CN209381782U

CN209381782U - Hybrid electric drive system and vehicle

Info

Publication number: CN209381782U
Application number: CN201822007858.7U
Authority: CN
Inventors: 翟震; 王文静; 赵振芳; 罗攀; 尹文辉
Original assignee: BYD Co Ltd
Current assignee: BYD Co Ltd
Priority date: 2018-11-30
Filing date: 2018-11-30
Publication date: 2019-09-13
Anticipated expiration: 2028-11-30

Abstract

The application belongs to technical field of hybrid power, it is related to a kind of hybrid electric drive system and vehicle, the hybrid electric drive system includes engine, gearbox and motor power device, the gearbox includes gear and main reducing gear, the power splitting mechanism includes motor power distributing shaft, motor synchronizer, generate electricity synchronizer, drive gear, generate electricity driving gear and power generation driven gear, the driving gear and power generation driven gear empty set are on the motor power distributing shaft, the power generation driving gear empty set is on the input shaft, the motor power distributing shaft is arranged independently of the gear.The hybrid electric drive system can realize the functions such as pure electric vehicle driving, hybrid power driving and power generation in parking, driving power generation, original place starting engine.Change can realize that hybrid power exports compared with urine on the basis of conventional gearbox, and assembly structure is simple, spaces compact, and policy control is simpler.

Description

Hybrid power driving system and vehicle

Technical Field

The application belongs to the technical field of hybrid power, and particularly relates to a hybrid power driving system and a vehicle.

Background

In the prior art, an electromechanical automatic transmission device includes a transmission mechanism, a motor, and a transmission control unit, where the transmission mechanism includes a clutch, a speed change mechanism, an input shaft, and an output shaft, the clutch is connected to an external engine, and power of the engine is operably output via the clutch, the input shaft, the speed change mechanism, and the output shaft in sequence.

In the power transmission system, the rotor of the motor is connected with the output shaft of the transmission mechanism, and the speed change control unit is used for controlling the motor to output torque to the output shaft when the clutch in the gear shifting process is disengaged. Therefore, the motor only serves as power supplement when the clutch is separated and the power of the engine is lost, so that the power of the motor is not too large, about 20-30 kilowatts, and the system does not have the capacity of realizing pure electric drive. And because the rotor of the motor is directly connected to the output shaft, the power of the motor is directly output to the wheel through the main speed reducer, and the transmission speed ratio from the motor to the wheel is not very large only through the transmission of the primary gear, so that the power shortage of the motor can be caused if the power of the engine which is lost in the gear shifting process is compensated. In addition, the motor is directly connected to the output shaft, so that the functions of parking power generation and engine on-site starting cannot be realized.

Under the push of the current new energy automobile situation, the requirements on hybrid automobiles in the industry are higher and higher. There is a need in the industry to develop hybrid drive systems that are low cost, efficient, and capable of multiple drive modes, both electric-only and hybrid.

Disclosure of Invention

The technical problem that this application will solve is: a hybrid power drive system and a vehicle are provided to solve the problem that an electromechanical automatic transmission cannot achieve the functions of parking power generation, engine on-site starting and the like.

In order to solve the above technical problem, in one aspect, an embodiment of the present application provides a hybrid drive system, including an engine, a transmission and a motor power device, where the transmission includes a speed change mechanism and a main reducer, and the motor power device includes a motor and a power distribution mechanism; wherein,

the speed change mechanism comprises a clutch device, an input shaft and a first output shaft, wherein at least 1 forward gear driving gear is arranged on the input shaft, at least 1 forward gear driven gear correspondingly meshed with the forward gear driving gear is arranged on the first output shaft, the input end of the clutch device is connected with the engine, the output end of the clutch device is connected with the input shaft, and the first output shaft is connected with the main speed reducer to transmit power;

the power distribution mechanism comprises a motor power distribution shaft, a motor synchronizer, a power generation synchronizer, a driving gear, a power generation driving gear and a power generation driven gear, the driving gear and the power generation driven gear are sleeved on the motor power distribution shaft in an empty mode, the power generation driving gear is sleeved on the input shaft in an empty mode, and the motor power distribution shaft is independent of the speed change mechanism; the driving gear is directly meshed with one of the forward gear driven gears on the first output shaft, and the power generation driving gear is directly meshed with the power generation driven gear or is in transmission connection with the power generation driving gear through an intermediate transmission mechanism;

the power generation synchronizer is arranged on the input shaft, the power generation synchronizer can be selectively connected with or disconnected from the power generation driving gear, the motor synchronizer is arranged on the motor power distribution shaft and is positioned between the driving gear and the power generation driven gear, and the motor synchronizer can be selectively connected with or disconnected from the power generation driven gear and the driving gear.

