CN113942382A - Power transmission system for vehicle and vehicle - Google Patents

Power transmission system for vehicle and vehicle Download PDF

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Publication number
CN113942382A
CN113942382A CN202111165188.1A CN202111165188A CN113942382A CN 113942382 A CN113942382 A CN 113942382A CN 202111165188 A CN202111165188 A CN 202111165188A CN 113942382 A CN113942382 A CN 113942382A
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China
Prior art keywords
shaft
gear
input
output
input shaft
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Pending
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CN202111165188.1A
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Chinese (zh)
Inventor
陈小江
贾军风
唐海锋
唐子威
彭政洲
郭建伟
赵帅
陈海峥
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If Technology Co Ltd
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If Technology Co Ltd
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Priority to CN202111165188.1A priority Critical patent/CN113942382A/en
Publication of CN113942382A publication Critical patent/CN113942382A/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
    • B60K6/36—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
    • B60K6/42—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 the architecture of the hybrid electric vehicle
    • B60K6/44—Series-parallel type
    • 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
    • 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

Abstract

The invention discloses a power transmission system and a vehicle with the same, wherein the power transmission system comprises: an engine, a first motor generator, and a second motor generator; a first input shaft that is power-connected to the engine and the first motor generator, respectively; a second input shaft in power connection with the second motor generator; the intermediate shaft is selectively linked with the first input shaft and linked with the second input shaft; the transfer mechanism is linked with the first input shaft; an output shaft selectively linked with the intermediate shaft and/or the transfer mechanism. The power transmission system is provided with the intermediate shaft and the intermediate rotating mechanism, and the intermediate shaft, the intermediate rotating mechanism and the output shaft are selectively connected to form a plurality of non-interfering transmission paths, so that power interruption in the gear shifting process can be compensated by using different power sources during gear shifting.

Description

Power transmission system for vehicle and vehicle
Technical Field
The invention relates to the field of vehicles, in particular to a power transmission system for a vehicle and the vehicle.
Background
In the related art, with the development of the hybrid electric vehicle technology, the applicable field of the hybrid electric vehicle technology is gradually increased, although the hybrid electric vehicle technology applied to the car is mature, the load of the car is light, the gear applied to the transmission system of the car cannot be adapted to a heavy-duty vehicle, and particularly, the hybrid electric vehicle transmission system applied to a commercial vehicle has a power interruption mode during gear shifting, and the running performance and safety of the vehicle are seriously affected by the power interruption occurring in the heavy-duty vehicle.
Disclosure of Invention
The present invention is directed to solving at least one of the problems of the prior art. To this end, it is an object of the present invention to provide a power transmission system for a vehicle, which is provided with an intermediate shaft and a relay mechanism, the intermediate shaft and the relay mechanism and an output shaft being selectively connected to form a plurality of transmission paths that do not interfere with each other, so that power interruption during shifting can be compensated for by different power sources at the time of shifting.
The invention also provides a vehicle with the power transmission system.
The power transmission system for a vehicle according to the present invention includes: an engine, a first motor generator, and a second motor generator; a first input shaft that is power-connected to the engine and the first motor generator, respectively; a second input shaft in power connection with the second motor generator; the intermediate shaft is selectively linked with the first input shaft and linked with the second input shaft; the transfer mechanism is linked with the first input shaft; an output shaft selectively linked with the intermediate shaft and/or the transfer mechanism.
According to the power transmission system, the intermediate shaft, the transfer mechanism and the output shaft are arranged, so that the power transmission system realizes hybrid power output of the engine, the first motor generator and the second motor generator, and meanwhile, in the power transmission system, due to the arrangement of the intermediate shaft and the transfer mechanism, the output shaft can be selectively connected with one power of the intermediate shaft or the transfer mechanism, so that a plurality of power transmission paths which do not interfere with each other are formed, the power transmission system is prevented from being interrupted in the gear shifting process, and the comfort of the power transmission system is improved.
According to one embodiment of the present invention, a plurality of first input shaft first output gears are idler sleeved on the first input shaft and selectively engageable with the first input shaft, and a plurality of countershaft input gears are disposed on the countershafts and mesh with corresponding first input shaft first output gears.
According to an embodiment of the present invention, the power transmission system further includes: a first shift mechanism selectively engaging the plurality of first input shaft first output gears with the first input shaft.
According to one embodiment of the invention, the first input shaft is provided with a first input shaft second output gear, and the first input shaft second output gear is suitable for being linked with the transfer mechanism.
According to one embodiment of the invention, the intermediate rotation mechanism is configured as a multiple gear which is idly sleeved on the intermediate shaft and is provided with a multiple input gear meshed with the first input shaft and the second output gear. According to one embodiment of the invention, the transfer mechanism is further provided with a plurality of multi-output gears which are suitable for being linked with the output shaft, an output shaft first input gear is sleeved on the output shaft, and the output shaft first input gear is selectively jointed with the input shaft; the output shaft first input gear is configured in a plurality and is meshed with the corresponding multiple output gear.
According to an embodiment of the present invention, the power transmission system further includes: a second shift mechanism selectively engaging the first input shaft with the output shaft or engaging one of the plurality of output shaft first input gears with the output shaft. According to one embodiment of the invention, a plurality of intermediate shaft output gears are arranged on the intermediate shaft, a plurality of output shaft second input gears are sleeved on the output shaft, and the plurality of output shaft second input gears are correspondingly meshed with the corresponding intermediate shaft output gears.
According to an embodiment of the present invention, the power transmission system further includes: a third shift mechanism disposed on the output shaft and selectively engaging the output shaft first input gear or an output shaft second input gear.
