CN209581121U - Hybrid electric drive system and vehicle - Google Patents

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, and the motor power device includes motor and power splitting mechanism；The power splitting mechanism includes the motor driven gear of motor power distributing shaft, mode selector, first gear, second gear, intermediate gear, power generation gear and the power for receiving the motor, the first gear, second gear and motor driven gear are arranged on the motor power distributing shaft, and the motor power distributing shaft is arranged independently of the motor.The hybrid electric drive system and vehicle of the application shortens drive path when motor driven and power generation, solves the contradiction of transmission efficiency and spatial arrangement to a certain degree in this way, system is more compact, and cost is lower.

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

With the continuous consumption of energy, the development and utilization of new energy vehicles have gradually become a trend. The hybrid vehicle, which is one of new energy vehicles, is driven by an engine and/or a motor, has various modes, and can improve transmission efficiency and fuel economy.

Meanwhile, the hybrid electric vehicle is provided with the engine and the motor, so that the spatial arrangement becomes the design key point of the hybrid electric vehicle. That is, how to solve the contradiction between the transmission efficiency and the spatial arrangement becomes an urgent problem to be solved in designing the hybrid vehicle.

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 contradiction between transmission efficiency and spatial arrangement.

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 mode selection device, a first gear, a second gear, an intermediate gear, a power generation gear and a motor driven gear for receiving the power of the motor, wherein the first gear, the second gear and the motor driven gear are arranged on the motor power distribution shaft, the intermediate gear is arranged on the first output shaft, the power generation gear is arranged on the input shaft, and the motor power distribution shaft is independent of the motor; the first gear is directly engaged with one of the forward gear driven gears on the first output shaft, the second gear is directly engaged with a final drive driven gear of the final drive, the intermediate gear is simultaneously engaged with the motor driven gear and the power generation gear, and the mode selection device selectively connects the motor and the input shaft of the speed change mechanism or the motor and the final drive.

Alternatively, the mode selection means comprises two parts, wherein a first part is provided on the motor power distribution shaft and a second part is provided separately at the power generating gear on the input shaft of the transmission mechanism or is common with the gear synchronizer of the transmission mechanism.

Optionally, the motor driven gear and the first gear are idly sleeved on the motor power distribution shaft, the second gear is fixed on the motor power distribution shaft, the intermediate gear is idly sleeved on the first output shaft, and the power generation gear is idly sleeved on the input shaft of the speed change mechanism.

Optionally, the mode selection device comprises a first mode synchronizer provided on the input shaft of the speed change mechanism and a second mode synchronizer provided on the motor power distribution shaft, the first mode synchronizer being selectively engageable with or disengageable from the power generation gear, the second mode synchronizer being selectively engageable with or disengageable from the motor driven gear and the first gear, the first mode synchronizer being provided separately or in common with the gear synchronizer of the speed change mechanism;

the hybrid drive system switches to a first mode when the first mode synchronizer is engaged with the power generation gear and the second mode synchronizer is disengaged from the motor driven gear and the first gear; the hybrid drive system switches to a second mode when the first mode synchronizer is disengaged from the power generating gear and the second mode synchronizer is engaged with the motor driven gear.

Optionally, the power distribution mechanism further comprises a motor driving gear fixed on an output shaft of the motor;

the motor driven gear only comprises a single gear, and is simultaneously meshed with the motor driving gear and the intermediate gear; or the motor driven gear is a duplicate gear comprising a duplicate first gear and a duplicate second gear which are coaxially connected, the duplicate first gear is meshed with the motor driving gear, and the intermediate gear is simultaneously meshed with the duplicate second gear and the power generation gear.

Optionally, the power distribution mechanism further comprises a motor driving gear fixed on an output shaft of the motor and an idler gear fixed on an idler shaft;

the motor driven gear only comprises a single gear, and is simultaneously meshed with the motor idle gear and the intermediate gear; or the motor driven gear is a duplicate gear comprising a duplicate first gear and a duplicate second gear which are coaxially connected, the idle gear is simultaneously meshed with the motor driving gear and the duplicate first gear, and the intermediate gear is simultaneously meshed with the duplicate second gear and the power generation 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 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 first gear at the same time, the second-gear driving gear is meshed with the second-gear driven gear, the third-gear driving gear is meshed with the third-gear driven gear, 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 first mode synchronizer is arranged between the power generation gear and the fourth-gear driving gear, and the first mode synchronizer can be selectively connected with or disconnected from the fourth-gear driving gear and the power generation gear;

the input shaft is provided with an 3/5-gear synchronizer located between the three-gear driving gear and the five-gear driving gear, and the 3/5-gear synchronizer can be selectively connected with or disconnected from the three-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.

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 first 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 driving gear is meshed with a 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, 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 first mode synchronizer is arranged between the power generation gear and the fifth-gear driving gear, and the first mode synchronizer can be selectively connected with or disconnected from the fifth-gear driving gear and the power generation 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.

