CN219840992U - Vehicle transmission, hybrid power driving system and vehicle - Google Patents

Abstract

The utility model provides a vehicle transmission, a hybrid power driving system and a vehicle, wherein the vehicle transmission comprises a first shaft, an intermediate shaft, a speed reducing mechanism and a synchronizer, and the first shaft is used for being connected to a power output end of a driving motor; the intermediate shaft and the first shaft are coaxially arranged, and one of the intermediate shaft and the first shaft is sleeved outside the other one; the speed reducing mechanism is sleeved outside the first shaft and connected to the first shaft; the synchronizer is sleeved outside the first shaft and is capable of being selectively engaged with or disengaged from one of the first shaft and the speed reducing mechanism in a longitudinal direction. According to the utility model, one of the gears of the two speed ratios can be selectively obtained through the synchronizer, so that the power output by the driving motor can be adjusted in the two gears, and the requirement of a user on selecting different output rotating speeds is met.

Description

Vehicle transmission, hybrid power driving system and vehicle

Technical Field

The present disclosure relates generally to the field of vehicle powertrain systems, and more particularly to a vehicle transmission, a hybrid drive system, and a vehicle.

Background

The development of new energy automobiles is a necessary way for China to go from the automobile country to the automobile country, and is a strategic measure for coping with climate change, saving energy, reducing emission and promoting green development. At present, the problem of driving mileage in the development of pure electric vehicles is difficult to effectively solve, and the hybrid electric vehicle technology is becoming a research hotspot of automobile enterprises in various countries. The hybrid transmission in the related art is longitudinally arranged, but cannot meet the speed change requirements in various driving modes such as pure electric driving, serial connection, parallel connection and the like.

Disclosure of Invention

In the summary, a series of concepts in a simplified form are introduced, which will be further described in detail in the detailed description. The summary of the utility model is not intended to define the key features and essential features of the claimed subject matter, nor is it intended to be used as an aid in determining the scope of the claimed subject matter.

To at least partially solve the above-described problems, a first aspect of the present utility model provides a vehicle transmission including:

a first shaft for connection to a power output of a drive motor, the first shaft being arranged longitudinally;

the intermediate shaft is coaxially arranged with the first shaft, and one of the intermediate shaft and the first shaft is sleeved outside the other one of the intermediate shaft and the first shaft;

the speed reducing mechanism is sleeved outside the first shaft and connected to the first shaft; and

a synchronizer sleeved outside the first shaft and connected to the intermediate shaft, the synchronizer being configured to be selectively engaged with or disengaged from one of the first shaft and the speed reducing mechanism in a longitudinal direction.

According to the vehicle transmission of the first aspect of the utility model, since the synchronizer can be selectively engaged with or disengaged from one of the first shaft and the reduction mechanism, so that the intermediate shaft can selectively obtain one of the gear positions of the two speed ratios, it is helpful to satisfy the user's gear change demands in various drive modes such as pure electric, series, parallel, and the like.

Optionally, the speed reducing mechanism comprises a planetary gear set, the planetary gear set is sleeved outside the first shaft, the planetary gear set comprises an input end and an output end, the input end is in transmission connection with the first shaft, and the speed ratio of the input end and the output end is larger than 1.

Optionally, the planetary gear set includes:

the sun gear is configured as the input end, sleeved outside the first shaft and fixed relative to the first shaft;

a carrier configured as the output end, the carrier being rotatably sleeved outside the first shaft about an axis of the first shaft; and

a planet wheel rotatably mounted to the planet carrier about its own axis and meshed to the sun gear.

Optionally, the method further comprises:

a second shaft for connection to a power take-off of an engine, the second shaft being parallel to the first shaft;

a clutch connected between the second shaft and a power output end of the engine, the clutch being for engaging or disengaging the second shaft and the power output end of the engine;

the transmission mechanism is arranged on the second shaft and the intermediate shaft and is used for connecting the second shaft with the intermediate shaft in a transmission way.