According to an embodiment of the present invention, the power transmission system further includes: a fourth shift mechanism selectively engaging one of the plurality of output shaft second input gears with the output shaft.
According to an embodiment of the present invention, the first input shaft is arranged coaxially with the output shaft, and the relay mechanism and the intermediate shaft are arranged at intervals in a circumferential direction of the first input shaft.
According to some embodiments of the invention, a clutch is disposed between an engine output shaft of the engine and the first input shaft to selectively engage the engine output shaft and the first input shaft.
The vehicle according to the present invention is briefly described below.
According to the invention, the vehicle is provided with the power transmission system in any one of the embodiments, and the vehicle is provided with the power transmission system in any one of the embodiments, so that the vehicle can be suitable for heavy-duty vehicle types, the oil-electricity hybrid of an engine and double motors can be realized, the gears of the transmission system are rich, the oil consumption is low, the power is not interrupted in the gear shifting process, the vehicle is more comfortable to run, and the occupied space of the power transmission system is small.
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 powertrain system according to one embodiment of the present invention;
FIG. 2 is a schematic structural diagram of a powertrain system according to another embodiment of the present invention;
FIG. 3 is a schematic structural diagram of a powertrain system according to yet another embodiment of the present invention;
FIG. 4 is a schematic structural diagram of a powertrain system according to yet another embodiment of the present invention;
FIG. 5 is a schematic structural diagram of a powertrain system according to yet another embodiment of the present invention;
fig. 6 is a schematic structural view of a power transmission system according to still another embodiment of the present invention.
Reference numerals:
power transmission system 100
An engine 1, an engine output shaft 101, a first motor generator 2, and a second motor generator 3;
a first input shaft 11, a first input shaft first output gear 111a, a first input shaft first output gear 111b, a first input shaft second output gear 112, a second input shaft 12, a second input shaft output gear 12a, a second input shaft output gear 12 b.
A counter shaft 13, a counter shaft input gear 131a, a counter shaft input gear 131b, a counter shaft output gear 132a, a counter shaft output gear 132b, a counter shaft output gear 132c, a relay mechanism 14, a multiple input gear 141, a multiple output gear 142a, a multiple output gear 142b,
an output shaft 15, an output shaft first input gear 151a, an output shaft first input gear 151b, an output shaft second input gear 152a, an output shaft second input gear 152b, an output shaft second input gear 152 c;
A first shift mechanism k1, a second shift mechanism k2, a third shift mechanism k3, a fourth shift mechanism k4, a clutch k5, a range shift mechanism k 6;
the range gearbox 16 is arranged such that,
third input shaft 161, third input shaft output gear 1611,
a counter layshaft 162, a counter layshaft input gear 1621, a counter layshaft output gear 1622,
the range-change output shaft 163, the range-change output shaft input gear 1631,
a second duplicate gear 17, a second duplicate input gear 171.
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.
A power transmission system 100 for a vehicle according to an embodiment of the present invention will be described with reference to fig. 1 to 6.
As shown in fig. 1, a power transmission system 100 according to the present invention includes an engine 1, a first motor generator 2, and a second motor generator 3. The engine 1, the first motor generator 2, and the second motor generator 3 may function as power sources in the power train system 100, while the first motor generator 2 may function as a generator, and the first input shaft 11 is in power connection with the engine 1 and the first motor generator 2, respectively. The engine 1 and one or both of the first motor generator 2 output simultaneously, or the engine 1 may output and the first motor generator 2 may generate electric power as a motor.
The power transmission system 100 further comprises a second input shaft 12, an intermediate shaft 13, an output shaft 15 and a transfer mechanism 14, wherein the second input shaft 12 is in power connection with the second motor generator 3, the intermediate shaft 13 is selectively linked with the first input shaft 11, the intermediate shaft 13 is linked with the second input shaft 12, and the transfer mechanism 14 is linked with the first input shaft 11; the output shaft 15 is selectively coupled with the intermediate shaft 13 and/or the intermediate rotation mechanism 14.
In the related art, with the development of the hybrid electric vehicle technology, the applicable field of the hybrid electric vehicle technology is gradually increased, although the hybrid electric vehicle technology applied to the car is mature, the load of the car is light, the gear applied to the transmission system of the car cannot be adapted to a heavy-duty vehicle, and particularly, the hybrid electric vehicle transmission system applied to a commercial vehicle has a power interruption mode during gear shifting, and the running performance and safety of the vehicle are seriously affected by the power interruption occurring in the heavy-duty vehicle.
For this purpose, the present invention provides a first input shaft 11, a second input shaft 12, an intermediate shaft 13 and a relay mechanism 14, and selectively links with at least one of the intermediate shaft 13 and the relay mechanism 14 by using an output shaft 15, so as to realize the power transmission of the power transmission system 100. Meanwhile, the intermediate shaft 13 is arranged to be selectively linked with the first input shaft 11 to be linked with the second input shaft 12, so that the power of the first input shaft 11 is selectively coupled with the power of the second input shaft 12, the transfer mechanism 14 is arranged, the transfer mechanism 14 is linked with the first input shaft 11, the output shaft 15 is selectively linked with the transfer mechanism 14 and/or the intermediate shaft 13, a plurality of power transmission paths which do not interfere with each other are formed in the power transmission system 100, a plurality of gears are arranged on the corresponding power transmission paths, the power can be transmitted in advance by using other paths which do not interfere with the current power transmission paths in the gear shifting process, the power performance of the power transmission system 100 can be maintained when the gear shifting is completed, and the problem of power interruption in the gear shifting process is avoided.
