CN111114282A - Power driving system and vehicle - Google Patents

Power driving system and vehicle Download PDF

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Publication number
CN111114282A
CN111114282A CN201811291618.2A CN201811291618A CN111114282A CN 111114282 A CN111114282 A CN 111114282A CN 201811291618 A CN201811291618 A CN 201811291618A CN 111114282 A CN111114282 A CN 111114282A
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CN
China
Prior art keywords
gear
reverse
shaft
power
driving
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Pending
Application number
CN201811291618.2A
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Chinese (zh)
Inventor
翟震
熊雨超
梅绍坤
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BYD Co Ltd
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BYD Co Ltd
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Publication date
Application filed by BYD Co Ltd filed Critical BYD Co Ltd
Priority to CN201811291618.2A priority Critical patent/CN111114282A/en
Publication of CN111114282A publication Critical patent/CN111114282A/en
Pending legal-status Critical Current

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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
    • B60K6/36—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
    • B60K6/42—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
    • B60K6/48—Parallel type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • 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
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units 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
    • B60K6/48—Parallel type
    • B60K2006/4825—Electric machine connected or connectable to gearbox input shaft
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Structure Of Transmissions (AREA)

Abstract

The invention discloses a power driving system and a vehicle, wherein the power driving system comprises: an engine, a first motor generator, a transmission, the transmission comprising: the first input shaft and the second input shaft are selectively coupled with the power of the engine through a clutch, and gear driving gears are respectively arranged on the first input shaft and the second input shaft; the first output shaft and the second output shaft are respectively provided with a gear driven gear which is correspondingly meshed with the gear driving gear in an empty sleeve mode, and the second output shaft is fixedly provided with a reverse gear driven gear; the reverse shaft is provided with a first reverse gear meshed with the reverse driving gear and a second reverse gear meshed with the reverse driven gear, and is used for selectively coupling the power of the reverse driving gear to the reverse driven gear; the first motor generator is in power coupling connection with the reverse gear shaft through the first transmission mechanism. The power driving system has the advantages that the length of the transmission chain driven by the motor is small, the transmission efficiency is high, and the problem of power interruption in the gear shifting process can be solved.

Description

Power driving system and vehicle
Technical Field
The invention relates to the technical field of vehicle manufacturing, in particular to a power driving system and a vehicle with the same.
Background
With the continuous consumption of energy, the development and utilization of new energy vehicles have gradually become a trend. The hybrid electric vehicle is one of new energy vehicle types, and can realize multiple working conditions through the driving of an engine and/or a motor so as to improve the fuel efficiency and the fuel economy of transmission. In the related art, the transmission chain for outputting the driving force of the motor to the differential is long, the transmission efficiency is low, the problem of power interruption is easy to occur in the gear shifting process, and an improved space exists.
Disclosure of Invention
The present invention is directed to solving at least one of the problems of the prior art. Therefore, an object of the present invention is to provide a power driving system, in which a first motor generator of the power driving system is connected to a reverse shaft, power output can be performed through the reverse shaft, a transmission chain is short, and transmission efficiency is high.
Another object of the present invention is to provide a vehicle having the above power drive system.
A power drive system according to an embodiment of the present invention includes: an engine, a first motor generator, a transmission, the transmission comprising: a clutch; the first input shaft and the second input shaft are selectively in power coupling connection with the engine through the clutch, gear driving gears are respectively arranged on the first input shaft and the second input shaft, and a reverse gear driving gear is arranged on one of the first input shaft and the second input shaft; the first output shaft and the second output shaft are respectively provided with a gear driven gear which is correspondingly meshed with the gear driving gear in an empty sleeve manner, and the second output shaft is fixedly provided with a reverse gear driven gear; a reverse shaft provided with a first reverse gear engaged with the reverse driving gear and a second reverse gear engaged with the reverse driven gear, for selectively coupling power of the reverse driving gear to the reverse driven gear; and the first motor generator is in power coupling connection with the reverse gear shaft through the first transmission mechanism.
According to the power driving system provided by the embodiment of the invention, the clutch is matched with different input shafts and output shafts, so that the switching of different gears can be realized, and the first motor generator is connected to the reverse gear shaft III, so that the engine and the first motor generator are connected in parallel, and the advantages of strong power of the parallel structure, simple structure and easiness in realization of the spatial arrangement of the whole vehicle can be better highlighted through direct torque coupling. Under the pure electric operating mode, can avoid because the power interruption problem and the inefficiency problem of driving chain overlength when shifting the pure electric operating mode that leads to, greatly improve electric drive's transmission efficiency, and parallel structure dynamic is strong, simple structure, has greatly improved to whole car space arrangement.
A vehicle according to an embodiment of the second aspect of the invention is provided with the power drive system of any one of the first aspects.
The vehicle and the power driving system have the same advantages compared with the prior art, and the detailed description is omitted.
Additional aspects and advantages of the invention will be set forth in part in the description which follows and, in part, will be obvious from the description, or may be learned by practice of the invention.
Drawings
The above and/or additional aspects and advantages of the present invention will become apparent and readily appreciated from the following description of the embodiments, taken in conjunction with the accompanying drawings of which:
FIGS. 1-3 are schematic structural views of a power drive system according to an embodiment of the present invention;
fig. 4 is a schematic structural diagram of a vehicle according to an embodiment of the invention.
Reference numerals:
in the case of the vehicle 1000, the vehicle,
the power-driven system 100 is provided with a power system,
a first input shaft I, a second input shaft II, a first output shaft I ', a second output shaft II', a reverse gear shaft III,
a differential Z, a main reducer driven gear Zb,
a second-gear drive gear 2a, a fourth-sixth-gear drive gear 46a, a third-fifth-gear drive gear 35a, a reverse drive gear 1Ra,
a first-gear driven gear 1b, a second-gear driven gear 2b, a third-gear driven gear 3b, a fourth-gear driven gear 4b, a fifth-gear driven gear 5b, a sixth-gear driven gear 6b, a reverse-gear driven gear Rb,
a first reverse gear 1R, a second reverse gear 2R,
a first motor-side gear 1c, a reverse-gear-shaft-side gear 1d, a first idle gear 1e,
the first clutch K1, the second clutch K2,
a first output gear 1Z, a second output gear 2Z,
a second-fourth gear synchronizer A, a first-third gear synchronizer B, a sixth gear synchronizer C, a fifth gear synchronizer D, a first reverse shaft synchronizer M1, a second reverse shaft synchronizer M2,
first motor generator 10, engine 30.
Detailed Description
Reference will now be made in detail to embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to the same or similar elements or elements having the same or similar function throughout. The embodiments described below with reference to the accompanying drawings are illustrative only for the purpose of explaining the present invention, and are not to be construed as limiting the present invention.
Referring to fig. 1 to 3, a power drive system 100 according to an embodiment of the present invention will be described, in which a first motor generator 10 of the power drive system 100 is connected to a reverse shaft iii, and a driving force generated by the first motor generator 10 can be output to a wheel through the reverse shaft iii, thereby shortening a transmission chain length and improving transmission efficiency.
As shown in fig. 1 to 3, a power drive system 100 according to an embodiment of the present invention includes: engine 30, first motor generator 10, and a transmission.
