CN218761168U

CN218761168U - Gearbox, hybrid power driving system and vehicle

Info

Publication number: CN218761168U
Application number: CN202221950142.0U
Authority: CN
Inventors: 卫镜周; 程洋; 吕浪; 马文武
Original assignee: Huawei Digital Power Technologies Co Ltd
Current assignee: Huawei Digital Power Technologies Co Ltd
Priority date: 2022-07-25
Filing date: 2022-07-25
Publication date: 2023-03-28
Anticipated expiration: 2032-07-25

Abstract

The application provides a gearbox, a hybrid power driving system and a vehicle, wherein the gearbox comprises an engine input shaft, a driving motor input shaft, a wheel driving shaft, a first intermediate shaft and a clutch, and two ends of the engine input shaft are respectively used for being in transmission connection with an engine and a generator; the driving motor input shaft is used for being in transmission connection with a driving motor, and the engine and the driving motor are positioned on two sides of the gearbox; the first intermediate shaft is in transmission connection with an engine input shaft through a gear; the input end of the clutch is fixedly connected with the first intermediate shaft, the output end of the clutch is in transmission connection with the wheel driving shaft, and the wheel driving shaft receives power transmitted by the engine input shaft and the driving motor input shaft when the clutch runs in a connection state and is used for providing power for the wheels. This application is with the input and the jackshaft fixed connection of clutch for the clutch can arrange in the generator below, makes gearbox axial dimensions little, makes hybrid drive system small.

Description

Gearbox, hybrid power driving system and vehicle

Technical Field

The application relates to the technical field of vehicles, in particular to a gearbox, a hybrid power driving system and a vehicle.

Background

A hybrid vehicle (hybrid vehicle) refers to a vehicle in which a vehicle drive system is composed of a combination of two or more single drive systems that can be operated simultaneously. The driving power of the hybrid vehicle is provided by a single drive system alone or two or more single drive systems in combination, depending on the actual driving state of the vehicle. In general, a hybrid vehicle is provided with an engine, a generator and a driving motor, wherein the engine converts other forms of energy into kinetic energy to provide power to the generator, the generator is used for charging a battery, the battery provides electric energy to the driving motor, so that the driving motor drives wheels to move through a gear structure in a transmission, and the engine also provides kinetic energy to the wheels through the gear structure in the transmission to drive the wheels to move. The clutch is arranged in the gearbox, the power modes are switched by connection or separation of the clutch, and the clutch is installed on an output shaft of an engine in the existing scheme, so that the axial size of the engine is increased, the axial size of a driving system is large, and the clutch cannot be installed and applied to a space position with a small axial size.

SUMMERY OF THE UTILITY MODEL

The application provides a gearbox capable of reducing axial dimension, and a hybrid power driving system and a vehicle comprising the gearbox.

In a first aspect, the present application provides a transmission, which includes an engine input shaft, a driving motor input shaft, a first intermediate shaft, a clutch and a wheel driving shaft, wherein one end of the engine input shaft is used for being in transmission connection with an engine and receiving power output by the engine, and the other end of the engine input shaft is used for being in transmission connection with a generator; one end of the driving motor input shaft is in transmission connection with a driving motor and is used for receiving power output by the driving motor, and one end of the driving motor input shaft is arranged on the same side as the other end of the engine input shaft in the axial direction of the engine input shaft; the first intermediate shaft and the engine input shaft are arranged in parallel and are in transmission connection through a gear; the input end of the clutch is fixedly connected with the first intermediate shaft, and the output end of the clutch moves relative to the input end of the clutch so that the clutch operates in a connection state or a separation state; the wheel driving shaft is connected with the output end of the clutch through gear transmission, is used for providing power for wheels, and is used for: receiving power transmitted through the engine input shaft and the drive motor input shaft while the clutch operates in a connected state; and when the clutch operates in a separation state, receiving power transmitted by the input shaft of the driving motor.

This application is with the input and the jackshaft fixed connection of clutch, make the clutch can arrange in the generator below, do not occupy the axial dimensions of engine, make gearbox simple structure, be favorable to reducing the axial dimensions of engine, and arrange the compactness, can reduce hybrid drive system along the size of axial direction, make hybrid drive system small, the mountable is on narrower installation position in the vehicle, and the input and the jackshaft fixed connection of clutch, make clutch input receive power more stable.

In a possible implementation manner, the transmission further includes a first driven gear and a first driving gear, the first driven gear is mounted on the first intermediate shaft and is fixedly connected to the first intermediate shaft, the first driven gear is in transmission connection with the engine input shaft, the first driving gear is mounted on the first intermediate shaft and is rotatably connected to the first intermediate shaft, the output end of the clutch is fixedly connected to the first driving gear, and the first driving gear is in transmission connection with the wheel driving shaft. In this implementation, the power transmission between the engine input shaft and the wheel driving shaft is realized through the first driven gear and the first driving gear, the input end of the clutch is in transmission connection with the engine input shaft through the first intermediate shaft and the first driven gear, and the power input by the engine input shaft is transmitted to the input end of the clutch through the first driven gear and the first intermediate shaft. The output of the clutch is transmitted to the wheel drive shaft via a first drive gear, which is used for driving connection with other gears, for example a common driven gear.

In a possible implementation manner, when the clutch operates in the connection state, the first driven gear receives the power transmitted by the engine input shaft and sequentially transmits the power transmitted by the engine input shaft to the first intermediate shaft, the input end of the clutch, the output end of the clutch, the first driving gear and the wheel driving shaft. In this implementation, the gearbox provides power to the wheels through the power transmission path, and the first intermediate shaft is located at the power transmission end of the input end of the clutch in the transmission path, so that power transmission is more stable.

In one possible implementation, the first driving gear is located between the first driven gear and the clutch in an axial direction of the first intermediate shaft. In this implementation, it is advantageous to reduce the size of the gearbox in the first direction. When the first driving gear is arranged close to the first driven gear compared with the clutch, the common driven gear meshed with the first driving gear is arranged close to one side of the engine, and therefore the size of the gearbox along the first square shape can be reduced.

In one possible implementation, the clutch is located between the first driven gear and the first driving gear in an axial direction of the first intermediate shaft. In the implementation mode, the first driving gear is externally arranged, but the input end of the clutch is fixedly connected with the first intermediate shaft, so that the clutch can be arranged below the generator, the axial size of the engine is not occupied, the structure of the gearbox is simple, the reduction of the axial size of the engine is facilitated, and the arrangement is compact. The input end of the clutch is fixedly connected with the first intermediate shaft, and the power output by the engine is received through the engine input shaft, so that the power received by the clutch is more stable. In this implementation, the clutch is disposed on the first intermediate shaft, and compared with the clutch disposed on the engine input shaft, the axial size of the engine input shaft can be reduced.

In a possible implementation manner, the first driving gear is an idler gear, and a needle bearing is arranged between the first driving gear and the first intermediate shaft. The first driving gear and the first middle part can rotate relatively through the needle bearing, when the input end and the output end of the clutch are separated, the first driving gear and the first middle part rotate relatively through the needle bearing, at the moment, the first intermediate shaft rotates, and the first driving gear does not rotate.

In one possible implementation, the clutch is located on a side of an end of the first driven gear facing away from the engine input shaft in an axial direction of the engine input shaft. In this implementation, the clutch can be mounted below the generator, and the size of the gearbox in the first direction can be reduced. In this implementation, the clutch is disposed on a side of the first driven gear away from the engine, where the first driven gear is in transmission connection with the engine through the gear component, for example, the first driven gear is in transmission connection with the engine through the second driving gear, so that only one second driving gear is disposed on an output shaft of the engine, which may reduce an axial size of the engine, where the axial size of the engine is a size in the first direction, thereby reducing a size of the transmission in the first direction.

In a possible implementation manner, the transmission case further includes a generator transmission shaft, a second driving gear and a second driven gear, one end of the generator transmission shaft is used for being in transmission connection with the generator, and in the axial direction of the engine input shaft, one end of the generator transmission shaft is arranged on the same side as the other end of the engine input shaft; the second driving gear is mounted on the engine input shaft, the second driven gear is mounted on the generator transmission shaft, the second driving gear is meshed with the second driven gear, and the first driven gear is meshed with the second driving gear.

In this implementation, the second driving gear and the second driven gear are a set of speed-increasing gears, so that the working interval of the generator can be optimized when the generator generates electricity, and the electricity generation efficiency of the generator is improved. In this implementation, the transmission ratio of the second driving gear to the second driven gear is smaller than. Illustratively, the number of gears of the second driving gear is greater than the number of gears of the second driven gear. Illustratively, the radius of the second drive gear is greater than the radius of the second driven gear. In this implementation, the first gear transmission mechanism is a primary speed-increasing gear, and the primary speed-increasing gear can meet the speed-increasing requirement and save the space size.

In this implementation, the engine input shaft is not provided with the clutch, the engine input shaft is provided with only one second driving gear, and the wheel driving shaft is provided with only one second driven gear, so that in the axial direction of the engine and the generator, only one gear (the size of the second driving gear or the second driven gear) is provided, the size of the gearbox is reduced along the first direction, and then the size of the engine and the generator in the axial direction is reduced, so as to reduce the size of the hybrid power driving system along the first direction, and the hybrid power driving system is more compact.

