CN210161895U - Hybrid power driving system and vehicle - Google Patents

Abstract

The present disclosure relates to a hybrid drive system and a vehicle. The system includes an engine, a transmission, an electric machine, and a differential. The transmission comprises a double clutch, a first shaft and a second shaft, wherein a first driving gear is connected to a first output shaft of the double clutch and meshed with a first driven gear and a second driven gear, a second driving gear is connected to a second output shaft of the double clutch and meshed with a third driven gear, the first shaft is connected with a first reduction gear and selectively connected with the first driven gear and a fourth driven gear, the second shaft is connected with a second reduction gear and selectively connected with the second driven gear and the third driven gear, the first reduction gear is meshed with the second reduction gear, a differential input gear of a differential is meshed with the first reduction gear, and a motor gear of a motor is meshed with the fourth driven gear. Through the technical scheme disclosed, the speed change gears of the transmission are increased by using a simple structure, and the functions of pure electric, pure oil and hybrid driving can be realized simultaneously.

Description

Hybrid power driving system and vehicle

Technical Field

The present disclosure relates to the field of vehicle technologies, and in particular, to a hybrid drive system and a vehicle.

Background

In recent years, researchers have made various attempts to develop a new Transmission system capable of improving fuel efficiency, and among them, a DCT (Dual Clutch Transmission) has attracted attention as a new Transmission system. Because the DCT utilizes two clutches to realize speed change, and two shafts for transmitting power are arranged in parallel, the overall structure of the transmission is shortened, and the speed change efficiency is excellent. However, when a transmission including a DCT is used in a vehicle, the more gear stages, the softer the gear shift, and the fuel efficiency can be reduced, but in order to increase the gear stages, it is often necessary to increase gear sets accordingly.

SUMMERY OF THE UTILITY MODEL

To overcome the problems in the prior art, the present disclosure provides a hybrid drive system and a vehicle.

In order to achieve the above object, the present disclosure provides a hybrid system including:

an engine;

a transmission;

the transmission comprises a double clutch, the double clutch is provided with a first output shaft and a second output shaft, the output shaft of the engine is connected with the input end of the double clutch,

the transmission further includes a first shaft and a second shaft, a first driving gear connected to the first output shaft, a first driven gear selectively connected to the first shaft, a second driven gear selectively connected to the second shaft, the first driving gear meshing with the first driven gear and the second driven gear, respectively,

a second driving gear connected to said second output shaft, a third driven gear selectively connected to said second shaft, a fourth driven gear selectively connected to said first shaft, said second driving gear meshing with said third driven gear,

a first reduction gear connected to the first shaft, a second reduction gear connected to the second shaft, the first reduction gear meshing with the second reduction gear,

a motor; a motor gear of the motor is meshed with the fourth driven gear,

a differential mechanism; the differential input gear of the differential is meshed with the first reduction gear.

Optionally, the transmission further comprises a first synchronizer, a fifth driven gear and a third shaft, the fifth driven gear and the second driven gear are selectively connectable with the second shaft through the first synchronizer, a first intermediate gear and a second intermediate gear are connected to the third shaft, the fourth driven gear is meshed with the first intermediate gear, and the fifth driven gear is meshed with the second intermediate gear.

Optionally, the transmission further comprises a third driving gear and a sixth driven gear meshed with each other, the third driving gear is connected to the first output shaft, and the sixth driven gear and the first driven gear are selectively connected to the first shaft through a second synchronizer.

Optionally, the transmission further comprises a fourth shaft and a third intermediate gear connected to the fourth shaft, the third intermediate gear being in mesh with the motor gear and the fourth driven gear, respectively.

Optionally, the transmission further comprises a fourth intermediate gear connected to the second output shaft, the fourth intermediate gear being in mesh with the fourth driven gear and the first intermediate gear, respectively.

Optionally, the transmission further comprises a third synchronizer by which the third driven gear is selectively connectable to the second shaft.

Optionally, the transmission further comprises a fourth synchronizer and a seventh driven gear selectively connectable to the first shaft, the fourth driven gear and the seventh driven gear being selectively connectable to the first shaft through the fourth synchronizer, the seventh driven gear being in mesh with the second driving gear.

Optionally, the dual clutch is located on the same side of the first driving gear and the second driving gear, and the first output shaft is sleeved on the second output shaft in an empty mode.

Optionally, the transmission includes a housing, the first reduction gear, the second reduction gear and the dual clutch are located outside the housing, and the first driving gear, the second driving gear, the first driven gear, the second driven gear, the third driven gear and the fourth driven gear are located inside the housing.

The present disclosure also provides a vehicle including the hybrid drive system provided by the present disclosure.

Through the technical scheme, the following technical effects can be at least achieved:

the first driving gear and the first driven gear can form one gear of the transmission when power is transmitted, the first driving gear and the first driven gear and the motor gear and the fourth driven gear can form another gear of the transmission when power is transmitted, the first driving gear and the second driven gear can form another gear of the transmission when power is transmitted, the second driving gear and the third driven gear and the motor gear and the fourth driven gear can form another gear of the transmission when power is transmitted, the reuse rate of the gears is higher, compared with the mode that a gear set is added to increase the speed change gears in the prior art, the structure of the transmission is simplified, the number of the speed change gears is reduced, and the axial size of the system is reduced, therefore, the transmission has lighter weight and more compact structure, and the manufacturing cost of the transmission is reduced. In addition, the driving force output by the engine can be used for driving wheels to rotate, and can also be used for driving the motor to rotate so as to enable the motor to generate electricity, the generated electricity is stored in a power battery of the vehicle, and the driving force output by the motor can also be used for driving the wheels to rotate, so that the power hybrid driving system provided by the disclosure can realize the functions of pure electric, pure oil and hybrid power driving, and the fuel efficiency and the dynamic property are improved.