The engine 30 is used for outputting driving force to drive wheels to rotate, and the engine 30 can be a gasoline engine or a diesel engine. The engine 30 is connected to a transmission, an output end of the transmission may be connected to wheels through a differential, a driving force output from the engine 30 may be transmitted to the wheels through the transmission to drive the wheels to rotate, and a power output from the engine 30 may also be transmitted to the first motor generator 10 through the transmission to drive the first motor generator 10 to generate power.
The transmission has a plurality of gears, and the engine 30 can output a plurality of different rotating speeds and torques through the transmission, so that the running vehicle 1000 can be well adapted to the running environment. When the vehicle 1000 runs on a road with large resistance, the transmission can select a gear with low rotating speed and high torque for power transmission, so that sufficient power output is kept; and when the vehicle 1000 runs on a smooth and open road, the transmission can select a gear with high rotating speed and low torque for power transmission, so that the oil consumption is reduced. Therefore, the vehicle 1000 can be guaranteed to have good power performance under different working conditions, the vehicle 1000 can keep a good running state, and meanwhile fuel economy of the vehicle 1000 is improved.
The first motor generator 10 is connected to the transmission, and the first motor generator 10 functions as both a generator and a motor.
When the first motor generator 10 is used as a generator (the vehicle 1000 is in the parking power generation mode or the driving power generation mode), at least a part of the power output from the engine 30 may be transmitted to the first motor generator 10 via the transmission, power generation may be performed by the first motor generator 10, and the amount of power generated by the first motor generator 10 may be stored in the power battery of the vehicle 1000.
When the first motor generator 10 is used as a motor (the vehicle 1000 is in a hybrid mode or a pure electric mode), the power battery supplies power to the first motor generator 10, the first motor generator 10 operates to output power, and the power output by the first motor generator 10 is transmitted to wheels through the transmission, so that electric driving of the vehicle 1000 can be realized.
As shown in fig. 1 to 3, the transmission includes: the clutch, first input shaft I, second input shaft II, first output shaft I ', second output shaft II', reverse gear shaft III and first drive mechanism.
The first input shaft i and the second input shaft ii are selectively coupled to the engine 30 through a clutch, so that the driving force output by the engine 30 can be selectively transmitted to the first input shaft i or the second input shaft ii.
The clutches may be dual clutches as shown in fig. 1-3, that is, the clutches include a first clutch K1 and a second clutch K2, an input end of the first clutch K1 and an input end of the second clutch K2 are both connected to a crankshaft of the engine 30, a flywheel, a dual mass flywheel, a damper and other components may be further disposed between the clutches and the crankshaft of the engine 30, an output end of the first clutch K1 and an output end of the second clutch K2 may be respectively connected to two input shafts of the transmission, as shown in fig. 1-3, an output end of the first clutch K1 is connected to the first input shaft i, and an output end of the second clutch K2 is connected to the second input shaft ii. Thus, the driving force output from the engine 30 can be selectively applied to the first input shaft i through the first clutch K1 or the second input shaft ii through the second clutch K2.
A plurality of different gear driving gears are respectively arranged on the first input shaft I and the second input shaft II, the first input shaft I is provided with a plurality of different odd-numbered gear driving gears, the second input shaft II is provided with a plurality of different even-numbered gear driving gears, and one of the first input shaft I and the second input shaft II is provided with a reverse gear driving gear, as shown in fig. 1, the first input shaft I is provided with a reverse gear driving gear.
Therefore, during the upshifting or downshifting, the transmission is switched from the odd-numbered gear to the even-numbered gear or from the even-numbered gear to the odd-numbered gear, and the power-coupled clutch connected to the engine 30 is switched from one of the first clutch K1 and the second clutch K2 to the other, and when the transmission is shifted again, the transmission is switched from the other of the first clutch K1 and the second clutch K2 to the other, so that the first clutch K1 and the second clutch K2 are alternately switched during the driving of the vehicle 1000, the same clutch can be prevented from being in a continuous working state, and the first clutch K1 or the second clutch K2 is prevented from being subjected to structural fatigue after being used for a long time, and can be prevented from being deformed disadvantageously in a severe case. Therefore, the working strength of the first clutch K1 and the second clutch K2 can be reduced by alternately using the clutches, the service life of the clutches is prolonged, and the clutches are convenient to use for a long time.
As shown in fig. 1-3, the first input shaft i is a solid shaft, the second input shaft ii is a hollow shaft, and the second input shaft ii is sleeved on the first input shaft i, so that the volume of the whole transmission can be reduced by the way of the input shaft being sleeved.
As shown in fig. 1-3, the first input shaft i is provided with a first-gear driving gear, a third-gear driving gear, a fifth-gear driving gear and a reverse-gear driving gear, the first-gear driving gear and the reverse-gear driving gear on the first input shaft i can be fixedly arranged on the first input shaft i, the second input shaft ii is provided with a second-gear driving gear 2a, a fourth-gear driving gear and a sixth-gear driving gear, and the second-gear driving gear on the second input shaft ii can be fixedly arranged on the second input shaft ii.
The first output shaft I ' and the second output shaft II ' are respectively provided with a gear driven gear which is correspondingly meshed with the gear driving gear in an empty sleeve manner, namely, the empty sleeve gear driven gear on the first output shaft I ' can be selectively in power coupling with the first output shaft I ' through a synchronizer and can not be in power coupling with the first output shaft I '; the gear driven gear which is sleeved on the second output shaft II ' can be selectively in power coupling with the second output shaft II ' through the synchronizer, and can also not be in power coupling with the second output shaft II '. The required gear driven gear can be selected to be meshed according to specific working conditions and driving environments so as to achieve output of different rotating speeds and torques, the second output shaft II 'is provided with a reverse gear driven gear Rb, and the reverse gear driven gear Rb is fixedly installed on the second output shaft II' so as to achieve power transmission of reverse gear.
As shown in fig. 1 to 3, the first output shaft i 'is sleeved with a first-gear driven gear 1b, a second-gear driven gear 2b, a third-gear driven gear 3b and a fourth-gear driven gear 4b, that is, 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 selectively connected with the first output shaft i' through a synchronizer, the first-gear driven gear 1b of the first output shaft i 'is engaged with the first-gear driving gear of the first input shaft i, the third-gear driven gear 3b of the first output shaft i' is engaged with the third-gear driving gear of the first input shaft i, the second-gear driven gear 2b of the first output shaft i 'is engaged with the second-gear driving gear 2a of the second input shaft ii, and the fourth-gear driven gear 4b of the first output shaft i' is engaged with the fourth-gear driving gear of the second input shaft. Therefore, the transmission of driving force from the first input shaft I and the second input shaft II to the first output shaft I ' can be realized, the output of different rotating speeds and torques can be realized by meshing different driving gears and driven gears, the power output of a first gear and a third gear can be realized from the first input shaft I to the first output shaft I ', and the power output of a second gear and a fourth gear can be realized from the second input shaft II to the first output shaft I '.
