CN113682126B - Hybrid power driving system and vehicle - Google Patents
Hybrid power driving system and vehicle Download PDFInfo
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- CN113682126B CN113682126B CN202010420894.5A CN202010420894A CN113682126B CN 113682126 B CN113682126 B CN 113682126B CN 202010420894 A CN202010420894 A CN 202010420894A CN 113682126 B CN113682126 B CN 113682126B
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- 230000002441 reversible effect Effects 0.000 claims abstract description 71
- 230000005540 biological transmission Effects 0.000 claims abstract description 60
- 230000009467 reduction Effects 0.000 claims abstract description 9
- 238000000926 separation method Methods 0.000 claims description 14
- 230000001360 synchronised effect Effects 0.000 claims description 4
- 230000004323 axial length Effects 0.000 abstract description 6
- 238000004134 energy conservation Methods 0.000 abstract description 5
- 230000000694 effects Effects 0.000 abstract description 3
- 238000005265 energy consumption Methods 0.000 abstract description 3
- 238000010248 power generation Methods 0.000 description 8
- 238000011084 recovery Methods 0.000 description 8
- 238000003466 welding Methods 0.000 description 5
- 238000000465 moulding Methods 0.000 description 4
- 239000000446 fuel Substances 0.000 description 3
- 238000004519 manufacturing process Methods 0.000 description 3
- 230000009977 dual effect Effects 0.000 description 2
- 230000002035 prolonged effect Effects 0.000 description 2
- 238000012827 research and development Methods 0.000 description 2
- 238000003756 stirring Methods 0.000 description 2
- 230000009286 beneficial effect Effects 0.000 description 1
- 238000011161 development Methods 0.000 description 1
- 230000018109 developmental process Effects 0.000 description 1
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- 230000005611 electricity Effects 0.000 description 1
- 230000007613 environmental effect Effects 0.000 description 1
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- 230000008569 process Effects 0.000 description 1
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
- B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
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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
- B60K6/50—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
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- 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
-
- 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
- Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
- Y02T10/92—Energy efficient charging or discharging systems for batteries, ultracapacitors, supercapacitors or double-layer capacitors specially adapted for vehicles
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Structure Of Transmissions (AREA)
- Hybrid Electric Vehicles (AREA)
Abstract
The invention belongs to the technical field of vehicle transmissions, and provides a hybrid power driving system and a vehicle, wherein the hybrid power driving system comprises an engine, a motor and a nine-gear hybrid power transmission, and the nine-gear hybrid power transmission comprises a second input shaft, a second main reducing gear, a 2-gear driven gear, a 6-gear driven gear, a 3-gear driven gear, a 1-gear driven gear, a second output shaft, a 3/5-gear driving gear, a 1-gear driving gear, a 7-gear driving gear, a first input shaft, a first output shaft, a 7-gear driven gear, a 5-gear driven gear, an 8-gear driven gear, a differential gear ring, a reverse gear, a first main reducing gear, a 6/8-gear driving gear, a 2-gear driving gear, a clutch K2, a clutch K1, a clutch K0 and a synchronizing device. The hybrid power driving system realizes pure electric and hybrid driving with a simple structure, achieves the effects of energy conservation and emission reduction, and has the advantages of short axial length, fewer parts, compact structure, high efficiency, low energy consumption and the like.
Description
Technical Field
The invention belongs to the technical field of vehicle transmissions, and particularly relates to a hybrid power driving system and a vehicle.
Background
With the development of the automobile industry, the national importance of environmental protection is increasingly attached, the automobile emission regulations are also becoming stricter, the requirements of users on the safety, comfort and fuel economy of the whole automobile are also becoming higher, and the hybrid electric vehicle is becoming the mainstream trend during the transition from the traditional power driven vehicle to the pure electric driven vehicle.
The hybrid power driven automobile generally adopts a double-clutch automatic transmission, the existing double-clutch automatic transmission is complex in structure, and can only realize pure electric and hybrid driving of partial gears, and has the advantages of low efficiency, high manufacturing cost and high oil consumption, and cannot meet increasingly severe emission standards.
Disclosure of Invention
The technical problems to be solved by the invention are as follows: aiming at the problems that the existing double-clutch automatic transmission can only realize pure and hybrid drive of partial gears, has low efficiency and high oil consumption and cannot meet increasingly severe emission standards, the hybrid power driving system and the vehicle are provided.
