CN213472775U

CN213472775U - Power transmission system and vehicle

Info

Publication number: CN213472775U
Application number: CN202022655518.2U
Authority: CN
Inventors: 郑立朋; 樊晓磊; 何明伟
Original assignee: Honeycomb Transmission Technology Hebei Co Ltd
Current assignee: Honeycomb Transmission Technology Hebei Co Ltd
Priority date: 2020-11-17
Filing date: 2020-11-17
Publication date: 2021-06-18
Anticipated expiration: 2030-11-17

Abstract

The application discloses a power transmission system and a vehicle, the power transmission system includes: an engine and a motor generator; the engine and the motor generator are in power connection through the first input shaft, the first input shaft is sleeved with a second input shaft in an empty mode, the second input shaft is selectively in power connection with the first input shaft, and the second input shaft is provided with a first-gear driving gear; at least one of the driving motor and the third input shaft is in power connection with the differential through a gear set; the one-way clutch is used for selectively and dynamically connecting the first-gear driven gear and the differential. The power transmission system has rich working modes, the number of gears is increased, and an additional control system and a gear shifting executing mechanism do not need to be added independently.

Description

Power transmission system and vehicle

Technical Field

The application relates to the technical field of vehicle manufacturing, in particular to a power transmission system and a vehicle with the same.

Background

In the related art, the traditional special hybrid transmission has the advantages of simple structure, few engine gears, weaker dynamic property under medium-high speed working conditions, single running mode, poorer capability of being suitable for different running working conditions, incapability of leading the engine to be in an economic area for a long time, resource waste and improved space.

Disclosure of Invention

The present application is directed to solving at least one of the problems in the prior art. Therefore, an object of the present application is to provide a power transmission system, which has more gears, does not need to add a separate synchronization mechanism, has lower cost, is beneficial to reducing cost and space occupation, and can realize multiple operation modes.

The power transmission system according to the embodiment of the application includes: an engine and a motor generator; the engine and the motor generator are in power connection through the first input shaft, the first input shaft is sleeved with a second input shaft in an empty mode, the second input shaft is selectively in power connection with the first input shaft, and the second input shaft is provided with a first-gear driving gear; at least one of the driving motor and the second input shaft is in power connection with the differential through a gear set; the one-way clutch is used for selectively and dynamically connecting the first-gear driven gear and the differential.

According to the power transmission system of the embodiment of the application, the multiple different working modes of an engine driving mode, a pure electric driving mode, a series connection mode, a parallel connection mode and a series-parallel connection mode can be realized, different operation conditions can be adapted, the power state of the one-way clutch and the one-gear driven gear are switched, gears of the power transmission system are increased, the driving mode is enriched, an extra control system and a gear shifting execution mechanism do not need to be added independently, the design is compact, and the integration level is high.

A drivetrain according to some embodiments of the present application, further comprising: a first intermediate shaft and a second intermediate shaft, the second input shaft being selectively power connectable with the differential through the first intermediate shaft, the drive motor being selectively power connectable with the differential through the second intermediate shaft; wherein one of the first intermediate shaft and the second intermediate shaft is sleeved with the first-gear driven gear in an empty manner, and the first-gear driven gear is selectively in power connection with the differential through the first intermediate shaft or the second intermediate shaft.

According to some embodiments of the present invention, the first-gear driven gear is free-sleeved on the first intermediate shaft, and the first intermediate shaft is provided with the one-way clutch for selectively connecting the first-gear driven gear with the first intermediate shaft in a power transmission system.

According to some embodiments of the power transmission system of the present application, the first-speed driven gear is idly sleeved in the second intermediate shaft, and the second intermediate shaft is provided with the one-way clutch for selectively connecting the first-speed driven gear with the second intermediate shaft.

A drivetrain according to some embodiments of the present application, further comprising: the third intermediate shaft is selectively in power connection with the differential, the third intermediate shaft is sleeved with the first-gear driven gear in an empty mode, the third intermediate shaft is provided with the one-way clutch, and the one-way clutch is used for selectively in power connection with the first-gear driven gear and the fourth intermediate shaft.

According to the power transmission system of some embodiments of the present application, the one-way clutch includes an inner ring, an outer ring, and balls, the inner ring is connected to the first-gear driven gear, the outer ring is fixedly connected to the corresponding intermediate shaft, and the outer ring is sleeved outside the inner ring and defines a limit groove with the inner ring; the ball bearing is arranged in the limiting groove, the inner ring and the outer ring rotate synchronously when the ball bearing is located at the first end, and the inner ring and the outer ring can rotate relatively when the ball bearing is located at the second end.

According to the driving system of some embodiments of this application, the second input shaft be equipped with a plurality ofly with one keep off the fender driving gear that the driving gear was arranged along axial interval, the empty cover of first jackshaft has a plurality of fender driven gear, and is a plurality of fender driving gear and a plurality of fender driven gear meshes and forms one-to-one the gear train, fender driven gear with first jackshaft selectively combines.

A drivetrain according to some embodiments of the present application, further comprising: the synchronizer comprises a gear driving gear and a gear driven gear, wherein the gear driving gear comprises a second gear driving gear and a third gear driving gear, the gear driven gear comprises a second gear driven gear and a third gear driven gear, and the synchronizer is used for combining one of the second gear driven gear and the third gear driven gear with the first intermediate shaft.