Optionally, the transmission mechanism includes:

the driving gear is sleeved outside the second shaft and fixed relative to the second shaft; and

the driven gear is sleeved outside the intermediate shaft and fixed relative to the intermediate shaft, and the driven gear is meshed with the driving gear.

Optionally, the transmission ratio of the transmission mechanism is greater than 1.

Optionally, a third shaft is further included, the third shaft is arranged along the longitudinal direction, the third shaft is used for being connected to a generator, the clutch is connected between a power output end of an engine and the third shaft, or the clutch is connected between the third shaft and the second shaft.

Optionally, the third shaft is disposed coaxially with the second shaft, and the clutch is connected between the third shaft and the second shaft.

Optionally, the method further comprises:

the power input end of the differential mechanism is connected to the middle shaft in a transmission mode, and the differential mechanism comprises two half shafts which are arranged oppositely, and the half shafts are arranged in the transverse direction.

Optionally, the method further comprises:

the first bevel gear is sleeved outside the intermediate shaft and fixed relative to the intermediate shaft;

and a second bevel gear configured as a power input end of the differential, the second bevel gear being rotatably sleeved outside one of the two half shafts about an axis of the half shafts, the second bevel gear being engaged to the first bevel gear.

A second aspect of the utility model provides a hybrid drive system including:

an engine, the engine being arranged longitudinally;

a driving motor arranged in a longitudinal direction;

a motor controller electrically connected to the driving motor;

a power battery electrically connected to the motor controller to supply power to the driving motor through the motor controller; and

as described above, the vehicle transmission includes a first shaft connected to the power output end of the drive motor and a second shaft connected to the power output end of the engine.

According to the hybrid drive system of the second aspect of the utility model, by applying the vehicle transmission described above, one of two different speed ratios of gears can be selected on the power transmission paths of the drive motor, the first shaft and the intermediate shaft, thereby satisfying more variable speed demands with the drive motor supplying power. And, it also contributes to improvement in the integration level and the compactness of the structure of the drive system.

Optionally, the hybrid drive system further comprises:

a generator disposed longitudinally, the generator being disposed coaxially with the engine and connected to a power output of the engine, the generator being electrically connected to the motor controller to charge the power battery through the motor controller.

Optionally, the hybrid drive system further comprises:

a torsional vibration damper connected to a power output end of the engine and disposed between the engine and the generator.

A third aspect of the utility model provides a vehicle comprising:

two front wheels; and

such as the vehicle transmission described above, or such as the hybrid drive system described above,

wherein, vehicle transmission includes first axle, second axle and differential mechanism, first axle and the second axle is arranged along longitudinal direction, differential mechanism is arranged along the transverse direction, two semi-axles of differential mechanism are connected to two respectively the front wheel.

According to the vehicle of the third aspect of the present utility model, by applying the vehicle transmission described above or the hybrid drive system described above, the longitudinal arrangement of the engine, the drive motor, and the driving of the front wheels of the vehicle can be achieved, thereby contributing to the improvement of the compactness of the vehicle structure.

Drawings

The following drawings of embodiments of the present utility model are included as part of the utility model. Embodiments of the present utility model and their description are shown in the drawings to explain the principles of the utility model. In the drawings of which there are shown,

FIG. 1 is a schematic diagram of a hybrid drive system with a synchronizer in neutral and a clutch in a disengaged state in accordance with a preferred embodiment of the present utility model;

FIG. 2 is a schematic diagram of a vehicle transmission with a synchronizer in neutral and a clutch in a disengaged state in accordance with a preferred embodiment of the present utility model;

FIG. 3 is another schematic diagram of the hybrid drive system shown in FIG. 1 with the synchronizer in a gear down and the clutch in a disengaged state;

FIG. 4 is yet another schematic diagram of the hybrid drive system shown in FIG. 1, wherein the synchronizer is in a direct drive range and the clutch is in a disengaged state; and

FIG. 5 is yet another schematic diagram of the hybrid drive system of FIG. 1 with the synchronizer in neutral and the clutch in an engaged state.

