CN212195064U - Power driving system for vehicle and vehicle - Google Patents

Abstract

The utility model discloses a power drive system and vehicle for vehicle, the power drive system who wherein is used for the vehicle includes: the power source comprises a first power source, a first input shaft, a plurality of first power source driving gears, a second power source, a second input shaft, a second power source driving gear, an intermediate shaft and a differential mechanism. The first input shaft is connected with a first power source, and a plurality of first power source driving gears are arranged on the first input shaft; the second input shaft is connected with a second power source, and a driving gear of the second power source is arranged on the second input shaft; the intermediate shaft is provided with a second power source driven gear and a plurality of first power source driven gears and can be selectively linked with the first input shaft and/or the second input shaft; the main reduction gear of the differential is linked with the intermediate shaft. The power transmission efficiency of the power driving system is higher, and the power driving system can work and operate in the highest efficiency area so as to achieve the purpose of high efficiency and energy conservation.

Description

Power driving system for vehicle and vehicle

Technical Field

The utility model relates to a vehicle technical field particularly, relates to a power drive system and vehicle for vehicle.

Background

The engine in the vehicle hybrid power driving system reaches the optimal state in a very small range, at the moment, the minimum oil consumption and the lower harmful substance emission can be realized, the less-gear structure of the hybrid system cannot fully exert the optimal working efficiency range of the engine in the running process of the vehicle, the working efficiency of the engine is lower, the optimal working state of the hybrid power driving system cannot be reached, and the improvement space exists.

SUMMERY OF THE UTILITY MODEL

In view of this, the present invention is directed to a power driving system for a vehicle, which has higher power transmission efficiency and can work and operate in the highest efficiency region to achieve the purpose of high efficiency and energy saving.

In order to achieve the above purpose, the technical scheme of the utility model is realized like this:

a power drive system for a vehicle, comprising: a first power source; the power source driving device comprises a first input shaft and a plurality of first power source driving gears, wherein the first input shaft is connected with a first power source, and the plurality of first power source driving gears are arranged on the first input shaft; a second power source; the second input shaft is connected with the second power source, and the second power source driving gear is arranged on the second input shaft; the intermediate shaft is provided with a second power source driven gear and a plurality of first power source driven gears, each first power source driven gear is meshed with the corresponding first power source driving gear, the second power source driven gear is meshed with the second power source driving gear, and the intermediate shaft is selectively linked with the first input shaft and/or the second input shaft; and the main reduction gear of the differential is linked with the intermediate shaft.

Further, the plurality of first power source drive gears includes: the first power source first gear driving gear, the first power source second gear driving gear and the first power source third gear driving gear; the plurality of first power source driven gears includes: first power supply keeps off driven gear, first power supply third gear driven gear, first power supply first keep off driven gear with first power supply first keeps off the driving gear meshing, first power supply keep off driven gear with first power supply keeps off the driving gear meshing, first power supply third gear driven gear with first power supply third gear driving gear meshing.

Further, the first power source first gear driving gear and the first input shaft are selectively engaged, and the first power source first gear driven gear and the second power source driven gear are the same gear.

Further, the first-power-source two-speed driven gear and the first-power-source three-speed driven gear are both selectively engageable with the countershaft.

Furthermore, the second power source driving gear is fixedly connected with the second input shaft.

Further, a middle shaft gear is further arranged on the middle shaft, and the middle shaft gear is meshed with the main reduction gear.

Further, the power drive system further includes: the first output shaft is selectively linked with the first input shaft.

Further, a first input shaft gear is further arranged on the first input shaft, and a first output shaft gear meshed with the first input shaft gear is arranged on the first output shaft.

Further, the first power source is an engine, and the second power source is an electric motor.

Compared with the prior art, the power driving system for the vehicle has the following advantages:

a power drive system for vehicle, this power drive system can make full use of the high efficiency interval of engine in the actual work process for the engine can both intervene when vehicle low-speed section and high-speed section, extends the well low-speed ability of directly driving of engine, improves the fuel economy of engine, thereby improves the dynamic property and the economic nature of whole car.

Another object of the present invention is to provide a vehicle, including the above power driving system for a vehicle, the vehicle has better dynamic performance and fuel economy.

Drawings

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

fig. 1 is a schematic structural diagram of a power drive system according to an embodiment of the present invention.

