CN117734409A

CN117734409A - Powertrain and vehicle

Info

Publication number: CN117734409A
Application number: CN202311862758.1A
Authority: CN
Inventors: 施国飞; 张安伟; 周文太; 王宝智; 吴为理; 卢刚
Original assignee: Guangzhou Automobile Group Co Ltd
Current assignee: Guangzhou Automobile Group Co Ltd
Priority date: 2023-12-29
Filing date: 2023-12-29
Publication date: 2024-03-22

Abstract

The application discloses a powertrain and a vehicle. The power assembly comprises an engine, a first motor, a coupler, a second motor, a sun gear, a planetary gear set and a differential mechanism, wherein the first motor is used for providing electric power or driving force, the second motor is used for providing driving force, the second motor is in transmission connection with the sun gear, the planetary gear set is arranged on the periphery of the sun gear and in transmission connection with the sun gear, the axes of the second motor, the sun gear, the planetary gear set and the differential mechanism are located on the same axis, and the differential mechanism is in transmission connection with the planetary gear set and the coupler respectively. The technical scheme of this application can improve the transmission ratio, reduces energy consumption.

Description

Powertrain and vehicle

Technical Field

The application belongs to the technical field of vehicles, and particularly relates to a power assembly and a vehicle.

Background

The existing hybrid motor vehicle type can realize various working modes, and therefore, in the layout of a transmission system of the vehicle, a parallel shaft arrangement mode is generally adopted, and in order to achieve a required transmission ratio, a primary gear transmission is required to be added on an intermediate shaft, so that the envelope space and the weight of the transmission system are increased. And because the gears of the intermediate shaft exist, the gears of the intermediate shaft are required to be driven to rotate at the same time during rotation, and extra energy consumption is increased.

Disclosure of Invention

The aim of the application is to provide a powertrain and a vehicle, which can reduce the whole envelope volume and the weight and effectively reduce the energy consumption under the condition of unchanged transmission ratio.

Other features and advantages of the present application will be apparent from the following detailed description, or may be learned in part by the practice of the application.

According to one aspect of an embodiment of the present application, there is provided a powertrain including an engine, a first motor, and a coupler drivingly connected to the engine and the first motor, the coupler being disposed between the engine and the first motor;

the power assembly further comprises a second motor, a sun gear, a planetary gear set and a differential mechanism, wherein the second motor is used for providing driving force, the second motor is in transmission connection with the sun gear, the planetary gear set is arranged on the periphery of the sun gear and in transmission connection with the sun gear, the axes of the second motor, the sun gear, the planetary gear set and the differential mechanism are located on the same axis, and the differential mechanism is in transmission connection with the planetary gear set and the coupler respectively.

In one aspect, the powertrain further includes a first axle and a second axle, the first axle and the second axle being located on a same axis, one end of the first axle facing away from the second axle, and one end of the second axle facing away from the first axle being respectively configured to connect wheels, and the differential being disposed between the first axle and the second axle.

In one aspect, the power assembly further comprises a transmission shaft, the transmission shaft is sleeved on the first axle and is rotationally connected with the first axle, one end of the transmission shaft is connected with the second motor, and the other end of the transmission shaft is connected with the sun gear.

In one aspect, the power assembly further comprises a driving shaft and an intermediate gear, the driving shaft is arranged between the engine and the first motor, the intermediate gear is rotatably arranged on the driving shaft, one end of the coupler is connected with the intermediate gear, the other end of the coupler is connected with the driving shaft, and the coupler is used for controlling the coupling connection of the intermediate gear and the driving shaft;

the differential mechanism comprises a planet carrier, the intermediate gear is in transmission connection with the planet carrier, and the planetary gear set is in transmission connection with the planet carrier.

In one aspect, the planetary carrier is disposed between the first axle and the second axle and is respectively rotatably connected with the first axle and the second axle, and the planetary carrier encloses a carrier space;

the differential mechanism further comprises a differential wheel set, the differential wheel set is arranged in the bracket space, the differential wheel set comprises a first differential wheel and a second differential wheel, the first differential wheel and the second differential wheel are respectively connected with two opposite sides of the planetary bracket, and the first differential wheel and the second differential wheel are meshed;

the power assembly further comprises a first output wheel and a second output wheel, the first output wheel is meshed with the first differential wheel, the first output wheel is arranged on the first axle and coaxially arranged with the first axle, the second output wheel is meshed with the second differential wheel, and the second output wheel is arranged on the second axle and coaxially arranged with the second axle.

In one aspect, the planetary gear set further comprises a first planet and a second planet, the first planet being in mesh with the sun gear, the first planet and the second planet being axially in series.

In one aspect, the power assembly further comprises a fixing shell and a gear ring, the fixing shell is at least arranged around the second planet wheel, the gear ring is arranged on one side, facing the second planet wheel, of the fixing shell, the second planet wheel is meshed with the gear ring, a liquid storage space is formed at the bottom end of the fixing shell and used for storing lubricating liquid, and part of the structure of the gear ring is located in the liquid storage space.

