CN111251862B - Power driving system and vehicle - Google Patents

Power driving system and vehicle Download PDF

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Publication number
CN111251862B
CN111251862B CN201811456090.XA CN201811456090A CN111251862B CN 111251862 B CN111251862 B CN 111251862B CN 201811456090 A CN201811456090 A CN 201811456090A CN 111251862 B CN111251862 B CN 111251862B
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China
Prior art keywords
gear
output shaft
power
driving
motor generator
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CN201811456090.XA
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CN111251862A (en
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梅绍坤
翟震
熊雨超
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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
    • 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 second motor generator, and a transmission, the transmission including: a clutch; the first input shaft and the second input shaft are selectively coupled with the power of the engine through a clutch, the first input shaft and the second input shaft are respectively provided with a gear driving gear, and one of the first input shaft and the second input shaft is provided with a reverse gear driving gear; the first output shaft and the second output shaft are respectively provided with a gear driven gear meshed with the corresponding gear driving gear in an empty sleeve mode, and the second output shaft is provided with a reverse gear driven gear; the first motor generator is selectively in power coupling connection with the first output shaft or the second output shaft through the first transmission mechanism; and the second motor generator is in power coupling connection with the second output shaft or the first output shaft through the second transmission mechanism. The power driving system has high transmission efficiency of motor driving, strong dynamic property and the functions of parking power generation and the like.

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 vehicle, which is one of new energy vehicles, is driven by an engine and/or a motor, has various modes, and can improve the fuel efficiency and fuel economy of transmission. In the related art, the length of a transmission chain for outputting the driving force of the motor to the differential is large, the transmission efficiency is low, and the problem of power interruption is easy to occur in the gear shifting process, so that 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 an output shaft, so that power can be directly output through the output shaft, and the power driving system has a short transmission chain, high transmission efficiency and strong power performance.
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 second 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 provided with a reverse gear driven gear; the reverse gear shaft is provided with a first reverse gear meshed with the reverse gear driving gear and a second reverse gear meshed with the reverse gear driven gear; the first transmission mechanism is in power coupling connection with the first motor generator and is selectively in power coupling connection with the first output shaft and the second output shaft; (ii) a And the second motor generator is in power coupling connection with the gear driven gear on one of the first output shaft and the second output shaft through the second transmission mechanism.
The power drive system according to the embodiment of the first aspect of the invention.
According to the power driving system of the embodiment of the invention, the clutch is matched with different input shafts and output shafts, can realize the switching of different gears, and the first output shaft is connected with a first motor generator, a second motor generator is connected with a driven gear, therefore, the first motor generator, the second motor generator and the engine are connected in parallel with the output shaft, the advantages of strong dynamic property, simple structure and complete vehicle space arrangement of the parallel structure can be better highlighted, and under the working condition of pure electric, can avoid the power interruption problem and the low efficiency problem of overlong transmission chain in the pure electric working condition caused by gear shifting, greatly improves the transmission efficiency of electric drive, has strong power performance and simple structure in a parallel structure, the spatial arrangement of the whole vehicle is greatly improved, the double-motor system can realize multiple operation modes, and the dynamic property is greatly improved.
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 embodiments of the first aspect.
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:
FIG. 1 is a schematic structural diagram of a power drive system according to an embodiment of the present invention;
fig. 2 is a schematic structural diagram of a vehicle according to an embodiment of the invention.
Reference numerals are as follows:
in the case of the vehicle 1000, the vehicle,
the power-driven system (100) is provided,
the speed change device (1) is provided with a speed changer,
a first input shaft I, a second input shaft II, a reverse gear shaft III, a first output shaft I ', a second output shaft II',
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 second motor side gear 2c, a first output shaft side gear 1d, a second output shaft side gear 2d,
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 third gear synchronizer B, a sixth reverse gear synchronizer C, a fifth gear synchronizer D, a fifth synchronizer E and a sixth synchronizer F,
a first motor generator 10, a second motor generator 20, and an 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, 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 an output shaft, and a driving force generated by the first motor generator 10 can be output to a wheel through the output shaft, thereby shortening a transmission chain length and improving transmission efficiency.
As shown in fig. 1, a power drive system 100 according to an embodiment of the present invention includes: an engine 30, a first motor generator 10, a second motor generator 20, and a transmission 1.
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 with the transmission 1, an output shaft of the transmission 1 is connected with wheels, and driving force output by the engine 30 can be transmitted to the wheels through the transmission 1 to drive the wheels to rotate.
The transmission 1 has a plurality of gears, and the engine 30 can output a plurality of different rotating speeds and torques through the transmission 1, so that the running vehicle 1000 can be well adapted to the running environment. If the vehicle 1000 runs on a road with large resistance, the transmission 1 can select a low-rotation-speed and high-torque gear for power transmission, so that sufficient power output is maintained; and when the vehicle 1000 runs on a smooth and open road, the transmission 1 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 1, and the first motor generator 10 may function as a generator or 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), part of the power output from the engine 30 may be transmitted to the first motor generator 10 via the transmission 1, 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 1, so that electric driving of the vehicle 1000 can be realized.