According to the hybrid power driving system and the vehicle, the mode selection device can be selectively connected with the motor and the input shaft of the speed change mechanism or the motor and the main speed reducer, so that the motor of the hybrid power driving system can be switched between two modes. The motor power distribution shaft is independent of the motor, the power distribution shaft is independently arranged, the radial space of the system is reasonably utilized, the speed change mechanism of the original engine is not required to be greatly changed, the power distribution mechanism can independently transmit the power of the motor to the wheel end (main speed reducer) through the motor power distribution shaft without passing through the transmission path of the speed change mechanism (namely, the input shaft and the output shaft of the speed change mechanism are not required), the overlap ratio of the transmission path of the motor end transmission part and the transmission path of the traditional speed change mechanism part is lower (or not overlapped), the transmission path during the motor driving and power generation is shortened, the control of the system is simpler and higher in efficiency, the high-efficiency transmission of the motor is ensured at the same time, the contradiction between the transmission efficiency and the spatial arrangement is solved to a certain degree, the system. The power distribution mechanism is linked with the input shaft of the speed change mechanism and the driven gear of the main reducer, so that the hybrid power driving system can realize the switching of two modes, and simultaneously, the transmission path is shortest, and the transmission efficiency of the system is greatly improved. The hybrid power driving system can be applied to hybrid technologies such as double clutch and AMT.

In addition, the hybrid drive system and the vehicle of the embodiment of the application also have the following advantages:

(1) the motor size under the general power demand condition in trade, motor and input gear on the input shaft can't accomplish direct engagement, need provide and reserve motor installation space through addding the idler. In the application, the motor driven gear which is arranged on the motor power distribution shaft and used for receiving the motor power solves the problem of motor control installation, ensures high transmission efficiency and reduces the axial space of an input shaft or an output shaft of the speed change mechanism.

(2) The power distribution shaft shares the power torque of the second mode of the system, so that the power of the engine and the motor is divided, the power of the motor is directly divided to the input shaft and the driven gear of the main speed reducer on the differential mechanism through the power distribution shaft, compared with a scheme of outputting power from the output shaft, the power distribution shaft not only reduces the strength requirement (such as the shaft diameter) of the output shaft, but also reduces the strength requirement (such as the diameter and the thickness of the gear) of the driving gear of the main speed reducer, and shares the power torque of the second mode through the power distribution shaft, so that the system has the advantages of low cost, small volume, light weight, long service life and good performance of the whole vehicle.

(3) The power distribution shaft can be shorter, can be compactly arranged with the motor, and can be flexibly arranged according to different vehicle body platforms and different spaces.

(4) Through the power distribution shaft which is arranged independently, the radial space of the system is reasonably utilized, the switching between two modes can be realized without an input shaft or an output shaft, and the high-efficiency transmission of the motor is ensured.

(5) The speed change mechanism can be provided with no reverse gear mechanism (reverse gear and reverse shaft), the first gear can be used for reversing the driven gear, the first gear is meshed with one of the forward gear driving gears on the first input shaft of the speed change mechanism, so that the reverse gear function is realized, the independent reverse gear and reverse shaft can be saved, the system space is more compact, the quality is lighter, and the cost is lower.

(6) The hybrid power driving system can realize a pure fuel driving mode, a first mode and a second mode, wherein the first mode comprises a pure electric driving mode, a hybrid driving mode and a parking power generation mode; the second mode comprises a pure electric drive mode, a hybrid drive mode, a driving power generation mode and a deceleration/braking energy recovery mode. Therefore, the hybrid power driving system can realize more working modes, selects a proper working mode corresponding to different working conditions, and is favorable for reducing energy consumption under the condition of not reducing dynamic property.

(7) When the system is in the hybrid drive mode under the second mode, the motor can supplement the power that the engine shifts and loses in the process, makes whole process of shifting power can not break off, can not appear shifting and pause to be frustrated, makes to shift more smoothly, promotes the driving and experiences. When the motor participates in driving in the first mode, the motor can output through all gears of the gearbox, the motor can be operated in a high-efficiency interval as far as possible, and the operation efficiency of the motor is improved. When the system is in a hybrid power driving mode under the first mode or the second mode, 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.

(8) The motor power distribution shaft is directly linked with the driven gear of the main speed reducer through the second gear, and is selectively linked with the input shaft of the gearbox through the motor driven gear, the intermediate gear and the power generation gear, so that the motor has higher efficiency during driving or power generation.

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 block diagram illustrating a hybrid drive system according to a fourth exemplary embodiment of the present disclosure;

fig. 5 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; 101. an output shaft of the motor;

2. an engine;

3. a power split mechanism; 301. a motor power distribution shaft; 302. a first gear; 303. a second gear; 304. an intermediate gear; 305. a power generation gear; 306. a motor driven gear; 3061. a duplicate first gear; 3062. a duplicate second gear; 307. a motor driving gear; 308. a first mode synchronizer; 309. a second mode synchronizer; 310. an idler pulley; 311. an idler shaft;

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. 3/5 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;

5. a main reducer; 501. a first output gear; 502. a second output gear; 503. a main reducer driven gear;

6. a differential 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 first mode in the application refers to the power input of the motor to the input end of the gearbox, and the second mode refers to the power input of the motor to the output end of the gearbox.

In a hybrid drive system, one is to arrange the electric machine between the clutch and the gearbox, which results in an increased axial dimension and makes the spatial arrangement of the assembly more difficult. The other is to integrate the clutch and the motor into a whole, so that the problem of overlarge axial size can be solved, but higher requirements are provided for an integration process, technical difficulty is increased, and processing cost is increased.

In addition, the power of the motor and the engine is transmitted and output through the clutch, and the use burden of the clutch is inevitably increased; in addition, in hybrid driving, the maximum input torque of the clutch is limited, and the coupling torque between the engine and the motor needs to be limited, which reduces the power performance of the vehicle.

