CN219467524U - Power transmission system for vehicle and vehicle - Google Patents

Abstract

The utility model discloses a power transmission system for a vehicle and the vehicle, wherein the power transmission system comprises: the first gear train comprises a first sun gear, a first planet carrier and a first gear ring, wherein the first sun gear is movably sleeved on a driving shaft of the engine, the first sun gear is selectively connected with a shell of the engine, and the first planet carrier is connected with the driving shaft; the second gear train comprises a second sun gear, a second planet carrier and a second gear ring, the second sun gear is connected with a first rotating shaft of the generator, the second planet carrier is connected with the first planet carrier, and the second gear ring is connected with the first gear ring; the transmission shaft assembly is in linkage with a second rotating shaft of the driving motor, and the transmission shaft assembly is selectively in linkage with the first gear ring and the second gear ring; and the output shaft is linked with the transmission shaft assembly. The power transmission system disclosed by the utility model can provide a plurality of working modes for the vehicle, so that the vehicle can meet different driving working condition scenes.

Description

Power transmission system for vehicle and vehicle

Technical Field

The utility model relates to the technical field of vehicles, in particular to a power transmission system for a vehicle and the vehicle.

Background

With the development of new energy automobile markets, hybrid power takes an important place by virtue of unique technical advantages, and various large-vehicle manufacturers have more product layouts.

In the related art, although a part of vehicles can realize a power split mode, an engine and a generator cannot be decoupled during pure electric driving, so that the efficiency is low, and a range-extending mode is avoided; while the other part of vehicles can realize a range-extending mode, the middle-high speed engine is directly driven to a single gear, and the fuel efficiency is low.

However, in the prior art, the working mode of the vehicle is single, various running conditions cannot be met, the power transmission path of the vehicle is long, the system loss is large, and the fuel economy is poor.

Disclosure of Invention

The present utility model aims to solve at least one of the technical problems existing in the prior art. Therefore, an object of the present utility model is to provide a power transmission system for a vehicle, which can provide multiple operation modes for the vehicle, so that the vehicle can meet different driving conditions, and can effectively reduce the energy loss of the vehicle, thereby improving the overall working efficiency of the vehicle and the fuel economy of the vehicle.

Another object of the utility model is to propose a vehicle.

The power transmission system for a vehicle according to the present utility model includes:

the first gear train is suitable for being linked with an engine, and comprises a first sun gear, a first planet carrier and a first gear ring, wherein the first sun gear is suitable for being movably sleeved on a driving shaft of the engine, the first sun gear is selectively connected with a shell of the engine, the first planet carrier is connected with the driving shaft, and the first planet carrier is respectively meshed with the first sun gear and the first gear ring for transmission;

the second gear train is suitable for being linked with a generator and comprises a second sun gear, a second planet carrier and a second gear ring, the second sun gear is connected with a first rotating shaft of the generator, the second planet carrier is respectively meshed with the second sun gear and the second gear ring for transmission, the second planet carrier is connected with the first planet carrier, and the second gear ring is connected with the first gear ring, so that the first gear train is linked with the second gear train;

a drive shaft assembly adapted to be coupled to a second shaft of a drive motor, and selectively coupled to the first gear ring and the second gear ring;

and the output shaft is linked with the transmission shaft assembly.

According to the power transmission system provided by the embodiment of the utility model, the first gear train, the second gear train and the transmission shaft assembly are arranged, the first gear train is linked with the second gear train, and the transmission shaft assembly is selectively linked with the first gear train and the second gear train, so that multiple working modes can be provided for a vehicle, the vehicle can meet different driving working condition scenes, the optimal working point position of the engine of the vehicle can be optimized timely, and the fuel economy of the vehicle is improved. Through the common cooperation of the engine, the generator and the driving motor, the power of the vehicle can be effectively improved, and the vehicle can have larger driving force. In addition, the power transmission system provided by the embodiment of the utility model has higher power transmission efficiency, so that the energy loss of the vehicle can be effectively reduced, and the overall working efficiency of the vehicle can be further improved.

In some examples of the utility model, the power transmission system further includes:

a first synchronizer connected with the first sun gear, the first synchronizer adapted to be connected with the housing to selectively connect the first sun gear with the housing.

In some examples of the utility model, the power transmission system further includes:

and the second synchronizer is connected with the transmission shaft assembly and is suitable for controlling the transmission shaft assembly to selectively link with the first gear ring and the second gear ring.

In some examples of the utility model, the power transmission system further includes:

and the output gear is connected with the first gear ring and the second gear ring and is suitable for being linked with the transmission shaft assembly.

In some examples of the utility model, the driveshaft assembly includes:

the transmission shaft is connected with the second synchronizer;

the input gear is movably sleeved on the transmission shaft, the input gear is meshed with the output gear for transmission, and the second synchronizer is suitable for being connected with the input gear so that the transmission shaft is selectively linked with the output gear.

In some examples of the utility model, the driveshaft assembly further comprises:

the first gear is connected with the transmission shaft and is linked with the second rotating shaft;

and the second gear is connected with the transmission shaft and is linked with the output shaft.