Additional features and advantages of the disclosure will be set forth in the detailed description which follows.

Drawings

The accompanying drawings, which are included to provide a further understanding of the disclosure and are incorporated in and constitute a part of this specification, illustrate embodiments of the disclosure and together with the description serve to explain the disclosure without limiting the disclosure. In the drawings:

FIG. 1 is a schematic illustration of a hybrid drive system according to an exemplary embodiment of the present disclosure;

FIG. 2 is a schematic power transmission path illustrating the hybrid drive system of the present disclosure operating in a first gear of the electric-only mode, wherein the thick solid lines are the power transmission paths;

FIG. 3 is a schematic power transmission path diagram illustrating a second gear of the hybrid drive system of the present disclosure operating in an electric-only mode, wherein the thick solid lines are the power transmission paths;

FIG. 4 is a schematic power transmission path diagram illustrating a third gear operation of the hybrid drive system of the present disclosure in an electric-only mode, wherein the thick solid lines are power transmission paths;

FIG. 5 is a schematic power transmission path illustrating operation of the hybrid drive system of the present disclosure in third gear in the pure oil mode, wherein the thick solid line is the power transmission path;

FIG. 6 is a schematic power transmission path illustrating the fourth gear of the hybrid drive system of the present disclosure operating in the pure oil mode, wherein the thick solid lines are the power transmission paths;

FIG. 7 is a schematic power transmission path illustrating a fifth gear operation of the hybrid drive system of the present disclosure in a pure oil mode, wherein the heavy solid line is the power transmission path;

FIG. 8 is a schematic power transmission path diagram illustrating the fourth gear of the disclosed hybrid drive system operating in a hybrid mode, wherein the heavy solid lines are the power transmission paths;

FIG. 9 is a schematic power transmission path diagram illustrating the disclosed hybrid drive system operating in a hybrid mode in fifth gear, wherein the heavy solid lines are power transmission paths;

FIG. 10 is a schematic power transmission path diagram illustrating the disclosed hybrid drive system operating in a hybrid mode in sixth gear, wherein the heavy solid line is the power transmission path.

Reference numerals

1 first driving gear 2 first driven gear

3 second driven gear 4 second driving gear

5 third driven gear 6 fourth driven gear

7 first reduction gear 8 second reduction gear

9 motor gear 10 differential input gear

11 fifth driven gear 12 first intermediate gear

13 second intermediate gear 14 third driving gear

15 sixth driven gear 16 third intermediate gear

17 fourth intermediate gear 18 seventh driven gear

A first synchronizer and B second synchronizer

C third synchronizer D fourth synchronizer

a first axis b second axis

c third axis d fourth axis

101 engine 102 motor

103 differential 201 double clutch

211 first output shaft 212 second output shaft

213 bearing

Detailed Description

The following detailed description of specific embodiments of the present disclosure is provided in connection with the accompanying drawings. It should be understood that the detailed description and specific examples, while indicating the present disclosure, are given by way of illustration and explanation only, not limitation.

In the present disclosure, the terms "first," "second," and the like in the description and claims of the present disclosure and in the drawings are used for distinguishing between similar elements and not necessarily for describing a particular sequential or chronological order.

As shown in fig. 1 to 10, the present disclosure provides a hybrid drive system including an engine 101, a transmission, a motor 102, and a differential 103; the transmission comprises a double clutch 201, the double clutch 201 having a first output shaft 211 and a second output shaft 212, the output shaft of the engine 101 being connected to the input of the double clutch 201. As is known, the input end of the double clutch may be in transmission connection with one of the first output shaft 211 and the second output shaft 212, so that the power transmitted by the output shaft of the engine 101 may be output through one of the first output shaft 211 and the second output shaft 212. Alternatively, the engine may be a gasoline engine or a diesel engine, and the present disclosure is not limited to a specific type of engine.

The transmission may further include a first shaft a and a second shaft b, the first driving gear 1 is connected to the first output shaft 211, the first driven gear 2 is selectively connected to the first shaft a, the second driven gear 3 is selectively connected to the second shaft b, and the first driving gear 1 is engaged with the first driven gear 2 and the second driven gear 3, respectively, so as to drive the first driven gear 2 and the second driven gear 3 to rotate. The second driving gear 4 is connected to the second output shaft 212, the third driven gear 5 is selectively connected to the second shaft b, the fourth driven gear 6 is selectively connected to the first shaft a, and the second driving gear 4 is engaged with the third driven gear 5, thereby driving the third driven gear 5 to rotate. The first reduction gear 7 is connected to the first shaft a, the second reduction gear 8 is connected to the second shaft b, and the first reduction gear 7 is meshed with the second reduction gear 8, so that the second reduction gear 8 is driven to rotate.

The motor gear 9 of the motor 102 meshes with the fourth driven gear 6, and the differential input gear 10 of the differential 103 meshes with the first reduction gear 7. The motor 102 may input power to the transmission through the motor gear 9 to convert electric energy into mechanical energy, or may receive power from the transmission through the motor gear 9 to convert mechanical energy into electric energy. Alternatively, the motor gear 9 of the motor 102 may be a gear mounted on the output shaft of the motor 102, the motor gear 9 rotating in synchronization with the output shaft of the motor 102.