A drivetrain according to some embodiments of the present application, further comprising: a clutching device for selectively coupling the second input shaft with the first input shaft.

The present application further provides a vehicle.

According to the vehicle of the embodiment of the application, the power transmission system of any one of the embodiments is provided.

The vehicle and the above-described powertrain have the same advantages over the prior art and are not described in detail herein.

Additional aspects and advantages of the present application will be set forth in part in the description which follows and, in part, will be obvious from the description, or may be learned by practice of the present application.

Drawings

The above and/or additional aspects and advantages of the present application will become apparent and readily appreciated from the following description of the embodiments, taken in conjunction with the accompanying drawings of which:

FIG. 1 is a schematic structural diagram of a powertrain system according to some embodiments of the present application;

FIG. 2 is a schematic illustration of a powertrain according to other embodiments of the present application;

FIG. 3 is a schematic representation of a powertrain according to further embodiments of the present application;

FIG. 4 is a schematic representation of a one-way clutch of a powertrain according to some embodiments of the present application.

Reference numerals:

the power transmission system 100 is provided with a power transmission system,

an engine 11, a motor generator 12, a drive motor 13, a one-way clutch 14, an inner race 141, an outer race 142, balls 143, a spring 144, a stopper groove 145, a clutch device 15, a synchronizer 16,

a first input shaft 21, a first intermediate shaft 22, a second intermediate shaft 23, a third intermediate shaft 24, a second input shaft 25, a third input shaft 26,

a first-gear drive gear 31, a second-gear drive gear 32, a third-gear drive gear 33, a first-gear driven gear 34, a second-gear driven gear 35, a third-gear driven gear 36,

a motor-generator input gear 41, a motor-generator transfer gear 42, a first output gear 43, a drive motor transfer gear 44, a second output gear 45, a parking gear 46, a drive motor input gear 47, a third output gear 48,

a differential ring gear 5 and a drive axle 6.

Detailed Description

Reference will now be made in detail to embodiments of the present application, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to the same or similar elements or elements having the same or similar function throughout. The embodiments described below with reference to the drawings are exemplary only for the purpose of explaining the present application and are not to be construed as limiting the present application.

Unless otherwise specified, the front-rear direction in the present application is the longitudinal direction of the vehicle, i.e., the X direction; the left and right directions are the transverse direction of the vehicle, namely the Y direction; the up-down direction is the vertical direction of the vehicle, i.e., the Z direction.

Referring to fig. 1-4, a powertrain 100 according to an embodiment of the present application is described, in which the powertrain 100 has more gears, no separate synchronization mechanism is required, the cost is lower, the cost is reduced, the space occupation is reduced, and multiple operation modes can be realized.

The power transmission system 100 according to the embodiment of the present application includes: the engine 11, the motor generator 12, the first input shaft 21, the drive motor 13, the one-way clutch 14, and the first-gear driven gear 34.

The engine 11 and the motor generator 12 are in power connection through a first input shaft 21, the first input shaft 21 is sleeved with a second input shaft 25, the second input shaft 25 is selectively in power connection with the first input shaft 21, and at least one of the driving motor 13, the driving motor 13 and a third input shaft 26 is in power connection with a differential through a gear set.

The second input shaft 25 is freely sleeved on the first input shaft 21, and the second input shaft 25 and the first input shaft 21 can be selectively and fixedly connected, that is, when the second input shaft 25 is fixedly connected with the first input shaft 21, the second input shaft 25 rotates along with the first input shaft 21, so that the driving force on the first input shaft 21 can be output to the second input shaft 25 and then to a differential for driving a vehicle to move, when the second input shaft 25 and the first input shaft 21 are in a separated state, the second input shaft 25 and the first input shaft 21 can rotate relatively, and at this time, no power is transmitted between the second input shaft 21 and the second input shaft 25.

That is, when the second input shaft 25 is fixed in combination with the second input shaft 21, the driving force output from the engine 11 can be transmitted to the second input shaft 25 through the first input shaft 21 and further transmitted to the differential for realizing the driving action of the vehicle; alternatively, the engine 11 is not operated, the motor generator 12 is used as a power plant, and the driving force output by the motor generator 12 can be transmitted to the second input shaft 25 through the first input shaft 21 and further transmitted to the differential, so as to realize the electric action of the vehicle. When the second input shaft 25 is disengaged from the first input shaft 21, the driving force output from the engine 11 can be output to the motor generator 12 via the first input shaft 21, so that the motor generator 12 functions as a power generation device to generate power. The driving motor 13 serves as a power source to output the output driving force to a differential for achieving the electric action of the vehicle.

It should be noted that the operating states of the engine 11, the driving motor 13 and the motor generator 12 can be flexibly selected according to actual operating requirements, so as to adapt to the operating requirements under different operating environments. The powertrain system 100 as disclosed herein may implement an engine-driven mode, an electric-only drive mode, a series mode, a parallel mode, and a series-parallel mode.