The second motor generator 20 is connected to the transmission 1, and the second motor generator 20 may be a generator or a motor.
When the second motor generator 20 is used as a generator (the vehicle 1000 is in the parking power generation mode or the driving power generation mode), part of the power output from the engine 30 may be transmitted to the second motor generator 20 via the transmission 1, power generation is performed by the second motor generator 20, and the amount of power generated by the second motor generator 20 may be stored in the power battery of the vehicle 1000.
When the second motor generator 20 is operated as a motor (the vehicle 1000 is in a hybrid mode or a pure electric mode), the power battery supplies power to the second motor generator 20, the second motor generator 20 operates to output power, and the power output by the second motor generator 20 is transmitted to the wheels through the transmission 1, so that electric drive of the vehicle 1000 can be realized.
In this way, both the first motor generator 10 and the second motor generator 20 can function as both generators and motors.
As shown in fig. 1, the transmission 1 includes: the clutch, first input shaft I, second input shaft II, first output shaft I 'and 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 with the engine 30 through a clutch, so that the driving force output by the engine 30 can be selectively transmitted to the gear through the first input shaft i or the second input shaft ii, and the first input shaft i and the second input shaft ii are respectively provided with a plurality of different gear driving gears. As shown in fig. 1, the first input shaft i is a solid shaft, the second input shaft ii is a hollow shaft, and the first input shaft i is sleeved with the second input shaft ii. Therefore, the volume of the whole transmission 1 can be reduced by the sleeving mode of the input shaft.
First input shaft I is equipped with three different fender position driving gears, and first input shaft I is fixed and is provided with one and keeps off driving gear, three fender driving gear, five fender driving gears and reverse gear driving gear, as shown in fig. 1, second input shaft II is equipped with three different fender position driving gears, and second input shaft II is fixed and is provided with two fender driving gears 2a, four fender driving gears, six fender driving gears. Different gear gears correspond to different gear rotation speed ratios, so that different gear driving gears of the first input shaft I or the second input shaft II are used for transmitting driving force of the vehicle 1000 to wheels, and different rotation speeds and torque output are generated.
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, and the gear driving gears on the input shaft connected with the clutch can be selected, so that the driving force output by the driving gears can meet the driving state of the vehicle 1000 at present, and the good dynamic property and economy of the vehicle 1000 during driving are guaranteed.
The clutches may be dual clutches as shown in fig. 1, 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 may both be connected to a crankshaft of the engine 30, a flywheel, a dual mass flywheel, a damper and other components may be selectively 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 1, as shown in fig. 1, 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 by the engine 30 can be selectively transmitted to the first input shaft i or the second input shaft ii through the first clutch K1 or the second clutch K2, and is transmitted to the output end of the transmission 1 through the corresponding gear driving gear, so as to drive the wheels to rotate, thereby realizing the driving effect on the vehicle 1000.
It can be understood that first gear driving gear, third gear driving gear, fifth gear driving gear are all located first input shaft i, and first input shaft i links to each other with first clutch K1, and second gear driving gear 2a, fourth gear driving gear, sixth gear driving gear are all located second input shaft ii, and second input shaft ii links to each other with second clutch K2.
Therefore, during the upshifting or downshifting, the transmission 1 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 clutch dynamically coupled to the engine 30 is switched from one of the first clutch K1 and the second clutch K2 to the other, and when the gear is shifted again, the other of the first clutch K1 and the second clutch K2 is switched to the other, so that the first clutch K1 and the second clutch K2 are alternately switched during the running of the vehicle 1000, the same clutch is prevented from being in a continuous working state, and the first clutch K1 or the second clutch K2 is prevented from being in structural fatigue after being used for a long time and being in a severe case from being in adverse deformation. 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.
In one embodiment, as shown in fig. 1, the output end of the transmission 1 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 meshed with an output gear on the output shaft of the transmission 1, 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 1 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 speed. 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.
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 the reverse gear driving gear, 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 gear driven gear which is arranged on the first output shaft I ' in an empty sleeve manner 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 second output shaft II' can be selectively connected with the reverse gear driven gear Rb so as to achieve power transmission of reverse gear.
As shown in fig. 1, 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, a fourth-gear driven gear 4b, 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, which can be 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 ii. 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, the second output shaft ii ' is sleeved with a fifth-gear driven gear 5b, a sixth-gear driven gear 6b and a reverse-gear driven gear Rb, the fifth-gear driven gear 5b, the sixth-gear driven gear 6b and the reverse-gear driven gear Rb 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, 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 1 is reduced, the cost of the transmission 1 is reduced, the installation space in the transmission 1 is greatly saved, and the installation and the replacement are convenient. 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.
Therefore, the driving force output by the engine 30 can be output at different rotating speeds and torques by selecting different gear driving gears and gear driven gears to be meshed, so that different driving states are adapted, various power requirements are met, and the vehicle 1000 is guaranteed to have better dynamic performance and fuel economy during driving.
As shown in fig. 1, the transmission 1 further includes: the two-fourth gear synchronizer A, the one-third gear synchronizer B, the six-reverse gear synchronizer C and the five-gear synchronizer D.
