CN111319448A - Power driving system and vehicle - Google Patents

Power driving system and vehicle Download PDF

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Publication number
CN111319448A
CN111319448A CN201811523031.XA CN201811523031A CN111319448A CN 111319448 A CN111319448 A CN 111319448A CN 201811523031 A CN201811523031 A CN 201811523031A CN 111319448 A CN111319448 A CN 111319448A
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CN
China
Prior art keywords
gear
shaft
motor generator
driving
power
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Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
CN201811523031.XA
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Chinese (zh)
Inventor
熊雨超
翟震
梅绍坤
尹文辉
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BYD Co Ltd
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BYD Co Ltd
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Publication date
Application filed by BYD Co Ltd filed Critical BYD Co Ltd
Priority to CN201811523031.XA priority Critical patent/CN111319448A/en
Publication of CN111319448A publication Critical patent/CN111319448A/en
Pending legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/24—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
    • 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)
  • Structure Of Transmissions (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

The invention discloses a power driving system and a vehicle, wherein the power driving system comprises: an engine, a first motor generator, a second motor generator, and a transmission, the transmission including: the first shaft is connected with a crankshaft of the engine, and the first motor generator is in power coupling connection with the first shaft; the second shaft is selectively connected with the first shaft in a power coupling mode through a first clutch, and the second motor generator is connected with the second shaft; the first part, the second part can be jointed with the third part selectively, the third part is arranged on the rotor of the second motor generator; the third shaft and the fourth shaft are respectively provided with a gear driving gear, the third shaft is connected with the first part, and the fourth shaft is connected with the second part; and the fifth shaft is provided with a gear driven gear which is correspondingly meshed with the gear driving gear. The power driving system has the advantages of large adjustable range of transmission speed ratio, small gear fall, improved operation efficiency of the motor and no power interruption during gear shifting.

Description

Power driving system and vehicle
Technical Field
The invention relates to the technical field of vehicle manufacturing, in particular to a power driving system and a vehicle with the same.
Background
With the continuous consumption of energy, the development and utilization of new energy vehicles have gradually become a trend. The hybrid electric vehicle, as one of new energy vehicles, is driven by an engine and/or a motor, and can perform various working conditions to improve the fuel efficiency and fuel economy of transmission. In the related art, the transmission chain for outputting the driving force of the motor to the differential is long, the transmission efficiency is low, and the problem of power interruption is easy to occur in the gear shifting process, so that an improved space exists.
Disclosure of Invention
The present invention is directed to solving at least one of the problems of the prior art.
A power drive system according to an embodiment of the present invention includes: an engine, a first motor generator, a second motor generator, a transmission, the transmission comprising: the first shaft is connected with a crankshaft of the engine, and the first motor generator is in power coupling connection with the first shaft; a first clutch; a second shaft selectively connectable with the first shaft via the first clutch, the second motor generator being connected with the second shaft; a second clutch including a first portion, a second portion, and a third portion, the first portion, the second portion being selectively engageable with the third portion, the third portion being provided to a rotor of the second motor generator; the third shaft and the fourth shaft are respectively provided with a gear driving gear, the third shaft is connected with the first part, and the fourth shaft is connected with the second part; and the fifth shaft is provided with a gear driven gear which is correspondingly meshed with the gear driving gear.
According to the power driving system provided by the embodiment of the invention, the engine, the first motor generator and the second motor generator are selectively connected with the transmission shaft of the transmission through the first clutch and the second clutch, so that the operation of multiple working modes of a vehicle can be realized, the adjustable range of the transmission speed ratio is large, the operation efficiency of the motor is improved, the gear fall is small, and no power interruption phenomenon occurs in the gear shifting process, and the second clutch is arranged on the rotor of the second motor generator, so that the whole power driving system is more compact and the occupied space is smaller.
The invention also provides a vehicle.
The vehicle according to the present invention has the above-described power drive system.
The vehicle and the power driving system have the same advantages compared with the prior art, and the detailed description is omitted.
Additional aspects and advantages of the invention will be set forth in part in the description which follows and, in part, will be obvious from the description, or may be learned by practice of the invention.
Drawings
The above and/or additional aspects and advantages of the present invention will become apparent and readily appreciated from the following description of the embodiments, taken in conjunction with the accompanying drawings of which:
FIG. 1 is a schematic structural diagram of a power drive system according to one embodiment of the present invention;
FIG. 2 is a schematic structural diagram of a power drive system according to another embodiment of the present invention;
FIG. 3 is a schematic structural diagram of a power drive system according to yet another embodiment of the present invention;
FIG. 4 is a schematic structural diagram of a power drive system according to yet another embodiment of the present invention;
fig. 5 is a schematic structural diagram of a vehicle according to an embodiment of the invention.
Reference numerals:
in the case of the vehicle 1000, the vehicle,
the power-driven system 100 is provided with a power system,
a first motor generator 10, a motor side gear 11, a first shaft side gear 12, a second motor generator 20,
a first shaft I, a second shaft II, a third shaft III, a fourth shaft IV and a fifth shaft V,
a first synchronizer a, a second synchronizer B,
a first clutch C1, a second clutch C2, a first portion k1, a second portion k2, a third portion k3,
a first gear driving gear 1a, a second gear driving gear 2a, a third gear driving gear 3a, a fourth gear driving gear 4a,
a first-gear driven gear 1b, a second-gear driven gear 2b, a third-gear driven gear 3b, a fourth-gear driven gear 4b,
engine 30, differential 40, output shaft side gear 41, differential gear 42, and wheels 101.
Detailed Description
Reference will now be made in detail to embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to the same or similar elements or elements having the same or similar function throughout. The embodiments described below with reference to the accompanying drawings are illustrative only for the purpose of explaining the present invention, and are not to be construed as limiting the present invention.
Referring to fig. 1-4, a power drive system 100 according to an embodiment of the present invention is described, in which an engine 30 of the power drive system 100 is connected to a first motor generator 10 and a second motor generator 20 through transmission shafts, and the transmission shafts are connected to wheels 101 through a transmission, a driving force output by the engine 30 can be used for driving the wheels 101 to rotate, and can also be used for driving the first motor generator 10 or the second motor generator 20 to rotate for generating power, and both the first motor generator 10 and the second motor generator 20 can output the driving force to drive the wheels 101 to rotate, so that a vehicle 1000 having the power drive system 100 has multiple driving modes, and the driving modes are flexible and selectable.
As shown in fig. 1 to 4, a power drive system 100 according to an embodiment of the present invention includes: an engine 30, a first motor generator 10, a second motor generator 20, and a transmission.
