CN111251868B - Power driving system and vehicle - Google Patents

Power driving system and vehicle Download PDF

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Publication number
CN111251868B
CN111251868B CN201811458586.0A CN201811458586A CN111251868B CN 111251868 B CN111251868 B CN 111251868B CN 201811458586 A CN201811458586 A CN 201811458586A CN 111251868 B CN111251868 B CN 111251868B
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China
Prior art keywords
gear
output shaft
output
power
motor generator
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CN201811458586.0A
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CN111251868A (en
Inventor
廉玉波
凌和平
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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    • 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: the engine, first, second motor generator, derailleur include: 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 in power coupling connection with the first output shaft through the first transmission mechanism; the second motor generator is in power coupling connection with the second output shaft through a second transmission mechanism. The power driving system has strong power and short transmission chain, does not have the problem of gear shifting power interruption, and can realize various operation modes such as parallel connection, parallel connection 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 output can be directly performed through the output shaft, a transmission chain is short, transmission efficiency is high, power performance is strong, and multiple operation modes such as parallel connection and series-parallel connection can be realized.
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 motor generator is in power coupling connection with the first output shaft through the first transmission mechanism; and the second motor generator is in power coupling connection with 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 provided by the embodiment of the invention, the clutch is matched with different input shafts and output shafts, the switching of different gears can be realized, the first motor generator is connected to the first output shaft, and the second motor generator is connected to the second output shaft, so that the first motor generator, the second motor generator and the engine are connected in parallel to the output shafts, the advantages of strong power performance and simple structure of a parallel structure and the realization of the spatial arrangement of a whole vehicle can be better highlighted, the problems of power interruption and low efficiency of overlong transmission chain caused by gear shifting under the pure electric working condition can be avoided, the transmission efficiency of electric driving is greatly improved, the power performance and the simple structure of the parallel structure are strong, the spatial arrangement of the whole vehicle is greatly improved, and in addition, the power driving system can also realize parking power generation, And multiple operation modes such as parallel connection, series-parallel connection and the like.
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:
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 are as follows:
in the case of the vehicle 1000, the vehicle,
the power-driven system 100 is provided with a power system,
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,
a first idle gear 1e, a second idle gear 2e, a first transmission gear 1f, a second transmission gear 2f,
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 reference numerals refer to the same or similar elements or elements having the same or similar functions 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 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 to 3, 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 be 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 used 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.
As shown in fig. 1 to 3, 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. 1-3, 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. Therefore, the volume of the whole transmission 1 can be reduced by the sleeving mode of the input shaft.
The first input shaft i is provided with four different gear driving gears, the first input shaft i 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, as shown in fig. 1-3, the second input shaft ii is provided with three different gear driving gears, and the second input shaft ii is fixedly provided with a second gear driving gear 2a, a fourth gear driving gear and a sixth gear driving gear. 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 are 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. 1-3, 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 may be both connected to the crankshaft of the engine 30, a flywheel, a dual mass flywheel, a damper, etc. 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. 1-3, 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 by the engine 30 can selectively pass through the first clutch K1 to the first input shaft i or the second clutch K2 to the second input shaft ii, 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.
Thus, during an upshift or a downshift of the transmission 1 from the odd-numbered gear to the even-numbered gear or from the even-numbered gear to the odd-numbered gear, the first clutch K1 and the second clutch K2 are shifted from each other, for example, from the first clutch K1 to the second clutch K2 or from the second clutch K2 to the first clutch K1. Thus, in the driving process of the vehicle 1000, the first clutch K1 and the second clutch K2 are alternately switched, so that 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 causing structural fatigue after being used for a long time and generating unfavorable deformation in severe cases. 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. 1-3, 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 main reducer driven gear Zb, that is, the main reducer driven gear Zb is connected with an output gear on an 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, the differential Z in turn and is transmitted to the wheels through the transmission half shafts by the differential Z, the transmission half shafts comprise a left transmission half shaft connected with the left wheels and a right transmission 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 gear driven gear can be selected to mesh according to specific working conditions and driving environments so as to realize the output of different rotating speeds and torques, the second output shaft II' is provided with a reverse gear driven gear Rb,
the second output shaft ii' is selectively connected with the reverse driven gear Rb to realize power transmission of the 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, 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 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 meshed with a first-gear driving gear of the first input shaft i, the third-gear driven gear 3b of the first output shaft i' is meshed with a third-gear driving gear of the first input shaft i, the second-gear driven gear 2b of the first output shaft i 'is meshed with a 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 meshed with a 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 to 3, the second output shaft ii ' is idle-sleeved with a fifth-gear driven gear 5b, a sixth-gear driven gear 6b and a reverse-gear driven gear Rb, and 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, and 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 three-gear driving gear and the five-gear driving gear are integrated into the same gear, that is, the three-five-gear driving gear 35a is engaged with both the three-gear driven gear 3b and the five-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 is meshed with the four-gear driven gear 4b and 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 both with a driven gear meshing, links to each other with reversing gear driven gear Rb again, 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, meanwhile, the installation space in the transmission 1 is greatly saved, and the installation and the replacement are convenient. It will be appreciated that the vehicle 1000 is operated in first or reverse gear with the wheels rotating at a lower speed and requiring a greater amount of drive power, and therefore, sharing the reverse drive gear with the first driven gear is preferred, more rational and more convenient to use than sharing the reverse drive gear with other drive gears.