In the hybrid power driving system, the motor is arranged on an output shaft of the gearbox, wheels can be driven through a single pure electric path, and power of the hybrid power driving system does not pass through the clutch and is not limited by input torque of the clutch. When the power of the driving gear-shifting engine is disconnected, the power of the motor can supplement the power of the engine lost in the gear-shifting process to continuously drive wheels, so that the smoothness of the vehicle in the driving process is kept. However, due to the influence of space factors, in order to avoid components such as a reverse gear shaft and an output shaft in the transmission, the motor in the hybrid transmission is usually designed to be connected to the transmission through an idler gear mechanism, so that the transmission occupies a larger space due to the existence of the idler gear, and the space arrangement and the light weight of the whole vehicle are not facilitated. In addition, the transmission path from the motor end to the wheel end is lengthened, and the transmission efficiency is reduced. In addition, the motor and the main speed reducer cannot realize power decoupling, and when the vehicle is static, the motor cannot run. When the vehicle is parked and waiting, power generation cannot be performed, so that the electric quantity is reduced and the balance cannot be realized.

Therefore, the system can selectively switch the first mode and the second mode, and different operation modes can be selected according to different requirement targets, so that the system can have the characteristics of the first mode and the second mode.

For example, in a hybrid power driving system, a motor driving gear is coupled to a 5-gear driving gear through an idler gear, and a first mode synchronizer is arranged on one shaft and a second mode synchronizer is arranged on the other shaft, so that the vehicle can realize the switching between the first mode and the second mode. However, when the motor driving gear is coupled to the 5 th gear driving gear through the idler gear, the transmission path from the motor to the wheel end is relatively long when the motor is operated in the first mode or the second mode, which results in low transmission efficiency when the motor is driven. The motor driving gear is coupled to the 5-gear driving gear through the idler gear, and the transmission path of the motor can share the speed ratio of the gear with the engine when the motor outputs, so that certain difficulty is brought to speed ratio matching and gear design of the motor end gear in a first mode, a second mode and a power generation mode. In addition, no matter the first mode or the second mode is used for driving, the motor can transmit power through the 5-gear of the gearbox and the output shaft of the gearbox, the utilization rate of the 5-gear and the output shaft at the engine end is considered, the load borne by the 5-gear and the output shaft can be greatly increased, higher requirements on the strength and the service life of the 5-gear and the output shaft are provided, and the process cost is increased. In addition, a motor driving gear is coupled to a 5-gear driving gear through an idler gear, a motor end and an engine end share the same output shaft and output gear, a first mode synchronizer is arranged on one shaft, and a second mode synchronizer is arranged on the other shaft, so that the overlap ratio of a transmission part at the motor end and a transmission path of a traditional gearbox part is high, the two transmission parts cannot be mutually independent and have influence on each other, for example, when a user selects the second mode for mixed motion acceleration, when the mixed motion 4 gear is switched to the mixed motion 5 gear, the mixed motion 5 gear in the second mode cannot be switched, and the mixed motion 5 gear is required to be switched to the first mode firstly; when the second mode EV is low in high-speed running electric quantity and the 5-gear hybrid is required to be switched, the first mode needs to be switched to first to realize the switching to the 5-gear hybrid output, so that the control strategy of the system is complicated, and the difficulty is increased.

In addition, in the hybrid power driving system, the motor end and the engine end share the same output shaft and output gear, the power torque load of the output shaft is large, the strength requirement of the output shaft is higher, the service life of the output shaft is influenced, the shaft diameter of the output shaft needs to be larger, the diameter and the thickness of the output gear need to be larger, the system cost is higher, the size is larger, the weight is heavier, and the performance of the whole vehicle is influenced.

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 mode selection device, a first gear, a second gear, an intermediate gear, a power generation gear and a motor driven gear for receiving the power of the motor, wherein the first gear, the second gear and the motor driven gear are arranged on the motor power distribution shaft, the intermediate gear is arranged on the first output shaft, the power generation gear is arranged on the input shaft, and the motor power distribution shaft is independent of the motor; the first gear is directly engaged with one of the forward gear driven gears on the first output shaft, the second gear is directly engaged with a final drive driven gear of the final drive, the intermediate gear is simultaneously engaged with the motor driven gear and the power generation gear, and the mode selection device selectively connects the motor and the input shaft of the speed change mechanism or the motor and the final drive.

Through the direct engagement of the second gear and the driven gear of the main reducer, the power distribution mechanism and the driven gear of the main reducer are in direct transmission. Here, "direct drive" means that the power split mechanism is directly coupled to the driven gear of the final drive to perform drive without any intermediate drive components such as an idler gear, an intermediate shaft, and an intermediate gear. The direct drive has the advantages of reducing intermediate drive components and reducing energy loss in the drive process.

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 main speed reducer driving gear and a main speed reducer driven gear, and the main speed reducer driven gear is integrated on a shell of the differential mechanism.

In some embodiments, the system has only one output shaft (first output shaft), and the final drive gear includes a first output gear fixed to the first output shaft, and the final drive driven gear meshes with the first output gear.

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

In some embodiments, the mode selection means comprises two parts, wherein a first part is provided on the motor power distribution shaft and a second part is provided separately at a power generation gear on the input shaft of the transmission mechanism, the power generation gear being free-sleeved on the input shaft of the transmission mechanism. Therefore, the axial space of the power distribution shaft of the motor can be shortened, and space is reserved for the arrangement of the motor.