As shown in fig. 1 to 3, the second output shaft ii 'is sleeved with a fifth-gear driven gear 5b and a sixth-gear driven gear 6b, the second output shaft ii' is fixedly provided with a reverse-gear driven gear Rb, that is, the fifth-gear driven gear 5b and the sixth-gear driven gear 6b can be selectively connected with the second output shaft ii 'through a synchronizer, the fifth-gear driven gear 5b of the second output shaft ii' is engaged with the fifth-gear driving gear of the first input shaft i, the reverse-gear driven gear Rb of the second output shaft ii 'is connected with the reverse-gear driving gear of the first input shaft i, and the sixth-gear driven gear 6b of the second output shaft ii' is engaged with the sixth-gear driving gear of the second input shaft ii. Therefore, the transmission of driving force from the first input shaft I and the second input shaft II to the second output shaft II ' can be realized, different rotating speeds and torque can be output by meshing different driving gears and driven gears, power output of a fifth gear and a reverse gear can be realized from the first input shaft I to the second output shaft II ', and power output of a sixth gear can be realized from the second input shaft II to the second output shaft II '.
As shown in fig. 1 to 3, the third-gear driving gear and the fifth-gear driving gear are integrated into the same gear, that is, the third-fifth-gear driving gear 35a, and the third-fifth-gear driving gear 35a may be engaged with the third-gear driven gear 3b or the fifth-gear driven gear 5 b; the four-gear driving gear and the six-gear driving gear are integrated into the same gear, namely a four-six-gear driving gear 46a, and the four-six-gear driving gear 46a can be meshed with the four-gear driven gear 4b and also can be meshed with the six-gear driven gear 6 b; one keeps off the driving gear and reverses gear the driving gear and is integrated into same gear, one reverses gear driving gear 1Ra promptly, one reverses gear driving gear 1Ra can with a driven gear meshing, also can link to each other with reversing gear driven gear Rb, like this, same gear can be used for realizing the forward drive of a fender and the back drive of reversing gear respectively under different work condition. Therefore, the number of gears of the transmission is reduced, the cost of the transmission is reduced, meanwhile, the installation space in the transmission is greatly saved, and the transmission is convenient to install and replace. It can be appreciated that when the vehicle 1000 is in first gear or reverse gear, the rotation speed of the wheels is low, and the required driving force is high, so that the reverse driving gear and the first-gear driven gear are shared, and compared with the reverse driving gear and other driving gears, the reverse driving gear is preferable, reasonable and convenient to use.
As shown in fig. 1-3, the transmission further includes: the system comprises a second-fourth gear synchronizer A, a first-third gear synchronizer B, a sixth gear synchronizer C and a fifth gear synchronizer D.
Wherein, two keep off synchronizer A and one keep off synchronizer B all install in first output shaft I ', and two keep off driven gear 2B and four keep off driven gear 4B through two keep off synchronizer A selectively with I' power coupling of first output shaft be connected, two keep off synchronizer A selectively with two keep off driven gear 2B or four keep off one in driven gear 4B and I 'power coupling of first output shaft be connected promptly, or two keep off driven gear 2B or four keep off driven gear 4B and all not be connected with first output shaft I'. The first-gear driven gear 1B and the third-gear driven gear 3B are selectively in power coupling connection with the first output shaft i ' through a third-gear synchronizer B, that is, the third-gear synchronizer B selectively connects one of the first-gear driven gear 1B or the third-gear driven gear 3B with the first output shaft i ' in power coupling connection, or neither the first-gear driven gear 1B nor the third-gear driven gear 3B is connected with the first output shaft i '.
The sixth-gear synchronizer C and the fifth-gear synchronizer D are both mounted on the second output shaft II ', the sixth-gear driven gear 6b can be selectively in power coupling connection with the second output shaft II ' through the sixth-gear synchronizer C, and the sixth-gear synchronizer C can selectively in power coupling connection with the sixth-gear driven gear 6b and the second output shaft II '. The fifth-gear driven gear 5b is selectively in power coupling connection with the second output shaft ii 'through a fifth-gear synchronizer D, that is, the fifth-gear synchronizer D selectively in power coupling connection with the fifth-gear driven gear 5b and the second output shaft ii'.
Therefore, when different road conditions are met, the clutch can be selectively coupled with one of the first input shaft I and the second input shaft II, different transmission paths meshed with the gear driving gear and the gear driven gear are selected through the action of the synchronizer, different rotating speeds and torque outputs are achieved, different driving states are adapted, various power requirements are met, and the fact that the vehicle 1000 has good dynamic performance and fuel economy when the vehicle is driven is guaranteed.
As shown in fig. 1 to 3, the reverse shaft iii is provided with a first reverse gear 1R and a second reverse gear 2R, the first reverse gear 1R is engaged with the reverse drive gear, the second reverse gear 2R is engaged with the reverse driven gear Rb, and the reverse shaft iii and the first reverse gear 1R and the second reverse gear 2R provided on the reverse shaft iii are used to selectively couple the power of the reverse drive gear to the reverse driven gear Rb.
As shown in fig. 1 to 3, the first reverse gear 1R and the second reverse gear 2R are axially spaced, and the distance between the first reverse gear 1R and the second reverse gear 2R can be designed according to the distance between the reverse gear driving gear and the reverse gear driving gear, so that after the transmission is fixedly installed, the power of the reverse gear driving gear can be effectively transmitted to the reverse gear driven gear Rb, and the power transmission through the first reverse gear 1R and the second reverse gear 2R can reduce the installation difficulty of the reverse gear driving gear and the reverse gear driven gear Rb, and the limitation on the installation position is small, thereby facilitating the overall installation of the transmission and reducing the installation cost.
Wherein the transmission direction of the driving force can be changed by transmitting the power through the first reverse gear 1R and the second reverse gear 2R. It is understood that the first gear driving gear and the reverse gear driving gear of the transmission may be integrated into the same gear, and the first gear driving gear and the first gear driven gear 1b are engaged to output the driving force to realize the first gear power output, and the first gear driving gear and the first gear driven gear 1b rotate in opposite directions, and at this time, the vehicle 1000 is in the first gear rotation speed and torque advance. When the gear is used as a reverse driving gear, after driving force is transmitted to the reverse driven gear Rb through the first reverse gear 1R and the second reverse gear 2R by the reverse driving gear, the rotating directions of the reverse driving gear and the reverse driven gear Rb are opposite, namely, the rotating directions of the reverse driven gear Rb and the first driven gear 1b are opposite, so that the direction of the driving force output by the reverse driven gear Rb is the same as the direction of the driving force output by the first driven gear 1b, therefore, the reverse driving of wheels can be realized, the reverse driving is realized, the structural design of the reverse driving is reasonable, and the power transmission path is clear.
In one embodiment, as shown in fig. 1-3, the output end of the transmission is used for connecting a differential Z, wherein the input end of the differential Z is connected with a final drive driven gear Zb, i.e. the final drive driven gear Zb is engaged with an output gear on an output shaft of the transmission, and two output ends of the differential Z are respectively connected with a transmission half shaft, so that the driving force output by the engine 30 passes through the clutch, the transmission, and the differential Z in turn and is transmitted to the wheels through the transmission half shafts by the differential Z, the connection half shafts comprise a left connection half shaft connected with the left wheels and a right connection half shaft connected with the right wheels, and when the vehicle 1000 turns, the differential Z can adjust the rotation speed of the left and right wheels to enable the left and right wheels to turn at a proper rotation. From this, can drive the wheel and rotate, realize the drive effect to vehicle 1000, transmission simple structure, the transmission course is easily realized, and realizes the power take off of different fender position through switching of double clutch, can improve the ride comfort that vehicle 1000 shifted and travel.