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 to 3, the transmission 1 further includes: the system comprises a second-fourth gear synchronizer A, a first-third gear synchronizer B, a sixth reverse gear synchronizer C and a fifth gear synchronizer D.
Wherein, two keep off synchronous ware A and one keep off synchronous ware B all install in first output shaft I ', and two keep off driven gear 2B and four keep off driven gear 4B and be connected with I' power coupling of first output shaft through two keep off synchronous ware A selectively, two 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 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 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 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 driving gear, the second reverse gear 2R is engaged with 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 driving gear and the reverse driving gear, so that after the transmission 1 is installed and fixed, the power of the reverse driving gear can be effectively transmitted to the reverse 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 driving gear and the reverse driven gear Rb, the limitation on the installation position is small, and the transmission 1 is convenient to be integrally installed, 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, and at this time, the vehicle 1000 advances at 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 from the reverse driving gear through the first reverse gear 1R and the second reverse gear 2R, the rotation directions of the reverse driving gear and the reverse driven gear Rb are the same, the rotation directions of the reverse driving gear and the first driven gear 1b are opposite, namely, the rotation 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 opposite to the direction of the driving force output by the first driven gear 1b, therefore, the reverse driving of the wheel can be realized, namely, 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. 1-3, the first output shaft i 'is provided with a first output gear 1Z, the first output gear 1Z is provided at an end 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 to the first output shaft i 'by the corresponding driving gear and driven gear, and transmitted to the first output gear 1Z by the first output shaft i', and the first output gear 1Z is transmitted to the differential Z, and the wheels are driven to rotate by the differential Z.
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 1 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, 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-order power transmission path is as follows: 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 differential Z and the 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 5 b-the second output shaft ii' -the second output gear 2Z-the differential Z-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 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 motor generator 10 is in power coupling connection with the first output shaft i 'through the first transmission mechanism, that is, the first motor generator 10 can be connected with the first output shaft i' through the first transmission mechanism. Like this, first motor generator 10 can drive first output shaft I ' when linking to each other with first output shaft I ' and rotate from this, can realize the electric drive of vehicle 1000, and first motor generator 10 links to each other with first output shaft I ', can avoid the problem that power was interrupted when leading to the electricelectric operating mode owing to shifting gears, and the driving chain of electric drive mode is short, and transmission efficiency is higher, especially is suitable for and inserts electric formula hybrid vehicle 1000.
Locate first output shaft I 'with first motor generator 10, 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, 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' to rotate independently, for example, in the case of failure of the engine 30 or insufficient fuel of the engine 30, the first motor generator 10 can be used for realizing electric drive of the vehicle 1000, and the vehicle 1000 can be purely electrically driven. Therefore, the driving mode of the power system of the vehicle 1000 is more flexible and practical, and the use requirements of the vehicle 1000 under different situations can be met.
As shown in fig. 1 to 3, the first motor generator 10 is connected to the first output shaft i 'through the first transmission mechanism, and the first output shaft i' is provided with 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, so that when the power output by the engine 30 is insufficient, the first motor generator 10 and the engine 30 can output power at the same time, and further, when the vehicle 1000 is in the first gear, the second gear, the third gear, or the fourth gear, the driving force is increased, thereby ensuring that the vehicle 1000 can perform effective power driving in the first gear, the second gear, the third gear, or the fourth gear state.
The transmission 1 includes a second transmission mechanism, as shown in fig. 1-3, the second motor generator 20 is in power coupling connection with the second output shaft ii 'through the second transmission mechanism, that is, the second motor generator 20 is directly connected with the differential Z through the second output shaft ii', so that the axial distance of the assembly is greatly shortened, and the spatial arrangement of the whole vehicle is easy.
The second output shaft ii' is provided with a fifth-gear driven gear 5b, a sixth-gear driven gear 6b and a reverse-gear driven gear Rb, so that the second motor generator 20 can output power simultaneously with the engine 30, and further, when the vehicle 1000 is in fifth gear, sixth gear and reverse gear, the driving force is increased, it is ensured that the vehicle 1000 has sufficient driving force, and the reliability and stability of the driving process of the power driving system 100 are improved.