It should be noted that, the above and below references to "connection" between the gear and the shaft refer to a dynamic coupling connection between the gear and the shaft, that is, the gear is circumferentially locked and mounted on the shaft, and the gear and the shaft rotate synchronously, and the connection includes, but is not limited to, spline connection between the shaft and the gear and other connection manners. Furthermore, the above and below references to "selectively connectable" between the shaft and the gear mean that the gear may be in a power-coupled connection with the shaft, i.e. the gear is mounted circumferentially locked on the shaft, the gear and the shaft rotate synchronously and transmit torque; alternatively, the gear may be hollow on the shaft, i.e., the gear and the shaft may rotate relative to each other without torque being transmitted therebetween.

In addition, the "engagement" between two gears mentioned above and below may be a direct engagement or an indirect engagement, for example, two gears are engaged through an intermediate gear, i.e., both gears are engaged with the intermediate gear so as to be drivingly connected through the intermediate gear. In addition, when one gear rotates during meshing, the gear meshed with the gear is driven to rotate, and therefore, in order to reduce redundancy, the embodiment of the disclosure is not described again.

By controlling the operating state of the double clutch 201 and the power coupling relationship between the gears in the transmission and the corresponding shafts, the transmission can have a plurality of gears, and the engine 101 and/or the motor 102 can output a plurality of different rotating speeds and torques through the transmission, so that the differential 103 drives the wheels to rotate, and the running vehicle can be well adapted to the running environment.

Specifically, the driving force output by the engine 101 and/or the motor 102 may be transmitted to the wheels through the differential 103 via the first shaft a and/or the second shaft b in the transmission, thereby driving the wheels to rotate. For example, as shown in fig. 4, when the first output shaft 211 of the dual clutch 201 is in transmission connection with the input end of the dual clutch 201, the first driven gear 2 may be connected with the first shaft a, and the second driven gear 3 is freely sleeved on the second shaft b, so that the hybrid drive system has a first operating state, at this time, the driving force of the engine 101 will drive the first driving gear 1 to rotate through the first output shaft 211, thereby sequentially driving the first driven gear 2, the first shaft a, the first reduction gear 7, and the differential input gear 10 to rotate, so as to input a rotation speed and a torque to the differential 103. As shown in fig. 7, on the basis of the first operating state, the fourth driven gear 6 is connected to the first shaft a, so that the hybrid power driving system can have a second operating state, at this time, if the motor 102 is in a discharging state (electrical energy is converted into mechanical energy), the driving force of the motor 102 is transmitted to the fourth driven gear 6 through the motor gear 9, and drives the fourth driven gear 6 and the first shaft a to rotate, and the driving force of the motor 102 and the driving force of the engine 101 are overlapped and then input to the differential 103 through the first reduction gear 7 and the differential input gear 10; if the motor 102 is in a charging state (mechanical energy is converted into electric energy), the driving force of the engine 101 drives the fourth driven gear 6 to rotate through the first shaft a, so as to drive the motor gear 9 to rotate, and further, the motor 102 can convert the mechanical energy into the electric energy.

As shown in fig. 6, when the first output shaft 211 of the dual clutch 201 is in transmission connection with the input end of the dual clutch 201, the second driven gear 3 may be connected with the second shaft b, so that the hybrid drive system has a third operating state, and the driving force of the engine 101 drives the first driving gear 1 to rotate through the first output shaft 211, thereby sequentially driving the second driven gear 3, the second shaft b, the second reduction gear 8, the first reduction gear 7, and the differential input gear 10 to rotate, so as to input a rotation speed and a torque to the differential 103.

As shown in fig. 9, when the second output shaft 212 of the dual clutch 201 is in transmission connection with the input end of the dual clutch 201, the third driven gear 5 may be connected with the second shaft b, the fourth driven gear 6 is connected with the first shaft a, and the motor 102 is in a working state, so that the hybrid system has a fourth working state, at this time, the driving force of the engine 101 will drive the third driven gear 5 to rotate through the second output shaft 212, and further drive the second shaft b, the second reduction gear 8, the first reduction gear 7, the differential input gear 10, and the differential 103 to rotate in sequence, if the motor 102 is in a discharging state, the driving force of the motor 102 is transmitted to the fourth driven gear 6 through the motor gear 9 and drives the first shaft a to rotate, and the driving force of the motor 102 and the driving force of the engine 101 are superimposed and input to the differential 103 through the first reduction gear; if the motor 102 is in a charging state, a part of the driving force of the engine 101 drives the fourth driven gear 6 to rotate through the first shaft a, so as to drive the motor gear 9 to rotate, so that the motor 102 can convert mechanical energy into electric energy.

As shown in fig. 2, when the first output shaft 211 and the second output shaft 212 of the dual clutch 210 are disconnected from the input end of the dual clutch 201, the motor 102 can be operated, the fourth driven gear 6 is connected to the first shaft a, so that the hybrid power driving system has a fifth operating state, and at this time, the driving force of the motor 102 drives the fourth driven gear 6 to rotate through the motor gear 9, and further drives the first shaft a, the first reduction gear 7 and the differential input gear 10 to rotate in sequence, so as to input a rotation speed and a torque to the differential 103.