In one aspect, the powertrain further includes a shock absorber disposed between the engine and the first electric machine;

the power assembly further comprises a power line, one end of the power line is connected with the first motor, and the other end of the power line is connected with the second motor.

In one aspect, the power assembly further comprises a first driving wheel and a second driving wheel, wherein the first driving wheel is arranged between the shock absorber and the coupler, the second driving wheel is in driving connection with the first motor, and the first driving wheel is meshed with the second driving wheel.

In addition, in order to solve the above problems, the present application also provides a vehicle including a frame and a powertrain as described above, the powertrain being provided in the frame.

In this application, the second motor provides power to the sun gear through the transmission shaft, and the sun gear provides power to the planetary gear set, and rethread planetary gear set provides power to differential mechanism. Wherein, because the axes of the second motor, the sun gear, the planetary gear set and the differential mechanism are positioned on the same axis. The power of the second motor can be directly supplied to the sun gear, the planetary gear set and the differential mechanism, so that the whole envelope volume can be reduced and the weight can be reduced under the condition that the transmission ratio is unchanged.

Further, the engine, through a driving connection with the first motor, is also capable of providing power to the first motor, thereby causing the first motor to generate electricity. And moreover, by enabling the coupler to be in transmission connection with the differential mechanism, a middle shaft gear is omitted, the engine can directly provide power for the differential mechanism, the transmission efficiency of the power assembly can be improved, and the drag loss and the energy consumption are effectively reduced.

It is to be understood that both the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the application.

Drawings

The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the application and together with the description, serve to explain the principles of the application. It is apparent that the drawings in the following description are only some embodiments of the present application, and that other drawings may be obtained from these drawings without inventive effort for a person of ordinary skill in the art.

Fig. 1 schematically shows a schematic structure of a powertrain in the present application.

FIG. 2 schematically illustrates a schematic structural view of the powertrain of FIG. 1 of the present application provided with a first drive wheel and a second drive wheel;

fig. 3 schematically shows a schematic diagram of a structure in which a second motor and a sun gear are disposed above a first axle in the power assembly of the present application.

Fig. 4 schematically shows a schematic structural view of the powertrain of fig. 3 of the present application provided with a first transmission wheel and a second transmission wheel.

Fig. 5 schematically illustrates a power transmission schematic of the powertrain of fig. 1 of the present application in an electric-only mode.

Fig. 6 schematically illustrates a power transmission schematic of the powertrain of fig. 1 of the present application in series hybrid mode.

Fig. 7 schematically illustrates a power transmission schematic of the powertrain of fig. 1 of the present application in a parallel hybrid mode.

Fig. 8 schematically illustrates a power transmission schematic of the powertrain of fig. 1 of the present application in an engine direct drive mode.

FIG. 9 schematically illustrates a power transfer schematic of the powertrain of FIG. 1 of the present application in a braking energy recovery mode.

FIG. 10 schematically illustrates a power transfer schematic of the powertrain of FIG. 1 of the present application in a three power source simultaneous output mode.

Fig. 11 schematically illustrates a power transmission schematic of the powertrain of fig. 1 of the present application in a park power generation mode.

The reference numerals are explained as follows:

100. a second motor; 200. a sun gear; 300. a planetary gear set; 410. a fixed case; 420. a gear ring; 510. a first axle; 520. a second axle; 600. a differential; 600a, differential structure; 710. a first output wheel; 720. a second output wheel; 810. a transmission shaft; 820. a first drive gear; 830. a second drive gear; 910. an engine; 920. a first motor; 930. a damper; 940. a power line; 950. a first driving wheel; 960. a second driving wheel; 970. a coupler; 980. a drive shaft; 990. an intermediate gear;

310. a first planet; 320. a second planet wheel; 401. a liquid storage space; 511. a right wheel; 521. a left wheel; 610. a planet carrier; 601. a bracket space; 620. a differential wheel set; 621. a first differential wheel; 622. and a second differential wheel.

Detailed Description

Example embodiments will now be described more fully with reference to the accompanying drawings. However, the exemplary embodiments may be embodied in many forms and should not be construed as limited to the examples set forth herein; rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the concept of the example embodiments to those skilled in the art.

Referring to fig. 1, the present application provides a powertrain, the powertrain includes an engine 910, a first motor 920 and a coupler 970, the engine 910 is drivingly connected to the first motor 920, the engine 910 can transmit torque to the first motor 920 through the driving connection between the engine 910 and the first motor 920, the first motor 920 can generate electric power when working, and the first motor 920 is used for providing electric power or driving force, for example, the first motor 920 is a generator. A coupler 970 is disposed between the engine 910 and the first motor 920. The powertrain further includes: second motor 100, sun gear 200, planetary gear set 300, drive shaft 810, and differential 600.