In this way, the first motor generator 10, the second motor generator 20 and the engine 30 can all be used for driving the vehicle 1000 to move, and the first motor generator 10, 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.
In the first, second, third, fourth, fifth and sixth gears, the first motor generator 10 is adapted to be output through the first transmission mechanism and the first output shaft i ', that is, when the vehicle 1000 is in a hybrid driving state, the driving force output by the first motor generator 10 is directly output to the wheels through the first output shaft i', as shown in fig. 1 to 3, the first motor generator 10 is connected to the first transmission mechanism, the first transmission mechanism is connected to the first output shaft i ', and the power output by the first motor generator 10 sequentially passes through the first transmission mechanism, the first output shaft i' and the differential Z to realize power transmission.
In the first, second, third, fourth, fifth and sixth gears, the second motor generator 20 is adapted to output through the second transmission mechanism and the second output shaft ii ', that is, when the vehicle 1000 is in the hybrid driving state, the driving force output from the second motor generator 20 is directly output to the wheels through the second output shaft ii'. As shown in fig. 1 to fig. 3, the second motor generator 20 is connected to a second transmission mechanism, the second transmission mechanism is connected to the second output shaft ii ', and the driving force output by the second motor generator 20 sequentially passes through the second transmission mechanism, the second output shaft ii', and the differential Z, and is transmitted to the wheels by the differential Z, so as to realize power output.
As shown in fig. 1 to 3, 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. Under the pure electric working condition, the first motor generator 10 and the second motor generator 20 both have high transmission efficiency, the problem that the pure electric working condition is realized by complex gear shifting and transmission chains in the transmission 1 in a general hybrid power system is avoided, the problems of power interruption and low efficiency of overlong transmission chains under the pure electric working condition caused by gear shifting are also avoided, and the plug-in hybrid power vehicle is particularly suitable for the plug-in hybrid power vehicle 1000.
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 ', and the second motor generator 20 is connected to the second output shaft II', therefore, the first motor generator 10, the second motor generator 20 and the engine 30 are connected in parallel to 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 multiple operation modes can be realized by a double-motor system, the dynamic property is greatly improved.
In some embodiments, as shown in fig. 1-3, the first output shaft i ' is provided with a first output gear 1Z in an empty sleeve, and the first output gear 1Z is selectively connected with the first output shaft i ', so that the connection state of the first output gear 1Z and the first output shaft i ' can be selected according to the requirements of working conditions. When the vehicle 1000 normally runs, the first output gear 1Z is connected with the first output shaft i 'in a power coupling way, so that the vehicle 1000 can be driven to run by outputting driving force through the first output shaft i'; when the vehicle 1000 is in the parking state, the first output gear 1Z is not connected to the first output shaft i ', and the engine 30 drives the first output shaft i ' to rotate, and the first output shaft i ' drives the first motor-side gear 1c to rotate and drives the first motor generator 10 to generate power, whereby the parking power generation by the first motor generator 10 can be realized.
As shown in fig. 1 to 3, the transmission 1 further includes a fifth synchronizer E for selectively connecting the first output gear 1Z with the first output shaft i ', that is, the fifth synchronizer E can selectively output the driving force of the first output shaft i ' to the wheels through the first output gear 1Z, thereby facilitating the disconnection and connection of the first output gear 1Z and the first output shaft i ', and facilitating the parking power generation of the first motor generator 10.
When the first output gear 1Z is separated from the first output shaft i ' by the fifth synchronizer E (non-coupled state), the driving force output from the engine 30 may be transmitted to the first output shaft i ' through the first input shaft i or the second input shaft ii, and the first output shaft i ' outputs the driving force to the first motor generator 10 through the first transmission mechanism, and at this time, the first motor generator 10 functions as a generator to generate electricity, and the generated electric energy is stored in the power battery of the vehicle 1000 for subsequent use.
As shown in fig. 1-3, the second output shaft ii ' is provided with a second output gear 2Z in an empty sleeve manner, and the second output gear 2Z is selectively connected with the second output shaft ii ', so that the connection state of the second output gear 2Z and the second output shaft ii ' can be selected according to the working condition. When the vehicle 1000 normally runs, the second output gear 2Z is connected with the second output shaft ii 'in a power coupling manner, so that the vehicle 1000 can be driven to run by outputting driving force through the second output shaft ii'; when the vehicle 1000 is in the parking state, the second output gear 2Z is not connected to the second output shaft ii ', and the engine 30 drives the second output shaft ii ' to rotate via the transmission gear, and the driving force output from the second output shaft ii ' can drive the second motor side gear 2c to rotate and drive the second motor generator 20 to generate power, whereby the parking power generation by the second motor generator 20 can be realized.