In order to solve the technical problems, in one aspect, the embodiment of the invention provides a hybrid power driving system, which comprises an engine, a motor and a nine-gear hybrid power transmission, wherein the nine-gear hybrid power transmission comprises a second input shaft, a second main reducing gear, a 2-gear driven gear, a 6-gear driven gear, a 3-gear driven gear, a 1-gear driven gear, a second output shaft, a 3/5-gear driving gear, a 1-gear driving gear, a 7-gear driving gear, a first input shaft, a first output shaft, a 7-gear driven gear, a 5-gear driven gear, an 8-gear driven gear, a differential gear ring, a reverse gear, a first main reducing gear, a 6/8-gear driving gear, a 2-gear driving gear, a clutch K2, a clutch K1, a clutch K0 and a synchronization device:
the first input shaft and the second input shaft are coaxially nested, the first input shaft is connected with a motor through a clutch K1, the second input shaft is connected with the motor through a clutch K2, and the motor is connected with the engine through a clutch K0; the 3/5 gear driving gear, the 1 gear driving gear and the 7 gear driving gear are sequentially fixed on the first input shaft in the direction away from the engine, and the 2 gear driving gear and the 6/8 gear driving gear are sequentially fixed on the second input shaft in the direction away from the engine;
the first output shaft, the second output shaft and the second input shaft are arranged at intervals in parallel, the reverse gear, the 8-gear driven gear, the 5-gear driven gear and the 7-gear driven gear are sequentially sleeved on the first output shaft in a hollow mode in the direction away from the engine, and the 2-gear driven gear, the 6-gear driven gear, the 3-gear driven gear and the 1-gear driven gear are sequentially sleeved on the second output shaft in a hollow mode in the direction away from the engine; the gear 1 driving gear is meshed with the gear 1 driven gear, the gear 2 driven gear is meshed with the gear 2 driving gear and the gear reverse, the gear 3/5 driving gear is meshed with the gear 5 driven gear and the gear 3 driven gear, the gear 6/8 driving gear is meshed with the gear 8 driven gear and the gear 6 driven gear, and the gear 7 driving gear is meshed with the gear 7 driven gear; the first main reducing gear is fixed on the first output shaft, the second main reducing gear is fixed on the second output shaft, the first main reducing gear and the second main reducing gear are simultaneously meshed with the differential gear ring, and the differential gear ring is arranged on the differential;
the synchronous device is used for controlling the combination and separation of all idler gears and the output shaft where the idler gears are positioned so as to realize 9 forward gears and reverse gears.
According to the hybrid power driving system provided by the embodiment of the invention, the clutch K0 for connecting and disconnecting the motor and the control motor with the engine is added on the basis of the original double clutch type automatic transmission, so that 7 working modes of a pure electric driving mode, an engine direct-drive and motor driving parallel mode, a pure engine driving mode, a driving power generation mode, a braking energy recovery mode, a starting engine mode and a parking power generation mode can be realized, the hybrid power driving system is suitable for various road conditions, the engine is ensured to always operate in an optimal working area, the engine efficiency is improved, the energy recovery is realized, and the energy conservation and the emission reduction are maximally realized.
By means of the bypass mode, 4-gear and 9-gear transmission is achieved, 4-gear and 9-gear driving gears and driven gears are omitted, multi-gear transmission is achieved through fewer gear planes, the axial length is shortened, the weight is reduced, and the cost is saved. Nine-gear transmission is realized under the condition of fewer gears, and the transmission is higher in fuel efficiency and economy. Nine forward gears and one reverse gear are realized, so that pure electric and hybrid driving is realized by a simple structure, the effects of energy conservation and emission reduction are achieved, and the dual-clutch transmission device has the advantages of short axial length, fewer parts, compact structure, high efficiency, low energy consumption and the like, and can greatly reduce the manufacturing cost and the research and development cost because the resources of the dual clutch are utilized to the maximum extent.
In addition, the reverse gear transmission uses the second output shaft as an idler shaft, the second output shaft and the 2-gear driven gear as transmission components of the reverse gear, a special reverse gear shaft is saved, the repeated utilization of the gears is increased, the weight is reduced, and the cost is saved. The center distance between the input shaft and the two output shafts can be designed to be smaller, and the structure is more compact. The reverse gear transmission path is simple, only the 2-gear driven gear is used as the idler gear for reversing, the gear engagement quantity is reduced, the transmission is stable, and the efficiency is high.
In gear arrangement, a low-speed gear large gear is arranged on the second output shaft, so that oil stirring loss is reduced, and transmission efficiency is improved.
The 1 st gear and the reverse gear are controlled by different clutches respectively (the 1 st gear is controlled by the clutch K1, and the reverse gear is controlled by the clutch K2), so that the service life of the clutch is prolonged.
In addition, the embodiment of the invention also provides a vehicle which comprises the hybrid power driving system.
Drawings
Fig. 1 is a block diagram of a hybrid drive system according to an embodiment of the present invention.
Reference numerals in the drawings of the specification are as follows:
1. a second input shaft; 2. a second main subtraction gear; 3. a 2-gear driven gear; 4. 2/6 gear synchronizer; 5. 6-gear driven gear; 6. a 3-gear synchronizer; 7. a 3-gear driven gear; 8. 1/3 gear synchronizer; 9. a 1 st gear driven gear; 10. a second output shaft; 11. 3/5 gear driving gear; 12. a 1 st gear driving gear; 13. 7-gear driving gears; 14. a first input shaft; 15. a first output shaft; 16. 7-gear driven gears; 17. a 5/7 gear synchronizer; 18. a 5-gear driven gear; 19. a 8-gear synchronizer; 20. 8-gear driven gears; 21. 8/reverse synchronizer; 22. a differential; 23. a differential ring gear; 24. a reverse gear; 25. a first main subtraction gear; 26. 6/8 gear driving gear; 27. a 2-gear driving gear; 28. an engine; 29. a clutch K2; 30. a clutch K1; 31. clutch K0; 32. and a motor.
Detailed Description
In order to make the technical problems, technical schemes and beneficial effects solved by the invention more clear, the invention 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 for purposes of illustration only and are not intended to limit the scope of the invention.