Wherein, two fourth keep off synchronous ware A and a third keep off synchronous ware B and all install in first output shaft I ', and two keep off driven gear 2B and four keep off driven gear 4B through two fourth keep off synchronous ware A selectively with I' power coupling of first output shaft be connected, two fourth keep off synchronous ware A selectively promptly with two keep off driven gear 2B or four keep off driven gear 4B and I 'power coupling of first output shaft be connected, or two keep off driven gear 2B or four keep off driven gear 4B and all not be connected with I' of first output shaft. 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 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 reverse gear synchronizer C and the fifth reverse gear synchronizer D are both mounted on the second output shaft II ', the sixth reverse gear driven gear 6b and the reverse gear driven gear Rb are selectively in power coupling connection with the second output shaft II' through the sixth reverse gear synchronizer C, the sixth reverse gear synchronizer C selectively enables the sixth reverse gear driven gear 6b or the reverse gear driven gear Rb to be in power coupling connection with the second output shaft II ', or the sixth reverse gear driven gear 6b or the reverse gear driven gear Rb are not connected with the first output shaft I'. 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'.
As shown in fig. 1, 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, as shown in fig. 1, the first reverse gear wheel 1R and the second reverse gear wheel 2R are axially spaced apart, and the interval between the first reverse gear 1R and the second reverse gear 2R can be designed according to the interval between the reverse gear driving gear and the reverse gear driving gear, so that the power of the reverse driving gear can be efficiently transmitted to the reverse driven gear Rb after the transmission 1 is mounted and fixed, and the power transmission is carried out through the first reverse gear 1R and the second reverse gear 2R, so that the mounting difficulty of the reverse driving gear and the reverse driven gear Rb can be reduced, the limitation on the installation position is small, the whole transmission 1 is convenient to install, and the installation cost is reduced.
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 can be understood that the first gear driving gear and the reverse gear driving gear of the transmission 1 are 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, at this time, the vehicle 1000 is in the first gear rotation speed and the first gear torque. 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 some embodiments, as shown in fig. 1, the first output shaft i 'is provided with a first output gear 1Z, the first output gear 1Z is provided at an end portion of the first output shaft i', and the first output gear 1Z is connected to 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 from the engine 30 can be transmitted from the corresponding driving gear and driven gear to the first output shaft i 'and from the first output shaft i' to the first output gear 1Z, and the first output gear 1Z is transmitted to the final drive driven gear Zb and from the final drive driven gear Zb to the differential Z to drive the wheels to rotate.
As shown in fig. 1, 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 main reducer 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 to the second output shaft ii 'through the corresponding driving gear and driven gear, and transmitted to the second output gear 2Z through the second output shaft ii', and the second output gear 2Z is transmitted to the main reducer Z, and the wheels are driven to rotate after the reduction and torque increase are completed through the main reducer Z. In this way, the transmission 1 transmits the driving force of the engine 30 to the final drive 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, the driving force output from the engine 30 can be used to achieve power output through the following seven transmission paths, corresponding 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 power-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 first-gear driven gear 1b is selectively connected with the first output shaft i'. Thus, the power transmission path of 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 differential Z-the wheels.
When the vehicle 1000 is engaged in 2-6 gears and reverse gears, the power path transmission of the corresponding gears can be realized through the mutual matching of the synchronizers and the clutch units:
the second power transmission path is: the engine 30-a second clutch K2-a second input shaft II-a second gear driving gear 2 a-a second gear driven gear 2 b-a first output shaft I' -a first output gear 1Z-a differential Z-wheels.
The power transmission path of the third gear is as follows: the engine 30-the first clutch K1-the first input shaft i-the third gear driving gear-the third gear driven gear 3 b-the first output shaft i' -the first output gear 1Z-the differential Z-the wheels.
The power transmission path of the fourth gear is as follows: 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 differential Z and wheels.
The power transmission path of the fifth gear is as follows: 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 differential Z and 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 sixth gear driving gear-the sixth gear driven gear 6 b-the second output shaft ii' -the second output gear 2Z-the differential Z-the wheels.
The power transmission path of the reverse gear is as follows: the engine 30, the first clutch K1, the first input shaft I, the reverse driving gear, the first reverse gear 1R, the reverse shaft III, the second reverse gear 2R, the reverse driven gear Rb, the second output shaft II', the second output gear 2Z and the differential Z are wheels.
The first transmission mechanism is in power coupling connection with the first motor generator 10, the first transmission mechanism is in selective power coupling connection with the first output shaft I 'and the second output shaft II', the first motor generator 10 can be connected with the first output shaft I 'through the first transmission mechanism, the first motor generator 10 can also be connected with the second output shaft II' through the first transmission mechanism, thus, the first motor generator 10 can drive the first output shaft I 'to rotate when being connected with the first output shaft I', the second motor generator 10 can drive the second output shaft II 'to rotate when being connected with the second output shaft II', thereby, the electric drive of the vehicle 1000 is realized, and the first motor generator 10 is connected to the output shaft, the problem of power interruption when the pure electric working condition is caused due to gear shifting can be avoided, the transmission chain of the electric driving mode is short, the transmission efficiency is high, and the electric type hybrid vehicle 1000 is particularly suitable for being used.