Optionally, the power generation synchronizer engages the power generation driving gear and the motor synchronizer engages the power generation driven gear, the motor operable as a generator; the power generation synchronizer disconnects the power generation driving gear, and when the motor synchronizer is jointed with the driving gear, the motor can be used as a driving motor.

Alternatively, the power generation synchronizer is provided separately or in common with a gear synchronizer of the transmission mechanism.

Alternatively, the motor is arranged coaxially with the motor power distribution shaft, and the motor is directly connected to the motor power distribution shaft.

Optionally, the motor and the motor power distribution shaft are arranged in parallel at intervals, and an output shaft of the motor is connected to the motor power distribution shaft through a gear pair.

Optionally, the speed change mechanism further comprises a reverse gear shaft, a reverse gear driven gear, a reverse gear output gear and a reverse gear synchronizer, the reverse gear driven gear is sleeved on the reverse gear shaft in an empty mode, the reverse gear output gear is fixed on the reverse gear shaft, the reverse gear driven gear is meshed with one of the forward gear driven gears on the first output shaft, the reverse gear synchronizer is arranged on the reverse gear shaft, and the reverse gear synchronizer can be selectively connected with or disconnected from the reverse gear driven gear.

Optionally, the speed change mechanism includes a plurality of forward gear driving gears and a plurality of forward gear driven gears, the plurality of forward gear driving gears include a first gear driving gear, a second gear driving gear, a third gear driving gear, a fourth gear driving gear and a fifth gear driving gear, and the plurality of forward gear driven gears include a first gear driven gear, a second gear driven gear, a third gear driven gear, a fourth gear driven gear and a fifth gear driven gear;

the intermediate transmission mechanism is a power generation intermediate gear which is sleeved on the first output shaft in an empty mode, and the intermediate gear is meshed with the power generation driving gear and the power generation driven gear simultaneously;

the first-gear driving gear and the second-gear driving gear are fixed on the input shaft, the first-gear driven gear and the second-gear driven gear are sleeved on the first output shaft in an idle mode, the third-gear driving gear, the fourth-gear driving gear and the fifth-gear driving gear are sleeved on the input shaft in an idle mode, and the third-gear driven gear, the fourth-gear driven gear and the fifth-gear driven gear are fixed on the first output shaft; the first-gear driven gear is meshed with the first-gear driving gear and the reverse-gear driven gear at the same time, the second-gear driving gear is meshed with the second-gear driven gear, the third-gear driven gear is meshed with the third-gear driving gear and the driving gear at the same time, the fourth-gear driving gear is meshed with the fourth-gear driven gear, and the fifth-gear driving gear is meshed with the fifth-gear driven gear; a first output gear directly meshed with a main reducer driven gear of the main reducer is fixedly arranged on the first output shaft;

the power generation synchronizer is arranged between the power generation driving gear and the third gear driving gear and can be selectively connected with or disconnected from the third gear driving gear and the power generation driving gear;

the input shaft is provided with an 4/5-gear synchronizer located between the four-gear driving gear and the five-gear driving gear, and the 4/5-gear synchronizer can be selectively connected with or disconnected from the four-gear driving gear and the five-gear driving gear;

an 1/2-gear synchronizer is arranged on the first output shaft and located between the first-gear driven gear and the second-gear driven gear, and the 1/2-gear synchronizer can be selectively connected with or disconnected from the first-gear driven gear and the second-gear driven gear.

the power generation driving gear is directly meshed with the power generation driven gear;

Optionally, the hybrid drive system further includes a second output shaft, and the second output shaft is provided with at least 1 forward gear driven gear correspondingly engaged with the forward gear driving gear.

