CN217926984U - Vehicle power system and vehicle - Google Patents

Abstract

The utility model provides a vehicle power system and a vehicle, the utility model discloses a vehicle power system, the input shaft of which is in transmission connection with a first intermediate shaft through a first transmission component and a second transmission component, and a third transmission component in transmission connection with the first transmission component is arranged on the second intermediate shaft; the output shaft comprises a first half shaft and a second half shaft, the first half shaft is in transmission connection with the first intermediate shaft, a fifth transmission assembly and a sixth transmission assembly are arranged on the first half shaft, a fifth synchronizer is arranged on the second half shaft, the engine is connected with the input shaft through a clutch, the first motor is in transmission connection with the input shaft, and the second motor is in transmission connection with the second intermediate shaft. Vehicle driving system, can realize multiple drive mode, each keeps off the position mode under each drive mode and all can realize ultralow speed and keep off the position mode, customer's selectivity is more, sets up the framework of bi-motor, does benefit to energy recovery, can improve the work efficiency of two motors, the integral erection of still being convenient for arranges.

Description

Vehicle power system and vehicle

Technical Field

The utility model relates to a vehicle parts technical field, in particular to vehicle driving system. And simultaneously, the utility model discloses still relate to a vehicle of using this vehicle driving system.

Background

A transmission is a mechanism for changing the speed and torque from an engine, which can be fixed or geared to change the ratio of the second half shaft to the input shaft, also known as a variator. A hybrid transmission is a type of transmission that can be integrated with an engine and a driving motor, used as a vehicle power system in a form of driving a vehicle, and can perform functions of speed change and torque change.

The existing hybrid power system needs to be provided with an engine and a motor at the same time, so that the occupied space is large, and particularly, the power system with a complex structure and more gear modes has a long whole length, cannot realize transverse arrangement, and is difficult to arrange in a whole vehicle. In addition, the existing vehicle power system has poor cross-country performance and poor gear shifting smoothness, and can not well meet the use requirement.

SUMMERY OF THE UTILITY MODEL

In view of this, the present invention is directed to a vehicle power system, which is beneficial to improving the application performance thereof.

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

a vehicle power system comprises an input shaft, a first intermediate shaft, a second intermediate shaft, an output shaft, an engine, a first motor and a second motor which are parallel to each other;

the input shaft is in transmission connection with the first intermediate shaft through a first transmission assembly and a second transmission assembly respectively; a third transmission assembly is arranged on the second intermediate shaft, and the first transmission assembly is in transmission connection with the third transmission assembly;

the output shaft comprises a first half shaft and a second half shaft, the first half shaft is in transmission connection with the first intermediate shaft, a fifth transmission assembly and a sixth transmission assembly are arranged on the first half shaft, and a fifth synchronizer selectively connected with the fifth transmission assembly or the sixth transmission assembly is arranged on the second half shaft; the second half shaft is used for connecting a differential mechanism;

the power output end of the engine is connected with the input shaft through a clutch, the power output end of the first motor is in transmission connection with the input shaft, and the power output end of the second motor is in transmission connection with the second intermediate shaft.

Furthermore, the first transmission assembly comprises a first driving wheel, a second driving wheel and a first synchronizer which are arranged on the input shaft, and a first driven wheel and a second driven wheel which are arranged on the first intermediate shaft; the first driving wheel is in transmission connection with the first driven wheel, and the second driving wheel is in transmission connection with the second driven wheel; the first synchronizer is used for being selectively connected with the first driving wheel or the second driving wheel.

Furthermore, the third transmission assembly comprises a seventh driving wheel, an eighth driving wheel and a third synchronizer which are arranged on the second intermediate shaft; the third synchronizer is used for being selectively connected with the seventh driving wheel or the eighth driving wheel; the seventh driving wheel is in transmission connection with the first driven wheel, and the eighth driving wheel is in transmission connection with the second driven wheel.

Further, the second transmission assembly comprises a third driving wheel and a fourth driving wheel which are arranged on the input shaft, and a third driven wheel, a fourth driven wheel and a second synchronizer which are arranged on the first intermediate shaft; the third driving wheel is in transmission connection with the third driven wheel, and the fourth driving wheel is in transmission connection with the fourth driven wheel; the second synchronizer is adapted to selectively connect either the third driven wheel or the fourth driven wheel.

Further, the input shaft is selectively connected with the second intermediate shaft through a fourth transmission assembly; the fourth transmission assembly comprises a fifth driving wheel arranged on the input shaft, a fifth driven wheel arranged on the second intermediate shaft and a fourth synchronizer; the fourth synchronizer is used for controlling the power on-off between the second intermediate shaft and the fifth driven wheel; and the fifth driving wheel is in transmission connection with the fifth driven wheel.

Furthermore, the fifth driving wheel is arranged between the third driving wheel and the fourth driving wheel.

Furthermore, a power output end of the second motor is provided with a sixth driving wheel; a sixth driven wheel is arranged on the second intermediate shaft; and the sixth driving wheel is in transmission connection with the sixth driven wheel.

Further, the fifth transmission assembly comprises a first gear arranged on the first half shaft; a second gear is arranged on the second half shaft and is in transmission connection with the sixth transmission assembly; the fifth synchronizer is selectively connected with the first gear or the second gear.

Further, the sixth transmission assembly includes a planetary gear mechanism; a sun gear of the planetary gear mechanism is arranged on the first half shaft; the gear ring or the planet carrier of the planetary gear mechanism is connected with the second gear; the first half shaft and the second half shaft are coaxially arranged.