In some embodiments, as shown in fig. 1-3, the first output shaft i ' is provided with a first output gear 1Z, and the first output gear 1Z is engaged with a final drive driven gear Zb, so that when the vehicle 1000 is driven in first, second, third or fourth gear, the driving force output by the engine 30 can be transmitted to the first output shaft i ' through the corresponding driving gear and driven gear, transmitted to the first output gear 1Z through the first output shaft i ', transmitted to the differential Z through the first output gear 1Z and the final drive driven gear Zb, and driven to rotate through the differential.
As shown in fig. 1 to 3, the second output shaft ii 'is provided with a second output gear 2Z, the second output gear 2Z is provided at an end portion of the second output shaft ii', and the second output gear 2Z is connected to a final drive driven gear Zb, so that, when the vehicle 1000 is driven in fifth gear, sixth gear, or reverse gear, the driving force output from the engine 30 can be transmitted from the corresponding driving gear and driven gear to the second output shaft ii 'and transmitted from the second output shaft ii' to the second output gear 2Z, and the second output gear 2Z is transmitted to the final drive driven gear Zb and the wheels are driven to rotate by the differential Z. In this way, the transmission transmits the driving force of the engine 30 to the differential Z via the first output gear 1Z or the second output gear 2Z, and the power transmission of the engine 30 is realized.
Thus, as shown in fig. 1 to 3, the driving force output from the engine 30 can be used to realize power output through the following seven transmission paths, and corresponds to six forward speeds and one reverse mode in which the vehicle 1000 travels.
When the vehicle 1000 is engaged in first gear: the engine 30 is coupled with the first clutch K1, the driving force output by the engine 30 is transmitted to the first input shaft i through the first clutch K1, the first input shaft i is provided with a first gear driving gear, the first gear driving gear is engaged with the first gear driven gear 1B, and the third gear synchronizer B selects the first gear driven gear 1B to be connected with the first output shaft i'. Thus, the power transmission path output by the engine 30 in the first gear is: the engine 30-the first clutch K1-the first input shaft i-the first gear driving gear-the first gear driven gear 1 b-the first output shaft i' -the first output gear 1Z-the final drive driven gear Zb-the differential Z-the wheel.
The power transmission path output by the engine 30 in the second gear is: the engine 30, the second clutch K2, the second input shaft II, the second gear driving gear 2a, the second gear driven gear 2b, the first output shaft I', the first output gear 1Z, the main reducer driven gear Zb, the differential Z and the wheels.
The power transmission path output by the engine 30 in the third gear is: the engine 30, the first clutch K1, the first input shaft I, the three-gear driving gear, the three-gear driven gear 3b, the first output shaft I', the first output gear 1Z, the main reducer driven gear Zb, the differential Z and the wheels.
The power transmission path output by the engine 30 in the fourth gear is: the engine 30, the second clutch K2, the second input shaft II, the fourth-gear driving gear, the fourth-gear driven gear 4b, the first output shaft I', the first output gear 1Z, the main reducer driven gear Zb, the differential Z and the wheels.
The power transmission path output by the engine 30 in the fifth gear is: the engine 30, the first clutch K1, the first input shaft I, the fifth-gear driving gear, the fifth-gear driven gear 5b, the second output shaft II', the second output gear 2Z, the main reducer driven gear Zb, the differential Z and the wheels.
The power transmission path of the sixth gear is as follows: the engine 30, the second clutch K2, the second input shaft II, the six-gear driving gear, the six-gear driven gear 6b, the second output shaft II', the second output gear 2Z, the main reducer driven gear Zb, the differential Z and the wheels.
The power transmission path output by the engine 30 in the reverse gear is: the engine 30-a first clutch K1-a first input shaft I-a reverse driving gear-a first reverse gear 1R-a reverse shaft III-a second reverse gear 2R-a reverse driven gear Rb-a second output shaft II' -a second output gear 2Z-a main reducer driven gear Zb-a differential Z-wheels.
In the pure fuel condition, the first motor generator 10 is not operated, and the power transmission of the engine 30 refers to the above-mentioned gear transmission path, which is not described in detail herein.
As shown in fig. 1 to 3, the first motor generator 10 is connected to the reverse shaft iii through a first transmission mechanism. The first reverse gear 1R is freely sleeved on the reverse gear shaft iii, and the first reverse gear 1R and the reverse gear shaft iii can be selectively coupled and connected in a power manner, in some embodiments, a first reverse gear synchronizer M1 is installed on the reverse gear shaft iii, the first reverse gear synchronizer M1 is used for selectively coupling and connecting the first reverse gear 1R and the reverse gear shaft iii in a power manner, and the reverse gear driven gear Rb is fixedly installed on the second output shaft ii.
Locate reverse shaft III with first motor generator 10, shortened the axial distance of assembly greatly, easily the spatial arrangement of whole car, and the control logic of engine 30 and derailleur is mutually independent with first motor generator 10's control logic, like this, is favorable to saving the development time and the cost of producer, avoids higher fault rate, even if engine 30 and derailleur system trouble can not influence first motor generator 10's power take off yet, and is safe and practical.
The first motor generator 10 can simultaneously output power with the engine 30 when the engine 30 outputs power, thereby increasing the driving force of the vehicle 1000, realizing hybrid motion of the vehicle 1000, reducing the power output intensity of the engine 30, and prolonging the service life of the engine 30.
The first motor generator 10 is adapted to output through the first transmission mechanism and the reverse shaft iii in the first, second, third, fourth, fifth, and sixth gears, that is, the driving force output from the first motor generator 10 is directly output through the reverse shaft iii when the vehicle 1000 is in the hybrid driving state.
When the first motor generator 10 is used as a motor, the pure electric output can be performed through the reverse shaft iii, and the hybrid output can also be performed through the reverse shaft iii.
In the pure electric working condition, the first reverse shaft synchronizer M1 is positioned at the neutral position, the first reverse gear 1R is disconnected from the reverse shaft iii, and the power of the first motor generator 10 is sequentially transmitted through the first transmission mechanism, the reverse shaft iii, the second reverse gear 2R, the reverse driven gear Rb, the second output shaft ii' -the second output gear 2Z, the main reducer driven gear Zb, the differential Z and the wheels.
In the hybrid operating mode, in the first to sixth gears, the power of the engine 30 is sequentially transmitted through the corresponding clutch-input shaft-gear driving gear-gear driven gear-output shaft-output gear-main reducer driven gear Zb-differential Z-wheel, and the first motor generator 10 is adapted to be sequentially transmitted through the first transmission mechanism-reverse shaft iii-second reverse gear 2R-reverse gear driven gear Rb-second output shaft ii' -second output gear 2Z-main reducer driven gear Zb-differential Z-wheel.
When the vehicle 1000 is reversed, the power driving system 100 has a pure electric working condition, a pure fuel working condition and a hybrid working condition: (1) pure electric reversing is realized, and the first motor generator 10 can realize direct pure electric reversing through motor reversing. (2) The engine 30 backs a car, the K1 clutch is combined, and the engine 30 realizes the reverse gear and the back a car through the reverse gear shaft; (3) the simultaneous operation of the first motor generator 10 and the engine 30 can realize the reverse operation in the hybrid mode.
That is to say, first motor generator 10 can realize power intervention in reverse shaft III department, and in the mixed-action operating mode, engine 30 and first motor generator 10 are the parallel, through direct moment of torsion coupling, can highlight the advantage that parallel structure dynamic nature is strong, simple structure and whole car spatial arrangement easily realize better.