As shown in fig. 1 to 3, the transmission 1 further includes a sixth synchronizer F for selectively connecting the second output gear 2Z with the second output shaft ii ', that is, the sixth synchronizer F can selectively output the driving force of the sixth output shaft to the wheels through the second output gear 2Z, whereby the disconnection and connection of the second output gear 2Z with the second output shaft ii' are easily achieved, and the parking power generation of the second motor generator 20 is facilitated.
When the second output gear 2Z is separated from the second output shaft ii 'by the sixth synchronizer F (non-coupled state), the driving force output from the engine 30 may be transmitted to the second output shaft ii' through the first input shaft i or the second input shaft ii ', and the second output shaft ii' outputs the driving force to the second motor generator 20 through the second transmission mechanism, at this time, the second motor generator 20 generates electricity as a generator, and stores the generated electricity in the power battery of the vehicle 1000, which is convenient for subsequent use.
The power drive system 100 according to the embodiment of the invention has a pure electric operation mode and a hybrid operation mode.
In the pure electric operation mode and the hybrid operation mode, when the first output gear 1Z is disconnected from the first output shaft i ', the power output by the first motor generator 10 is suitable for being output through the second output shaft ii', and the power output by the second motor generator 20 is suitable for being output through the second output shaft ii ', i.e. the driving force output by the first motor generator 10 and the driving force output by the second motor generator 20 can both be output to the wheels through the second output shaft ii'; when the second output gear 2Z is disconnected from the second output shaft ii ', the power output from the first motor generator 10 is adapted to be output through the first output shaft i ', and the power output from the second motor generator 20 is adapted to be output to the wheels through the first output shaft i '.
Specifically, the first motor generator 10 can selectively output power to the wheels through the fifth synchronizer E via the first output shaft i' and the first output gear 1Z; or reverse gear is realized by the first motor generator 10 reversely rotating and selectively outputting the motor power to the wheels through the first output gear 1Z via the first output shaft i' via the fifth synchronizer E; the second-fourth gear synchronizer A can selectively connect the power of the motor to the second input shaft II through the second-gear driven gear 2b and the fourth-gear driven gear 4b, and the sixth-reverse gear synchronizer C and the fifth-gear synchronizer D can selectively connect the power to the second output shaft II' through the sixth-gear driven gear 6b or the fifth-gear driven gear 5b and output the power to the wheels.
The first motor generator 10 can also selectively connect power to the first input shaft I through a first-gear driven wheel by a third-gear synchronizer B, and selectively transmit the power to the second output shaft II' through a reverse gear shaft III by a sixth-gear synchronizer C to output the power to wheels to realize the reverse gear working condition. The first motor generator 10 can realize the output selection of 5 forward gears and 2 reverse gears under the pure electric working condition. Similarly, the second motor generator 20 can also achieve 5 forward gears and 2 reverse gears of pure electric driven by the second motor generator 20 through the action synchronizer. When the two motors are used as driving motors at the same time, the power of the two motors can be respectively output to the driven gear Zb of the main reducer from two output shafts by actuating the sixth synchronizer F and the fifth synchronizer E, and the problem of insufficient power during pure electric operation is solved.
Thus, the powertrain 100 as shown in fig. 1-3 includes a plurality of electric only drive modes:
1) only the first motor generator 10 is in a working state, when the first output gear 1Z is connected with the first output shaft I 'and the second output gear 2Z is disconnected with the second output shaft II', the first motor generator 10 drives the first output shaft I 'to rotate, the first output shaft I' transmits driving force to the first output gear 1Z, and the driving force is output to the differential Z through the first output gear 1Z, so that pure electric driving of the first motor generator 10 is realized.
2) Only the second motor generator 20 is in a working state, when the second output gear 2Z is connected with the second output shaft ii 'and the first output gear 1Z is disconnected from the first output shaft i', the second motor generator 20 drives the second output shaft ii 'to rotate, the second output shaft ii' transmits the driving force to the second output gear 2Z and is output to the differential Z by the first output gear 1Z, and pure electric driving of the second motor generator 20 is realized.
3) When the first motor generator 10 and the second motor generator 20 are both in an operating state, the first output gear 1Z is connected to the first output shaft i 'and the second output gear 2Z is disconnected from the second output shaft ii', the first motor generator 10 drives the first output shaft i 'to rotate, the first output shaft i' transmits the driving force to the first output gear 1Z, and is outputted from the first output gear 1Z to the differential Z, and the power outputted from the second motor generator 20 can be transmitted to the first output shaft i' by the fourth-sixth-gear driving gear 46a, the third-fifth-gear driving gear 35a or the reverse-gear driving gear 1Ra, thus, the driving forces output from the first motor generator 10 and the second motor generator 20 are both transmitted to the first output gear 1Z by the first output shaft I', and the differential Z is driven to operate through the first output gear 1Z, so that pure electric drive of the first motor generator 10 and the second motor generator 20 in a matched mode is realized.