Compared with the prior art, the utility model discloses following advantage has:

(1) Vehicle driving system, can realize that the power that the input shaft was accepted is transmitted to first jackshaft through first drive assembly or second drive assembly, the power that input shaft or first jackshaft were accepted is transmitted to the second jackshaft through first drive assembly and third drive assembly, the speed change of the fender position of being convenient for and the adjustment of the speed of a motor vehicle to can realize a plurality of different fender position modes, this vehicle driving system adopts the triaxial structure, length is shorter, overall structure is comparatively compact, and the whole car of being convenient for arranges.

The arrangement of the fifth transmission assembly and the sixth transmission assembly on the output shaft facilitates the realization of an ultra-low speed gear mode, and each gear mode in the driving mode has a corresponding ultra-low speed gear mode, so that more customer selectivity is realized, and the gear shifting smoothness can be effectively improved.

The clutch is arranged between the power output end of the engine and the input shaft, and can control the on-off between the input shaft and the power output end of the engine. The power of the first motor can be transmitted to the input shaft, the power of the second motor can be transmitted to the second intermediate shaft, the engine, the first motor and the second motor are arranged in a matched mode, at least one of the engine, the first motor and the second motor can be used for driving the vehicle to run, and multiple driving modes can be achieved.

When one motor works, the other motor can recover energy, and when the engine is driven independently, both motors can recover energy, so that both motors can work in a high-efficiency interval, energy can be better saved, and use cost can be saved; under the condition of realizing the same power, the two motors are lower in weight and cost, smaller in occupied space and convenient to arrange, so that the power system is compact in overall structure, low in cost and good in dynamic property.

(2) The first transmission assembly comprises a first driving wheel, a second driving wheel, a first driven wheel, a second driven wheel and a first synchronizer, the first driving wheel or the second driving wheel is selectively connected through the first synchronizer, the transmission of the power of the input shaft to the first intermediate shaft is achieved, the arrangement is convenient, and the gear shifting and the vehicle speed adjustment are facilitated.

(3) The third transmission assembly comprises a seventh driving wheel, an eighth driving wheel and a third synchronizer, and the seventh driving wheel or the eighth driving wheel can be selectively connected through the third synchronizer, so that the power borne by the second intermediate shaft is transmitted to the first intermediate shaft, the arrangement is convenient, and the gear shifting and the vehicle speed adjustment are convenient.

(4) The second transmission assembly comprises a third driving wheel, a fourth driving wheel, a third driven wheel, a fourth driven wheel and a second synchronizer, the third driven wheel or the fourth driven wheel can be selectively connected through the second synchronizer, the power of the input shaft is transmitted to the first intermediate shaft, the arrangement is convenient, and the gear shifting and the vehicle speed adjustment are facilitated.

(5) The fourth transmission assembly comprises a fifth driving wheel, a fifth driven wheel and a fourth synchronizer, so that power can be transmitted between the input shaft and the second intermediate shaft, and multiple reverse gear modes can be realized conveniently.

(6) The fifth driving wheel is arranged between the third driving wheel and the fourth driving wheel, so that the overall structure is compact, and the space occupied by a vehicle power system is further reduced.

(7) The sixth driving wheel and the sixth driven wheel are arranged, so that the transmission ratio is convenient to change, the meshing efficiency is improved, and the improvement of the transmission efficiency and the stability of power transmission are facilitated.

(8) The first gear, the second gear and the fifth synchronizer are arranged, so that the power borne by the first half shaft is directly transmitted to the second half shaft, and the power borne by the first half shaft is transmitted to the second half shaft through the sixth transmission assembly, the second gear and the fifth synchronizer.

(9) The sixth transmission component comprises a planetary gear mechanism, a sun gear is arranged on the first half shaft, a gear ring or a planet carrier of the planetary gear mechanism is connected with a second gear, so that power borne by the first half shaft can be transmitted to the second half shaft through the sun gear, the gear ring or the planet carrier and the second gear, the ultra-low speed gear mode of each gear mode can be realized, and the off-road performance and the gear shifting smoothness of the vehicle are improved.

Another object of the present invention is to provide a vehicle, wherein the vehicle power system is configured on the vehicle.

Vehicle, through using as above vehicle driving system, two second motor homoenergetic that set up work at the high efficiency interval, and be convenient for energy recuperation, energy saving and use cost that can be better, it can realize the engine and drive alone, first motor individual drive, the second motor individual drive, engine and first motor drive jointly, engine and second motor drive jointly, first motor and second motor drive jointly, seven driving mode such as engine and first motor and second motor drive jointly, and each fender position under each driving mode all has the super low-speed gear mode that corresponds, it is smooth-going to shift gears, customer selectivity is many.

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 vehicle power system according to an embodiment of the present invention;

fig. 2 is a schematic diagram of a power transmission route of a vehicle power system according to an embodiment of the present invention in a first gear mode when the engine is driven;

fig. 3 is a schematic diagram of a power transmission route of a vehicle power system according to an embodiment of the present invention in a second gear mode when the engine is driven;

FIG. 4 is a schematic diagram of a power transmission path of a vehicle powertrain according to an embodiment of the present invention in a third gear mode when the engine is driven;

fig. 5 is a schematic diagram of a power transmission route of a vehicle power system according to an embodiment of the present invention in a fourth gear mode when the engine is driven;

FIG. 6 is a schematic diagram of a power transmission path of a vehicle powertrain according to an embodiment of the present invention in a first reverse gear mode when driven by an engine;

FIG. 7 is a schematic diagram of a power transmission path of a vehicle powertrain according to an embodiment of the present invention in a second reverse gear mode when driven by an engine;