Therefore, the driving force output by the first motor generator 10 can be selectively output through the first output shaft I 'or the second output shaft II' to drive wheels to rotate, and the driving force of the first motor generator 10 can be directly output to the main reducer Z through two different output shafts, so that the motor transmission process has high transmission efficiency, and the problem that a common hybrid power system needs to realize a pure electric working condition through complex gear shifting and a transmission chain in the transmission 1 is solved.
Locate first motor generator 10 at the output shaft, the axial distance of assembly has been shortened greatly, the space arrangement of whole car easily, and the control logic of engine 30 and derailleur 1 is mutually independent with first motor generator 10's control logic, therefore, be favorable to saving the development time and the cost of producer, avoid higher fault rate, even if engine 30 and derailleur 1 system trouble can not influence first motor generator 10's power take off yet, safety and practicality, wherein, first motor generator 10 is equipped with the motor side gear, the output shaft is equipped with the output shaft side gear, the motor side gear links to each other with first motor generator 10's motor shaft, the output shaft side gear links to each other with the motor side gear, therefore, can realize that first motor generator 10 drives the output shaft and rotates.
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 can also drive the first output shaft i 'or the second output shaft ii' to rotate independently, for example, in the case of the failure of the engine 30 or the fuel shortage of the engine 30, the electric driving of the vehicle 1000 can be realized through the first motor generator 10, and the pure electric driving of the vehicle 1000 can be realized. Therefore, the driving mode of the power system of the vehicle 1000 is more flexible and practical, and the using requirements of the vehicle 1000 under different situations can be met.
The transmission 1 includes a second transmission mechanism, as shown in fig. 1, the second motor generator 20 is in power coupling connection with the gear driven gear on one of the first output shaft i ' and the second output shaft ii ' through the second transmission mechanism, as shown in fig. 1, the second motor generator 20 is in power coupling connection with the first gear driven gear 1b through the second transmission mechanism, so that the driving force output by the second motor generator 20 can drive the first gear driven gear 1b to rotate, and further drive the first output shaft i ' to rotate, so as to drive the wheels to rotate.
In this way, the first motor generator 10, the second motor generator 20 and the engine 30 can all be used to drive the vehicle 1000 to move, and the first motor generator, the second motor generator 20 and the engine 30 can all be driven individually, or any two of them can be driven in combination, or the three can be driven simultaneously, so that the driving force output by the power driving system 100 can be greatly enhanced, and the driving efficiency of the power system can be improved. And when one or two of the three power devices among the first motor generator 10, the second motor generator 20, and the engine 30 fail, the remaining power devices may be used as backup power sources to perform power output, thereby increasing the safety of the power drive system 100 and ensuring that the vehicle 1000 has stable power output all the time.
Therefore, in the first, second, third and fourth gears, the first motor generator 10 is adapted to be coupled with the first output shaft i 'through the first transmission mechanism in a power coupling manner, that is, when the vehicle 1000 is in a hybrid driving state, the first motor generator 10 is connected with the first output shaft i' through the first transmission mechanism, and the driving force output by the first motor generator 10 is transmitted to the first output shaft i 'through the first transmission mechanism and is output to the differential Z through the first output shaft i' to realize power output.
In the fifth gear and the sixth gear, the first motor generator 10 is adapted to be coupled with the second output shaft ii 'through the first transmission mechanism, that is, when the vehicle 1000 is in the hybrid driving state, the first motor generator 10 is connected with the second output shaft ii' through the first transmission mechanism, and the driving force output by the first motor generator 10 is transmitted to the second output shaft ii 'through the first transmission mechanism and is output to the differential Z through the second output shaft ii' to realize power output.
In the first, second, third, fourth, fifth and sixth gears, the second motor generator 20 is output through the second transmission mechanism and the gear driven gear connected to the second transmission mechanism, as shown in fig. 1, the second transmission mechanism is connected to the first gear driven gear 1b on the first output shaft i ', so that the driving force output by the second motor generator 20 is output to the first output shaft i ' through the second transmission mechanism and the first gear driven gear, and is output to the wheel through the first output shaft i ', and the electric driving of the second motor generator 20 is realized.
As shown in fig. 1, the first motor generator 10, the second motor generator 20 and the engine 30 are connected in parallel to the output shaft, so that at least one of the first motor generator 10 and the second motor generator 20 can be selected to drive the vehicle 1000 to run simultaneously with the engine 30, thereby realizing hybrid operation of the vehicle 1000; or the vehicle 1000 is driven to run by the engine 30 alone, so that pure fuel driving is realized; or at least one of the first motor generator 10 and the second motor generator 20 drives the vehicle 1000 to run, so that pure electric drive is realized, and the driving mode can be flexibly selected. The hybrid power system structure can better highlight the advantages of strong dynamic property, simple structure and complete vehicle space arrangement of the parallel structure through direct torque coupling. And under pure electric operating mode, first motor generator 10, second motor generator 20 all have very high transmission efficiency, need realize the problem of pure electric operating mode through complicated the shifting in derailleur 1 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 and leading to pure electric operating mode, are particularly useful for inserting in electric formula hybrid vehicle 1000.