Specifically, in the engine drive mode, neither the drive motor 13 nor the motor generator 12 is operated, and the driving force output from the engine 11 is used to drive the vehicle to move; in the pure electric driving mode, the driving motor 13 drives the vehicle to operate alone, or the motor generator 12 drives the vehicle to operate alone; in the series mode, the driving force output from the engine 11 is output to the motor generator 12 through the first input shaft 21 for the motor generator 12 to generate electricity, and the driving motor 13 drives the vehicle to run; in the parallel mode, the driving motor 13 and the motor generator 12 are jointly used for driving the vehicle to run; in the series-parallel mode, a part of the driving force output by the engine 11 drives the motor generator 12 to generate power, and the other part of the driving force output by the engine 11 and the driving motor 13 are used together for driving the vehicle to run.

The second input shaft 25 is provided with a first-gear driving gear 31, a first-gear driven gear 34 selectively engaged with the first-gear driving gear 31, and the one-way clutch 14 for selectively connecting the first-gear driven gear 34 with the differential. That is, in the present application, when the motor generator 12 outputs power or when the engine 11 outputs power, the second input shaft 25 is coupled to and fixed to the first input shaft 21, and the driving force output from the motor generator 12 or the engine 11 can be transmitted to the first gear driving gear 31 through the second input shaft 25, and the one-way clutch 14 is configured to power-connect the first gear driven gear 34 to the differential so that the driving force can be transmitted to the first gear driven gear 34 through the first gear driving gear 31 and then output to the differential, thereby realizing power driving of the vehicle.

It should be noted that, in the present application, the first-gear driven gear 34 is controlled by the one-way clutch 14, and the engagement state of the one-way clutch 14 is automatically switched according to a specific gear state, wherein in the first-gear state, the one-way clutch 14 is in a locked state, the one-way clutch 14 transmits the driving force from the first-gear driving gear 31 at the first-gear driven gear 34 to the differential to realize the power driving of the vehicle, and in the second-gear, third-gear or higher gear state, the one-way clutch 14 is in a free state, and the one-way clutch 14 disconnects the first-gear driven gear 34 from the differential to realize the power driving of the other gears of the vehicle.

Therefore, when the engine 11 and the motor generator 12 perform power output, not only can power transmission be performed through the plurality of gear sets between the second input shaft 25 and the differential to realize power output in different gears, but also additional gears can be added through the matching relationship between the first-gear driving gear 31 and the first-gear driven gear 34, so that the gears of the power transmission system 100 are enriched. The state of the first-gear driven gear 34 is controlled and switched through the one-way clutch 14, and no control system or additional gear shifting execution mechanism is required to be independently added, so that the design is compact, and the integration level is high.

According to the power transmission system 100 of the embodiment of the application, multiple different working modes of an engine driving mode, a pure electric driving mode, a series mode, a parallel mode and a series-parallel mode can be realized, different operation conditions can be adapted, the power state of the one-way clutch 14 and the power state of the first-gear driven gear 34 are switched, gears of the power transmission system 100 are increased, the driving modes are enriched, a control system and an additional gear shifting execution mechanism do not need to be additionally arranged independently, the design is compact, and the integration level is high.

In some embodiments, the powertrain system 100 further comprises: a first intermediate shaft 22 and a second intermediate shaft 23.

The second input shaft 25 is selectively connected with the differential by the first intermediate shaft 22, specifically, the second input shaft 25 and the first intermediate shaft 22 are engaged by gear transmission, for example, a driving gear is provided on the second input shaft 25, the first intermediate shaft 22 is provided with a driven gear, so as to engage and transmit with the driven gear by the driving gear, thereby realizing power transmission between the second input shaft 25 and the first intermediate shaft 22, and the first intermediate shaft 22 is provided with a first output gear 43, and the first output gear 43 engages with the differential ring gear 5, thereby being beneficial to realizing power transmission from the engine 11 or the motor generator 12 to the differential.

The driving motor 13 is selectively connected with the differential through a second intermediate shaft 23 in a power mode, wherein a motor shaft of the driving motor 13 is matched with the second intermediate shaft 23 in a gear transmission mode, the second intermediate shaft 23 is provided with a second output gear 45, and the second output gear 45 is used for being meshed with the differential gear ring 5, so that the driving force output by the driving motor 13 can be output to the differential gear ring 5 through the second intermediate shaft 23, and power transmission of the driving motor 13 is achieved.

Wherein, one of the first intermediate shaft 22 and the second intermediate shaft 23 is sleeved with a first gear driven gear 34, and the first gear driven gear 34 is selectively connected with the differential by the first intermediate shaft 22 or the second intermediate shaft 23 in a power mode. That is to say, the first-gear driven gear 34 may be disposed on the first intermediate shaft 22, so that the driving force on the second input shaft 25 can be output to the first intermediate shaft 22 through the first-gear driving gear 31 and the first-gear driven gear 34, and output to the differential from the first output gear 43 of the first intermediate shaft 22, or the first-gear driven gear 34 may be disposed on the second intermediate shaft 23, so that the driving force on the second input shaft 25 can be output to the differential through the first-gear driving gear 31 and the first-gear driven gear 34, and the structure design is flexible, which is favorable for meeting the requirements of different designs.