In some examples of the utility model, the second shaft has a third gear that is in meshed transmission with the first gear.

In some examples of the utility model, the output shaft has a fourth gear that meshes with the second gear.

In some examples of the utility model, the power transmission system further includes: and the motor controller is electrically connected with the generator and the driving motor respectively, and is suitable for controlling the generator and the driving motor to work.

The vehicle provided by the utility model comprises the power transmission system for the vehicle.

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

Drawings

In order to more clearly illustrate the embodiments of the present utility model or the technical solutions of the prior art, the following description will briefly explain the drawings used in the embodiments or the description of the prior art, and it is obvious that the drawings in the following description are some embodiments of the present utility model, and other drawings can be obtained according to these drawings without inventive effort for a person skilled in the art.

Fig. 1 is a schematic structural view of a power transmission system according to an embodiment of the present utility model;

fig. 2 is a diagram of a vehicle control strategy architecture according to an embodiment of the present utility model.

Reference numerals illustrate:

1-a power transmission system;

10-an engine;

110-a drive shaft;

120-a housing;

20-a first gear train;

210-a first sun gear;

220-first planet;

230-a first planet carrier;

240-a first ring gear;

30-a second gear train;

310-a second sun gear; 320-a second planet; 330-a second planet carrier; 340-a second ring gear; 350-an output gear;

a 40-generator;

410-a first rotation axis;

50-a drive shaft assembly;

510-a transmission shaft; 520-input gear; 530-a first gear; 540-a second gear;

60-driving a motor;

610-a second spindle;

620-a third gear;

70-an output shaft;

710-fourth gear;

80-a first synchronizer;

90-second synchronizer.

Detailed Description

For the purpose of making the objects, technical solutions and advantages of the embodiments of the present utility model more apparent, the technical solutions of the embodiments of the present utility model will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present utility model, and it is apparent that the described embodiments are some embodiments of the present utility model, but not all embodiments of the present utility model. All other embodiments, which can be made by those skilled in the art based on the embodiments of the utility model without making any inventive effort, are intended to be within the scope of the utility model.

In the description of the present utility model, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc. indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings are merely for convenience in describing the present utility model and simplifying the description, and do not indicate or imply that the device or element being referred to must have a specific orientation, be configured and operated in a specific orientation, and therefore should not be construed as limiting the present utility model. Furthermore, features defining "first", "second" may include one or more such features, either explicitly or implicitly. In the description of the present utility model, unless otherwise indicated, the meaning of "a plurality" is two or more.

In the description of the present utility model, it should be noted that, unless explicitly specified and limited otherwise, the terms "mounted," "connected," and "connected" are to be construed broadly, and may be either fixedly connected, detachably connected, or integrally connected, for example; can be mechanically or electrically connected; can be directly connected or indirectly connected through an intermediate medium, and can be communication between two elements. The specific meaning of the above terms in the present utility model will be understood in specific cases by those of ordinary skill in the art.

Embodiments of the present utility model are described in detail below, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to like or similar elements or elements having like or similar functions throughout. The embodiments described below by referring to the drawings are illustrative only and are not to be construed as limiting the utility model.

Fig. 1 is a schematic structural diagram of a power transmission system 1 according to an embodiment of the present utility model, and fig. 2 is a schematic structural diagram of a vehicle control strategy according to an embodiment of the present utility model. A power transmission system 1 for a vehicle according to an embodiment of the present utility model is described below with reference to fig. 1 and 2, including: the first gear train 20, the first gear train 20 is suitable for being linked with the engine 10, the first gear train 20 comprises a first sun gear 210, a first planet carrier 230 and a first gear ring 240, the first sun gear 210 is suitable for being movably sleeved on a driving shaft 110 of the engine 10, the first sun gear 210 is selectively connected with a shell 120 of the engine 10, the first planet carrier 230 is connected with the driving shaft 110, and the first planet carrier 230 is respectively meshed with the first sun gear 210 and the first gear ring 240 for transmission; a second gear train 30, the second gear train 30 being adapted to be coupled to the generator 40, the second gear train 30 comprising a second sun gear 310, a second planet carrier 330 and a second ring gear 340, the second sun gear 310 being adapted to be coupled to a first shaft 410 of the generator 40, the second planet carrier 330 being in meshed transmission with the second sun gear 310 and the second ring gear 340, respectively, the second planet carrier 330 being coupled to the first planet carrier 230 and the second ring gear 340 being coupled to the first ring gear 240 to couple the first gear train 20 to the second gear train 30; a drive shaft assembly 50, the drive shaft assembly 50 being adapted to be coupled with the second shaft 610 of the drive motor, and the drive shaft assembly 50 being selectively coupled with the first ring gear 240 and the second ring gear 340; the output shaft 70, the output shaft 70 being coupled to the drive shaft assembly 50.