Reference numerals illustrate:

100: transmission 110: second shaft

111: third shaft

120: first shaft 130: intermediate shaft

140: planetary gear set 141: sun gear

142: planetary wheels 143: planet carrier

150: synchronizer 151: movable component

152: direct drive gear member 153: deceleration gear member

160: differential 161: second bevel gear

162: half shaft 171: driving gear

172: driven gear 180: first bevel gear

190: the housing 200: engine with a motor

300: drive motor 400: electric generator

500: torsional vibration damper 600: clutch device

D1: longitudinal direction D2: transverse direction

Detailed Description

In the following description, numerous specific details are set forth in order to provide a more thorough understanding of the present utility model. It will be apparent, however, to one skilled in the art that embodiments of the utility model may be practiced without one or more of these details. In other instances, well-known features have not been described in detail in order to avoid obscuring the embodiments of the utility model.

In the following description, a detailed structure will be presented for a thorough understanding of embodiments of the present utility model. It will be apparent that embodiments of the utility model may be practiced without limitation to the specific details that are set forth by those skilled in the art.

It is to be understood that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the utility model, as the singular forms "a", "an" and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise. The terms "comprises," "comprising," and/or "including," when used in this specification, specify the presence of stated features, integers, steps, operations, elements, and/or components, but do not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and/or groups thereof.

Ordinal numbers such as "first" and "second" cited in the present utility model are merely identifiers and do not have any other meaning, such as a particular order or the like. Also, for example, the term "first component" does not itself connote the presence of "second component" and the term "second component" does not itself connote the presence of "first component". It is to be understood that the terms "upper", "lower", "front", "rear", "left", "right", "inner", "outer" and the like are used herein for illustrative purposes only and are not limiting.

Hereinafter, specific embodiments of the present utility model will be described in more detail with reference to the accompanying drawings, which illustrate representative embodiments of the present utility model and not limit the present utility model.

The utility model provides a vehicle transmission, a hybrid drive system and a vehicle (not shown). The hybrid drive system may include, among other things, a vehicle transmission. The vehicle may include a vehicle transmission or a hybrid drive system.

A vehicle transmission 100 according to the present utility model will be described in detail with reference to examples shown in fig. 1 to 5.

The vehicle transmission 100 according to the present utility model may include a first shaft 120, an intermediate shaft 130, a reduction mechanism, and a synchronizer 150. The first shaft 120 is adapted to be connected to a power output end of the driving motor 300 or configured to be driven by the driving motor 300 to receive power provided by the driving motor 300 to perform rotation. The first shaft 120 is arranged in the longitudinal direction D1, that is, in the mounted state to the vehicle, the first shaft 120 is arranged in the front-rear direction of the vehicle. The intermediate shaft 130 is arranged coaxially with the first shaft 120, i.e. the axis of the intermediate shaft 130 is collinear with the axis of the first shaft 120. And one of the intermediate shaft 130 and the first shaft 120 is sleeved outside the other of the intermediate shaft 130 and the first shaft 120. It is understood here that the intermediate shaft 130 is connected to the first shaft 120, for example, by means of bearings, or that the first shaft 120 is hollow outside the intermediate shaft 130. The reduction mechanism may include a planetary gear set 140. The planetary gear set 140 is disposed about the exterior of the first shaft 120. The planetary gear set 140 may include an input and an output. The input is here adapted to receive power from the power take-off of the drive motor. The input is drivingly connected to the first shaft 120 such that the input is capable of synchronous rotation with the first shaft 120. The ratio of the input to the output is greater than 1. That is, the power of the driving motor 300 is transmitted through the planetary gear set 140, and then the output rotation speed is reduced and the output torque is increased. The synchronizer 150 is sleeved outside the first shaft 120 or the intermediate shaft 130. Synchronizer 150 is connected to intermediate shaft 130 and first shaft 120 is slidable relative to intermediate shaft 130 along the axial direction of intermediate shaft 130. And synchronizer 150 is configured to be selectively engaged with or disengaged from one of the first shaft 120 and the output of planetary gear set 140 in the longitudinal direction D1. The synchronizer 150 herein, after engagement with the first shaft 120, enables the synchronizer 150 to achieve the same rotational speed and torque as the first shaft 120. The synchronizer 150 herein, when engaged with the output of the planetary gear set 140, may achieve a rotational speed that is less than the rotational speed of the first shaft 120. Thus, the synchronizer 150 can be used for switching between two gears with different speed ratios, so that two-gear adjustability is realized. When the synchronizer 150 is disconnected from both the first shaft 120 and the output of the planetary gear set 140, then the transmission of the first shaft 120 to the intermediate shaft 130 is disconnected and power cannot be transferred between the first shaft 120 and the intermediate shaft 130.

