to generate power.
37. The vehicle powertrain system according to claim 17 or 18, wherein the vehicle powertrain system has a fourth vehicle power generation mode, and wherein the power source operates in the fourth vehicle power generation mode, the transmission unit is in power coupling connection with the power source, the second motor generator is in power coupling connection with the power source, the third element is synchronized with the first element, a first portion of power output by the power source is output to the system power output portion sequentially through the transmission unit output portion, the main reduction gear driven gear, and the second element of the transmission unit, a second portion of power output by the power source directly drives the second motor generator to generate power, and the first motor generator unit does not generate power.
38. The vehicular power transmitting system according to claim 17 or 18, characterized in that the vehicular power transmitting system has a fifth vehicle power generating mode in which the power source operates, the transmission unit is connected to the power source in a power coupling manner, the second motor generator is connected to the power source in a power coupling manner, the third element is braked, a first part of power output from the power source is output to the system power output portion through the transmission unit output portion of the transmission unit, the final drive driven gear, the first element and the second element in this order, a second part of power output from the power source is output to the first motor generator unit through the transmission unit output portion of the transmission unit in this order, and the first motor generator unit is driven to generate power, and the third part of power output by the power source directly drives the second motor generator to generate power.
39. The vehicle powertrain system according to claim 17 or 18, wherein the vehicle powertrain system has a sixth running power generation mode, and when the vehicle powertrain system is in the sixth running power generation mode, the power source operates, the transmission unit is in power coupling connection with the power source, the second motor generator is in power coupling connection with the power source, the third element is braked, a first part of power output by the power source is output to the system power output portion sequentially through the transmission unit output portion of the transmission unit, the main reducer driven gear, the first element, and the second element, a second part of power output by the power source directly drives the second motor generator to generate power, and the first motor generator unit does not generate power.
40. The vehicle powertrain system according to claim 17 or 18, wherein the vehicle powertrain system has a first parking power generation mode, and when the vehicle powertrain system is in the first parking power generation mode, the power source operates, the transmission unit is in power coupling connection with the power source, the second motor generator is in power coupling connection with the power source, the third element is released from braking and idles, a first part of power output from the power source is output to the first motor generator unit through the transmission unit output portion of the transmission unit in order to drive the first motor generator unit to generate power, and a second part of power output from the power source directly drives the second motor generator to generate power.
41. The vehicle powertrain system of claim 17 or 18, wherein the vehicle powertrain system has a second parking power generation mode, the power source is operated when the vehicle powertrain system is in the second parking power generation mode, the second motor generator is in power coupling connection with the power source, the third element is released from braking and idles, the power output by the power source directly drives the second motor generator to generate power, and the first motor generator unit does not generate power.
42. The vehicle powertrain system of claim 17 or 18, wherein the power source is an engine, the vehicle powertrain system has a fast start mode, and the second motor generator is in power coupling connection with the engine when the vehicle powertrain system is in the fast start mode, and the power output by the second motor generator directly drives the engine to start.
43. The vehicle powertrain system of claim 18, wherein the vehicle powertrain system has a third regenerative braking mode, and wherein the third element is synchronized with the first element and the second motor generator is disconnected from the engine when the vehicle powertrain system is in the third regenerative braking mode, and wherein power from the vehicle wheels sequentially passes through the system power output, the second element, the main reducer driven gear, and the transmission unit output to drive the second motor generator to generate power.
44. The vehicle powertrain system of claim 18, wherein the vehicle powertrain system has a fourth regenerative braking mode, and wherein the third element is braked and the second motor generator is disconnected from the engine when the vehicle powertrain system is in the fourth regenerative braking mode, and wherein power from the vehicle wheels sequentially passes through the system power output, the second element, the first element, the main reducer driven gear, and the transmission unit output to drive the second motor generator to generate power.