Optionally, the transmission mechanism includes a plurality of forward gear driving gears and a plurality of forward gear driven gears, the plurality of forward gear driving gears include a first/third gear common driving gear, a second/fourth gear driving gear and a fifth gear driving gear, and the plurality of forward gear driven gears include a first gear driven gear, a second gear driven gear, a third gear driven gear, a fourth gear driven gear and a fifth gear driven gear;

the first-gear/third-gear common driving gear and the second-gear/fourth-gear common driving gear are fixed on an input shaft, the first-gear driven gear and the second-gear driven gear are sleeved on the first output shaft in an idle mode, the third-gear driven gear and the fourth-gear driven gear are sleeved on the second output shaft in an idle mode, the fifth-gear driving gear is sleeved on the input shaft in an idle mode, and the fifth-gear driven gear is fixed on the first output shaft; the first/third-gear common driving gear is meshed with a first-gear driven gear and a third-gear driven gear at the same time, the reverse-gear driven gear is meshed with the first-gear driven gear, the second/fourth-gear common driving gear is meshed with a second-gear driven gear and a fourth-gear driven gear at the same time, and the fifth-gear driven gear is meshed with the fifth-gear driving gear and the driving gear at the same time; a first output gear directly meshed with a main reducer driven gear of the main reducer is fixedly arranged on the first output shaft, and a second output gear directly meshed with the main reducer driven gear of the main reducer is fixedly arranged on the second output shaft;

the power generation synchronizer is arranged between the power generation driving gear and the fifth-gear driving gear and can be selectively connected with or disconnected from the fifth-gear driving gear and the power generation driving gear;

an 1/2-gear synchronizer is arranged on the first output shaft and positioned between the first-gear driven gear and the second-gear driven gear, and the 1/2-gear synchronizer can be selectively connected with or disconnected from the first-gear driven gear and the second-gear driven gear;

an 3/4-gear synchronizer is arranged on the second output shaft and located between the three-gear driven gear and the fourth-gear driven gear, and the 3/4-gear synchronizer can be selectively connected with or disconnected from the three-gear driven gear and the fourth-gear driven gear.

In still another aspect, an embodiment of the present application further provides a vehicle including the hybrid drive system described above.

The hybrid power driving system and the vehicle provided by the embodiment of the application are provided with the motor power distribution shaft, the motor power distribution shaft is provided with the power generation driven gear which is respectively linked with the power generation driving gear on the input shaft and the driving gear which is linked with one of the forward gear driven gears on the first output shaft, the motor power distribution shaft is provided with the motor synchronizer which can be selectively connected with or disconnected from the power generation driven gear and the driving gear, the power generation driving gear of the input shaft is provided with the power generation synchronizer which can be selectively connected with or disconnected from the power generation driving gear, and the motor can be selected to be used as a driving motor or a generator through the action of the two synchronizers. The hybrid power driving system realizes the power intervention of the motor under the condition that the structure of the AMT automatic gearbox is slightly changed, so that the hybrid power driving system can realize multiple functions of pure electric driving, hybrid power driving, parking power generation, driving power generation, in-situ engine starting and the like. Therefore, the hybrid power driving system can realize hybrid power output and has multiple functions by slightly changing the traditional gearbox, so that the assembly structure is simple, the space is compact, and the strategy control is simpler.

In addition, the hybrid drive system of this application when hybrid drive mode (the motor is as driving motor), the motor can supply the power that the engine shift in-process lost, makes whole shift in-process power can not break off, can not appear shifting and pause to be frustrated, makes to shift more smooth-going, promotes the driving and experiences. When the hybrid power is output, the motor and the engine provide power at the same time, so that the driving force of the system can be enhanced, and the dynamic property is improved.

The motor power distribution shaft is directly connected with one of the forward gear driven gears on the first output shaft through the driving gear, and is linked with the upper power generation driving gear of the input shaft through the power generation driven gear (or the power generation driven gear and the middle transmission mechanism), so that the motor has higher efficiency when driving or generating power.

Drawings

FIG. 1 is a block diagram of a hybrid drive system according to a first embodiment of the present application;

FIG. 2 is a block diagram of a hybrid drive system provided in accordance with a second embodiment of the present application;

FIG. 3 is a block diagram of a hybrid drive system according to a third embodiment of the present application;

fig. 4 is a frame diagram of a vehicle according to an embodiment of the present application.

The reference numerals in the specification are as follows:

1000. a vehicle;

100. a hybrid drive system;

1. a motor;

2. an engine;

3. a power split mechanism; 301. a motor power distribution shaft; 302. a motor synchronizer; 303. a power generation synchronizer; 304. a power generation driving gear; 305. a power generation intermediate gear; 306. a power generation driven gear; 307. a drive gear;

4. a speed change mechanism; 401. a clutch device; 402. an input shaft; 403. a first output shaft; 404. a first gear driving gear; 405. a second gear driving gear; 406. a third gear drive gear; 407. a fourth gear drive gear; 408. a fifth gear drive gear; 409. a first-gear driven gear; 410. a second driven gear; 411. a third-gear driven gear; 412. a fourth-gear driven gear; 413. a fifth-gear driven gear; 414. a second output shaft; 415. 4/5 Gear synchronizer; 416. 1/2 Gear synchronizer; 417. a first/third gear common driving gear; 418. a second/fourth gear drive gear; 419. 3/4 Gear synchronizer; 420. a reverse gear shaft; 421. stopping the driven gear; 422. a reverse output gear; 423. a first output gear; 424. a second output gear; 425. a reverse gear synchronizer;

5. a main reducer; 501. a differential mechanism; 502. the main reducer driven gear.