According to the power transmission system 100 of the present invention, the intermediate shaft 13, the intermediate mechanism 14 and the output shaft 15 are provided, so that the power transmission system 100 realizes hybrid power output of the engine 1, the first motor generator 2 and the second motor generator 3, and in the power transmission system 100 of the present invention, due to the arrangement of the intermediate shaft 13 and the intermediate mechanism 14, the output shaft 15 can be selectively connected with power in the intermediate shaft 13 and/or the intermediate mechanism 14, so that a plurality of power transmission paths which do not interfere with each other are formed, so that the power transmission system 100 avoids power interruption during gear shifting, and comfort of the power transmission system 100 is improved.
According to one embodiment of the present invention, the first input shaft 11 is sleeved with a plurality of first input shaft first output gears 111, the first input shaft first output gears 111 are selectively combined with the first input shaft 11, the intermediate shaft 13 is provided with a plurality of intermediate shaft input gears 131, and the plurality of intermediate shaft input gears 131 are engaged with the corresponding first input shaft first output gears 111. The pairs of first input shaft first output gears 111 have different gear ratios with the corresponding countershaft input gear 131, so that a plurality of gears are formed between the power transmission between the first input shaft 11 and the countershaft 13.
The powertrain 100 further includes a first shift mechanism k1, and the first shift mechanism k1 selectively engages the plurality of first input shaft first output gears 111 with the first input shaft 11, thereby controlling the first input shaft first output gear 111 on the first input shaft 11 to select different gear ratios for output on the first input shaft 11.
According to an embodiment of the present invention, the first input shaft 11 is provided with a first input shaft second output gear 112, the first input shaft second output gear 112 is adapted to be coupled with the relay mechanism 14, so as to transmit the power of the first input shaft 11 to the relay mechanism 14, further, the relay mechanism 14 is used to transmit the power to be selectively engaged with the output shaft 15, so as to achieve output of the power, a new power transmission path is formed between the first input shaft 11 and the first relay mechanism 14, the power of the first input shaft 11 is transmitted to the relay mechanism 14, passes through the relay mechanism 14, and then is connected to the output shaft 15.
According to an embodiment of the present invention, the intermediate rotation mechanism 14 is configured as a multiple gear, the multiple gear is freely sleeved on the intermediate shaft 13 and is provided with a multiple input gear 141 engaged with the first input shaft and the second output gear 112, and the intermediate rotation mechanism 14 is freely sleeved on the intermediate shaft 13, so that the space occupied by the intermediate rotation mechanism 14 is reduced, the interference between the multiple gear and the intermediate shaft 13 is avoided, the different transmission paths are ensured not to be affected by each other, and the power transmission system 100 can utilize the different transmission paths to shift gears during the gear shifting process to supplement the power.
According to an embodiment of the present invention, the relay mechanism 14 is further provided with a plurality of multiple output gears 142 adapted to be interlocked with the output shaft 15, an output shaft first input gear 151 is idly sleeved on the output shaft 15, the output shaft first input gear 151 is selectively engaged with the output shaft 15, and the output shaft first input gear 151 is configured in a plurality and is engaged with the corresponding multiple output gears 142. The many-to-many output gear 142 and the output shaft first input gear 151 are different in transmission ratio, so that different transmission ratios between the relay mechanism 14 and the output shaft 15 are achieved.
According to an embodiment of the present invention, the power transmission system 100 further comprises a second gear shifting mechanism k2 for selectively engaging the first input shaft 11 with the output shaft 15 or engaging one of the plurality of output shaft first input gears 151 with the output shaft 15, and the second gear shifting mechanism k2 can achieve the engagement of the first input shaft 11 with the output shaft 15 to form a direct connection mode of the first input shaft 11 with the output shaft 15 or the engagement of one of the output shaft first input gears 151 with the output shaft 15 to transmit the power of the intermediate rotation mechanism 14 to the output shaft 15. According to one embodiment of the present invention, the intermediate shaft 13 is provided with a plurality of intermediate shaft output gears 132, the output shaft 15 is sleeved with a plurality of output shaft second input gears 152, and the plurality of output shaft second input gears 152 are correspondingly engaged with the corresponding intermediate shaft output gears 132. The ratio of transmission between each pair of countershaft output gear 132 and output shaft second input gear 152 is different, and power transmission between the countershaft 13 and the output shaft 15 is achieved by the countershaft output gear 132 and the output shaft second input gear 152.
According to an embodiment of the present invention, the power transmission system 100 further includes a third gear shifting mechanism k3, the third gear shifting mechanism k3 is disposed on the output shaft 15 and selectively engages another one of the plurality of first input gears 151 or one of the plurality of second input gears 152 with the output shaft 15, the third gear shifting mechanism k3 can control the power connection of the output shaft 15 with the intermediate shaft 13 or the transfer mechanism 14, so as to pre-drive the intermediate shaft 13 or the transfer mechanism 14 with different power sources during gear shifting, after the third gear shifting mechanism k3 is shifted, the power is not interrupted, the transmission system has less jerk during gear shifting, and the vehicle comfort is improved.
According to an embodiment of the invention, the power transmission system 100 further comprises a fourth gear shifting mechanism k4, the fourth gear shifting mechanism k4 selectively engages one of the output shaft second input gears 152 with the output shaft 15, two output shaft second input gears 152 are respectively arranged on two sides of the fourth gear shifting mechanism k4, the fourth gear shifting mechanism k4 engages one of the output shaft second input gears 152 with the output shaft 15 to realize the power connection between the output shaft 15 and the intermediate shaft 13, and the fourth gear shifting mechanism k4 can select different gear ratios to the output shaft second input gear 152, so that the gear setting of the power transmission system 100 is further enriched.
