CN111251871B - Hybrid power driving system and vehicle - Google Patents

Hybrid power driving system and vehicle Download PDF

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Publication number
CN111251871B
CN111251871B CN201811459339.2A CN201811459339A CN111251871B CN 111251871 B CN111251871 B CN 111251871B CN 201811459339 A CN201811459339 A CN 201811459339A CN 111251871 B CN111251871 B CN 111251871B
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China
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motor
shaft
gear
engine
output
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CN111251871A (en
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廉玉波
凌和平
翟震
梅绍坤
熊雨超
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BYD Co Ltd
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BYD Co Ltd
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/24—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/26—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the motors or the generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • 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
    • B60K6/38—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 driveline clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—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
    • B60K2006/266—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 with two coaxial motors or generators
    • 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)
  • Hybrid Electric Vehicles (AREA)

Abstract

The application belongs to the technical field of hybrid power, and relates to a hybrid power driving system and a vehicle, wherein the hybrid power driving system comprises an engine, an engine output shaft, a first motor, a first shaft, a second motor, a second shaft, a connection disconnection unit, a first transmission mechanism, a second transmission mechanism and a differential mechanism; one end of the engine output shaft is connected with the engine, the first shaft is connected with the engine output shaft through the first transmission mechanism, the first motor and the engine are arranged in parallel at intervals, and the first motor and the second motor are arranged coaxially. The utility model provides a hybrid drive system and vehicle, first motor and the parallel interval arrangement of engine have eliminated the restriction with engine matched with fitting surface, can increase the external diameter of first motor. Thus, the axial length does not need to be increased to obtain the torque and the output of the first motor, and the mountability can be improved by shortening the axial length.

Description

Hybrid power driving system and vehicle
Technical Field
The application belongs to the technical field of hybrid power, and particularly relates to a hybrid power driving system and a vehicle.
Background
According to the existing hybrid power driving system, connection and disconnection switching between each hybrid power source and a wheel can be realized, and the working mode and the gear of the hybrid power driving system can be changed.
In the technology, the engine, the starting generator and the main driving motor are coaxially arranged, the engine and the starting generator are coaxially arranged, the rotating speed of the generator is the same as that of the engine during power generation, and the power generation efficiency is low.
Disclosure of Invention
The technical problem that this application will solve is: the hybrid power driving system and the vehicle are provided aiming at the problems that an engine of the existing hybrid power driving system, an integrated starter generator and a main driving motor are coaxially arranged, the axial space is long, and the carrying performance is poor.
In order to solve the above technical problem, in one aspect, an embodiment of the present application provides a hybrid drive system, including an engine, an engine output shaft, a first motor, a first shaft, a second motor, a second shaft, a connection disconnection unit, a first transmission mechanism, a second transmission mechanism, and a differential;
one end of the engine output shaft is connected with the engine, the first shaft is connected with the engine output shaft through the first transmission mechanism, the first motor and the engine are arranged in parallel at intervals, and the first motor and the second motor are coaxially arranged;
the second transmission mechanism is connected between the second shaft and the differential;
one end of the connection disconnection unit is connected with the first shaft, the other end of the connection disconnection unit is connected with the second shaft, and the connection disconnection unit is selectively engaged or disengaged to connect or disconnect power transmission between the first shaft and the second shaft.
Optionally (without copying, fixing the original and then copying), the second motor is located between the first motor and the engine in the axial direction, and both the end of the first shaft connected with the first transmission mechanism and the output end of the second shaft are located on the side of the second motor facing the engine; in the alternative, the first and second sets of the first and second sets of the first and second sets of the first and second sets of the first and second sets of the first and second sets of the second,
the first motor is axially positioned between the second motor and the engine, and one end of the first shaft connected with the first transmission mechanism and the output end of the second shaft are both positioned on one side of the first motor facing the engine; in the alternative, the first and second sets of the first and second sets of the first and second sets of the first and second sets of the first and second sets of the first and second sets of the second,
the first motor is located between the second motor and the engine in the axial direction, one end of the first shaft, which is connected with the first transmission mechanism, is located on one side, facing the engine, of the first motor, and the output end of the second shaft is located on one side, facing away from the first motor, of the second motor.
Optionally, the second shaft is fitted over an outer periphery of the first shaft, and the connection disconnection unit is disposed in a space formed between a rotor assembly of the second motor and the first shaft.
Optionally, the disconnection unit is a multi-disc clutch, the disconnection unit including a plurality of first friction elements fixed relative to and rotating integrally with the second shaft and a plurality of second friction elements fixed relative to and rotating integrally with the first shaft;
a plurality of first friction elements frictionally coupled with a plurality of second friction elements and integrally rotated in an engaged position of the connection disconnection unit to connect power transmission between the first shaft and the second shaft;
in the separated position of the connection disconnection unit, the plurality of first friction elements are separated from the plurality of second friction elements to disconnect the power transmission between the first shaft and the second shaft.
Optionally, an output shell is fixedly connected to an end of the second shaft close to the second motor, and the output shell is connected to the first friction elements of the disconnection unit through an output disc carrier, so that the second shaft, the output shell, the output disc carrier and the first friction elements are relatively fixed and integrally rotate; wherein the second shaft is fixedly connected with or integrally formed with the output housing.
Optionally, the same motor casing of first motor and second motor sharing, motor casing includes periphery wall and radial extension wall, radial extension wall will the periphery wall with space separation between the first axle is first space and second space, stator module and the rotor subassembly of first motor hold in the first space, stator module and the rotor subassembly of second motor hold in the second space, stator module and the stator module of second motor of first motor and stator module of second motor with motor casing fixed connection, the rotor subassembly of first motor with first axle fixed connection, the rotor subassembly of second motor with output disc holds carrier fixed connection.
Optionally, the hybrid drive system further comprises a control system including a housing fixed to a radially extending wall of the motor housing, and an actuator disposed within the housing, the rotor assembly of the second motor being rotatably supported on the housing, the actuator being configured to drive the disconnect unit between the engaged and disengaged positions.
Optionally, the actuator is of the hydraulic cylinder type, a cylinder is formed in the housing, the actuator includes a piston slidably disposed in the cylinder, the control system further includes a hydraulic fluid supply passage formed in the housing for supplying hydraulic fluid into the cylinder, an inner portion of the radially extending wall of the motor housing is provided with a hydraulic fluid supply passage interfacing with the hydraulic fluid supply passage, the hydraulic fluid supply passage is connected to an external hydraulic fluid supply device;
a thrust bearing and a force transmission component are arranged between the actuator and the connection and disconnection unit, an upper extension part protruding towards the connection and disconnection unit is arranged on the radial outer side of the force transmission component, the output shell is fixedly connected or integrally formed with an external reaction device protruding towards the connection and disconnection unit, and the force transmission component can freely rotate around the first shaft;
the thrust bearing is arranged to transmit an axial force generated by the actuator to the force transmitting member, the force transmitting member being arranged to transmit the axial force at the upper extension to the disconnection unit such that the first friction element is separated from the second friction element and the first friction element is separated from an external reaction means, or such that the first friction element abuts against the second friction element and the first friction element abuts against the external reaction means.