In one possible implementation, a connecting line between the engine input shaft, the generator transmission shaft, and the first intermediate shaft forms a triangle. The occupied space position is fully reduced, the space is saved, and the size of the gearbox is reduced.

In one possible embodiment, the generator and the clutch overlap at least partially in the axial direction of the first countershaft. Bringing the generator closer to the engine allows for a smaller dimension between the engine and the generator ends. In the implementation mode, the generator is at least partially overlapped with the clutch in the axial direction of the clutch, and the space above the clutch can be fully utilized, so that the hybrid power driving system is more compact in structure and smaller in size.

In a possible implementation manner, the gearbox further comprises a generator transmission shaft, a second driving gear, a second driven gear and a second secondary driving gear, one end of the generator transmission shaft is used for being in transmission connection with the generator, and one end of the generator transmission shaft is arranged on the same side as the other end of the engine input shaft in the axial direction of the engine input shaft; the second driving gear and the second secondary driving gear are installed on the input shaft of the engine, the second secondary driving gear is located on one side, away from the engine, of the second driving gear, the second driven gear is installed on the transmission shaft of the generator, the second secondary driving gear is meshed with the second driven gear, and the first driven gear is meshed with the second driving gear.

In this implementation, the second driving gear and the second secondary driving gear are sleeved on the engine input shaft and are fixedly connected with the engine input shaft, and the second driven gear is sleeved on the generator transmission shaft and is fixedly connected with the generator transmission shaft. The second driving gear, the second driven gear and the second secondary driving gear are two-stage speed-increasing gear sets, so that the working interval of the generator can be optimized when the generator generates electricity, and the electricity generation efficiency of the generator is improved. Illustratively, the radius of the second secondary driving gear is greater than the radius of the second driving gear, and the radius of the second secondary driving gear is greater than the radius of the second driven gear.

In this implementation, external with the clutch, built-in with first driving gear, the input of clutch still with first jackshaft fixed connection for the clutch can be arranged in the generator below, does not occupy first direction size, makes gearbox simple structure, is favorable to reducing the axial dimensions of engine, and arranges the compactness. The input end of the clutch is fixedly connected with the first intermediate shaft, and the power output by the engine is received through the engine input shaft, so that the power received by the clutch is more stable. In this embodiment, the clutch is disposed on the first intermediate shaft, and compared with the clutch disposed on the engine input shaft, the axial size of the engine input shaft can be reduced, because the size of the engine is relatively large, the output shaft of the engine is disposed coaxially with the engine input shaft, and when the axial size of the engine input shaft is reduced, the axial size of the engine is favorably reduced, and therefore the size of the hybrid drive system along the first direction is reduced.

In one possible implementation, the transmission further includes a common driven gear and a differential, the common driven gear being in mesh with the first driving gear; the differential and the common driven gear are mounted on the wheel drive shaft. The differential mechanism is a mechanism which can enable the left and right (or front and rear) wheels to rotate at different rotating speeds. The common driven gear is sleeved on the wheel driving shaft, the common driven gear and the differential are fixedly connected with the wheel driving shaft so as to transmit the power of the common driven gear to the wheel driving shaft, and two ends of the wheel driving shaft are connected with the two wheels so as to drive the wheels to rotate. The shared driven gear is also in transmission connection with the input end of the driving motor, and in some modes, the shared driven gear is in transmission connection with the input shaft of the driving motor and is used for receiving the power of the driving motor, the driving motor provides the power of the differential mechanism, and in some modes, the shared driven gear is in transmission connection with the engine, and the engine provides the power of the differential mechanism.

In this implementation, the common driven gear is connected with the output end of the clutch through the first driving gear in a transmission manner, wherein the transmission ratio of the first driving gear to the common driven gear is smaller than that of the common driven gear, so that the power is reduced when being transmitted to the common driven gear, namely the first driven gear, the first driving gear and the common driven gear are two-stage reduction gears. Illustratively, the number of gears of the first driving gear is less than the number of gears of the common driven gear. Illustratively, the radius of the first drive gear is less than the radius of the common driven gear.

In this implementation, the differential mechanism sets up in the one side of sharing driven gear towards the engine, and sharing driven gear aligns along the direction crossing with the first direction with first driving gear meshing, and differential mechanism and first driven gear arrange along the direction crossing with the first direction, can fully do benefit to the space in the gearbox for the gearbox structure is compacter.

In a possible implementation manner, when the clutch operates in the connection state, the first driven gear receives the power transmitted by the engine input shaft and sequentially transmits the power transmitted by the engine input shaft to the first intermediate shaft, the input end of the clutch, the output end of the clutch, the first driving gear, the common driven gear, the differential and the wheel driving shaft. In this implementation, the gearbox provides power to the wheels through the power transmission path described above.

In a possible implementation manner, the transmission further includes a third driving gear, a third driven gear, a third secondary driving gear, and a second intermediate shaft, the third driving gear is fixedly mounted on the input shaft of the driving motor, the third driven gear and the third secondary driving gear are fixedly mounted on the second intermediate shaft, the third driven gear is engaged with the third driving gear, the third secondary driving gear is engaged with the common driven gear, and the third driven gear is located on a side of the third secondary driving gear, which is away from the driving motor, in an axial direction of the second intermediate shaft.

In this implementation, the third driving gear and the driving motor input shaft are coaxially arranged and fixedly connected to each other, the driving motor input shaft is fixedly connected to the output end of the driving motor, and the driving motor drives the driving motor input shaft to rotate so as to drive the third driving gear to rotate. The third driving gear is meshed with the third driven gear, the transmission ratio of the third driving gear to the third driven gear is larger than that of the third driving gear, and the third driving gear and the third driven gear are reduction gears. Illustratively, the number of gears of the third driving gear is less than the number of gears of the third driven gear. Illustratively, the radius of the third drive gear is less than the radius of the third driven gear.

In this implementation, third driven gear, third secondary driving gear cover are established and fixed connection on the second jackshaft, and the third secondary driving gear meshes with sharing driven gear, and wherein the transmission ratio of third secondary driving gear and sharing driven gear is greater than for third secondary driving gear and sharing driven gear are second grade reduction gear, and in this embodiment, second grade reduction gear can satisfy the speed reduction demand and can practice thrift the space size again.

In this implementation, the third driven gear is located on a side of the third secondary driving gear facing away from the driving motor in the axial direction of the second intermediate shaft. The third driven gear and the third driving gear are arranged close to the engine, and therefore the size of the gearbox along the first direction can be reduced.

In one possible implementation, a line connecting the engine input shaft, the driving motor input shaft and the generator transmission shaft is triangular. The space layout volume is reduced, and the space is saved.

In a possible implementation manner, the gearbox comprises a shell, a first mounting surface for mounting the engine and a second mounting surface for mounting the driving motor are arranged on the shell, one end of the input shaft of the engine penetrates through the first mounting surface and is used for being fixedly connected with the engine, and one end of the input shaft of the driving motor penetrates through the second mounting surface and is used for being fixedly connected with the driving motor; the first mounting surface and the second mounting surface are respectively located on both sides of the housing in an axial direction of the engine input shaft. In this implementation, the housing is used to protect gear components and clutches within the transmission, and facilitates providing a cooling gallery within the housing for cooling the gear components within the transmission.

In a possible implementation manner, the transmission further includes a second driving gear and an idler gear, the first driving gear is mounted on the engine input shaft, two ends of the engine input shaft are respectively used for being fixedly connected with an engine and a generator, the generator and the engine are coaxially arranged, the idler gear is located between the second driving gear and the first driven gear, and the idler gear is respectively meshed with the first driven gear and the second driving gear. In the implementation mode, the distance between the input shaft of the engine and the first intermediate shaft can be increased through the idle wheel, so that the generator can be arranged above the clutch, and the space is saved; the idler gear can be used for changing the rotating direction of the output of the second driving gear, so that the rotating direction of the differential output shaft is changed, the idler gear can be used for different application scenes, and the idler gear can be adapted to the condition that the exhaust of the engine is arranged in front.

In a second aspect, the present application provides a hybrid drive system comprising a gearbox as defined in any one of the above; and at least one of an engine, a generator, and a drive motor; the output end of the engine is fixedly connected with one end of the engine input shaft, the input end of the generator is in transmission connection with the other end of the engine input shaft, and the output end of the driving motor is fixedly connected with the driving motor input shaft. Contain above-mentioned gearbox in this scheme, in the gearbox through setting up the clutch on first jackshaft, and with the input and the first jackshaft fixed connection of clutch, make the clutch can arrange in the generator below, do not occupy the axial dimensions of engine, make gearbox simple structure, be favorable to reducing the axial dimensions of engine, and arrange the compactness, can reduce hybrid drive system along axial direction's size, make hybrid drive system small, the mountable is on narrower installation position in the vehicle, and the input and the first jackshaft fixed connection of clutch, make clutch input receive power more stable, and then make hybrid drive system power transmission more stable.