In this way, the engine 30 can realize power output of a plurality of forward gears and smoothness of shifting by the dual clutch transmission 1. And the power drive system 100 of the embodiment of the invention may include a plurality of operation modes when the first motor generator 10, the second motor generator 20, and the engine 30 are in different operation states:
in a pure electric mode: when only the first motor generator 10 is driven, 2 gears can be realized through the first transmission mechanism to drive the wheels; or when only the second motor generator 20 is driven, the wheels can be driven by the second transmission mechanism in the first gear and the reverse gear, and the wheels can be driven by the 2 gears of the second motor generator 20. When the power demand of the vehicle 1000 is large, the first motor generator 10 and the second motor generator 20 can simultaneously work, provide larger power and realize pure electric multi-gear output, and the system can also realize the working conditions of series, parallel and series-parallel modes.
In the series mode, the second motor generator 20 functions as a generator, the first clutch K1 is engaged, the power of the engine 30 is transmitted to the second motor through the first gear to generate power, the first motor generator 10 functions as a driving motor, and the first transmission mechanism realizes two-gear driving of the wheels.
In the parallel mode, when the engine 30 outputs the first-sixth gear, the hybrid parallel mode output of each gear can be realized by the intervention of the power of the first motor generator 10 and the second motor generator 20. Preferably, in order to simplify the control system and improve the operability of the system while avoiding the insufficiency of the rigidity and strength of the gear due to the superposition of the power of the motor and the engine 30 on the gear, the second motor generator 20 outputs the power through the first driven gear 1b in the hybrid operation. Therefore, the system design that the power of the engine 30 and the two motors is output to the wheels in a split mode can avoid the insufficient mechanical properties of the gears such as the strength, the rigidity and the tooth surface hardness of the gears and can also reduce the vibration and the noise of the whole system in the frequent gear shifting stage.
In the series-parallel mode, the first clutch K1 is engaged, the second motor generator 20 functions as a generator, and the power of the engine 30 is transmitted to the second motor generator 20 through the first gear to generate power, and the power of the first motor generator 10 is transmitted through the first transmission mechanism to realize hybrid output of each gear. When the first clutch K1 is engaged, the synchronizer is not actuated, and the power of the engine 30 is transmitted to the second motor generator 20 through the first-gear driven gear 1b, thereby realizing the parking power generation function.
The invention can realize the output of a plurality of gears in a pure electric mode, can realize the output in a series, parallel and series-parallel mode in a mixed mode, and can also realize the parking power generation function. Through directly connecting motor power to driven gear, shorten the transmission path at motor end, promote transmission efficiency, shorten the axial dimension of assembly simultaneously, outstanding bi-motor hybrid power system dynamic nature is strong, simple structure and the advantage that whole car spatial arrangement easily realized.
According to the power driving system 100 of the embodiment of the invention, the clutch is matched with different input shafts and output shafts to realize the switching of different gears, the first motor generator 10 is connected to the first output shaft I', the second motor generator 20 is connected with the driven gear, therefore, the first motor generator 10, the second motor generator 20 and the engine 30 are connected in parallel with the output shafts, the advantages of strong power and simple structure of a parallel structure and the realization of the spatial arrangement of the whole vehicle can be better highlighted, the problems of power interruption and low efficiency of overlong transmission chain caused by the pure electric working condition due to the gear shifting can be avoided under the pure electric working condition, the transmission efficiency of the electric driving is greatly improved, the power and the simple structure of the parallel structure are strong, the spatial arrangement of the whole vehicle is greatly improved, and a double-motor system can realize multiple operation modes, the dynamic property is greatly improved.
In some embodiments, as shown in fig. 1, the first transmission mechanism includes a first output shaft side gear 1d, a second output shaft side gear 2d, and a first motor side gear 1 c.
As shown in fig. 1, the first output shaft side gear 1d is hollow in the first output shaft i ', and the first output shaft side gear 1d can be selectively coupled with the first output shaft i ' through the fifth synchronizer E, so that the connection state of the first output shaft side gear 1d and the first output shaft i ' can be selected according to the working condition. If the vehicle 1000 does not need to transmit the driving force output from the first motor generator 10 through the first output shaft i ', the first output shaft side gear 1d is not connected to the first output shaft i'. When the driving force of the first motor generator 10 is required to be transmitted through the first output shaft i ', the first output shaft side gear 1d and the first output shaft i ' can be in power coupling connection, so that the connection state of the first output shaft side gear 1d and the first output shaft i ' can be flexibly selected according to the actual power requirement, the use requirement is met, and the structure is simple and practical.
The fifth synchronizer E engages the first output shaft side gear 1d with the first output shaft i'. Under the pure electric working condition, the driving force output by the first motor generator 10 is transmitted to the first output shaft i 'through the first motor side gear 1c and the first output shaft side gear 1d in turn, and is transmitted to the wheels through the first output shaft i'; under the hybrid working condition, when the vehicle 1000 is in the first, second, third, and fourth gears, the driving force output by the first motor generator 10 can act on the first output shaft i' together with the driving force output by the engine through the first motor side gear 1c, the first output shaft side gear 1d, so as to realize hybrid driving and improve the power performance of the vehicle 1000.