Optionally, the disconnection unit further comprises elastic return means which axially actuate the second friction element in order to release the frictional coupling of the first friction element with the second friction element and return the actuator towards the disengaged position.
Optionally, the first shaft is sleeved on the outer periphery of the second shaft, and the connection disconnection unit is arranged in a space formed between the rotor assembly of the first motor and the second shaft.
Optionally, the disconnect unit is a multi-plate clutch, the disconnect unit including a plurality of first friction elements fixed relative to and rotating integrally with the first shaft and a plurality of second friction elements fixed relative to and rotating integrally with the second shaft;
a plurality of first friction elements frictionally coupled with a plurality of second friction elements and integrally rotated in an engaged position of the connection disconnection unit to connect power transmission between the first shaft and the second shaft;
in the separated position of the connection disconnection unit, the plurality of first friction elements are separated from the plurality of second friction elements to disconnect the power transmission between the first shaft and the second shaft.
Optionally, an output shell is fixedly connected to an end of the first shaft close to the first motor, and the output shell is connected to the first friction elements of the disconnection unit through an output disc carrier, so that the first shaft, the output shell, the output disc carrier and the first friction elements are relatively fixed and integrally rotate.
Optionally, the same motor casing of first motor and second motor sharing, motor casing includes periphery wall and radial extension wall, radial extension wall will the periphery wall with space between the second shaft is separated into first space and second space, stator module and the rotor subassembly of first motor hold in the first space, stator module and the rotor subassembly of second motor hold in the second space, stator module and the stator module of second motor of first motor and stator module of second motor with motor casing fixed connection, the rotor subassembly of first motor with output disc holds carrier fixed connection, the rotor subassembly of second motor with the second shaft fixed connection.
Optionally, the first transmission mechanism includes a power generation driving gear and a power generation driven gear that are engaged, the power generation driving gear is fixed to the engine output shaft, and the power generation driven gear is fixed to the first shaft.
Optionally, the second transmission mechanism includes a second motor input gear, an intermediate gear, a second transmission mechanism output shaft, a main reduction driving gear and a main reduction driven gear, the second motor input gear is fixed on the second shaft, the intermediate gear and the main reduction driving gear are fixed on the second transmission mechanism output shaft, the main reduction driven gear is arranged on the differential, the second motor input gear is engaged with the intermediate gear, and the main reduction driving gear is engaged with the main reduction driven gear; in the alternative, the first and second sets of the first and second sets of the first and second sets of the first and second sets of the first and second sets of the first and second sets of the second,
the second transmission mechanism comprises a second motor first gear input gear, a second motor second gear input gear, a first intermediate gear, a second transmission mechanism output shaft, a synchronizer, a main reduction driving gear and a main reduction driven gear, the second motor first gear input gear and the second motor second gear input gear are freely sleeved on the second shaft, the first intermediate gear, the second intermediate gear and the main reduction driving gear are fixed on the second transmission mechanism output shaft, the main reduction driven gear is arranged on the differential mechanism, the second motor first gear input gear is meshed with the first intermediate gear, the second motor second gear input gear is meshed with the second intermediate gear, and the main reduction driving gear is meshed with the main reduction driven gear; the synchronizer is arranged on the second shaft and is positioned between the first motor first gear input gear and the second motor second gear input gear, and the synchronizer selectively engages or disengages the second motor first gear input gear and the second motor second gear input gear;
or the second transmission mechanism comprises a first gear input gear of a second motor, a second gear input gear of the second motor, a first intermediate gear, a second transmission mechanism output shaft, a synchronizer, a main reduction driving gear and a main reduction driven gear, the first gear input gear of the second motor and the second gear input gear of the second motor are fixed on the second shaft, the first intermediate gear and the second intermediate gear are sleeved on the output shaft of the second transmission mechanism in an empty way, the driving and reducing gear is fixed on the output shaft of the second transmission mechanism, the driving and reducing driven gear is arranged on the differential mechanism, the first gear input gear of the second motor is meshed with the first intermediate gear, the second gear input gear of the second motor is meshed with the second intermediate gear, and the main reduction driving gear is meshed with the main reduction driven gear; the synchronizer is disposed on the second transmission output shaft between the first and second intermediate gears, the synchronizer selectively engaging or disengaging the first and second intermediate gears.
On the other hand, the embodiment of the application also provides a vehicle which comprises the hybrid power driving system.
The hybrid power driving system and the vehicle provided by the embodiment of the application have the advantages that the first motor and the engine are arranged at intervals in parallel, the restriction of a matching surface matched with the engine is eliminated, the outer diameter of the first motor can be increased, and the axial space of the system is reduced. Thus, the axial length does not need to be increased to obtain the torque and the output of the first motor, and the mountability can be improved by shortening the axial length. Further, since the engine is connected to the first motor via the first transmission mechanism, the speed ratio between the engine and the first motor can be freely set, and the engine and the first motor can be matched in a high efficiency region when used as a generator, thereby improving the power generation efficiency. Further, since the first motor and the second motor are disposed on the same axis (coaxially disposed), the structure of the side surface can be reduced, and the mountability can be improved. The system can realize more working modes only by adopting one connection and disconnection unit, and the system is convenient to control, saves cost and reduces the system failure rate by adopting one connection and disconnection unit. In addition, the connection disconnection unit is integrated with the first motor and the second motor, so that the axial space of the system is reduced, and the structure is very compact.
Drawings
FIG. 1 is a block diagram of a hybrid drive system according to a first embodiment of the present application;
fig. 2 is a schematic view of an integrated structure formed by a first motor, a second motor and a connection disconnection unit in a hybrid drive system according to a first embodiment of the present application;
FIG. 3 is a block diagram of a hybrid drive system provided in accordance with a second embodiment of the present application;
fig. 4 is a schematic view of an integrated structure formed by a first motor, a second motor and a connection disconnection unit in a hybrid drive system according to a second embodiment of the present application;
FIG. 5 is a block diagram illustrating a hybrid drive system according to a third exemplary embodiment of the present application;
fig. 6 is a schematic view of an integrated structure of a first motor, a second motor and a connection disconnection unit in a hybrid drive system according to a third embodiment of the present application;
FIG. 7 is a block diagram illustrating a hybrid drive system according to a fourth exemplary embodiment of the present disclosure;
FIG. 8 is a schematic block diagram of a hybrid drive system provided in a fifth embodiment of the present application;
fig. 9 is a frame diagram of a vehicle according to an embodiment of the present application.