According to one embodiment of the present invention, a clutch k5 is provided between the output shaft of the engine 1 and the first input shaft 11, and a clutch k5 selectively engages the output shaft of the engine 1 and the first input shaft 11. The clutch k5 is adapted to control whether the engine 1 is connected to the first input shaft 11 or not, and in the electric-only state, the engine 1 can be disconnected from the first input shaft 11 and the output can be performed by using only the power of the first motor generator 2 and/or the second motor generator 3.
A brief description of one embodiment of a power transmission system according to the present invention follows.
As shown in fig. 1, a power transmission system 100 according to the present invention includes an engine 1, a first motor generator 2, and a second motor generator 3.
The first input shaft 11, a clutch k5 is provided between the first input shaft 11 and the output shaft of the engine 1, the first motor generator 2 is offset relative to the engine 1, and the first motor generator 2 and the first input shaft 11 are driven by a primary transmission gear. Two first input shaft output gears 111 are freely sleeved on the first input shaft 11, and a first gear shift mechanism k1 is further provided on the first input shaft 11 to selectively engage one of the first input shaft first output gears 111 with the first input shaft 11.
Arranging first motor generator 2 and engine 1 with the biasing, can simplify the oil blanket to first motor generator 2, second motor generator 3, make the oil blanket of first motor generator 2, second motor generator 3 and engine 1 arrange more simply, lubricated sealed effect is better.
The first input shaft 11 is further provided with a first input shaft second output gear 112, and the first input shaft second output gear 112 is disposed at the end of the first input shaft 11 and is usually connected with the first input shaft 11.
The intermediate shaft 13 is provided with two intermediate shaft first input gears 131, the two intermediate shaft first input gears 131 are meshed with the corresponding first input shaft first output gears 111, and the intermediate shaft 13 is further provided with three intermediate shaft output gears 132. The intermediate shafts 13 may be configured in plural numbers and arranged in parallel with the first input shaft 11, respectively, to increase the load that can be output by the power transmission system 100.
The second input shaft 12, the second input shaft 12 may be configured as an output shaft of the second motor generator 3. The second input shaft 12 is provided with a second input shaft output gear 12a, and the second input shaft output gear 12a is meshed with one of the counter input gears 131.
The output shaft 15, the output shaft 15 and the first input shaft 11 are coaxially arranged, two output shaft first input gears 151 and three output shaft second input gears 152 are sleeved on the output shaft 15, and the three output shaft second input gears 152 are correspondingly meshed with the three intermediate shaft output gears 132 arranged on the intermediate shaft 13 one by one.
The output shaft 15 is provided with a second gear shifting mechanism k2, a third gear shifting mechanism k3 and a fourth gear shifting mechanism k4, and the second gear shifting mechanism k2, the two output shaft first input gears 151, the third gear shifting mechanism k3, the two output shaft second input gears 152, the fourth gear shifting mechanism k4 and the one output shaft second input gear 152 are sequentially arranged.
The second shift mechanism k2 selectively engages the output shaft 15 with the first input shaft 11 or with the output shaft first input gear 151 with the output shaft 15. The third shift mechanism k3 is provided between the output shaft first input gear 151 and the output shaft second input gear 152, and can engage one of the adjacent output shaft first input gear 151 and output shaft second input gear 152 with the output shaft 15. The fourth shift mechanism k4 is disposed between the two output shaft second input gears 152, and the fourth shift mechanism k4 can engage one of the two output shaft second input gears 152 with the output shaft 15.
The multiple gear is sleeved on the intermediate shaft 13, a multiple input gear 141 is arranged on the multiple gear, the multiple input gear 141 is meshed with the first input shaft second output gear 112 located at the tail end of the first input shaft 11, two multiple output gears 142 are arranged on the multiple gear, and the multiple output gears 142 are meshed with the corresponding output shaft first input gears 151. As shown in fig. 3 and 4, according to some embodiments of the present invention, the second input shaft 12 is sleeved with a second input shaft output gear 12a, a second input shaft output gear 12b, and the second input shaft 12 is provided with a seventh shift mechanism to selectively engage one of the second input shaft output gears with the second input shaft 12, while each of the second input shaft 12 output gears is engaged with two corresponding counter shaft input gears 131.
As shown in fig. 6, according to some embodiments of the present invention, the power transmission system 100 further includes a sub-transmission 16, the sub-transmission 16 has a third input shaft 161, a sub-transmission output shaft 163, and a sub-transmission intermediate shaft 162, the third input shaft 161 is connected to the output shaft 15, the third input shaft 161 is provided with a third input shaft output gear 1611, the sub-transmission intermediate shaft 162 is provided with a sub-transmission intermediate shaft input gear 1621, the sub-transmission intermediate shaft input gear 1621 is engaged with the third input shaft output gear 1611, the sub-transmission intermediate shaft 162 is provided with a sub-transmission intermediate shaft output gear 1622, the sub-transmission output shaft 163 is idly provided with a sub-transmission output shaft input gear 1631 engaged with the sub-transmission intermediate shaft output gear 1622, the sub-transmission 16 is provided with a sub-transmission shifting mechanism k6, the subtransmission shift mechanism k6 selectively engages the third input shaft 161 with the subtransmission output shaft 163 or the subtransmission output shaft 163 with the subtransmission output shaft input gear 1631. Through setting up auxiliary transmission 16, can enlarge the fender position of main transmission case, further richened the fender position of drivetrain 100, the vehicle can be adapted to multiple different operating mode.