4) When the first motor generator 10 and the second motor generator 20 are both in an operating state, the second output gear 2Z is connected to the second output shaft ii 'and the first output gear 1Z is disconnected from the first output shaft i', the second motor generator 20 drives the second output shaft ii ' to rotate, the second output shaft ii ' transmits the driving force to the second output gear 2Z, the driving force output from the first motor generator 10 can be transmitted to the second output shaft ii ' by the fourth-sixth-gear driving gear 46a, the third-fifth-gear driving gear 35a or the reverse driving gear 1Ra, whereby the driving forces output from the first motor generator 10 and the second motor generator 20 are both transmitted to the second output gear 2Z via the second output shaft ii', and the differential Z is driven to operate through the second output gear 2Z, so that pure electric drive of the first motor generator 10 and the second motor generator 20 in a matched mode is realized.
Of course, the power drive system 100 of the embodiment of fig. 1-3 also includes other electric-only drive modes, which are not necessarily exhaustive.
The hybrid operation mode is that the engine 30 is added to the pure electric drive mode to drive the corresponding gear, and the driving of the engine 30 is not interfered with the driving of the first motor generator 10 and the second motor generator 20, and meanwhile, the hybrid operation mode can enhance the driving force output by the power drive system 100, improve the operation efficiency of the power drive system 100 for driving the vehicle 1000, amplify the maximum output torque of the whole vehicle by N times, and improve the dynamic performance and the passing capability (such as maximum climbing slope and escaping capability). 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, when the engine 30 outputs power from first gear to sixth gear, one or both of the first motor generator 10 and the second motor generator 20 may be selectively caused to output power simultaneously, so that the two motor generators output motor power through the first output gear 1Z or the second output gear 2Z, respectively, thereby implementing a parallel operation condition in the hybrid mode. When the engine 30 outputs power from the first gear to the fourth gear, the fifth synchronizer E is coupled to the first output gear 1Z, the sixth synchronizer F is coupled to the second output gear 2Z, the engine 30 outputs power through the first output shaft i ', and simultaneously, the power is also transmitted to the first motor generator 10 through the gear transmission mechanism, the first motor generator 10 serves as a generator to charge a battery, and at this time, the second motor generator 20 serves as a motor to output power from the direct gear to the differential Z through the second output shaft ii', so that the first gear-fourth gear series-parallel operation condition in the hybrid mode is realized. Similarly, when the engine 30 outputs power from the fifth and sixth gears, the hybrid operation of the fifth and sixth gears in the hybrid mode can be achieved by using the first motor generator 10 as a motor and the second motor generator 20 as a generator.
Therefore, the running efficiency of the system can be improved, the energy consumption is reduced, the power is enhanced, and the cruising ability is improved by running different associated working conditions in the running process. When the fifth synchronizer E is not coupled to the first output gear 1Z and the sixth synchronizer F is not coupled to the second output gear 2Z, the engine 30 may transmit power from the first output shaft i 'to the first motor generator 10 through a gear or transmit power from the second output shaft ii' to the second motor generator 20 through a gear to implement a parking power generation function, and may implement power generation at different speed ratios by selecting different gears to implement parking power generation at higher efficiency.
The power drive system 100 of the embodiment of the invention has a first parking power generation operation mode and a second parking power generation operation mode:
in the first parking power generating operation mode, the first output gear 1Z is disconnected from the first output shaft i ', and the power output from the engine 30 is adapted to drive the first motor generator 10 through the first output shaft i' and the first transmission mechanism to generate power.
In the second parking power generation operation mode, the second output gear 2Z is disconnected from the second output shaft ii ', and the power output from the engine 30 is adapted to drive the second motor generator 20 through the second output shaft ii' and the second transmission mechanism to generate power.
When the first clutch K1 is engaged, the fifth synchronizer E is not actuated, and by actuating the first-third synchronizer B, the power of the engine 30 is connected to the first output shaft i' through the first-gear driven gear 1B or the third-gear driven gear 3B, and the power is transmitted to the first motor generator 10 through the first transmission mechanism to generate power; the power of the second motor generator 20 is directly transmitted to the second output shaft II' through gear transmission by actuating the sixth synchronizer F in combination with the second output gear 2Z for power output; the second clutch K2 may be engaged, the fifth synchronizer E may not be operated, the second or fourth synchronizer a may be operated to couple the power of the engine 30 to the first output shaft i 'through the second or fourth driven gear 4b, the power may be transmitted to the first motor generator 10 through the first transmission mechanism to generate power, the sixth synchronizer F may be operated to couple the output gear 2Z, and the power of the second motor generator 20 may be transmitted to the second output shaft ii' through gear transmission to output power, that is, the first motor generator 10 may be used as a generator, and the second motor generator 20 may be used as a motor, thereby realizing the series operation of the system.