It can be understood that the parallel hybrid power system structure can better highlight the advantages of strong dynamic property, simple structure and easy realization of the whole vehicle space arrangement of the parallel structure through direct torque coupling.
Through setting up first motor generator 10 in reverse gear axle department, it is direct to be connected with main reducer driven gear Zb through the reduction chain, under the electricelectric dynamic condition, the motor has very high transmission efficiency, need realize the problem of electricelectric dynamic condition through complicated the shifting in the derailleur and driving chain among the avoiding general hybrid power system, also avoided simultaneously because the power interruption problem and the inefficiency problem of driving chain overlength when shifting when leading to electricelectric dynamic condition, be particularly useful for inserting electric formula hybrid vehicle 1000. Meanwhile, the first motor generator 10 is arranged at the reverse gear shaft III, so that the axial distance of the assembly is greatly shortened, and the spatial arrangement of the whole vehicle is easy.
In terms of control logic, the basic architecture and the shifting logic of the dual clutch transmission are not changed in the power drive system of the embodiment of the invention, and the intervention of the first motor generator 10 is only represented by torque superposition at the output end, so that the control logic of the traditional engine 30 and the transmission is independent from the control logic of the first motor generator 10, which is beneficial to saving the development time and cost of manufacturers, avoiding higher failure rate of the system, and not influencing the power output of the first motor generator 10 during pure electric operation even if the engine 30 and the transmission system are failed.
The first motor generator 10 can be used as a generator, for example, the power driving system 100 has a deceleration/braking energy recovery condition, and during deceleration or braking, energy is transmitted from the wheels to the first motor generator 10 through the reverse shaft iii, so as to realize kinetic energy recovery.
According to the power driving system 100 of the embodiment of the invention, the clutch is matched with different input shafts and output shafts, so that the switching of different gears can be realized, and the first motor generator 10 is connected to the reverse gear shaft III, so that the engine 30 and the first motor generator 10 are connected in parallel, and the advantages of strong power performance, simple structure and easy realization of the spatial arrangement of the whole vehicle of the parallel structure can be better highlighted through direct torque coupling. Under the pure electric operating mode, can avoid because the power interruption problem and the inefficiency problem of driving chain overlength when shifting the pure electric operating mode that leads to, greatly improve electric drive's transmission efficiency, and parallel structure dynamic is strong, simple structure, has greatly improved to whole car space arrangement.
According to the power driving system 100 of the embodiment of the invention, the power driving system 100 has a pure electric working condition and a hybrid working condition. The first motor generator 10 is adapted to be power-coupled with the second output shaft ii' through the first transmission mechanism, the reverse shaft iii, the second reverse gear 2R, and the reverse driven gear Rb.
In the pure electric working condition, the first reverse shaft synchronizer M1 is positioned at the neutral position, the first reverse gear 1R is disconnected from the reverse shaft iii, and the power of the first motor generator 10 is sequentially transmitted through the first transmission mechanism, the reverse shaft iii, the second reverse gear 2R, the reverse driven gear Rb, the second output shaft ii' -the second output gear 2Z, the main reducer driven gear Zb, the differential Z and the wheels.
The hybrid operating mode is that the engine 30 is added to the pure electric drive mode to drive the corresponding gear, the driving of the engine 30 and the driving of the first motor generator 10 are not interfered with each other, and meanwhile, the driving force output by the power drive system 100 can be enhanced, the operating efficiency of the power drive system 100 for driving the vehicle 1000 is improved, the maximum output torque of the whole vehicle can be amplified by N times, and the dynamic performance and the passing capacity (such as the maximum climbing gradient and the escaping capacity) are improved. Particularly for a hybrid vehicle, the power driving system 100 according to the embodiment of the present invention can effectively improve the power performance and the passing capability due to the addition of the battery pack, the motor, and the electric control system.
Specifically, in the hybrid mode: the first motor generator 10 is adapted to sequentially transmit power through the first transmission mechanism-reverse shaft iii-second reverse gear 2R-reverse gear driven gear Rb-second output shaft ii' -second output gear 2Z-main reducer driven gear Zb-differential Z-wheel, first gear, second gear, third gear, fourth gear, fifth gear, and sixth gear, and power of the engine 30 is sequentially transmitted through the corresponding clutch-input shaft-gear driving gear-gear driven gear-output shaft-output gear-main reducer driven gear Zb-differential Z-wheel.
In the hybrid mode, through more gear selection and optimization of a control strategy, the first motor generator 10 and the engine 30 can work in a high-efficiency economic region as much as possible, so that the running efficiency of the system is improved, the oil consumption is reduced, and the smoothness is improved.
As shown in fig. 1 to 2, the first reverse gear 1R is freely sleeved on the reverse gear shaft iii, and the first reverse gear 1R is selectively and dynamically coupled with the reverse gear shaft iii, the second reverse gear 2R is freely sleeved on the reverse gear shaft iii, and the second reverse gear 2R is selectively and dynamically coupled with the reverse gear shaft iii. In some embodiments, a first reverse synchronizer M1 and a second reverse synchronizer M2 are mounted on the reverse shaft iii, the first reverse synchronizer M1 is configured to selectively couple the first reverse gear 1R to the reverse shaft iii, and the second reverse synchronizer M2 is configured to selectively couple the second reverse gear 2R to the reverse shaft iii.
Through setting up the first reverse gear 1R and the second reverse gear 2R of free sleeve, power drive system has parking electricity generation mode of operation, in parking electricity generation mode of operation, fender position driven gear all with the output shaft disconnection that corresponds, first reverse gear 1R is connected with reverse shaft III power coupling, second reverse gear 2R is disconnected with reverse shaft III, the power of engine 30 output is suitable for through first input shaft I, reverse driving gear, first reverse gear 1R, reverse shaft III-first drive mechanism drive first motor generator 10 electricity generation
In the pure electric working condition, the first reverse shaft synchronizer M1 is located at the neutral position, the first reverse gear 1R is disconnected from the reverse shaft iii, the second reverse shaft synchronizer M2 is engaged, the first reverse gear 1R is disconnected from the reverse shaft iii, the second reverse gear 2R is disconnected from the reverse shaft iii, and the power of the first motor generator 10 is sequentially transmitted through a first transmission mechanism, the reverse shaft iii, the second reverse gear 2R, the reverse driven gear Rb, the second output shaft ii' -the second output gear 2Z-the main reducer driven gear Zb-the differential Z-the wheel.
In the hybrid operating mode, in the first to sixth gears, the power of the engine 30 is sequentially transmitted through the corresponding clutch-input shaft-gear driving gear-gear driven gear-output shaft-output gear-main reducer driven gear Zb-differential Z-wheel, and the first motor generator 10 is adapted to be sequentially transmitted through the first transmission mechanism-reverse shaft iii-second reverse gear 2R-reverse gear driven gear Rb-second output shaft ii' -second output gear 2Z-main reducer driven gear Zb-differential Z-wheel.
In the parking power generation condition, the first clutch K1 is engaged, the engine 30 is operated, the synchronizers A, B, C, D, M2 are all located at the neutral position, the first reverse shaft synchronizer M1 is engaged, and the power of the engine 30 is transmitted to the first motor generator 10 through the first clutch K1, the first input shaft i, the reverse driving gear, the first reverse gear 1R, the reverse shaft iii and the first transmission mechanism so as to drive the first motor generator 10 to generate power.