Description of reference numerals:

100-power drive system, 1-first power source, 2-first input shaft, 21-first power source driving gear, 3-second power source, 4-second input shaft, 41-second power source driving gear, 5-countershaft, 51-first power source driven gear, 6-differential, 211-first power source first gear driving gear, 212-first power source second gear driving gear, 213-first power source third gear driving gear, 511-first power source first gear driven gear, 512-first power source second gear driven gear, 513-first power source third gear driven gear, 52-countershaft gear, 7-first output shaft, 8-generator, 22-first input shaft gear, 71-first output shaft gear, 9-synchronizer, 10-clutch.

Detailed Description

It should be noted that, in the present invention, the embodiments and features of the embodiments may be combined with each other without conflict.

A power drive system 100 for a vehicle according to an embodiment of the present invention is described below with reference to fig. 1.

According to the utility model discloses a power driving system 100 for vehicle can include: the power source comprises a first power source 1, a first input shaft 2, a plurality of first power source driving gears 21, a second power source 3, a second input shaft 4, a second power source driving gear 41, an intermediate shaft 5 and a differential mechanism 6.

As shown in fig. 1, the first input shaft 2 is connected to the first power source 1, the plurality of first power source driving gears 21 are disposed on the first input shaft 2, the second input shaft 4 is connected to the second power source 3, the second power source driving gear 41 is disposed on the second input shaft 4, the intermediate shaft 5 is provided with a second power source 3 driven gear and a plurality of first power source driven gears 51, each first power source driven gear 51 is engaged with the corresponding first power source driving gear 21, the second power source 3 driven gear is engaged with the second power source driving gear 41, and the intermediate shaft 5 is selectively linked with the first input shaft 2 and/or the second input shaft 4.

That is, the intermediate shaft 5 and the first input shaft 2 are in transmission connection through a plurality of first power source driven gears 51 and a plurality of first power source driving gears 21, for example, there are three first power source driven gears 51 and three first power source driving gears 21, so as to form three first gear pairs. The first input shaft 2 can thus transmit the power generated by the first power source 1 to the intermediate shaft 5 via three different gears or not to the intermediate shaft 5. That is, a plurality of sets of first gear pairs with different speed ratios are arranged between the first input shaft 2 and the intermediate shaft 5, and the first input shaft 2 and the intermediate shaft 5 can selectively perform power transmission through one set of the first gear pairs.

And the second input shaft 4 and the intermediate shaft 5 are in transmission connection through a group of second gear pairs consisting of a second power source driven gear and a second power source driving gear 41 so as to transmit power to the intermediate shaft 5 through the second input shaft 4.

The intermediate shaft 5 can be selectively linked with the first input shaft 2 and/or the second input shaft 4. In the description of the present invention, the linkage of the two components means that one of the components rotates and the other rotates accordingly. For example, the interlocking of the intermediate shaft 5 and the first input shaft 2 means that the intermediate shaft 5 is driven to rotate when the first input shaft 2 is actively rotated, or the first input shaft 2 is driven to rotate when the intermediate shaft 5 is actively rotated. In the following description of the present invention, the term "linkage" is used unless otherwise specified.

That is, the intermediate shaft 5 may be coupled with the first input shaft 2 or the second input shaft 4 alone or coupled with the first input shaft 2 and the second input shaft 4 at the same time. The intermediate shaft 5 is configured as a power take-off of the power drive system 100.

In other words, the first gear pair can be exported from countershaft 5 after the power of first power source 1 passes through power coupling in the future, and generally, countershaft 5 will directly export power to differential mechanism 6, in the embodiment of the utility model discloses an in the embodiment, countershaft 5 directly exports coupling power to differential mechanism 6 as power take off.

Similarly, the second gear pair outputs the power from the second power source 3 from the intermediate shaft 5 after power coupling, so that the intermediate shaft 5 directly outputs the power to the differential 6.

Therefore, the first gear pair is responsible for the power output of the first power source 1, the second gear pair is responsible for the power output of the second power source 3, and the second gear pair only provides a speed change function for one power source, so that different matching requirements of a plurality of power sources on speed change are not needed to be matched, the second gear pair can be directly connected with the motor in a butt joint mode, speed change and speed regulation are conducted in a targeted mode according to the output characteristic curve of the motor, the output efficiency of the motor is guaranteed, and the problem that an existing engine and the existing motor cannot be matched or are poor in matching efficiency is solved. The engine (the first power source 1) is matched with the multi-gear first gear pair, so that the high-efficiency area of the comprehensive operation of the engine is wider, the vehicle has engine intervention in a low-speed section and a high-speed section, the dynamic property is greatly improved, the direct-drive capability of the engine at medium and low speeds is expanded, the fuel economy of the engine at high speed can be ensured, and the dynamic property and the economical property of the whole vehicle are improved.