In a third aspect, the present application provides a vehicle comprising a vehicle body, wheels and a gearbox according to any one of the preceding claims, the gearbox being mounted on the vehicle body and a wheel drive shaft in the gearbox being in driving connection with the wheels; or the vehicle comprises a vehicle body, wheels and the hybrid power driving system, wherein the hybrid power driving system is arranged on the vehicle body, and a wheel driving shaft in the hybrid power driving system is in transmission connection with the wheels. Adopt above-mentioned hybrid drive system in this scheme, hybrid drive system's volume can be more miniaturized, and the mountable is in the vehicle on narrower installation position, perhaps sets up the space in the reducible vehicle, is used for installing other functional unit for the vehicle headspace, promotes whole car performance.

Drawings

In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings required to be used in the embodiments of the present application will be described below.

FIG. 1 is a schematic illustration of a vehicle provided in an embodiment of the present application;

FIG. 2 is a schematic illustration of a hybrid drive system provided in an embodiment of the present application;

FIG. 3 is a schematic structural diagram of a transmission provided in an embodiment of the present application;

FIG. 4 is a schematic structural diagram of a hybrid drive system provided in an embodiment of the present application;

FIG. 5 is a power transmission schematic diagram of the hybrid drive system provided in the first embodiment of the present application in an electric-only drive mode;

FIG. 6 is a power transfer schematic of a hybrid drive system provided in a first embodiment of the present application in series range extension mode;

FIG. 7 is a power transmission schematic diagram of the hybrid drive system provided in the first embodiment of the present application in a parallel drive mode;

FIG. 8 is a power transfer schematic of the hybrid drive system provided in the first embodiment of the present application in an engine direct drive mode;

FIG. 9 is a power transfer schematic of the hybrid drive system provided in the first embodiment of the present application in a series-parallel drive mode;

FIG. 10 is a schematic representation of the construction of a transmission provided in a second embodiment of the present application;

FIG. 11 is a schematic structural diagram of a hybrid drive system provided in a second embodiment of the present application;

FIG. 12 is a schematic structural view of a transmission provided in a third embodiment of the present application;

FIG. 13 is a schematic structural diagram of a hybrid drive system provided in a third embodiment of the present application;

fig. 14 is a schematic structural view of a transmission provided in a fourth embodiment of the present application.

Detailed Description

The technical solutions in the embodiments of the present application will be described below with reference to the drawings in the embodiments of the present application, and it is obvious that the described embodiments are only a part of the embodiments of the present application, and not all of the embodiments.

Herein, the terms "first", "second", etc. are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of the present application, "a plurality" means two or more unless otherwise specified.

Further, where directional terms such as "upper", "lower", etc., are defined herein with respect to a schematically-disposed orientation of a structure in the drawings, it is to be understood that such directional terms are relative concepts that are used for descriptive and clarity purposes relative to the structure, and that they may vary accordingly depending on the orientation in which the structure is disposed.

For convenience of understanding, the technical terms related to the embodiments of the present application are explained and described below.

The transmission ratio is as follows: is the ratio of the angular velocities of the two rotating members in the mechanism, also known as the speed ratio. For example, the transmission ratio of the second driving gear to the second driven gear is the ratio of the angular velocity of the second driving gear to the angular velocity of the second driven wheel.

The transmission connection: it is meant that the two components are fixedly connected to each other or that the two components are engaged by one or more gear members so that movement between the two components can be transmitted to each other. For example, the first intermediate shaft is in driving connection with the engine input shaft, so that the engine input shaft can drive the first intermediate shaft to move.

The application provides a gearbox, which comprises an engine input shaft, a driving motor input shaft, a wheel driving shaft, a first intermediate shaft and a clutch, wherein one end of the engine input shaft is used for being in transmission connection with an engine and receiving power output by the engine, and the other end of the engine input shaft is used for being in transmission connection with a generator; one end of the driving motor input shaft is in transmission connection with the driving motor and is used for receiving power output by the driving motor, and one end of the driving motor input shaft and the other end of the engine input shaft are arranged on the same side in the axial direction of the engine input shaft; the first intermediate shaft and the engine input shaft are arranged in parallel and are in transmission connection through a gear; the input end of the clutch is fixedly connected with the first intermediate shaft, and the output end of the clutch moves relative to the input end of the clutch so that the clutch operates in a connection state or a separation state; the wheel driving shaft is connected with the output end of the clutch through gear transmission, and is used for providing power for wheels and is used for: receiving power transmitted through the engine input shaft and the drive motor input shaft while the clutch operates in a connected state; and when the clutch operates in a separation state, receiving power transmitted by the input shaft of the driving motor. This application is with the input and the jackshaft fixed connection of clutch, make the clutch can arrange in the generator below, do not occupy the axial dimensions of engine, make gearbox simple structure, be favorable to reducing the axial dimensions of engine, and arrange the compactness, can reduce hybrid drive system along the size of axial direction, make hybrid drive system small, the mountable is on narrower installation position in the vehicle, and the input and the jackshaft fixed connection of clutch, make clutch input receive power more stable.

The gearbox of the application is applied to a hybrid drive system, and the hybrid drive system can be applied to a vehicle and used for providing power for the vehicle. The vehicle is a wheeled vehicle driven or towed by a power unit, and used by a person traveling on a road or for carrying articles and performing work for a project. The vehicle comprises a three-wheel or four-wheel vehicle, the vehicle comprises a car, an off-road vehicle, a passenger car, a truck and the like, and the vehicle also comprises various special operation vehicles with specific functions, such as an engineering recovery vehicle, a watering cart, a sewage suction truck, a cement mixer truck, a lifting truck, a medical vehicle and the like. The vehicle may also be a robot capable of traveling.

Referring to fig. 1, fig. 1 is a schematic structural diagram of a vehicle 1 provided in an embodiment of the present application, the vehicle 1 includes a vehicle body 11, wheels 12 and a hybrid drive system 10, the hybrid drive system 10 includes a transmission case according to the present application, the hybrid drive system 10 is mounted on the vehicle body 11, and the hybrid drive system 10 is in transmission connection with the wheels 12. In the present embodiment, the vehicle 1 is an automobile. The hybrid drive system 10 is capable of driving the wheels 12 to rotate, i.e. the vehicle 1 is a hybrid vehicle. The number of the wheels 12 of the vehicle 1 may be 3, or may be 3 or more, which is not limited in the present application.

Referring to fig. 2, fig. 2 is a schematic diagram of a hybrid drive system 10 according to an embodiment of the present application, where the hybrid drive system 10 includes an engine 100, a driving motor 200, a generator 300, a transmission 400, a power battery 500, and a controller 600. Among them, the engine 100 is used to output power. For example, the engine 100 may be a gasoline engine or a diesel engine. The generator 300 is drivingly connected to the engine 100, the engine 100 provides power to the generator 300, and the generator 300 converts kinetic energy output by the engine 100 into electrical energy. The generator 300 is electrically connected to the power battery 500, and the generator 300 may charge the power battery 500 through the controller 600. The driving motor 200 is electrically connected with the power battery 500, and the power battery 500 can supply power to the driving motor 200 through the controller 600. The driving motor 200 is used to convert the electric energy output from the power battery 500 into kinetic energy. The driving motor 200, the generator 300 and the driving motor 200 are connected with the wheels 12 through the gearbox 400 to provide power to the wheels 12 to drive the wheels 12 to move. The controller 600 is electrically connected to the engine 100, the driving motor 200, the generator 300, and the transmission 400, and is used to control switching of the power mode of the hybrid drive system 10.

The transmission of the present application is described in detail below.

Referring to fig. 3 and 4, fig. 3 is a schematic structural diagram of a transmission according to a first embodiment of the present application, and fig. 4 is a schematic structural diagram of a hybrid drive system including the transmission shown in fig. 3. In this embodiment, the transmission case 400 includes an engine input shaft 401, a driving motor input shaft 402, a wheel driving shaft 403, a generator transmission shaft 404, a first intermediate shaft 405, and a clutch 430, the engine input shaft 401 and the driving motor input shaft 402 are both in transmission connection with the wheel driving shaft 403 through a gear structure inside the transmission case 400, wherein the engine input shaft 401 is configured to be in transmission connection with the engine 100 and configured to receive power output by the engine 100, and the other end of the engine input shaft 401 is configured to be in transmission connection with the generator 300; one end of the driving motor input shaft 402 is used for being in transmission connection with the driving motor 200 (as shown in fig. 4) and receiving power output by the driving motor 200, and one end of the driving motor input shaft 402 is arranged on the same side as the other end of the engine input shaft 401 in the axial direction of the engine input shaft 401; the first intermediate shaft 405 and the engine input shaft 401 are arranged in parallel, and the first intermediate shaft 405 and the engine input shaft 401 are in transmission connection through gears; the input of the clutch 430 is fixedly connected to the first intermediate shaft 405, the output of the clutch 430 is moved relative to the input of the clutch 430 such that the clutch 430 operates in either a connected state or a disconnected state, and the wheel drive shaft 403 is geared to the output of the clutch 430 for powering the wheels 12 and for: receiving power transmitted through the engine input shaft 401 and the driving motor input shaft 402 while the clutch 430 is operated in a connected state; when clutch 430 is operating in the disengaged state, power transmitted through drive motor input shaft 402 is received.