Through the first reverse gear 1R and the second reverse gear 2R are sleeved on the reverse gear shaft III in a homocentric mode and combined with the first motor generator 10 connected to the reverse gear shaft III, various working conditions such as pure electric, pure fuel oil, hybrid, parking power generation, deceleration braking energy recovery and the like can be achieved.
As shown in fig. 1-3, the gear driven gear on the second output shaft ii' is located on the same side of the reverse driven gear Rb. Second output gear 2Z, reverse gear driven gear Rb, six keep off driven gear 6b, five keep off driven gear 5b can arrange in order on second output shaft II ', and the moment of torsion that each department of whole second output shaft II' received like this is comparatively balanced, and combines the size of each gear, arranges the convenience, and holistic axial dimensions is short.
The power driving system 100 can achieve the above functions through different structural forms, and the structural design is flexible, and some alternative structural forms of the power driving system according to the embodiment of the invention are described below.
Example one
As shown in fig. 1, the main structure of the transmission can refer to the description of the above embodiment, and the difference lies in the mounting manner of the first reverse gear 1R, the second reverse gear 2R, and the structure of the first transmission mechanism.
Wherein, first reverse gear 1R is empty to overlap in reverse shaft III, and first reverse gear 1R and the III selective power coupling of reverse shaft are connected, and second reverse gear 2R is empty to overlap in reverse shaft III, and second reverse gear 2R and the III selective power coupling of reverse shaft are connected.
The first transmission mechanism includes: first motor side gear 1c and reverse gear axle side gear 1d, first motor side gear 1c links to each other with first motor generator 10, reverse gear axle side gear 1d and the meshing of first motor side gear 1c, reverse gear axle side gear 1d is fixed in reverse gear axle III, and like this, the drive power accessible first motor side gear 1c of first motor generator 10 output directly transmits reverse gear axle side gear 1d to by first output shaft I' output, the transmission process is simple, therefore, reducible power consumption in the electronic process, the transmission efficiency in the first motor generator 10 drive process has greatly been improved.
In the pure fuel condition, the first motor generator 10 is not operated, and the power transmission of the engine 30 refers to the above-mentioned gear transmission path, which is not described in detail herein.
Under the pure electric working condition, the first reverse shaft synchronizer M1 is positioned at the middle position, the first reverse gear 1R is disconnected with the reverse shaft III, and the power of the first motor generator 10 is transmitted in sequence through a first motor side gear 1c, a reverse shaft side gear 1d, the reverse shaft III, a second reverse gear 2R, a reverse driven gear Rb, a second output shaft II' -a second output gear 2Z, a main reducer driven gear Zb and a differential Z wheel.
In the hybrid operating condition, in the first to sixth gears, the power of the engine 30 is sequentially transmitted through the corresponding clutch-input shaft-gear driving gear-gear driven gear-output shaft-output gear-main reducer driven gear Zb-differential Z-wheel, and the first motor generator 10 is adapted to be sequentially transmitted through the first motor-side gear 1 c-reverse shaft-side gear 1 d-reverse shaft iii-second reverse gear 2R-reverse gear driven gear Rb-second output shaft ii' -second output gear 2Z-main reducer driven gear Zb-differential Z-wheel.
In the parking power generation working condition, the first clutch K1 is engaged, the engine 30 works, the synchronizers A, B, C, D, M2 are all located at the middle position, the first reverse shaft synchronizer M1 is engaged, the power of the engine 30 is transmitted to the first motor generator 10 through the first clutch K1, the first input shaft i, the reverse driving gear, the first reverse gear 1R, the reverse shaft iii, the reverse shaft side gear 1d and the first motor side gear 1c to drive the first motor generator 10 to generate power, and the power is transmitted from the reverse shaft side gear 1d to the first motor side gear 1c as the reduction ratio to realize the reduction ratio parking power generation.
In the deceleration/braking energy recovery working condition, during deceleration or braking, energy is transmitted to the first motor generator 10 from the wheel through the second output shaft II' -reverse gear driven gear Rb-second reverse gear 2R-reverse gear shaft III-reverse gear shaft side gear 1 d-first motor side gear 1c to realize kinetic energy recovery, and the kinetic energy is transmitted from the reverse gear shaft side gear 1d to the first motor side gear 1c as a reduction ratio, so that the power generation efficiency is improved.
The mounting position of the reverse-shaft-side gear 1d on the reverse shaft iii is located between the mounting positions of the first reverse gear 1R and the second reverse gear 2R on the reverse shaft iii. Because the position of first reverse gear 1R and second reverse gear 2R is limited by the restriction of reverse gear driving gear and reverse gear driven gear Rb, through locating reverse gear axle side gear 1d between first reverse gear 1R and second reverse gear 2R can rational utilization first reverse gear 1R and the space between second reverse gear 2R, make the installation of each gear on reverse gear axle III compacter. Therefore, the overall structure of the transmission is more compact, the axial length of the transmission assembly is shortened, and the spatial arrangement of the whole vehicle is easy to realize.
Example two
As shown in fig. 2, the main structure of the transmission can refer to the description of the first embodiment, which is different in the structure of the first transmission mechanism.
Wherein, first drive mechanism includes: first motor side gear 1c, first idler 1e and reverse gear axle side gear 1d, first motor side gear 1c links to each other with first motor generator 10, first idler 1e and first motor side gear 1c meshing, and first idler 1e and reverse gear axle side gear 1d meshing, reverse gear axle side gear 1d is fixed in reverse gear axle III, first motor side gear 1c and reverse gear axle side gear 1d realize the transmission through first idler 1e promptly, can make the direction of rotation of first motor side gear 1c the same with the direction of rotation of reverse gear axle side gear 1d, and the two only links to each other through first idler 1e, transmission efficiency is higher.
In the pure fuel condition, the first motor generator 10 is not operated, and the power transmission of the engine 30 refers to the above-mentioned gear transmission path, which is not described in detail herein.
Under the pure electric working condition, the first reverse shaft synchronizer M1 is positioned at the middle position, the first reverse gear 1R is disconnected with the reverse shaft III, and the power of the first motor generator 10 is transmitted in sequence through a first motor side gear 1c, a first idle gear 1e, a reverse shaft side gear 1d, the reverse shaft III, a second reverse gear 2R, a reverse gear driven gear Rb, a second output shaft II', a second output gear 2Z, a main reducer driven gear Zb and a differential Z wheel.
In the hybrid operating condition, the power of the engine 30 is transmitted sequentially through the corresponding clutch-input shaft-gear driving gear-gear driven gear-output shaft-output gear-main reducer driven gear Zb-differential Z-wheel in the first to sixth gears, and the first motor generator 10 is adapted to be transmitted sequentially through the first motor-side gear 1 c-first idle gear 1 e-reverse shaft-side gear 1 d-reverse shaft iii-second reverse gear 2R-reverse gear driven gear Rb-second output shaft ii' -second output gear 2Z-main reducer driven gear Zb-differential Z-wheel.