The reference numerals in the specification are as follows:
1000. a vehicle;
100. a hybrid drive system;
1. an engine; 2. a first motor; 201. a rotor assembly of a first electric machine; 202. a stator assembly of a first electrical machine; 3. a second motor; 301. a rotor assembly of a second electric machine; 302. a stator assembly of a second electrical machine; 4. a connection disconnection unit; 401. a first friction element; 402. a second friction element; 5. an engine output shaft; 6. a first shaft; 7. a second shaft; 8. a differential mechanism; 9. a control system; 901. a housing; 902. an actuator; 903. a cylinder barrel; 904. a piston; 905. a hydraulic fluid supply passage; 906. a hydraulic fluid supply flow passage; 10. a power generation driving gear; 11. a power generation driven gear; 12. a second motor input gear; 13. an intermediate gear; 14. a second transmission mechanism output shaft; 15. a main reduction driving gear; 16. a driving reduction driven gear; 17. an output housing; 18. an output tray carrier; 19. a stopper; 20. a motor housing; 2001. an outer peripheral wall; 2002. a radially extending wall; 21. an input tray carrier; 2101. an axial extension; 22. an input hub; 23. a stopper; 24. a fixing device; 25. a bearing surface; 26. a thrust bearing; 27. a force transmitting member; 2701. an upper extension; 28. an external reaction device; 29. a bearing; 30. a sealing element; 31. a stopper; 32. a rear end cap; 33. a bearing; 34. a bearing; 35. a first gear input gear of a second motor; 36. a second motor second gear input gear; 37. a first intermediate gear; 38. a second intermediate gear; 39. a synchronizer.
Detailed Description
In order to make the technical problems, technical solutions and advantageous effects solved by the present application more clearly apparent, the present application is further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the present application and are not intended to limit the present application.
Hybrid powertrain systems may improve vehicle fuel economy in a number of ways. For example, the engine may be turned off during idle, deceleration, or braking, and travel in an electric-only drive mode to eliminate efficiency losses due to engine drag. Additionally, energy stored in the power battery, generated by regenerative braking or generated by the electric machine during engine operation, may be utilized in an electric-only drive mode, or to supplement the torque or power of the engine in a hybrid drive mode.
Hybrid vehicles are capable of being driven by combining at least two different powers, and most of the hybrid vehicles currently employ a gasoline-electric hybrid system including an engine powered from fuel and an electric motor driven by electric power. In order to improve the combustion efficiency of the engine to the maximum extent, hybrid power systems developed by many automobile manufacturers all adopt a dual-motor structure, namely, a generator is added besides a driving motor. Because the engine, the generator and the driving motor exist at the same time, the connection and control among the engine, the generator and the driving motor directly influence the performance of the hybrid vehicle.
The hybrid power driving system provided by the embodiment of the application comprises an engine, an engine output shaft, a first motor, a first shaft, a second motor, a second shaft, a connection disconnection unit, a first transmission mechanism, a second transmission mechanism and a differential mechanism. One end of the engine output shaft is connected with the engine, the first shaft is connected with the engine output shaft through the first transmission mechanism, the first motor and the engine are arranged in parallel at intervals, and the first motor and the second motor are arranged coaxially. The second transmission mechanism is connected between the second shaft and the differential. One end of the connection disconnection unit is connected with the first shaft, the other end of the connection disconnection unit is connected with the second shaft, and the connection disconnection unit is selectively engaged or disengaged to connect or disconnect power transmission between the first shaft and the second shaft.
The disconnection unit may employ a clutch and the like, such as a dry clutch or a wet clutch.
In some embodiments, the disconnect unit is a multi-plate clutch including a first plurality of friction elements fixed relative to and rotating integrally with the first shaft and a second plurality of friction elements fixed relative to and rotating integrally with the second shaft. In the engagement position of the connection disconnection unit, the plurality of first friction elements and the plurality of second friction elements are frictionally coupled and integrally rotated to connect power transmission between the first shaft and the second shaft. In the separated position of the connection disconnection unit, the plurality of first friction elements are separated from the plurality of second friction elements to disconnect the power transmission between the first shaft and the second shaft.
In some embodiments, the second shaft is free-sleeved on the outer periphery of the first shaft.
In some embodiments, the first shaft sleeve is on the outer circumference of the second shaft.
In some embodiments, the second electric machine is axially between the first electric machine and the engine; one end of the first shaft connected with the first transmission mechanism and the output end of the second shaft are both positioned on one side of the second motor facing the engine. Therefore, during assembly, the integrated structure of the first motor, the second motor and the connection and disconnection unit can be assembled independently of the gearbox, and the assembly is simpler.
In some embodiments, the first electric machine is axially between the second electric machine and the engine; one end of the first shaft connected with the first transmission mechanism and the output end of the second shaft are both positioned on one side of the first motor facing the engine. Therefore, during assembly, the integrated structure of the first motor, the second motor and the connection and disconnection unit can be assembled independently of the gearbox, and the assembly is simpler.
In some embodiments, the first electric machine is axially between the second electric machine and the engine; one end of the first shaft, which is connected with the first transmission mechanism, is located on one side of the first motor, which faces the engine, and the output end of the second shaft is located on one side of the second motor, which faces away from the first motor. At this time, the integrated structure of the first motor, the second motor and the connection and disconnection unit needs to be assembled together with the transmission case, and the first motor, the second motor and the connection and disconnection unit need to be integrated in the transmission case.
In some embodiments, the second shaft is idly sleeved on an outer circumference of the first shaft, and the connection disconnection unit is disposed in a space formed between a rotor assembly of the second motor and the first shaft. Namely, the connection and disconnection unit is integrated with the second motor, so that the axial space of the system is reduced, and the structure of the system is more compact.
In some embodiments, the first shaft is fitted over an outer circumference of the second shaft, and the connection disconnection unit is disposed in a space formed between a rotor assembly of the first motor and the second shaft. Namely, the connection and disconnection unit is integrated in the first motor, so that the axial space of the system is reduced, and the structure of the system is more compact. In some embodiments, the first transmission includes a meshing power generating drive gear fixed to the engine output shaft and a power generating driven gear fixed to the first shaft.
In some embodiments, the first transmission mechanism may also include more than 3 gears.
In some embodiments, the first and second electric machines share the same motor housing. On one hand, the material and the cost are saved; on the other hand, the strength is better.
In some embodiments, the first and second motors each have a separate motor housing. And is easier to process and install.
The hybrid power driving system and the vehicle provided by the embodiment of the application have the advantages that the first motor and the engine are arranged at intervals in parallel, the restriction of a matching surface matched with the engine is eliminated, the outer diameter of the first motor can be increased, and the axial space of the system is reduced. Thus, the axial length does not need to be increased to obtain the torque and the output of the first motor, and the mountability can be improved by shortening the axial length. Further, since the engine is connected to the first motor via the first transmission mechanism, the speed ratio between the engine and the first motor can be freely set, and the engine and the first motor can be matched in a high efficiency region when used as a generator, thereby improving the power generation efficiency. Further, since the first motor and the second motor are disposed on the same axis (coaxially disposed), the structure of the side surface can be reduced, and the mountability can be improved. The system can realize more working modes only by adopting one connection and disconnection unit, and the system is convenient to control, saves cost and reduces the system failure rate by adopting one connection and disconnection unit. In addition, the connection disconnection unit is integrated with the first motor and the second motor, so that the axial space of the system is reduced, and the structure is very compact.
The hybrid drive system provided by the embodiment of the present application is described in detail below with reference to fig. 1 to 8.
First embodiment
As shown in fig. 1 and 2, a hybrid drive system 100 according to a first embodiment of the present disclosure includes an engine 1, an engine output shaft 5, a first motor 2, a first shaft 6, a second motor 3, a second shaft 7, a connection disconnection unit 4, a first transmission mechanism, a second transmission mechanism, a differential 8, and a control system 9, where the second transmission mechanism is connected between the second shaft 7 and the differential 8.