That is, according to the above technical solution, one gear of the transmission can be formed when power is transmitted through the first driving gear 1 and the first driven gear 2, another gear of the transmission can be formed when power is transmitted through the first driving gear 1 and the first driven gear 2 and the motor gear 9 and the fourth driven gear 6, still another gear of the transmission can be formed when power is transmitted through the first driving gear 1 and the second driven gear 3, still another gear of the transmission can be formed when power is transmitted through the second driving gear 4 and the third driven gear 5 and the motor gear 9 and the fourth driven gear 6, still another gear of the transmission can be formed when power is transmitted through the motor gear 9 and the fourth driven gear 6, the reuse rate of the gears is higher, compared with the conventional method of increasing the gear set for increasing the gear shift, the transmission structure is simplified, the number of the speed change gear gears is reduced, the axial size of the system is further reduced, the weight of the transmission is lighter, the structure of the transmission is more compact, and the manufacturing cost of the transmission is reduced. In addition, the driving force output by the engine 101 can be used for driving wheels to rotate, and can also be used for driving the motor 102 to rotate so as to enable the motor 102 to generate electricity and store the generated electricity in a power battery of the vehicle, and the driving force output by the motor 102 can also be used for driving the wheels to rotate, so that the power hybrid driving system provided by the disclosure can realize the functions of pure electric, pure oil and hybrid power driving, and the fuel efficiency and the dynamic property are improved.

In one embodiment provided by the present disclosure, as shown in fig. 2, the transmission may further include a first synchronizer a, a fifth driven gear 11, and a third shaft c, the fifth driven gear 11 and the second driven gear 3 are selectively connected with the second shaft b through the first synchronizer a, a first intermediate gear 12 and a second intermediate gear 13 are connected with the third shaft c, the fourth driven gear 6 is engaged with the first intermediate gear 12, and the fifth driven gear 11 is engaged with the second intermediate gear 13.

It should be noted that, the gear is selectively connected with the shaft through the synchronizer means that the synchronizer can axially move within a certain range to realize combination with gears of different gears to complete gear selection. If the synchronizer is closed, the gear and the shaft are locked to form a rigid body, for example, the gear is connected to the shaft in a circumferential locking way; if the synchronizer is not closed, the gear and the shaft can rotate relatively, for example, the gear is sleeved on the shaft. For example, when the first synchronizer a is combined with the fifth driven gear 11, the fifth driven gear 11 is in power coupling connection with the second shaft b, and the second driven gear 3 is freely sleeved on the second shaft b; when the first synchronizer a is combined with the second driven gear 3, the second driven gear 3 is in power coupling connection with the second shaft b, and the fifth driven gear 11 is freely sleeved on the second shaft b.

Illustratively, when the synchronizer a is closed at the right end, as shown in fig. 10, the fifth driven gear 11 is in power coupling connection with the second shaft b, so that the output shaft of the engine 101 is connected with the second output shaft 212, the third driven gear 5 is connected with the second shaft b, the fourth driven gear 6 is connected with the first shaft a, the hybrid drive system may have a sixth operating state, such that the power transmitted from the engine 101 through the second driving gear 4 and the third driven gear 5 may be coupled with the power transmitted from the motor 102 through the motor gear 9, the fourth driven gear 6, the first intermediate gear 12, the second intermediate gear 13 and the fifth driven gear 11, the power is transmitted by the second reduction gear 8 connected to the second shaft b in a circumferential locked manner, the first reduction gear 7 connected to the first shaft a in a circumferential locked manner, and the differential input gear 10.

Accordingly, when the synchronizer a is closed at the right end, the fifth driven gear 11 is connected with the second shaft b, and both the first output shaft 211 and the second output shaft 212 of the dual clutch 201 are disconnected from the engine 101 as shown in fig. 3, the hybrid drive system has a seventh operating state in which the motor 102 outputs power through the motor gear 9, the fourth driven gear 6, the first intermediate gear 12, the second intermediate gear 13, the fifth driven gear 11, the second reduction gear 8 circumferentially lockingly connected with the second shaft b, the first reduction gear 7 circumferentially lockingly connected with the first shaft a, the differential input gear 10, thereby achieving power transmission.

In another embodiment of the present disclosure, as shown in fig. 2, the transmission may further include a third driving gear 14 and a sixth driven gear 15 engaged with each other, the third driving gear 14 is connected to the first output shaft 211, and the sixth driven gear 15 and the first driven gear 2 are selectively connected to the first shaft a through a second synchronizer B.

For example, as shown in fig. 5, when the second synchronizer B is closed at the right end, the sixth driven gear 15 is circumferentially locked and connected to the first shaft a, and at this time, power can be output by the engine 101 through the third driving gear 14, the sixth driven gear 15, the first reduction gear 7 circumferentially locked and connected to the first shaft a, and the differential input gear 10 alone to achieve power transmission, so that the hybrid power drive system has the eighth operating state.

As shown in fig. 8, the hybrid power drive system may have a ninth operating mode in which the power output from the engine 101, the first reduction gear 7 and the differential input gear 10, which are connected to the first shaft a in a circumferentially locked manner through the third driving gear 14, the sixth driven gear 15, and the motor 102, is coupled to the power output from the first reduction gear 7 and the differential input gear 10, which are connected to the first shaft a in a circumferentially locked manner through the motor gear 9, the fourth driven gear 6, and the first reduction gear 7 and the differential input gear 10, respectively, to transmit the power.

In another embodiment of the present disclosure, as shown in fig. 2, the transmission may further include a fourth shaft d and a third intermediate gear 16, the third intermediate gear 16 is connected with the fourth shaft d, the third intermediate gear 16 is respectively meshed with the motor gear 9 and the fourth driven gear 6, so that the motor 102 can output power through the motor gear 9, the third intermediate gear 16, the fourth driven gear 6, the first shaft a, the first reduction gear 7 circumferentially locked to the first shaft a, and the differential input gear 10. In other words, the motor gear 9 and the fourth driven gear 6 are indirectly engaged through the third intermediate gear 16, and the transmission ratio of the transmission gear can be improved through the indirect engagement of the intermediate gear, so that the power transmission is smoother.