In some embodiments, the mode selection device comprises two parts, wherein a first part is arranged on the motor power distribution shaft, a second part is shared with a gear synchronizer of the transmission mechanism, and the power generation gear is freely sleeved on the input shaft of the transmission mechanism. The second part is shared with the gear synchronizer of the speed change mechanism, so that the axial space of the input shaft can be shortened, and one gear synchronizer can be reduced.

In some embodiments, the motor driven gear and the first gear are freely sleeved on the motor power distribution shaft, the second gear is fixed on the motor power distribution shaft, and the intermediate gear is freely sleeved on the first output shaft.

In some embodiments, the mode selection device includes a first mode synchronizer provided on the input shaft of the transmission mechanism and selectively engageable with or disengageable from the power generation gear, and a second mode synchronizer provided on the motor power distribution shaft and selectively engageable with or disengageable from the motor driven gear and the first gear, the first mode synchronizer being provided alone or in common with the gear synchronizer of the transmission mechanism; the hybrid drive system switches to a first mode when the first mode synchronizer is engaged with the power generation gear and the second mode synchronizer is disengaged from the motor driven gear and the first gear; the hybrid drive system switches to a second mode when the first mode synchronizer is disengaged from the power generating gear and the second mode synchronizer is engaged with the motor driven gear.

In some embodiments, the power split mechanism further comprises a motor drive gear fixed to an output shaft of the motor; the motor driven gear only comprises a single gear, and the motor driven gear is meshed with the motor driving gear and the intermediate gear simultaneously.

In some embodiments, the power split mechanism further comprises a motor drive gear fixed to an output shaft of the motor; the motor driven gear is a duplicate gear comprising a duplicate first gear and a duplicate second gear which are coaxially connected, the duplicate first gear is meshed with the motor driving gear, and the intermediate gear is simultaneously meshed with the duplicate second gear and the power generation gear.

In some embodiments, the power distribution mechanism further comprises a motor driving gear fixed to the output shaft of the motor and an idler gear fixed to an idler shaft; the motor driven gear includes only a single gear, the motor driven gear simultaneously meshes with the motor idler gear and an intermediate gear.

In some embodiments, the power distribution mechanism further comprises a motor driving gear fixed to the output shaft of the motor and an idler gear fixed to an idler shaft; the motor driven gear is a duplicate gear comprising a duplicate first gear and a duplicate second gear which are coaxially connected, the idle gear is simultaneously meshed with the motor driving gear and the duplicate first gear, and the intermediate gear is simultaneously meshed with the duplicate second gear and the power generation gear.

According to the hybrid power driving system and the vehicle, the mode selection device can be selectively connected with the motor and the input shaft of the speed change mechanism or the motor and the main speed reducer, so that the motor of the hybrid power driving system can be switched between two modes. The motor power distribution shaft is independent of the motor, the power distribution shaft is independently arranged, the radial space of the system is reasonably utilized, the speed change mechanism of the original engine is not required to be greatly changed, the power distribution mechanism can independently transmit the power of the motor to the wheel end (main speed reducer) through the motor power distribution shaft without passing through the transmission path of the speed change mechanism (namely, the input shaft and the output shaft of the speed change mechanism are not required), the overlap ratio of the transmission path of the motor end transmission part and the transmission path of the traditional speed change mechanism part is lower (or not overlapped), the transmission path during the motor driving and power generation is shortened, the control of the system is simpler and higher in efficiency, the high-efficiency transmission of the motor is ensured at the same time, the contradiction between the transmission efficiency and the spatial arrangement is solved to a certain degree, the system. The power distribution mechanism is linked with the input shaft of the speed change mechanism and the driven gear of the main reducer, so that the hybrid power driving system can realize the switching of two modes, and simultaneously, the transmission path is shortest, and the transmission efficiency of the system is greatly improved. The hybrid power driving system can be applied to hybrid technologies such as double clutch and AMT.

In addition, the hybrid drive system and the vehicle of the embodiment of the application also have the following advantages:

(1) the motor size under the general power demand condition in trade, motor and input gear on the input shaft can't accomplish direct engagement, need provide and reserve motor installation space through addding the idler. In the application, the motor driven gear which is arranged on the motor power distribution shaft and used for receiving the motor power solves the problem of motor control installation, ensures high transmission efficiency and reduces the axial space of an input shaft or an output shaft of the speed change mechanism.

(2) The power distribution shaft shares the power torque of the second mode of the system, so that the power of the engine and the motor is divided, the power of the motor is directly divided to the input shaft and the driven gear of the main speed reducer on the differential mechanism through the power distribution shaft, compared with a scheme of outputting power from the output shaft, the power distribution shaft not only reduces the strength requirement (such as the shaft diameter) of the output shaft, but also reduces the strength requirement (such as the diameter and the thickness of the gear) of the driving gear of the main speed reducer, and shares the power torque of the second mode through the power distribution shaft, so that the system has the advantages of low cost, small volume, light weight, long service life and good performance of the whole vehicle.

(3) The power distribution shaft can be shorter, can be compactly arranged with the motor, and can be flexibly arranged according to different vehicle body platforms and different spaces.

(4) Through the power distribution shaft which is arranged independently, the radial space of the system is reasonably utilized, the switching between two modes can be realized without an input shaft or an output shaft, and the high-efficiency transmission of the motor is ensured.