Similarly, the series operation of the system can be achieved by using the first motor generator 10 as a motor and the second motor generator 20 as a generator.
In the embodiment shown in fig. 3, the second transmission mechanism comprises: a second motor side gear 2c, a second idle gear 2e, and a second output shaft side gear 2d, the second motor side gear 2c being connected to the second motor generator 20, the second idle gear 2e being engaged with the second motor side gear 2c, the second idle gear 2e being engaged with the second output shaft side gear 2d, the second output shaft side gear 2d being fixed to the second output shaft ii ', so that the driving force output from the second motor generator 20 is transmitted to the second output shaft ii ' through the second motor side gear 2c, the second idle gear 2e, and the second output shaft side gear 2d in this order, and is transmitted to the wheels through the second output shaft ii '. And the second idle gear 2e may be sized according to the relative position of the second motor generator 20 and the second output shaft ii'. Therefore, arrangement of the second motor generator 20 is facilitated, limitation of the transmission 1 mechanism to the installation position of the second motor generator 20 is reduced, installation difficulty is reduced, transmission efficiency of the second motor generator 20 is improved, power loss in the transmission process is reduced, and the structure is simple and practical.
In this way, in the pure electric power operating condition, the engine 30 does not operate, and the driving force output by the second motor generator 20 is transmitted to the second output shaft ii 'through the second motor-side gear 2c, the second idle gear 2e, and the second output shaft-side gear 2d in this order, and is transmitted to the wheels through the second output shaft ii', so that the pure electric power generation of the second motor generator 20 is realized.
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 acts on the second output shaft ii 'through the second motor side gear 2c, the second idle gear 2e and the second output shaft side gear 2d, the driving force of the engine 30 acts on the first output shaft i', and the driving force transmitted by the first output shaft i 'and the second output shaft ii' is simultaneously output to the differential Z, so that hybrid driving is realized, 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 from the second motor generator 20 acts on the second output shaft ii' together with the driving force output from the engine 30 through the second motor-side gear 2c, the second idle gear 2e, the second output shaft-side gear 2d, and thus the hybrid driving is realized, the power performance of the vehicle 1000 is improved, and the vehicle 1000 is ensured to have stable and sufficient power output during the hybrid driving.
As shown in fig. 1 to 3, 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 ', and as shown in fig. 3, the second output shaft side gear 2d is mounted between the fifth gear driven gear 5b and the sixth gear driven gear 6b, so that 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.
As shown in fig. 1 to 3, the second idle gear 2e is fitted around the reverse shaft iii, and the rotation of the second idle gear 2e does not interfere with the rotation of the reverse shaft iii. In one embodiment, the second idle gear 2e is sleeved on the reverse gear shaft iii through a bearing, so that the second idle gear 2e and the reverse gear shaft iii do not interfere with each other in movement, and the reverse gear shaft iii can support the second idle gear 2e, so as to improve the stability and accuracy of transmission of the second idle gear 2 e.
Wherein the mounting position of the second idle gear 2e 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, as shown in fig. 1 to 3, the mounting of the respective gears on the reverse shaft iii 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.
Several embodiments of the power drive system provided with different first transmission mechanisms are described below.
In one embodiment, as shown in fig. 1, the first transmission mechanism includes: first motor side gear 1c and first output shaft side gear 1d, first motor side gear 1c links to each other with first motor generator 10, first output shaft side gear 1d meshes with first motor side gear 1c, first output shaft side gear 1d is fixed in first output shaft I ', like this, the drive power of first motor generator 10 output can directly be transmitted to first output shaft side gear 1d through first motor side gear 1c to by first output shaft I' output, the transmission process is simple, therefore, power consumption in the reducible electronic process, transmission efficiency in the drive process of first motor generator 10 has greatly been improved.
In this way, in the pure electric mode, the driving force output by the first motor generator 10 is transmitted to the first output shaft i 'via the first motor-side gear 1c and the first output shaft-side gear 1d in this order, and is transmitted to the wheels via the first output shaft i'.