The engine 30 is configured to output a driving force to drive the wheels 101 to rotate, and the engine 30 may be a gasoline engine or a diesel engine. The crankshaft of the engine 30 may be connected to an input end of a transmission, an output end of the transmission may be connected to the wheels 101 through a differential 40, a driving force output from the engine 30 may be transmitted to the wheels 101 through the transmission to drive the wheels 101 to rotate, and a power output from the engine 30 may also be transmitted to the first motor generator 10 or the second motor generator 20 through a transmission shaft to drive the first motor generator 10 or the second motor generator 20 to generate power, where the transmission includes an output shaft side gear 41, the differential 40 includes a differential gear 42, and the differential gear 42 is configured to be connected to the output shaft side gear 41 to output the driving force to the differential 40 through the output shaft side gear 41 and the differential gear 42 in sequence, and then to transmit the driving force to the wheels 101 through the differential 40, so.
The transmission has a plurality of gears, and the engine 30 can output a plurality of different rotating speeds and torques through the transmission, so that the running vehicle 1000 can be well adapted to the running environment. If the vehicle 1000 runs on a road with large resistance, the transmission can select a low-speed and high-torque gear for power transmission so as to maintain sufficient power output; and when the vehicle 1000 runs on a smooth and open road, the transmission can select a gear with high rotating speed and low torque for power transmission, so that the oil consumption is reduced. Therefore, the vehicle 1000 has good power performance under different working conditions, so that the vehicle 1000 keeps a good running state, and the fuel economy of the vehicle 1000 is improved.
As shown in fig. 1 to 4, the first motor generator 10 is connected to an engine 30, and a flywheel, a dual mass flywheel, a damper, and the like are selectively provided between the engine 30 and the first motor generator 10. The first motor generator 10 is connected to a transmission, and thus the first motor generator 10 can function as both a generator and a motor.
When the first motor generator 10 is used as a generator (the vehicle 1000 is in at least one of the parking power generation mode and the driving power generation mode), at least a part of the driving force output from the engine 30 may be transmitted to the first motor generator 10 through the propeller shaft, power generation may be performed by the first motor generator 10, and the amount of power generated by the motor generator may be stored in the power battery of the vehicle 1000.
The second motor generator 20 is connected to the engine 30, and the second motor generator 20 is connected to the transmission, whereby the second motor generator 20 can function as both a generator and a motor.
When the second motor generator 20 is used as a generator (the vehicle 1000 is in at least one of the parking power generation mode and the driving power generation mode), at least a part of the driving force output from the engine 30 may be transmitted to the second motor generator 20 through the propeller shaft, power generation may be performed by the second motor generator 20, and the amount of power generated by the motor generator may be stored in the power battery of the vehicle 1000.
As shown in fig. 1 to 4, the output end of the transmission is used for connecting a differential 40, wherein the input end of the differential 40 is connected to an output shaft side gear 41, and two output ends of the differential 40 are respectively connected to transmission half shafts, so that the driving force output by the engine 30 passes through the transmission, the differential 40 in turn, and is transmitted to the wheels 101 by the differential 40 through the transmission half shafts, the transmission half shafts comprise a left transmission half shaft connected to the left side wheels 101 and a right transmission half shaft connected to the right side wheels 101, and when the vehicle 1000 turns, the differential 40 can adjust the rotation speed of the left and right wheels 101 to make the left and right wheels 101 turn at a proper rotation speed. Therefore, the wheels 101 can be driven to rotate, the driving effect on the vehicle 1000 is achieved, the transmission structure is simple, the transmission process is easy to achieve, and the gear shifting driving smoothness of the vehicle 1000 can be improved.
As shown in fig. 1 to 4, the transmission includes: a first shaft I, a second shaft II, a third shaft III, a fourth shaft IV, a fifth shaft V, a first clutch C1 and a second clutch C2.
The first shaft i is connected to a crankshaft of the engine 30, the first motor generator 10 is coupled to the first shaft i, when the engine 30 outputs driving force, the crankshaft of the engine 30 rotates to drive the first shaft i to rotate, and the driving force output by the engine 30 can be output to the first motor generator 10 through the first shaft i, so that the engine 30 can drive the first motor generator 10 to generate electricity.
Of course, the first motor generator 10 may be selectively connected to the first shaft i, so that when the first motor generator 10 is connected to the first shaft i, the driving force output from the engine 30 may be used to drive the first motor generator 10 to generate electricity, and the first motor generator 10 may also output the driving force to drive the first shaft i to rotate, so as to output the driving force to the wheels 101 through the first shaft i for driving the wheels 101 to rotate; when the first motor generator 10 is separated from the first shaft i, the driving force output from the engine 30 is output to the wheels 101 through the first shaft i without passing through the first motor generator 10, and pure fuel drive is achieved.
The second shaft ii is selectively coupled to the first shaft i by a first clutch C1, and the second motor generator 20 is connected to the second shaft ii. In this way, when the first clutch C1 is used to couple the second shaft ii and the first shaft i, the driving force output from the engine 30 can be transmitted to the second shaft ii via the first shaft i, and transmitted to the second motor generator 20 via the second shaft ii to drive the second motor generator 20 to rotate, whereby the engine 30 is used to drive the second motor generator 20 to generate electric power.
As shown in fig. 1 to 4, the second clutch C2 includes a first portion k1, a second portion k2 and a third portion k3, the first portion k1 and the second portion k2 are selectively engageable with the third portion k3, the third portion k3 is provided on the rotor of the second motor generator 20, and the rotor of the second motor generator 20 is connected to the second shaft ii, whereby the second shaft ii, the rotor of the second motor generator 20 and the third portion k3 are three links, that is, the second shaft ii is rotatable in synchronization with the third portion k 3. The connecting mode highly saves the internal space of the invention, so that the internal structure arrangement is more compact, and the internal connection is more efficient and reasonable. The third shaft III and the fourth shaft IV are respectively provided with a gear driving gear, the third shaft III is connected with the first part k1, the fourth shaft IV is connected with the second part k2, the fifth shaft V is provided with a gear driven gear which is correspondingly meshed with the gear driving gear, and the fifth shaft V is connected with a differential gear 40 of the vehicle 1000. Therefore, the driving force transmitted by the second shaft II can be output to the third shaft III or the fourth shaft IV through the second clutch C2, and is transmitted to the fifth shaft V through the third shaft III or the fourth shaft IV, and then is transmitted to the differential 40 to drive the wheels 101 to rotate, so that the driving of the vehicle 1000 is realized.
When the first part k1 is connected with the third part k3, the driving force is transmitted to the third shaft III through the second shaft II, namely the second shaft II drives the third shaft III to rotate, and when the third shaft III rotates, the gear driving gear on the third shaft III synchronously rotates along with the third shaft III, the gear driving gear on the third shaft III is meshed with the gear driven gear on the fifth shaft V, therefore, the third shaft III drives the fifth shaft V to rotate, and the driving force is gradually output to the wheel 101 through the fifth shaft V, so that the power transmission is realized, the length of a transmission chain is short, and the transmission efficiency is high.