Further, a main reduction gear of the differential gear 6 is linked with the intermediate shaft 5, so that the power of the first power source 1 and/or the second power source 3 is transmitted to the differential gear 6 through the intermediate shaft 5, and then transmitted to wheels through the differential action of the differential gear 6, so as to drive the vehicle to run.

According to the utility model discloses a power driving system 100 for vehicle, this power driving system 100 can make full use of the high efficiency interval of engine in the actual work process for the engine can both intervene when vehicle low-speed section and high-speed section, extends the well low-speed ability of directly driving of engine, improves the fuel economy of engine, thereby improves the dynamic property and the economic nature of whole car. In addition, through the cooperative control of the clutch 10 and the synchronizer 9, which will be mentioned below, the main hybrid modes of pure electric driving, parallel driving, series range extending and the like can be realized, and the efficient operation of the hybrid power system is ensured to the maximum extent, and for the transmission modes, the detailed description will be given below by combining with specific examples.

As shown in fig. 1, the plurality of first-power-source drive gears 21 include: the first-power-source first-gear driving gear 211, the first-power-source second-gear driving gear 212, and the first-power-source third-gear driving gear 213, and the plurality of first-power-source driven gears 51 include: the first power source first gear driven gear 511, the first power source second gear driven gear 512 and the first power source third gear driven gear 513 are arranged, wherein the first power source first gear driven gear 511 is meshed with the first power source first gear driving gear 211, the first power source second gear driven gear 512 is meshed with the first power source second gear driving gear 212, and the first power source third gear driven gear 513 is meshed with the first power source third gear driving gear 213. Namely, three sets of first gear pairs are formed, thereby realizing three-gear speed change adjustment of the first power source 1.

Further, the first power source first gear driving gear 211 is selectively engaged with the first input shaft 2, that is, the first power source first gear driving gear 211 is freely sleeved on the first input shaft 2 and selectively engaged with the first input shaft 2 through the clutch 10 or the synchronizer 9, when the first power source first gear driving gear 211 is engaged with the first input shaft 2, the first input shaft 2 transmits power to the intermediate shaft 5 through a first gear pair composed of the first power source first gear driving gear 211 and the first power source first gear driven gear 511, and when the first power source first gear driving gear 211 is not engaged with the first input shaft 2, the first input shaft 2 selectively transmits power to the intermediate shaft 5 through a second gear first gear pair and a third gear first gear pair or does not transmit power to the intermediate shaft 5.

The first-power-source first-gear driven gear 511 and the second-power-source driven gear are the same gear. That is, when the first power source 1 is in the first gear transmission, the first power source first gear driving gear 211 and the second power source driving gear 41 are in meshing transmission with the same driven gear, so as to realize power coupling transmission. Therefore, the overall structure of the power drive system 100 can be made more compact, the overall volume of the power drive system 100 is made smaller, and less layout space in the vehicle can be occupied.

Still further, the first-power-source two-gear driven gear 512 and the first-power-source three-gear driven gear 513 are selectively engaged with the intermediate shaft 5, that is, the first-power-source two-gear driven gear 512 and the first-power-source three-gear driven gear 513 are both freely sleeved on the intermediate shaft 5 and are selectively engaged with the intermediate shaft 5 through the synchronizer 9, when the first-power-source two-gear driven gear 512 is engaged with the intermediate shaft 5, the first input shaft 2 transmits power to the intermediate shaft 5 through a two-gear first gear pair composed of the first-power-source two-gear driving gear 212 and the first-power-source two-gear driven gear 512, and when the first-power-source three-gear driven gear 513 is engaged with the intermediate shaft 5, the first input shaft 2 transmits power to the intermediate shaft 5 through a three-gear first gear pair composed of the first-power-source three-gear driving gear 213 and the first-power-source three-gear driven gear 513, and the first-power-source three-gear When engaged, the first input shaft 2 can selectively transmit power to the intermediate shaft 5 through the first gear pair or not transmit power to the intermediate shaft 5. Thus, the switching between the second gear and the third gear is realized.

Specifically, the first input shaft 2 is further provided with a clutch 10 for synchronizing the first power source first gear driving gear 211 with the first input shaft 2, the clutch 10 is one and rotates synchronously with the first input shaft 2, and the clutch 10 and the first power source first gear driving gear 211 are selectively engaged to realize the selective engagement of the first power source first gear driving gear 211 with the first input shaft 2.

Of course, a synchronizer may also be used to control the engagement of the first power source first gear drive gear 211 with the first input shaft 2.