Specifically, the axial direction of the driving shaft 110 of the engine 10 may be parallel to the axial direction of the first gear train 20, and the driving shaft 110 may be coaxially disposed with the first rotating shaft 410 of the generator 40, so that the power transmission between the engine 10 and the generator 40 is stable, the transmission efficiency is better, and meanwhile, the space arrangement inside the power transmission system 1 may be optimized, so that the space utilization is effectively improved. The driving shaft 110 may be fixedly connected to the first carrier 230 of the first gear train 20 by means of a key connection, a spline connection, a pin connection, a set screw connection, an interference connection, or the like, so that power output from the engine 10 may be transmitted to the first gear train 20 through the driving shaft 110. The first gear train 20 and the second gear train 30 may be disposed at intervals along the axial direction of the driving shaft 110, and the first gear train 20 and the second gear train 30 may be connected together by a fixed connection, so that the power output from the first gear train 20 may be transmitted to the second gear train 30.

The first sun gear 210 may be disposed coaxially with the driving shaft 110, and the first sun gear 210 may be movably sleeved on the driving shaft 110, that is, the first sun gear 210 may rotate relative to the driving shaft 110. The first planet gears 220 are rotatably sleeved on the first planet carrier 230, and simultaneously, the first planet gears 220 and the first sun gear 210 are meshed with each other. First sun gear 210 and first planet gear 220 may be nested together within first ring gear 240, first planet gear 220 may be disposed between first sun gear 210 and first ring gear 240, and first planet gear 220 may be simultaneously engaged with first ring gear 240. First ring gear 240 may be disposed coaxially with drive shaft 110. The axial direction of first planet gears 220 may be parallel to the axial direction of first sun gear 210 and first ring gear 240, respectively. This arrangement allows power output from engine 10 to be output to first ring gear 240 and/or first sun gear 210 via first carrier 230.

The axial direction of the first shaft 410 of the generator 40 may be parallel to the axial direction of the second gear train 30, and the first shaft 410 may be fixedly connected to the second sun gear 310 in the second gear train 30 by means of a key connection, a spline connection, a pin connection, a set screw connection, an interference connection, or the like, so that the power output from the second gear train 30 may be transmitted to the generator 40 via the first shaft 410, so that the generator 40 may convert mechanical energy into electrical energy. Meanwhile, the electric energy converted by the generator 40 may be transmitted to a vehicle-mounted battery pack (not shown) for storage, or the electric energy converted by the generator 40 may be directly transmitted to the driving motor 60, so that the driving motor 60 may convert the electric energy into power and output the power to the output shaft 70, so that the vehicle may be driven to travel. Further, the generator 40 may also convert electric energy stored in the battery pack into power and output the power to the second train 30, which may further improve the driving force of the vehicle.

The second sun gear 310 is disposed coaxially with the first rotating shaft 410. The second planetary gear 320 is rotatably sleeved on the second planetary gear carrier 330, and the second planetary gear 320 and the second sun gear 310 are meshed with each other. Meanwhile, the second carrier 330 may be fixedly connected to the first carrier 230 by welding or integrally formed connection, etc., so that the first carrier 230 and the second carrier 330 maintain a linkage relationship.

Further, the second sun gear 310 and the second planet gears 320 may be sleeved in the second ring gear 340 together, the second planet gears 320 may be disposed between the second sun gear 310 and the second ring gear 340, and the second planet gears 320 are simultaneously meshed with the second ring gear 340. The second gear ring 340 may be fixedly connected to the first gear ring 240 by welding or integrally formed connection, etc., and the second gear ring 340 may be coaxially disposed with the driving shaft 110. The axial direction of the second planetary gears 320 may be parallel to the axial directions of the second sun gear 310 and the second ring gear 340, respectively. The arrangement is such that power output from the engine 10 can be transmitted to the generator 40 or the output shaft 70 via the co-operation of the first gear train 20 and the second gear train 30.

The driving motor 60 may be electrically connected to the generator 40 and the battery pack, respectively, the driving motor 60 may convert electric energy transmitted from the generator 40 or the battery pack into power and output the power to the second rotating shaft 610, the axial direction of the second rotating shaft 610 may be parallel to the axial direction of the driving shaft assembly 50, and the second rotating shaft 610 may transmit the power to the driving shaft assembly 50 and from the driving shaft assembly 50 to the output shaft 70, so that the driving motor 60 may provide the power to the vehicle.

The axial direction of the drive shaft assembly 50 may be parallel to the axial direction of the first gear train 20 and the second gear train 30, and when the vehicle requires a large torque for driving, the drive shaft assembly 50 may be controlled to be connected with the first gear ring 240 and/or the second gear ring 340, so that the power output by the first gear ring 240 and/or the second gear ring 340 may be transmitted to the drive shaft assembly 50, and may further be transmitted to the output shaft 70 through the drive shaft assembly 50, so that the engine 10 and/or the generator 40 may jointly provide power for the vehicle. When the torque required by the vehicle is small, the transmission shaft assembly 50 can be controlled to be disconnected from the first gear ring 240 and/or the second gear ring 340, so that the energy loss of the vehicle can be effectively reduced, and the working efficiency of the vehicle can be further improved.