In another embodiment of the present disclosure, as shown in fig. 3, the transmission further includes a fourth intermediate gear 17 connected to the second output shaft 212, the fourth intermediate gear 17 is meshed with the fourth driven gear 6 and the first intermediate gear 12, respectively, so that the motor 102 can output power through the motor gear 9, the third intermediate gear 16, the fourth driven gear 6, the fourth intermediate gear 17, the first intermediate gear 12, the second intermediate gear 13, the fifth driven gear 11, the second reduction gear 8 circumferentially lockingly connected to the second shaft b, the first reduction gear 7 circumferentially lockingly connected to the first shaft a, and the differential input gear 10. In other words, the first intermediate gear 16 and the fourth driven gear 6 are indirectly engaged through the fourth intermediate gear 17 to improve the gear ratio of the transmission gear, making the power transmission smoother.

In another embodiment of the present disclosure, as shown in fig. 1, the transmission further includes a third synchronizer C, and the third driven gear 5 is selectively connected to the second shaft b through the third synchronizer C.

Illustratively, when the third synchronizer C is closed at the right end, the third driven gear 5 is circumferentially lockingly connected to the second shaft b, as shown in fig. 10, and at this time, the engine 101 is coupled with the output power of the output shaft of the engine 101, the second output shaft 212, the second driving gear 4, the third driven gear 5, the second reduction gear 8 connected to the second shaft b in a circumferential locking manner, the first reduction gear 7 connected to the first shaft a in a circumferential locking manner, and the differential input gear 10, and the motor 102 are coupled with the output power of the motor gear 9, the third intermediate gear 16, the fourth driven gear 6, the first intermediate gear 12, the second intermediate gear 13, the fifth driven gear 11, the second reduction gear 8 connected to the second shaft b in a circumferential locking manner, the first reduction gear 7 connected to the first shaft a in a circumferential locking manner, and the differential input gear 10, so as to realize the power transmission.

Further, the engine 101 alone may output power via the output shaft of the engine 101, the second output shaft 212, the second drive gear 4, the third driven gear 5, the second reduction gear 8 connected to the second shaft b in a circumferential locked manner, the first reduction gear 7 connected to the first shaft a in a circumferential locked manner, and the differential input gear 10.

In another embodiment of the present disclosure, the transmission further includes a fourth synchronizer D and a seventh driven gear 18 selectively connected to the first shaft a, the fourth driven gear 6 and the seventh driven gear 18 are selectively connected to the first shaft a through the fourth synchronizer D, and the seventh driven gear 18 is engaged with the second driving gear 4.

For example, as shown in fig. 3, when the fourth synchronizer D closes the left end, the fourth driven gear 6 is circumferentially locked and connected to the first shaft a, and at this time, the motor 102 alone can output power coupling through the motor gear 9, the third intermediate gear 16, the fourth driven gear 6, the first intermediate gear 12, the second intermediate gear 13, the fifth driven gear 11, the second reduction gear 8 circumferentially locked and connected to the second shaft b, the first reduction gear 7 circumferentially locked and connected to the first shaft a, and the differential input gear 10, and then power transmission can be realized.

It should be added that, in the above embodiments, the transmission of the power can be realized by the combination of different gears and synchronizers when the motor 102 and/or the engine 101 works, different power transmission paths can be formed by the engagement of the driving gear and the driven gear of different gears, the output of different rotation speeds can be realized, the power transmission path can be selected according to specific working conditions and driving environments, so as to adapt to different driving states and meet various power requirements, and the vehicle can be ensured to have better power performance and fuel efficiency when driving.

In another embodiment of the present disclosure, for convenience of assembly, the dual clutch 201 is located on the same side of the first driving gear 1 and the second driving gear 4, and the first output shaft 211 is loosely sleeved on the second output shaft 212. It should be noted that the dual clutch 201 may also be disposed between the first driving gear 1 and the second driving gear 4, and the disclosure is not limited thereto.

In another embodiment of the present disclosure, the transmission includes a housing, the first reduction gear 7, the second reduction gear 8, and the double clutch 201 are located outside the housing, and the first driving gear 1, the second driving gear 4, the first driven gear 2, the second driven gear 3, the third driven gear 5, and the fourth driven gear 6 are located inside the housing.

It should be noted that the first shaft a, the second shaft b, the third shaft c, the fourth shaft d, the first output shaft 211 and the second output shaft 212 may be supported on the transmission case by a bearing 213, and the first output shaft 211 and the second output shaft 212 are supported by the bearing 213 to rotate independently.

The hybrid drive system provided by the present disclosure may have various operating conditions, and the main operating conditions of the hybrid drive system will be described in detail below with reference to the accompanying drawings. The hybrid drive system of the present disclosure may include at least the following operating conditions:

one, pure electric mode

In a possible implementation manner, when the hybrid power driving system is controlled to switch to the first gear of the pure electric mode, the motor 102 is controlled to operate, the engine 101 is not operated, the double clutch 201 is simultaneously opened, and the synchronizer D is controlled to close the left end, so that the fourth driven gear 6 is circumferentially and lockingly connected to the first shaft a.