FIG. 8 is a schematic diagram of a power transmission path of a vehicle powertrain according to an embodiment of the present invention in an ultra-low speed gear mode when driven by an engine;

fig. 9 is a schematic diagram of a power transmission route of the vehicle power system according to the embodiment of the present invention in the first gear mode when the second electric machine is driven;

fig. 10 is a schematic diagram of a power transmission route of the vehicle power system according to the embodiment of the present invention in the second gear mode when the second motor is driven;

fig. 11 is a schematic diagram of a power transmission route of the vehicle power system according to the embodiment of the present invention in the third gear mode when the second electric machine is driven;

fig. 12 is a schematic diagram of a power transmission route of the vehicle powertrain according to the embodiment of the present invention in the fourth gear mode when driven by the second electric machine;

fig. 13 is a schematic diagram of a power transmission route of the vehicle power system according to the embodiment of the present invention in the first reverse gear mode when the second motor is driven;

fig. 14 is a schematic diagram of a power transmission route of the vehicle power system according to the embodiment of the present invention in the second reverse gear mode when the second motor is driven;

fig. 15 is a schematic diagram of a power transmission route of energy recovery of the first motor when the vehicle power system is driven by the second motor according to the embodiment of the present invention.

Description of reference numerals:

1. an input shaft; 101. a first drive wheel; 102. a second drive wheel; 103. a third driving wheel; 104. a fourth driving wheel; 105. a first synchronizer; 106. a fifth driving wheel;

2. a first intermediate shaft; 201. a first driven wheel; 202. a second driven wheel; 203. a third driven wheel; 204. a fourth driven wheel; 205. a second synchronizer; 206. a ninth driving wheel;

3. a second intermediate shaft; 301. a seventh driving wheel; 302. an eighth driving wheel; 303. a fifth driven wheel; 304. a sixth driven wheel; 305. a third synchronizer; 306. a fourth synchronizer;

4. an output shaft; 401. a first half shaft; 402. a second half shaft; 4011. a ninth driven wheel; 4012. a sun gear; 4013. a planet wheel; 4014. a planet carrier; 4015. a ring gear; 4016. a first gear; 4021. a second gear; 4022. a fifth synchronizer;

5. an engine; 6. a clutch; 7. a first motor;

8. a second motor; 801. a sixth driving wheel; 9. a differential gear.

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.

In the description of the present invention, it should be noted that the terms "upper", "lower", "inner", "back", and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, and are only for convenience of description and simplification of description, but do not indicate or imply that the device or element referred to must have a specific orientation, be constructed in a specific orientation, and be operated, and thus should not be construed as limiting the present invention. Furthermore, the terms "first" and "second" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance.

In addition, in the description of the present invention, the terms "mounted," "connected," and "connecting" are to be construed broadly unless otherwise specifically limited. For example, the connection may be fixed, detachable, or integrated; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meaning of the above terms in the present invention can be understood in conjunction with the specific situation for a person of ordinary skill in the art.

The present invention will be described in detail below with reference to the accompanying drawings in conjunction with embodiments.

The present embodiment relates to a vehicle power system, which mainly includes, in an overall structure, as shown in fig. 1, an input shaft 1, a first intermediate shaft 2, a second intermediate shaft 3, and an output shaft 4 that are parallel to each other, an engine 5, a first motor 7, and a second motor 8.

The input shaft 1 is in transmission connection with the first intermediate shaft 2 through the first transmission assembly and the second transmission assembly, and the first transmission assembly is connected with the third transmission assembly on the second intermediate shaft 3, so that power received by the input shaft 1 is transmitted to the first intermediate shaft 2 through the first transmission assembly or the second transmission assembly, and the input shaft 1 or the first intermediate shaft 2 is transmitted to the second intermediate shaft 3 through the first transmission unit and the third transmission assembly.

The output shaft 4 comprises a first half shaft 401 and a second half shaft 402, the first half shaft 401 is in transmission connection with the first intermediate shaft 2, a fifth transmission component and a sixth transmission component are arranged on the first half shaft 401, a fifth synchronizer 4022 is arranged on the second half shaft 402, the fifth synchronizer 4022 is selectively connected with the fifth transmission component or the sixth transmission component, and the second half shaft 402 is used for connecting the differential mechanism 9. So that the power on the first intermediate shaft 2 can be transmitted to the first half shaft 401, then to the second half shaft 402 via the fifth transmission assembly and the fifth synchronizer 4022, or to the second half shaft 402 via the sixth transmission assembly and the fifth synchronizer 4022, and finally to the differential 9, enabling adjustment of different vehicle speeds.

The power output end of the engine 5 is connected with the input shaft 1 through the clutch 6, the power output end of the first motor 7 is in transmission connection with the input shaft 1, the power output end of the second motor 8 is in transmission connection with the second intermediate shaft 3, and at least one of the engine 5, the first motor 7 and the second motor 8 can be used for driving a vehicle to run by adopting the matching of three driving pieces, namely the engine 5, the first motor 7 and the second motor 8, so that various driving modes can be realized.

Based on the above overall structure description, and in order to facilitate better understanding of the present embodiment, the structure of the first transmission assembly will be described first.

As a preferred possible embodiment, the first transmission assembly is used for transmitting the power from the input shaft 1 to the first intermediate shaft 2, and includes a first driving wheel 101, a second driving wheel 102, a first synchronizer 105 fixed on the input shaft 1, and a first driven wheel 201 and a second driven wheel 202 fixed on the first intermediate shaft 2. The first driving wheel 101 and the first driven wheel 201 are connected in a gear engagement manner, the second driving wheel 102 and the second driven wheel 202 are connected in a gear engagement manner, and the first synchronizer 105 is used for selectively connecting the first driving wheel 101 or the second driving wheel 102. Accordingly, the power received by the input shaft 1 is transmitted to the first intermediate shaft 2 via the first driving pulley 101 and the first driven pulley 201, or transmitted to the first intermediate shaft 2 via the second driving pulley 102 and the second driven pulley 202.