As shown in fig. 1, the hybrid driving system provided by the embodiment of the invention comprises an engine 28, a motor 32 and a nine-gear hybrid transmission, wherein the nine-gear hybrid transmission comprises a second input shaft 1, a second main reducing gear 2, a 2-gear driven gear 3, a 6-gear driven gear 5, a 3-gear driven gear 7, a 1-gear driven gear 9, a second output shaft 10, a 3/5-gear driving gear 11, a 1-gear driving gear 12, a 7-gear driving gear 13, a first input shaft 14, a first output shaft 15, a 7-gear driven gear 16, a 5-gear driven gear 18, an 8-gear driven gear 20, a differential gear 22, a differential gear ring 23, a reverse gear 24, a first main reducing gear 25, a 6/8-gear driving gear 26, a 2-gear driving gear 27, a clutch K2 29, a clutch K1 30, a clutch K0 31 and a synchronization device.
The first input shaft 14 and the second input shaft 1 are coaxially nested, the first input shaft 14 is connected with the motor 32 through a clutch K1, the second input shaft 1 is connected with the motor 32 through a clutch K2 29, and the motor 32 is connected with the engine 28 through a clutch K0 31; the 3/5 gear driving gear 11, the 1 gear driving gear 12 and the 7 gear driving gear 13 are sequentially fixed on the first input shaft 14 in a direction away from the engine 28, and the 2 gear driving gear 27 and the 6/8 gear driving gear 26 are sequentially fixed on the second input shaft 1 in a direction away from the engine 28.
The first output shaft 15, the second output shaft 10 and the second input shaft 1 are arranged in parallel at intervals, the reverse gear 24, the 8-gear driven gear 20, the 5-gear driven gear 18 and the 7-gear driven gear 16 are sequentially sleeved on the first output shaft 15 in a direction away from the engine 28, and the 2-gear driven gear 3, the 6-gear driven gear 5, the 3-gear driven gear 7 and the 1-gear driven gear 9 are sequentially sleeved on the second output shaft 10 in a direction away from the engine 28; the 1 st gear driving gear 12 is meshed with the 1 st driven gear 9, the 2 nd driven gear 3 is meshed with the 2 nd driving gear 27 and the reverse gear 24 at the same time, the 3/5 th driving gear 11 is meshed with the 5 th driven gear 18 and the 3 rd driven gear 7 at the same time, the 6/8 th driving gear 26 is meshed with the 8 th driven gear 20 and the 6 th driven gear 5 at the same time, and the 7 th driving gear 13 is meshed with the 7 th driven gear 16; the first main reducing gear 25 is fixed on the first output shaft 15, the second main reducing gear 2 is fixed on the second output shaft 10, the first main reducing gear 25 and the second main reducing gear 2 are simultaneously meshed with the differential gear ring 23, and the differential gear ring 23 is arranged on the differential gear 22.
The synchronous device is used for controlling the combination and separation of all idler gears and the output shaft where the idler gears are positioned so as to realize 9 forward gears and reverse gears.
In an embodiment, the synchronization device comprises a 2/6 gear synchronizer 4, a 3 gear synchronizer 6, a 1/3 gear synchronizer 8, a 5/7 gear synchronizer 17, an 8 gear synchronizer 19 and an 8/reverse gear synchronizer 21, wherein the 5/7 gear synchronizer 17, the 8 gear synchronizer 19 and the 8/reverse gear synchronizer 21 are arranged on the first output shaft 15, and the 2/6 gear synchronizer 4, the 3 gear synchronizer 6 and the 1/3 gear synchronizer 8 are arranged on the second output shaft 10.
The 2/6 gear synchronizer 4 is located between the 2 gear driven gear 3 and the 6 gear driven gear 5, and is used for controlling the combination and separation of the 2 gear driven gear 3 and the 6 gear driven gear 5 and the second output shaft 10.
The 3 rd gear synchronizer 6 is located between the 3 rd gear driven gear 7 and the 6 th gear driven gear 5 and is used for controlling the combination and separation of the 3 rd gear driven gear 7 and the 6 th gear driven gear 5.
The 1/3 gear synchronizer 8 is located between the 1 gear driven gear 9 and the 3 gear driven gear 75 and the gear driven gear 18, and is used for controlling the combination and separation of the 1 gear driven gear 9 and the 3 gear driven gear 75 and the gear driven gear 18 and the second output shaft 10.
The 5/7 th synchronizer 17 is located between the 5 th and 7 th driven gears 18 and 16, and is used for controlling the engagement and disengagement of the 5 th and 7 th driven gears 18 and 16 with the first output shaft 15.
The 8-speed synchronizer 19 is located between the 5-speed driven gear 18 and the 8-speed driven gear 20, and is used for controlling the combination and separation between the 5-speed driven gear 18 and the 8-speed driven gear 20.
The 8/reverse synchronizer 21 is located between the 8-speed driven gear 20 and the reverse gear 24, and is used for controlling the combination and separation of the 8-speed driven gear 20 and the reverse gear 24 with the first output shaft 15.
Namely, the 2-gear driven gear 3 and the 6-gear driven gear 5 are selectively combined by the 2/6-gear synchronizer 4 to realize 2-gear and 6-gear power output; the 3-gear synchronizer 6 selectively combines the 3-gear driven gear 7 and the 6-gear driven gear 5 to realize 4-gear power output; the 1-gear driven gear 9 and the 3-gear driven gear 7 are selectively combined by the 1/3-gear synchronizer 8 to realize 1-gear and 3-gear power output; the 5-gear driven gear 18 and the 7-gear driven gear 16 are selectively combined by a 5/7-gear synchronizer 17 to realize 5-gear and 7-gear power output; the 8-gear driven gear 20 and the reverse gear 24 are selectively combined by an 8/reverse synchronizer 21 to realize 8-gear and reverse power output; the 8-speed synchronizer 19 selectively combines the 5-speed driven gear 18 and the 8-speed driven gear 20 to achieve 9-speed power output.