When the second part k2 is connected with the third part k3, the driving force is transmitted to the fourth shaft iv through the second shaft ii, that is, the second shaft ii drives the fourth shaft iv to rotate, and when the fourth shaft iv rotates, the gear driving gear on the fourth shaft iv rotates synchronously with the fourth shaft iv, and the gear driving gear on the fourth shaft iv is meshed with the gear driven gear on the fifth shaft v, so that the fourth shaft iv drives the fifth shaft v to rotate, and the driving force is gradually output to the wheels 101 through the fifth shaft v, so that the power transmission is realized, the length of the transmission chain is short, the transmission efficiency is high, and the output shaft side gear 41 is arranged on the fifth shaft v.
In some embodiments, as shown in fig. 1-4, third shaft iii and fourth shaft iv are hollow on second shaft ii, and in one embodiment, one of third shaft iii and fourth shaft iv is hollow on the other, as shown in fig. 1-4, fourth shaft iv is hollow on third shaft iii, thus greatly reducing the space occupied by the transmission structure by providing third shaft iii and fourth shaft iv with hollows, facilitating the overall layout of power-driven system 100.
As shown in fig. 1-4, the driving force of the second shaft ii is selectively transmitted to the fifth shaft v through the third shaft iii or the fourth shaft iv by the second clutch C2, so that transmission of different paths of the driving force can be realized, the transmission path is flexible and selectable, and the transmission process is simple and easy to realize. It should be noted that specifications of the gear driving gear on the third shaft iii and the gear driving gear on the fourth shaft iv are different, and specifications of the gear driven gear corresponding to the third shaft iii and the gear driven gear corresponding to the fourth shaft iv on the fifth shaft v are different, so that the driving force transmitted by the second shaft ii is transmitted to the fifth shaft v through the third shaft iii and the fourth shaft iv, power transmission with different rotating speeds and torques can be generated, power driving of the vehicle 1000 in different states can be realized, and the vehicle 1000 can well meet driving requirements under different operating conditions.
Therefore, each power transmission path has different speed ratios, the vehicle runs at a low speed by using a low-speed gear, the speed ratio is large, the torque is large, the rotating speed is low, and the requirements of starting, ascending and rapid acceleration are met; the vehicle runs at a high speed by using a high-speed gear, the torque is small, the rotating speed is large, the working application range of the motor and the engine 30 is expanded, and the working efficiency is further optimized.
Thus, the power drive system 100 of the embodiment of the invention has at least the following operating states:
when the engine 30 is operated and the first motor generator 10 and the second motor generator 20 are not operated, if the first clutch C1 engages the first shaft i and the second shaft ii and the first portion k1 is connected to the third portion k3, the driving force output from the engine 30 may be sequentially output to the wheels 101 through the first shaft i, the second shaft ii, the third shaft iii, and the fifth shaft v, or if the first clutch C1 engages the first shaft i and the second shaft ii and the second portion k2 is connected to the third portion k3, the driving force output from the engine 30 may be sequentially output to the wheels 101 through the first shaft i, the second shaft ii, the fourth shaft iv, and the fifth shaft v, and pure fuel drive of the vehicle 1000 may be achieved.
When the engine 30 is not operated, the first motor generator 10 is operated, and the second motor generator 20 is not operated, if the first clutch C1 couples the first shaft i and the second shaft ii and the first portion k1 and the third portion k3 are connected, the driving force output by the first motor generator 10 may be sequentially output to the wheels 101 via the first shaft i, the second shaft ii, the third shaft iii, and the fifth shaft v, or if the first clutch C1 couples the first shaft i and the second shaft ii and the second portion k2 and the third portion k3 are connected, the driving force output by the first motor generator 10 may be sequentially output to the wheels 101 via the first shaft i, the second shaft ii, the fourth shaft iv, and the fifth shaft v, and all of them may realize the electric-only driving of the first motor generator 10.
When the engine 30 is not operated, the first motor generator 10 is not operated, and the second motor generator 20 is operated, if the first section k1 is connected to the third section k3, the driving force output from the second motor generator 20 can be sequentially output to the wheels 101 via the second shaft ii, the third shaft iii, and the fifth shaft v, or if the second section k2 is connected to the third section k3, the driving force output from the second motor generator 20 can be sequentially output to the wheels 101 via the second shaft ii, the fourth shaft iv, and the fifth shaft v, and all of them are capable of achieving electric-only driving of the vehicle 1000.
When at least one of the first motor generator 10 and the second motor generator 20 is operated simultaneously with the engine 30, if the first section k1 and the third section k3 are connected, the driving force can be output to the wheels 101 sequentially through the second shaft ii, the third shaft iii, and the fifth shaft v, or if the second section k2 and the third section k3 are connected, the driving force can be output to the wheels 101 sequentially through the second shaft ii, the fourth shaft iv, and the fifth shaft v, and hybrid driving of the vehicle 1000 can be achieved.
The third shaft III and the fourth shaft IV are respectively provided with a plurality of gears, and the gears are shifted by adopting the combination of double clutches, so that the speed ratio range of the power driving system 100 is enlarged due to the design of multiple gears, the speed ratio fall between adjacent gears is reduced, the design is convenient for matching the engine 30 and the motor, the speed ratio range greatly improves the requirement of a user on the power performance, and the gear fall greatly improves the smoothness during gear shifting.
It should be noted that shifting by using the combination of the dual clutch and the synchronizer inherits the advantages of smooth shifting of the dual clutch and no power interruption, and the example is that the hybrid mode is switched from the gear corresponding to the third shaft iii to the gear corresponding to the fourth shaft iv.
Specifically, during a gear shift, the engine 30 is operated, the first clutch C1 is closed, the first portion k1 of the second clutch C2 is connected to the third portion k3, the second motor generator 20 is operated, and the power of the engine 30 and the second motor generator 20 is transmitted to the fifth shaft v through the gear driving gear on the third shaft iii, the gear driven gear on the fifth shaft v, and the gear driven gear is transmitted to the fifth shaft v to be output to the wheels 101. At this time, if the shift is made from this gear to the fourth shaft iv corresponding gear, the first section k1 and the third section k3 of the second clutch C2 are gradually disengaged, and the second section k2 and the third section k3 are gradually engaged until the first section k1 and the third section k3 are completely disengaged and the second section k2 and the third section k3 are completely engaged. When the first part k1 and the third part k3 are not completely disconnected, the second part k2 and the third part k3 already start to be engaged and transmit power, a torque overlapping area exists between the first part k1 and the second part k2 in the process, the gear shifting process is free of an interruption phenomenon, the gear shifting process is smooth, and no vibration is generated.
According to the power driving system 100 of the embodiment of the invention, the engine 30, the first motor generator 10 and the second motor generator 20 are selectively connected with the transmission shaft of the transmission through the first clutch C1 and the second clutch C2, so that the vehicle 1000 can run in multiple working modes, the adjustable range of the transmission speed ratio is large, the gear fall is small, and no power interruption phenomenon occurs in the gear shifting process, and the second clutch C2 is mounted on the rotor of the second motor generator 20, so that the overall structure of the power driving system 100 is more compact and the occupied space is smaller.