In the parking power generation working condition, the first clutch K1 is engaged, the engine 30 works, the synchronizers A, B, C, D, M2 are all located in the middle position, the first reverse shaft synchronizer M1 is engaged, the power of the engine 30 is transmitted to the first motor generator 10 through the first clutch K1, the first input shaft i, the reverse driving gear, the first reverse gear 1R, the reverse shaft iii, the reverse shaft side gear 1d, the first idle gear 1e, the first motor side gear 1c to drive the first motor generator 10 to generate power, and the power is transmitted from the reverse shaft side gear 1d to the first motor side gear 1c as a reduction ratio to realize the reduction ratio parking power generation.
In the deceleration/braking energy recovery working condition, during deceleration or braking, energy is transmitted to the first motor generator 10 from the wheel through the second output shaft II' -reverse gear driven gear Rb-the second reverse gear 2R-reverse gear shaft III-reverse gear shaft side gear 1 d-the first idle gear 1 e-the first motor side gear 1c, so that kinetic energy recovery is realized, and the kinetic energy is transmitted from the reverse gear shaft side gear 1d to the first motor side gear 1c through a reduction ratio, so that the power generation efficiency is improved.
The mounting position of the reverse-shaft-side gear 1d on the reverse shaft iii is located between the mounting positions of the first reverse gear 1R and the second reverse gear 2R on the reverse shaft iii. Because the position of first reverse gear 1R and second reverse gear 2R is limited by the restriction of reverse gear driving gear and reverse gear driven gear Rb, through locating reverse gear axle side gear 1d between first reverse gear 1R and second reverse gear 2R can rational utilization first reverse gear 1R and the space between second reverse gear 2R, make the installation of each gear on reverse gear axle III compacter. Therefore, the overall structure of the transmission is more compact, the axial length of the transmission assembly is shortened, and the spatial arrangement of the whole vehicle is easy to realize.
The first idle gear 1e is sized according to the relative positions of the first motor generator 10 and the first output shaft i'. Therefore, arrangement of the first motor generator 10 is facilitated, limitation of the transmission structure to the installation position of the first motor generator 10 is reduced, installation difficulty is reduced, spatial arrangement of the motor is solved, transmission efficiency of the first motor generator 10 is improved, power loss in a transmission process is reduced, and the structure is simple and practical.
EXAMPLE III
As shown in fig. 3, the main structure of the transmission can be described with reference to the second embodiment, which is different in the manner of mounting the first reverse gear 1R and the second reverse gear 2R.
Wherein, first reverse gear 1R is empty to be overlapped in reverse gear axle III, and first reverse gear 1R and the selective power coupling of reverse gear axle III are connected, and second reverse gear 2R fixed mounting is in reverse gear axle III.
Wherein, first drive mechanism includes: first motor side gear 1c, first idler 1e and reverse gear axle side gear 1d, first motor side gear 1c links to each other with first motor generator 10, first idler 1e and first motor side gear 1c meshing, and first idler 1e and reverse gear axle side gear 1d meshing, reverse gear axle side gear 1d is fixed in reverse gear axle III, first motor side gear 1c and reverse gear axle side gear 1d realize the transmission through first idler 1e promptly, can make the direction of rotation of first motor side gear 1c the same with the direction of rotation of reverse gear axle side gear 1d, and the two only links to each other through first idler 1e, transmission efficiency is higher.
In the pure fuel condition, the first motor generator 10 is not operated, and the power transmission of the engine 30 refers to the above-mentioned gear transmission path, which is not described in detail herein.
Under the pure electric working condition, the first reverse shaft synchronizer M1 is positioned at the middle position, the first reverse gear 1R is disconnected with the reverse shaft III, and the power of the first motor generator 10 is transmitted in sequence through a first motor side gear 1c, a first idle gear 1e, a reverse shaft side gear 1d, the reverse shaft III, a second reverse gear 2R, a reverse gear driven gear Rb, a second output shaft II', a second output gear 2Z, a main reducer driven gear Zb and a differential Z wheel.
In the hybrid operating condition, the power of the engine 30 is transmitted sequentially through the corresponding clutch-input shaft-gear driving gear-gear driven gear-output shaft-output gear-main reducer driven gear Zb-differential Z-wheel in the first to sixth gears, and the first motor generator 10 is adapted to be transmitted sequentially through the first motor-side gear 1 c-first idle gear 1 e-reverse shaft-side gear 1 d-reverse shaft iii-second reverse gear 2R-reverse gear driven gear Rb-second output shaft ii' -second output gear 2Z-main reducer driven gear Zb-differential Z-wheel.
In the deceleration/braking energy recovery working condition, during deceleration or braking, energy is transmitted to the first motor generator 10 from the wheel through the second output shaft II' -reverse gear driven gear Rb-the second reverse gear 2R-reverse gear shaft III-reverse gear shaft side gear 1 d-the first idle gear 1 e-the first motor side gear 1c, so that kinetic energy recovery is realized, and the kinetic energy is transmitted from the reverse gear shaft side gear 1d to the first motor side gear 1c through a reduction ratio, so that the power generation efficiency is improved.
The mounting position of the reverse-shaft-side gear 1d on the reverse shaft iii is located between the mounting positions of the first reverse gear 1R and the second reverse gear 2R on the reverse shaft iii. Because the position of first reverse gear 1R and second reverse gear 2R is limited by the restriction of reverse gear driving gear and reverse gear driven gear Rb, through locating reverse gear axle side gear 1d between first reverse gear 1R and second reverse gear 2R can rational utilization first reverse gear 1R and the space between second reverse gear 2R, make the installation of each gear on reverse gear axle III compacter. Therefore, the overall structure of the transmission is more compact, the axial length of the transmission assembly is shortened, and the spatial arrangement of the whole vehicle is easy to realize.
The first idle gear 1e is sized according to the relative positions of the first motor generator 10 and the first output shaft i'. Therefore, arrangement of the first motor generator 10 is facilitated, limitation of the transmission structure to the installation position of the first motor generator 10 is reduced, installation difficulty is reduced, spatial arrangement of the motor is solved, transmission efficiency of the first motor generator 10 is improved, power loss in a transmission process is reduced, and the structure is simple and practical.
In summary, according to the power driving system 100 of the embodiment of the present invention, the power driving system 100 at least has a pure fuel condition, a pure electric condition, a hybrid condition, and a deceleration/braking energy recovery condition.
The power drive system 100 of the above embodiment, through the selective combination of the first clutch K1, the second clutch K2 and the plurality of synchronizers, can realize the following working conditions:
1. pure electric working condition: the engine 30 does not work, the clutch does not work, the first reverse shaft synchronizer M1 is located at the middle position, the first reverse gear 1R is disconnected from the reverse shaft iii, and the power of the first motor generator 10 is sequentially transmitted through a first transmission mechanism, the reverse shaft iii, the second reverse gear 2R, the reverse driven gear Rb, the second output shaft ii' -the second output gear 2Z, the main reducer driven gear Zb, the differential Z and the wheels.
2. And (3) outputting in a six-gear pure fuel mode: when the transmission is in odd-numbered gear output, the first motor generator 10 is not operated, the first clutch K1 is combined, the second clutch K2 is disconnected, and the power of the engine 30 can be selectively output from the first gear, the third gear, the fifth gear or the reverse gear through the action of the synchronizer; when the transmission is in even-numbered gear output, the second clutch K2 is combined, the first clutch K1 is disconnected, and the power of the engine 30 can be selectively output from the second gear, the fourth gear or the sixth gear through the action of the synchronizer, so that the power output of the first-sixth gear and the reverse pure fuel mode is realized.