In some embodiments, as shown in fig. 4, the one-way clutch 14 includes an inner ring 141, an outer ring 142, and balls 143, the inner ring 141 is connected to the first-gear driven gear 34, the outer ring 142 is fixedly connected to the corresponding intermediate shaft, the outer ring 142 is sleeved outside the inner ring 141 and defines a limit groove 145 with the inner ring 141, wherein the limit groove 145 extends along a circumferential direction of the inner ring 141, the limit groove 145 is configured to gradually increase in width from a first end to a second end, the balls 143 are installed in the limit groove 145, the inner ring 141 and the outer ring 142 rotate synchronously when the balls 143 are located at the first end, and the inner ring 141 and the outer ring 142 can rotate relatively when the balls 143 are located at the second end.

As shown in fig. 4, a plurality of limit grooves 145 are defined between the outer ring 142 and the inner ring 141, the plurality of limit grooves 145 are arranged at intervals along the circumferential direction of the one-way clutch 14, a ball 143 and a spring 144 are provided in each limit groove 145, both ends of the spring 144 are respectively connected to the inner wall of the limit groove 145 and the ball 143, and the spring 144 can apply a first-end pre-tension force toward the limit groove 145 toward the ball 143.

Therefore, in the first gear, the rotating speeds of the inner ring 141 and the outer ring 142 are both low, the ball 143 is located in the first end of the limiting groove 145 under the action of the spring 144, at this time, the inner ring 141 and the outer ring 142 of the limiting groove 145 are fixed, the inner ring 141 drives the outer ring 142 to rotate, and at this time, the first-gear driven gear 34 is fixedly connected with the corresponding intermediate shaft, that is, the first-gear driving gear 31 and the first-gear driven gear 34 can output the driving force on the second input shaft 25 to the intermediate shaft; in the upshift, the rotation speed of the outer ring 142 is increased, the outer ring 142 moves relative to the inner ring 141, the balls 143 are located in the second end of the limiting groove 145, no power is transmitted between the first-gear driven gear 34 and the corresponding intermediate shaft, and the driving force on the second input shaft 25 is transmitted to the first intermediate shaft 22 through the other high-gear gears.

In this way, by providing the one-way clutch 14, when the operating state of the first-gear driven gear 34 is switched, an additional control system and an additional shift actuator are not required, and the design is compact and the integration level is high.

In some embodiments, second input shaft 25 is provided with a plurality of gear driving gears axially spaced from first gear driving gear 31, first countershaft 22 is free-sleeved with a plurality of gear driven gears that mesh with the plurality of gear driven gears in a one-to-one correspondence and form a gear train, and the gear driven gears are selectively engageable with first countershaft 22.

In this way, the driving force of the second input shaft 25 is output to the first intermediate shaft 22 through the cooperation between the different gear driving gears and the gear driven gears, wherein the gear of the gear driving gears is higher than that of the first gear driving gear, thereby facilitating the separation of the inner ring 141 and the outer ring 142 of the one-way clutch 14 at higher rotation speeds.

In some embodiments, the powertrain system 100 further comprises: the synchronizer 16 includes a second-gear driving gear 32 and a third-gear driving gear 33, the gear driven gears include a second-gear driven gear 35 and a third-gear driven gear 36, the second-gear driving gear 32 is in meshing transmission with the second-gear driven gear 35, the third-gear driving gear 33 is in meshing transmission with the third-gear driven gear 36, and the synchronizer 16 is used for combining one of the second-gear driven gear 35 and the third-gear driven gear 36 with the first intermediate shaft 22.

In this way, at least two power transmission paths are included from the second input shaft 25 to the first intermediate shaft 22, and the two power transmission paths can be switched by the synchronizer 16, for example, when the synchronizer 16 couples the second driven gear 35 with the first intermediate shaft 22, the second input shaft 25 outputs to the first intermediate shaft 22 through the second driving gear 32 and the second driven gear 35, and when the synchronizer 16 couples the third driven gear 36 with the first intermediate shaft 22, the second input shaft 25 outputs to the first intermediate shaft 22 through the third driving gear 33 and the third driven gear 36.

In some embodiments, the powertrain system 100 further comprises: and a clutch device 15, the clutch device 15 being for selectively coupling the second input shaft 25 with the second input shaft 21. In this way, the power connection state between the second input shaft 25 and the first input shaft 21 can be switched by the clutch device 15.

The powertrain 100 of various embodiments of the present application is described below with reference to fig. 1-3.

The first embodiment is as follows:

as shown in fig. 1, the power train system 100 includes: the engine 11, the motor generator 12, the first input shaft 21, the drive motor 13, the one-way clutch 14, and the first-gear driven gear 34, the first intermediate shaft 22, and the second intermediate shaft 23.

The engine 11 is fixedly connected with the right end of the first input shaft 21, a motor shaft of the motor generator 12 is provided with a motor generator input gear 41, the left end of the second input shaft 21 is provided with a motor generator transmission gear 42, and the motor generator input gear 41 is meshed with the motor generator transmission gear 42.