The second motor 100 is used for providing driving force, and the power of the second motor 100 can be from a battery or directly from the first motor 920, for example, the second motor 100 is a driving motor; the second motor 100 is in transmission connection with the sun gear 200, and one axial side of the sun gear 200 is connected with the second motor 100; the power generated by the second motor 100 is output to the sun gear 200 to drive the sun gear 200 to rotate.

The planetary gear set 300 is disposed at the periphery of the sun gear 200 and is in transmission connection with the sun gear 200, the axes of the second motor 100, the sun gear 200, the planetary gear set 300 and the differential mechanism 600 are located on the same axis, the differential mechanism 600 is in transmission connection with the planetary gear set 300 and the coupler 970 respectively, one end of the transmission shaft 810 is connected with the second motor 100, the other end of the transmission shaft 810 is connected with the axis of the sun gear 200, namely, the second motor 100 is disposed in the axial direction of the sun gear 200, which can be understood as that the planetary gear set 300, the sun gear 200 and the second motor 100 are coaxially disposed. The gear arrangement among the coaxially arranged second motor 100, the sun gear 200 and the planetary gear set 300 is more compact, the second motor 100 can directly transmit power to the sun gear 200 and the planetary gear set 300, and compared with a parallel shaft transmission mode, the transmission ratio can be larger under the same volume, and the power density of the power assembly is improved.

The differential 600, the planetary gear set 300, the sun gear 200 and the second motor 100 are coaxially disposed, and the planetary gear set 300 and the sun gear 200 are located between the differential 600 and the second motor 100. Since the differential 600 is in driving connection with the planetary gear set 300, the driving force of the planetary gear set 300 can be directly transmitted to the differential 600, and at the same time, since the differential 600 is also in driving connection with the coupler 970, whether the power of the engine 910 and/or the first motor 920 is transmitted to the differential 600 can be controlled by controlling the disconnection and connection of the coupler 970. The coupler 970 mainly includes an off state and an on state, and is configured to perform a clutch function by switching between the off state and the on state, and the power transmission direction of the engine 910 can be changed by the coupler 970. For example, the coupler may transfer power of the engine 910 to the first motor 920 in the disconnected state, and the coupler may transfer power of the engine 910 or the first motor 920 to the differential 600 in the coupled state. The second motor 100, the planetary gear set 300 and the differential mechanism 600 are coaxially arranged, and the structural layout is compact. Meanwhile, the coupler 970 is directly connected with the differential mechanism 600 in a transmission way, so that an intermediate gear is omitted, the transmission efficiency is higher, the dragging loss is reduced, and the energy is saved.

In summary, the second motor 100 provides power to the sun gear 200 through the transmission shaft 810, the sun gear 200 provides power to the planetary gear set 300, and the planetary gear set 300 provides power to the differential 600. Wherein, because the axes of the second motor 100, the sun gear 200, the planetary gear set 300 and the differential 600 are located on the same axis. The power of the second motor 100 can be directly provided to the sun gear 200, the planetary gear set 300 and the differential mechanism 600, so that a larger transmission ratio can be obtained under the same volume, the power density of the power assembly is improved, and the whole envelope volume and the weight are reduced under the condition that the transmission ratio is unchanged.

Further, the engine 910, through a driving connection with the first motor 920, is also capable of providing power to the first motor 920, thereby causing the first motor 920 to generate electricity. In addition, by providing the coupler 970, the engine 910 can directly supply power to the differential, thereby improving the power output efficiency of the engine 910. The planetary gear set 300 includes a first planetary gear 310 and a second planetary gear 320, the first planetary gear 310 being in mesh with the sun gear 200, the first planetary gear 310 and the second planetary gear 320 being axially in series. The vehicle has a left wheel 521 and a right wheel 511, and the differential 600 is disposed between the left wheel 521 and the right wheel 511. The differential wheel set 620 comprises a planetary carrier 610, a first differential wheel 621 and a second differential wheel 622, wherein the first differential wheel 621 and the second differential wheel 622 are respectively connected with two opposite sides of the planetary carrier 610, and the first differential wheel 621 and the second differential wheel 622 are meshed; the first differential wheel 621 and the second differential wheel 622 can be meshed to realize relative rotation of the first differential wheel 621 and the second differential wheel 622, so that the differential speed of the right wheel 511 and the left wheel 521 is realized, the differential speed function of the differential mechanism 600 is realized, and wheel slip is avoided.