45. A powertrain system for a vehicle, comprising:
a power source;
the double clutch is provided with an input end, a first output end and a second output end, and the output end of the power source is connected with the input end of the double clutch;
the first input shaft is connected with the first output end, the second input shaft is connected with the second output end, the second input shaft is coaxially sleeved on the first input shaft, and at least one driving gear is fixedly arranged on each of the first input shaft and the second input shaft;
the first output shaft and the second output shaft are respectively sleeved with at least one driven gear in an empty mode, the at least one driven gear is correspondingly meshed with the at least one driving gear, one driving gear is a reverse gear driving gear, one driven gear is an idler gear, and the reverse gear driving gear is in matched transmission with the idler gear;
a reverse gear driven gear is sleeved on the reverse gear output shaft in an idle mode, the reverse gear driven gear is in matched transmission with the idle gear, and the driven gear other than the idle gear and the reverse gear driven gear are selectively engaged with corresponding output shafts;
a first motor generator;
the three main reducer driving gears comprise a first output gear fixedly arranged on the first output shaft, a second output gear fixedly arranged on the second output shaft, and a motor output gear fixedly arranged on the reverse gear output shaft, and the motor output gear is in power coupling connection with the first motor generator;
a main reducer driven gear meshed with each main reducer driving gear;
a system power output;
a planetary gear mechanism, the final drive driven gear being in power-coupled connection with the motor output gear, the planetary gear mechanism including a first element, a second element, and a third element, the first element being fixedly connected to the final drive driven gear, the second element being connected to the input of the system power output, the third element being selectively actuatable, the third element being selectively synchronized with the first element, the third element being actuatable such that the rotational speed of the final drive driven gear is greater than the rotational speed of the input of the system power output, one of the first element and the third element being a sun gear and the other being a ring gear, the second element being a planet carrier, the mode shifting device further including a shifting device engager, the third element being selectively synchronizable with the first element via the shifting device engager, the third element is selectively fixable with the body of the vehicle through the transfer device adapter, the third element is released from braking and idles, and the power source outputs power suitable for driving the first motor generator to generate electricity through the final drive gear;
the system power output portion is adapted to output power output from at least one of the power source and the first motor generator to two front wheels;
a rear wheel motor generator that drives two rear wheels through a reduction mechanism.
46. A powertrain system for a vehicle, comprising:
a power source;
the double clutch is provided with an input end, a first output end and a second output end, and the output end of the power source is connected with the input end of the double clutch;
the first input shaft is connected with the first output end, the second input shaft is connected with the second output end, the second input shaft is coaxially sleeved on the first input shaft, at least one first driving gear is fixedly arranged on the first input shaft and the second input shaft respectively, at least one second driving gear is sleeved on the first input shaft and the second input shaft respectively in an empty mode, a reverse gear driving gear is fixedly arranged on one of the second input shaft and the first input shaft, and the at least one second driving gear is selectively jointed with the corresponding input shaft;
a reverse gear driven gear and at least one first driven gear are sleeved on the power output shaft in an idle mode, the at least one first driven gear is correspondingly meshed with the at least one first driving gear, at least one second driven gear is fixedly arranged on the power output shaft and correspondingly meshed with the at least one second driving gear, and the reverse gear driven gear and the at least one first driven gear are selectively jointed with the power output shaft;
the reverse gear intermediate shaft is fixedly provided with an idler wheel, and the idler wheel is meshed with the reverse gear driving gear and the reverse gear driven gear;
the first motor generator is in power coupling connection with the power output shaft;
the main speed reducer driving gear is fixedly arranged on the power output shaft;
a main reducer driven gear meshed with the main reducer driving gear;
a system power output;
a planetary gear mechanism having a first element fixedly coupled to the final drive gear, a second element selectively actuatable to engage the third element, the third element selectively synchronizable with the first element such that the rotational speed of the final drive gear is greater than the rotational speed of the input of the system power take off when the third element is actuated, one of the first element and the third element being a sun gear and the other being a ring gear, the second element being a planet carrier, and a mode shift device adapter, the third element selectively synchronizable with the first element via the shift device adapter, the third element is selectively fixable with the body of the vehicle through the transfer device adapter, the third element is released from braking and idles, and the power source outputs power suitable for driving the first motor generator to generate electricity through the final drive gear;
the system power output portion is adapted to output power output from at least one of the power source and the first motor generator to two front wheels;
a rear wheel motor generator that drives two rear wheels through a reduction mechanism.
47. A vehicle characterized by comprising a driveline of a vehicle according to any one of claims 1-46.
CN201610978939.4A 2016-10-31 2016-10-31 Power transmission system of vehicle and vehicle with same Active CN108001191B (en)

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CN117429249A (en) * 2023-12-06 2024-01-23 捷孚瑞(常州)新能源汽车科技有限公司 Double-synchronizer two-gear hybrid power driving system

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