As shown in fig. 1, the second output shaft side gear 2d is freely sleeved on the second output shaft ii ', and the second output shaft side gear 2d can be selectively coupled with the second output shaft ii ', so that the connection state of the second output shaft side gear 2d and the second output shaft ii ' can be selected according to the working condition. If the vehicle 1000 does not need to transmit the driving force output from the first motor generator 10 through the second output shaft ii ', the second output shaft side gear 2d is not connected to the second output shaft ii'. When the driving force of the first motor generator 10 is required to be transmitted through the second output shaft ii ', the second output shaft side gear 2d and the second output shaft ii ' can be connected in a power coupling manner, so that the connection state of the second output shaft side gear 2d and the second output shaft ii ' can be flexibly selected according to the actual power requirement, the use requirement is met, and the structure is simple and practical.
The sixth synchronizer F engages the second output shaft side gear 2d with the second output shaft ii'. In the pure electric working condition, the driving force output by the first motor generator 10 is transmitted to the second output shaft ii 'through the first motor side gear 1c and the second output shaft side gear 2d in turn, and is transmitted to the wheels through the second output shaft ii'; under the hybrid working condition, when the vehicle 1000 is in the fifth gear and the sixth gear, the driving force output by the first motor generator 10 can jointly act on the second output shaft ii' through the first motor side gear 1c and the second output shaft side gear 2d and the driving force output by the engine, so as to realize hybrid driving, improve the power performance of the vehicle 1000, and ensure that the vehicle 1000 has stable and sufficient power output during the hybrid driving.
In some embodiments, as shown in fig. 1, the first output shaft side gear 1d is located between the gear driven gear corresponding to the first input shaft i and the gear driven gear corresponding to the second input shaft ii on the first output shaft i ', and the installation position of the first output shaft side gear 1d on the first output shaft i' is located between the installation positions of the plurality of gear driven gears on the first output shaft i ', and as shown in fig. 1, the first output shaft side gear 1d is installed between the third gear driven gear 3b and the fourth gear driven gear 4b, so that the installation of the gears on the first output shaft i' is more compact. Therefore, the overall structure of the transmission 1 is more compact, the axial length of the transmission 1 assembly is shortened, and the spatial arrangement of the whole vehicle is easy to realize.
In some embodiments, as shown in fig. 1, the second output shaft side gear 2d is located between the gear driven gear corresponding to the first input shaft i and the gear driven gear corresponding to the second input shaft ii on the second output shaft ii ', and the mounting position of the second output shaft side gear 2d on the second output shaft ii' is located between the mounting positions of the plurality of gear driven gears on the second output shaft ii ', as shown in fig. 1, the second output shaft side gear 2d is mounted between the fifth gear driven gear 5b and the sixth gear driven gear 6b, and the mounting of the gears on the second output shaft ii' is more compact. Therefore, the overall structure of the transmission 1 is more compact, the axial length of the transmission 1 assembly is shortened, and the spatial arrangement of the whole vehicle is easy to realize.
In some embodiments, the first output shaft i ' and the second output shaft ii ' are respectively provided with a synchronizer for synchronizing the first output shaft side gear 1d and the second output shaft side gear 2d, as shown in fig. 1, the first output shaft i ' is provided with a fifth synchronizer E for synchronizing the first output shaft side gear 1d, so that the first output shaft side gear 1d and the first output shaft i ' can be easily disconnected and combined, and the connection state of the first output gear 1Z and the first output shaft i ' can be selected according to working condition requirements. The sixth synchronizer F is arranged on the second output shaft II ' and used for synchronizing the second output shaft side gear 2d, disconnection and combination of the first output shaft side gear 1d and the first output shaft I ' are easy to achieve, the connection state of the second output gear 2Z and the second output shaft II ' is selected according to working condition requirements, and therefore the driving force output by the first motor generator 10 can well meet actual power requirements of the vehicle 1000 through common action of the fifth synchronizer E and the sixth synchronizer F.
In some embodiments, as shown in fig. 1, the second transmission mechanism includes a second motor-side gear 2c, the second motor-side gear 2c is connected to the second motor generator 20, a motor shaft of the second motor generator 20 is connected to the second motor-side gear 2c, and the second motor-side gear 2c is engaged with one of the gear driven gears, and as shown in fig. 1, the second motor-side gear 2c is engaged with the first gear driven gear 1 b. Thus, when the second motor generator 20 rotates, the output driving force is transmitted to the first driven gear 1b via the second motor-side gear 2 c. At this time, if a third-gear synchronizer B synchronously connects the first output shaft i 'with the first-gear driven gear 1B, the driving force transmitted by the first-gear driven gear 1B is transmitted to the main reducer Z through the first output shaft i' to drive the wheels to rotate; if a third gear synchronizer B disconnects the first output shaft I ' from the first gear driven gear 1B, the driving force transmitted by the first gear driven gear 1B is output to a sixth reverse gear synchronizer C through a reverse gear driving gear 1Ra and a reverse gear driven gear Rb, and the sixth reverse gear synchronizer C synchronously connects the reverse gear driven gear Rb with the second output shaft II ', so that the second output shaft II ' can output the driving force to drive the main speed reducer Z to move, and further drive wheels to rotate.