(5) The speed change mechanism can be provided with no reverse gear mechanism (reverse gear and reverse shaft), the first gear can be used for reversing the driven gear, the first gear is meshed with one of the forward gear driving gears on the first input shaft of the speed change mechanism, so that the reverse gear function is realized, the independent reverse gear and reverse shaft can be saved, the system space is more compact, the quality is lighter, and the cost is lower.

(6) The hybrid power driving system can realize a pure fuel driving mode, a first mode and a second mode, wherein the first mode comprises a pure electric driving mode, a hybrid driving mode and a parking power generation mode; the second mode comprises a pure electric drive mode, a hybrid drive mode, a driving power generation mode and a deceleration/braking energy recovery mode. Therefore, the hybrid power driving system can realize more working modes, selects a proper working mode corresponding to different working conditions, and is favorable for reducing energy consumption under the condition of not reducing dynamic property.

(7) When the system is in the hybrid drive mode under the second mode, the motor can supplement the power that the engine shifts and loses in the process, makes whole process of shifting power can not break off, can not appear shifting and pause to be frustrated, makes to shift more smoothly, promotes the driving and experiences. When the motor participates in driving in the first mode, the motor can output through all gears of the gearbox, the motor can be operated in a high-efficiency interval as far as possible, and the operation efficiency of the motor is improved. When the system is in a hybrid power driving mode under the first mode or the second mode, 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.

(8) The motor power distribution shaft is directly linked with the driven gear of the main speed reducer through the second gear, and is selectively linked with the input shaft of the gearbox through the motor driven gear, the intermediate gear and the power generation gear, so that the motor has higher efficiency during driving or power generation.

Various embodiments of the present application are described in detail below with reference to fig. 1-4.

First embodiment

As shown in fig. 1, a hybrid drive system 100 provided in the 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 mode selection device, a first gear 302, a second gear 303, an intermediate gear 304, a power generation gear 305, and a motor driven gear 306 for receiving power of the motor 1, the first gear 302, the second gear 303, and the motor driven gear 306 are provided on the motor power distribution shaft 301, the intermediate gear 304 is provided on the first output shaft 403, the power generation gear 305 is provided on the input shaft 402, and the motor power distribution shaft 301 is provided independently of the motor 1; the first gear 302 directly engages with one of the forward-gear driven gears on the first output shaft 403, the second gear 303 directly engages with the final drive driven gear 503 of the final drive 5, the intermediate gear 304 simultaneously engages with the motor driven gear 306 and the power generation gear 305, and the mode selection device selectively connects the motor 1 and the input shaft 402 of the transmission mechanism 4 or the motor 1 and the final drive 5.

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 engaged with the first-gear driving gear 404 and the first gear 302, the second-gear driving gear 405 is engaged with the second-gear driven gear 410, the third-gear driving gear 406 is engaged with the third-gear driven gear 411, the fourth-gear driving gear 407 is engaged with the fourth-gear driven gear 412, and the fifth-gear driving gear 408 is engaged with the fifth-gear driven gear 413.

The final drive 5 includes a final drive gear and a final drive driven gear 503, and the final drive driven gear 503 is integrated on the housing of the differential 6.

In the first embodiment, the system has only one output shaft (first output shaft 403), the final drive gear comprises a first output gear 501 fixed to the first output shaft 403, and the final drive driven gear 503 is engaged with the first output gear 501.

The motor driven gear 306 and the first gear 302 are loosely fitted to the motor power distribution shaft 301, the second gear 302 is fixed to the motor power distribution shaft 301, and the intermediate gear 304 is loosely fitted to the first output shaft 403. The power connection of the motor driven gear 306 to the power generation gear 305 is achieved by means of the idler intermediate gear 304 to achieve a power connection of the motor 1 with the input shaft 402.

The mode selection means includes a first mode synchronizer 308 provided on the input shaft 402 of the transmission mechanism 4 and a second mode synchronizer 309 provided on the motor power distribution shaft 301, the first mode synchronizer 308 being selectively engageable with or disengageable from the power generation gear 305, the second mode synchronizer 309 being selectively engageable with or disengageable from the motor driven gear 306 and the first gear 302, the first mode synchronizer 308 being common to the gear synchronizers of the transmission mechanism 4.

When the first mode synchronizer 308 is engaged with the power generation gear 305 and the second mode synchronizer 309 is disengaged from the motor driven gear 306 and the first gear 302, the hybrid drive system 100 is switched to the first mode; when the first mode synchronizer 308 is disengaged from the power generation gear 305 and the second mode synchronizer 309 is engaged with the motor driven gear 306, the hybrid drive system 100 switches to the second mode.

Preferably, the first mode synchronizer 308 is disposed between the power generation gear 305 and the fourth gear driving gear 407, and the first mode synchronizer 308 is selectively engageable with or disengageable from the fourth gear driving gear 407 and the power generation gear 305. That is, the fourth gear and the power generation gear 305 share the same synchronizer, so that the structure is simplified and the cost is saved.