As shown in fig. 5, according to an embodiment of the present invention, the power transmission system according to the present invention may further include: and a second duplicate gear 17, the second duplicate gear 17 being idly sleeved on the first input shaft 11 so as to make the structure of the power transmission system more compact, the second duplicate gear 17 including a second duplicate input gear 171 and a first input shaft first output gear 111a, the second duplicate input gear 171 being adapted to be linked with the second input shaft 12 so as to couple the power of the second motor generator 3 into the power transmission system, the second duplicate gear 17 being selectively engageable with the first input shaft 11, the first shift mechanism k1 selectively engaging the second duplicate gear 17 with the first input shaft 11, the first input shaft first output gear 111a being constantly engaged with the counter input gear 131 a. As shown in fig. 2 and 4, according to one embodiment of the present invention, the engine 1 is arranged coaxially with the first motor generator 2, a clutch k5 may be provided between the engine output shaft 101 and the output shaft of the first motor generator 2, and the first input shaft 11 is connected to the output shaft of the first motor generator 2. The engine 1 and the first motor generator 2 are coaxially arranged, so that the power transmission system 100 is more compact in structure and the power transmission system 100 is smaller in size. According to one embodiment of the present invention, the first input shaft 11 is arranged coaxially with the output shaft 15, and the relay mechanism 14 and the intermediate shaft 13 are arranged at intervals in the circumferential direction of the first input shaft 11. The relay mechanism 14 includes a central rotating shaft, and a plurality of relay input gears and a plurality of relay output gears are provided on the central rotating shaft, and the relay input gears have the same function as the multiple input gear 141, and the central relay output gears have the same function as the multiple output gear 142 a. The transfer mechanism 14 and the intermediate shaft 13 are arranged at intervals in the circumferential direction of the first input shaft 11, so that space is sacrificed to a certain extent, the cost of the power transmission system is greatly reduced, the processing of a multiple gear is avoided, the traditional mode of arranging the gear on the shaft is adopted, the cost of parts is greatly reduced, the assembly and maintenance difficulty of the power transmission system is reduced, and the reliability of the power transmission system is improved.
The operation mode of the power transmission system 100 of the present invention will be briefly described.
A parking charging mode. The clutch k5 is engaged, the engine output shaft 101 is linked with the first input shaft 11, and the first motor generator 2 is engaged and linked with the first input shaft 11 through a primary gear; the first, second, third and fourth shift mechanisms k1, k2, k3 and k4 are all in neutral.
At this time, the first motor generator 2 generates power by adjusting the speed of the engine 1, charges the vehicle-mounted power battery, and stops the second motor generator 3.
The vehicle is in a parking state, the charging state of the vehicle-mounted power battery is low, the first motor generator 2 works in a closed-loop rotating speed control mode, the engine 1 is loaded, the first motor generator 2 converts mechanical power of the engine 1 into electric energy through electromechanical conversion to charge the power battery, and the charging power is realized by adjusting the rotating speed of the first motor or the input torque of the engine 1. The first motor generator 2 and the engine 1 operate in a high efficiency region to achieve high efficiency charging.
Electric mode: the clutch k5 is disengaged, the output shaft of the engine 1 is disconnected from the first input shaft 11, and the first shift mechanism k1 can select neutral or engage with one of the first input shaft first output gear 111; the second shift mechanism k2 can select neutral or engage with one of the first input shaft second output gear 112, the output shaft first input gear 151; the third shift mechanism k3 can select neutral or engage with one of the output shaft first input gear 151 or the output shaft second input gear 152; the fourth shift mechanism k4 can select neutral or engage one of the output shaft second input gears 152.
First motor generator 2 and/or second motor generator 3 independently or jointly carry out the output in linkage to realize pure electric drive or reverse gear drive, first motor generator 2 can provide nine fender position pure electric drives or neutral gear, and the second motor generator can provide six fender position drives or neutral gear, and engine 1 stops.
The electric quantity of the vehicle-mounted power battery is sufficient, the first motor generator 2 and the second motor generator 3 can independently or jointly provide pure electric forward gear or reverse gear driving, the first motor generator 2 can be driven or neutral in first to ninth gears, and the second motor generator 3 can work in first, third, fourth, sixth, seventh, ninth and neutral gears. When gear shifting is needed, one motor keeps the current gear, and the other motor can be smoothly switched to other gears, so that unpowered interrupted gear shifting is realized.
Series hybrid mode: the clutch k5 engages the engine 1 with the first input shaft 11, the first shift mechanism k1 and the second shift mechanism k2 maintain a neutral state, and the third shift mechanism k3 and the fourth shift mechanism k4 engage the output shaft 15 with one of the output shaft second input gears 152. At this time, the second motor generator 3 alone outputs to provide forward or reverse drive in the first gear, the fourth gear, or the seventh gear, and the first motor generator 2 adjusts the speed of the engine 1 to efficiently generate power.
The electric quantity of the vehicle-mounted power battery is insufficient, the vehicle runs under low load or city alternating load working condition or backs a car, the first motor generator 2 works in a closed-loop rotating speed control mode, mechanical power of the engine 1 is used for efficiently charging the power battery through electromechanical conversion, or partial electric energy is directly supplied to the second motor generator 3 for driving. The first motor generator 2 and the engine 1 operate in a high-efficiency region; the second motor generator 3 can be independently driven in the first gear, or the fourth gear, or the seventh gear.