Specifically, the intermediate shaft 5 is further provided with a synchronizer 9 for synchronizing the first power source two-gear driven gear 512 and the first power source three-gear driven gear 513, and the synchronizers 9 are one and located between the first power source two-gear driven gear 512 and the first power source three-gear driven gear 513, that is, the synchronizer 9 is shared by the first power source two-gear driven gear 512 and the first power source three-gear driven gear 513.

Of course, clutches may also be used to control the engagement of the first-power-source two-gear driven gear 512 and the first-power-source three-gear driven gear 513 with the countershaft 5.

The arrangement of the gears on the first input shaft 2 and the intermediate shaft 5 is not limited to the above embodiments, and as in other embodiments not shown, a first power source second gear driving gear and a first power source third gear driving gear are sleeved on the first input shaft 2, a first power source second gear driven gear and a first power source third gear driven gear are fixedly arranged on the intermediate shaft 5, and a synchronizer for synchronizing the first power source second gear driving gear and the first power source third gear driving gear with the first input shaft 2 is further arranged on the first input shaft 2.

Referring to fig. 1, the second power source driving gear 41 is fixedly connected to the second input shaft 4. Thus, the second input shaft 4 transmits the power of the second power source 3 to the intermediate shaft 5 by the meshing transmission of the second power source driving gear 41 and the first-power-source first-speed driven gear 511.

As shown in fig. 1, the intermediate shaft 5 is further provided with an intermediate shaft gear 52, and the intermediate shaft gear 52 is meshed with the final reduction gear to transmit the power from the first power source 1 and/or the second power source 3 to the final reduction gear, so as to realize the power output of the power drive system 100.

As shown in fig. 1, the power drive system 100 further includes: a first output shaft 7 and a generator 8 connected to the first output shaft 7, the first output shaft 7 being selectively linked to the first input shaft 2. That is, the first output shaft 7 may be configured to be linked with the first output shaft 7 through multi-gear switching, and the first output shaft 7 may transmit power to the first output shaft 7 through adjustment of multiple gears, so as to drive the generator 8 to generate power, or may not transmit power to the first output shaft 7. Therefore, a plurality of driving modes such as a series mode, a power generation mode or a hybrid mode of the power driving system 100 can be realized, so that the driving efficiency of the power driving system 100 can be effectively improved, the energy consumption is reduced, and the energy saving and emission reduction are facilitated.

Further, the first input shaft 2 is provided with a first input shaft gear 22, and the first output shaft 7 is provided with a first output shaft gear 71 that meshes with the first input shaft gear 22. Thereby, power transmission of the first power source 1 to the generator 8 is achieved.

According to the utility model discloses a some embodiments, first power supply 1 is the engine, and second power supply 3 is the motor, through the individual drive of motor and motor or power coupling drive in order to realize multiple drive mode to satisfy the vehicle to the demand of power and moment of torsion under the different operating mode that traveles.

The configuration and typical operation of the power drive system 100 according to the embodiment of the present invention will be briefly described with reference to fig. 1.

As shown in fig. 1, the first input shaft 2 is connected to an engine, a synchronizer 9 and a clutch 10 are disposed between the first input shaft 2 and the intermediate shaft 5, the second input shaft 4 is connected to a motor, and the first output shaft 7 is connected to a generator 8.

The engine is matched with two gears of the synchronizer 9 and one gear of the clutch 10, the motor is matched with one gear, the generator 8 has the functions of starting the engine, generating electricity and the like, and the motor is mainly used for pure electric drive.

When in electric only mode:

the engine is not started, the synchronizer 9 is located at a neutral position, the clutch 10 is disconnected, the motor works at the moment, power is output through the second gear pair, the motor directly outputs power outwards in the mode, the transmission chain is short, the transmission efficiency is high, and the transmission speed ratio matched with the output characteristic of the motor is utilized, so that the output efficiency of the motor is improved to the maximum extent, and the motor is guaranteed to be located in the optimal power output interval at any time.

When in engine-only mode:

the motor is not started, the engine works at the moment, power is output through the engagement action of the synchronizer 9 or the clutch 10 (any one first power source driven gear 51 is engaged, and the three-gear adjustment is realized).

When in the series range extension mode:

the engine is started, the synchronizer 9 is in neutral gear, the clutch 10 is disconnected, namely the power of the engine and the wheels is cut off, and the engine drives the generator 8 to generate electricity; the motor receives electric energy and drives the vehicle to run. Therefore, the power output of the engine to the generator 8 is realized, the power generation function of the generator 8 is realized, the electric energy of the vehicle battery is supplemented, and on the other hand, the motor can directly output power in an optimal power output mode to drive the vehicle to run.