One end of the engine output shaft 5 is connected with the engine 1, the first shaft 6 is connected with the engine output shaft 5 through the first transmission mechanism, the first motor 2 is arranged in parallel with the engine 1 at intervals (the engine output shaft 5 and the first shaft 6 are arranged coaxially), and the first motor 2 and the second motor 3 are arranged coaxially (the first shaft 6 and the second shaft 7 are on the same straight line).
One end of the connection and disconnection unit 4 is connected with the first shaft 6, the other end of the connection and disconnection unit 4 is connected with the second shaft 7, and the connection and disconnection unit 4 is selectively engaged or disengaged to connect or disconnect power transmission between the first shaft 6 and the second shaft 7.
The second shaft 7 is fitted around the outer periphery of the first shaft 6. The second electric machine 3 is located between the first electric machine 2 and the engine 1 in the axial direction, and one end of the first shaft 6 connected with the first transmission mechanism and the output end of the second shaft 7 are both located on one side of the second electric machine 3 facing the engine 1.
The first transmission mechanism includes a power generation driving gear 10 and a power generation driven gear 11 that are engaged with each other, the power generation driving gear 10 is fixed to the engine output shaft 5, and the power generation driven gear 11 is fixed to the first shaft 6.
The second transmission mechanism comprises a second motor input gear 12, an intermediate gear 13, a second transmission mechanism output shaft 14, a main reduction driving gear 15 and a main reduction driven gear 16, the second motor input gear 12 is fixed on the second shaft 7, the intermediate gear 13 and the main reduction driving gear 15 are fixed on the second transmission mechanism output shaft 14, the main reduction driven gear 16 is arranged on the differential mechanism 8 and rotates together with a shell of the differential mechanism 8, the second motor input gear 12 is meshed with the intermediate gear 13, and the main reduction driving gear 15 is meshed with the main reduction driven gear 16.
The power generation driven gear 11, the second motor input gear 12, the second motor 3 and the first motor 2 are sequentially arranged along the axial direction of the first shaft 6 in a direction away from the engine 1. The integrated structure of the first electric machine 2, the second electric machine 3, and the connection disconnection unit 4 is located on the side of the second electric machine input gear 12 away from the engine 1 in the axial direction.
As shown in fig. 2, the second shaft 7 is fitted over the outer circumference of the first shaft 6, and the connection disconnection unit 4 is disposed in a space formed between the rotor assembly 301 of the second motor 3 and the first shaft 6. That is, the connection disconnection unit 4 is integrated with the second motor 3, reducing the space of the system, making the structure very compact.
The connection/disconnection unit 4 is a multi-plate clutch, and the connection/disconnection unit 4 includes a plurality of first friction elements 401 fixed to and rotating integrally with the second shaft 7 and a plurality of second friction elements 402 fixed to and rotating integrally with the first shaft 6.
One of the first friction element 401 and the second friction element 402 is a friction disc, and the other is a flange.
In the engaged position of the connection disconnection unit 4, the plurality of first friction elements 401 and the plurality of second friction elements 402 are frictionally coupled and integrally rotated to connect power transmission between the first shaft 6 and the second shaft 7.
In the separated position of the connection disconnection unit 4, the plurality of first friction elements 401 are separated from the plurality of second friction elements 402 to disconnect the power transmission between the first shaft 6 and the second shaft 7.
An output housing 17 is fixedly connected to an end portion of the second shaft 7 close to the second motor 3, and the output housing 17 is connected to the first friction elements 401 of the disconnection unit 4 through an output disc carrier 18 at a radially outer side of the output housing 17, so that the second shaft 7, the output housing 17, the output disc carrier 18, and the first friction elements 401 are relatively fixed and integrally rotate.
In the first embodiment, the second shaft 7 and the output housing 17 are preferably integrally formed.
However, in some alternative embodiments of the first embodiment, the second shaft 7 and the output housing 17 may be fixedly connected by bolting, riveting, welding, and the like.
The second shaft 7 and the output housing 17 may be fixed by welding and/or riveting. Preferably, the output tray carrier 18 is connected to the output housing 17 by a form fit, in particular a groove type form fit.
In the first embodiment, the first motor 2 and the second motor 3 share the same motor housing 20, the motor housing 20 includes an outer peripheral wall 2001 and a radially extending wall 2002, the radially extending wall 2002 divides a space between the outer peripheral wall 2001 and the first shaft 6 into a first space and a second space, the stator assembly 202 and the rotor assembly 201 of the first motor 2 are accommodated in the first space, the stator assembly 302 and the rotor assembly 301 of the second motor 3 are accommodated in the second space, the stator assembly 202 of the first motor 2 and the stator assembly 302 of the second motor 3 are fixedly connected to the motor housing 20, the rotor assembly 201 of the first motor 2 is fixedly connected to the first shaft 6, and the rotor assembly 301 of the second motor 3 is fixedly connected to the output tray carrier 18. The output tray carrier 18 forms an output element of the connection disconnection unit 4.
The second friction element 402 is connected to the first shaft 6 through the input disc carrier 21 so that the first shaft 6, the input disc carrier 21, and the plurality of second friction elements 402 are relatively fixed and integrally rotate.
On the radially outer periphery of said input disc carrier 21 an axial extension 2101 is provided, which axial extension 2101 is provided with teeth that are located to cooperate with complementary teeth on each second friction element 402 (e.g. at the radially inner periphery of each second friction element 402). The input disc carrier 21 is thus fixed relative to the second friction element 402 by the tooth-to-tooth engagement and rotates integrally therewith.
The input disc carrier 21 is connected at its radially lower end to an input hub 22. The input disc carrier 21 and the input hub 22 are fixed together by welding or riveting. The position of the input hub 22 is defined forwardly (toward the side of the engine 1) by a stopper 23. The stop 23 may preferably be a locking ring or a stop ring.
Said input hub 22 is provided radially internally with axial grooves arranged to cooperate with complementary grooves positioned on the first shaft 6 to enable integral rotation. The input hub 22 is supported on the first shaft 6 by splines or complementary grooves.
The disconnection unit 4 may also comprise elastic return means (not shown in the figures) which axially actuate the second friction element 402 so as to release the frictional coupling of the first friction element 401 with the second friction element 402 and return the actuator 902 towards the disengaged position. The elastic reset device can avoid the friction loss generated by the contact between the first friction element 401 and the second friction element 402 when the connection disconnection unit 4 is disconnected, and the efficiency is improved.
Preferably, the elastic reset means is an elastic reset washer. An elastic return washer is axially interposed between the first friction element 401 and the second friction element 402. These resilient return washers are preferably arranged radially inside the first friction element 401. Each resilient return washer bears axially against a radially forward face of one second friction element 402 and against a radially rearward face of another second friction element 402 which is axially adjacent.