As shown in fig. 1, the second input shaft 25 is hollow in the first input shaft 21, and a clutch device 15 is provided at the right end of the first input shaft 21, the clutch device 15 being used to couple the right end of the second input shaft 25 to the right end of the first input shaft 21. The second input shaft 25 is provided with a second-gear driving gear 32 and a third-gear driving gear 33, the first intermediate shaft 22 is sleeved with a second-gear driven gear 35 and a third-gear driven gear 36 in a clearance mode, the second-gear driving gear 32 is meshed with the second-gear driven gear 35, the third-gear driving gear 33 is meshed with the third-gear driven gear 36, a synchronizer 16 is arranged between the second-gear driven gear 35 and the third-gear driven gear 36, and the synchronizer 16 is used for combining the second-gear driven gear 35 with the first intermediate shaft 22 or combining the third-gear driven gear 36 with the first intermediate shaft 22. As shown in fig. 1, the synchronizer 16 can be moved to the left with the third driven gear 36 engaged with the first countershaft 22, or the synchronizer 16 can be moved to the right with the second driven gear 35 engaged with the first countershaft 22.

As shown in fig. 1, the first gear driving gear 31, the third gear driving gear 33 and the second gear driving gear 32 are sequentially arranged on the second input shaft 25 along the axial direction, the first gear driven gear 34 is loosely sleeved on the first intermediate shaft 22, the first intermediate shaft 22 is provided with the one-way clutch 14, the one-way clutch 14 is used for selectively and dynamically connecting the first gear driven gear 34 with the first intermediate shaft 22, wherein an inner ring 141 of the one-way clutch 14 is fixedly connected with the first gear driven gear 34, and an outer ring 142 of the one-way clutch 14 is fixedly connected with the first intermediate shaft 22. As shown in fig. 1, the first intermediate shaft 22 is provided with a first output gear 43, and the first output gear 43 meshes with the differential ring gear 5.

Meanwhile, the motor shaft of the driving motor 13 is formed as a third input shaft 26, the third input shaft 26 is provided with a parking gear 46 and a driving motor input gear 47, and the second intermediate shaft 23 is provided with a driving motor transmission gear 44 and a second output gear 45, wherein the driving motor input gear 47 is meshed with the driving motor transmission gear 44, and the second output gear 45 is meshed with the differential ring gear 5.

Specifically, the working mode of the first embodiment of the present application is described with reference to fig. 1:

1) in the engine drive mode: after the automobile is started, the clutch device 15 is closed, the engine 11 transmits power to the first-gear driving gear 31 and the first-gear driven gear 34 through the second input shaft 25, at the moment, the one-way clutch 14 is closed and fixedly connected with the first intermediate shaft 22, the power is transmitted to the first intermediate shaft 22, is transmitted to the differential gear ring 5 through the first output gear 43, and is finally transmitted to the drive axle 6, namely the first gear of the engine 11; after the engine 11 is started, the clutch device 15 is closed, the engine 11 transmits power to the second input shaft 25, at this time, the synchronizer 16 moves rightwards, the rotation speed of the first intermediate shaft 22 rises, the one-way clutch 14 is disconnected with the first intermediate shaft 22, the power is transmitted to the first intermediate shaft 22 through the second-gear driving gear 32 and the second-gear driven gear 35 in sequence, and is finally transmitted to the drive axle 6 through the differential gear ring 5 by the first output gear 43, which is the second gear of the engine 11, and similarly, the synchronizer 16 moves leftwards, and the power is transmitted to the drive axle 6 through the third-gear driving gear 33 and the third-gear driven gear 36 in sequence, which is the third gear of the engine 11.

2) And a pure electric drive mode:

firstly, when the automobile is started, the driving motor 13 outputs power, and the power is transmitted to the driving axle 6 through the third input shaft 26, the driving motor input gear 47, the driving motor transmission gear 44, the second intermediate shaft 23, the second output gear 45 and the differential gear ring 5 in sequence;

when the automobile is started, the motor generator 12 outputs power, the power sequentially passes through the motor generator input gear 41 and the motor generator transmission gear 42, the clutch device 15 is combined to transmit the power on the first input shaft 21 to the second input shaft 25, and then the power can be transmitted to the driven gear arranged on the first intermediate shaft 22 and corresponding to each gear through the driving gear of each gear respectively, when the clutch device 15 is combined, the power is transmitted to the first intermediate shaft 22 through the inner ring 141, the roller and the outer ring 142 of the one-way clutch 14, and a first gear ratio can be directly output through the first gear without adding an additional gear shifting mechanism; when the second gear or the third gear is realized, when the synchronizer 16 is combined rightwards or leftwards, the rotating speed of the first intermediate shaft 22 is increased, the one-way clutch 14 is automatically disengaged, and the second gear or the third gear speed ratio is output.

3) And a series mode: the engine 11 transmits power to the motor generator transmission gear 42, the motor generator input gear 41 and the motor generator 12 through the first input shaft 21, drives a rotor of the motor generator 12 to rotate for generating electricity, stores electric quantity in a battery pack, and simultaneously drives the motor 13 to be in a pure electric driving mode, namely a series mode;

4) and a parallel mode: the engine 11 does not work, the driving motor 13 and the motor generator 12 are driven simultaneously, and power is transmitted to the driving axle 6 respectively, so that the parallel mode is realized;

5) and a series-parallel mode: at this time, the engine 11 drives the motor generator 12 to generate electricity, the clutch device 15 is engaged, a part of the power is used for generating electricity, a part of the power is used for driving the vehicle, and the driving motor 13 is also driven at the same time, which is a series-parallel mode.