In addition, the 3 gear and the 5 gear share one driving gear (3/5 gear driving gear 11), the 6 gear and the 8 gear share one driving gear (6/8 gear driving gear 26), the 2 gear and the reverse gear share one driving gear (2 gear driving gear 27), the using amount of the driving gears is reduced, the axial length of the transmission is shortened, and the weight of the transmission is reduced.
In an embodiment, the first main reducing gear 25, the reverse gear 24, the 8/reverse gear synchronizer 21, the 8-gear driven gear 20, the 8-gear synchronizer 19, the 5-gear driven gear 18, the 5/7-gear synchronizer 17 and the 7-gear driven gear 16 are sequentially arranged on the first output shaft 15 in a direction away from the engine 28. The second main gear 2, the 2-gear driven gear 3, the 2/6-gear synchronizer 4, the 6-gear driven gear 5, the 3-gear synchronizer 6, the 3-gear driven gear 7, the 1/3-gear synchronizer 8 and the 1-gear driven gear 9 are sequentially arranged on the second output shaft 10 in a direction away from the engine 28.
In an embodiment, the gear hubs of the 5/7 gear synchronizer 17 and the 8/reverse gear synchronizer 21 are connected to the first output shaft 15 through a spline, and the gear hub of the 8 gear synchronizer 19 is fixed to the 8 gear driven gear 20 through welding, spline connection, interference press fitting, integral molding or the like. The gear hubs of the 2/6 gear synchronizer 4 and the 1/3 gear synchronizer 8 are connected to the second output shaft 10 through splines, and the gear hub of the 3 gear synchronizer 6 is fixed with the 3 gear driven gear 7 through welding, spline connection, interference press fitting or integral molding and other modes.
The gear hub of the 8-speed synchronizer 19 is fixed to the 8-speed driven gear 20, so that when the 8-speed synchronizer 19 is combined with the 5-speed driven gear 18, the 5-speed driven gear 18 is combined with the 8-speed driven gear 20 and rotates in synchronization.
The gear hub of the 3-gear synchronizer 6 is fixed with the 3-gear driven gear 7, so that when the 3-gear synchronizer 6 is combined with the 6-gear driven gear 5, the 3-gear driven gear 7 is combined with the 6-gear driven gear 5 and rotates synchronously. In an embodiment, the 3/5 gear driving gear 11, the 5 gear driven gear 18 and the 3 gear driven gear 7 are co-planar gear sets, the 6/8 gear driving gear 26, the 8 gear driven gear 20 and the 6 gear driven gear 5 are co-planar gear sets, the 2 gear driven gear, the 2 gear driving gear 27 and the reverse gear 24 are co-planar gear sets, and the first main reducing gear 25, the second main reducing gear 2 and the differential gear ring 23 are co-planar gear sets. The axial dimension of the transmission can be reduced and the volume of the transmission can be reduced by constructing the coplanar gear sets.
In one embodiment, the two ends of the first input shaft 14 are rotatably supported on the transmission housing through bearings, the two ends of the second input shaft 1 are rotatably supported on the transmission housing through bearings, the two ends of the first output shaft 15 are rotatably supported on the transmission housing through bearings, and the two ends of the second output shaft 10 are rotatably supported on the transmission housing through bearings. To achieve stable support of the respective shafts.
In one embodiment, the 3/5 gear driving gear 11, the 1 gear driving gear 12 and the 7 gear driving gear 13 are fixed on the first input shaft 14 by welding, spline connection, interference press fitting or integral molding. The 2-gear driving gear 27 and the 6/8-gear driving gear 26 are fixed on the second input shaft 1 through welding, spline connection, interference press fitting or integral molding.
In one embodiment, the reverse gear 24, the 8-gear driven gear 20, the 5-gear driven gear 18 and the 7-gear driven gear 16 are sleeved on the first output shaft 15 through bearings. The 2-gear driven gear 3, the 6-gear driven gear 5, the 3-gear driven gear 7 and the 1-gear driven gear 9 are sleeved on the second output shaft 10 through bearings.
In an embodiment, the clutch K1 and the clutch K2 are integrated into a double clutch, which is arranged coaxially with the clutch K0 31, the clutch K0 31 being connected between the rotor of the electric machine 32 and the output shaft of the engine 28. The housing of the clutch K0 31 is fixed to the rotor of the motor 32 by welding or the like.
According to the hybrid power driving system provided by the embodiment of the invention, the clutch K0 for controlling the combination and disconnection of the motor and the engine is added on the basis of the original double-clutch type automatic transmission, so that 7 working modes of a pure electric driving mode, an engine direct-drive and motor driving parallel mode, a pure engine driving mode, a driving power generation mode, a braking energy recovery mode, a starting engine mode and a parking power generation mode can be realized, the hybrid power driving system is suitable for various road conditions, the engine is ensured to always operate in an optimal working area, the engine efficiency is improved, the energy recovery is realized, and the energy conservation and the emission reduction are maximally realized.