The disconnecting unit 4 is controlled by the control system 9, the control system 9 includes a housing 901 and an actuator 902 disposed in the housing 901, the housing 901 is fixed to a radially extending wall 2002 of the motor housing 20, the rotor assembly 301 of the second motor 3 is rotatably supported on the housing 901, and the actuator 902 is configured to drive the disconnecting unit 4 between an engaged position and a disengaged position. The housing 901 is secured to a radially extending wall 2002 of the motor housing 20 by a securing device 24, such as a bolt. The housing 901 has a bearing surface 25 at a portion thereof located toward the rear (the bearing surface 25 is preferably a flat surface), and the bearing surface 25 is arranged to come into abutment with the radially extending wall 2002 of the motor housing 20. The bearing surface 25 is positioned axially on the side of the housing 901 facing the first electric machine 2. The actuator 902 is arranged in the second space in which the second electric machine 3 is located, taking up less space than the control mechanism of other types of clutches.
Preferably, the actuator 902 is a hydraulic cylinder type actuator, a cylinder 903 is formed in the housing 901, the actuator 902 includes an annular piston 904 slidably disposed in the cylinder 903, the control system 9 further includes a hydraulic fluid supply passage 905 formed in the housing 901 and configured to supply hydraulic fluid into the cylinder 903, a hydraulic fluid supply passage 906 is formed in the radially extending wall 2002 of the motor housing 20 and is in communication with the hydraulic fluid supply passage 905, and the hydraulic fluid supply passage 906 is connected to an external hydraulic fluid supply device (not shown). The hydraulic fluid is a pressurized fluid, such as hydraulic oil.
The provision of the hydraulic fluid supply passage 906 in abutment with the hydraulic fluid supply passage 905 inside the radially extending wall 2002 of the motor housing 20 saves space for arranging oil pipes and is less prone to leakage.
The actuator 902 is arranged to configure the disconnection unit 4 in a position between the engaged position and the disengaged position. More specifically, the actuator 902 is axially movable between an engaged position and a disengaged position of the connection disconnection unit 4.
A thrust bearing 26 and a force transmission member 27 are provided between the actuator 902 and the disconnecting unit 4, an upper extension 2701 protruding toward the disconnecting unit 4 is provided on the radially outer side of the force transmission member 27, the output housing 17 is fixedly connected to or integrally formed with an external reaction device 28 protruding toward the disconnecting unit 4, and the force transmission member 27 is rotatable about the first shaft 6.
The thrust bearing 26 is arranged to transmit the axial force generated by the actuator 902 to the force transmission member 27, the force transmission member 27 is arranged to transmit the axial force at the upper extension 2701 to the disconnection unit 4, so that the first friction element 401 is separated from the second friction element 402 and the first friction element is separated from the external reaction means 28 (switched from the engaged position to the disengaged position), or so that the first friction element 401 abuts against the second friction element 402 and the first friction element abuts against the external reaction means 28 (switched from the disengaged position to the engaged position). When switching from the disengaged position to the engaged position, the upper extension 2701 presses the first friction member 401.
Preferably, the external reaction means 28 and the output housing 17 are made as a single part (integral). However, as a variant, the external reaction device 28 and the output housing 17 could also be two parts fixed together by any means, such as for example steel or welding.
The external reaction means 28 has a shape complementary to the shape of the first friction element 401 or the second friction element 402 to allow the first friction element 401 and the second friction element 402 to be coupled by friction when the actuator 902 exerts a forward axial force (towards the engine 1) to configure the disconnection unit 4 in its engaged position. As a non-limiting example, the outer reaction means 28 may have the shape of a disk extending radially outwards, with a central region extending axially forwards (towards the engine 1). Preferably, the external reaction means 28 has an external groove cooperating with the internal groove shape of the output housing 17.
The rotor assembly 301 of the second electric machine 3 is rotatably supported on the housing of the control system 9 by means of a bearing 29, the position of the rotor assembly 301 of the second electric machine 3 being limited on the front side (the side facing the engine 1) by the stop 19. The stop 19 may be a lock ring or a stop ring. The output disc carrier 18 is secured to the inner race of the rotor assembly 301 of the second motor 3. For example, the output disc carrier 18 is fixedly connected to the rotor assembly 301 of the second electric machine 3 by splines, complementary grooves, welding or bolting. The stator assembly 302 of the second electrical machine 3 is fixed to the motor housing 20.
The system is also provided with a sealing element 30 (e.g. a radial shaft sealing ring) which prevents the cooling oil discharged by the connection-disconnection unit 4 from reaching the dry space.
The rotor assembly 201 of the first electrical machine 2 is provided radially internally with axial grooves arranged to cooperate with complementary groove shapes located on the first shaft 6 to effect unitary rotation. The rotor assembly 201 of the first motor 2 is rotatably supported on the first shaft 6 by splines or complementary grooves and is restrained in position by a stop 31 to prevent axial play of the rotor assembly 201 of the first motor 2. The stopper 31 may be a locking ring or a snap ring.
The stator assembly 302 of the first electric machine 2 is fixed to the motor housing 20, and in addition, a rear end cover 32 is bolted to one end of the motor housing 20 facing away from the engine 1, and the first shaft 6 is rotatably supported by a bearing 33 and a bearing 34, so that axial play of the first shaft 6 is prevented. The outer ring of the bearing 33 is fixed to the motor housing 20, the inner ring is fixed to the first shaft 6, the outer ring of the bearing 34 is fixed to the rear end cover 32, and the inner ring is fixed to the first shaft 6.
The engine output shaft 5 is directly connected with a crankshaft of the engine 1, or is connected through a single mass flywheel, a dual mass flywheel or a torsional damper.
The hybrid drive system 100 of the first embodiment, through selective engagement or disengagement of the connection disconnection unit 4, can realize the following operation modes: the system comprises a parking power generation mode, a pure electric mode, a series driving mode, a parallel driving mode, a braking deceleration energy recovery mode, a neutral parking mode, a rapid acceleration mode, an engine driving mode, a vehicle reversing mode and the like. The method comprises the following specific steps:
1) parking power generation mode
When the vehicle to which the hybrid drive system 100 is applied is in a parking power generation mode, the first motor 2 generates power by using power output by the engine 1 when the vehicle stops to charge a battery pack of the hybrid vehicle, and in this mode, the connection and disconnection unit 4 is controlled to be disconnected, the vehicle controller controls the first motor 2 to firstly enter a starting mode to ignite the engine 1, and then the first motor 2 enters a power generation operation mode to charge the battery pack, and the second motor 3 does not operate. When the vehicle control unit finds that the battery power is too low, for example, the vehicle is stopped for a long time and the air conditioner is in a working state, the vehicle control unit needs to enter a parking power generation mode.
2) Electric only mode
When the vehicle to which the hybrid drive system 100 is applied is in a pure electric mode, the hybrid drive system 100 drives the vehicle to run by using the power output by the second motor 3, and in this mode, the second motor 3 is controlled to output power, the engine 1 and the first motor 2 stop operating, and the connection disconnection unit 4 is disconnected. Specifically, when the required power of the vehicle is lower than the driving power that can be provided by the second electric machine 3 and the battery pack is sufficient in capacity, the second electric machine 3 alone drives the vehicle, the battery pack provides electric energy for the second electric machine 3, and the hybrid driving system 100 outputs the power output by the second electric machine 3 to the wheels.