The first gear direct-drive and parallel hybrid mode of the engine 1 is as follows: the clutch k5 engages the engine 1 with the first input shaft 11, the first shift mechanism k1 with the first input shaft first output gear 111a on the side close to the engine 1, the second shift mechanism k2 and the third shift mechanism k3 with neutral, and the fourth shift mechanism k4 with the output shaft second input gear 152c on the side far from the engine 1. The engine 1 provides forward drive independently in the first gear directly or in common parallel linkage with the first motor generator 2 and/or the second motor generator 3.
The engine 1 provides efficient direct drive in the first gear, or the first motor generator 2 and the engine 1 are in parallel connection to generate power to charge a power battery and optimize the working point of the engine 1, or the first motor generator 2 and/or the second motor generator 3 provide parallel power assistance in the first gear at the same speed.
The second gear of the engine 1 is directly driven and connected in parallel in a hybrid mode: the clutch k5 engages the engine 1 with the first input shaft 11, the first shift mechanism k1 with the first input shaft first output gear 111b on the side away from the engine 1, the second shift mechanism k2 and the third shift mechanism k3 with neutral, and the fourth shift mechanism k4 with the output shaft second input gear 152c on the side away from the engine 1. The engine 1 provides forward gear drive independently in the second gear, either directly driven or in common parallel linkage with the first motor generator 2 and/or the second motor generator 3.
The engine 1 provides efficient direct drive at the second gear, or the first motor generator 2 and the engine 1 are connected in parallel to generate power at the same gear, so that the power battery is charged and the working point of the engine 1 is optimized, or the first motor generator 2 and/or the second motor generator 3 provide parallel power assistance, and the second motor generator 3 works at the first gear.
The third gear direct-drive and parallel hybrid mode of the engine 1 is as follows: the clutch k5 engages the engine 1 with the first input shaft 11, the first shift mechanism k1 may be in neutral, the second shift mechanism k2 is in neutral, the third shift mechanism k3 engages the output shaft first input gear 151b with the output shaft 15, and the fourth shift mechanism k4 may be in neutral or in gear. At this time, the engine 1 is directly driven in the third gear independently or is linked in parallel with the first motor generator 2. The second motor generator 3 can provide forward drive in parallel linkage with the first gear, or the third gear, or the fourth gear, or the neutral gear.
The engine 1 provides efficient direct drive at a third gear, or the first motor generator 2 is connected in parallel with the third gear to generate power to charge a power battery and optimize the working point of the engine 1, or the first motor generator 2 and/or the second motor generator 3 provide parallel power assistance, and the second motor generator 3 can work at the first gear, or the third gear, or the fourth gear, or the neutral gear to stop.
The fourth gear direct-drive and parallel hybrid mode of the engine 1 is as follows: the clutch k5 engages the engine 1 with the first input shaft 11, the first shift mechanism k1 engages the first input shaft first output gear 111a on the engine 1 side with the first input shaft 11, the second shift mechanism k2 and the third shift mechanism k3 are kept in neutral, and the fourth shift mechanism k4 engages the output shaft second input gear 152b on the engine 1 side with the output shaft 15.
The engine 1 provides efficient direct drive in the fourth gear, or the first motor generator 2 is connected in parallel with the same gear to generate power to charge a power battery and optimize the working point of the engine 1, or the first motor generator 2 and/or the second motor generator 3 provide parallel power assistance in the fourth gear.
The fifth gear direct-drive and parallel hybrid mode of the engine 1 is as follows: the clutch k5 engages the engine 1 with the first input shaft 11, the first shift mechanism k1 engages the first input shaft first output gear 111b on the side away from the engine 1 with the first input shaft 11, the second shift mechanism k2 and the third shift mechanism k3 are kept in neutral, and the fourth shift mechanism k4 engages the output shaft second input gear 152b on the side close to the engine 1 with the output shaft 15. At the moment, the engine 1 is independently in the fifth gear and directly driven or linked with the first motor generator 2 in parallel. The second motor generator 3 can provide forward drive in common parallel linkage in the fourth gear.
The engine 1 provides high-efficiency direct drive in the fifth gear, or the first motor generator 2 is in parallel connection with the same gear to generate power to charge the power battery and optimize the working point of the engine 1, or the first motor generator 2 and/or the second motor generator 3 provides parallel power assistance in the fourth gear
The sixth gear direct-drive and parallel hybrid mode of the engine 1 is as follows: the clutch k5 engages the engine 1 with the first input shaft 11, and the second shift mechanism k2 engages the output shaft first input gear 151a with the output shaft 15, while the engine 1 is directly driven in the sixth gear or linked in parallel with the first motor generator 2 independently. The second motor generator 3 can provide forward drive in parallel linkage with the fourth gear, or the sixth gear, or the seventh gear, or the neutral gear.
The engine 1 provides high-efficiency direct drive at a sixth gear, or the first motor generator 2 is connected in parallel with the same gear to generate power to charge a power battery and optimize the working point of the engine 1, or the first motor generator 2 and/or the second motor generator 3 provide parallel power assistance, and the second motor generator 3 can work at a fourth gear, or a sixth gear, or a seventh gear, or a neutral gear to stop. The engine is suitable for medium-speed cruising, the second motor generator 3 can be out of gear and stopped, and the high-efficiency direct driving of the engine 1 is guaranteed.
The seventh gear direct-drive and parallel hybrid mode of the engine 1 is as follows: the clutch k5 engages the engine 1 with the first input shaft 11, the first shift mechanism k1 engages the first input shaft first output gear 111a on the side closer to the engine 1 with the first input shaft 11, and the third shift mechanism k3 engages the output shaft second input gear 152a on the side farther from the engine 1 with the output shaft 15. The second and fourth shift mechanisms k2 and k4 are maintained in neutral, and the engine 1 provides forward drive independently in the seventh gear in direct drive or in common parallel linkage with the first motor generator 2 and/or the second motor generator 3.