The powertrain also includes a first axle 510, a second axle 520, a first output wheel 710, and a second output wheel 720. The first axle 510 and the second axle 520 are disposed opposite to each other, and one end of the first axle 510 facing away from the second axle 520 and one end of the second axle 520 facing away from the first axle 510 are respectively used for connecting wheels; the first axle 510 may be connected to the right wheel 511 and the second axle 520 may be connected to the left wheel 521, the first axle 510 and the second axle 520 being adapted to transmit power to the right wheel 511 and the left wheel 521, respectively. The differential 600 is connected to the first axle 510 and the second axle 520 and is located between the first axle 510 and the second axle 520, and in particular, the planetary carrier 610 is rotatably connected to the first axle 510 and the second axle 520 by bearings. The first output wheel 710 is engaged with the first differential wheel 621, the first output wheel 710 is provided on the first axle 510 and is disposed coaxially with the first axle 510, the second output wheel 720 is engaged with the second differential wheel 622, and the second output wheel 720 is provided on the second axle 520 and is disposed coaxially with the second axle 520. During normal running, the planetary carrier 610 receives power from the planetary gear set 300, and the planetary carrier 610 rotates to drive the first differential 621 to rotate and the second differential 622 to rotate, and the first differential 621 transmits power to the first output wheel 710 and to the first axle 510. The second differential 622 transmits power to the second output wheel 720 and to the second axle 520. The power is transmitted to the right wheel 511 through the first axle 510 and the power is transmitted to the left wheel 521 through the second axle 520, thereby achieving the wheel rotation on the left and right sides, respectively.

According to the technical scheme, multiple power output modes can be formed, so that the vehicle is more suitable for the running condition of a current vehicle. For a specific working mode, referring to table one, a pure electric mode, a series hybrid mode, a parallel hybrid mode, an engine direct drive mode, a braking energy recovery mode, a three-power-source simultaneous output mode and a parking power generation mode may be included, and the following is exemplified.

List one

Mode	Engine with a motor	First motor	Second motor	Coupler
					Pure electric	/	/	Driving of	Disconnecting
Series mixing	Driving of	Generating electricity	Driving of	Disconnecting
					Parallel mixed motion	Driving of	Follow-up	Driving of	Bonding of
Engine direct drive	Driving of	/	/	Bonding of
					Braking energy recovery	/	/	Energy recovery	Disconnecting
Three power sources output simultaneously	Driving of	Driving of	Driving of	Bonding of
					Parking power generation	Driving of	Generating electricity	/	Disconnecting

As shown in table one and fig. 5, in the electric-only mode, the engine 910 and the first electric machine 920 stop operating and do not participate in the power output. In fig. 5, the dashed line represents the transmission direction of power, the second electric machine 100 obtains energy from the battery, the second electric machine 100 outputs power, and the power passes through the transmission shaft 810, the sun gear 200, the first planetary gear 310, and the second planetary gear 320 to the planetary carrier 610 in sequence. Through the planetary carrier 610, the power is respectively transmitted to the first differential wheel 621 and the second differential wheel 622, the first differential wheel 621 transmits the power to the first output wheel 710, the second differential wheel 622 transmits the power to the second output wheel 720, the first output wheel 710 drives the first axle 510 to rotate, and the second output wheel 720 drives the second axle 520 to rotate, so that the right wheel 511 and the left wheel 521 are respectively driven to rotate.

Referring to table one and fig. 6, in the series hybrid mode, the coupler 970 is in the disconnected state, the engine 910 is started to operate and drive the first motor 920 to start to operate, so that the first motor 920 generates electricity to participate in power output _， The engine 910 only provides power to the first electric machine 920 and does not directly participate in the mechanical power output. In fig. 6, the broken line indicates the power transmission direction, and the engine 910 is operated to transmit the generated power to the first motor 920, and the first motor 920 supplies the power to the second motor 100 or stores the power in the battery. The second motor 100 obtains power directly from the first motor 920 or obtains power from a battery, and then sequentially transmits the power to the transmission shaft 810, the sun gear 200, the first planetary gear 310, and the second planetary gear 320 to the planetary carrier 610. In transmitting power to the first through the planetary carrier 610An axle 510 and a second axle 520, enabling travel of the vehicle. Note that the series hybrid mode is also referred to as a range-extending mode.

Referring to table one and fig. 7, in the parallel hybrid mode, the engine 910 and the second motor 100 are started to operate, the coupler 970 is in a coupled state, and the first motor 920 is not operated and rotates with the engine 910. In fig. 7, the dashed line indicates the power transmission direction, and the engine 910 is operated to transmit the generated power to the coupler 970, and the coupler 970 supplies the power to the planetary carrier 610. The second motor 100 takes power from the battery and then transmits the power to the transmission shaft 810, the sun gear 200, the first planetary gear 310, and the second planetary gear 320 to the planetary carrier 610 in sequence. The power of the engine 910 and the power of the second motor 100 are combined on the planetary carrier 610, and the power is transmitted to the first axle 510 and the second axle 520 through the planetary carrier 610, so that the running of the vehicle is realized.