3) Series drive mode
When the vehicle to which the hybrid drive system 100 is applied is in the series drive mode, the hybrid drive system 100 generates power using the power output from the engine 1 to charge the battery pack of the hybrid vehicle, and drives the vehicle to run using the power output from the second motor 3. In the mode, the engine 1 is controlled to drive the first motor 2 to generate power, the connection and disconnection unit 4 is disconnected, and the second motor 3 outputs power. When the vehicle runs at a low speed for a long time (for example, under a congested road condition), the disconnection unit 4 cannot be connected due to the limitation of the mechanical speed ratio and the lowest operating speed of the engine 1, the second motor 3 drives the vehicle, the first motor 2 enters a power generation mode, the electric energy required by the second motor 3 is provided by the first motor 2, the insufficient or redundant part is provided or absorbed by the battery pack, and the hybrid power drive system 100 outputs the power of the second motor 3 to the wheels.
4) Parallel drive mode
When the vehicle to which the hybrid drive system 100 is applied is in the parallel drive mode, the connection/disconnection unit 4 is engaged, and the hybrid drive system 100 drives the vehicle to run by using the power output from the engine 1 and the second motor 3, and can charge the battery pack of the hybrid vehicle by using the power generated by the first motor 2. In the mode, the engine 1 and the second motor 3 are controlled to output power, the first motor 2 generates power, under the working condition, one part of output power of the engine 1 and the second motor 3 directly participate in driving, and the rest part drives the first motor 2 to generate power and then charge a battery. Alternatively, the first electric machine 2 may stop generating electricity when electricity generation is not required, such as when the battery pack is sufficient to provide the amount of electricity required by the second electric machine 3. Under a specific condition, such as a long distance climbing condition, and the battery is not enough to provide the power required by the second electric machine 3 due to limited power or energy, or the torque provided by the second electric machine 3 is not enough to drive the vehicle alone to overcome the resistance, the hybrid drive system 100 is controlled by the vehicle controller to enter the working mode.
5) Braking deceleration energy recovery mode
When the vehicle to which the hybrid drive system 100 is applied is in the braking deceleration energy recovery mode, the vehicle controller determines that the first electric machine 2 and/or the second electric machine 3 performs energy recovery during vehicle braking according to the on/off state of the disconnection unit 4, the braking power demand, the power generation efficiency, and the charging power allowed by the battery. In this mode, the first electric machine 2 and/or the second electric machine 3 are controlled to generate electric power. When the vehicle to which the hybrid drive system 100 is applied is in a braking deceleration mode, the motor controller of the hybrid drive system 100 controls the first electric machine 2 and/or the second electric machine 3 to recover energy and charge the battery pack during braking of the vehicle.
6) Neutral park mode
When the vehicle to which the hybrid drive system 100 is applied is in the neutral parking mode, the connection and disconnection unit 4 is disconnected, the power of the engine 1 and the first motor 2 of the hybrid drive system 100 is disconnected from the power of the wheels, and the engine 1, the first motor 2 and the second motor 3 are controlled to stop working. The second motor 3 is not disconnected from the wheels, and the controller performs zero current control through the inverter to enable the second motor 3 to be in a no-load state. When the vehicle to which the hybrid power driving system 100 is applied is in a neutral parking mode, the power connection between the power source and the wheels of the hybrid power driving system 100 is disconnected, and the neutral parking function of the vehicle is realized.
7) Fast acceleration mode
When the vehicle to which the hybrid drive system 100 is applied is in a rapid acceleration mode, the connection/disconnection unit 4 is engaged, the hybrid drive system 100 drives the vehicle to run by using the power output by the engine 1, the second motor 3 and the first motor 2, and in this mode, the engine 1, the first motor 2 and the second motor 3 are controlled to perform power output operation, and when the vehicle to which the hybrid drive system 100 is applied requires the rapid acceleration mode, and when the vehicle demand power is greater than the efficiency optimization power of the engine 1, the first motor 2 and the second motor 3 operate together to output the power to drive the vehicle, so that the power of the hybrid drive system 100 is maximally output.
8) Engine drive mode
When the vehicle to which the hybrid drive system 100 is applied is in an engine drive mode, the hybrid drive system 100 drives the vehicle to run by using the power output by the engine 1, in this mode, the engine 1 is controlled to perform power output operation, and zero current control is performed on the second motor 3, in addition, the redundant power of the engine 1 can charge the battery pack through the first motor 2, when the vehicle to which the hybrid drive system 100 is applied is in the engine drive mode, the mechanical efficiency of the vehicle is greater than the electrical efficiency, for example, in a high-speed cruising condition, and the engine 1 outputs power to drive the vehicle, so that the high-efficiency output of the hybrid drive system 100 is realized.
9) Vehicle reverse mode
The speed of a vehicle is low when the vehicle is backed, so the backing of the system is realized by the reverse rotation of the second motor 3, the connection and disconnection unit 4 is disconnected, and the reverse rotation of the second motor 3 realizes the backing function of the vehicle.
In the hybrid drive system 100 and the vehicle according to the embodiment of the present application, the first motor 2 and the engine 1 are arranged in parallel at an interval, so that the restriction of the mating surface with the engine 1 is eliminated, and the outer diameter of the first motor 2 can be increased. This eliminates the need to increase the axial length to obtain the torque and output of the first electric machine 2, and thus can improve mountability by shortening the axial length. Further, since the engine 1 is connected to the first motor 2 via the first transmission mechanism, the speed ratio between the engine 1 and the first motor 2 can be freely set, and the engine 1 and the first motor 2 can be matched in a high efficiency region when used as a generator, thereby improving the power generation efficiency. Further, since the first motor 2 and the second motor 3 are disposed on the same axis (coaxially disposed), the side structure can be reduced, and the mountability can be improved. The system can realize more working modes only by adopting one connection and disconnection unit 4, and the adoption of one connection and disconnection unit 4 is convenient to control, saves cost and reduces the system failure rate.
In addition, the connection and disconnection unit 4 is integrated in the rotor assembly 301 of the second motor 3, which is equivalent to the integration of the connection and disconnection unit 4 with the first motor 2 and the second motor 3, so that the space of the system is reduced, and the structure is very compact.
Second embodiment
Fig. 3 and 4 show a hybrid system provided in a second embodiment of the present application, which is different from the first embodiment in that the first motor 2 is axially located between the second motor 3 and the engine 1, and the power generation driven gear 11, the first motor 2, the second motor 3, and the second motor input gear 12 are sequentially arranged in a direction away from the engine 1 along the axial direction of the first shaft 6. One end of the first shaft 6 connected with the first transmission mechanism is positioned on one side of the first motor 2 facing the engine 1, and the output end of the second shaft 7 is positioned on one side of the second motor 3 facing away from the first motor 2. The integrated structure of the first motor 2, the second motor 3, and the connection disconnection unit 4 is located axially between the power generation driven gear 11 and the second motor input gear 12.
Third embodiment
Fig. 5 and 6 show a hybrid system according to a third embodiment of the present application, which is different from the first embodiment in that:
(1) the first shaft 6 is fitted around the outer periphery of the second shaft 7.