The engine 1 provides high-efficiency direct drive in the seventh gear, or the first motor generator 2 generates power in parallel in the same gear to charge a power battery and optimize the working point of the engine 1, or the first motor generator 2 and/or the second motor generator 3 provide power in parallel in the seventh gear
The eighth gear direct-drive and parallel hybrid mode of the engine 1: the clutch k5 engages the engine 1 with the first input shaft 11, the first shift mechanism k1 engages the first input shaft first output gear 111b on the side away from the engine 1 with the first input shaft 11, and the third shift mechanism k3 engages the output shaft second input gear 152a on the side away from the engine 1 with the output shaft 15. The second and fourth shift mechanisms k2 and k4 are held in neutral, the engine 1 is independently in the eighth gear directly driven or linked in parallel with the first motor generator 2, and/or the second motor generator 3 is jointly linked in parallel in the seventh gear to provide forward drive.
The engine 1 provides high-efficiency direct drive in the eighth gear, or the first motor generator 2 is in parallel connection with the eighth gear to generate power to charge the power battery and optimize the working point of the engine 1, or the first motor generator 2 and/or the second motor generator 3 provides parallel power assistance in the seventh gear
The ninth gear direct-drive and parallel hybrid mode of the engine 1 is as follows: the clutch k5 engages the engine 1 with the first input shaft 11, the second shift mechanism k2 connects the output shaft 15 with the first input shaft 11, and the first shift mechanism k1, the second shift mechanism k2, and the fourth shift mechanism k4 can maintain neutral. The engine 1 is independently in the ninth gear directly driven or linked in parallel with the first motor generator 2.
The engine 1 provides high-efficiency direct drive in the ninth gear, or the first motor generator 2 is connected in parallel with the first gear to generate power to charge a power battery and optimize the working point of the engine 1, or the first motor generator 2 and/or the second motor generator 3 provide parallel power assistance, and the second motor generator 3 can work in the fourth gear, or the seventh gear, or the ninth gear, or the neutral gear to stop. The engine is suitable for medium and high speed cruising, the second motor generator 3 can be out of gear and stopped, and the high-efficiency direct drive of the engine 1 is guaranteed.
In the process of shifting the engine 1 among the first gear, the second gear and the third gear, the second motor generator 3 can enter the first gear in advance to provide power compensation, so that power interruption of the engine 1 in the process of shifting among the first gear, the second gear and the third gear is avoided; in the shifting process of the engine 1 among the fourth gear, the fifth gear and the sixth gear, the second motor generator 3 can enter the fourth gear in advance to provide power compensation, so that the power interruption of the engine 1 in the shifting process among the fourth gear, the fifth gear and the sixth gear is avoided; in the shifting process of the engine 1 among the seventh gear, the eighth gear and the ninth gear, the second motor generator 3 can enter the seventh gear in advance to provide power compensation, so that the power interruption of the engine 1 in the shifting process among the seventh gear, the eighth gear and the ninth gear is avoided.
As shown in fig. 1, the central shaft input ends of the first motor generator 2 and the second motor generator 3 are input through a first-stage reduction gear in a biased manner, the first motor generator 2 is input to the first power input shaft through a first-stage reduction gear in a speed reduction and torque increase manner, the second motor generator 3 is input to the intermediate shaft 13 through a first-stage reduction gear, the torque requirement of the double motors is greatly reduced, the size of the double motors can be smaller, and the system cost reduction is facilitated. The first motor generator 2 and the engine 1 can operate in first to ninth gears and a neutral gear, and the second motor generator 3 can operate in first, third, fourth, sixth, seventh, ninth gears and a neutral gear.
The power transmission paths of the respective gears according to the present invention will be briefly described below.
A first gear:
the engine 1 and/or the first motor generator 2 → the first input shaft 11 → the first input shaft first output gear 111a → the intermediate shaft 13 → the intermediate shaft output gear 132c → the output shaft second input gear 152c → the output shaft 15;
and (3) second gear:
the engine 1 and/or the first motor generator 2 → the first input shaft 11 → the first input shaft first output gear 111b → the intermediate shaft 13 → the intermediate shaft output gear 132c → the output shaft second input gear 152c → the output shaft 15;
A third gear position:
the engine 1 and/or the first motor generator 2 → the first input shaft 11 → the first input shaft second output gear 112 → the multiple input gear 141 → the multiple output gear 142b → the output shaft first input gear 151b → the output shaft 15;
a fourth gear:
the engine 1 and/or the first motor generator 2 → the first input shaft 11 → the first input shaft first output gear 111a → the counter input gear 131a → the counter shaft 13 → the counter output gear 132b → the output shaft second input gear 152b → the output shaft 15.
A fifth gear:
the engine 1 and/or the first motor generator 2 → the first input shaft 11 → the first input shaft first output gear 111b → the counter input gear 131b → the counter shaft 13 → the counter output gear 132b → the output shaft second input gear 152b → the output shaft 15.
A sixth gear:
the engine 1 and/or the first motor generator 2 → the first input shaft 11 → the first input shaft second output gear 112 → the multiple input gear 141 → the multiple output gear 142a → the output shaft first input gear 151a → the output shaft 15.
A seventh gear:
the engine 1 and/or the first motor generator 2 → the first input shaft 11 → the first input shaft first output gear 111a → the counter input gear 131a → the counter shaft 13 → the counter output gear 132a → the output shaft second input gear 152a → the output shaft 15.