The input shaft 402 is provided with an 3/5-speed synchronizer 415 between the three-speed driving gear 406 and the five-speed driving gear 408, and the 3/5-speed synchronizer 415 can be selectively engaged with or disengaged from the three-speed driving gear 406 and the five-speed driving gear 408. Namely, the three gears and the five gears 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, the power distribution mechanism 3 further includes a motor drive gear 307 fixed to the output shaft 101 of the motor. The motor driven gear 306 is a dual gear including a dual first gear 3061 and a dual second gear 3062 which are coaxially connected, the dual first gear 3061 is engaged with the motor driving gear 307, and the intermediate gear 304 is engaged with the dual second gear 3062 and the power generation gear 305 at the same time. The added power generation gear 305 group (motor driving gear 307 and motor driven gear 306) can solve the spatial arrangement problem of the motor 1 when the motor 1 is large in size and long in axial direction. Further, since the motor power distribution shaft 301 is connected to the motor 1 via the motor driven gear 306 and the motor driving gear 307, the speed ratio between the engine 2 and the first motor 1 can be freely set, and the engine 2 and the motor 1 can be matched to a high efficiency region when they are used as the generator 1, thereby improving the power generation efficiency. The engine 2 is arranged coaxially with the input shaft 402. The input shaft 402, the electric power distribution shaft, and the first output shaft 403 are all not on the same line (spaced apart from each other in parallel).

In the first embodiment, when the first mode synchronizer 308 is engaged with the power generation gear 305 and the second mode synchronizer 309 is disengaged from the motor driven gear 306 and the first gear 302, the hybrid drive system 100 is switched to the first mode. The following cases are distinguished:

(1) the motor 1 works as a driving motor 1, the engine 2 does not work, the motor 1 can transmit power of the motor 1 to the input shaft 402 through the motor driving gear 307, the duplex first gear 3061, the duplex second gear 3062, the intermediate gear 304 and the power generation gear 305, and the power is output to wheels through gears of the gearbox, so that pure electric multi-gear output in the first mode is achieved.

(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 is coupled with the power of the engine 2 through a motor driving gear 307, a duplex first gear 3061, a duplex second gear 3062, an intermediate gear 304 and a power generation gear 305 on an input shaft 402, and the power is output to wheels through gears of a gearbox, so that the hybrid power driving in a first mode is realized.

(3) The electric machine 1 operates as a generator 1, the engine 2 operates, the clutch device 401 is engaged, and the transmission gear synchronizers are not operated. The engine 2 can transmit power to the motor 1 through the input shaft 402, the power generation gear 305, the intermediate gear 304, the duplex second gear 3062, the duplex first gear 3061, the motor driving gear 307 and the output shaft 101 of the motor, so that the parking power generation function is realized.

In the first embodiment, when the first mode synchronizer 308 is disengaged from the power generation gear 305 and the second mode synchronizer 309 is engaged with the motor driven gear 306, the hybrid drive system 100 is switched to the second mode. The following cases are distinguished:

(1) the motor 1 works as a driving motor 1, the engine 2 does not work, the motor 1 can directly output power to wheels through a motor driving gear 307, a duplex first gear 3061, a motor power distribution shaft 301, a second gear 303 and a main speed reducer driven gear 503, and pure electric driving in a second mode is achieved.

(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 is output to wheels through a motor power distribution shaft 301, and the power of the engine 2 is output to the wheels through each forward gear of the gearbox, so that the hybrid power driving in the second mode is realized.

When the system is in the hybrid drive mode under the second mode, motor 1 can supply the power that engine 2 shifts and lose in-process, makes whole shift process power can not interrupt, can not appear shifting and pause to be frustrated, makes to shift more smoothly, promotes the driving and experiences. When the motor 1 participates in driving in the first mode, the motor 1 can output through all gears of the gearbox, the motor 1 can be operated in a high-efficiency range as far as possible, and the operation efficiency of the motor 1 is improved. When the system is in a hybrid power driving mode under the first mode or the second mode, the motor 1 and the engine 2 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 301 is directly linked with the main reducer driven gear 503 through the second gear 303 on one hand, and selectively and directly linked with the input shaft 402 of the gearbox through the motor driven gear 306, the intermediate gear 304 and the power generation gear 305 on the other hand, so that the motor 1 has relatively high efficiency when driving or generating power.

The speed change mechanism 4 may not be provided with a reverse gear mechanism (reverse gear and reverse gear shaft), the first gear 302 may be used for a reverse gear driven gear, and the first gear 302 is meshed with a gear driven gear 409 on the first input shaft 402 of the speed change mechanism 4, so as to realize a reverse gear function, and separate reverse gear and reverse gear shaft can be saved, so that the system space is more compact, the quality is lighter, and the cost is lower.

The hybrid drive system 100 of the first embodiment can realize the following output modes by selective engagement of the clutch device 401 and the respective synchronizers:

(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) Second mode

When the first mode synchronizer 308 is disengaged from the power generation gear 305 and the second mode synchronizer 309 is engaged with the motor driven gear 306, the hybrid drive system 100 switches to the second mode. The following working conditions are distinguished:

1. pure electric drive mode: the motor 1 works as a driving motor 1, the engine 2 does not work, the motor 1 can directly output power to wheels through a motor driving gear 307, a duplex first gear 3061, a motor power distribution shaft 301, a second gear 303 and a main speed reducer driven gear 503, and pure electric driving in a second mode is achieved.

2. 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

3. Driving to generate electricity: during driving, the second mode synchronizer 309 engages the motor driven gear 306, and the power of the engine 2 is output from the wheels, and simultaneously, part of the power is transmitted to the motor 1 through the motor power distribution shaft 301, so that driving power generation is realized.