By means of the bypass mode, 4-gear and 9-gear transmission is achieved, 4-gear and 9-gear driving gears and driven gears are omitted, multi-gear transmission is achieved through fewer gear planes, the axial length is shortened, the weight is reduced, and the cost is saved. Nine-gear transmission is realized under the condition of fewer gears, and the transmission is higher in fuel efficiency and economy. Nine forward gears and one reverse gear are realized, so that pure electric and hybrid driving is realized by a simple structure, the effects of energy conservation and emission reduction are achieved, and the dual-clutch transmission device has the advantages of short axial length, fewer parts, compact structure, high efficiency, low energy consumption and the like, and can greatly reduce the manufacturing cost and the research and development cost because the resources of the dual clutch are utilized to the maximum extent.
In addition, the reverse gear transmission uses the second output shaft as an idler shaft, the second output shaft and the 2-gear driven gear as transmission components of the reverse gear, a special reverse gear shaft is saved, the repeated utilization of the gears is increased, the weight is reduced, and the cost is saved. The center distance between the input shaft and the two output shafts can be designed to be smaller, and the structure is more compact. The reverse gear transmission path is simple, only the 2-gear driven gear is used as the idler gear for reversing, the gear engagement quantity is reduced, the transmission is stable, and the efficiency is high.
In gear arrangement, a low-speed gear large gear is arranged on the second output shaft, so that oil stirring loss is reduced, and transmission efficiency is improved.
The 1 st gear and the reverse gear are controlled by the clutch K1 through different clutches respectively, and the reverse gear is controlled by the clutch K2, so that the service life of the clutch is prolonged.
By controlling the different operating states of the clutches K1, K2, K0, K30 and the respective synchronizers, nine forward gears and one reverse gear can be realized, thereby constructing a hybrid drive system.
The present embodiment has 7 modes of operation: the engine can be driven in a pure electric mode, an engine direct-drive and motor-drive parallel mode, a pure engine driving mode, a driving power generation mode, a braking energy recovery mode, an engine starting mode and a parking power generation mode, and seven forward gears and one reverse gear can be realized.
The working conditions of each working mode are as follows:
pure electric drive mode: under the working condition, the clutch K0 31 is disconnected, the engine 28 does not participate in driving, and the motor 32 is used as a driving motor and can be used for low-speed working conditions such as vehicle starting, traffic jam and the like; clutches K1 and K2 29 are selectively closed to achieve odd-even gears driven by motor 32. Or when the vehicle is traveling smoothly on a good road surface, the clutch K0 31 is disengaged, the load of the engine 28 during traveling of the vehicle is reduced, and the traveling resistance during coasting is reduced.
And the engine direct drive and motor drive parallel mode: under this condition, when the clutch K0 31 is engaged, the engine 28 and the motor 32 are driven in parallel, and the clutches K1 and K2 29 are selectively closed to realize the odd-even gear under the motor drive.
Pure engine drive mode: under this condition, when clutch K0 31 is engaged, the vehicle is in the optimum operating region of the engine, motor 32 is not powered, and clutches K1 and K2 29 are selectively closed to achieve even and odd gears driven by motor 32.
And in the braking energy recovery mode, under the working condition, the clutch K0 31 is disconnected, and the braking energy recovery device is mainly used for starting an engine mode by a brake when a high-speed running vehicle is braked for a long time, and the regenerated energy is stored in a battery through a power converter, so that braking energy recovery is realized.
Starting an engine mode: under the working condition, the clutch K0 31 is combined, the motor 32 can replace a starter in a traditional vehicle, the motor 32 is utilized to realize the starting of the engine 28, and the clutch K0 is combined to start the engine 28 when the power is insufficient to meet the driving power requirement of the vehicle or the battery power is low in a pure electric mode and the engine 28 is required to be introduced; or when a long braking event is about to be completed and a need to restart the engine 28 arises, the braking energy may be used to restart the engine 28.
Driving power generation mode: under this condition, the clutch K0 31 is engaged, so that the engine 28 can be driven to generate power by the motor 32 in the highest working efficiency region during the driving process of the vehicle, and the energy of the engine 28 can be utilized to the maximum extent.
Parking power generation mode: under the working condition, the clutch K0 31 is combined, and when the vehicle is in a parking condition and the battery level is low, the motor 32 can be driven by the engine 28 to generate electricity.
The hybrid power driving system provided by the embodiment of the invention can realize 9 forward gears and 1 reverse gear.
The power transmission path of the hybrid drive system of the embodiment when operating in each gear (hereinafter, the power source is a hybrid assembly of the motor 32 and the engine 28) will be described with reference to fig. 1:
a first gear power transmission route: the 1/3 gear synchronizer 8 and the 1 gear driven gear 9 are combined, the clutch K1 is closed, torque provided by the power source is transmitted to the 1 gear driving gear 12 of the first input shaft 14 through the clutch K1 30, and the torque is transmitted to the 1 gear driven gear 9 through the 1 gear driving gear 12. Torque is transmitted to the second main reducing gear 2 on the second output shaft 10 through the combination of the 1/3 speed synchronizer 8 and the 1 speed driven gear 9, then through the differential ring gear 23, and finally power is output from the differential 22.
A second gear power transmission route: the 2/6 gear synchronizer 4 is combined with the 2 gear driven gear 3, the clutch K2 29 is closed, torque provided by a power source is transmitted to the second input shaft 1 through the clutch K2 29, the torque is transmitted to the 2 gear driven gear 3 through the 2 gear driving gear 27 fixed on the second input shaft 1, the torque is transmitted to the second main reduction gear 2 on the second output shaft 10 through the combination of the 2/6 gear synchronizer 4 and the 2 gear driven gear 3, the torque is transmitted to the differential gear ring 23, and finally the power is output by the differential gear 22.