Detailed Description

In order to make the technical problems, technical solutions and advantageous effects solved by the present application more apparent, the present application will be further described in detail with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the present application and are not intended to limit the present application.

The hybrid power driving system that this application embodiment provided, including engine, gearbox and motor power device, the gearbox includes speed change mechanism and final drive, motor power device includes motor and power distribution mechanism.

The speed change mechanism comprises a clutch device, an input shaft and a first output shaft, wherein at least 1 forward gear driving gear is arranged on the input shaft, at least 1 forward gear driven gear which is correspondingly meshed with the forward gear driving gear is arranged on the first output shaft, the input end of the clutch device is connected with the engine, the output end of the clutch device is connected with the input shaft, and the first output shaft is connected with the main speed reducer to transmit power.

The power distribution mechanism comprises a motor power distribution shaft, a motor synchronizer, a power generation synchronizer, a driving gear, a power generation driving gear and a power generation driven gear, the driving gear and the power generation driven gear are sleeved on the motor power distribution shaft in an empty mode, the power generation driving gear is sleeved on the input shaft in an empty mode, and the motor power distribution shaft is independent of the speed change mechanism; the driving gear is directly meshed with one of the forward gear driven gears on the first output shaft, and the power generation driving gear is directly meshed with the power generation driven gear or is in transmission connection (linkage) with the power generation driving gear through an intermediate transmission mechanism.

The power generation synchronizer is connected with the power generation driving gear, and when the motor synchronizer is connected with the power generation driven gear, the motor can be used as a generator; the power generation synchronizer disconnects the power generation driving gear, and when the motor synchronizer is jointed with the driving gear, the motor can be used as a driving motor.

The clutch device is a single clutch, a dual clutch or other suitable clutches such as dry clutches and wet clutches. A single mass flywheel, a double mass flywheel or a torsional damper and other parts can be arranged between the clutch device and the crankshaft of the engine.

The main speed reducer comprises a differential and a main speed reducer driven gear integrated on a shell of the differential.

In some embodiments, the final drive driven gear meshes with a first output gear fixed to a first output shaft.

In some embodiments, the system includes two output shafts (a first output shaft and a second output shaft), the final drive driven gear simultaneously meshing with a first output gear fixed on the first output shaft and a second output gear fixed on the second output shaft.

In some embodiments, the power generation synchronizer is provided separately. The influence on the original gearbox is reduced, and the control is simpler.

In some embodiments, the power generation synchronizer is shared with a gear synchronizer of the transmission mechanism. The axial space of the input shaft can be shortened, and a gear synchronizer is reduced.

In some embodiments, the electric machine is arranged coaxially with the electric machine power distribution shaft, the electric machine being directly connected to the electric machine power distribution shaft. The motor and the motor power distribution shaft are directly driven without an intermediate transmission mechanism, and the structure is simple.

In some embodiments, the motor is arranged in parallel with the motor power distribution shaft at a spacing, and the output shaft of the motor is connected to the motor power distribution shaft through a gear pair. In this way, the motor power distribution shaft is connected to the motor via the gear pair, so that the speed ratio between the engine and the motor can be freely set, the engine and the motor can be matched in a high efficiency region when used as a generator, and the power generation efficiency can be improved.

In some embodiments, the motor is arranged in parallel with the motor power distribution shaft at a spacing, and the output shaft of the motor is connected to the motor power distribution shaft through a belt transmission mechanism or a chain transmission mechanism.

In some embodiments, the transmission mechanism further includes a reverse shaft, a reverse driven gear that is freely fitted over the reverse shaft, a reverse output gear that is fixed to the reverse shaft, the reverse driven gear meshing with one of the forward driven gears on the first output shaft, and a reverse synchronizer that is provided on the reverse shaft and selectively engages or disengages the reverse driven gear.