Under the working condition of hybrid power, when the vehicle 1000 is in 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 and the first output shaft side gear 1d so as to realize hybrid power driving and improve the power performance of the vehicle 1000; when the vehicle 1000 is in the fifth gear and the sixth gear, the driving force output by the first motor generator 10 acts on the first output shaft i 'through the first motor-side gear 1c and the first output shaft-side gear 1d, and the driving force output by the engine 30 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. Of course, when the first motor generator 10 outputs power, the operating state of the second motor generator 20 can be selected according to the actual operating requirement, so that when the power requirement is large, the first motor generator 10 and the second motor generator 20 output driving force simultaneously, thereby ensuring sufficient power output and reliable power performance of the vehicle 1000.
The first output shaft side gear 1d is located between the gear driven gear corresponding to the first input shaft i on the first output shaft i 'and the gear driven gear corresponding to the second input shaft ii, 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 ', 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, and the installation of each gear 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 the second embodiment, as shown in fig. 2, the first transmission mechanism includes: the first motor side gear 1c is connected with the first motor generator 10, the first idle gear 1e is meshed with the first motor side gear 1c, the first idle gear 1e is meshed with the first output shaft side gear 1d, the first output shaft side gear 1d is fixed on the first output shaft I', namely, the first motor side gear 1c and the first output shaft side gear 1d realize transmission through the first idle gear 1e, the rotating direction of the first motor side gear 1c is the same as that of the first output shaft side gear 1d, the first motor side gear 1c and the first output shaft side gear 1d are connected through the first idle gear 1e only, and the transmission efficiency is high.
In this way, the driving force output from the first motor generator 10 is transmitted to the first output shaft i 'via the first motor-side gear 1c, the first idle gear 1e, and the first output shaft-side gear 1d in this order, and is transmitted to the wheels via the first output shaft i'. And the first idle gear 1e can be 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 structure of the transmission 1 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 this way, in the pure electric mode, the driving force output by the first motor generator 10 is transmitted to the first output shaft i 'via the first motor-side gear 1c, the first idle gear 1e, and the first output shaft-side gear 1d 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 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 idle gear 1e, the first output shaft side gear 1d and the first output shaft side gear 1e to realize hybrid driving, thereby improving the power performance of the vehicle 1000; when the vehicle 1000 is in the fifth gear and the sixth gear, the driving force output by the first motor generator 10 acts on the first output shaft i 'through the first motor-side gear 1c, the first idle gear 1e, and the first output shaft-side gear 1d, 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. Of course, when the first motor generator 10 outputs power, the operating state of the second motor generator 20 can be selected according to the actual operating requirement, so that when the power requirement is large, the first motor generator 10 and the second motor generator 20 output driving force simultaneously, thereby ensuring sufficient power output and reliable power performance of the vehicle 1000.
The first output shaft side gear 1d is located between the gear driven gear corresponding to the first input shaft i on the first output shaft i 'and the gear driven gear corresponding to the second input shaft ii, 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 ', as shown in fig. 2, the first output shaft side gear 1d is installed between the third gear driven gear 3b and the fourth gear driven gear 4b, and the installation of each gear 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 the third embodiment, as shown in fig. 3, the first transmission mechanism includes: a first motor side gear 1c, a first idle gear 1e, a first transmission gear 1f, a second transmission gear 2f, a first output shaft side gear 1d, the first motor side gear 1c being connected to a first motor generator 10, the first idle gear 1e being engaged with the first motor side gear 1c, and the first idle gear 1e is engaged with the first transmission gear 1f, the first transmission gear 1f is coaxially and fixedly connected with the second transmission gear 2f, the second transmission gear 2f is engaged with the first output shaft side gear 1d, the first output shaft side gear 1d is fixed to the first output shaft i ', so that after the power output from the engine 30 is transmitted to the first output shaft i', can be transmitted to the first motor generator 10 sequentially through the first output shaft side gear 1d, the second transmission gear 2f, the first transmission gear 1f, the first idle gear 1e, and the first motor side gear 1 c. Therefore, arrangement of the first motor generator 10 is facilitated, limitation of the structure of the transmission 1 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 this way, in the pure electric mode, the driving force output from the first motor generator 10 is transmitted to the first output shaft i 'through the first motor-side gear 1c, the first idle gear 1e, the first transmission gear 1f, the second transmission gear 2f, and the first output shaft-side gear 1d in this order, and is transmitted to the wheels through 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 first motor generator 10 can act on the first output shaft i' together with the driving force output by the engine 30 through the first motor side gear 1c, the first idle gear 1e, the first transmission gear 1f, the second transmission gear 2f, the first output shaft side gear 1d, so as to realize hybrid driving and improve the power performance of the vehicle 1000; when the vehicle 1000 is in the fifth gear and the sixth gear, the driving force output from the first motor generator 10 acts on the first output shaft i 'through the first motor-side gear 1c, the first idle gear 1e, the first transmission gear 1f, the second transmission gear 2f, and the first output shaft-side gear 1d, and the driving force output from the engine 30 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 first output shaft side gear 1d is located between a gear driven gear corresponding to the first input shaft I and a gear driven gear corresponding to the second input shaft II on the first output shaft I ', 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 gear driven gears on the first output shaft I ', and 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.