In the present embodiment, the engine input shaft 401 and the driving motor input shaft 402 are shafts for inputting power to the transmission 400, in which both the engine 100 and the driving motor 200 can provide power to the transmission 400, the wheel driving shaft 403 is a power output end of the transmission 400, the power input by the engine input shaft 401 and the driving motor input shaft 402 is converted by a gear assembly in the transmission 400 and then output from the wheel driving shaft 403, and the wheel driving shaft 403 is in transmission connection with the wheels 12 to drive the vehicle 1 to run.

In the axial direction of the engine input shaft 401, one end of the driving motor input shaft 402 is disposed on the same side as the other end of the engine input shaft 401, and one end of the engine input shaft 401 is disposed opposite to the other end of the engine input shaft 401, so that the engine 100 and the driving motor 200 are disposed on different sides of the transmission 400, specifically, the engine 100 is configured to be mounted on one side of the transmission 400, and the driving motor 200 is configured to be mounted on one side of the transmission 400 away from the engine 100. In the present embodiment, the engine 100 and the driving motor 200 are configured to be mounted on both sides of the transmission 400 along a first direction Y, wherein the first direction Y is the same as the extension direction of the engine input shaft 401, or the first direction Y is the same as the axial direction of the engine input shaft 401.

The generator transmission shaft 404 is configured to be in transmission connection with an input end of the generator 300, and the generator transmission shaft 404 is in transmission connection with the engine input shaft 401, and is configured to receive power output by the engine input shaft 401 and transmit the power to the generator 300 to drive the generator 300 to generate electricity. In the present embodiment, the generator 300 is adapted to be mounted on a side of the gearbox 400 facing away from the engine 100, and the generator 300 and the driving motor 200 are adapted to be mounted on the same side of the gearbox 400 in the axial direction of the engine input shaft 401.

In the present embodiment, the first intermediate shaft 405 is arranged in parallel with the engine input shaft 401, and the first intermediate shaft 405 is in gear transmission connection with the engine input shaft 401. Wherein first intermediate shaft 405 is arranged in parallel with engine input shaft 401 such that first intermediate shaft 405 is arranged with engine input shaft 401 in a direction intersecting with the axial direction along first intermediate shaft 405, or such that first intermediate shaft 405 is not coaxial with engine input shaft 401. Wherein the direction intersecting with the axial direction along the first intermediate shaft 405 is the second direction X. In the present embodiment, first intermediate shaft 405 is not coaxial with engine input shaft 401, and first intermediate shaft 405 is spaced from engine input shaft 401 to facilitate positioning generator 300 adjacent to engine 100. In the present embodiment, the input shaft 301 of the generator 300 is juxtaposed to the output shaft 101 of the engine 100 in the second direction X. In one embodiment, the second direction X intersects the first direction Y perpendicularly, and in some embodiments, the second direction X is less than 90 ° or greater than 90 ° from the first direction Y, and the two are not parallel. In one embodiment, output shaft 101 of engine 100 is disposed coaxially with engine input shaft 401 (as shown in fig. 4), or the output end of engine 100 is fixed to engine input shaft 401, or engine input shaft 401 is the output shaft of engine 100; the output shaft 201 of the driving motor 200 is coaxially arranged with the driving motor input shaft 402, or the output end of the driving motor 200 is fixed on the driving motor input shaft 402, or the driving motor input shaft 402 is the output shaft of the driving motor 200; the input shaft 301 of the generator 300 is arranged coaxially with the generator transmission shaft 404, or the input end of the generator 300 is fixed to the generator transmission shaft 404, or the generator transmission shaft 404 is the input shaft 301 of the generator 300.

In the present embodiment, the input end of the clutch 430 refers to an end receiving power, and the output end of the clutch 430 refers to an end outputting power. In this embodiment, the clutch 430 is a friction clutch, and the friction clutch includes an input end and an output end, under the condition that the input end and the output end apply pressure, the output end moves close to the input end relative to the input end to make the output end and the input end closely attached and relatively fixedly connected, so that the clutch 430 operates in a connected state, and when the pressure is removed, the output end moves away from the input end relative to the input end to make the input end and the output end separated, so that the clutch 430 operates in a separated state. The clutch 430 is used for connecting or disconnecting the engine input shaft 401 and the wheel driving shaft 403, when the clutch 430 operates in a connection state, the power received by the engine input shaft 401 is transmitted to the input end of the clutch 430 and is transmitted to the wheel driving shaft 403 through the output end of the clutch 430, and the wheel driving shaft 403 drives the wheels 12 to operate; when the clutch 430 is operated in the disengaged state, the power received by the engine input shaft 401 cannot be transmitted to the wheel drive shaft 403 through the clutch 430, and the wheel drive shaft 403 receives the power transmitted through the drive motor input shaft 402 to drive the wheels 12 to operate. During some conditions, when clutch 430 is operating in the engaged state, wheel driveshaft 403 may receive power from both engine input shaft 401 and drive motor input shaft 402. Note that when the power of drive motor 200 is zero, wheel drive shaft 403 receives only the power output from engine 100, and when the power of drive motor 200 is positive, wheel drive shaft 403 receives the power output from both engine 100 and drive motor 200. In the present application, the configuration of the clutch 430 is not limited as long as the engine input shaft 401 and the wheel drive shaft 403 can be connected or disconnected.

In this embodiment, the clutch 430 is mounted on the first countershaft 405, and the input end of the clutch 430 is fixedly connected to the first countershaft 405 such that the first countershaft 405 remains relatively stationary with the input end of the clutch 430, and the input end of the clutch 430 is driven to rotate when the first countershaft 405 rotates and the input end of the clutch 430 is stationary when the first countershaft 405 is stationary. In the present embodiment, the input end of the clutch 430 is fixedly connected to the first intermediate shaft 405, so that the clutch 430 can be disposed below the generator 300 without occupying the dimension in the first direction Y, and the transmission 400 has a simple structure, is beneficial to reducing the axial dimension of the engine 100, and is compact in arrangement. In the present embodiment, by disposing the clutch 430 on the first intermediate shaft 405, the axial dimension of the engine input shaft 401 can be reduced compared to disposing the clutch 430 on the engine input shaft 401, and since the size of the engine 100 is relatively large, the output shaft of the engine 100 is disposed coaxially with the engine input shaft 401, when the axial dimension of the engine input shaft 401 is reduced, it is beneficial to reduce the axial dimension of the engine 100, and thus reduce the dimension of the hybrid drive system 10 in the first direction Y, so that the hybrid drive system is small in size and can be mounted on a narrow mounting position in a vehicle.

In the present embodiment, the input end of the clutch 430 is fixedly connected to the first intermediate shaft 405, and receives the power output from the engine 100 through the engine input shaft 401, so that the received power of the clutch 430 is more stable. If the input end of the clutch 430 is fixedly connected with a gear which is rotatably connected with the first intermediate shaft 405 through a bearing, the gear transmits power to the clutch 430 when the clutch 430 is connected, that is, the gear receives power depending on the connection stability of the clutch 430, and when the input end of the clutch 430 is fixedly connected with the first intermediate shaft 405, the first intermediate shaft 405 receives power independent of the connection stability of the clutch 430, so that the input end of the clutch 430 receives power more stably.

In a possible implementation manner, the transmission 400 further includes a first driven gear 411 and a first driving gear 412, the first driven gear 411 is mounted on the first intermediate shaft 405 and is fixedly connected to the first intermediate shaft 405, the first driven gear 411 is in transmission connection with the engine input shaft 401, the first driving gear 412 is mounted on the first intermediate shaft 405 and is rotatably connected to the first intermediate shaft 405, the output end of the clutch 430 is fixedly connected to the first driving gear 412, and the first driving gear 412 is in transmission connection with the wheel driving shaft 403.

In the present embodiment, the input end of the clutch 430 is in transmission connection with the engine input shaft 401 through the first intermediate shaft 405 and the first driven gear 411, and the power input by the engine input shaft 401 is transmitted to the input end of the clutch 430 through the first driven gear 411 and the first intermediate shaft 405. The output of the clutch 430 is transmitted to the wheel drive shaft 403 via the first drive gear 412. Wherein the first driving gear 412 is used for driving connection with other gears, such as a common driven gear.

In the present embodiment, when the clutch 430 is operated in the connected state, the first driven gear 411 receives the power transmitted from the engine input shaft 401 and transmits the power transmitted from the engine input shaft 401 to the first intermediate shaft 405, the input end of the clutch 430, the output end of the clutch 430, the first driving gear 412, and the wheel driving shaft 403 in this order. In one embodiment, a common driven gear and a differential are further provided between the first driving gear 412 and the wheel driving shaft 403, and the first driving gear 412 and the wheel driving shaft 403 are in transmission connection through the common driven gear and the differential.

In one possible implementation, one end of the engine input shaft 401 is used for driving connection with the engine 100, and the clutch 430 is located on a side of the first driven gear 411 facing away from the end of the engine input shaft 401 in the axial direction of the engine input shaft 401. So that the clutch 430 can be installed below the generator 300, and the size of the transmission case 400 in the first direction Y can be reduced. In this implementation, the clutch 430 is disposed on a side of the first driven gear 411 facing away from the engine 100, where the first driven gear 411 is in transmission connection with the engine 100 through a gear member, for example, the first driven gear 411 is in transmission connection with the engine 100 through the second driving gear 421, so that only one second driving gear 421 is disposed on an output shaft of the engine 100, and an axial dimension of the engine 100, that is, a dimension in the first direction Y, can be reduced, thereby reducing a dimension of the transmission 400 in the first direction Y.