In some embodiments, as shown in fig. 1 to 4, the gear driven gears on the fifth shaft v include a first gear driven gear meshed with the gear driving gear on the third shaft iii and a second gear driven gear meshed with the gear driving gear on the fourth shaft iv. In this way, the driving force transmitted by the second shaft II can be output to the first-class gear driven gear on the fifth shaft V through the third-shaft III upper-gear driving gear, and further output to the wheel 101 through the fifth shaft V; or output to a second-class gear driven gear on a fifth shaft V through a fourth-shaft IV upper-gear driving gear, and further output to the wheel 101 through the fifth shaft V. Thereby, different paths of transmission of the driving force can be realized.
One of the first gear driven gear and the gear driving gear on the third shaft III is fixedly connected with the corresponding shaft, the other one is sleeved on the corresponding shaft in a hollow mode, and the other one is selectively in power coupling connection with the corresponding shaft through the first synchronizer A. As shown in fig. 1-2, the first-class gear driven gear is loosely sleeved on the corresponding shaft (fifth shaft v), and the first-class gear driven gear and the fifth shaft v are selectively and dynamically coupled and connected through a first synchronizer a, and the gear driving gear on the third shaft iii is fixedly connected with the corresponding shaft (third shaft iii), so that when the first synchronizer a couples the first-class gear driven gear and the fifth shaft v, the driving force transmitted by the third shaft iii is output to the fifth shaft v, and power transmission is realized; as shown in fig. 3-4, the first-class gear driven gear is fixedly connected to a corresponding shaft (fifth shaft v), the gear driving gear on the third shaft iii is loosely sleeved on the corresponding shaft (third shaft iii), and the gear driving gear on the third shaft iii is selectively and dynamically coupled to the third shaft iii through the first synchronizer a, so that when the gear driving gear on the third shaft iii is dynamically coupled to the third shaft iii, the driving force transmitted by the third shaft iii can be output to the fifth shaft v, thereby realizing power transmission.
One of the second type gear driven gear and the gear driving gear on the fourth shaft IV is fixedly connected with the corresponding shaft, the other one is sleeved on the corresponding shaft in a free mode, and the other one is selectively in power coupling connection with the corresponding shaft through a second synchronizer B. As shown in fig. 1-2, the second-type gear driven gear is freely sleeved on the corresponding shaft (fifth shaft v), and the second-type gear driven gear is selectively coupled with the fifth shaft v through the second synchronizer B, and the gear driving gear on the fourth shaft iv is fixedly connected with the corresponding shaft (fourth shaft iv), so that when the second synchronizer B couples the second-type gear driven gear with the fifth shaft v, the driving force transmitted by the fourth shaft iv is output to the fifth shaft v, and power transmission is realized; as shown in fig. 3-4, the second-type gear driven gear is fixedly connected to a corresponding shaft (fifth shaft v), the fourth shaft iv has a gear driving gear loosely sleeved on the corresponding shaft (fourth shaft iv), and the fourth shaft iv has a gear driving gear selectively and dynamically coupled to the fourth shaft iv through a second synchronizer B, so that when the fourth shaft iv has a gear driving gear dynamically coupled to the fourth shaft iv, the driving force transmitted by the fourth shaft iv can be output to the fifth shaft v, thereby realizing power transmission.
In some embodiments, as shown in fig. 1-2, the third shaft iii is fixedly provided with a first-gear driving gear 1a and a third-gear driving gear 3a, and when the third shaft iii rotates, the first-gear driving gear 1a and the third-gear driving gear 3a rotate along with the third shaft iii; the fourth shaft IV is fixedly provided with a second-gear driving gear 2a and a fourth-gear driving gear 4a, and when the fourth shaft IV rotates, the second-gear driving gear 2a and the fourth-gear driving gear 4a rotate along with the fourth shaft IV; the fifth-shaft V-shaped hollow sleeve is provided with a first-gear driven gear 1b, a third-gear driven gear 3b, a second-gear driven gear 2b and a fourth-gear driven gear 4b, the first-gear driven gear 1b is used for being meshed with a first-gear driving gear 1a, the second-gear driven gear 2b is used for being meshed with a second-gear driving gear 2a, the third-gear driven gear 3b is used for being meshed with the third-gear driving gear 3a, and the fourth-gear driven gear 4b is used for being meshed with the fourth-gear driving gear 4 a.
The first-gear driven gear 1b and the third-gear driven gear 3b are selectively in power coupling connection with a fifth shaft V through a first synchronizer A, and when the first-gear driven gear 1b is in power coupling connection with the fifth shaft V, the driving force transmitted by the third shaft III is transmitted to the fifth shaft V through the first-gear driving gear 1a and the first-gear driven gear 1b, and the power output by the fifth shaft V is the first-gear driving force; when the three-gear driven gear 3b is in power coupling connection with the fifth shaft v, the driving force transmitted by the third shaft iii is transmitted to the fifth shaft v through the three-gear driving gear 3a and the three-gear driven gear 3b, and the power output by the fifth shaft v is the three-gear driving force.
The second-gear driven gear 2B and the fourth-gear driven gear 4B are selectively in power coupling connection with the fifth shaft V through a second synchronizer B. The second-gear driven gear 2B and the fourth-gear driven gear 4B are selectively in power coupling connection with the fifth shaft V through a second synchronizer B, and when the second-gear driven gear 2B is in power coupling connection with the fifth shaft V, the driving force transmitted by the fourth shaft IV is transmitted to the fifth shaft V through the second-gear driving gear 2a and the second-gear driven gear 2B, and the power output by the fifth shaft V is the second-gear driving force; when the fourth-gear driven gear 4b is in power coupling connection with the fifth shaft v, the driving force transmitted by the fourth shaft iv is transmitted to the fifth shaft v through the fourth-gear driving gear 4a and the fourth-gear driven gear 4b, and the power output by the fifth shaft v is the fourth-gear driving force.
In other embodiments, as shown in fig. 3-4, the fifth shaft v is fixedly provided with a second-gear driven gear 2b, a third-gear driven gear 3b, a second-gear driven gear 2b and a fourth-gear driven gear 4b, the third shaft iii is provided with a first-gear driving gear 1a and a third-gear driving gear 3a, the fourth shaft iv is provided with a second-gear driving gear 2a and a fourth-gear driving gear 4a, the first-gear driven gear 1b is used for meshing with the first-gear driving gear 1a, the second-gear driven gear 2b is used for meshing with the second-gear driving gear 2a, the third-gear driven gear 3b is used for meshing with the third-gear driving gear 3a, and the fourth-gear driven gear 4b is used for meshing with.