Thus, according to the power drive system 100 of the embodiment of the present invention, the engine 30 can not only realize the smooth power output and gear shifting of a plurality of forward gears through the dual clutch transmission 1, but also realize the power intervention of the first motor generator 10 and the second motor generator 20 with a small structural change of the conventional dual clutch automatic transmission 1. 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. The two motors are respectively arranged at the two output shafts and are directly connected with the differential Z through the speed reduction chain, so that the axial distance of the assembly is greatly shortened, and the whole vehicle is easy to arrange in space. Through action synchronizer and clutch, can realize that bi-motor drive pure electric gear, series connection, parallelly connected, series-parallel connection operating mode and parking electricity generation, function such as 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," "transverse," "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, but are not intended to indicate or imply that the device or element so referred to must have a particular orientation, be constructed and operated in a particular orientation, and are not to be construed as limiting 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 present invention, the first feature being "on" or "under" the second feature may include the first and second features being in direct contact, and may also include the first and second features being in contact with each other not directly but through another feature therebetween.
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 (11)

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 used for connecting the first motor generator with the first output shaft in a power coupling way;
the second transmission mechanism is used for connecting the second motor generator with the second output shaft in a power coupling way;
the first transmission mechanism includes: the first motor side gear is connected with the first motor generator, the first idler gear is meshed with the first motor side gear and meshed with the first transmission gear, the first transmission gear is coaxially and fixedly connected with the second transmission gear, the second transmission gear is meshed with the first output shaft side gear, and the first output shaft side gear is fixed on the first output shaft.
2. The power drive system as defined in claim 1, wherein said first output shaft pocket is provided with a first output gear and said second output shaft pocket is provided with a second output gear.
3. A power drive system in accordance with claim 2, wherein said power drive system has at least an electric-only operating mode, a hybrid operating mode;
in the pure electric operation mode and the hybrid operation mode, when the first output gear is disconnected with the first output shaft, the power output by the first motor generator is suitable for being output through the second output shaft, and the power output by the second motor generator is suitable for being output through the second output shaft;
in the pure electric operation mode and the hybrid operation mode, when the second output gear is disconnected from the second output shaft, the power output by the first motor generator is suitable for being output through the first output shaft, and the power output by the second motor generator is suitable for being output through the first output shaft.
4. A power drive system in accordance with claim 2, wherein said power drive system has at least a first parking power generating operation mode in which said first output gear is disconnected from said first output shaft, and power output from said engine is adapted to drive said first motor generator through said first output shaft and said first transmission mechanism to generate power;
the power drive system has a second parking power generation operation mode in which the second output gear is disconnected from the second output shaft, and the power output from the engine is adapted to drive the second motor generator through the second output shaft and the second transmission mechanism to generate power.
5. 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 idler is provided with a first-gear driven gear, a second-gear driven gear, a third-gear driven gear and a fourth-gear driven gear, and the second output shaft idler is provided with a fifth-gear driven gear, a sixth-gear driven gear and a reverse-gear driven 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;
when the first gear, the second gear, the third gear, the fourth gear, the fifth gear and the sixth gear are adopted, the first motor generator is suitable for being output through the first transmission mechanism and the first output shaft, and the second motor generator is suitable for being output through the second transmission mechanism and the second output shaft.
6. The power drive system as defined in claim 5, 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.
7. A power drive system according to any of claims 1-6 wherein the second transmission comprises: a second motor side gear connected to the second motor generator, a second idle gear engaged with the second motor side gear and engaged with the second output shaft side gear, and a second output shaft side gear fixed to the second output shaft.
8. The power drive system of claim 7, wherein the second idler is idler on the reverse shaft.
9. A power drive system according to claim 7, wherein the first transmission mechanism comprises: a first motor side gear connected to the first motor generator, and a first output shaft side gear meshed with the first motor side gear, the first output shaft side gear being fixed to the first output shaft.
10. A power drive system according to claim 7, wherein the first transmission mechanism comprises: a first motor side gear, a first idle gear, and a first output shaft side gear, the first motor side gear being connected to the first motor generator, the first idle gear being engaged with the first motor side gear and with the first output shaft side gear, the first output shaft side gear being fixed to the first output shaft.
11. A vehicle characterized by having a power drive system according to any one of claims 1-10.
CN201811458586.0A 2018-11-30 2018-11-30 Power driving system and vehicle Active CN111251868B (en)

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