The axial direction of the output shaft 70 may be parallel to the axial direction of the propeller shaft assembly 50, the output shaft 70 may be disposed coaxially with the second rotation shaft 610, and the output shaft 70 may be connected to wheels (not shown) of a vehicle, so that power may be transmitted to the wheels via the output shaft 70, and thus the vehicle may be driven.

According to the power transmission system 1 provided by the embodiment of the utility model, the first gear train 20, the second gear train 30 and the transmission shaft assembly 50 are arranged, and the first gear train 20 and the second gear train 30 are linked, and the transmission shaft assembly 50 is selectively linked with the first gear train 20 and the second gear train 30, so that a plurality of working modes can be provided for a vehicle, different driving working condition scenes can be met for the vehicle, the optimal working point position of the vehicle engine 10 can be optimized timely, and the fuel economy of the vehicle is improved. By the cooperation of the engine 10, the generator 40 and the driving motor 60, the power of the vehicle can be effectively increased, so that the vehicle can have larger driving force. In addition, the power transmission system 1 provided by the embodiment of the utility model has higher power transmission efficiency, so that the energy loss of the vehicle can be effectively reduced, and the overall working efficiency of the vehicle can be further improved.

With continued reference to fig. 1, according to one embodiment of the present utility model, the power transmission system 1 further includes: the first synchronizer 80, the first synchronizer 80 is connected with the first sun gear 210, the first synchronizer 80 is adapted to be connected with the housing 120 such that the first sun gear 210 is selectively connected with the housing 120.

Specifically, the first synchronizer 80 may be disposed between the first gear train 20 and the engine 10, the first synchronizer 80 may be fixedly connected with the first sun gear 210 in the first gear train 20 at the same time, the first synchronizer 80 may be disposed coaxially with the driving shaft 110 of the engine 10, and the first synchronizer 80 may be movably sleeved on the driving shaft 110, so that the first synchronizer 80 may be controlled to be connected to or disconnected from the housing 120 of the engine 10, so that the housing 120 may brake the first sun gear 210 to adjust the power transmitted from the engine 10 to the generator 40 or the output shaft 70. For example, when the first synchronizer 80 is controlled to be connected with the housing 120, the first synchronizer 80 may be kept stationary under the limitation of the housing 120, and the first sun gear 210 connected with the first synchronizer 80 may also be kept stationary, so that the power transmitted from the engine 10 to the generator 40 or the output shaft 70 may be improved; when the first synchronizer 80 is controlled to be disconnected from the housing 120, the first synchronizer 80 can be rotated together with the rotation of the first sun gear 210, so that the power transmitted from the engine 10 to the generator 40 or the output shaft 70 can be reduced.

With continued reference to fig. 1, according to yet another embodiment of the present utility model, the power transmission system 1 further includes: second synchronizer 90, second synchronizer 90 is coupled to drive shaft assembly 50, and second synchronizer 90 is adapted to control drive shaft assembly 50 to selectively interlock with first ring gear 240 and second ring gear 340.

Specifically, the second synchronizer 90 may be coaxially disposed with the transmission shaft assembly 50, and the second synchronizer 90 may be fixedly sleeved on the transmission shaft assembly 50, so that the second synchronizer 90 may be controlled to be connected with a part of components in the transmission shaft assembly 50, so that power output by the engine 10 and the generator 40 may be transmitted to the transmission shaft assembly 50 through the first gear train 20 and the second gear train 30, and then transmitted to the output shaft 70 by the transmission shaft assembly 50, so as to provide driving force for the vehicle. For example, when the second synchronizer 90 is controlled to be connected with the input gear 520 in the transmission shaft assembly 50, the second synchronizer 90 may be driven to rotate by the input gear 520, and the second synchronizer 90 drives the transmission shaft assembly 50 to rotate integrally, and the transmission shaft assembly 50 may drive the output shaft 70 to rotate while rotating, so that power may be transmitted to the output shaft 70 to drive the vehicle.

With continued reference to fig. 1, according to yet another embodiment of the present utility model, the power transmission system 1 further includes: output gear 350, output gear 350 is coupled to first ring gear 240 and second ring gear 340, and output gear 350 is adapted to be coupled to drive shaft assembly 50.

Specifically, the output gear 350 may be used as a power output part, the output gear 350 may be disposed between the generator 40 and the second gear train 30, the output gear 350 may be fixedly connected to the first gear ring 240 and the second gear ring 340 at the same time, and a central axis of the output gear 350 may coincide with a central axis of the first rotating shaft 410 and the driving shaft 110, so that the first gear ring 240 and the second gear ring 340 may rotate while driving the output gear 350 to rotate. Meanwhile, the output gear 350 may be coupled with the drive shaft assembly 50 such that power output from the engine 10 and the generator 40 may be transferred to the output gear 350 through the first gear train 20 and the second gear train 30, and finally output from the output gear 350 to the drive shaft assembly 50.