Referring to table one and fig. 8, in the direct drive mode of the engine 910, the engine 910 is started to operate, the coupler 970 is engaged, and the first motor 920 and the second motor 100 are stopped. In fig. 8, the dashed line indicates the power transmission direction, and the engine 910 is operated to transmit the generated power to the coupler 970, and the coupler 970 supplies the power to the planetary carrier 610. And then transmits power to the first axle 510 and the second axle 520 through the planetary carrier 610.

Referring to table one and also to fig. 9, the second motor 100 operates in the braking energy recovery mode. The broken line in fig. 9 indicates the power transmission direction, and the vehicle itself has kinetic energy when the vehicle is braked, and the generated kinetic energy is converted into electric energy by the second electric machine 100 and stored in the battery. Specifically, the kinetic energy generated by braking the vehicle drives the left wheel 521 and the right wheel 511 to rotate, the right wheel 511 drives the first axle 510 to rotate, the left wheel 521 drives the second axle 520 to rotate, the first axle 510 drives the first differential wheel 621 to rotate through the first output wheel 710, the second axle 520 drives the second differential wheel 622 to rotate through the second output wheel 720, the planetary carrier 610 is further rotated, the planetary gear set 300 is further driven to rotate, the sun gear 200 is driven to rotate through the planetary gear set 300, the sun gear 200 transmits power to the second motor 100, the second motor 100 generates electric energy, and the electric energy is stored in the battery. And the energy loss is reduced and the energy efficiency is improved by braking the energy recovery model. Thereby prolonging the endurance mileage, reducing pollution and improving the energy utilization efficiency of the automobile.

Referring to table one and fig. 10, in the three-power-source simultaneous output mode, the engine 910, the first motor 920, and the second motor 100 are simultaneously operated, and the coupler 970 is in the engaged state. In fig. 10, the broken line indicates the power transmission direction, and the engine 910 is operated to transmit the generated power to the coupler 970, and the coupler 970 supplies the power to the planetary carrier 610. The power generated by the first motor 920 is also transferred to the planet carrier 610 through the coupler 970. Meanwhile, the second motor 100 obtains power from the battery and then sequentially transmits the power to the transmission shaft 810, the sun gear 200, the first planetary gear 310, the second planetary gear 320 and the planetary carrier 610. Thus, the power of the engine 910, the first motor 920 and the second motor 100 is simultaneously transmitted to the planetary carrier 610, and the three simultaneously provide power.

Referring to fig. 11 in combination with table one, in the parking power generation mode, the engine 910 is operated while the vehicle is not moving, and the power generated by the operation of the engine 910 is recovered. In fig. 11, the dashed line represents the direction of power transmission, and the engine 910 transmits power to the first electric machine 920, and the first electric machine 920 stores the generated electric energy in the battery. The parking power generation mode can also reduce energy loss and improve energy efficiency.

In addition, when the vehicle is running, the operation modes are switched according to the specific running condition of the vehicle. For example, it is preferable to determine the relationship between the SOC (State of Charge) value and the control threshold, determine how much power is stored in the battery, if the SOC value is greater than the control threshold, the battery may provide power to the outside, and if the SOC value is less than or equal to the control threshold, the battery is low, and power needs to be supplemented. After comparison, a judgment result is generated; and then, according to the judging result, the working mode of the power assembly is switched, the SOC value is too low, and the engine 910 and the first motor 920 can be started to provide power for the battery. The SOC value and the control threshold may be set freely according to a specific control policy, and may be automatically switched between various modes according to the determination result. In addition, when the automobile brakes, the second motor 100 generates braking torque to brake the wheels, meanwhile, induced current is generated in the windings of the second motor 100, and the induced current charges a battery, so that braking energy is recovered.

In the foregoing, the axial series connection of the first planetary gear 310 and the second planetary gear 320 may be understood as a double row arrangement of the first planetary gear 310 and the second planetary gear 320. By adopting the duplex planetary gear set 300, the first planetary gear 310 and the second planetary gear 320 bear load jointly, the load of a single planetary gear is reduced, and the service life is prolonged. The sun gear 200 rotates to rotate the planetary gear set 300, and the planetary gear set 300 also revolves around the sun gear 200.

The power assembly further comprises a fixed shell 410 and a gear ring 420, wherein the fixed shell 410 is at least arranged around the second planet wheel 320; the stationary housing 410 is mainly used for protecting the internal structural components of the powertrain, and the stationary housing 410 may extend to the positions of the first planetary gear 310 and the sun gear 200 in addition to being enclosed around the second planetary gear 320. The stationary housing 410 is typically stationary and does not rotate with the rotation of the second planetary gears 320.