Three-gear power transmission route: the 1/3 gear synchronizer 8 and the 3 gear driven gear 7 are combined, the clutch K1 is closed, torque provided by the power source is transmitted to the 3 gear driving gear 11 of the first input shaft 14 through the clutch K1 30, and the torque is transmitted to the 3 gear driven gear 7 through the 3/5 gear driving gear 11. Torque is transmitted to the second main reducing gear 2 on the second output shaft 10 through the combination of the 1/3-gear synchronizer 8 and the 3-gear driven gear 7, and power is finally output by the differential gear 22 through the differential gear ring 23.
Four-gear power transmission route: the 3 rd gear synchronizer 6 is combined with the 6 th driven gear 5, the 8/reverse gear synchronizer 21 is combined with the 8 th driven gear 20, the clutch K1 is closed, torque provided by a power source is transmitted to the 3 rd driving gear 11 on the first input shaft 14 through the clutch K1 30, the torque is transmitted to the 3 rd driven gear 7 through the 3 rd driving gear 11, the torque is transmitted to the 6 th driven gear 5 through the combination of the 3 rd gear synchronizer 6 and the 6 th driven gear 5, the torque is transmitted to the 6/8 th driving gear 26 fixed on the second input shaft 1, the torque is transmitted to the 8 th driven gear 20 through the 6/8 th driving gear 26, the torque is transmitted to the first main reducing gear 25 on the first output shaft 15 through the combination of the 8/reverse gear synchronizer 21 and the 8 th driven gear 20, the power is transmitted through the differential gear ring gear 23, and finally the power is output by the differential 22.
Five-gear power transmission route: the 5/7 gear synchronizer 17 and the 5 gear driven gear 18 are combined, the clutch K1 is closed, torque provided by the power source is transmitted to the 3/5 gear driving gear 11 of the first input shaft 14 through the clutch K1 30, and the torque is transmitted to the 5 gear driven gear 18 through the 3/5 gear driving gear 11. Torque is then transferred to the first main reducing gear 25 on the first output shaft 15 through the combination of the 5/7 th synchronizer 17 and the 5 th driven gear 18, through the differential ring gear 23, and finally power is output by the differential 22.
Six-gear power transmission route: the 2/6 gear synchronizer 4 is combined with the 6 gear driven gear 5, the clutch K2 29 is closed, torque provided by a power source is transmitted to the second input shaft 1 through the clutch K2 29, the torque is transmitted to the 6 gear driven gear 5 through the 6/8 gear driving gear 26 fixed on the second input shaft 1, the torque is transmitted to the second main reducing gear 2 on the second output shaft 10 through the combination of the 2/6 gear synchronizer 4 and the 6 gear driven gear 5, the torque is transmitted to the differential gear ring 23, and finally the power is output by the differential gear 22.
Seven-gear power transmission route: the 5/7-gear synchronizer 17 and the 7-gear driven gear 16 are combined, the clutch K1 is closed, torque provided by the power source is transmitted to the 7-gear driving gear 13 of the first input shaft 14 through the clutch K1 30, and the torque is transmitted to the 7-gear driven gear 16 through the 7-gear driving gear 13. Torque is then transferred to the first main reducing gear 25 on the first output shaft 15 through the combination of the 5/7 speed synchronizer 17 and the 7 speed driven gear 16, through the differential ring gear 23, and finally the power is output by the differential 22.
Eight-gear power transmission route: the 8/reverse synchronizer 21 and the 8-speed driven gear 20 are combined, the clutch K2 29 is closed, torque provided by the power source is transmitted to the second input shaft 1 through the clutch K2 29, and is transmitted to the 8-speed driven gear 20 through the 6/8-speed driving gear 26 fixed on the second input shaft 1. Torque is then transmitted to a first main reducing gear 25 on the first output shaft 15 through the combination of the 8/reverse synchronizer 21 and the 8-speed driven gear 20, through the differential ring gear 23, and finally power is output by the differential 22.
Nine speed power transmission route: the 8-gear synchronizer 19 is combined with the 5-gear driven gear 18, the 5/7-gear synchronizer 17 is combined with the 7-gear driven gear 16, the clutch K2 29 is closed, torque provided by a power source is transmitted to the second input shaft 1 through the clutch K2 29, the torque is transmitted to the 8-gear driven gear 20 through the 6/8-gear driving gear 26 fixed on the second input shaft 1, the torque is transmitted to the 5-gear driven gear 18,5 through the combination of the 8-gear synchronizer 19 and the 5-gear driven gear 18, the torque is transmitted to the 3/5-gear driving gear 11 fixed on the first input shaft 14 through the 8-gear driven gear 18, the torque is transmitted to the first input shaft 14 through the 3/5-gear driving gear 11 fixed on the first input shaft 14, and the torque is transmitted to the 7-gear driven gear 16 through the 7-gear driving gear 13 fixed on the first input shaft 14. Torque is then transferred to the first main reducing gear 25 on the first output shaft 15 through the combination of the 5/7 speed synchronizer 17 and the 7 speed driven gear 16, through the differential ring gear 23, and finally the power is output by the differential 22.