With continued reference to FIG. 1, in accordance with an alternative embodiment of the present utility model, a driveshaft assembly 50 includes: a drive shaft 510, the drive shaft 510 being connected to the second synchronizer 90; the input gear 520 is movably sleeved on the transmission shaft 510, the input gear 520 is meshed with the output gear 350 for transmission, and the second synchronizer 90 is suitable for being connected with the input gear 520 so as to enable the transmission shaft 510 to be selectively linked with the output gear 350.

Specifically, the axial direction of the driving shaft 510 may be parallel to the axial direction of the driving shaft 110 and the first rotation shaft 410, the second synchronizer 90 may be fixedly disposed at one end of the driving shaft 510, and the second synchronizer 90 may be coaxially disposed with the driving shaft 510. The input gear 520 may be a power input, and the input gear 520 is disposed opposite the output gear 350 and engaged to transmit power such that power provided by the engine 10 or the generator 40 is transmitted from the output gear 350 to the input gear 520. The input gear 520 may be movably sleeved on the transmission shaft 510, and the input gear 520 may be coaxially disposed with the transmission shaft 510. The input gear 520 may be opposite to the second synchronizer 90 and disposed at a distance from the second synchronizer 90, so that the second synchronizer 90 may be controlled to be connected with the input gear 520, so that the input gear 520 may drive the transmission shaft 510 to rotate, and thus, the power output by the output gear 350 may be transmitted to the transmission shaft 510 through the input gear 520. It should be noted that, when the second synchronizer 90 is separated from the input gear 520, the input gear 520 may only rotate following the output gear 350, and may not drive the transmission shaft 510 to rotate.

With continued reference to FIG. 1, in accordance with a further embodiment of the present utility model, the driveshaft assembly 50 further includes: the first gear 530, the first gear 530 is connected with the transmission shaft 510, the first gear 530 is linked with the second rotation shaft 610; and a second gear 540, the second gear 540 being connected to the drive shaft 510, the second gear 540 being coupled to the output shaft 70.

Specifically, the first gear 530 may be disposed on a side of the input gear 520 facing away from the second synchronizer 90, the first gear 530 may be fixedly connected to the transmission shaft 510 by means of a key connection, a spline connection, a pin connection, a set screw connection, or an interference connection, and the first gear 530 is disposed coaxially with the transmission shaft 510. The first gear 530 may be disposed opposite to and transmit with the second rotation shaft 610 of the driving motor 60. The second gear 540 may be disposed on a side of the first gear 530 facing away from the input gear 520, where the second gear 540 may be fixedly connected to the transmission shaft 510 by a key connection, a spline connection, a pin connection, a set screw connection, or an interference connection, and the second gear 540 is coaxially disposed with the transmission shaft 510. The second gear 540 may be disposed opposite to the output shaft 70 and transmit power to each other, so that power output by the engine 10, the generator 40 and the driving motor 60 may be transmitted to the transmission shaft 510 together and transmitted to the output shaft 70 by the transmission shaft 510, which may effectively improve the transmission efficiency of the power transmission system 1 and enable the vehicle to have multiple operation modes, so as to meet the use requirements of the vehicle under various different working conditions.

With continued reference to fig. 1, in an alternative embodiment of the present utility model, the second rotating shaft 610 has a third gear 620, and the third gear 620 is meshed with the first gear 530.

Specifically, a third gear 620 opposite to the first gear 530 may be fixedly disposed on the second rotating shaft 610 of the driving motor 60, and the third gear 620 is meshed with the first gear 530, so that the power output by the driving motor 60 may be transmitted to the first gear 530 through the third gear 620, and the first gear 530 drives the transmission shaft 510 to rotate.

With continued reference to FIG. 1, in some examples of the utility model, the output shaft 70 has a fourth gear 710, the fourth gear 710 meshing with the second gear 540.

Specifically, a fourth gear 710 opposite to the second gear 540 may be fixedly provided on the output shaft 70, the fourth gear 710 being intermeshed with the second gear 540, so that power may be transmitted between the second gear 540 and the fourth gear 710.

With continued reference to fig. 1, in some alternative embodiments of the utility model, the power transmission system 1 further includes: a motor controller (not shown) electrically connected to the generator 40 and the drive motor 60, respectively, the motor controller being adapted to control the operation of the generator 40 and the drive motor 60.

Specifically, the motor controller may be electrically connected to the generator 40 and the driving motor 60, respectively, and the motor controller may send control signals to the generator 40 and the driving motor 60, respectively, so that the operating states of the generator 40 and the driving motor 60 may be controlled by the motor controller, so that the generator 40 and the driving motor 60 may be efficiently matched.

The vehicle (not shown in the drawings) according to the embodiment of the present utility model includes the power transmission system 1 for a vehicle in the above embodiment, where the specific structure and the working principle of the power transmission system 1 have been explained in detail in the above embodiment, and are not described in detail herein.

With continued reference to Table 1 below, various modes of operation of the vehicle are also provided in embodiments of the present utility model.

Table 1, mode and shift logic table notes: 1. x represents disconnection, v represents connection, and SOC represents the remaining battery power; 2. and when the throttle opening is less than or equal to 50% of the throttle opening is defined as low power, and more than 50% is defined as high power. The remaining power (SOC) is 30% or less of the low power and 30% or more of the medium-high power. The speed of the vehicle is lower than 60km/h and is equal to or higher than 60 km/h.