The gear ring 420 is arranged on one side of the fixed shell 410 facing the second planet gears 320, the second planet gears 320 are meshed with the gear ring 420, a liquid storage space 401 is formed at the bottom end of the fixed shell 410, the liquid storage space 401 is used for storing lubricating liquid, and part of the structure of the gear ring 420 is located in the liquid storage space 401. The lubricating fluid mainly reduces friction generated during mechanical transmission, and simultaneously can also take away heat, thereby being beneficial to cooling. The ring gear 420 is disposed on the inner side of the stationary housing 410, and the ring gear 420 is also stationary, and the second planetary gears 320 simultaneously mesh with the ring gear 420 as the first planetary gears 310 rotate around the sun gear 200. It will be appreciated that the second planet 320 is rotatable within the inner race of the ring gear 420, and that the first planet 310 and the second planet 320 are arranged in series such that the second planet 320 orbits the ring gear 420 one revolution and the first planet 310 orbits the sun gear 200 one revolution. The second planetary gear 320 passes through the liquid storage space 401 after at least one revolution. By the contact of the second planetary gear 320 with the ring gear 420, the lubrication fluid is transferred to the second planetary gear 320, and further to other mechanical components by the second planetary gear 320.

In this application, the planetary gear set 300 may be further provided with a plurality of planetary gear sets 300 distributed at equal intervals along the radial position of the sun gear 200. By arranging a plurality of planetary gear sets 300, the contact area between the planetary gear sets 300 and the sun gear 200 is increased, and the abrasion between the planetary gear sets 300 and the sun gear 200 is reduced. And through the arrangement of a plurality of planetary gear sets 300, further load is shared by a plurality of planetary gear sets 300, reduces the load of single planetary gear set 300, improves life. Wherein, each planetary gear set 300 has the same lubrication condition, and each planetary gear set 300 can rotate to the position of the liquid storage space 401, thereby improving the silencing performance under the cooperation of the lubricating liquid. Furthermore, by providing a plurality of planetary gear sets 300, the efficiency of mechanical rotation can be improved.

Moreover, by the equidistant arrangement of the plurality of planetary gear sets 300, the torque output positions can be more balanced, and the situation that local position loads are overlarge is avoided. For the number of the planetary gear sets 300, for example, two planetary gear sets 300 may be provided, both planetary gear sets 300 rotate around the sun gear 200, a central connecting line between the two planetary gear sets 300 passes through the center of the sun gear 200, and the two planetary gear sets 300 always maintain a fixed relative distance. In addition, the planetary gear set 300 may be provided with three, four, or the like. In the case where three planetary gear sets 300 are provided, the three planetary gear sets 300 constitute an equilateral triangle, the center of which is located at the center of the sun gear 200. Four planetary gear sets 300 form a square, the center of which is located at the center of sun gear 200.

In this application, the transmission shaft 810 is sleeved on the first axle 510, and the axis of the first axle 510 and the axis of the transmission shaft 810 are the same. For example, the transmission shaft 810 is hollow, an axially through cavity is formed inside the transmission shaft 810, the first axle 510 is disposed in the through cavity of the transmission shaft 810, and the two are rotatably connected through a bearing. The axis of the sun gear 200 corresponds to the axis of the first axle 510, the second motor 100 outputs torque force to rotate the transmission shaft 810 and drive the sun gear 200 to rotate, the rotation directions of the first axle 510 and the transmission shaft 810 can be opposite, and the rotation of the transmission shaft 810 and the first axle 510 are not interfered with each other. The transmission shaft 810 is sleeved on the outer side surface of the first axle 510, so that the installation space is further compressed, and the structure of the power assembly is more compact.

In this application, the powertrain further includes a drive shaft 980 and an intermediate gear 990, the drive shaft 980 being disposed between the engine 910 and the first motor 920, the intermediate gear 990 being rotatably coupled to the drive shaft 980. The coupler 970 connects the intermediate gear 990 and the drive shaft 980, respectively. For example, the coupler includes two coupling pieces, one of which is fixed to the intermediate gear 990 and the other of which is fixed to the drive shaft 980. The two coupling pieces are combined to transmit the power of the driving shaft 980 to the intermediate gear 990. The two coupling pieces are separated and the drive shaft 980 can be disconnected from the drive connection of the intermediate gear 990. Whereby the coupler 970 is used to control the coupling connection of the intermediate gear 990 to the drive shaft 980; differential 600 includes a planet carrier 610 and an intermediate gear 990 drivingly connected to planet carrier 610. The outer circumferential surface of the planet carrier 610 may be provided with gears, an intermediate gear 990, and the planet carrier 610. The coupler 970 controls the coupling of the intermediate gear 990 to the drive shaft 980 when the engine 910 is required to power the planet carrier 610. In this way, power from the engine 910 is transferred through the drive shaft 980 to the intermediate gear 990 and, in turn, to the planet carrier 610. When the engine 910 is required to power the first motor 920, the coupler 970 controls the intermediate gear 990 to be separated from the driving shaft 980, so that the power of the engine 910 is directly transmitted to the first motor 920.