As a preferred possible embodiment, the second transmission assembly is used for transmitting the power from the input shaft 1 to the first intermediate shaft 2, and includes a third driving wheel 103 and a fourth driving wheel 104 fixed on the input shaft 1, a third driven wheel 203 and a fourth driven wheel 204 freely sleeved on the first intermediate shaft 2, and a second synchronizer 205 fixed on the first intermediate shaft 2. The third driving wheel 103 and the third driven wheel 203 are in gear engagement, the fourth driving wheel 104 and the fourth driven wheel 204 are in gear engagement, and the second synchronizer 205 is used for selectively connecting the third driven wheel 203 or the fourth driven wheel 204. The power received by the input shaft 1 is transmitted to the first countershaft 2 via the third driving pulley 103 and the third driven pulley 203, or transmitted to the first countershaft 2 via the fourth driving pulley 104 and the fourth driven pulley 204.

As a preferred possible embodiment, the third transmission assembly includes a seventh driving wheel 301 and an eighth driving wheel 302 freely sleeved on the second countershaft 3, and a third synchronizer 305 fixed on the second countershaft 3. The third synchronizer 305 is configured to selectively connect the seventh driving wheel 301 or the eighth driving wheel 302, the seventh driving wheel 301 is engaged with the first driven wheel 201 through a gear, and the eighth driving wheel 302 is engaged with the second driven wheel 202 through a gear. Therefore, the power received by the second countershaft 3 can be transmitted to the first countershaft 2 through the seventh driving wheel 301 and the first driven wheel 201, or the power received by the second countershaft 3 can be transmitted to the first countershaft 2 through the eighth driving wheel 302 and the second driven wheel 202, so that two reverse gears can be added.

It should be noted that, in addition to the engagement connection between the seventh driving wheel 301 and the first driven wheel 201 and the engagement connection between the eighth driving wheel 302 and the second driven wheel 202, the engagement connection between the seventh driving wheel 301 and the first driving wheel 101 and the engagement connection between the eighth driving wheel 302 and the first driving wheel 101 may also be implemented, so that two forward gears may be added.

In addition, the input shaft 1 is selectively connected to the second intermediate shaft 3 through a fourth transmission assembly, which includes, as a preferred possible embodiment, a fifth driving wheel 106 fixed on the input shaft 1, a fifth driven wheel 303 freely sleeved on the second intermediate shaft 3, and a fourth synchronizer 306 fixed on the second intermediate shaft 3. The fourth synchronizer 306 is configured to selectively connect the fifth driven wheel 303, and the fifth driving wheel 106 is in meshing connection with the fifth driven wheel 303.

Therefore, the power received by the input shaft 1 is transmitted to the second intermediate shaft 3 through the fifth driving wheel 106 and the fifth driven wheel 303, and then the power received by the second intermediate shaft 3 is transmitted to the first intermediate shaft 2 through the third transmission assembly and the first transmission assembly, so that the reverse gear mode can be realized. And a plurality of reverse gear modes with different rotating speeds can be realized by a seventh driving wheel 301 and an eighth driving wheel 302 which are sleeved on the second intermediate shaft 3 in an empty way and a third synchronizer 305 which is fixedly arranged on the second intermediate shaft 3.

As a preferred arrangement, the fifth driving wheel 106 is disposed between the third driving wheel 103 and the fourth driving wheel 104, so that the internal structure of the vehicle power system is more compact, the occupied space can be reduced, and the arrangement of the whole vehicle is convenient.

The fifth drive assembly, as a preferred possible embodiment, includes a first gear 4016 secured to first axle shaft 401. And a second gear 4021 is hollow on the second half shaft 402, the second gear 4021 is in transmission connection with the sixth transmission assembly, and the aforementioned fifth synchronizer 4022 is used for connecting the first gear 4016 or the second gear 4021. With the provision of the fifth synchronizer 4022, power received by the first axle shaft 401 is facilitated to be transmitted to the second axle shaft 402 through the first gear 4016 or to the second axle shaft 402 through the sixth transmission assembly and the second gear 4021.

In addition, the sixth transmission assembly includes, as a preferred possible implementation manner, a planetary gear mechanism, which mainly includes a sun gear 4012, a ring gear 4015, and planet gears 4013 in transmission connection with the sun gear 4012 and the ring gear 4015, respectively, wherein the sun gear 4012 is fixed on the first half shaft 401, and the ring gear 4015 is fixed on the casing of the speed change mechanism. A second gear 4021 is loosely fitted to the second half shaft 402, and the second gear 4021 is connected to a carrier 4014 of the planetary gear mechanism. At this time, the fifth synchronizer 4022 can be connected to the carrier 4014 by being connected to the second gear 4021.

It should be noted that if the carrier 4014 of the planetary gear mechanism is fixed to the casing of the transmission mechanism, the second gear 4021 can be connected to the ring gear 4015, and the fifth synchronizer 4022 can be connected to the ring gear 4015 by being connected to the second gear 4021. So configured, selective connection of the fifth synchronizer 4022 to the planetary gear mechanism can also be facilitated.

As a preferred arrangement, the first axle shaft 401 and the second axle shaft 402 of the present embodiment are coaxially arranged. Therefore, the arrangement of each transmission assembly is facilitated, the structure is more compact, and the occupied space is smaller.