Example two:

as shown in fig. 2, the power train system 100 includes: the engine 11, the motor generator 12, the first input shaft 21, the drive motor 13, the one-way clutch 14, the first-gear driven gear 34, the first intermediate shaft 22, the second intermediate shaft 23, and the third intermediate shaft 24.

The engine 11 is fixedly connected with the right end of the first input shaft 21, a motor shaft of the motor generator 12 is provided with a motor generator input gear 41, the left end of the first input shaft 21 is provided with a motor generator transmission gear 42, and the motor generator input gear 41 is meshed with the motor generator transmission gear 42.

As shown in fig. 2, the second input shaft 25 is hollow in the first input shaft 21, and a clutch device 15 is provided at the right end of the first input shaft 21, the clutch device 15 being used to couple the right end of the second input shaft 25 to the right end of the first input shaft 21. The second input shaft 25 is provided with a second-gear driving gear 32 and a third-gear driving gear 33, the first intermediate shaft 22 is sleeved with a second-gear driven gear 35 and a third-gear driven gear 36 in a clearance mode, the second-gear driving gear 32 is meshed with the second-gear driven gear 35, the third-gear driving gear 33 is meshed with the third-gear driven gear 36, a synchronizer 16 is arranged between the second-gear driven gear 35 and the third-gear driven gear 36, and the synchronizer 16 is used for combining the second-gear driven gear 35 with the first intermediate shaft 22 or combining the third-gear driven gear 36 with the first intermediate shaft 22. As shown in fig. 2, the synchronizer 16 can be moved to the left to engage the third driven gear 36 with the first countershaft 22 or the synchronizer 16 can be moved to the right to engage the second driven gear 35 with the first countershaft 22.

As shown in fig. 2, the third gear driving gear 33, the first gear driving gear 31 and the second gear driving gear 32 are sequentially arranged on the second input shaft 25 along the axial direction, the first gear driven gear 34 is freely sleeved on the third intermediate shaft 24, the third intermediate shaft 24 is provided with the one-way clutch 14, the one-way clutch 14 is used for selectively and dynamically connecting the first gear driven gear 34 with the third intermediate shaft 24, wherein an inner ring 141 of the one-way clutch 14 is fixedly connected with the first gear driven gear 34, and an outer ring 142 of the one-way clutch 14 is fixedly connected with the third intermediate shaft 24. As shown in fig. 2, the third intermediate shaft 24 is provided with a third output gear 48, the third output gear 48 is meshed with the differential ring gear 5, and the third intermediate shaft 24 is in power connection with the differential through the cooperation of the third output gear and the differential ring gear 5.

Specifically, the working mode of the second embodiment of the present application is described with reference to fig. 2:

1) in the engine drive mode: after the automobile is started, the clutch device 15 is closed, the engine 11 transmits power to the first-gear driving gear 31 and the first-gear driven gear 34 through the second input shaft 25, at the moment, the one-way clutch 14 is closed and fixedly connected with the third intermediate shaft 24, the power is transmitted to the third intermediate shaft 24, is transmitted to the differential gear ring 5 through the third output gear 48, and is finally transmitted to the drive axle 6, namely the first gear of the engine 11; after the engine 11 is started, the clutch device 15 is closed, the engine 11 transmits power to the second input shaft 25, at this time, the synchronizer 16 moves rightwards, the rotation speed of the first intermediate shaft 22 rises, the one-way clutch 14 is disconnected with the third intermediate shaft 24, the power is transmitted to the first intermediate shaft 22 through the second-gear driving gear 32 and the second-gear driven gear 35 in sequence, and is finally transmitted to the drive axle 6 through the differential gear ring 5 by the first output gear 43, which is the second gear of the engine 11, and similarly, the synchronizer 16 moves leftwards, and the power is transmitted to the drive axle 6 through the third-gear driving gear 33 and the third-gear driven gear 36 in sequence, which is the third gear of the engine 11.

2) And a pure electric drive mode:

when the automobile is started, the motor generator 12 outputs power, the power sequentially passes through the motor generator input gear 41 and the motor generator transmission gear 42, the clutch device 15 is combined to transmit the power on the first input shaft 21 to the second input shaft 25, and then the power can be transmitted to the driven gear arranged on the first intermediate shaft 22 and corresponding to each gear through the driving gear of each gear respectively, when the clutch device 15 is combined, the power is transmitted to the third intermediate shaft 24 through the inner ring 141, the roller and the outer ring 142 of the one-way clutch 14, and a first gear ratio can be directly output through the first gear without adding an additional gear shifting mechanism; when the second gear or the third gear is realized, when the synchronizer 16 is combined rightwards or leftwards, the rotating speed of the first intermediate shaft 22 is increased, the one-way clutch 14 is automatically disengaged, and the second gear or the third gear speed ratio is output.

Example three:

as shown in fig. 3, the power train system 100 includes: the engine 11, the motor generator 12, the first input shaft 21, the drive motor 13, the one-way clutch 14, and the first-gear driven gear 34, the first intermediate shaft 22, and the second intermediate shaft 23.