When in the power generation mode:

the motor is not started, the engine is started, the synchronizer 9 is in neutral, the clutch 10 is disconnected, namely the power of the engine and the power of the motor are cut off from the wheels, the engine drives the generator 8 to generate power, or the energy recovery is realized through the anti-support motor under the speed reduction working condition.

When in parallel mode:

the engine and the motor are both started, the synchronizer 9 or the clutch 10 is engaged into a certain gear, so that two parts of power output by the motor and the engine are finally coupled at the intermediate shaft 5 and output to the differential mechanism 6, and meanwhile, the engine also drives the generator 8 to generate electricity.

In the above embodiment, the generator 8 is provided with the three-gear speed change mechanism, and the motor is provided with only one gear, but both of them can be extended to a plurality of gears such as 4 and 6, and the extension of both of them does not affect each other.

According to another aspect of the present invention, the vehicle includes the power driving system 100 for a vehicle described in the above embodiments. Other configurations of the vehicle, such as braking systems, steering systems, etc., are known in the art and well known to those skilled in the art, and therefore will not be described in detail herein.

The above description is only a preferred embodiment of the present invention, and should not be taken as limiting the invention, and any modifications, equivalent replacements, improvements, etc. made within the spirit and principle of the present invention should be included in the protection scope of the present invention.

Claims (10)

1. A power drive system (100) for a vehicle, comprising:

a first power source (1);

the power source driving device comprises a first input shaft (2) and a plurality of first power source driving gears (21), wherein the first input shaft (2) is connected with a first power source (1), and the plurality of first power source driving gears (21) are arranged on the first input shaft (2);

a second power source (3);

the power source driving device comprises a second input shaft (4) and a second power source driving gear (41), wherein the second input shaft (4) is connected with the second power source (3), and the second power source driving gear (41) is arranged on the second input shaft (4);

a middle shaft (5), wherein a second power source driven gear (3) and a plurality of first power source driven gears (51) are arranged on the middle shaft (5), each first power source driven gear (51) is meshed with the corresponding first power source driving gear (21), the second power source driven gear (3) is meshed with the second power source driving gear (41), and the middle shaft (5) is selectively linked with the first input shaft (2) and/or the second input shaft (4);

and the main reduction gear of the differential (6) is linked with the intermediate shaft (5).

2. The power drive system (100) for a vehicle according to claim 1, wherein said plurality of first power source drive gears (21) includes: a first power source first gear driving gear (211), a first power source second gear driving gear (212), and a first power source third gear driving gear (213);

the plurality of first-power-source driven gears (51) include: first power source keeps off driven gear (511), first power source second gear driven gear (512), first power source third gear driven gear (513), first power source first gear driven gear (511) with first power source first gear driving gear (211) meshing, first power source second gear driven gear (512) with first power source second gear driving gear (212) meshing, first power source third gear driven gear (513) with first power source third gear driving gear (213) meshing.

3. The power drive system (100) for a vehicle according to claim 2, characterized in that the first power source first gear driving gear (211) is selectively engageable with the first input shaft (2), and the first power source first gear driven gear (511) is the same gear as the second power source (3) driven gear.

4. The power drive system (100) for a vehicle according to claim 2 or 3, characterized in that the first-power-source two-gear driven gear (512) and the first-power-source three-gear driven gear (513) are both selectively engageable with the countershaft (5).

5. The power drive system (100) for a vehicle according to claim 1, wherein the second power source driving gear (41) is fixedly connected with the second input shaft (4).

6. The power drive system (100) for a vehicle according to claim 1, characterized in that an intermediate shaft gear (52) is further provided on the intermediate shaft (5), the intermediate shaft gear (52) being meshed with the final reduction gear.

7. The power drive system (100) for a vehicle according to claim 1, further comprising: a first output shaft (7) and a generator (8) connected with the first output shaft (7), wherein the first output shaft (7) can be selectively linked with the first input shaft (2).

8. The power drive system (100) for a vehicle according to claim 7, characterized in that a first input shaft gear (22) is further provided on said first input shaft (2), and a first output shaft gear (71) that meshes with said first input shaft gear (22) is provided on said first output shaft (7).

9. The power drive system (100) for a vehicle according to claim 1, characterized in that the first power source (1) is an engine and the second power source (3) is an electric motor.

10. A vehicle, characterized by comprising a power drive system (100) for a vehicle according to any one of claims 1-9.

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