Pure electric mode one

The applicable scene is that when the vehicle starts on a normal level road, the accelerator opening of the vehicle is smaller (for example, less than or equal to 50%), the residual capacity of a battery pack is sufficient (for example, the SOC is more than 30%), and the running speed of the vehicle is not high (for example, less than 60 km/h). By controlling the first synchronizer 80 and the second synchronizer 90 to be simultaneously turned off, at this time, the transmission path of the power in the power transmission system 1 of the vehicle is:

drive motor 60→third gear 620→first gear 530→second gear 540→fourth gear 710→output shaft 70.

Pure electric mode two

The suitable scenes are that the vehicle needs larger torque when starting at a high gradient and low speed, the accelerator opening of the vehicle is larger (for example, larger than 50%), the residual capacity of the battery pack is sufficient (for example, the SOC is larger than 30%), and the running speed of the vehicle is lower (for example, smaller than 60 km/h). At this time, the power of the drive motor 60 is insufficient to meet the running demand of the vehicle, and the generator 40 needs to be output as a drive device. By controlling the first synchronizer 80 to be turned off, the second synchronizer 90 is connected to brake, and the transmission path of the power in the power transmission system 1 of the vehicle is:

generator 40→second sun gear 310→second planet carrier 330→second ring gear 340→output gear 350→input gear 520→first gear 530→second gear 540→fourth gear 710→output shaft 70;

drive motor 60→third gear 620→first gear 530→second gear 540→fourth gear 710→output shaft 70.

Range extending mode

The applicable scenario is that the low-speed small torque power demand is low, the remaining capacity of the battery pack is insufficient (for example, SOC is less than or equal to 30%), the running speed of the vehicle is not high (for example, less than 60 km/h), the first synchronizer 80 is controlled to connect and brake, the second synchronizer 90 is disconnected, and at this time, the power transmission path in the power transmission system 1 of the vehicle is as follows:

engine 10→first planet carrier 230→second planet carrier 330→second sun gear 310→generator 40→drive motor 60→third gear 620→first gear 530→second gear 540→fourth gear 710→output shaft 70.

It should be noted that, in this mode, the generator 40 may be used to generate electricity and directly transmit the electric energy to the driving motor 60, so that the driving motor 60 outputs power, and in addition, the surplus electric energy may be transmitted from the generator 40 to the battery pack for storage.

ECVT mode

The applicable scenario is that the vehicle cruises at a medium-high speed, the remaining capacity of the battery pack is insufficient (for example, SOC is less than or equal to 30%), the running speed of the vehicle is high (for example, 60km/h or more), the first synchronizer 80 is controlled to be disconnected, the second synchronizer 90 is connected to brake, and at this time, the power transmission path in the power transmission system 1 of the vehicle is as follows:

engine 10→first planet carrier 230→second planet carrier 330→second sun gear 310→generator 40;

engine 10→first carrier 230→first ring gear 240→output gear 350→input gear 520→first gear 530→second gear 540→fourth gear 710→output shaft 70;

drive motor 60→third gear 620→first gear 530→second gear 540→fourth gear 710→output shaft 70.

The drive shaft 110 of the engine 10 is simultaneously linked with the first carrier 230 and the second carrier 330; in this mode the drive motor 60 can speed the output power through the final drive.

Hybrid parallel mode

The applicable scenario is that the vehicle is traveling at a high speed, the accelerator opening of the vehicle is large (for example, greater than 50%), the remaining battery pack is sufficient (for example, SOC is greater than 30%), the traveling speed of the vehicle is high (for example, 60km/h or more), and braking is connected by controlling the first synchronizer 80 and the second synchronizer 90, respectively, at this time, the power transmission path in the power transmission system 1 of the vehicle is as follows:

engine 10→first carrier 230→first ring gear 240→output gear 350→input gear 520→first gear 530→second gear 540→fourth gear 710→output shaft 70;

generator 40→second sun gear 310→second planet carrier 330→second ring gear 340→output gear 350→input gear 520→first gear 530→second gear 540→fourth gear 710→output shaft 70;

drive motor 60→third gear 620→first gear 530→second gear 540→fourth gear 710→output shaft 70.

In this mode, the engine 10 and the generator 40 may transmit power to the output gear 350, and the output gear 350 and the input gear 520 cooperate to transmit power to the transmission shaft 510, and then transmit power to the output shaft 70 together with the power output from the driving motor 60.

Energy recovery mode

The application scenario is that the vehicle is braked or driven downhill, the battery pack is not full (for example, when the SOC is 90%), and the first synchronizer 80 and the second synchronizer 90 are simultaneously turned off by controlling, at this time, the power transmission path in the power transmission system 1 of the vehicle is:

output shaft 70→fourth gear 710→second gear 540→first gear 530→third gear 620→drive motor 60.

In this case, the driving motor 60 may be used as a power generation device, that is, may convert kinetic energy of the vehicle into electric energy and store the electric energy in a battery pack.