3, six-gear hybrid power output: in the hybrid mode, the power of the engine 30 is sequentially transmitted through the corresponding clutch-input shaft-gear driving gear-gear driven gear-output shaft-output gear-main reducer driven gear Zb-differential Z-wheel, and the first motor generator 10 is adapted to be sequentially transmitted through the first transmission mechanism-reverse shaft iii-second reverse gear 2R-reverse gear driven gear Rb-second output shaft ii' -second output gear 2Z-main reducer driven gear Zb-differential Z-wheel.
4. Deceleration/braking energy recovery: during deceleration or braking, energy is transmitted to the first motor generator 10 from the wheel through the second output shaft II' -reverse driven gear Rb-second reverse gear 2R-reverse shaft III first transmission mechanism, kinetic energy recovery is achieved, and the energy is transmitted from the reverse shaft side gear 1d to the first motor side gear 1c through a reduction ratio, so that power generation efficiency is improved.
5. The vehicle 1000 backs: (1) pure electric reversing is realized, and the motor MG can realize direct pure electric reversing through motor reversal. (2) The engine 30 backs a car, the K1 clutch is combined, and the engine 30 realizes the reverse gear and the back a car through the reverse gear shaft; (3) the motor MG and the engine 30 work simultaneously to realize a reverse operation in the hybrid mode.
Therefore, according to the power driving system 100 of the embodiment of the invention, pure electric driving, pure fuel driving and hybrid driving of the vehicle 1000 can be realized, the driving modes are flexible and multiple-choice, and the control of the engine 30 and the motor is relatively independent, so that the development time and cost of manufacturers can be saved, the system failure rate is low, the power output of the motor during pure electric driving can not be influenced even if the engine 30 and the transmission system are in failure, the problem of gear shifting interruption does not exist in motor driving, and the power driving system is safe and practical and can be suitable for various working conditions.
The invention also discloses a vehicle 1000.
As shown in fig. 4, the vehicle 1000 according to the embodiment of the present invention has the power driving system 100 according to any one of the embodiments, the vehicle 1000 according to the embodiment of the present invention may implement pure electric drive, pure fuel drive, and hybrid drive, the driving manner is flexible and multiple-choice, the control of the engine 30 and the motor is relatively independent, the system failure rate is low, even if the engine 30 and the transmission system fail, the power output of the motor during pure electric drive is not affected, the motor drive does not have the problem of gear shift interruption, and the vehicle is safe and practical, and is applicable to various working conditions.
In the description of the present invention, "a plurality" means two or more.
In the description herein, references to the description of the term "one embodiment," "some embodiments," "an illustrative embodiment," "an example," "a specific example," or "some examples" or the like 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 do not necessarily 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.
While embodiments of the invention have been shown and described, it will be understood by those of ordinary skill in the art that: various changes, modifications, substitutions and alterations can be made to the embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the claims and their equivalents.

Claims (8)

1. A power drive system, comprising: an engine, a first motor generator, a transmission, the transmission comprising:
a clutch;
the first input shaft and the second input shaft are selectively in power coupling connection with the engine through the clutch, gear driving gears are respectively arranged on the first input shaft and the second input shaft, and a reverse gear driving gear is arranged on one of the first input shaft and the second input shaft;
the first output shaft and the second output shaft are respectively provided with a gear driven gear which is correspondingly meshed with the gear driving gear in an empty sleeve manner, and the second output shaft is fixedly provided with a reverse gear driven gear;
a reverse shaft provided with a first reverse gear engaged with the reverse driving gear and a second reverse gear engaged with the reverse driven gear, for selectively coupling power of the reverse driving gear to the reverse driven gear;
and the first motor generator is in power coupling connection with the reverse gear shaft through the first transmission mechanism.
2. The power drive system according to claim 1, wherein a first-gear driving gear, a third-gear driving gear, a fifth-gear driving gear and a reverse-gear driving gear are fixedly arranged on the first input shaft, a second-gear driving gear, a fourth-gear driving gear and a sixth-gear driving gear are fixedly arranged on the second input shaft, the first output shaft is provided with a first-gear driven gear, a second-gear driven gear, a third-gear driven gear and a fourth-gear driven gear in an empty sleeve manner, the first output shaft is further provided with a first output gear, the second output shaft is provided with a fifth-gear driven gear and a sixth-gear driven gear in an empty sleeve manner, and the second output shaft is further provided with a second output gear;
the first-gear driven gear and the third-gear driven gear are selectively in power coupling connection with the first output shaft through a third-gear synchronizer, the second-gear driven gear and the fourth-gear driven gear are selectively in power coupling connection with the first output shaft through a second-fourth-gear synchronizer, the fifth-gear driven gear is selectively in power coupling connection with the second output shaft through a fifth-gear synchronizer, and the sixth-gear driven gear is selectively in power coupling connection with the second output shaft through a sixth-gear synchronizer;
in first to sixth gears, the first motor generator is adapted to be power-coupled with the second output shaft through the first transmission mechanism, the reverse shaft, the second reverse gear, the reverse driven gear.
3. The power drive system according to claim 2 wherein the first gear drive gear and the reverse gear drive gear are integrated into a reverse gear drive gear, the reverse gear drive gear being in meshing engagement with the first gear driven gear and the reverse gear driven gear;
the three-gear driving gear and the five-gear driving gear are integrated into a three-five-gear driving gear, and the three-five-gear driving gear is meshed with the three-gear driven gear and the five-gear driven gear;
the four-gear driving gear and the six-gear driving gear are integrated into a four-six-gear driving gear, and the four-six-gear driving gear is meshed with the four-gear driven gear and the six-gear driven gear.
4. A power drive system according to claim 1, wherein the first transmission mechanism comprises: the first motor side gear is connected with the first motor generator, the reverse gear side gear is meshed with the first motor side gear, and the reverse gear side gear is fixed on the reverse gear shaft.
5. A power drive system according to claim 1, wherein the first transmission mechanism comprises: the first motor side gear is connected with the first motor generator, the first idle gear is meshed between the reverse gear side gear and the first motor side gear, and the reverse gear side gear is fixed on the reverse gear shaft.
6. The power drive system according to any of claims 1 to 5, wherein the first reverse gear is hollow about the reverse shaft and is selectively and power coupleable with the reverse shaft, and the second reverse gear is fixed to the reverse shaft.
7. The power drive system according to any of claims 1 to 5 wherein the first reverse gear is idler and selectively power coupleable with the reverse shaft, and the second reverse gear is idler and selectively power coupleable with the reverse shaft;
the power driving system is provided with a parking power generation working mode, in the parking power generation working mode, the gear driven gears are disconnected with corresponding output shafts, the first reverse gear is in power coupling connection with the reverse gear shaft, the second reverse gear is disconnected with the reverse gear shaft, and power output by the engine is suitable for driving the first motor generator to generate power through the first input shaft, the reverse gear driving gear, the first reverse gear, the reverse gear shaft and the first transmission mechanism.
8. A vehicle characterized by having a power drive system according to any one of claims 1-7.
CN201811291618.2A 2018-10-31 2018-10-31 Power driving system and vehicle Pending CN111114282A (en)

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Application publication date: 20200508