The first-gear driving gear 1a and the third-gear driving gear 3a are selectively in power coupling connection with the third shaft III through a first synchronizer A, and when the first-gear driving gear 1a and the third shaft III are in power coupling connection with the third shaft III through the first synchronizer A, driving force transmitted by the third shaft III is transmitted to the fifth shaft V through the first-gear driving gear 1a and the first-gear driven gear 1b, and power output by the fifth shaft V is first-gear driving force; when the third-gear driving gear 3a is in power coupling connection with the third shaft iii through the first synchronizer a, the driving force transmitted by the third shaft iii is transmitted to the fifth shaft v through the third-gear driving gear 3a and the third-gear driven gear 3b, and the power output by the fifth shaft v is the third-gear driving force.
The second-gear driving gear 2a and the fourth-gear driving gear 4a are selectively in power coupling connection with the fourth shaft iv through a second synchronizer B. When the second-gear driving gear 2a is in power coupling connection with the fourth shaft iv through the second synchronizer B, the driving force transmitted by the fourth shaft iv is transmitted to the fifth shaft v through the second-gear driving gear 2a and the second-gear driven gear 2B, and the power output by the fifth shaft v is the second-gear driving force; when the fourth-gear driven gear 4B is in power coupling connection with the fourth shaft iv through the second synchronizer B, the driving force transmitted by the fourth shaft iv is transmitted to the fifth shaft v through the fourth-gear driving gear 4a and the fourth-gear driven gear 4B, and the power output by the fifth shaft v is the fourth-gear driving force.
Different power transmission paths are formed by meshing different gear driving gears and different gear driven gears, output of different rotating speeds and torque can be achieved, the power transmission paths can be selected according to specific working conditions and driving environments, different driving states are adapted, various power requirements are met, and good dynamic performance and fuel economy of the vehicle 1000 are guaranteed when the vehicle is driven. With the transmission of the above-described configuration, the driving force of the engine 30 can be transmitted to the wheels 101 through four transmission paths in which the vehicle 1000 having the power drive system 100 has at least four driving ranges.
When the first gear is shifted: the first portion k1 and the third portion k3 of the second clutch C2 are engaged, the first synchronizer a engages the fifth shaft v with the first-speed driven gear 1b, and the driving force output from the engine 30 passes through the first shaft i, the first clutch C1, the second shaft ii, the second clutch C2, the third shaft iii, the first-speed drive gear 1a, the first-speed driven gear 1b, the first synchronizer a, the fifth shaft v, the output shaft side gear 41, the differential gear 42, the differential 40, and the wheels 101 in this order.
Thus, the power transmission path of the engine 30 in the first gear is the first shaft i-the first clutch C1-the second shaft ii-the second clutch C2-the third shaft iii-the first gear drive gear 1 a-the first gear driven gear 1 b-the first synchronizer a-the fifth shaft v-the output shaft side gear 41-the differential gear 42-the differential 40, and the wheels 101.
Similarly, the power transmission path of the engine 30 in the second gear is defined by the first shaft i, the first clutch C1, the second shaft ii, the second clutch C2, the fourth shaft iv, the second gear drive gear 2a, the second gear driven gear 2B, the second synchronizer B, the fifth shaft v, the output shaft side gear 41, the differential gear 42, the differential 40, and the wheels 101.
The power transmission path of the engine 30 in the third gear is a first shaft i-a first clutch C1-a second shaft ii-a second clutch C2-a third shaft iii-a third gear drive gear 3 a-a third gear driven gear 3 b-a first synchronizer a-a fifth shaft v-an output shaft side gear 41-a differential gear 42-a differential gear 40, and a wheel 101.
The power transmission path of the engine 30 in the fourth gear is a first shaft i-a first clutch C1-a second shaft ii-a second clutch C2-a fourth shaft iv-a fourth gear drive gear 4 a-a fourth gear driven gear 4B-a second synchronizer B-a fifth shaft v-an output shaft side gear 41-a differential gear 42-a differential gear 40, and wheels 101.
From this, can realize through the power transmission route of the aforesaid difference that vehicle 1000's difference keeps off the position and switches to make power drive system 100 carry out the power take off that different fender position, the driver of being convenient for satisfies the power take off's under the different operating mode demand through switching over the different fender position, and then required rotational speed, torque under the cooperation current operating mode, practicality and economy.
Therefore, gear shifting is achieved through the combination of the first clutch C1, the second clutch C2, the first synchronizer A and the second synchronizer B, the speed ratio range of the system is enlarged through multi-gear design, the running efficiency of the motor is improved, and the speed ratio drop between adjacent gears is reduced. Particularly, the combination of the clutch and the synchronizer is adopted to shift gears, so that the advantages of smoothness and no power interruption of double-clutch gear shifting are inherited, and the device is economical, safe and practical.
The power drive system 100 according to the embodiment of the present invention has the following various operation modes.
One) the powertrain 100 has a hard-acceleration shift mode of operation: in the rapid acceleration shift mode, the first clutch C1 is engaged, the engine 30, the first motor generator 10, and the second motor generator 20 are all operated, the engine 30, the first motor generator 10, and the second motor generator 20 simultaneously output driving force, and the shift switching is realized by switching the second clutch C2, the first synchronizer a, and the second synchronizer B, so that the shift of four gears can be realized, the vehicle 1000 is driven to run, and the shift function is performed, and the mode maximizes the output of the power of the hybrid drive system.
Second) the power drive system 100 has a parking power generation operation mode in which the second motor generator 20 is not operated, the first clutch C1 is disconnected, and the engine 30 is operated to drive the first motor generator 10 to generate power to charge the battery pack.
Third) the power driving system 100 has an electric-only operating mode, in the electric-only operating mode, when the electric quantity of the battery pack is sufficient, the engine 30 and the first motor generator 10 do not operate, the first clutch C1 is disconnected, that is, the second motor generator 20 alone drives the vehicle 1000 to run, the battery pack provides electric energy for the second motor generator 20, and the power of the driving force of the second motor generator 20 is transmitted to the wheels 101. And when the pure electric drive is carried out, the first clutch C1 separates the first shaft I and the second shaft II, so that the dragging torque during the pure electric drive can be reduced, and the four gears can be changed by selectively engaging the second clutch C2, the first synchronizer A and the second synchronizer B.
Fourth) the power driving system 100 has a pure electric reverse operation mode, in the pure electric reverse operation mode, the first clutch C1 is disconnected, the engine 30 and the first motor generator 10 do not work, the second motor generator 20 works, and the second motor generator 20 reverses, that is, the direction of the output torque of the second motor generator 20 is opposite to the direction of the torque during forward gear, and the four gears can be changed by selectively engaging the second clutch C2, the first synchronizer a and the second synchronizer B, and the torque of the wheel 101 can be increased by adopting the gear with a large speed ratio during large-gradient reverse operation.