Referring to fig. 2 (in fig. 2, a thin solid line represents communication connection, a thick solid line represents electrical connection, a thin broken line represents mechanical connection, and a thick broken line represents signal connection), in an embodiment of the present utility model, for a whole vehicle system, driving intention is transmitted to a whole vehicle control unit through a whole vehicle CAN communication network, the whole vehicle control unit sends a signal to a hybrid control unit, the hybrid control unit determines a working mode, and then sends signals to a motor controller, and the motor controllers are matched with each other, and power output is performed according to different mode requirements; meanwhile, the battery management system performs signal interaction with the whole vehicle CAN communication network, so that the state of a battery pack is monitored and used as a vehicle mode selection condition. The following is a control strategy for each mode:

pure electric mode one

When the whole vehicle system monitors that the power requirement condition of the first pure mode is met (for example, the accelerator opening is less than or equal to 50%, the SOC is more than 30% and the vehicle speed is less than 60 km/h), the whole vehicle control unit sends a signal to a power CAN communication network, and the motor controller receives the signal and controls the driving motor 60 to output power, so that the speed reducing mechanism of the transmission is driven to act; engine 10 and generator 40 are not operating at this time; meanwhile, the battery management system monitors the electric quantity, the temperature and the like of the battery pack in real time and sends signals to the whole vehicle CAN communication network, and the whole vehicle control unit receives related signals as judging conditions of mode selection.

Pure electric mode two

When the whole vehicle system monitors that the power requirement condition of the second pure mode is met (for example, the accelerator opening is more than 50%, the SOC is more than 30%, and the vehicle speed is less than 60 km/h), the whole vehicle control unit sends signals to a power CAN communication network, and a motor controller receives the signals and controls the rotating speeds and the power of the driving motor 60 and the generator 40 so that the driving motor 60 and the generator 40 are in power coupling in a speed reducing mechanism of a speed changer, and power is output; meanwhile, the battery management system monitors the electric quantity, the temperature and the like of the battery pack in real time and sends signals to the whole vehicle CAN communication network, and the whole vehicle control unit receives related signals as judging conditions of mode selection.

Range extending mode

When the whole vehicle system monitors that the power requirement condition of the range-increasing mode is met (SOC is less than or equal to 30 percent and the vehicle speed is less than 60 km/h), the whole vehicle control unit sends signals to a power CAN communication network, a motor controller, an engine controller and a hybrid control unit all receive the signals, the motor controller controls the rotating speed and the torque of a driving motor 60 and a generator 40, the engine controller controls the rotating speed and the torque output by an engine 10, the hybrid control unit judges the gear shifting requirement at the moment and controls a second synchronizer 90 to be disconnected; at this time, the entire energy of the engine 10 is used for the generator 40 to generate electricity and supply power to the driving motor 60, and the remaining energy is stored in the battery pack; meanwhile, the battery management system monitors the electric quantity, the temperature and the like of the battery pack in real time and sends signals to the whole vehicle CAN communication network, and the whole vehicle control unit receives related signals as judging conditions of mode selection.

ECVT mode

When the vehicle system monitors that the power requirement condition of the ECVT mode is met (for example, the SOC is less than or equal to 30 percent, the vehicle speed is more than or equal to 60 km/h), the vehicle control unit sends signals to a power CAN communication network, the motor controller, the engine controller and the hybrid control unit all receive the signals, the motor controller controls the rotating speed and the torque of the driving motor 60, the engine controller controls the rotating speed and the torque output by the engine 10, the hybrid control unit judges the gear shifting requirement at the moment and controls the second synchronizer 90 to be connected; at this time, a part of the energy of the engine 10 is used for the generator 40 to generate electricity, and the energy is stored in the battery pack, and another part of the energy is used for vehicle driving; the engine 10 and the generator 40 can adjust the working point according to the actual working condition requirement and match the structural characteristics of the planetary row, so that the engine 10 works at the optimal fuel economy point; meanwhile, the battery management system monitors the electric quantity, the temperature and the like of the battery pack in real time and sends signals to the whole vehicle CAN communication network, and the whole vehicle control unit receives related signals as judging conditions of mode selection.

Hybrid parallel mode

When the whole vehicle system monitors that the power requirement condition of the hybrid parallel mode is met (for example, the accelerator opening is more than 50%, the SOC is more than 30%, and the vehicle speed is more than or equal to 60 km/h), the whole vehicle control unit sends signals to a power CAN communication network, a motor controller, an engine controller and a hybrid control unit all receive the signals, the motor controller controls the rotating speed and the torque of a driving motor 60 and a generator 40, the engine controller controls the rotating speed and the torque output by an engine 10, the hybrid control unit judges the gear shifting requirement at the moment and controls a first synchronizer 80 and a second synchronizer 90 to be respectively connected; at this time, a part of energy of the engine 10 is used for generating electricity by the generator 40 and is transmitted to the driving motor 60 for use (if the generated electricity of the generator 40 cannot meet the use requirement of the driving motor 60, the driving motor 60 works by using the electricity in the battery pack), and another part of energy of the engine 10 is used for driving the vehicle, and at this time, the engine 10 and the driving motor 60 jointly drive the vehicle; the engine 10 and the generator 40 can adjust the working point according to the actual working condition requirement and match the structural characteristics of the planetary row, so that the engine 10 works at the optimal fuel economy point; meanwhile, the battery management system monitors the electric quantity, the temperature and the like of the battery pack in real time and sends signals to the whole vehicle CAN communication network, and the whole vehicle control unit receives related signals as judging conditions of mode selection.