In some embodiments, the reverse gear mechanism (the reverse shaft, the reverse driven gear, the reverse output gear, and the reverse synchronizer) may not be separately provided, and the reverse gear function may be realized by the reverse rotation of the motor.

In some embodiments, the power generation driving gear directly engages with the power generation driven gear. This solution can be used when the motor is small in size, making the system space more compact.

In some embodiments, the power generation driving gear is drivingly connected to the power generation driven gear through an intermediate transmission mechanism. The intermediate transmission mechanism may be a power generating intermediate gear that is idly fitted over the first output shaft. The intermediate transmission mechanism can also be a power generation intermediate gear which is sleeved on an additionally arranged intermediate shaft. Through setting up the electricity generation intermediate gear to the space arrangement problem when satisfying the great motor of size.

The hybrid power driving system provided by the embodiment of the application is provided with the motor power distribution shaft, the motor power distribution shaft is provided with the power generation driven gear which is respectively linked with the power generation driving gear on the input shaft and the driving gear which is linked with one of the forward gear driven gears on the first output shaft, the motor power distribution shaft is provided with the motor synchronizer which can be selectively connected with or disconnected from the power generation driven gear and the driving gear, the power generation driving gear of the input shaft is provided with the power generation synchronizer which can be selectively connected with or disconnected from the power generation driving gear, and the motor can be used as a driving motor or a power generator through the action selection of the two synchronizers. The hybrid power driving system realizes the power intervention of the motor under the condition that the structure of the AMT automatic gearbox is slightly changed, so that the hybrid power driving system can realize multiple functions of pure electric driving, hybrid power driving, parking power generation, driving power generation, in-situ engine starting and the like. Therefore, the hybrid power driving system can realize hybrid power output and has multiple functions by slightly changing the traditional gearbox, so that the assembly structure is simple, the space is compact, and the strategy control is simpler.

Various embodiments of the present application are described in detail below with reference to fig. 1-3.

First embodiment

As shown in fig. 1, a hybrid drive system provided in a first embodiment of the present application includes an engine 2, a transmission and a motor 1 power device, where the transmission includes a speed change mechanism 4 and a final drive 5, and the motor 1 power device includes a motor 1 and a power splitting mechanism 3.

The transmission mechanism 4 includes a clutch device 401, an input shaft 402 and a first output shaft 403, wherein the input shaft 402 is provided with 5 forward gear driving gears, and the first output shaft 403 is provided with 5 forward gear driven gears correspondingly engaged with the forward gear driving gears. That is, in the first embodiment, 5 forward driven gears are provided on the first output shaft 403. The 5 forward speed driving gears are a first speed driving gear 404, a second speed driving gear 405, a third speed driving gear 406, a fourth speed driving gear 407, and a fifth speed driving gear 408, and the 5 forward speed driven gears are a first speed driven gear 409, a second speed driven gear 410, a third speed driven gear 411, a fourth speed driven gear 412, and a fifth speed driven gear 413.

The input end of the clutch device 401 is connected with the engine 2, the output end of the clutch device 401 is connected with the input shaft 402, and the first output shaft 403 is connected with the main speed reducer 5 to transmit power.

The power distribution mechanism 3 includes a motor power distribution shaft 301, a motor synchronizer 302, a power generation synchronizer 303, a drive gear 307, a power generation drive gear 304, a power generation intermediate gear 305, and a power generation driven gear 306, the drive gear 307 and the power generation driven gear 306 are loosely fitted to the motor power distribution shaft 301, the power generation drive gear 304 is loosely fitted to the input shaft 402, the power generation intermediate gear 305 is loosely fitted to the first output shaft 403, and the motor power distribution shaft 301 is provided independently of the transmission mechanism 4. The drive gear 307 is directly engaged with the third driven gear 411 on the first output shaft 403, and the power generation intermediate gear 305 is simultaneously engaged with the power generation drive gear 304 and the power generation driven gear 306.

The power generation synchronizer 303 engages the power generation driving gear 304, and the motor synchronizer 302 engages the power generation driven gear 306, and the motor 1 can be used as a generator; when the power generation synchronizer 303 disengages the power generation driving gear 304 and the motor synchronizer 302 engages the driving gear 307, the motor 1 can be used as the driving motor 1.

In the first embodiment, the intermediate transmission mechanism is a power generation intermediate gear 305.