Also as a preferred arrangement, in this embodiment, a ninth driving wheel 206 is fixedly arranged on the first intermediate shaft 2, a ninth driven wheel 4011 is arranged on the first intermediate shaft 401, the ninth driving wheel 206 is meshed with the ninth driven wheel 4011, and preferably, the ninth driving wheel 206 and the ninth driven wheel 4011 are in transmission connection in a gear meshing connection manner, so that the first intermediate shaft 401 is in transmission connection with the first intermediate shaft 2.

It should be noted that the ninth driving wheel 206 and the ninth driven wheel 4011 can also adopt other manners besides the above-mentioned transmission connection manner, such as directly connecting the first half shaft 401 and the first intermediate shaft 2 together, or sharing one shaft for both the first half shaft 401 and the first intermediate shaft 2.

Meanwhile, in the vehicle power system of the embodiment, the clutch 6 is arranged between the power output end of the engine 5 and the input shaft 1 and is used for controlling the power on-off between the input shaft 1 and the power output end of the engine 5. And the clutch 6 can adopt the existing standard structure, thereby reducing the cost of the vehicle power system.

In addition to the preferable arrangement that the power input end of the first motor 7 is connected with the clutch 6 and the power output end is connected with the output shaft 4, the occupied space is small, a transmission gear can be naturally arranged on the power output shaft 4 of the first motor 7, and the transmission gear is arranged on the input shaft 1 or in transmission connection with any driving wheel on the input shaft 1, so that the power of the first motor 7 can be transmitted to the input shaft 1.

In a preferred arrangement, the power output shaft 4 of the second electric machine 8 is provided with a sixth driving wheel 801, the second intermediate shaft 3 is provided with a sixth driven wheel 304, and the sixth driving wheel 801 and the sixth driven wheel 304 are connected in a gear engagement manner. By the arrangement, the transmission ratio can be changed, the meshing efficiency is improved, and the stability of power transmission can be improved.

In addition, the second intermediate shaft 3 can also be used as a motor shaft of the second motor 8, or the sixth driving wheel 801 is meshed with any wheel body on the second intermediate shaft 3, so that the power of the second motor 8 can be transmitted to the second intermediate shaft 3, the power can be transmitted to the input shaft 1 through the fourth transmission assembly, the power of the input shaft 1 can be transmitted to the first intermediate shaft 2 through the first transmission assembly or the second transmission assembly, the power can also be transmitted to the first intermediate shaft 2 through the third transmission assembly, and then the power can be transmitted backwards through the first intermediate shaft 2.

The vehicle power system of the embodiment adopts a non-winding structure, directly outputs power through the gear set, and the number of power transmission passing through the gear set is small, so that the transmission efficiency and the stability of the power transmission of the vehicle power system can be improved.

The power system of the embodiment has seven drive modes, i.e., the engine 5 is driven individually, the first motor 7 is driven individually, the second motor 8 is driven individually, the engine 5 and the first motor 7 are driven together, the engine 5 and the second motor 8 are driven together, the first motor 7 and the second motor 8 are driven together, and the engine 5 and the first motor 7 and the second motor 8 are driven together, and has multiple gear modes in each drive mode, which can be referred to specifically as described below.

In the engine 5 single driving mode, each gear mode of the vehicle power system is as follows:

a) When the engine 5 is running, the power transmission path of the vehicle powertrain in the first gear mode can be as shown in fig. 2, with the clutch 6 engaged, the first synchronizer 105 engaged with the first drive wheel 101, and the fifth synchronizer 4022 engaged with the first gear 4016. The gear mode may be used as a first gear of a vehicle powertrain.

In this case, the power transmission route is: the engine 5 → the clutch 6 → the input shaft 1 → the first synchronizer 105 → the first driving wheel 101 → the first driven wheel 201 → the first intermediate shaft 2 → the ninth driving wheel 206 → the ninth driven wheel 4011 → the first half shaft 401 → the first gear 4016 → the fifth synchronizer 4022 → the second half shaft 402 → the differential 9.

b) The power transmission path for the vehicle powertrain in the second gear mode when the engine 5 is driving may be as shown in fig. 3 with the clutch 6 engaged, the second synchronizer 205 engaged with the third driven wheel 203, and the fifth synchronizer 4022 engaged with the first gear 4016. This gear mode may be used as the second gear of the vehicle powertrain.

At this time, the power transmission route is: the engine 5 → the clutch 6 → the input shaft 1 → the third driving wheel 103 → the third driven wheel 203 → the second synchronizer 205 → the first intermediate shaft 2 → the ninth driving wheel 206 → the ninth driven wheel 4011 → the first half shaft 401 → the first gear 4016 → the fifth synchronizer 4022 → the second half shaft 402 → the differential 9.

c) The power transmission path of the vehicle powertrain in the third gear mode when the engine 5 is driving can be as shown in fig. 4, with the clutch 6 engaged, the first synchronizer 105 engaged with the second drive pulley 102, and the fifth synchronizer 4022 engaged with the first gear 4016. This gear mode may be used as third gear of the vehicle powertrain.

In this case, the power transmission route is: the engine 5 → the clutch 6 → the input shaft 1 → the first synchronizer 105 → the second driving wheel 102 → the second driven wheel 202 → the first countershaft 2 → the ninth driving wheel 206 → the ninth driven wheel 4011 → the first half shaft 401 → the first gear 4016 → the fifth synchronizer 4022 → the second half shaft 402 → the differential 9.

d) When the engine 5 is running, the power transmission path for the vehicle powertrain in fourth gear mode can be as shown in fig. 5, with clutch 6 engaged, second synchronizer 205 engaged with fourth driven wheel 204, and fifth synchronizer 4022 engaged with first gear 4016. This gear mode may be used as fourth gear of the vehicle powertrain.