And fifthly), the power driving system 100 has a hybrid parallel operating mode in which the first motor generator 10 is not operated, the first clutch C1 is engaged, the engine 30 and the second motor generator 20 are operated, and the selective engagement of the second clutch C2 with the first synchronizer a and the second synchronizer B is controlled to realize the switching of four gears in the hybrid parallel operating mode. The battery pack in this mode has a high capacity and demands on the dynamic performance of the vehicle 1000.
Sixth) the power drive system 100 has a driving charging series operating mode, in which the first clutch C1 is disconnected, the engine 30 operates to drive the first motor generator 10 to generate electricity, the first motor generator 10 generates electricity for driving the second motor generator 20 or charging the battery, specifically, the electric energy required by the second motor generator 20 is mainly provided by the first motor generator 10, the insufficient or redundant electric energy is provided or absorbed by the battery pack, and the power output by the second motor generator 20 and the engine 30 drives the vehicle 1000 to run, controls the selective engagement of the clutches and the synchronizers, and realizes the switching of four gears.
Seventh) power drive system 100 has a drive-charge parallel operating mode in which first clutch C1 is engaged, engine 30 is operated and a portion of the power is used to drive first motor generator 10 for power generation, first motor generator 10 is used to generate power for driving second motor generator 20 or for battery charging, another portion of the power of engine 30 and second motor generator 20 is used to provide the driving force of vehicle 1000. The electric energy required by the second motor generator 20 is mainly provided by the first motor generator 10, the insufficient or excessive electric energy is provided or absorbed by the battery pack, and the driving force output by the second motor generator 20 and the engine 30 drives the vehicle 1000 to run, so that the selective engagement of the clutch and the synchronizer is controlled, and the switching of four gears is realized.
Eight) the power drive system 100 has a brake deceleration energy recovery operation mode in which the first clutch C1 is engaged, the driven part of the second clutch C2 is connected to the driving part, the synchronizer ring of the first synchronizer a is connected to one of the driven gears, and the synchronizer ring of the second synchronizer B is connected to one of the driven gears, and the first motor generator 10 and the second motor generator 20 absorb energy of the vehicle 1000 and charge the battery pack when the vehicle 1000 brakes or decelerates.
Nine) the power drive system 100 has the neutral parking condition, the engine 30 stops operating, the first motor generator 10 stops operating from the second motor generator 20, the first clutch C1 is disconnected, the power of the first motor generator 10, the second motor generator 20 and the engine 30 is disconnected from the wheels 101, the neutral parking function is realized, and the motor and the inverter are prevented from being damaged by the excessive potential when the vehicle 1000 fails.
The power driving system 100 according to the embodiment of the invention has at least the following four structural forms:
in the first embodiment, as shown in fig. 1, a first shaft i is connected to a crankshaft of an engine 30, a rotor of a first motor generator 10 is fixedly connected to the first shaft i, the first motor generator 10 is connected to the crankshaft of the engine 30 via the first shaft i, a first clutch C1 is provided between the first shaft i and a second shaft ii, the first clutch C1 connects or disconnects power between the first shaft i and the second shaft ii, and a rotor of a second motor generator 20 is fixedly connected to the second shaft ii.
As shown in fig. 1, the second clutch C2 includes a third portion k3 and first and second portions k1 and k2 that are fitted to each other, the third portion k3 is fixed to the rotor of the second motor generator 20, the third shaft iii is also arranged concentrically with the second shaft ii by means of a sleeve shaft, the fourth shaft iv is also arranged concentrically with the second shaft ii by means of a sleeve shaft, and the first and second portions k1 and k2 of the second clutch C2 are fixed to the third and fourth shafts iii and iv, respectively. In addition, a first gear driving gear 1a and a third gear driving gear 3a are fixedly connected to the third shaft iii, and a second gear driving gear 2a and a fourth gear driving gear 4a are fixedly connected to the fourth shaft iv. In addition, the third portion k3 of the second clutch C2 is integrated with the rotor of the second motor/generator 20, so that the internal space is more compact and the connection is more efficient and reasonable.
As shown in fig. 1, a first-gear driven gear 1b, a third-gear driven gear 3b, a second-gear driven gear 2b and a fourth-gear driven gear 4b are arranged on a fifth shaft v, and the first-gear driven gear 1b, the third-gear driven gear 3b, the second-gear driven gear 2b and the fourth-gear driven gear 4b are arranged on an outer ring of the fifth shaft v in a free gear manner, supported on the fifth shaft v by needle bearings, and respectively engaged with a corresponding first-gear driving gear 1a, a corresponding third-gear driving gear 3a, a corresponding second-gear driving gear 2a and a corresponding fourth-gear driving gear 4 a. The first synchronizer A is arranged between the first-gear driven gear 1b and the third-gear driven gear 3b, and the first-gear driven gear 1b or the third-gear driven gear 3b can be selectively connected with the fifth shaft V by sliding a synchronizing ring of the first synchronizer A. The second synchronizer B is arranged between the second-gear driven gear 2B and the fourth-gear driven gear 4B, and the second-gear driven gear 2B and the fourth-gear driven gear 4B can be selectively connected with the fifth shaft v by sliding a synchronizing ring of the second synchronizer B. In addition, an output shaft side gear 41 is fixedly connected to the fifth shaft v, and the output shaft side gear 41 is meshed with the differential gear 42.
In the second embodiment, as shown in fig. 2, a first shaft i is connected to a crankshaft of the engine 30, a motor side gear 11 is provided on a motor shaft of the first motor generator 10, a first shaft i is fixedly provided with a first shaft side gear 12, the motor side gear 11 is engaged with the first shaft side gear 12, the first motor generator 10 is connected to the first shaft i through the motor side gear 11 and the first shaft side gear 12, a first clutch C1 is provided between the first shaft i and a second shaft ii, the first clutch C1 connects or disconnects power between the first shaft i and the second shaft ii, and a rotor of the second motor generator 20 is fixedly connected to the second shaft ii.
As shown in fig. 2, the second clutch C2 includes a third portion k3 and a first portion k1 and a second portion k2 which are engaged with each other, the third portion k3 is fixed to the rotor of the second motor generator 20, the rotor is fixedly connected to the second shaft ii, the third shaft iii is concentrically arranged with the second shaft ii by means of a sleeve shaft, the fourth shaft iv is also concentrically arranged with the second shaft ii by means of a sleeve shaft, and the first portion k1 and the second portion k2 of the second clutch C2 are fixed to the third shaft iii and the fourth shaft iv, respectively. In addition, a first gear driving gear 1a and a third gear driving gear 3a are fixedly connected to the third shaft iii, and a second gear driving gear 2a and a fourth gear driving gear 4a are fixedly connected to the fourth shaft iv. In addition, the third portion k3 of the second clutch C2 is integrated with the rotor of the second motor/generator 20, so that the internal space is more compact and the connection is more efficient and reasonable.