As shown in fig. 2, the driving force of the motor 102 is output through the motor gear 9, the third intermediate gear 16, the fourth driven gear 6, the first reduction gear 7 circumferentially lockingly connected to the first shaft a, and the differential input gear 10. The power transmission path is shown by a thick solid line in fig. 2.

Particularly, when the hybrid power drive system needs to be controlled to switch to the first gear reverse gear of the pure electric mode, only the motor 102 needs to be controlled to rotate reversely, and the power transmission mode of the hybrid power drive system is the same as that of the first gear of the pure electric mode, and is not described herein again.

In another possible implementation manner, when the hybrid drive system is controlled to switch to the second gear of the electric-only mode, the motor 102 is controlled to operate, the engine 101 is not operated, the double clutch 201 is simultaneously opened, and the synchronizer a is controlled to close the right end, so that the fifth driven gear 11 is circumferentially locked and connected to the second shaft b, and at the same time, the fourth driven gear 6 is circumferentially locked and connected to the first shaft a.

As shown in fig. 3, the driving force of the motor 102 is output through the motor gear 9, the third intermediate gear 16, the fourth driven gear 6, the fourth intermediate gear 17, the first intermediate gear 12, the second intermediate gear 13, the fifth driven gear 11, the second reduction gear 8 circumferentially lockingly connected to the second shaft b, the first reduction gear 7 circumferentially lockingly connected to the first shaft a, and the differential input gear 10. The power transmission path is shown by a thick solid line in fig. 3.

Particularly, when the hybrid power driving system needs to be controlled to switch to the second gear reverse gear of the pure electric mode, only the motor 102 needs to be controlled to rotate reversely, and the power transmission mode of the hybrid power driving system is the same as that of the second gear of the pure electric mode, and is not described herein again.

Two, pure oil mode

In a possible implementation manner, when the hybrid power driving system is controlled to switch to the third gear of the pure oil mode, the engine 101 is controlled to operate, the motor 102 is not operated, the first output shaft 211 of the double clutch 201 is in transmission connection with the input end of the double clutch 201 so as to enable the first output shaft 211 to rotate, and the synchronizer B is controlled to close the left end so as to enable the first driven gear 2 to be circumferentially connected to the first shaft a in a locking manner.

As shown in fig. 4, the driving force of the engine 101 is output through the output shaft of the engine 101, the first output shaft 211, the first driving gear 1 circumferentially lockingly connected to the first output shaft 211, the first driven gear 2, the first reduction gear 7 circumferentially lockingly connected to the first shaft a, and the differential input gear 10. The power transmission path is shown by a thick solid line in fig. 4.

In another possible implementation manner, when the hybrid drive system is controlled to switch to the fourth gear of the pure oil mode, the engine 101 is controlled to operate, the motor 102 is not operated, the first output shaft 211 of the double clutch 201 is in transmission connection with the input end of the double clutch 201 so as to enable the first output shaft 211 to rotate, and the synchronizer B is controlled to close the right end so as to enable the sixth driven gear 15 to be circumferentially connected to the first shaft a in a locking manner.

As shown in fig. 5, the driving force of the engine 101 is output through the output shaft of the engine 101, the first output shaft 211, the third driving gear 14 circumferentially lockingly connected to the first output shaft 211, the sixth driven gear 15, the first reduction gear 7 circumferentially lockingly connected to the first shaft a, and the differential input gear 10. The power transmission path is shown by a thick solid line in fig. 5.

In another possible implementation manner, when the hybrid power drive system is controlled to switch to the fifth gear of the pure oil mode, the engine 101 is controlled to operate, the motor 102 is not operated, the first output shaft 211 of the double clutch 201 is in transmission connection with the input end of the double clutch 201 so as to enable the first output shaft 211 to rotate, and the left end of the synchronizer a is controlled to be closed so as to enable the second driven gear 3 to be circumferentially connected to the second shaft b in a locking manner.

As shown in fig. 6, the driving force of the engine 101 is output via the output shaft of the engine 101, the first output shaft 211, the first driving gear 1 connected to the first output shaft 211 in a circumferential locked manner, the second driven gear 3, the second reduction gear 8 connected to the second shaft b in a circumferential locked manner, the first reduction gear 7 connected to the first shaft a in a circumferential locked manner, and the differential input gear 10. The power transmission path is shown by a thick solid line in fig. 6.

Three, mixed mode

In a possible implementation manner, when the hybrid power driving system is controlled to switch to the third gear of the hybrid mode, the engine 101 and the motor 102 are controlled to work simultaneously, the first output shaft 211 of the double clutch 201 is in transmission connection with the input end of the double clutch 201, so that the first output shaft 211 rotates, the left end of the synchronizer B is controlled to be closed, and the left end of the synchronizer D is controlled to be closed, so that the first driven gear 2 and the fourth driven gear 6 are circumferentially connected to the first shaft a in a locking manner.

As shown in fig. 7, the driving force of the engine 101 is output through the output shaft of the engine 101, the first output shaft 211, the first driving gear 1 circumferentially lockingly connected to the first output shaft 211, the first driven gear 2, the first reduction gear 7 circumferentially lockingly connected to the first shaft a, and the differential input gear 10.

Note that, when the hybrid mode is the third-gear electric assist state, the driving force of the motor 102 is output through the motor gear 9, the third intermediate gear 16, the fourth driven gear 6, the first reduction gear 7 connected to the first shaft a in a circumferential direction in a locked manner, and the differential input gear 10. When the hybrid mode is the third-gear driving charging state, the driving force of the engine 101 is also transmitted to the motor 102 through the output shaft of the engine 101, the first output shaft 211, the first driving gear 1, the first driven gear 2, the fourth driven gear 6, the third intermediate gear 16, and the motor gear 9, which are connected to the first output shaft 211 in a circumferential direction in a locked manner, so as to drive the motor 102 to generate power. The power transmission path is shown by a thick solid line in fig. 7.