Further, the planetary carrier 610 is disposed between the first axle 510 and the second axle 520, and is rotatably connected to the first axle 510 and the second axle 520, respectively, and the planetary carrier 610 encloses a carrier space. The power assembly further comprises a planetary gear set 300, the planetary gear set 300 is arranged on a planetary carrier 610, a differential gear 600 is in driving connection with the planetary gear set 300, and the differential gear 600 can receive power transmitted by the planetary gear set 300. The differential wheel set 620 is arranged in the bracket space 601; the planet carrier 610 may protect the differential wheel set 620. Differential 600 is disposed between first axle 510 and second axle 520. The first axle 510 and the second axle 520 are independent, and when the rotation speeds of the left and right wheels 511 are different, the rotation speeds of the first axle 510 and the second axle 520 are adjusted and corrected at the position of the differential 600, so that the situation that the wheels slip is avoided.

By providing differential 600, slip conditions on both sides of the vehicle can be reduced. Specifically, the left and right wheels 511 are rotated in synchronization when the wheel loads on the left and right sides are the same. When the wheel loads on the left and right sides are different, such as the wheel load connected with the first axle 510 is large, the opposite torque is transmitted to the first axle 510, so that the rotation speed of the first axle 510 is reduced or not rotated, even reversed, and the second differential 622 is meshed with the first differential 621, the planet carrier 610 and the first differential gear integrally rotate around the first axle 510, and the rotation speed of the second axle 520 can be faster than that of the first axle 510, thereby realizing different rotation speeds, and being adjusted and corrected at the position of the differential 600. In this application, by disposing the first differential 621 and the second differential 622 inside the planetary carrier 610, space can be saved. Compared with the design that a larger gear disc is needed to be matched in the transmission differential mechanism 600 to complete the differential speed, the differential mechanism 600 is light in weight and small in size, weight is saved, and the structure occupying smaller installation space is more compact.

To improve the differential efficiency, the differential wheel sets 620 are provided in a plurality, and the differential wheel sets 620 are disposed at equal intervals around the first axle 510. It is understood that equally spaced about the first axle 510 is also equivalent to equally spaced about the second axle 520. Through the simultaneous rotation operation of the plurality of differential gear sets 620, the differential effect of the differential mechanism 600 is improved while the power transmission is improved, and the differential adjustment can be timely completed when the rotation speeds of the left wheel 521 and the right wheel 511 are different.

In order to further save the installation space, the power assembly further comprises a transmission shaft 810, one end of the transmission shaft 810 is connected with the sun gear 200, the other end of the transmission shaft 810 is connected with the second motor 100, and the transmission shaft 810 is sleeved on the first axle 510. The axis of the sun gear 200 corresponds to the axis of the first axle 510, the second motor 100 outputs torque force to rotate the transmission shaft 810 and drive the sun gear 200 to rotate, the rotation directions of the first axle 510 and the transmission shaft 810 can be opposite, and the rotation of the transmission shaft 810 and the first axle 510 are not interfered with each other. The transmission shaft 810 is sleeved on the outer side surface of the first axle 510, so that the installation space is further compressed, and the structure of the power assembly is more compact.

In addition, referring to fig. 3, another embodiment of the sun gear 200 is provided, where the axial direction of the sun gear 200 is parallel to the axial direction of the first axle 510; the powertrain further includes a first drive gear 820 and a second drive gear 830, the first drive gear 820 coupled to the planetary gear set 300, the second drive gear 830 disposed on the second axle 520, the first drive gear 820 meshed with the second drive gear 830. When the second motor 100 works, the torque of the second motor 100 is transmitted to the sun gear 200, the sun gear 200 drives the planetary gear set 300 to rotate, the planetary gear set 300 transmits power to the first driving gear 820, the first driving gear 820 is meshed with the second driving gear 830, the first driving gear 820 transmits power to the second driving gear 830, the second driving gear 830 and the second shaft 520 are coaxially arranged, namely, the axle center of the second driving gear 830 and the axle center of the second shaft 520 are on the same axis, and the second shaft 520 rotates under the drive of the second driving gear 830. A differential 600 is disposed between the first axle 510 and the second axle 520, and the second drive gear 830 normally rotates the first axle 510 through the differential 600. Differential rotation of the first axle 510 and the second axle 520 may be achieved by the differential 600 when the loads of the first axle 510 and the second axle 520 are different.

By the arrangement of the first drive gear 820 and the second drive gear 830, even if the second motor 100 is far from the first axle 510 and the second axle 520, the power transmission of the second motor 100 to the wheels can be ensured, thereby making the arrangement position of the second motor 100 more flexible. Furthermore, the arrangement of the first drive gear 820 and the second drive gear 830 also enables an increase in the gear ratio.

In this application, the powertrain further includes a shock absorber 930, where the shock absorber 930 is disposed between the engine 910 and the first motor 920; the engine 910 vibrates during operation, and the vibration of the engine 910 can be reduced to be transmitted to the first motor 920 by the arrangement of the damper 930, so that the operation interference to the first motor 920 can be reduced. The engine 910, the first motor 920, and the second motor 100 may operate independently or may cooperate with each other to perform power output. The power assembly further includes a power line 940, one end of the power line 940 is connected to the first motor 920, and the other end is connected to the second motor 100. The second motor 100 may receive power from the first motor 920. From this, the powertrain of the present application is capable of providing multiple power output modes.