The engine 11 is fixedly connected with the right end of the second input shaft 21, a motor shaft of the motor generator 12 is provided with a motor generator input gear 41, the left end of the second input shaft 21 is provided with a motor generator transmission gear 42, and the motor generator input gear 41 is meshed with the motor generator transmission gear 42.

As shown in fig. 3, the second input shaft 25 is hollow in the first input shaft 21, and a clutch device 15 is provided at the right end of the first input shaft 21, the clutch device 15 being used to couple the right end of the second input shaft 25 to the right end of the first input shaft 21. The second input shaft 25 is provided with a second-gear driving gear 32 and a third-gear driving gear 33, the first intermediate shaft 22 is sleeved with a second-gear driven gear 35 and a third-gear driven gear 36 in a clearance mode, the second-gear driving gear 32 is meshed with the second-gear driven gear 35, the third-gear driving gear 33 is meshed with the third-gear driven gear 36, a synchronizer 16 is arranged between the second-gear driven gear 35 and the third-gear driven gear 36, and the synchronizer 16 is used for combining the second-gear driven gear 35 with the first intermediate shaft 22 or combining the third-gear driven gear 36 with the first intermediate shaft 22. As shown in fig. 3, the synchronizer 16 can be moved to the left to engage the third driven gear 36 with the first countershaft 22 or the synchronizer 16 can be moved to the right to engage the second driven gear 35 with the first countershaft 22.

As shown in fig. 3, the third gear driving gear 33, the first gear driving gear 31 and the second gear driving gear 32 are sequentially arranged on the second input shaft 25 along the axial direction, the first gear driven gear 34 is freely sleeved on the second intermediate shaft 23, the second intermediate shaft 23 is provided with the one-way clutch 14, the one-way clutch 14 is used for selectively and dynamically connecting the first gear driven gear 34 with the second intermediate shaft 23, wherein an inner ring 141 of the one-way clutch 14 is fixedly connected with the first gear driven gear 34, and an outer ring 142 of the one-way clutch 14 is fixedly connected with the second intermediate shaft 23. As shown in fig. 3, the second intermediate shaft 23 is provided with a second output gear 45, and the second output gear 45 meshes with the differential ring gear 5.

Specifically, the working mode of the first embodiment of the present application is described with reference to fig. 3:

1) in the engine drive mode: after the automobile is started, the clutch device 15 is closed, the engine 11 transmits power to the first-gear driving gear 31 and the first-gear driven gear 34 through the second input shaft 25, at the moment, the one-way clutch 14 is closed and fixedly connected with the second intermediate shaft 23, the power is transmitted to the second intermediate shaft 23, is transmitted to the differential gear ring 5 through the second output gear 45, and is finally transmitted to the drive axle 6, namely the first gear of the engine 11; after the engine 11 is started, the clutch device 15 is closed, the engine 11 transmits power to the second input shaft 25, at this time, the synchronizer 16 moves rightwards, the rotation speed of the first intermediate shaft 22 rises, the one-way clutch 14 is disconnected with the second intermediate shaft 23, the power is transmitted to the first intermediate shaft 22 through the second-gear driving gear 32 and the second-gear driven gear 35 in sequence, and is finally transmitted to the drive axle 6 through the differential gear ring 5 by the first output gear 43, which is the second gear of the engine 11, and similarly, the synchronizer 16 moves leftwards, and the power is transmitted to the drive axle 6 through the third-gear driving gear 33 and the third-gear driven gear 36 in sequence, which is the third gear of the engine 11.

2) And a pure electric drive mode:

when the automobile is started, the motor generator 12 outputs power, the power sequentially passes through the motor generator input gear 41 and the motor generator transmission gear 42, the clutch device 15 is combined to transmit the power on the first input shaft 21 to the second input shaft 25, and then the power can be transmitted to the driven gear arranged on the first intermediate shaft 22 and corresponding to each gear through the driving gear of each gear respectively, when the clutch device 15 is combined, the power is transmitted to the second intermediate shaft 23 through the inner ring 141, the roller and the outer ring 142 of the one-way clutch 14, and a first gear ratio can be directly output through the first gear without adding an additional gear shifting mechanism; when the second gear or the third gear is realized, when the synchronizer 16 is combined rightwards or leftwards, the rotating speed of the first intermediate shaft 22 is increased, the one-way clutch 14 is automatically disengaged, and the second gear or the third gear speed ratio is output.

The present application further provides a vehicle.

According to the vehicle of the embodiment of the present application, the power transmission system 100 of any of the embodiments described above is provided, and the hybrid transmission device in which the engine 11 is in three gears and the motor is in one gear can be realized. The hybrid power system adopts a structural form of high and low power matching double motors and intermediate shafts, adopts the one-way clutch 14 at one gear, has compact design and high integration level, can realize various different working modes of an engine driving mode, a pure electric driving mode, a series mode, a parallel mode and a series-parallel mode, and is beneficial to adapting to different running working conditions.