In this way, in the pure electric mode, the driving force output from the second motor generator 20 is transmitted to the first output shaft i 'via the second motor-side gear 2c and the first-gear driven gear 1b in this order, and is transmitted to the wheels via the first output shaft i'. Under the hybrid working condition, when the vehicle 1000 is in first, second, third and fourth gears, the driving force output by the second motor generator 20 can act on the first output shaft i' together with the driving force output by the engine through the second motor side gear 2c, the first gear driven gear 1b to realize hybrid driving, and the power performance of the vehicle 1000 is improved; when the vehicle 1000 is in the fifth gear and the sixth gear, the driving force output by the second motor generator 20 acts on the first output shaft i 'through the second motor side gear 2c and the first gear driven gear 1b, and the driving force output by the engine acts on the second output shaft ii' to realize hybrid driving, thereby improving the power performance of the vehicle 1000 and ensuring that the vehicle 1000 has stable and sufficient power output during hybrid driving.
The power driving 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: in the electric-only mode, the first motor generator 10 can drive the wheels through the first transmission mechanism in the 2-gear mode by operating the fifth synchronizer E or the sixth synchronizer F. By actuating the first-third gear synchronizer B and the sixth-reverse gear synchronizer C, the second motor generator 20 can drive the wheels in the first gear and the reverse gear through the second transmission mechanism, and 2 gears of the second motor generator 20 drive the wheels. When the power demand is great, can two motors simultaneous working, provide bigger power and realize pure electronic many grades of outputs.
2. Outputting in a first-sixth gear and reverse pure fuel mode: neither the first motor generator 10 nor the second motor generator 20 is operated. When the transmission 1 outputs odd gears, 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 1 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. Hybrid power output: in the series mode, the second motor generator 20 functions as a generator, the first clutch K1 is engaged, the power of the engine 30 is transmitted to the second motor generator 20 through the first-speed driven gear 1b to generate electric power, and the first motor generator 10 functions as a driving motor to drive the wheels in two speeds by operating the fifth synchronizer E or the sixth synchronizer F. In the parallel mode, while the engine 30 outputs the first-sixth gear, the power intervention of the first motor generator 10 and the second motor generator 20 can be realized by the action synchronizer, so that the hybrid parallel mode output of each gear is realized. In the series-parallel mode, the first clutch K1 is engaged, the second motor generator 20 functions as a generator, the power of the engine 30 is transmitted to the second motor generator 20 through the first gear to generate power, and the power of the first motor generator 10 is transmitted to the fifth synchronizer E or the sixth synchronizer F to realize hybrid output of each gear.
4. Driving to generate electricity: in the driving process, when the power of the engine 30 is input from the first input shaft I, the power of the engine 30 is output to wheels, and meanwhile, part of the power is also transmitted to the second motor generator 20 through the first-gear driven gear 1 b; when the power of the engine 30 is input from the second input shaft ii and output from the second gear and the fourth gear, the first-third synchronizer B is engaged with the first-gear driven gear 1B, and while the power of the engine 30 is output to the wheels, a part of the power is also transmitted to the second motor generator 20 through the first-gear driven gear 1B; when the power of the engine 30 is output from the second input shaft ii and the sixth gear, the fifth-gear synchronizer D is combined with the fifth-gear driven gear 5b, and while the power of the engine 30 is output to the wheels, a part of the power is transmitted to the first input shaft i through the third-fifth-gear driving gear 35a and is also transmitted to the second motor generator 20 through the first-gear driven gear 1b, so that the driving power generation function of the system is realized.
5. Parking power generation: when the first clutch K1 is engaged, the synchronizer is not actuated, and the power of the engine 30 can be transmitted to the second motor generator 20 through the first-gear driven gear 1b to achieve the parking power generation.
6. Deceleration/braking energy recovery: during deceleration or braking, energy is transmitted from the wheels to the first motor generator 10 through the first transmission mechanism by actuating the fifth synchronizer E or the sixth synchronizer F, so that kinetic energy recovery is realized.
7. The vehicle 1000 backs: (1) in pure electric reverse, the first motor generator 10 can selectively output power by combining the fifth synchronizer E or the sixth synchronizer F through motor reversal, so as to realize reverse gear. The second motor generator 20 can output power by selectively combining a third synchronizer B through motor reverse rotation, and reverse gear is realized. (2) The engine 30 backs up, the first clutch K1 is combined, the six reverse synchronizer C acts, and the engine 30 achieves reverse gear and backing up through the reverse shaft III; (3) the reversing working condition of at least 3 gears can be realized under the hybrid power mode.
The invention also proposes a vehicle 1000.