Reverse power transmission route: the 8/reverse synchronizer 21 and the reverse gear 24 are combined, the clutch K2 29 is closed, torque provided by a power source is transmitted to the second input shaft 1 through the clutch K2 29, the torque is transmitted to the 2-gear driven gear 3 through the 2-gear driving gear 27 fixed on the second input shaft 1, the torque is transmitted to the reverse gear 24 through the 2-gear driven gear 3, the torque is transmitted to the first main reducing gear 25 on the first output shaft 15 through the combination reverse gear of the 8/reverse synchronizer 21 and the reverse gear 24, the torque is transmitted to the differential gear ring 23, and finally the power is output by the differential 22.
In addition, an embodiment of the present invention also provides a vehicle including the hybrid drive system of the above embodiment.
The foregoing description of the preferred embodiments of the invention is not intended to be limiting, but rather is intended to cover all modifications, equivalents, and alternatives falling within the spirit and principles of the invention.
Claims (9)
1. The utility model provides a hybrid drive system, a serial communication port, including engine (28), motor (32) and nine keeps off hybrid transmission, nine keep off hybrid transmission includes second input shaft (1), second owner subtracts gear (2), 2 keep off driven gear (3), 6 keep off driven gear (5), 3 keep off driven gear (7), 1 keep off driven gear (9), second output shaft (10), 3/5 keep off driving gear (11), 1 keep off driving gear (12), 7 keep off driving gear (13), first input shaft (14), first output shaft (15), 7 keep off driven gear (16), 5 keep off driven gear (18), 8 keep off driven gear (20), differential mechanism (22), differential gear (23), reverse gear (24), first owner subtracts gear (25), 6/8 keep off driving gear (26), 2 keep off driving gear (27), clutch K2 (29), clutch K1 (30), clutch K0 (31) and synchronizer:
the first input shaft (14) is coaxially nested with the second input shaft (1), the first input shaft (14) is connected with the motor (32) through a clutch K1 (30), the second input shaft (1) is connected with the motor (32) through a clutch K2 (29), and the motor (32) is connected with the engine (28) through a clutch K0 (31); the 3/5-gear driving gear (11), the 1-gear driving gear (12) and the 7-gear driving gear (13) are sequentially fixed on the first input shaft (14) in the direction away from the engine (28), and the 2-gear driving gear (27) and the 6/8-gear driving gear (26) are sequentially fixed on the second input shaft (1) in the direction away from the engine (28);
the first output shaft (15), the second output shaft (10) and the second input shaft (1) are arranged at intervals in parallel, the reverse gear (24), the 8-gear driven gear (20), the 5-gear driven gear (18) and the 7-gear driven gear (16) are sequentially sleeved on the first output shaft (15) towards the direction far away from the engine (28), and the 2-gear driven gear (3), the 6-gear driven gear (5), the 3-gear driven gear (7) and the 1-gear driven gear (9) are sequentially sleeved on the second output shaft (10) towards the direction far away from the engine (28); the gear 1 driving gear (12) is meshed with the gear 1 driven gear (9), the gear 2 driven gear (3) is meshed with the gear 2 driving gear (27) and the gear reversing gear (24) at the same time, the gear 3/5 driving gear (11) is meshed with the gear 5 driven gear (18) and the gear 3 driven gear (7) at the same time, the gear 6/8 driving gear (26) is meshed with the gear 8 driven gear (20) and the gear 6 driven gear (5) at the same time, and the gear 7 driving gear (13) is meshed with the gear 7 driven gear (16); the first main reducing gear (25) is fixed on the first output shaft (15), the second main reducing gear (2) is fixed on the second output shaft (10), the first main reducing gear (25) and the second main reducing gear (2) are simultaneously meshed with the differential gear ring (23), and the differential gear ring (23) is arranged on the differential gear (22);
the synchronous device is used for controlling the combination and separation of all idler gears and the output shaft where the idler gears are positioned so as to realize 9 forward gears and reverse gears;
the synchronous device comprises a 2/6 gear synchronizer (4), a 3 gear synchronizer (6), a 1/3 gear synchronizer (8), a 5/7 gear synchronizer (17), an 8 gear synchronizer (19) and an 8/reverse gear synchronizer (21), wherein the 5/7 gear synchronizer (17), the 8 gear synchronizer (19) and the 8/reverse gear synchronizer (21) are arranged on the first output shaft (15), and the 2/6 gear synchronizer (4), the 3 gear synchronizer (6) and the 1/3 gear synchronizer (8) are arranged on the second output shaft (10);
the 2/6-gear synchronizer (4) is positioned between the 2-gear driven gear (3) and the 6-gear driven gear (5) and is used for controlling the combination and separation of the 2-gear driven gear (3) and the 6-gear driven gear (5) and the second output shaft (10);
the 3-gear synchronizer (6) is positioned between the 3-gear driven gear (7) and the 6-gear driven gear (5) and is used for controlling the combination and separation of the 3-gear driven gear (7) and the 6-gear driven gear (5);
the 1/3 gear synchronizer (8) is positioned between the 1 gear driven gear (9) and the 3 gear driven gear (7) and is used for controlling the combination and separation of the 1 gear driven gear (9) and the 3 gear driven gear (7) and the second output shaft (10);
the 5/7-gear synchronizer (17) is positioned between the 5-gear driven gear (18) and the 7-gear driven gear (16) and is used for controlling the combination and separation of the 5-gear driven gear (18) and the 7-gear driven gear (16) and the first output shaft (15);
the 8-gear synchronizer (19) is positioned between the 5-gear driven gear (18) and the 8-gear driven gear (20) and is used for controlling the combination and separation between the 5-gear driven gear (18) and the 8-gear driven gear (20);
the 8/reverse gear synchronizer (21) is located between the 8-gear driven gear (20) and the reverse gear (24) and is used for controlling the combination and separation of the 8-gear driven gear (20) and the reverse gear (24) and the first output shaft (15).