In one possible implementation, the first driving gear 412 is located between the first driven gear 411 and the clutch 430 in the axial direction of the first intermediate shaft 405. It is advantageous to reduce the size of the transmission case 400 in the first direction Y. When the first driving gear 412 is disposed closer to the first driven gear 411 than the clutch 430, the common driven gear 440 engaged with the first driving gear 412 is disposed closer to one side of the engine 100, and thus the size of the transmission case 400 along the first square Y can be reduced.

In one possible implementation, the first driving gear 412 is an idler gear, and a needle bearing is disposed between the first driving gear 412 and the first intermediate shaft 405. The first driving gear 412 and the first intermediate shaft 405 can rotate relative to each other through the needle bearing, when the input end and the output end of the clutch 430 are separated, the first driving gear 412 and the first intermediate shaft 405 rotate relative to each other through the needle bearing, and at this time, the first intermediate shaft 405 rotates, and the first driving gear 412 does not rotate.

In a possible implementation manner, the transmission case 400 further includes a generator transmission shaft 404, a second driving gear 421 and a second driven gear 422, one end of the generator transmission shaft 404 is used for being in transmission connection with the generator 300, and in the axial direction of the engine input shaft 401, one end of the generator transmission shaft 404 is arranged on the same side as the other end of the engine input shaft 401; the second driving gear 421 is mounted on the engine input shaft 401, the second driven gear 422 is mounted on the generator transmission shaft 401, the second driving gear 421 is engaged with the second driven gear 422, and the first driven gear 411 is engaged with the second driving gear 421. In this implementation manner, the second driving gear 421 and the second driven gear 422 are a set of speed-increasing gears, so that the working range of the generator 300 can be optimized when the generator 300 generates electricity, and the electricity generation efficiency of the generator 300 is improved. In the present embodiment, the transmission ratio of the second driving gear 421 to the second driven gear 422 is less than 1. Illustratively, the number of gears of the second driving gear 421 is greater than the number of gears of the second driven gear 422. Illustratively, the radius of the second driving gear 421 is larger than the radius of the second driven gear 422. In this embodiment, the first driven gear 411 and the first driving gear 412 are first-stage speed-increasing gears, and the first-stage speed-increasing gears can meet the speed-increasing requirement and save the space size.

In the present embodiment, the clutch 430 is not provided on the engine input shaft 401, only one second driving gear 421 is provided on the engine input shaft 401, and only one second driven gear 422 is provided on the wheel driving shaft 403, so that only one gear (the second driving gear 421 or the second driven gear 422) is sized in the axial direction of the engine 100 and the generator 300, so that the size of the transmission 400 in the first direction Y is reduced, and further the size of the engine 100 and the generator 300 in the axial direction is reduced, so as to reduce the size of the hybrid drive system 10 in the first direction Y, and make the hybrid drive system 10 more compact.

In one possible implementation, the connecting lines between the engine input shaft 401, the generator transmission shaft 404 and the first intermediate shaft 405 form a triangle to substantially reduce the occupied space and save space to reduce the volume of the transmission 400.

In one possible implementation, the generator 300 and the clutch 430 at least partially overlap in the axial direction of the first intermediate shaft 405. Bringing generator 300 closer to engine 100 allows the dimension between engine 100 and the ends of generator 300 to be smaller. In the present embodiment, at least a portion of the generator 300 is overlapped with the clutch 430 in the axial direction of the clutch 430, so that the space above the clutch 430 can be fully utilized, and the hybrid drive system 10 is more compact and smaller.

In one possible implementation, the transmission 400 further includes a common driven gear 440 and a differential 450, the common driven gear 440 being in mesh with the first drive gear 412; a differential 450 and a common driven gear 440 are mounted on wheel drive shafts 403.

Wherein the differential 450 is a mechanism that enables the left and right (or front and rear) wheels to rotate at different rotational speeds. The common driven gear 440 is sleeved on the wheel driving shaft 403, the common driven gear 440 and the differential 450 are fixedly connected with the wheel driving shaft 403 so as to transmit the power of the common driven gear 440 to the wheel driving shaft 403, and two ends of the wheel driving shaft 403 are connected with two wheels 12 so as to drive the wheels 12 to rotate. The common driven gear 440 is also in transmission connection with an input end of the driving motor 200, in some modes, the common driven gear 440 is in transmission connection with the driving motor input shaft 402 and is used for receiving power of the driving motor 200, the driving motor 200 provides power of the differential 450, and in some modes, the common driven gear 440 is in transmission connection with the engine 100, and the engine 100 provides power of the differential 450.

In the present embodiment, the common driven gear 440 is in transmission connection with the output end of the clutch 430 through the first driving gear 412, wherein the transmission ratio of the first driving gear 412 and the common driven gear 440 is less than 1, so that the power is transmitted to the common driven gear 440 to be decelerated, that is, the first driven gear 411, the first driving gear 412 and the common driven gear 440 are two-stage deceleration gears. Illustratively, the number of gears of the first driving gear 412 is less than the number of gears of the common driven gear 440. Illustratively, the radius of the first drive gear 412 is less than the radius of the common driven gear 440.

In this embodiment, the differential 450 is disposed on a side of the common driven gear 440 facing the engine 100, the common driven gear 440 is engaged with the first driving gear 412 and aligned in a direction intersecting the first direction Y, and the differential 450 and the first driven gear 411 are arranged in a direction intersecting the first direction Y, which is sufficient for a space inside the transmission case 400, so that the transmission case 400 has a more compact structure.

In the present embodiment, when the clutch 430 is in the connection state, the first driven gear 411 receives the power transmitted from the engine input shaft 401, and transmits the power transmitted from the engine input shaft 401 to the first intermediate shaft 405, the input end of the clutch 430, the output end of the clutch 430, the first driving gear 412, the common driven gear 440, the differential 450, and the wheel driving shaft 403 in this order.

In one possible implementation, the transmission 400 further includes a third driving gear 461, a third driven gear 462, a third secondary driving gear 463 and a second intermediate shaft 406, the third driving gear 461 is fixedly mounted on the driving motor input shaft 402, the third driven gear 462 and the third secondary driving gear 463 are fixedly mounted on the second intermediate shaft 406, the third driven gear 462 is engaged with the third driving gear 461, the third secondary driving gear 463 is engaged with the common driven gear 440, and the third driven gear 462 is located on a side of the third secondary driving gear 463 facing away from the driving motor 200 in the axial direction of the second intermediate shaft 406.

In this implementation manner, the third driving gear 461 is disposed coaxially with the driving motor input shaft 402 and fixedly connected to each other, the driving motor input shaft 402 is fixedly connected to the output end of the driving motor 200, and when the driving motor 200 drives the driving motor input shaft 402 to rotate, the third driving gear 461 is driven to rotate. The third driving gear 461 is engaged with the third driven gear 462, the transmission ratio of the third driving gear 461 to the third driven gear 462 is greater than 1, and the third driving gear 461 and the third driven gear 462 are reduction gears. Illustratively, the number of gears of the third driving gear 461 is smaller than the number of gears of the third driven gear 462. Illustratively, the radius of the third driving gear 461 is smaller than the radius of the third driven gear 462.

Third driven gear 462, third secondary driving gear 463 are established and fixed connection on second jackshaft 406 in the cover, and third secondary driving gear 463 meshes with common driven gear 440, and wherein the drive ratio of third secondary driving gear 463 and common driven gear 440 is greater than 1 for third secondary driving gear 463 and common driven gear 440 are two-stage reduction gear, and in this embodiment, second reduction gear can satisfy the speed reduction demand and can practice thrift the space size again.

In this implementation, in the axial direction of the second intermediate shaft 406, the third driven gear 462 is located on a side of the third secondary driving gear 463 facing away from the driving motor 200, so that the third driven gear 462 and the third driving gear 461 are located close to the engine 100, and the size of the transmission case 400 in the first direction Y can be reduced.

In a possible implementation mode, a connecting line among the engine input shaft 401, the driving motor input shaft 402 and the generator transmission shaft 404 is triangular, and the space layout is reduced in size and space saving.

In other implementations, engine input shaft 401, drive motor input shaft 402, wheel drive shaft 403, generator transmission shaft 404, first countershaft 405, and second countershaft 406 may be arranged as needed to reduce the size of hybrid drive system 10.

The 5 operating modes of the vehicle 1 described above will be further explained below by applying the transmission 400 of the first embodiment to the hybrid drive system 10 in conjunction with the structure of the transmission 400.

Referring to fig. 2 and 5, when the electric quantity of the power battery 500 is sufficient or the vehicle 1 is in a low-speed operating condition, the vehicle 1 performs an electric-only driving mode as shown in fig. 5 (an arrow in the figure indicates a power output direction), the controller 600 controls the engine 100 and the generator 300 not to operate, the clutch 430 operates in a disengaged state, and the input end and the output end of the clutch 430 are disengaged, so that the power transmission between the second driving gear 421 and the second driven gear 422 is interrupted. The power battery 500 supplies power to the driving motor 200. The driving motor 200 sequentially transmits power to the differential 450 and the wheel driving shaft 403 through the driving motor input shaft 402, the third driving gear 461, the third driven gear 462, the second intermediate shaft 406, the third secondary driving gear 463 and the common driven gear 440, thereby rotating the wheels 12 of the vehicle 1. At this time, the vehicle 1 is operated only by the drive of the drive motor 200.