The speed change mechanism 4 further comprises a reverse gear shaft 420, a reverse gear driven gear 421, a reverse gear output gear 422 and a reverse gear synchronizer 425, the reverse gear driven gear 421 is sleeved on the reverse gear shaft 420 in an empty mode, the reverse gear output gear 422 is fixed on the reverse gear shaft 420, the reverse gear driven gear 421 is meshed with the first gear driven gear 409 on the first output shaft 403, the reverse gear synchronizer 425 is arranged on the reverse gear shaft 420, and the reverse gear synchronizer 425 can be selectively connected with or disconnected from the reverse gear driven gear 421.

The first-gear driving gear 404 and the second-gear driving gear 405 are fixed to the input shaft 402, the first-gear driven gear 409 and the second-gear driven gear 410 are loosely fitted to the first output shaft 403, the third-gear driving gear 406, the fourth-gear driving gear 407, and the fifth-gear driving gear 408 are loosely fitted to the input shaft 402, and the third-gear driven gear 411, the fourth-gear driven gear 412, and the fifth-gear driven gear 413 are fixed to the first output shaft 403; the first-gear driven gear 409 is simultaneously meshed with the first-gear driving gear 404 and the reverse-gear driven gear 421, the second-gear driving gear 405 is meshed with the second-gear driven gear 410, the third-gear driven gear 411 is simultaneously meshed with the third-gear driving gear 406 and the driving gear 307, the fourth-gear driving gear 407 is meshed with the fourth-gear driven gear 412, and the fifth-gear driving gear 408 is meshed with the fifth-gear driven gear 413; a first output gear 423 directly meshing with a final drive driven gear 502 of the final drive 5 is fixed to the first output shaft 403.

The final drive 5 comprises a differential 501 and a final drive driven gear 502 integrated in the housing of the differential 501.

Preferably, the power generation synchronizer 303 is disposed between the power generation driving gear 304 and the third gear driving gear 406, and the power generation synchronizer 303 may be selectively engaged with or disengaged from the third gear driving gear 406 and the power generation driving gear 304. That is, the third gear and the power generation driving gear 304 share the same synchronizer, so as to simplify the structure and save the cost.

The input shaft 402 is provided with an 4/5-speed synchronizer 415 between the four-speed driving gear 407 and the five-speed driving gear 408, and the 4/5-speed synchronizer 415 can be selectively engaged with or disengaged from the four-speed driving gear 407 and the five-speed driving gear 408. Namely, the fourth gear and the fifth gear share the same synchronizer, so that the structure is simplified, and the cost is saved.

The first output shaft 403 is provided with an 1/2-gear synchronizer 416 between the first-gear driven gear 409 and the second-gear driven gear 410, and the 1/2-gear synchronizer 416 can be selectively engaged with or disengaged from the first-gear driven gear 409 and the second-gear driven gear 410. That is, the first gear and the second gear share the same synchronizer, so as to simplify the structure and save the cost.

In the first embodiment, when the motor synchronizer 302 engages the drive gear 307, the following functions are achieved:

(1) the motor 1 operates as the drive motor 1, the engine 2 does not operate, and the clutch device 401 is disconnected. The motor 1 can output the power of the motor 1 to wheels through the motor power distribution shaft 301, the driving gear 307, the three-gear driven gear 411, the first output shaft 403, the first output gear 423 and the main reducer driven gear 502, so that pure electric driving is realized.

(2) The motor 1 operates as a drive motor 1, the engine 2 operates, and the clutch device 401 is engaged. The power of the motor 1 and the power of the engine 2 are coupled on a first output shaft 403, and the motor and the engine jointly drive wheels, so that hybrid power driving is realized.

In the first embodiment, when the motor synchronizer 302 engages the power generation driven gear 306, the power generation synchronizer 303 engages the power generation driving gear 304, the motor 1 operates as a power generator, the engine 2 operates, and the clutch device 401 engages. The power of the engine 2 can be transmitted to the motor 1 through the input shaft 402, the power generation driving gear 304, the power generation intermediate gear 305, the power generation driven gear 306, and the motor power distribution shaft 301, thereby realizing the parking power generation function.

The hybrid power driving system of this application is when hybrid power drive mode (motor 1 is as driving motor 1), and motor 1 can supply the power that engine 2 shifts the in-process and lose, makes whole in-process power of shifting can not break off, can not appear shifting and pause and frustrate, makes to shift more smoothly, promotes to drive and experiences. During hybrid power output, the motor 1 and the engine 2 provide power simultaneously, so that the driving force of the system can be enhanced, and the dynamic property is improved.