Energy recovery mode

When the whole vehicle system monitors that the energy recovery mode is met, the whole vehicle control unit sends a signal to the power CAN communication network, the motor controller controls the driving motor 60 to generate electricity, and the kinetic energy of the whole vehicle is converted into electric energy and stored in the battery pack; meanwhile, the battery management system monitors the electric quantity, the temperature and the like of the battery pack in real time and sends signals to the whole vehicle CAN communication network, and the whole vehicle control unit receives related signals as judging conditions of mode selection.

Other configurations of the power transmission system 1 for a vehicle according to the embodiment of the utility model are, for example: the battery pack, engine 10, generator 40, and drive motor 60, etc., and the operation thereof, are known to those of ordinary skill in the art and will not be described in detail herein.

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

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

Claims (10)

1. A power transmission system for a vehicle, characterized by comprising:

a first gear train (20), the first gear train (20) is suitable for being linked with an engine (10), the first gear train (20) comprises a first sun gear (210), a first planet carrier (230) and a first gear ring (240), the first sun gear (210) is suitable for being movably sleeved on a driving shaft (110) of the engine (10), the first sun gear (210) is selectively connected with a shell (120) of the engine (10), the first planet carrier (230) is connected with the driving shaft (110), and the first planet carrier (230) is respectively meshed and transmitted with the first sun gear (210) and the first gear ring (240);

a second gear train (30), the second gear train (30) is suitable for being linked with a generator (40), the second gear train (30) comprises a second sun gear (310), a second planet carrier (330) and a second gear ring (340), the second sun gear (310) is suitable for being connected with a first rotating shaft (410) of the generator (40), the second planet carrier (330) is respectively meshed with the second sun gear (310) and the second gear ring (340) for transmission, the second planet carrier (330) is connected with the first planet carrier (230), and the second gear ring (340) is connected with the first gear ring (240);

-a drive shaft assembly (50), the drive shaft assembly (50) being adapted to be coupled to a second shaft (610) of a drive motor (60), and the drive shaft assembly (50) being selectively coupled to the first ring gear (240) and the second ring gear (340);

and an output shaft (70), wherein the output shaft (70) is linked with the transmission shaft assembly (50).

2. The power transmission system for a vehicle according to claim 1, characterized by further comprising:

-a first synchronizer (80), said first synchronizer (80) being connected to said first sun gear (210), said first synchronizer (80) being adapted to be connected to said housing (120) such that said first sun gear (210) is selectively connected to said housing (120).

3. The power transmission system for a vehicle according to claim 2, characterized by further comprising:

a second synchronizer (90), the second synchronizer (90) being connected with the drive shaft assembly (50), the second synchronizer (90) being adapted to control the drive shaft assembly (50) to selectively interlock with the first ring gear (240) and the second ring gear (340).

4. A power transmission system for a vehicle according to claim 3, characterized by further comprising:

-an output gear (350), said output gear (350) being connected to said first ring gear (240) and said second ring gear (340), said output gear (350) being adapted to be coupled to said drive shaft assembly (50).

5. The power transmission system for a vehicle according to claim 4, characterized in that the propeller shaft assembly (50) includes:

a drive shaft (510), the drive shaft (510) being connected to the second synchronizer (90);

the input gear (520) is movably sleeved on the transmission shaft (510), the input gear (520) is in meshed transmission with the output gear (350), and the second synchronizer (90) is suitable for being connected with the input gear (520) so that the transmission shaft (510) is selectively linked with the output gear (350).

6. The power transmission system for a vehicle according to claim 5, characterized in that the propeller shaft assembly (50) further includes:

a first gear (530), the first gear (530) is connected with the transmission shaft (510), and the first gear (530) is linked with the second rotation shaft (610);

and a second gear (540), wherein the second gear (540) is connected with the transmission shaft (510), and the second gear (540) is linked with the output shaft (70).

7. The power transmission system for a vehicle according to claim 6, characterized in that the second rotating shaft (610) has a third gear (620), and the third gear (620) is in mesh transmission with the first gear (530).

8. The power transmission system for a vehicle according to claim 6, characterized in that the output shaft (70) has a fourth gear (710), the fourth gear (710) being in mesh transmission with the second gear (540).

9. The power transmission system for a vehicle according to any one of claims 1 to 8, characterized by further comprising: and the motor controller is respectively and electrically connected with the generator (40) and the driving motor (60), and is suitable for controlling the generator (40) and the driving motor (60) to work.

10. A vehicle characterized by comprising a power transmission system for a vehicle according to any one of claims 1-9.