In another possible implementation manner, when the hybrid power driving system is controlled to switch to the fourth gear of the hybrid mode, the engine 101 and the motor 102 are controlled to operate simultaneously, the first output shaft 211 of the double clutch 201 is in transmission connection with the input end of the double clutch 201, so that the first output shaft 211 rotates, the right end of the second synchronizer B is controlled to be closed, and the left end of the fourth synchronizer D is controlled to be closed, so that the sixth driven gear 15 and the fourth driven gear 6 are circumferentially connected to the first shaft a in a locking manner.

As shown in fig. 8, the driving force of the engine 101 is output through the output shaft of the engine 101, the first output shaft 211, the third driving gear 14 circumferentially lockingly connected to the first output shaft 211, the sixth driven gear 15, the first reduction gear 7 circumferentially lockingly connected to the first shaft a, and the differential input gear 10.

Note that, when the hybrid mode is the fourth-gear electric assist state, the driving force of the motor 102 is output through the motor gear 9, the third intermediate gear 16, the fourth driven gear 6, the first reduction gear 7 connected to the first shaft a in a circumferential direction in a locked manner, and the differential input gear 10. When the hybrid mode is the fourth-gear drive charging state, the driving force of the engine 101 is also transmitted to the motor 102 through the output shaft of the engine 101, the first output shaft 211, the third driving gear 14, the sixth driven gear 15, the fourth driven gear 6, the third intermediate gear 16, and the motor gear 9, which are connected to the first output shaft 211 in a circumferentially locked manner, to drive the motor 102 to generate power. The power transmission path is shown by a thick solid line in fig. 8.

In another possible implementation manner, when the hybrid power drive system is controlled to switch to the fifth gear of the hybrid mode, the engine 101 and the motor 102 are controlled to operate simultaneously, the second output shaft 212 of the double clutch 201 is in transmission connection with the input end of the double clutch 201, so that the second output shaft 212 rotates, the right end of the third synchronizer C is controlled to be closed, the left end of the fourth synchronizer D is controlled to be closed, so that the third driven gear 5 is connected to the second shaft b in a circumferential locking manner, and the fourth driven gear 6 is connected to the first shaft a in a circumferential locking manner.

As shown in fig. 9, the driving force of the engine 101 is output via the output shaft of the engine 101, the second output shaft 212, the second driving gear 4 connected to the second output shaft 212 in a circumferentially locked manner, the third driven gear 5, the second reduction gear 8 connected to the second shaft b in a circumferentially locked manner, the first reduction gear 7 connected to the first shaft a in a circumferentially locked manner, and the differential input gear 10.

Note that, when the hybrid mode is the fifth-gear electric assist state, the driving force of the motor 102 is output through the motor gear 9, the third intermediate gear 16, the fourth driven gear 6, the first reduction gear 7 connected to the first shaft a in a circumferential direction in a locked manner, and the differential input gear 10. When the hybrid mode is the fifth-gear drive charging state, the driving force of the engine 101 is transmitted to the motor 102 through the output shaft of the engine 101, the second output shaft 212, the second driving gear 4 and the third driven gear 5 which are connected to the second output shaft 212 in a circumferential locked manner, the second reduction gear 8 which is connected to the second shaft b in a circumferential locked manner, the first reduction gear 7, the fourth driven gear 6, the third intermediate gear 16 and the motor gear 9 which are connected to the first shaft a in a circumferential locked manner, so as to drive the motor 102 to generate power. The power transmission path is shown by a thick solid line in fig. 9.

In another possible implementation manner, when the hybrid power driving system is controlled to switch to the sixth gear of the hybrid mode, the engine 101 and the motor 102 are controlled to operate simultaneously, the second output shaft 212 of the double clutch 201 is in transmission connection with the input end of the double clutch 201, so that the second output shaft 212 rotates, the right end of the third synchronizer C is controlled to be closed, and the right end of the first synchronizer a is controlled to be closed, so that the third driven gear 5 and the fifth driven gear 11 are circumferentially connected to the second shaft b in a locking manner.

As shown in fig. 10, the driving force of the engine 101 is output via the output shaft of the engine 101, the second output shaft 212, the second driving gear 4 connected to the second output shaft 212 in a circumferential lock manner, the third driven gear 5, the second reduction gear 8 connected to the second shaft b in a circumferential lock manner, the first reduction gear 7 connected to the first shaft a in a circumferential lock manner, and the differential input gear 10.

It should be noted that, when the hybrid mode is the six-speed electric assist state, the driving force of the motor 102 is output through the motor gear 9, the third intermediate gear 16, the fourth driven gear 6, the fourth intermediate gear 17, the first intermediate gear 12, the second intermediate gear 13, the fifth driven gear 11, the second reduction gear 8 connected to the second shaft b in a circumferential locked manner, the first reduction gear 7 connected to the first shaft a in a circumferential locked manner, and the differential input gear 10. When the hybrid mode is the fifth-gear drive charging state, the driving force of the engine 101 is transmitted to the motor 102 through the output shaft of the engine 101, the second output shaft 212, the second driving gear 4, the third driven gear 5, the fifth driven gear 11, the second intermediate gear 13, the first intermediate gear 12, the fourth intermediate gear 17, the fourth driven gear 6, the third intermediate gear 16, and the motor gear 9, and drives the motor 102 to generate power. The power transmission path is shown by a thick solid line in fig. 10.