The motor power distribution shaft 301 is directly connected to the first gear driven gear 409 of the first output shaft 403 via the drive gear 307, and is interlocked with the upper power generation drive gear 304 of the input shaft 402 via the power generation driven gear 306 and the power generation intermediate gear 305, so that the motor 1 has relatively high efficiency in both driving and power generation.

The hybrid drive system of the first embodiment, through selective engagement of the clutch device 401 and the respective synchronizers, can realize the following modes:

(1) pure fuel drive mode

To realize the power output of 5 gears in the pure fuel oil driving mode, the left and right movement relationship of the shift fork of each synchronizer in each gear is shown in the following table 1 (the left and right directions in the drawing only refer to the left and right directions, and do not limit the orientation in actual operation, the same applies below):

TABLE 1

(2) Pure electric drive mode: the motor synchronizer 302 engages the drive gear 307, the motor 1 operates as the drive motor 1, the engine 2 does not operate, and the clutch device 401 is disengaged. The motor 1 can output the power of the motor 1 to wheels through the motor power distribution shaft 301, the driving gear 307, the three-gear driven gear 411, the first output shaft 403, the first output gear 423 and the main reducer driven gear 502, so that pure electric driving is realized.

(3) Hybrid drive mode: when the engine 2 outputs, the motor 1 is started, and the power intervention of the motor 1 can be realized, so that the output of each gear of the hybrid power is realized, and the actions of each synchronizer are as follows in the following table 2:

TABLE 2

(4) Driving to generate electricity: during driving, the motor 1 is used as a generator, the engine synchronizer 302 is engaged with the driving gear 307, the power generation synchronizer 303 is disconnected from the power generation driving gear 304, the power of the engine 2 is output from wheels, and meanwhile, partial power is transmitted to the motor 1 through the output shaft 403 and the motor power distribution shaft 301, so that driving power generation is realized.

(5) Deceleration/braking energy recovery: during deceleration or braking, the motor synchronizer 302 engages with the driving gear 307, and energy is transmitted from the wheels to the motor 1 (the motor 1 is used as a generator) through the first output shaft 403 and the motor power distribution shaft 301, so that kinetic energy recovery is realized.

(6) Parking power generation: when the motor synchronizer 302 engages the power generation driven gear 306, the power generation synchronizer 303 engages the power generation driving gear 304, the motor 1 operates as a power generator, the engine 2 operates, and the clutch device 401 engages. The power of the engine 2 can be transmitted to the motor 1 through the input shaft 402, the power generation driving gear 304, the power generation intermediate gear 305, the power generation driven gear 306 and the motor power distribution shaft 301, thereby realizing the parking power generation function.

Second embodiment

Fig. 2 shows a hybrid drive system of a second embodiment of the present application. The difference from the first embodiment is that the power generation intermediate gear 305 is eliminated, and the power generation driving gear 304 is directly meshed with the power generation driven gear 306. This solution can be used when the motor 1 is small in size, making the system space more compact.

Third embodiment

Fig. 3 shows a hybrid drive system of a third embodiment of the present application. The difference from the first embodiment is that the transmission has two output shafts (a first output shaft 403 and a second output shaft 414), and a part of the forward driven gear is provided on the first output shaft 403, and another part of the forward driven gear is provided on the second output shaft 414. The scheme can save the number of gears, shorten the axial length of the gearbox and facilitate the whole vehicle arrangement.

As shown in fig. 3, the gear wheels are shifted by having two output shafts. The method specifically comprises the following steps:

the plurality of forward gear driving gears include a first/third gear common driving gear 417, a second/fourth gear common driving gear 418, and a fifth gear driving gear 408, and the plurality of forward gear driven gears include a first gear driven gear 409, a second gear driven gear 410, a third gear driven gear 411, a fourth gear driven gear 412, and a fifth gear driven gear 413.

The first/third-gear common drive gear 417 and the second/fourth-gear common drive gear 418 are fixed to the input shaft 402, the first-gear driven gear 409 and the second-gear driven gear 410 are loosely fitted to the first output shaft 403, the third-gear driven gear 411 and the fourth-gear driven gear 412 are loosely fitted to the second output shaft 414, the fifth-gear drive gear 408 is loosely fitted to the input shaft 402, and the fifth-gear driven gear 413 is fixed to the first output shaft 403; the first/third common driving gear 417 meshes with a first-gear driven gear 409 and a third-gear driven gear 411 at the same time, the reverse driven gear 421 meshes with the first-gear driven gear 409, the second/fourth common driving gear 418 meshes with a second-gear driven gear 410 and a fourth-gear driven gear 412 at the same time, and the fifth driven gear 413 meshes with the fifth driving gear 408 and the driving gear 307 at the same time; a first output gear 423 directly engaged with the final drive driven gear 502 of the final drive 5 is fixedly provided to the first output shaft 403, and a second output gear 424 directly engaged with the final drive driven gear 502 of the final drive 5 is fixedly provided to the second output shaft 414.