As shown in fig. 2, a first-gear driven gear 1b, a third-gear driven gear 3b, a second-gear driven gear 2b and a fourth-gear driven gear 4b are arranged on the fifth shaft v, and the first-gear driven gear 1b, the third-gear driven gear 3b, the second-gear driven gear 2b and the fourth-gear driven gear 4b are arranged on the outer ring of the fifth shaft v in a free gear manner, supported on the fifth shaft v by needle bearings, and respectively engaged with the corresponding first-gear driving gear 1a, the third-gear driving gear 3a, the second-gear driving gear 2a and the fourth-gear driving gear 4 a. The first synchronizer A is arranged between the first-gear driven gear 1b and the third-gear driven gear 3b, and the first-gear driven gear 1b or the third-gear driven gear 3b can be selectively connected with the fifth shaft V by sliding a synchronizing ring of the first synchronizer A. The second synchronizer B is arranged between the second-gear driven gear 2B and the fourth-gear driven gear 4B, and the second-gear driven gear 2B and the fourth-gear driven gear 4B can be selectively connected with the fifth shaft v by sliding a synchronizing ring of the second synchronizer B. In addition, an output shaft side gear 41 is fixedly connected to the fifth shaft v, and the output shaft side gear 41 is meshed with the differential gear 42, so that the power driving system 100 of the embodiment is small in axial length, small in occupied space and convenient to arrange of the whole vehicle.
In the third embodiment, as shown in fig. 3, the first shaft i is connected to the engine 30 by a crankshaft, the rotor of the first motor generator 10 is fixedly connected to the first shaft i, the first motor generator 10 is connected to the engine 30 by the first shaft i by a crankshaft, a first clutch C1 is provided between the first shaft i and the second shaft ii, the first clutch C1 connects or disconnects power between the first shaft i and the second shaft ii, and the rotor of the second motor generator 20 is fixedly connected to the second shaft ii.
As shown in fig. 3, the second clutch C2 includes a third portion k3, a first portion k1 and a second portion k2 which are engaged with each other, the third portion k3 is fixed to the rotor of the second motor generator 20 and is connected to the housing of the second clutch C2, the third shaft iii is arranged concentrically with the second shaft ii by means of a sleeve shaft, the fourth shaft iv is also arranged concentrically with the second shaft ii by means of a sleeve shaft, and the first portion k1 and the second portion k2 of the second clutch C2 are fixed to the third shaft iii and the fourth shaft iv, respectively. In addition, a first gear driving gear 1a and a third gear driving gear 3a are sleeved on the third shaft III, and a second gear driving gear 2a and a fourth gear driving gear 4a are sleeved on the fourth shaft IV. In addition, the third portion k3 of the second clutch C2 is integrated with the rotor of the second motor/generator 20, so that the internal space is more compact and the connection is more efficient and reasonable. Wherein, first synchronizer A installs in third axle III, and first synchronizer A sets up and keeps off between driving gear 1a, third fender driving gear 3a, makes one fender driving gear 1a or third fender driving gear 3a be connected with third axle III through the synchronizer ring selectivity of sliding first synchronizer A. The second synchronizer B is disposed between the second gear driving gear 2a and the fourth gear driving gear 4a, and the second gear driving gear 2a and the fourth gear driving gear 4a are selectively connected to the fourth shaft iv by sliding a synchronizing ring of the second synchronizer B.
As shown in fig. 3, a first-gear driven gear 1b, a third-gear driven gear 3b, a second-gear driven gear 2b, and a fourth-gear driven gear 4b are disposed on the fifth shaft v, and the first-gear driven gear 1b, the third-gear driven gear 3b, the second-gear driven gear 2b, and the fourth-gear driven gear 4b are fixedly disposed on an outer ring of the fifth shaft v and are respectively engaged with the corresponding first-gear driving gear 1a, the third-gear driving gear 3a, the second-gear driving gear 2a, and the fourth-gear driving gear 4 a. In addition, an output shaft side gear 41 is fixedly connected to the fifth shaft v, and the output shaft side gear 41 is meshed with the differential gear 42.
In the fourth embodiment, as shown in fig. 4, a first shaft i is connected to a crankshaft of the engine 30, a motor shaft of the first motor generator 10 is provided with a motor-side gear 11, the first shaft i is fixedly provided with a first shaft-side gear 12, the motor-side gear 11 is engaged with the first shaft-side gear 12, the first motor generator 10 is connected to the first shaft i via the first motor-side gear 11 and the first shaft-side gear 12, a first clutch C1 is provided between the first shaft i and a second shaft ii, the first clutch C1 connects or disconnects power between the first shaft i and the second shaft ii, and a rotor of the second motor generator 20 is fixedly connected to the second shaft ii.
As shown in fig. 4, the second clutch C2 includes a third portion k3, a first portion k1 and a second portion k2 which are engaged with each other, the third portion k3 is fixed to the rotor of the second motor generator 20 and is connected to the housing of the second clutch C2, the third shaft iii is arranged concentrically with the second shaft ii by means of a sleeve shaft, the fourth shaft iv is also arranged concentrically with the second shaft ii by means of a sleeve shaft, and the first portion k1 and the second portion k2 of the second clutch C2 are fixed to the third shaft iii and the fourth shaft iv, respectively. In addition, a first gear driving gear 1a and a third gear driving gear 3a are sleeved on the third shaft III, and a second gear driving gear 2a and a fourth gear driving gear 4a are sleeved on the fourth shaft IV. In addition, the third portion k3 of the second clutch C2 is integrated with the rotor of the second motor/generator 20, so that the internal space is more compact and the connection is more efficient and reasonable. Wherein, first synchronizer A installs in third axle III, and first synchronizer A sets up and keeps off between driving gear 1a, third fender driving gear 3a, makes one fender driving gear 1a or third fender driving gear 3a be connected with third axle III through the synchronizer ring selectivity of sliding first synchronizer A. The second synchronizer B is disposed between the second gear driving gear 2a and the fourth gear driving gear 4a, and the second gear driving gear 2a and the fourth gear driving gear 4a are selectively connected to the fourth shaft iv by sliding a synchronizing ring of the second synchronizer B.
As shown in fig. 4, a first-gear driven gear 1b, a third-gear driven gear 3b, a second-gear driven gear 2b, and a fourth-gear driven gear 4b are disposed on the fifth shaft v, and the first-gear driven gear 1b, the third-gear driven gear 3b, the second-gear driven gear 2b, and the fourth-gear driven gear 4b are fixedly disposed on an outer ring of the fifth shaft v and are respectively engaged with the corresponding first-gear driving gear 1a, the third-gear driving gear 3a, the second-gear driving gear 2a, and the fourth-gear driving gear 4 a. In addition, an output shaft side gear 41 is fixedly connected to the fifth shaft v, and the output shaft side gear 41 is meshed with the differential gear 42.