4. Deceleration/braking energy recovery: during deceleration or braking, the second mode synchronizer 309 engages the motor driven gear 306 and energy is transferred from the wheels to the motor 1 through the motor power distribution shaft 301, thereby achieving kinetic energy recovery.

(3) First mode

When the first mode synchronizer 308 is engaged with the power generation gear 305 and the second mode synchronizer 309 is disengaged from the motor driven gear 306 and the first gear 302, the hybrid drive system 100 switches to the first mode according to the following conditions:

1. pure electric drive mode: the motor 1 works as a driving motor 1, the engine 2 does not work, the motor 1 can transmit power of the motor 1 to the input shaft 402 through the motor driving gear 307, the duplex first gear 3061, the duplex second gear 3062, the intermediate gear 304 and the power generation gear 305, and the power is output to wheels through gears of the gearbox, so that pure electric multi-gear output in the first mode is achieved. The actions of each synchronizer are as follows in table 3:

TABLE 3

2. 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 full-gear output of the hybrid power is realized, and the synchronizer acts as the following table 4:

TABLE 4

3. Parking power generation: the second mode synchronizer 309 is disengaged, the first mode synchronizer 308 engages the generator gear 305, the electric machine 1 operates as a generator 1, the engine 2 operates, the clutch 401 is engaged, and the transmission gear synchronizers are not actuated. The engine 2 can transmit power to the motor 1 through the input shaft 402, the power generation gear 305, the intermediate gear 304, the duplex second gear 3062, the duplex first gear 3061, the motor driving gear 307 and the output shaft 101 of the motor, so that the parking power generation function is realized.

(4) Reverse gear mode

The following cases are distinguished:

1. the first pure reverse gear: the second mode synchronizer 309 is engaged with the motor driven gear 306, the first mode synchronizer 308 is disconnected from the power generation gear 305, other gear synchronizers are disconnected, the motor 1 rotates reversely, and the motor 1 can output power to wheels through the motor driving gear 307, the motor driven gear 306, the motor power distribution shaft 301, the second gear 303 and the main reducer driven gear 503, so that the first pure reverse gear is realized. The first pure electric reverse gear transmission path is short and high in efficiency.

2. The second pure electric reverse gear: the first mode synchronizer 308 is engaged with the power generation gear 305 and the second mode synchronizer 309 is engaged with the first gear 302, the other gear synchronizers are disengaged. At this time, the engine 2 is not operated, and the motor 1 can output power to the wheels through the motor driving gear 307, the motor driven gear 306, the intermediate gear 304, the power generation gear 305, the input shaft 402, the first-gear driving gear 404, the first-gear driven gear 409, the first gear 302 (reverse driven gear), the motor power distribution shaft 301, the second gear 303, and the final drive driven gear 503, thereby realizing the second pure reverse gear.

3. Pure engine 2 reverse gear: the engine 2 is operated, the clutch device 401 is engaged, the first mode synchronizer 308 is disengaged from the power generation gear 305, the second mode synchronizer 309 is engaged with the first gear 302, and the other gear synchronizers are disengaged. The engine 2 can output power to wheels through the input shaft 402, the 1-gear driving gear, the 1-gear driven gear, the first gear 302 (reverse driven gear), the motor power distribution shaft 301, the second gear 303 and the main reducer driven gear 503, so that pure engine 2 reverse gear is realized. In the event of a failure of the electric machine 1, a pure engine 2 reverse gear can be used.

4. Hybrid drive reverse: the first mode synchronizer 308 is engaged with the power generation gear 305, the second mode synchronizer 309 is engaged with the first gear 302, and the other gear synchronizers are disengaged. At this time, the motor 1 and the engine 2 operate simultaneously, the motor 1 can output power to the wheels through the motor driving gear 307, the motor driven gear 306, the intermediate gear 304, the power generation gear 305, the input shaft 402, the first gear driving gear 404, the first gear driven gear 409, the first gear 302 (reverse driven gear), the motor power distribution shaft 301, the second gear 303, and the final drive driven gear 503, and the engine 2 can output power to the wheels through the input shaft 402, the first gear driving gear 404, the first gear driven gear 409, the first gear 302 (reverse driven gear), the motor power distribution shaft 301, the second gear 303, and the final drive driven gear 503, thereby realizing a hybrid drive reverse gear. The hybrid drive reverse gear can provide large reverse driving force.

Second embodiment

Fig. 2 shows a hybrid drive system 100 of a second embodiment of the present application. The difference from the first embodiment is that an idler 310 and an idler shaft 311 are added between the motor driving gear 307 and the motor driven gear 306, the motor driven gear 306 is a dual gear including a dual first gear 3061 and a dual second gear 3062 which are coaxially connected, the idler 310 is simultaneously engaged with the motor driving gear 307 and the dual first gear 3061, and the intermediate gear 304 is simultaneously engaged with the dual second gear 3062 and the power generation gear 305.

In the second embodiment, an idler gear 310 is added between the motor driving gear 307 and the motor driven gear 306 to solve the problem that the motor 1 cannot be arranged due to interference of the motor 1 and the gearbox gear when the radial size of the motor 1 is large.

Third embodiment

Fig. 3 shows a hybrid drive system 100 of a third embodiment of the present application. The difference from the first embodiment is that the motor driven gear 306 is a single-tooth type gear, and the motor driven gear 306 is engaged with the motor driving gear 307 and the intermediate gear 304 at the same time. The scheme further simplifies the structure of the system, saves one gear and reduces the cost.