In this case, the power transmission route is: the engine 5 → the clutch 6 → the input shaft 1 → the fourth driving wheel 104 → the fourth driven wheel 204 → the second synchronizer 205 → the first intermediate shaft 2 → the ninth driving wheel 206 → the ninth driven wheel 4011 → the first half shaft 401 → the first gear 4016 → the fifth synchronizer 4022 → the second half shaft 402 → the differential 9.

e) The power transmission path for the vehicle powertrain in the first reverse gear mode when the engine 5 is running can be as shown in fig. 6 with clutch 6 engaged, third synchronizer 305 coupled to seventh drive pulley 301, fourth synchronizer 306 coupled to fifth driven pulley 303, and fifth synchronizer 4022 coupled to first gear 4016.

In this case, the power transmission route is: the engine 5 → the clutch 6 → the input shaft 1 → the fifth driving wheel 106 → the fifth driven wheel 303 → the fourth synchronizer 306 → the second intermediate shaft 3 → the third synchronizer 305 → the seventh driving wheel 301 → the first driven wheel 201 → the first intermediate shaft 2 → the ninth driving wheel 206 → the ninth driven wheel 4011 → the first half shaft 401 → the first gear 4016 → the fifth synchronizer 4022 → the second half shaft 402 → the differential 9.

f) The power transmission path for the vehicle powertrain in the second reverse gear mode when the engine 5 is running can be as shown in fig. 7 with the clutch 6 engaged, the third synchronizer 305 coupled to the eighth drive wheel 302, the fourth synchronizer 306 coupled to the fifth driven wheel 303, and the fifth synchronizer 4022 coupled to the first gear 4016.

In this case, the power transmission route is: the engine 5 → the clutch 6 → the input shaft 1 → the fifth driving wheel 106 → the fifth driven wheel 303 → the fourth synchronizer 306 → the second intermediate shaft 3 → the third synchronizer 305 → the eighth driving wheel 302 → the second driven wheel 202 → the first intermediate shaft 2 → the ninth driving wheel 206 → the ninth driven wheel 4011 → the first half shaft 401 → the first gear 4016 → the fifth synchronizer 4022 → the second half shaft 402 → the differential 9.

g) When the engine 5 is driving, the power transmission path of the vehicle powertrain in the ultra low speed shift mode can be as shown in fig. 8, with the clutch 6 engaged, the first synchronizer 105 engaged with the first drive wheel 101, and the fifth synchronizer 4022 engaged with the second gear 4021.

In this case, the power transmission route is: the engine 5 → the clutch 6 → the input shaft 1 → the first synchronizer 105 → the first driving wheel 101 → the first driven wheel 201 → the first intermediate shaft 2 → the ninth driving wheel 206 → the ninth driven wheel 4011 → the first half shaft 401 → the sun gear 4012 → the planet gears 4013 → the planet carrier 4014 → the second gear 4021 → the fifth synchronizer 4022 → the second half shaft 402 → the differential 9.

In the single driving mode of the second electric machine 8, the gear modes of the vehicle power system are as follows:

a) The power transmission path for the vehicle powertrain in the first gear mode when the second electric machine 8 is in drive is as shown in fig. 9, with the clutch 6 disengaged, the first synchronizer 105 engaged with the first drive wheel 101, the fourth synchronizer 306 engaged with the fifth driven wheel 303, and the fifth synchronizer 4022 engaged with the first gear 4016. The gear mode may be used as a first gear of a vehicle powertrain.

At this time, the power transmission route is: the first electric motor 7 → the sixth driving wheel 801 → the sixth driven wheel 304 → the second countershaft 3 → the fourth synchronizer 306 → the fifth driven wheel 303 → the fifth driving wheel 106 → the input shaft 1 → the first synchronizer 105 → the first driving wheel 101 → the first driven wheel 201 → the first countershaft 2 → the ninth driving wheel 206 → the ninth driven wheel 4011 → the first half shaft 401 → the first gear 4016 → the fifth synchronizer 4022 → the second half shaft 402 → the differential 9.

b) The power transmission path for the vehicle powertrain in the second gear mode with the second electric machine 8 in drive can be as shown in fig. 10 with the clutch 6 disengaged, the second synchronizer 205 engaged with the third driven wheels 203, the fourth synchronizer 306 engaged with the fifth driven wheels 303, and the fifth synchronizer 4022 engaged with the first gear 4016. This gear mode can be used as the second gear of the vehicle powertrain.

In this case, the power transmission route is: the first electric motor 7 → the sixth driving wheel 801 → the sixth driven wheel 304 → the second intermediate shaft 3 → the fourth synchronizer 306 → the fifth driven wheel 303 → the fifth driving wheel 106 → the input shaft 1 → the third driving wheel 103 → the third driven wheel 203 → the second synchronizer 205 → the first intermediate shaft 2 → the ninth driving wheel 206 → the ninth driven wheel 4011 → the first half shaft 401 → the first gear 4016 → the fifth synchronizer 4022 → the second half shaft 402 → the differential 9.

c) The power transmission path in which the vehicle powertrain is in the third gear mode when the second electric motor 8 is driven can be as shown in fig. 11, with the clutch 6 disengaged, the first synchronizer 105 engaged with the second drive pulley 102, the fourth synchronizer 306 engaged with the fifth driven pulley 303, and the fifth synchronizer 4022 engaged with the first gear 4016. This gear mode may be used as third gear of the vehicle powertrain.