Referring to fig. 2, in order to increase the torque output of the engine 910, the powertrain further includes a first driving wheel 950 and a second driving wheel 960, the first driving wheel 950 is disposed between the damper 930 and the coupler 970, the second driving wheel 960 is drivingly connected to the first motor 920, and the first driving wheel 950 and the second driving wheel 960 are engaged. The engagement of the first transmission wheel 950 and the second transmission wheel 960 can increase the transmission ratio, which is beneficial for the engine 910 to convert more energy into power for driving the first motor 920, and increase the generated energy.

Referring to fig. 4, on the basis that the sun gear and the second motor 100 are arranged above the first axle in fig. 3, the power assembly further comprises a first driving wheel 950 and a second driving wheel 960, the first driving wheel 950 is arranged on one side of the shock absorber 930 away from the engine 910 and is connected with the shock absorber 930, the second driving wheel 960 is in driving connection with the first motor 920, and the first driving wheel 950 and the second driving wheel 960 are meshed. The gear ratio may be increased by the engagement of the first drive wheel 950 and the second drive wheel 960. Further, the arrangement of the first drive gear 820 and the second drive gear 830 can also improve the transmission ratio.

In addition, when the second motor 100 is disposed above the first axle 510, the powertrain includes a differential structure 600a, and the differential structure 600a can realize differential rotation of the first axle 510 and the second axle 520. The differential structure 600a may be a conventional differential mechanism, or may be the differential mechanism 600 mentioned in the present application.

The application also provides a vehicle comprising a frame and the power assembly as above, wherein the power assembly is arranged on the frame. The frame forms an installation space, and the power assembly sets up in the installation space, and the frame can also play certain support and protection to the power assembly.

The specific embodiments and advantageous effects of the vehicle refer to the solutions of the above-mentioned power assembly, and are not described herein again.

Other embodiments of the present application will be apparent to those skilled in the art from consideration of the specification and practice of the invention disclosed herein. This application is intended to cover any variations, uses, or adaptations of the application following, in general, the principles of the application and including such departures from the present disclosure as come within known or customary practice within the art to which the application pertains.

It is to be understood that the present application is not limited to the precise arrangements and instrumentalities shown in the drawings, which have been described above, and that various modifications and changes may be effected without departing from the scope thereof. The scope of the application is limited only by the appended claims.

Claims

1. The power assembly is characterized by comprising an engine, a first motor and a coupler, wherein the engine is in driving connection with the first motor, and the coupler is arranged between the engine and the first motor;

2. The powertrain of claim 1, further comprising a first axle and a second axle, the first axle and the second axle being on a common axis, an end of the first axle facing away from the second axle, and an end of the second axle facing away from the first axle being configured to connect wheels, respectively, the differential being disposed between the first axle and the second axle.

3. The powertrain of claim 2, further comprising a drive shaft journalled on the first axle and rotatably connected to the first axle, one end of the drive shaft being connected to the second motor and the other end being connected to the sun gear.

4. The powertrain of claim 2, further comprising a drive shaft disposed between the engine and the first motor and an intermediate gear rotatably disposed on the drive shaft, the coupler having one end connected to the intermediate gear and the other end connected to the drive shaft, the coupler being configured to control the coupling of the intermediate gear to the drive shaft;

5. The powertrain of claim 4, wherein the planet carrier is disposed between and rotationally coupled to the first axle and the second axle, respectively, the planet carrier defining a carrier space;

6. The powertrain of claim 1, wherein the planetary gear set further comprises a first planetary gear and a second planetary gear, the first planetary gear being in mesh with the sun gear, the first planetary gear and the second planetary gear being axially in series.

7. The power assembly of claim 6, further comprising a stationary housing and a gear ring, wherein the stationary housing encloses at least the second planetary gear, the gear ring is disposed on a side of the stationary housing facing the second planetary gear, the second planetary gear is meshed with the gear ring, a liquid storage space is formed at a bottom end of the stationary housing, the liquid storage space is used for storing a lubricating liquid, and a part of the structure of the gear ring is disposed in the liquid storage space.

8. The powertrain of any one of claims 1 to 7, further comprising a shock absorber disposed between the engine and the first electric machine;

9. The powertrain of claim 8, further comprising a first drive wheel and a second drive wheel, wherein the first drive wheel is disposed between the shock absorber and the coupler, wherein the second drive wheel is drivingly connected to the first motor, and wherein the first drive wheel and the second drive wheel are engaged.

10. A vehicle comprising a frame and a powertrain as claimed in any one of claims 1 to 9, the powertrain being provided within the frame.