Fourth embodiment

Fig. 4 shows a hybrid drive system 100 of a fourth 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. 4, 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 first gear 302 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 driving gear 408 meshes with a fifth-gear driven gear 413; a first output gear 501 directly engaged with a final drive driven gear 503 of the final drive is fixedly arranged on the first output shaft 403, and a second output gear 502 directly engaged with the final drive driven gear 503 of the final drive is fixedly arranged on the second output shaft 414.

In the fourth embodiment, the system has only two output shafts (the first output shaft 403 and the second output shaft 414), the main reducer driving gear includes a first output gear 501 fixed on the first output shaft 403 and a second output gear 502 fixed on the second output shaft 414, and the main reducer driven gear 503 is meshed with the first output gear 501 and the second output gear 502 at the same time.

The first mode synchronizer 308 is disposed between the power generation gear 305 and the fifth gear drive gear 408, and the first mode synchronizer 308 is selectively engageable with and disengageable from the fifth gear drive gear 408 and the power generation gear 305. That is, the fifth gear and the power generation gear 305 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.

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. 5, 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 (10)

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,

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 mode selection device, a first gear, a second gear, an intermediate gear, a power generation gear and a motor driven gear for receiving the power of the motor, wherein the first gear, the second gear and the motor driven gear are arranged on the motor power distribution shaft, the intermediate gear is arranged on the first output shaft, the power generation gear is arranged on the input shaft, and the motor power distribution shaft is independent of the motor; the first gear is directly engaged with one of the forward gear driven gears on the first output shaft, the second gear is directly engaged with a final drive driven gear of the final drive, the intermediate gear is simultaneously engaged with the motor driven gear and the power generation gear, and the mode selection device selectively connects the motor and the input shaft of the speed change mechanism or the motor and the final drive.

2. The hybrid drive system of claim 1, wherein the mode selection device comprises two parts, a first part being provided on the motor power distribution shaft and a second part being provided separately at a power generation gear on the input shaft of the transmission mechanism or being common with a gear synchronizer of the transmission mechanism.

3. The hybrid drive system according to claim 2, wherein the motor driven gear and the first gear are idly fitted on the motor power distribution shaft, the second gear is fixed on the motor power distribution shaft, the intermediate gear is idly fitted on the first output shaft, and the power generation gear is idly fitted on the input shaft of the speed change mechanism.

4. The hybrid drive system according to claim 3, wherein the mode selection means includes a first mode synchronizer provided on the input shaft of the transmission mechanism and a second mode synchronizer provided on the motor power split shaft, the first mode synchronizer being selectively engageable with or disengageable from the power generation gear, the second mode synchronizer being selectively engageable with or disengageable from the motor driven gear and the first gear, the first mode synchronizer being provided alone or in common with the gear synchronizer of the transmission mechanism;

the hybrid drive system switches to a first mode when the first mode synchronizer is engaged with the power generation gear and the second mode synchronizer is disengaged from the motor driven gear and the first gear; the hybrid drive system switches to a second mode when the first mode synchronizer is disengaged from the power generating gear and the second mode synchronizer is engaged with the motor driven gear.

5. The hybrid drive system according to any one of claims 1 to 4, wherein the power split mechanism further includes a motor drive gear fixed to an output shaft of the motor;

the motor driven gear only comprises a single gear, and is simultaneously meshed with the motor driving gear and the intermediate gear; or the motor driven gear is a duplicate gear comprising a duplicate first gear and a duplicate second gear which are coaxially connected, the duplicate first gear is meshed with the motor driving gear, and the intermediate gear is simultaneously meshed with the duplicate second gear and the power generation gear.

6. The hybrid drive system according to any one of claims 1 to 4, wherein the power split mechanism further includes a motor drive gear fixed to an output shaft of the motor and an idler gear fixed to an idler shaft;

the motor driven gear only comprises a single gear, and is simultaneously meshed with the motor idle gear and the intermediate gear; or the motor driven gear is a duplicate gear comprising a duplicate first gear and a duplicate second gear which are coaxially connected, the idle gear is simultaneously meshed with the motor driving gear and the duplicate first gear, and the intermediate gear is simultaneously meshed with the duplicate second gear and the power generation gear.

7. The hybrid drive system according to claim 4, 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 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;

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 first gear at the same time, the second-gear driving gear is meshed with the second-gear driven gear, the third-gear driving gear is meshed with the third-gear driven gear, 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 first mode synchronizer is arranged between the power generation gear and the fourth-gear driving gear, and the first mode synchronizer can be selectively connected with or disconnected from the fourth-gear driving gear and the power generation gear;

the input shaft is provided with an 3/5-gear synchronizer located between the three-gear driving gear and the five-gear driving gear, and the 3/5-gear synchronizer can be selectively connected with or disconnected from the three-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.

8. The hybrid drive system of claim 4 further comprising a second output shaft having at least 1 forward driven gear disposed thereon in corresponding meshing engagement with said forward drive gear.

9. The hybrid drive system according to claim 8, 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;

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 first 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 driving gear is meshed with a 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, 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 first mode synchronizer is arranged between the power generation gear and the fifth-gear driving gear, and the first mode synchronizer can be selectively connected with or disconnected from the fifth-gear driving gear and the power generation 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.

10. A vehicle characterized by comprising the hybrid drive system of any one of claims 1 to 9.