In some embodiments, as shown in fig. 1 to 4, the gear driving gear on the third shaft iii and the gear driving gear on the fourth shaft iv are disposed between the first clutch C1 and the second clutch C2, so that the overall structure of the power driving system 100 is more compact, the layout is more reasonable, and the space occupied by the power driving system is reduced.
The invention also proposes a vehicle 1000.
According to the vehicle 1000 of the embodiment of the invention, as shown in fig. 5, the power driving system 100 is provided, the vehicle 1000 has multiple working modes, the practicability is strong, the adjustable range of the transmission speed ratio is large, the running efficiency of the motor is improved, the gear fall is small, no power interruption phenomenon occurs in the gear shifting process, and the gear shifting is smoother.
In the description herein, references to the description of the term "one embodiment," "some embodiments," "an illustrative embodiment," "an example," "a specific example," or "some examples" or the like mean that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the invention. In this specification, the schematic representations of the terms used above do not necessarily refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.
While embodiments of the invention have been shown and described, it will be understood by those of ordinary skill in the art that: various changes, modifications, substitutions and alterations can be made to the embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the claims and their equivalents.

Claims (12)

1. A power drive system, comprising: an engine, a first motor generator, a second motor generator, a transmission, the transmission comprising:
the first shaft is connected with a crankshaft of the engine, and the first motor generator is in power coupling connection with the first shaft;
a first clutch;
a second shaft selectively connectable with the first shaft via the first clutch, the second motor generator being connected with the second shaft;
a second clutch including a first portion, a second portion, and a third portion, the first portion, the second portion being selectively engageable with the third portion, the third portion being provided to a rotor of the second motor generator;
the third shaft and the fourth shaft are respectively provided with a gear driving gear, the third shaft is connected with the first part, and the fourth shaft is connected with the second part;
and the fifth shaft is provided with a gear driven gear which is correspondingly meshed with the gear driving gear.
2. The power drive system of claim 1, wherein the range driven gears on the fifth shaft include a first range driven gear and a second range driven gear, the first range driven gear being in corresponding meshing engagement with the range driving gear on the third shaft, the second range driven gear being in corresponding meshing engagement with the range driving gear on the fourth shaft;
one of the first type of gear driven gear and the gear driving gear on the third shaft is fixedly connected with the corresponding shaft, and the other one of the first type of gear driven gear and the gear driving gear on the third shaft is sleeved on the corresponding shaft and is selectively in power coupling connection with the corresponding shaft through a first synchronizer;
one of the second-class gear driven gear and the fourth-shaft gear driving gear is fixedly connected with the corresponding shaft, and the other one of the second-class gear driven gear and the fourth-shaft gear driving gear is sleeved on the corresponding shaft in a hollow mode and is selectively in power coupling connection with the corresponding shaft through a second synchronizer.
3. The power driving system according to claim 2, wherein the third shaft is fixedly provided with a first-gear driving gear and a third-gear driving gear, the fourth shaft is fixedly provided with a second-gear driving gear and a fourth-gear driving gear, the fifth shaft sleeve is provided with a first-gear driven gear, a third-gear driven gear, a second-gear driven gear and a fourth-gear driven gear, the first-gear driven gear and the third-gear driven gear are selectively coupled with the fifth shaft through the first synchronizer, and the second-gear driven gear and the fourth-gear driven gear are selectively coupled with the fifth shaft through the second synchronizer;
or, the third axle free sleeve is provided with a fender driving gear and a third fender driving gear, a fender driving gear with the third fender driving gear passes through first synchronizer alternative with third axle power coupling connects, the fourth axle free sleeve is provided with two fender driving gears and four fender driving gears, two keep off the driving gear with the fourth fender driving gear passes through second synchronizer alternative with third axle power coupling connects, the fixed driven gear that is provided with one in fifth axle, three fender driven gear, two keep off driven gear and four keep off driven gear.
4. The power train of claim 2, wherein the power train has a hard-up shift mode of operation in which the first clutch is engaged, the engine, the first motor generator, and the second motor generator are all operated, and a gear shift is effected by switching of the second clutch, the first synchronizer, and the second synchronizer.
5. The power drive system according to claim 1, wherein the power drive system has a parking power generation operation mode in which the second motor generator is not operated, the first clutch is disconnected, and the engine is operated to drive the first motor generator to generate power.
6. A power drive system in accordance with claim 1, wherein said power drive system has an electric-only operating mode in which said engine, said first motor-generator are not operating, said first clutch is off, and said second motor-generator is operating;
the power driving system has a pure electric reverse operation mode, in the pure electric reverse operation mode, the first clutch is disconnected, the engine and the first motor generator do not work, and the second motor generator works;
the power drive system has a hybrid parallel operating mode in which the first motor generator is not operated, the first clutch is engaged, and the engine and the second motor generator are operated.
7. A power drive system in accordance with claim 1, wherein said power drive system has a drive-charge series operating mode in which said first clutch is disengaged, said engine is operated to drive said first motor generator for power generation, said first motor generator is used to drive said second motor generator for power generation or to charge a battery, said second motor generator is used to provide a driving force for the vehicle;
the power driving system has a driving charging parallel working mode, in the driving charging parallel working mode, the first clutch is engaged, the engine works, part of power is used for driving the first motor generator to generate power, the first motor generator generates power and is used for supplying the second motor generator to drive or supply a battery to charge, and the other part of power of the engine and the second motor generator are used for supplying the driving force of the vehicle.
8. A power drive system according to any of claims 1-7 wherein the gear driving gear on the third shaft and the gear driving gear on the fourth shaft are arranged between the first clutch and the second clutch.
9. The power drive system according to any one of claims 1-7 wherein said third shaft and said fourth shaft are nested on said second shaft, one of said third shaft and said fourth shaft being nested on the other.
10. The power drive system according to any one of claims 1 to 7, wherein the third portion of the second clutch is provided integrally with a rotor of the second motor generator.
11. The power-driven system according to any of claims 1 to 7, wherein the rotor of the first motor-generator is fixedly connected to the first shaft, and the rotor of the second motor-generator is fixedly connected to the second shaft;
or a motor side gear is fixedly arranged on a motor shaft of the first motor generator, a first shaft side gear is fixedly arranged on the first shaft, the motor side gear is meshed with the first shaft side gear, and a rotor of the second motor generator is fixedly connected with the second shaft.
12. A vehicle characterized by having a power drive system according to any one of claims 1-11.
CN201811523031.XA 2018-12-13 2018-12-13 Power driving system and vehicle Pending CN111319448A (en)

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WO2022111557A1 (en) * 2020-11-25 2022-06-02 中国第一汽车股份有限公司 Hybrid power driving system and hybrid power vehicle

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CN101920652A (en) * 2009-06-17 2010-12-22 上海捷能汽车技术有限公司 Series/parallel double-motor and multi-clutch hybrid drive unit for vehicle
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