2. The hybrid power drive system according to claim 1, wherein the first main reduction gear (25), the reverse gear (24), the 8/reverse gear synchronizer (21), the 8-gear driven gear (20), the 8-gear synchronizer (19), the 5-gear driven gear (18), the 5/7-gear synchronizer (17) and the 7-gear driven gear (16) are sequentially arranged on the first output shaft (15) in a direction away from the engine (28);
the second output shaft (10) is sequentially provided with a second main reducing gear (2), a 2-gear driven gear (3), a 2/6-gear synchronizer (4), a 6-gear driven gear (5), a 3-gear synchronizer (6), a 3-gear driven gear (7), a 1/3-gear synchronizer (8) and a 1-gear driven gear (9) in a direction away from the engine (28).
3. Hybrid drive system according to claim 1, characterized in that the hubs of the 5/7 gear synchronizer (17) and the 8/reverse gear synchronizer (21) are splined to the first output shaft (15), the hub of the 8 gear synchronizer (19) being fixed with the 8 gear driven gear (20);
the gear hubs of the 2/6 gear synchronizer (4) and the 1/3 gear synchronizer (8) are connected to the second output shaft (10) through splines, and the gear hub of the 3 gear synchronizer (6) is fixed with the 3 gear driven gear (7).
4. The hybrid drive system according to claim 1, wherein the 3/5 speed driving gear (11), the 5 speed driven gear (18) and the 3 speed driven gear (7) are co-planar gear sets, the 6/8 speed driving gear (26), the 8 speed driven gear (20) and the 6 speed driven gear (5) are co-planar gear sets, the 2 speed driven gear (27) and the reverse gear (24) are co-planar gear sets, and the first main reduction gear (25), the second main reduction gear (2) and the differential gear ring (23) are co-planar gear sets.
5. The hybrid drive system of claim 1, wherein the four-speed power transmission path of the nine-speed hybrid transmission is:
the 3-gear synchronizer (6) is combined with the 6-gear driven gear (5), the 8/reverse-gear synchronizer (21) is combined with the 8-gear driven gear (20), the clutch K1 (30) is closed, torque provided by the engine (28) and/or the motor (32) is transmitted to the 3-gear driving gear (11) on the first input shaft (14) through the clutch K1 (30), the torque is transmitted to the 3-gear driven gear (7) through the 3-gear driving gear (11), the torque is transmitted to the 6-gear driven gear (5) through the combination of the 3-gear synchronizer (6) and the 6-gear driven gear (5), the 6-gear driven gear (5) transmits the torque to the 6/8-gear driving gear (26) fixed on the second input shaft (1), the 6/8-gear driving gear (26) transmits the torque to the 8-gear driven gear (20), the torque is transmitted to the first output shaft 15 through the combination of the 8/reverse-gear synchronizer (21) and the 8-gear driven gear (20), and the final power is output through the differential gear (23).
6. The hybrid drive system of claim 1, wherein the nine speed hybrid transmission has a nine speed power transmission path of:
the gear 8 synchronizer (19) is combined with the gear 5 driven gear (18), the gear 5/7 synchronizer (17) is combined with the gear 7 driven gear (16), the clutch K2 (29) is closed, torque provided by the engine (28) and/or the motor (32) is transmitted to the second input shaft (1) through the clutch K2 (29), torque is transmitted to the gear 8 driven gear (20) through the gear 6/8 driving gear (26) fixed on the second input shaft (1), torque is transmitted to the gear 5 driven gear (18) through the combination of the gear 8 synchronizer (19) and the gear 5 driven gear (18), torque is transmitted to the gear 5 driven gear (11) fixed on the first input shaft (14) through the gear 5 driven gear (18), torque is transmitted to the gear 3/5 driving gear (11) fixed on the first input shaft (14), torque is transmitted to the gear 7 driven gear (16) through the gear 7 driving gear (13) fixed on the first input shaft (14), and torque is transmitted to the gear 7 driven gear (16) through the gear 7/7 and the gear (25) through the differential (25), and the final torque is transmitted to the gear (23) through the differential (25).
7. The hybrid drive system of claim 1, wherein the reverse power transmission path of the nine speed hybrid transmission is:
the 8/reverse gear synchronizer (21) is combined with the reverse gear (24), the clutch K2 (29) is closed, torque provided by the engine (28) and/or the motor (32) is transmitted to the second input shaft (1) through the clutch K2 (29), is transmitted to the 2-gear driven gear (3) through the 2-gear driving gear (27) fixed on the second input shaft (1), is transmitted to the reverse gear (24) through the 2-gear driven gear (3), and is transmitted to the first main reducing gear (25) on the first output shaft (15) through the combination of the 8/reverse gear synchronizer (21) and the reverse gear (24), and is transmitted to the differential gear ring (23) through the differential gear (22) to finally output power.
8. Hybrid drive system according to claim 1, characterized in that the clutch K1 (30) is integrated with the clutch K2 (29) as a double clutch, which is arranged coaxially with the clutch K0 (31), the clutch K0 (31) being connected between the rotor of the electric machine (32) and the output shaft of the engine (28).
9. A vehicle comprising the hybrid drive system of any one of claims 1-8.
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