The power generation synchronizer 303 is disposed between the power generation driving gear 304 and the fifth gear driving gear 408, and the power generation synchronizer 303 is selectively engageable with or disengageable from the fifth gear driving gear 408 and the power generation driving gear 304. That is, the fifth gear and the power generation driving gear 304 share the same synchronizer, so as to simplify the structure and save the cost.

An 3/4-gear synchronizer 419 is arranged on the second output shaft 414 and between the third-gear driven gear 411 and the fourth-gear driven gear 412, and the 3/4-gear synchronizer 419 can be selectively engaged with or disengaged from the third-gear driven gear 411 and the fourth-gear driven gear 412. Namely, the three-gear and the four-gear share the same synchronizer, so that the structure is simplified, and the cost is saved.

As shown in fig. 4, the embodiment of the present application further provides a vehicle 1000 including the hybrid drive system 100 of the above embodiment.

The above description is only exemplary of the present application and should not be taken as limiting the present application, as any modification, equivalent replacement, or improvement made within the spirit and principle of the present application should be included in the protection scope of the present application.

Claims

1. A hybrid power driving system is characterized by comprising an engine, a gearbox and a motor power device, wherein the gearbox comprises a speed change mechanism and a main speed reducer, and the motor power device comprises a motor and a power distribution mechanism; wherein,

2. The hybrid drive system of claim 1 wherein said electric power generating synchronizer engages said electric power generating drive gear and said electric motor synchronizer engages said electric power generating driven gear, said electric motor operable as an electric generator; the power generation synchronizer disconnects the power generation driving gear, and when the motor synchronizer is jointed with the driving gear, the motor can be used as a driving motor.

3. The hybrid drive system according to claim 1, wherein the power generation synchronizer is provided separately or in common with a gear synchronizer of the transmission mechanism.

4. The hybrid drive system of claim 1 wherein said electric machine is coaxially disposed with said electric machine power distribution shaft, said electric machine being directly connected to said electric machine power distribution shaft.

5. The hybrid drive system of claim 1 wherein said electric motor is spaced apart from and parallel to said motor power distribution shaft, and an output shaft of said electric motor is connected to said motor power distribution shaft by a gear pair.

6. The hybrid drive system of claim 1, wherein the transmission mechanism further includes a reverse shaft, a reverse driven gear that is free-wheeling on the reverse shaft, a reverse output gear that is fixed to the reverse shaft, the reverse driven gear meshing with one of the forward driven gears on the first output shaft, and a reverse synchronizer that is disposed on the reverse shaft, the reverse synchronizer selectively engaging or disengaging the reverse driven gear.

7. The hybrid drive system of claim 6, wherein the gear shift mechanism includes a plurality of forward drive gears and a plurality of forward driven gears, the plurality of forward drive gears including a first drive gear, a second drive gear, a third drive gear, a fourth drive gear, and a fifth drive gear, the plurality of forward driven gears including a first driven gear, a second driven gear, a third driven gear, a fourth driven gear, and a fifth driven gear;

8. The hybrid drive system of claim 6, wherein the gear shift mechanism includes a plurality of forward drive gears and a plurality of forward driven gears, the plurality of forward drive gears including a first drive gear, a second drive gear, a third drive gear, a fourth drive gear, and a fifth drive gear, the plurality of forward driven gears including a first driven gear, a second driven gear, a third driven gear, a fourth driven gear, and a fifth driven gear;

9. The hybrid drive system of claim 6 further comprising a second output shaft having at least 1 forward driven gear disposed thereon in corresponding meshing engagement with said forward drive gear.

10. The hybrid drive system according to claim 9, wherein the speed change mechanism includes a plurality of forward drive gears and a plurality of forward driven gears, the plurality of forward drive gears including a one/three-gear common drive gear, a two/four-gear drive gear, and a five-gear drive gear, the plurality of forward driven gears including a one-gear driven gear, a two-gear driven gear, a three-gear driven gear, a four-gear driven gear, and a five-gear driven gear;

11. A vehicle characterized by comprising the hybrid drive system of any one of claims 1 to 10.