In the description of the present application, it is to be understood that the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," "circumferential," and the like are used in the orientations and positional relationships indicated in the drawings for convenience in describing the present application and for simplicity in description, and are not intended to indicate or imply that the referenced devices or elements must have a particular orientation, be constructed and operated in a particular orientation, and are therefore not to be considered limiting of the present application.

In the description of the present application, "the first feature" and "the second feature" may include one or more of the features.

In the description of the present application, "a plurality" means two or more.

In the description of the present application, the first feature being "on" or "under" the second feature may include the first and second features being in direct contact, and may also include the first and second features being in contact not directly but via another feature therebetween.

In the description of the present application, the first feature being "on," "above" and "over" the second feature includes the first feature being directly above and obliquely above the second feature, or simply indicating that the first feature is at a higher level than the second feature.

In the description herein, reference to the description of the terms "one embodiment," "some embodiments," "an illustrative embodiment," "an example," "a specific example," or "some examples" or the like means that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the application. In this specification, the schematic representations of the terms used above do not necessarily refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.

While embodiments of the present application have been shown and described, it will be understood by those of ordinary skill in the art that: various changes, modifications, substitutions and alterations can be made to the embodiments without departing from the principles and spirit of the application, the scope of which is defined by the claims and their equivalents.

Claims

1. A powertrain system (100), comprising:

an engine (11) and a motor generator (12);

the engine (11) and the motor generator (12) are in power connection through the first input shaft (21), the first input shaft (21) is sleeved with a second input shaft (25) in an empty mode, the second input shaft (25) is selectively in power connection with the first input shaft (21), and the second input shaft (25) is provided with a first-gear driving gear (31);

a drive motor (13), at least one of the drive motor (13) and the second input shaft (25) being in power connection with a differential via a gear set;

a one-way clutch (14) and a first gear driven gear (34), the first gear driven gear (34) being selectively engageable with the first gear driving gear (31), and the one-way clutch (14) being for selectively power connecting the first gear driven gear (34) with the differential.

2. The powertrain system (100) of claim 1, further comprising:

a first intermediate shaft (22) and a second intermediate shaft (23), the second input shaft (25) being selectively power connectable with the differential through the first intermediate shaft (22), the drive motor (13) being selectively power connectable with the differential through the second intermediate shaft (23); wherein,

one of the first intermediate shaft (22) and the second intermediate shaft (23) is free-sleeved with the first-gear driven gear (34), and the first-gear driven gear (34) is selectively power-connected with the differential through the first intermediate shaft (22) or the second intermediate shaft (23).

3. The powertrain system (100) of claim 2, wherein the first driven gear (34) is free-running on the first countershaft (22), the first countershaft (22) being provided with the one-way clutch (14), the one-way clutch (14) being for selectively powering the first driven gear (34) with the first countershaft (22).

4. The powertrain system (100) according to claim 2, characterized in that the first driven gear (34) is free-sleeved on the second countershaft (23), the second countershaft (23) being provided with the one-way clutch (14), the one-way clutch (14) being used for selectively connecting the first driven gear (34) with the second countershaft (23) in a power-driven manner.

5. The powertrain system (100) of claim 1, further comprising: a third intermediate shaft (24), the third intermediate shaft (24) being selectively power connectable with the differential, the third intermediate shaft (24) having the first-gear driven gear (34) in an empty sleeve, the third intermediate shaft (24) being provided with the one-way clutch (14), the one-way clutch (14) being for selectively power connecting the first-gear driven gear (34) with the third intermediate shaft (24).

6. The powertrain system (100) of any of claims 3-5, wherein the one-way clutch (14) includes an inner race (141), an outer race (142) and balls (143), the inner race (141) is connected to the first-gear driven gear (34), the outer race (142) is fixedly connected to the corresponding intermediate shaft, the outer race (142) is sleeved outside the inner race (141) and defines a limit groove (145) with the inner race (141); wherein

The limiting groove (145) extends along the circumferential direction of the inner ring (141), the limiting groove (145) is configured to gradually increase in width from a first end to a second end, the ball (143) is installed in the limiting groove (145), the inner ring (141) and the outer ring (142) rotate synchronously when the ball (143) is located at the first end, and the inner ring (141) and the outer ring (142) can rotate relatively when the ball (143) is located at the second end.

7. The powertrain system (100) according to any one of claims 2 to 4, wherein the second input shaft (25) is provided with a plurality of gear driving gears axially spaced from the first gear driving gear (31), the first countershaft (22) being free-sleeved with a plurality of gear driven gears meshing with the plurality of gear driven gears in a one-to-one correspondence and forming the gear train, the gear driven gears being selectively engageable with the first countershaft (22).

8. The powertrain system (100) of claim 7, further comprising: a synchronizer (16), the gear drive gear including a second gear drive gear (32) and a third gear drive gear (33), the gear driven gear including a second gear driven gear (35) and a third gear driven gear (36), the synchronizer (16) being configured to couple one of the second gear driven gear (35) and the third gear driven gear (36) with the first countershaft (22).

9. The powertrain system (100) of any of claims 1-5, further comprising: a clutch arrangement (15), the clutch arrangement (15) for selectively coupling the second input shaft (25) with the first input shaft (21).

10. A vehicle, characterized in that a power transmission system (100) according to any one of claims 1-9 is provided.