Referring to fig. 2 and 6, when the electric quantity of the power battery 500 is insufficient and the vehicle 1 performs the series range extending mode as shown in fig. 6 (the arrow in the figure indicates the power output direction), the controller 600 controls both the engine 100 and the generator 300 to operate, the clutch 430 operates in the disengaged state, and the input end and the output end of the clutch 430 are disengaged, so that the power transmission between the first driven gear 411 and the first driving gear 412 is interrupted. The engine 100 may sequentially drive the rotor of the generator 300 to rotate through the engine input shaft 401, the second driving gear 421, the second driven gear 422, and the generator transmission shaft 404 to generate electricity, and the electricity generated by the generator 300 may be stored in the power battery 500. The power battery 500 supplies power to the driving motor 200, and the driving motor 200 may transmit power to the differential 450 and the wheel driving shaft 403 through the driving motor input shaft 402, the third driving gear 461, the third driven gear 462, the second intermediate shaft 406, the third secondary driving gear 463 and the common driven gear 440 in sequence, thereby driving the wheels 12 of the vehicle 1 to rotate.

Referring to fig. 2 and 7, when the electric quantity of the power battery 500 is sufficient and the power demand of the vehicle 1 is large (if a condition requiring rapid acceleration is required), and the vehicle 1 performs a parallel driving mode as shown in fig. 7 (a solid arrow in the figure is a power output direction), the controller 600 may control both the engine 100 and the driving motor 200 to operate, the clutch 430 operates in a connection state, an input end and an output end of the clutch 430 are connected, so that the power of the first driven gear 411 can be transmitted to the first driving gear 412, the clutch 430 connects the output shaft 101 of the engine 100 with the common driven gear 440, and the generator 300 does not operate. The engine 100 can drive the differential 450 and the wheel drive shaft 403 to operate sequentially through the engine input shaft 401, the second driving gear 421, the first driven gear 411, the first intermediate shaft 405, the input end of the clutch 430, the output end of the clutch 430, the first driving gear 412 and the common driven gear 440, meanwhile, the power battery 500 supplies power to the driving motor 200, and the driving motor 200 drives the differential 450 and the wheel drive shaft 403 to operate sequentially through the driving motor input shaft 402, the third driving gear 461, the third driven gear 462, the second intermediate shaft 406, the third secondary driving gear 463 and the common driven gear 440. At this time, the rotation speed of the first drive gear 412 is the same as the rotation speed of the third secondary drive gear 463.

It should be noted that, when the power demand of the vehicle 1 is very large, the controller may control the engine 100, the generator 300, and the driving motor 200 to operate, the clutch 430 operates in a connected state, the clutch 430 connects the engine input shaft 401 and the wheel driving shaft 403, so as to connect the output shaft 101 of the engine 100 with the common driven gear 440, the generator 300 is used as a motor at this time, and the generator 300 may sequentially pass through the generator transmission shaft 404, the second driven gear 422, the second driving gear 421, the first driven gear 411, the first intermediate shaft 405, the input end of the clutch 430, the output end of the clutch 430, and drive the first driving gear 412 to rotate (indicated by a dotted arrow in fig. 7). Meanwhile, the engine 100 can drive the second driving gear 421 and the first driven gear 411 to rotate, that is, the generator 300 and the engine 100 are coupled at the second driving gear 421, and the rotation speeds of the second driving gear 421 and the second driven gear 422 are the same. Then, the power is transmitted through the first driven gear 411, the clutch 430, the first driving gear 412, and the common driven gear 440 to drive the differential 450 and the wheel driving shaft 403. The driving motor 200 drives the differential 450 and the wheel driving shaft 403 to rotate sequentially via the driving motor input shaft 402, the third driving gear 461, the third driven gear 462, the second intermediate shaft 406, the third secondary driving gear 463 and the common driven gear 440.

Referring to fig. 2 and 8, when the power of the power battery 500 is insufficient and the direct-drive efficiency of the engine 100 is higher than the efficiency of the engine 100 and the driving motor 200 driven simultaneously in the series range extending mode, and the vehicle 1 performs the engine direct-drive mode as shown in fig. 8 (the arrow in the figure is the power output direction), the controller 600 may control the engine 100 to operate, the clutch 430 operates in the connection state, the input end and the output end of the clutch 430 are connected, so that the power of the first driven gear 411 can be transmitted to the first driving gear 412, the clutch 430 connects the engine input shaft 401 and the wheel driving shaft 403, and the output shaft 101 of the engine 100 is connected to the common driven gear 440, and the generator 300 and the driving motor 200 do not operate. The engine 100 may drive the differential 450 and the wheel drive shafts 403 to operate sequentially via the engine input shaft 401, the second driving gear 421, the first driven gear 411, the input of the clutch 430, the output of the clutch 430, the first driving gear 412, and the common driven gear 440. In addition, when the efficiency of the engine 100 is high and the electric quantity of the power battery 500 is not fully charged, the controller 600 may control both the engine 100 and the generator 300 to operate, the clutch 430 connects the output shaft 101 of the engine 100 and the common driven gear 440, the driving motor 200 does not operate, the engine 100 may drive the differential 450 to operate, the engine 100 may further drive the rotor of the generator 300 to rotate to generate electricity through the second driving gear 421 and the second driven gear 422 in sequence, and the electric quantity generated by the generator 300 may be stored in the power battery 500.

Referring to fig. 2 and 9, when the electric quantity of the power battery 500 is insufficient and the power demand of the vehicle 1 is large (such as a condition requiring rapid acceleration), and the vehicle 1 performs a series-parallel driving mode as shown in fig. 9 (an arrow in the figure is a power output direction), the controller 600 may control the engine 100, the generator 300, and the driving motor 200 to operate, the clutch 430 operates in a connection state, and an input end and an output end of the clutch 430 are connected, so that the power of the first driven gear 411 can be transmitted to the first driving gear 412, so that the clutch 430 connects the engine input shaft 401 and the wheel driving shaft 403, thereby connecting the output shaft 101 of the engine 100 and the common driven gear 440. The engine 100 may sequentially drive the rotor of the generator 300 to rotate through the engine input shaft 401, the second driving gear 421, the second driven gear 422, and the generator transmission shaft 404 to generate electricity, and the electricity generated by the generator 300 may be stored in the power battery 500. The power battery 500 supplies power to the driving motor 200. The drive motor 200 also drives the differential 450 to operate via the drive motor input shaft 402, the third drive gear 461, the third driven gear 462, the second intermediate shaft 406, the third-stage drive gear 463, and the common driven gear 440 in this order. Meanwhile, the engine 100 may further drive the differential 450 to operate sequentially through the engine input shaft 401, the second driving gear 421, the first driven gear 411, the input end of the clutch 430, the output end of the clutch 430, the first driving gear 412 and the common driven gear 440, so as to provide power for the wheel driving shaft 403.

Referring to fig. 10 and 11, fig. 10 is a schematic structural diagram of a transmission 400 according to a second embodiment of the present application, and fig. 11 is a schematic structural diagram of a hybrid drive system including the transmission shown in fig. 10. Unlike the first embodiment, in the second embodiment, the positions of the clutch 430 and the first driving gear 412 are different from those of the first embodiment. Specifically, in the present embodiment, the clutch 430 is located between the first driven gear 411 and the first driving gear 412 in the axial direction of the first intermediate shaft 405. The common driven gear 440 is engaged with the first driving gear 412. In the present embodiment, the first driving gear 412 is externally disposed, but the input end of the clutch 430 is still fixedly connected to the first intermediate shaft 405, so that the clutch 430 may be disposed below the generator 300, and does not occupy the axial dimension of the engine 100, so that the transmission 400 has a simple structure, is beneficial to reducing the axial dimension of the engine 100, and is disposed compactly. And fixedly connecting the input end of clutch 430 with first intermediate shaft 405 and receiving the power output from engine 100 through engine input shaft 401, so that the power received by clutch 430 is more stable. In this embodiment, by disposing clutch 430 on first intermediate shaft 405, the axial dimension of engine input shaft 401 can be reduced compared to disposing clutch 430 on engine input shaft 401, and since the size of engine 100 is relatively large, the output shaft of engine 100 and engine input shaft 401 are disposed coaxially, when the axial dimension of engine input shaft 401 is reduced, it is beneficial to reduce the axial dimension of engine 100, and therefore the dimension of hybrid drive system 10 along first direction Y is reduced.

In this embodiment, first intermediate shaft 405 is parallel to engine input shaft 401. Parallel means that the angle between first countershaft 405 and engine input shaft 401 is equal to 0 ° or less than 5 °, or the angle between first countershaft 405 and engine input shaft 401 is equal to 0 ° or less than 5 ° within installation or process tolerances.