In this case, the power transmission route is: the first electric motor 7 → the sixth driving wheel 801 → the sixth driven wheel 304 → the second intermediate shaft 3 → the fourth synchronizer 306 → the fifth driven wheel 303 → the fifth driving wheel 106 → the input shaft 1 → the first synchronizer 105 → the second driving wheel 102 → the second driven wheel 202 → the first intermediate shaft 2 → the ninth driving wheel 206 → the ninth driven wheel 4011 → the first half shaft 401 → the first gear 4016 → the fifth synchronizer 4022 → the second half shaft 402 → the differential 9.

d) The power transmission path for the vehicle powertrain in fourth gear mode with the second electric machine 8 in drive can be as shown in fig. 12 with clutch 6 disengaged, second synchronizer 205 engaged with fourth driven wheels 204, fourth synchronizer 306 engaged with fifth driven wheels 303, and fifth synchronizer 4022 engaged with first gear 4016. This gear mode may be used as fourth gear of the vehicle powertrain.

At this time, the power transmission route is: the first electric motor 7 → the sixth driving wheel 801 → the sixth driven wheel 304 → the second intermediate shaft 3 → the fourth synchronizer 306 → the fifth driven wheel 303 → the fifth driving wheel 106 → the input shaft 1 → the fourth driving wheel 104 → the fourth driven wheel 204 → the second synchronizer 205 → the first intermediate shaft 2 → the ninth driving wheel 206 → the ninth driven wheel 4011 → the first half shaft 401 → the first gear 4016 → the fifth synchronizer 4022 → the second half shaft 402 → the differential 9.

e) The power transmission path for the vehicle powertrain in the first reverse gear mode when the second electric machine 8 is driving can be as shown in fig. 13, with the clutch 6 disengaged, the third synchronizer 305 engaged with the seventh driving wheel 301, and the fifth synchronizer 4022 engaged with the first gear 4016.

At this time, the power transmission route is: the second electric motor 8 → the sixth driving wheel 801 → the sixth driven wheel 304 → the second intermediate shaft 3 → the third synchronizer 305 → the seventh driving wheel 301 → the first driven wheel 201 → the first intermediate shaft 2 → the ninth driving wheel 206 → the ninth driven wheel 4011 → the first half shaft 401 → the first gear 4016 → the fifth synchronizer 4022 → the second half shaft 402 → the differential 9.

f) The power transmission path for the vehicle powertrain in the second reverse gear mode when the second electric machine 8 is driven can be as shown in fig. 14, with the clutch 6 disengaged, the third synchronizer 305 engaged with the eighth drive wheel 302, and the fifth synchronizer 4022 engaged with the first gear 4016.

At this time, the power transmission route is: the second electric motor 8 → the sixth driving wheel 801 → the sixth driven wheel 304 → the second intermediate shaft 3 → the third synchronizer 305 → the eighth driving wheel 302 → the second driven wheel 202 → the first intermediate shaft 2 → the ninth driving wheel 206 → the ninth driven wheel 4011 → the first half shaft 401 → the first gear 4016 → the fifth synchronizer 4022 → the second half shaft 402 → the differential 9.

In the single-drive mode of the first electric machine 7, the power transmission path of each gear mode can still be shown by referring to fig. 2 to 8, but the clutch 6 is disconnected, the power transmitted to the input shaft 1 is not from the engine 5, but from the first electric machine 7, and the subsequent power transmission paths are the same.

In the common driving mode of the engine 5 and the first electric machine 7, the power transmission path of each gear mode can still be shown by referring to fig. 2 to 8, the difference is only that the clutch 6 is combined, the power transmitted to the input shaft 1 is also from the first electric machine 7 except the engine 5, and the subsequent power transmission paths are the same.

When the engine 5 and the second motor 8 are driven together, the first motor 7 and the second motor 8 are driven together, and the engine 5, the first motor 7 and the second motor 8 are driven together, the power transmission paths output by the engine 5, the first motor 7 and the second motor 8 can refer to the gear mode in the engine 5-alone driving mode or the second motor 8-alone driving mode, respectively.

It should be noted that, in each of the gear modes given above, in the driving mode of the engine 5, the ultra-low speed gear corresponds to the first gear, and the ultra-low speed gear and the first gear are different in that: the first gear is transmitted to the differential 9 through the first gear 4016 and the fifth synchronizer 4022 and the second half shaft 402 after power is transmitted to the first half shaft 401, and the ultra-low speed gear is transmitted to the differential 9 through the planetary gear mechanism and the second gear 4021 and the fifth synchronizer 4022 and the second half shaft 402 after power is transmitted to the first half shaft 401.

However, in addition to the above two gear modes, the gear modes in each drive mode also have a gear of an ultra low speed corresponding to itself, and the difference is only that after power is transmitted to the first half shaft 401, power is not transmitted to the differential 9 through the first gear 4016 and the fifth synchronizer 4022, and the second half shaft 402, but power is transmitted to the differential 9 through the planetary gear mechanism and the second gear 4021 and the fifth synchronizer 4022, and the second half shaft 402 after power is transmitted to the first half shaft 401, similarly to the ultra low speed gear.

In this embodiment, when one of the two motors works, the redundant energy can be transferred to the other motor, and the battery is charged by the other motor to complete energy recovery, or when the engine 5 is driven, at least one of the motors recovers energy, and under the working conditions of low-speed high torque and high-speed low torque, the motor can be used to cooperate with the engine 5 to output driving force, and the two motors can work in a high-efficiency region, further reduce the oil consumption of the whole vehicle, and improve the economy of the whole vehicle.