(2) The first electric machine 2 is located between the second electric machine 3 and the engine 1 in the axial direction, and one end of the first shaft 6 connected with the first transmission mechanism and the output end of the second shaft 7 are both located on one side of the first electric machine 2 facing the engine 1.
(3) The connection disconnection unit 4 is disposed in a space formed between the rotor assembly 201 of the first motor 2 and the second shaft 7. The axial space of the system is reduced, so that the system structure is more compact.
(4) The connection/disconnection unit 4 includes a plurality of first friction elements 401 fixed to and integrally rotating with the first shaft 6 and a plurality of second friction elements 402 fixed to and integrally rotating with the second shaft 7. In the engaged position of the connection disconnection unit 4, the plurality of first friction elements 401 and the plurality of second friction elements 402 are frictionally coupled and integrally rotated to connect power transmission between the first shaft 6 and the second shaft 7. In the separated position of the connection disconnection unit 4, the plurality of first friction elements 401 are separated from the plurality of second friction elements 402 to disconnect the power transmission between the first shaft 6 and the second shaft 7.
(5) The rotor assembly 201 of the first motor 2 is fixedly connected with the output disc carrier 18, and the rotor assembly 301 of the second motor 3 is fixedly connected with the second shaft 7.
In the third embodiment, the connection disconnection unit 4 is integrated with the first motor 2, reducing the space of the system and making the structure very compact.
Fourth embodiment
Fig. 7 shows a hybrid system according to a fourth embodiment of the present application, which is different from the first embodiment in that the second transmission mechanism has a two-speed gear structure. The specific differences are as follows:
the second transmission mechanism comprises a second motor first gear input gear 35, a second motor second gear input gear 36, a first intermediate gear 37, a second intermediate gear 38, a second transmission mechanism output shaft 14, a synchronizer 39, a main reduction driving gear 15 and a main reduction driven gear 16, the second motor first gear input gear 35 and the second motor second gear input gear 36 are sleeved on the second shaft 7 in an empty way, the first intermediate gear 37, the second intermediate gear 38 and the main reduction gear 15 are fixed on the second transmission mechanism output shaft 14, the driving and driven gear 16 is arranged on the differential 8, the second electric machine first gear input gear 35 is meshed with a first intermediate gear 37, the second motor second gear input gear 36 is engaged with the second intermediate gear 38, and the driving/reduction gear 15 is engaged with the driving/reduction driven gear 16.
The synchronizer 39 is disposed on the second shaft 7 and between the second motor first gear input gear 35 and the second motor second gear input gear 36, and the synchronizer 39 selectively engages or disengages the second motor first gear input gear 35 and the second motor second gear input gear 36.
In the fourth embodiment, by selectively engaging or disengaging the synchronizer 39, the power of the second electric machine 3 can be selectively transmitted to the second transmission output shaft 14 through the second electric machine first gear input gear 35 or the second electric machine second gear input gear 36. The gear for transmitting the power of the second motor 3 to the wheels is increased, the working range of the second motor 3 can be increased, and the requirement on the second motor 3 is reduced.
Fifth embodiment
Fig. 8 shows a hybrid system according to a fifth embodiment of the present invention, which is different from the fourth embodiment in that the second electric machine first gear input gear 35 and the second electric machine second gear input gear 36 are fixed on the second shaft 7, and the first intermediate gear 37 and the second intermediate gear 38 are freely sleeved on the second transmission output shaft 14. The synchronizer 39 is disposed on the second transmission output shaft 14 between the first intermediate gear 37 and the second intermediate gear 38, and the synchronizer 39 selectively engages or disengages the first intermediate gear 37 and the second intermediate gear 38.
In the fifth embodiment, by selectively engaging or disengaging the synchronizer 39, the power of the second electric machine 3 can be selectively transmitted to the second transmission output shaft 14 through the second electric machine first gear input gear 35 or the second electric machine second gear input gear 36. The gear for transmitting the power of the second motor 3 to the wheels is increased, the working range of the second motor 3 can be increased, and the requirement on the second motor 3 is reduced.
In addition, as shown in fig. 9, the embodiment of the present application also provides a vehicle 1000 including the hybrid drive system 100 of the above embodiment.
The second to fifth embodiments can also realize the parking power generation mode, the electric only mode, the series drive mode, the parallel drive mode, the braking deceleration energy recovery mode, the neutral parking mode, the rapid acceleration mode, the engine drive mode, and the vehicle reverse mode. The processes of the second to fifth embodiments for realizing the above-described operation modes are similar to those of the first embodiment.
The above description is only exemplary of the present application and should not be taken as limiting the present application, as any modification, equivalent replacement, or improvement made within the spirit and principle of the present application should be included in the protection scope of the present application.

Claims (16)

1. A hybrid power driving system is characterized by comprising an engine, an engine output shaft, a first motor, a first shaft, a second motor, a second shaft, a connection disconnection unit, a first transmission mechanism, a second transmission mechanism and a differential mechanism;
one end of the engine output shaft is connected with the engine, the first shaft is connected with the engine output shaft through the first transmission mechanism, the first motor and the engine are arranged in parallel at intervals, and the first motor and the second motor are coaxially arranged;
the second transmission mechanism is connected between the second shaft and the differential;
one end of the connection disconnection unit is connected with the first shaft, the other end of the connection disconnection unit is connected with the second shaft, and the connection disconnection unit is selectively engaged or disengaged to connect or disconnect power transmission between the first shaft and the second shaft;
the same motor casing of first motor and second motor sharing, motor casing includes periphery wall and radial extension wall, radial extension wall will the periphery wall with space separation between the primary shaft becomes first space and second space, the stator module and the rotor subassembly of first motor hold in the first space, the stator module and the rotor subassembly of second motor hold in the second space, the stator module of first motor and the stator module of second motor with motor casing fixed connection.
2. The hybrid drive system according to claim 1, wherein the second electric machine is located axially between the first electric machine and the engine, and both the end of the first shaft connected to the first transmission mechanism and the output end of the second shaft are located on a side of the second electric machine facing the engine; in the alternative, the first and second sets of the first and second sets of the first and second sets of the first and second sets of the first and second sets of the first and second sets of the second,
the first motor is axially positioned between the second motor and the engine, and one end of the first shaft connected with the first transmission mechanism and the output end of the second shaft are both positioned on one side of the first motor facing the engine; in the alternative, the first and second sets of the first and second sets of the first and second sets of the first and second sets of the first and second sets of the first and second sets of the second,
the first motor is located between the second motor and the engine in the axial direction, one end of the first shaft, which is connected with the first transmission mechanism, is located on one side, facing the engine, of the first motor, and the output end of the second shaft is located on one side, facing away from the first motor, of the second motor.
3. The hybrid drive system according to claim 1, wherein the second shaft is idly fitted over an outer periphery of the first shaft, and the connection disconnection unit is arranged in a space formed between a rotor assembly of the second electric machine and the first shaft.