According to the vehicle 1000 of the embodiment of the invention, as shown in fig. 2, the vehicle 1000 is provided with the power drive system 100 of any one of the above embodiments, the engine 30 can realize the power output of a plurality of forward gears and the smoothness of gear shifting through the dual clutch transmission 1, and can realize the power intervention of the first motor generator 10 and the second motor generator 20 under the condition that the structural change of the traditional dual clutch automatic transmission 1 is small. The hybrid power system structure can better highlight the advantages of strong dynamic property, simple structure and easy realization of the spatial arrangement of the whole vehicle through direct torque coupling. Set up two motors respectively in two output shafts department, directly be connected with main reducer Z through the speed reduction chain, shortened the axial distance of assembly greatly, easily the spatial arrangement of whole car. Through action synchronizer and clutch, can realize two motor drive electricelectric and keep off the position, establish ties, parallelly connected, series-parallel connection operating mode and functions such as parking electricity generation, driving electricity generation under the hybrid mode, can improve the operating efficiency of system greatly, reduce the energy consumption, reinforcing power improves the duration that whole car traveles.
In the description of the present invention, it is to be understood that the terms "central," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," "circumferential," and the like are used in the orientations and positional relationships indicated in the drawings for convenience in describing the invention and to simplify the description, and are not intended to indicate or imply that the referenced device or element must have a particular orientation, be constructed and operated in a particular orientation, and are not to be considered limiting of the invention.
In the description of the present invention, "the first feature" and "the second feature" may include one or more of the features.
In the description of the present invention, "a plurality" means two or more.
In the description of the invention, "on" or "under" a first feature may include that the first and second features are in direct contact, and may also include that the first and second features are not in direct contact but are in contact via another feature between them.
In the description of the invention, "above", "over" and "above" a first feature in a second feature includes the first feature being directly above and obliquely above the second feature, or simply means that the first feature is higher in level than the second feature.
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 (6)

1. A power drive system, comprising: an engine, a first motor generator, a second 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 provided with a reverse gear driven gear;
the reverse gear shaft is provided with a first reverse gear meshed with the reverse gear driving gear and a second reverse gear meshed with the reverse gear driven gear;
the first transmission mechanism is in power coupling connection with the first motor generator and is selectively in power coupling connection with the first output shaft and the second output shaft;
the second motor generator is in power coupling connection with a gear driven gear on one of the first output shaft and the second output shaft through the second transmission mechanism;
the first transmission mechanism includes:
a first output shaft side gear which is sleeved on the first output shaft in an empty mode and can be selectively in power coupling connection with the first output shaft;
a second output shaft side gear which is sleeved on the second output shaft in an empty mode, and the second output shaft side gear can be selectively in power coupling connection with the second output shaft;
a first motor side gear connected to the first motor generator and meshed with the first output shaft side gear and the second output shaft side gear.
2. A power drive system in accordance with claim 1, wherein a synchronizer for synchronizing said first output shaft side gear and said second output shaft side gear is provided on each of said first output shaft and said second output shaft.
3. A power drive system in accordance with claim 1, wherein said second transmission mechanism includes a second motor-side gear connected to said second motor generator, said second motor-side gear meshing with one of said gear driven gears.
4. A power drive system according to any one of claims 1-3, wherein the first input shaft is fixedly provided with a first-gear driving gear, a third-gear driving gear, a fifth-gear driving gear and a reverse-gear driving gear, the second input shaft is fixedly provided with a second-gear driving gear, a fourth-gear driving gear and a sixth-gear driving gear, the first output shaft is provided with a first-gear driven gear, a second-gear driven gear, a third-gear driven gear and a fourth-gear driven gear, the first output shaft is further provided with a first output gear, the second output shaft is provided with a fifth-gear driven gear, a sixth-gear driven gear and a reverse-gear driven gear, 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 and the reverse-gear driven gear are selectively in power coupling connection with the second output shaft through a sixth-reverse-gear synchronizer;
in the first, second, third and fourth gears, the first motor generator is suitable for being in power coupling with the first output shaft through the first transmission mechanism;
in fifth and sixth gears, the first motor generator is suitable for being in power coupling with the second output shaft through a first transmission mechanism;
and the second motor generator is output through the second transmission mechanism and a gear driven gear connected with the second transmission mechanism.
5. The power drive system as defined in claim 4, wherein the first gear drive gear and the reverse drive gear are integrated into a reverse drive gear, the reverse drive gear meshing with the first gear driven gear and the reverse 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.
6. A vehicle characterized by having a power drive system according to any one of claims 1-5.
CN201811456090.XA 2018-11-30 2018-11-30 Power driving system and vehicle Active CN111251862B (en)

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CN204340646U (en) * 2014-11-28 2015-05-20 安徽江淮汽车股份有限公司 A kind of hybrid transmissions
CN205639494U (en) * 2016-04-08 2016-10-12 重庆青山工业有限责任公司 Drive mechanism of hybrid vehicle derailleur
CN206086346U (en) * 2016-06-29 2017-04-12 比亚迪股份有限公司 Power drive system and vehicle
CN107539109A (en) * 2016-06-29 2018-01-05 比亚迪股份有限公司 Power-driven system and vehicle

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