For example, as shown in fig. 15, the clutch 6 is disconnected. At this time, the second motor 8 is used to output power, and a power transmission path may be shown by a broken line in fig. 15, and the first motor 7 is used to recover energy, and a power transmission path may be shown by a solid line in fig. 15. It should be noted that in this driving mode, the power during energy recovery may also be transmitted through other power transmission paths, and the specific transmission path may refer to a shift mode in the engine 5-only driving mode or the second electric machine 8-only driving mode.

The vehicle power system of the embodiment is provided with two reverse gears, and due to the arrangement of the planetary gear mechanism, four reverse gears can be realized, so that the use requirements of users can be better met, and the driving pleasure is increased; when the ultra-low speed gear mode is adopted, the torque can be amplified, the parking operation is not needed, the operation is rapid and convenient, and if larger torque is needed, the first motor 7 and/or the second motor 8 can be adopted to be matched with the engine 5 to output power, the all-scene cross-country coverage can be realized, and the driving pleasure of a user can be improved.

Meanwhile, the embodiment also relates to a vehicle, and the vehicle of the embodiment and the vehicle power system have the same beneficial effects compared with the prior art, and are not described again.

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 vehicle powertrain characterized by:

the hybrid power transmission device comprises an input shaft (1), a first intermediate shaft (2), a second intermediate shaft (3), an output shaft (4), an engine (5), a first motor (7) and a second motor (8), which are parallel to each other;

the input shaft (1) is in transmission connection with the first intermediate shaft (2) through a first transmission assembly and a second transmission assembly respectively; a third transmission assembly is arranged on the second intermediate shaft (3), and the first transmission assembly is in transmission connection with the third transmission assembly;

the output shaft (4) comprises a first half shaft (401) and a second half shaft (402), the first half shaft (401) is in transmission connection with the first intermediate shaft (2), a fifth transmission assembly and a sixth transmission assembly are arranged on the first half shaft (401), and a fifth synchronizer (4022) selectively connected with the fifth transmission assembly or the sixth transmission assembly is arranged on the second half shaft (402); the second half shaft (402) is used for connecting a differential (9);

the power output end of the engine (5) is connected with the input shaft (1) through a clutch (6), the power output end of the first motor (7) is in transmission connection with the input shaft (1), and the power output end of the second motor (8) is in transmission connection with the second intermediate shaft (3).

2. The vehicle powertrain system of claim 1, wherein:

the first transmission assembly comprises a first driving wheel (101), a second driving wheel (102) and a first synchronizer (105) which are arranged on the input shaft (1), and a first driven wheel (201) and a second driven wheel (202) which are arranged on the first intermediate shaft (2);

the first driving wheel (101) is in transmission connection with the first driven wheel (201), and the second driving wheel (102) is in transmission connection with the second driven wheel (202);

the first synchronizer (105) is used for selectively connecting the first driving wheel (101) or the second driving wheel (102).

3. The vehicle powertrain system of claim 2, wherein:

the third transmission assembly comprises a seventh driving wheel (301), an eighth driving wheel (302) and a third synchronizer (305) which are arranged on the second intermediate shaft (3);

-said third synchronizer (305) is adapted to selectively connect said seventh driving pulley (301) or said eighth driving pulley (302);

the seventh driving wheel (301) is in transmission connection with the first driven wheel (201), and the eighth driving wheel (302) is in transmission connection with the second driven wheel (202).

4. The vehicle powertrain system of claim 1, wherein:

the second transmission assembly comprises a third driving wheel (103) and a fourth driving wheel (104) which are arranged on the input shaft (1), and a third driven wheel (203), a fourth driven wheel (204) and a second synchronizer (205) which are arranged on the first intermediate shaft (2);

the third driving wheel (103) is in transmission connection with the third driven wheel (203), and the fourth driving wheel (104) is in transmission connection with the fourth driven wheel (204);

the second synchronizer (205) is adapted to selectively connect either the third driven wheel (203) or the fourth driven wheel (204).

5. The vehicle powertrain system of claim 4, wherein:

the input shaft (1) is selectively connected with the second intermediate shaft (3) through a fourth transmission assembly;

the fourth transmission assembly comprises a fifth driving wheel (106) arranged on the input shaft (1), a fifth driven wheel (303) arranged on the second intermediate shaft (3) and a fourth synchronizer (306);

the fourth synchronizer (306) is used for controlling the power connection and disconnection between the second intermediate shaft (3) and the fifth driven wheel (303);

the fifth driving wheel (106) is in transmission connection with the fifth driven wheel (303).

6. The vehicle powertrain system of claim 5, wherein:

the fifth driving wheel (106) is arranged between the third driving wheel (103) and the fourth driving wheel (104).

7. The vehicle powertrain system of claim 1, wherein:

a sixth driving wheel (801) is arranged at the power output end of the second motor (8);

a sixth driven wheel (304) is arranged on the second intermediate shaft (3);

the sixth driving wheel (801) is in transmission connection with the sixth driven wheel (304).

8. The vehicle powertrain system of any one of claims 1-7, wherein:

the fifth transmission assembly comprises a first gear (4016) provided on the first half shaft (401);

a second gear (4021) is arranged on the second half shaft (402), and the second gear (4021) is in transmission connection with the sixth transmission assembly;

the fifth synchronizer (4022) is selectively connected with the first gear (4016) or the second gear (4021).

9. The vehicle powertrain system of claim 8, wherein:

the sixth transmission assembly comprises a planetary gear mechanism;

a sun gear (4012) of the planetary gear mechanism is arranged on the first half shaft (401);

the gear ring (4015) or the planet carrier (4014) of the planetary gear mechanism is connected with the second gear (4021);

the first half shaft (401) and the second half shaft (402) are coaxially arranged.

10. A vehicle, characterized in that: the vehicle is equipped with the vehicle powertrain of any of claims 1-9.

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