4. The hybrid drive system according to claim 3, wherein the connection disconnection unit is a multi-disc clutch, the connection disconnection unit including a plurality of first friction elements fixed relative to and rotating integrally with the second shaft and a plurality of second friction elements fixed relative to and rotating integrally with the first shaft;
a plurality of first friction elements frictionally coupled with a plurality of second friction elements and integrally rotated in an engaged position of the connection disconnection unit to connect power transmission between the first shaft and the second shaft;
in the separated position of the connection disconnection unit, the plurality of first friction elements are separated from the plurality of second friction elements to disconnect the power transmission between the first shaft and the second shaft.
5. The hybrid drive system according to claim 4, wherein an output case is fixedly connected to an end of the second shaft near the second electric motor, the output case being connected to the first friction elements of the disconnection unit through an output disc carrier, so that the second shaft, the output case, the output disc carrier, and the first friction elements are relatively fixed and integrally rotate; wherein the second shaft is fixedly connected with or integrally formed with the output housing.
6. The hybrid drive system of claim 5 wherein the rotor assembly of the first motor is fixedly connected to the first shaft and the rotor assembly of the second motor is fixedly connected to the output disc carrier.
7. The hybrid drive system of claim 6 further comprising a control system including a housing secured to a radially extending wall of the motor housing and an actuator disposed within the housing, the rotor assembly of the second motor being rotatably supported on the housing, the actuator for driving the disconnect unit between the engaged and disengaged positions.
8. The hybrid drive system as recited in claim 7, wherein the actuator is a hydraulic cylinder type actuator, a cylinder tube is formed in the housing, the actuator includes a piston slidably disposed in the cylinder tube, the control system further includes a hydraulic fluid supply passage formed in the housing for supplying hydraulic fluid into the cylinder tube, a hydraulic fluid supply passage interfacing with the hydraulic fluid supply passage is provided in an inner portion of the radially extending wall of the motor housing, and the hydraulic fluid supply passage is connected to an external hydraulic fluid supply device;
a thrust bearing and a force transmission component are arranged between the actuator and the connection and disconnection unit, an upper extension part protruding towards the connection and disconnection unit is arranged on the radial outer side of the force transmission component, the output shell is fixedly connected or integrally formed with an external reaction device protruding towards the connection and disconnection unit, and the force transmission component can freely rotate around the first shaft;
the thrust bearing is arranged to transmit an axial force generated by the actuator to the force transmitting member, the force transmitting member being arranged to transmit the axial force at the upper extension to the disconnection unit such that the first friction element is separated from the second friction element and the first friction element is separated from an external reaction means, or such that the first friction element abuts against the second friction element and the first friction element abuts against the external reaction means.
9. Hybrid drive system as claimed in claim 7, characterized in that said disconnection unit further comprises elastic return means which axially actuate said second friction element in order to release the frictional coupling of said first friction element with said second friction element and return said actuator towards the disengaged position.
10. The hybrid drive system according to claim 1, wherein the first shaft is fitted over an outer periphery of the second shaft, and the connection disconnection unit is disposed in a space formed between a rotor assembly of the first electric machine and the second shaft.
11. The hybrid drive system according to claim 10, wherein the connection disconnection unit is a multi-disc clutch, the connection disconnection unit including a plurality of first friction elements fixed relative to and rotating integrally with the first shaft and a plurality of second friction elements fixed relative to and rotating integrally with the second shaft;
a plurality of first friction elements frictionally coupled with a plurality of second friction elements and integrally rotated in an engaged position of the connection disconnection unit to connect power transmission between the first shaft and the second shaft;
in the separated position of the connection disconnection unit, the plurality of first friction elements are separated from the plurality of second friction elements to disconnect the power transmission between the first shaft and the second shaft.
12. A hybrid drive system as set forth in claim 11 wherein an output housing is fixedly connected to an end of said first shaft proximate said first electric machine, said output housing being connected to said first plurality of friction elements of said disconnect unit by an output disc carrier such that said first shaft, output housing, output disc carrier and first plurality of friction elements are relatively fixed and rotate as a unit.
13. The hybrid drive system of claim 12, wherein the first and second electric machines share a common motor housing, the motor housing including a peripheral wall and a radially extending wall separating a space between the peripheral wall and the second shaft into a first space and a second space, the stator assembly and the rotor assembly of the first electric machine being received in the first space, the stator assembly and the rotor assembly of the second electric machine being received in the second space, the stator assembly of the first electric machine and the stator assembly of the second electric machine being fixedly connected to the motor housing, the rotor assembly of the first electric machine being fixedly connected to the output disc carrier, and the rotor assembly of the second electric machine being fixedly connected to the second shaft.
14. The hybrid drive system of claim 1 wherein said first transmission includes a meshed generator drive gear and a generator driven gear, said generator drive gear being fixed to said engine output shaft and said generator driven gear being fixed to said first shaft.
15. The hybrid drive system of claim 1, wherein the second transmission includes a second motor input gear, an intermediate gear, a second transmission output shaft, a main reduction drive gear, and a main reduction driven gear, the second motor input gear being fixed to the second shaft, the intermediate gear and the main reduction drive gear being fixed to the second transmission output shaft, the main reduction driven gear being disposed on the differential, the second motor input gear being engaged with the intermediate gear, the main reduction drive gear being engaged with the main reduction driven gear; in the alternative, the first and second sets of the first and second sets of the first and second sets of the first and second sets of the first and second sets of the first and second sets of the second,
the second transmission mechanism comprises a second motor first gear input gear, a second motor second gear input gear, a first intermediate gear, a second transmission mechanism output shaft, a synchronizer, a main reduction driving gear and a main reduction driven gear, the second motor first gear input gear and the second motor second gear input gear are freely sleeved on the second shaft, the first intermediate gear, the second intermediate gear and the main reduction driving gear are fixed on the second transmission mechanism output shaft, the main reduction driven gear is arranged on the differential mechanism, the second motor first gear input gear is meshed with the first intermediate gear, the second motor second gear input gear is meshed with the second intermediate gear, and the main reduction driving gear is meshed with the main reduction driven gear; the synchronizer is arranged on the second shaft and is positioned between the first motor first gear input gear and the second motor second gear input gear, and the synchronizer selectively engages or disengages the second motor first gear input gear and the second motor second gear input gear;
or the second transmission mechanism comprises a first gear input gear of a second motor, a second gear input gear of the second motor, a first intermediate gear, a second transmission mechanism output shaft, a synchronizer, a main reduction driving gear and a main reduction driven gear, the first gear input gear of the second motor and the second gear input gear of the second motor are fixed on the second shaft, the first intermediate gear and the second intermediate gear are sleeved on the output shaft of the second transmission mechanism in an empty way, the driving and reducing gear is fixed on the output shaft of the second transmission mechanism, the driving and reducing driven gear is arranged on the differential mechanism, the first gear input gear of the second motor is meshed with the first intermediate gear, the second gear input gear of the second motor is meshed with the second intermediate gear, and the main reduction driving gear is meshed with the main reduction driven gear; the synchronizer is disposed on the second transmission output shaft between the first and second intermediate gears, the synchronizer selectively engaging or disengaging the first and second intermediate gears.
16. A vehicle characterized by comprising the hybrid drive system of any one of claims 1 to 15.
CN201811459339.2A 2018-11-30 2018-11-30 Hybrid power driving system and vehicle Active CN111251871B (en)

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