It should be noted that the realizations, positional relationships and configurations of the first driven gear 411, the first driving gear 412, the third driving gear 461, the third driven gear 462, the third secondary driving gear 463, the second intermediate shaft 406, the common driven gear 440 and the differential 450 in the transmission 400 in the first embodiment are applicable to the realizations, positional relationships and configurations of the first driven gear 411, the first driving gear 412, the third driving gear 461, the third driven gear 462, the third secondary driving gear 463, the second intermediate shaft 406, the common driven gear 440 and the differential 450 in the second embodiment. When the transmission 400 is applied to the hybrid drive system 10, the realizations, positional relationships, and structural descriptions of the engine 100, the generator 300, the driving motor 200, the power battery 500, and the controller 600 in the first embodiment are applicable to the realizations, positional relationships, and structural descriptions of the engine 100, the generator 300, the driving motor 200, the power battery 500, and the controller 600 in the second embodiment. The hybrid drive system 10 in the second embodiment can also realize the 5 operation modes described in the hybrid drive system in the first embodiment, and the description thereof is omitted.

Referring to fig. 12 and 13, fig. 12 is a schematic structural diagram of a transmission 400 according to a third embodiment of the present application, and fig. 13 is a schematic structural diagram of a hybrid drive system including the transmission shown in fig. 12. Unlike the first embodiment, in the third embodiment, the transmission 400 further includes a second secondary driving gear 423. Specifically, in the embodiment, the transmission 400 further includes a generator transmission shaft 404, a second driving gear 421, a second driven gear 422, and a second secondary driving gear 423, one end of the generator transmission shaft 404 is used for being in transmission connection with the generator 300, and in the axial direction of the engine input shaft 401, one end of the generator transmission shaft 404 is disposed on the same side as the other end of the engine input shaft 401; the second driving gear 421 and the second secondary driving gear 423 are mounted on the engine input shaft 401, the second secondary driving gear 423 is located on one side of the second driving gear 421 away from the engine 100, the second driven gear 422 is mounted on the generator transmission shaft 404, the second secondary driving gear 423 is engaged with the second driven gear 422, and the second driving gear 421 is engaged with the first driven gear 411.

In this embodiment, the second driving gear 421 and the second secondary driving gear 423 are sleeved on the engine input shaft 401 and are fixedly connected to the engine input shaft 401, and the second driven gear 422 is sleeved on the generator transmission shaft 404 and is fixedly connected to the generator transmission shaft 404. The second driving gear 421, the second driven gear 422 and the second secondary driving gear 423 are two-stage speed-increasing gear sets, so that the working range of the generator can be optimized when the generator 300 generates electricity, and the electricity generation efficiency of the generator 300 is improved. Illustratively, the radius of the second secondary driving gear 423 is larger than the radius of the second driving gear 421, and the radius of the second secondary driving gear 423 is larger than the radius of the second driven gear 422.

In this embodiment, the clutch 430 is externally disposed, the first driving gear 412 is internally disposed, and the input end of the clutch 430 is still fixedly connected to the first intermediate shaft 405, so that the clutch 430 can be disposed below the generator 300, and does not occupy the dimension Y in the first direction, so that the transmission 400 has a simple structure, is beneficial to reducing the axial dimension of the engine 100, and is compactly disposed. And fixedly connecting the input end of clutch 430 with first intermediate shaft 405 and receiving the power output from engine 100 through engine input shaft 401, so that the power received by clutch 430 is more stable. In this embodiment, by disposing clutch 430 on first intermediate shaft 405, the axial dimension of engine input shaft 401 can be reduced compared to disposing clutch 430 on engine input shaft 401, and since the size of engine 100 is relatively large, the output shaft of engine 100 and engine input shaft 401 are disposed coaxially, when the axial dimension of engine input shaft 401 is reduced, it is beneficial to reduce the axial dimension of engine 100, and therefore the dimension of hybrid drive system 10 along first direction Y is reduced.

In the present embodiment, the power output from the engine 100 is transmitted to the common driven gear 440 via the engine input shaft 401, the second driving gear 421, the first driven gear 411, and the first driving gear 412 in this order, and then transmitted to the differential 450 and the wheel drive shaft 403. The power output from engine 100 is also transmitted to generator 300 via engine input shaft 401, second secondary driving gear 423, and second driven gear 422 in this order, and drives generator 300 to generate electricity.

It should be noted that the realizations, positional relationships and configurations of the first driven gear 411, the first driving gear 412, the third driving gear 461, the third driven gear 462, the third secondary driving gear 463, the second intermediate shaft 406, the common driven gear 440 and the differential 450 in the transmission 400 according to the first embodiment are applicable to the realizations, positional relationships and configurations of the first driven gear 411, the first driving gear 412, the third driving gear 461, the third driven gear 462, the third secondary driving gear 463, the second intermediate shaft 406, the common driven gear 440 and the differential 450 according to the third embodiment. When the transmission 400 is applied to the hybrid drive system 10, the realizations, positional relationships, and structural descriptions of the engine 100, the generator 300, the driving motor 200, the power battery 500, and the controller 600 in the first embodiment are applicable to the realizations, positional relationships, and structural descriptions of the engine 100, the generator 300, the driving motor 200, the power battery 500, and the controller 600 in the third embodiment. The hybrid drive system 10 in the third embodiment can also realize the 5 operation modes described in the hybrid drive system in the first embodiment, and the description thereof is omitted.

Referring to fig. 14, fig. 14 is a schematic structural diagram of a transmission 400 according to a fourth embodiment of the present disclosure, different from the first embodiment, in this embodiment, the transmission 400 further includes a housing 470, the housing 470 is provided with a first mounting surface 471 for mounting the engine 100 and a second mounting surface 472 for mounting the driving motor 200, one end of the engine input shaft 401 passes through the first mounting surface 471 and is used for being fixedly connected with the engine 100, and one end of the driving motor input shaft 402 passes through the second mounting surface 472 and is used for being fixedly connected with the driving motor 200; the first mounting surface 471 and the second mounting surface 472 are located on both sides of the housing 470, respectively, in the axial direction of the engine input shaft 401.

In one possible implementation, the housing 470 further includes a third mounting surface 473, the third mounting surface 473 is used for mounting the generator 300, and one end of the generator transmission shaft 404 passes through the third mounting surface 473 and is used for being fixedly connected with the input end of the generator 300.

In one possible implementation, the first driven gear 411, the first driving gear 412, the clutch 430, the second driving gear 421, the second driven gear 422, the third driving gear 461, the third driven gear 462, the third secondary driving gear 463, the common driven gear 440, and the differential 450 are located within the housing 470. It should be noted that the gear components in the housing 470 in the fourth embodiment may also be the gear components in the second embodiment and the third embodiment, and the positional relationship, the realizable manner, and the related description of the gear components in the housing 470 in the fourth embodiment are the same as those of the gear components in the first embodiment, the second embodiment, and the third embodiment, and are not repeated herein.

It should be noted that the mirror image arrangement of each embodiment of the hybrid drive system 10 of the present application also belongs to the technical solution protected by the present application, and the principle is the same as that of the foregoing embodiment, and is not described herein again.

Referring again to fig. 4, an embodiment of the present application provides a hybrid driving system 10, which includes a transmission 400, and at least one of the engine 100, the generator 300, and the driving motor 200 according to any of the above embodiments; an output shaft 101 of the engine 100 is used for being fixedly connected with one end of an engine input shaft 401, an input shaft 301 of the generator 300 is used for being in transmission connection with the other end of the engine input shaft 401, and an output shaft 201 of the driving motor 200 is used for being fixedly connected with a driving motor input shaft 402.

In the present embodiment, in the axial direction of the engine input shaft 401, the engine 100 and the driving motor 200 are located at two sides of the transmission 400, the output end of the engine 100 is fixedly connected with the engine input shaft 401, the output end of the driving motor 200 is fixedly connected with the driving motor input shaft 402, and the engine input shaft 401 is in transmission connection with the input end of the generator 300.

In one possible implementation, the transmission 400 further includes a generator transmission shaft 404, an input end of the generator 300 is fixed to the generator transmission shaft 404, and the generator transmission shaft 404 is connected with the engine input shaft 401 through a gear transmission. Specifically, the second driving gear 421 and the second driven gear 422 are in transmission connection.

It should be noted that the structure and the implementation manner of the transmission case 400 in the present embodiment can refer to the foregoing description, and are not described herein again.

In one possible implementation, the hybrid drive system 10 further includes a system housing (not shown), in which the engine 100, the driving motor 200, the generator 300, and the transmission 400 are located. In an embodiment, the housing of at least one of the engine 100, the driving motor 200, the generator 300 and the gearbox 400 may be a separate housing. In an embodiment, the housing of at least two of the engine 100, the driving motor 200, the generator 300 and the gearbox 400 is an integrated housing. The specific setting can be according to needs, and is not limited in this application.

In one possible implementation, the engine 100, the driving motor 200, the generator 300, and the transmission 400 are integrated into a unitary structure. To reduce the volume.

In one possible implementation, the engine 100, the driving motor 200, the generator 300, the transmission 400, and the controller 600 are integrated into a unitary structure. To reduce the volume.

In one possible implementation, the hybrid drive system 10 may include only the engine 100, the driving motor 200, the generator 300, and the transmission 400, and the controller 600 and the power battery 500 may be connected by a cable or a connector.