It should be added that, the above is only a preferred embodiment of the present invention, different power transmission paths are formed by meshing different gear driving gears and driven gears, so as to realize output of different rotation speeds, and the power transmission path can be selected according to specific working conditions and driving environments, so as to adapt to different driving states and meet various power requirements, and ensure that the vehicle has better dynamic performance and fuel efficiency when driving.

The present disclosure further provides a vehicle including the hybrid drive system according to any of the above embodiments, which is not described herein again.

Through the vehicle that this disclosure provided, simplified the derailleur structure, made the axial dimension of speed change gear's quantity reduction and then reduction system to make the weight of derailleur lighter, the structure is more compact, has reduced the manufacturing cost of derailleur. In addition, the driving force output by the engine can be used for driving wheels to rotate, and can also be used for driving the motor to rotate so as to enable the motor to generate electricity, the generated electricity is stored in a power battery of the vehicle, and the driving force output by the motor can also be used for driving the wheels to rotate, so that the power hybrid driving system provided by the disclosure can realize the functions of pure electric, pure oil and hybrid power driving, and the fuel efficiency and the dynamic property are improved.

The preferred embodiments of the present disclosure are described in detail with reference to the accompanying drawings, however, the present disclosure is not limited to the specific details of the above embodiments, and various simple modifications may be made to the technical solution of the present disclosure within the technical idea of the present disclosure, and these simple modifications all belong to the protection scope of the present disclosure.

It should be noted that the various features described in the above embodiments may be combined in any suitable manner without departing from the scope of the invention. In order to avoid unnecessary repetition, various possible combinations will not be separately described in this disclosure.

In addition, any combination of various embodiments of the present disclosure may be made, and the same should be considered as the disclosure of the present disclosure, as long as it does not depart from the spirit of the present disclosure.

Claims (10)

1. A hybrid drive system, comprising:

an engine (101);

a transmission;

the transmission comprises a double clutch (201), the double clutch (201) is provided with a first output shaft (211) and a second output shaft (212), the output shaft of the engine (101) is connected with the input end of the double clutch (201),

the transmission further comprises a first shaft (a) and a second shaft (b), a first driving gear (1) is connected to the first output shaft (211), a first driven gear (2) is selectively connected to the first shaft (a), a second driven gear (3) is selectively connected to the second shaft (b), the first driving gear (1) is respectively meshed with the first driven gear (2) and the second driven gear (3),

a second driving gear (4) connected to said second output shaft (212), a third driven gear (5) selectively connected to said second shaft (b), a fourth driven gear (6) selectively connected to said first shaft (a), said second driving gear (4) meshing with said third driven gear (5),

a first reduction gear (7) connected to the first shaft (a), a second reduction gear (8) connected to the second shaft (b), the first reduction gear (7) meshing with the second reduction gear (8),

a motor (102); a motor gear (9) of the motor (102) is meshed with the fourth driven gear (6),

a differential (103); a differential input gear (10) of the differential (103) meshes with the first reduction gear (7).

2. The system according to claim 1, characterized in that said transmission further comprises a first synchronizer (a), a fifth driven gear (11) and a third shaft (c), said fifth driven gear (11) and said second driven gear (3) being selectively connectable with said second shaft (b) through said first synchronizer (a), a first intermediate gear (12) and a second intermediate gear (13) being connected with said third shaft (c), said fourth driven gear (6) being in mesh with said first intermediate gear (12), said fifth driven gear (11) being in mesh with said second intermediate gear (13).

3. The system according to claim 1, characterized in that said transmission further comprises a third driving gear (14) and a sixth driven gear (15) meshing with each other, said third driving gear (14) being connected to said first output shaft (211), said sixth driven gear (15) and said first driven gear (2) being selectively connected to said first shaft (a) through a second synchronizer (B).

4. A system according to any one of claims 1-3, characterised in that the transmission further comprises a fourth shaft (d) and a third intermediate gear (16), the third intermediate gear (16) being connected to the fourth shaft (d), the third intermediate gear (16) being in mesh with the motor gear (9) and the fourth driven gear (6), respectively.

5. A system according to claim 2, characterised in that the transmission further comprises a fourth intermediate gear (17) connected to the second output shaft (212), the fourth intermediate gear (17) being in mesh with the fourth driven gear (6) and the first intermediate gear (12), respectively.

6. A system according to any one of claims 1-3, characterised in that the transmission further comprises a third synchronizer (C) by means of which the third driven gear (5) is selectively connectable to the second shaft (b).

7. A system according to any one of claims 1-3, characterized in that the transmission further comprises a fourth synchronizer (D) and a seventh driven gear (18) selectively connectable to the first shaft (a), the fourth driven gear (6) and the seventh driven gear (18) being selectively connectable to the first shaft (a) through the fourth synchronizer (D), the seventh driven gear (18) and the second driving gear (4) being in mesh.

8. A system according to any one of claims 1-3, characterized in that the double clutch (201) is located on the same side of the first driving gear (1) and the second driving gear (4), the first output shaft (211) being free on the second output shaft (212).

9. A system according to any one of claims 1-3, characterized in that the transmission comprises a housing, the first reduction gear (7), the second reduction gear (8) and the double clutch (201) being located outside the housing, the first driving gear (1), the second driving gear (4), the first driven gear (2), the second driven gear (3), the third driven gear (5), the fourth driven gear (6) being located inside the housing.

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

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