An eighth gear:
the engine 1 and/or the first motor generator 2 → the first input shaft 11 → the first input shaft first output gear 111b → the counter input gear 131b → the counter shaft 13 → the counter output gear 132a → the output shaft second input gear 152a → the output shaft 15.
A ninth gear: engine 1 and/or first motor generator 2 → first input shaft 11 → output shaft 15
The engine 1 and the first motor generator 2 can operate in first to ninth gears and a neutral gear, and the second motor generator 3 can only operate in the first, third, fourth, sixth, seventh, ninth gears and the neutral gear.
The vehicle according to the present invention is briefly described below.
According to the invention, the vehicle is provided with the power transmission system 100 in any one of the embodiments, and the vehicle is provided with the power transmission system 100 in any one of the embodiments, so that the vehicle can be suitable for heavy-duty vehicle types, the oil-electricity hybrid of the engine 1 and the double motors can be realized, the gears of the transmission system are rich, the oil consumption is low, the power is not interrupted in the gear shifting process, the vehicle is more comfortable to run, and the occupied space of the power transmission system 100 is small.
In the description of the present invention, it is to be understood that the terms "central," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," "circumferential," and the like are used in the orientations and positional relationships indicated in the drawings for convenience in describing the invention and to simplify the description, and are not intended to indicate or imply that the referenced device or element must have a particular orientation, be constructed and operated in a particular orientation, and are not to be considered limiting of the invention.
In the description of the present invention, "the first feature" and "the second feature" may include one or more of the features.
In the description of the present invention, "a plurality" means two or more.
In the description of the present invention, the first feature being "on" or "under" the second feature may include the first and second features being in direct contact, and may also include the first and second features being in contact with each other not directly but through another feature therebetween.
In the description of the invention, "above", "over" and "above" a first feature in a second feature includes the first feature being directly above and obliquely above the second feature, or simply means that the first feature is higher in level than the second feature.
In the description herein, references to the description of the term "one embodiment," "some embodiments," "an illustrative embodiment," "an example," "a specific example," or "some examples" or the like mean that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the invention. In this specification, the schematic representations of the terms used above do not necessarily refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.
While embodiments of the invention have been shown and described, it will be understood by those of ordinary skill in the art that: various changes, modifications, substitutions and alterations can be made to the embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the claims and their equivalents.

Claims (13)

1. A powertrain system for a vehicle, comprising:
an engine, a first motor generator, and a second motor generator;
a first input shaft that is power-connected to the engine and the first motor generator, respectively;
a second input shaft in power connection with the second motor generator;
the intermediate shaft is selectively linked with the first input shaft and linked with the second input shaft;
the transfer mechanism is linked with the first input shaft;
an output shaft selectively linked with the intermediate shaft and/or the transfer mechanism.
2. The powertrain system for a vehicle of claim 1, wherein the first input shaft has a plurality of first input shaft first output gears idler thereon, the first input shaft first output gears being selectively engageable with the first input shaft, the countershaft having a plurality of countershaft input gears disposed thereon, the plurality of countershaft input gears being in meshing engagement with the corresponding first input shaft first output gears.
3. The powertrain system for a vehicle according to claim 2, further comprising: a first shift mechanism selectively engaging the plurality of first input shaft first output gears with the first input shaft.
4. The powertrain system for a vehicle according to claim 1, wherein a first input shaft second output gear is provided on the first input shaft, the first input shaft second output gear being adapted to be linked with the intermediary mechanism.
5. The power transmission system for a vehicle according to claim 4, wherein the intermediate transfer mechanism is configured as a multiple gear that is idly sleeved on the intermediate shaft and is provided with a multiple input gear that meshes with the first input shaft second output gear.
6. The power transmission system for a vehicle according to claim 5, wherein the intermediate transfer mechanism is further provided with a plurality of multiple output gears adapted to be interlocked with the output shaft, and an output shaft first input gear is idly sleeved on the output shaft and selectively engaged with the input shaft; the output shaft first input gear is configured in a plurality and is meshed with the corresponding multiple output gear.
7. The powertrain system for a vehicle according to claim 6, characterized by further comprising: a second shift mechanism selectively engaging the first input shaft with the output shaft or engaging one of the plurality of output shaft first input gears with the output shaft.
8. The powertrain system for a vehicle of claim 2, wherein a plurality of countershaft output gears are provided on the countershafts, a plurality of output shaft second input gears are idler-mounted on the output shafts, and a plurality of the output shaft second input gears are correspondingly engaged with the corresponding countershaft output gears.
9. The powertrain system for a vehicle according to claim 8, further comprising: a third shift mechanism disposed on the output shaft and selectively engaging the output shaft first input gear or an output shaft second input gear.
10. The powertrain system for a vehicle according to claim 9, further comprising:
a fourth shift mechanism selectively engaging one of the plurality of output shaft second input gears with the output shaft.
11. The power train system for a vehicle according to claim 1, wherein the first input shaft is arranged coaxially with the output shaft, and the intermediate shaft are arranged at a spacing in a circumferential direction of the first input shaft.
12. The powertrain system of claim 1, wherein a clutch is disposed between an engine output shaft of the engine and the first input shaft to selectively engage the engine output shaft and the first input shaft.
13. A vehicle comprising a driveline as claimed in any one of claims 1 to 12.
CN202111165188.1A 2021-09-30 2021-09-30 Power transmission system for vehicle and vehicle Pending CN113942382A (en)

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WO2024001247A1 (en) * 2022-06-28 2024-01-04 湖南行必达网联科技有限公司 Electric-drive gearbox with two electric motors and uninterrupted power during gear shifting, and vehicle
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