In one possible implementation, an onboard charger or other in-vehicle functional component may also be integrated with hybrid drive system 10. To reduce the occupation of the interior space of the vehicle 1.

Referring to fig. 1 again, an embodiment of the present application further provides a vehicle 1, where the vehicle 1 includes a vehicle body 11, wheels 12, and a transmission 400 according to any one of the above embodiments, the transmission 400 is mounted on the vehicle body 11, and a wheel driving shaft 403 in the transmission 400 is in transmission connection with the wheels 12.

An embodiment of the present application further provides a vehicle 1, where the vehicle 1 includes a vehicle body 11, wheels 12, and the hybrid drive system 10 in any of the above embodiments, the hybrid drive system 10 is mounted on the vehicle body 11, and the wheel driving shaft 403 in the hybrid drive system 10 is in transmission connection with the wheels 12.

The transmission 400 provided by the present application enables the power received by the clutch 430 to be more stable by fixedly connecting the input end of the clutch 430 with the first intermediate shaft 405 and receiving the power output by the engine 100 through the engine input shaft 401. In this embodiment, the clutch 430 is disposed on the first intermediate shaft 405, so that the axial size of the engine input shaft 401 can be reduced compared to the case where the clutch 430 is disposed on the engine input shaft 401, and since the size of the engine 100 is relatively large, the output shaft of the engine 100 is disposed coaxially with the engine input shaft 401, when the axial size of the engine input shaft 401 is reduced, the axial size of the engine 100 is reduced, and therefore the size of the hybrid drive system 10 in the first direction Y is reduced, so that the hybrid drive system is small in size and can be mounted on a narrow mounting position in a vehicle.

The above detailed description of the transmission, the hybrid drive system and the vehicle provided by the embodiments of the present application has applied specific examples to explain the principles and embodiments of the present application, and the above description of the embodiments is only used to help understand the method and its core idea of the present application; meanwhile, for a person skilled in the art, according to the idea of the present application, there may be variations in the specific embodiments and the application scope, and in summary, the content of the present specification should not be construed as a limitation to the present application.

Claims

1. A transmission, comprising:

one end of the engine input shaft is used for being in transmission connection with an engine and receiving power output by the engine, and the other end of the engine input shaft is used for being in transmission connection with a generator;

the driving motor comprises a driving motor input shaft, a driving motor output shaft and a driving motor output shaft, wherein one end of the driving motor input shaft is in transmission connection with the driving motor and is used for receiving power output by the driving motor;

the first intermediate shaft and the engine input shaft are arranged in parallel and are in transmission connection through a gear;

the input end of the clutch is fixedly connected with the first intermediate shaft, and the output end of the clutch moves relative to the input end of the clutch so that the clutch operates in a connection state or a separation state;

a wheel drive shaft geared with the output of the clutch for powering the wheel and for:

receiving power transmitted through the engine input shaft and the drive motor input shaft while the clutch operates in a connected state;

and when the clutch operates in a separation state, receiving power transmitted by the input shaft of the driving motor.

2. The transmission of claim 1, further comprising a first driven gear mounted on and fixedly connected to the first countershaft, the first driven gear being in driving connection with the engine input shaft, and a first drive gear mounted on and rotatably connected to the first countershaft, the output of the clutch being fixedly connected to the first drive gear, the first drive gear being in driving connection with the wheel drive shaft.

3. The transmission of claim 2, wherein the first driven gear receives power from the engine input shaft and transmits power from the engine input shaft to the first countershaft, the input of the clutch, the output of the clutch, the first drive gear, and the wheel drive shaft in sequence when the clutch is in the engaged state.

4. A transmission according to claim 2 wherein, in the axial direction of the first intermediate shaft, the first drive gear is located between the first driven gear and the clutch; or

The clutch is located between the first driven gear and the first driving gear in an axial direction of the first intermediate shaft.

5. A transmission as defined in claim 2 wherein said first drive gear is a free gear and a needle bearing is provided between said first drive gear and said first intermediate shaft.

6. A gearbox according to claim 2, in which the clutch is located on the side of the first driven gear which faces away from the end of the engine input shaft in the axial direction of the engine input shaft.

7. The transmission according to any one of claims 2 to 6, further comprising a generator transmission shaft, a second driving gear and a second driven gear, wherein one end of the generator transmission shaft is used for being in transmission connection with the generator, and one end of the generator transmission shaft is arranged on the same side as the other end of the engine input shaft in the axial direction of the engine input shaft; the second driving gear is installed on the engine input shaft, the second driven gear is installed on the generator transmission shaft, the second driving gear is meshed with the second driven gear, and the first driven gear is meshed with the second driving gear.

8. The gearbox according to any one of claims 2 to 6, characterized in that the gearbox further comprises a generator transmission shaft, a second driving gear, a second driven gear and a second secondary driving gear, wherein one end of the generator transmission shaft is used for being in transmission connection with the generator, and one end of the generator transmission shaft is arranged on the same side as the other end of the engine input shaft in the axial direction of the engine input shaft; the second driving gear and the second secondary driving gear are installed on the input shaft of the engine, the second secondary driving gear is located on one side, away from the engine, of the second driving gear, the second driven gear is installed on the transmission shaft of the generator, the second secondary driving gear is meshed with the second driven gear, and the first driven gear is meshed with the second driving gear.

9. A gearbox according to any one of claims 2 to 6, further comprising:

a common driven gear meshed with the first driving gear;

a differential mounted with the common driven gear on the wheel drive shaft.

10. The transmission of claim 9, wherein the first driven gear receives power transmitted from the engine input shaft and transmits power from the engine input shaft to the first countershaft, the input of the clutch, the output of the clutch, the first drive gear, the common driven gear, the differential, and the wheel drive shaft in sequence when the clutch is in the engaged state.

11. The transmission of claim 9, further comprising a third drive gear, a third driven gear, a third secondary drive gear, and a second countershaft, wherein the third drive gear is mounted and fixed to the input shaft of the drive motor, the third driven gear and the third secondary drive gear are mounted and fixed to the second countershaft, the third driven gear is in meshing engagement with the third drive gear, the third secondary drive gear is in meshing engagement with the common driven gear, and the third driven gear is located on a side of the second countershaft axially facing away from the drive motor.

12. The transmission according to any one of claims 1 to 6 and 10 to 11, wherein the transmission comprises a housing, a first mounting surface for mounting the engine and a second mounting surface for mounting the driving motor are arranged on the housing, one end of the input shaft of the engine penetrates through the first mounting surface and is fixedly connected with the engine, and one end of the input shaft of the driving motor penetrates through the second mounting surface and is fixedly connected with the driving motor; the first mounting surface and the second mounting surface are respectively located on both sides of the housing in an axial direction of the engine input shaft.

13. The transmission of claim 7, further comprising:

a common driven gear meshed with the first driving gear;

a differential mounted with the common driven gear on the wheel drive shaft.

14. The transmission of claim 8, further comprising:

a common driven gear meshed with the first driving gear;

a differential mounted with the common driven gear on the wheel drive shaft.

15. The gearbox of claim 7, wherein the gearbox comprises a housing, a first mounting surface for mounting the engine and a second mounting surface for mounting the driving motor are arranged on the housing, one end of the input shaft of the engine penetrates through the first mounting surface and is fixedly connected with the engine, and one end of the input shaft of the driving motor penetrates through the second mounting surface and is fixedly connected with the driving motor; the first mounting surface and the second mounting surface are respectively located on both sides of the housing in an axial direction of the engine input shaft.

16. The transmission case of claim 8, comprising a housing, wherein the housing is provided with a first mounting surface for mounting the engine and a second mounting surface for mounting the driving motor, one end of the input shaft of the engine penetrates through the first mounting surface and is fixedly connected with the engine, and one end of the input shaft of the driving motor penetrates through the second mounting surface and is fixedly connected with the driving motor; the first mounting surface and the second mounting surface are respectively located on both sides of the housing in an axial direction of the engine input shaft.

17. The transmission case of claim 9, comprising a housing, wherein the housing is provided with a first mounting surface for mounting the engine and a second mounting surface for mounting the driving motor, one end of the input shaft of the engine penetrates through the first mounting surface and is fixedly connected with the engine, and one end of the input shaft of the driving motor penetrates through the second mounting surface and is fixedly connected with the driving motor; the first mounting surface and the second mounting surface are respectively located on both sides of the housing in an axial direction of the engine input shaft.

18. A hybrid drive system, comprising:

a gearbox according to any one of claims 1 to 17;

at least one of an engine, a generator, and a drive motor;

the output end of the engine is fixedly connected with one end of the engine input shaft, the input end of the generator is in transmission connection with the other end of the engine input shaft, and the output end of the driving motor is fixedly connected with the driving motor input shaft.

19. A vehicle comprising a vehicle body, wheels and a gearbox according to any of claims 1 to 17, the gearbox being mounted on the vehicle body and a wheel drive shaft in the gearbox being in driving connection with the wheels; or

The hybrid power drive system comprises a vehicle body, wheels and the hybrid power drive system according to claim 18, wherein the hybrid power drive system is arranged on the vehicle body, and wheel drive shafts in the hybrid power drive system are in transmission connection with the wheels.