According to the vehicle transmission 100 of the present utility model, since the synchronizer 150 can be selectively engaged with or disengaged from one of the outputs of the first shaft 120 and the planetary gear set 140, so that the first shaft 120 and the intermediate shaft 130 can selectively obtain one of the two speed ratios, it is helpful to satisfy the user's gear shifting demands in various drive modes of pure electric, series, parallel, etc. The user can switch gears through the synchronizer 150 according to the rotation speed or torque to be obtained, thereby improving the user experience. The planetary gear set 140 has small volume, large speed ratio and high efficiency, so that the advantage of electric power can be exerted under the pure electric working condition.

Alternatively, the planetary gear set 140 may include a sun gear 141, a planet carrier 143, and planet gears 142. The sun gear 141 is configured as an input. The sun gear 141 is sleeved outside the first shaft 120 and fixed with respect to the first shaft 120. The sun gear 141 here can rotate synchronously with the first shaft 120. The planet carrier 143 is configured as an output. The carrier 143 is rotatably fitted around the axis of the first shaft 120 to the outside of the first shaft 120. The planet gears 142 are rotatably mounted about their own axes to the planet carrier 143 and mesh with the sun gear 141. The planet wheels 142 here are located outside the elastic wheel. The planetary gears 142 can rotate around their own axes with respect to the carrier 143, and also revolve around the axis of the first shaft 120 together with the carrier 143. The power received by the first shaft 120 is transmitted via the sun gear 141 to the planet gears 142 and further to the planet carrier 143 to obtain a lower rotational speed, higher torque than the first shaft 120. Moreover, a larger speed ratio can be achieved by decelerating the planetary gear set 140, which is also advantageous in improving the compactness of the structure of the transmission 100 in the axial direction of the first shaft 120.

For example, synchronizer 150 may include a movable member 151, a direct drive gear member 152, and a reduction gear member 153. The movable member 151 is sleeved outside the first shaft 120. The movable member 151 is movable in translation along the axial direction of the first shaft 120 between a downshift position, a direct drive position, and a neutral position. The direct drive range member 152 and the reduction range member 153 are located on both sides of the movable member 151 in the axial direction of the first shaft 120. The direct drive gear member 152 is sleeved on the outer side of the first shaft 120 and fixedly arranged relative to the first shaft 120. The reduction gear member 153 is sleeved on the outside of the first shaft 120 and fixedly connected to the output end of the planetary gear set 140 to follow the rotation of the output end of the planetary gear set 140 with respect to the first shaft 120. When the movable member 151 is in the speed reduction gear position, the movable member 151 is engaged to the speed reduction gear member 153 and the intermediate shaft 130. When the movable member 151 is in the direct drive position, the movable member 151 is engaged to the direct drive member and the intermediate shaft 130. When the movable member 151 is in the neutral position, the movable member 151 is disconnected from the direct drive range member and the reduction range member, respectively. Wherein, the movable member 151 may be directly or indirectly coupled to the intermediate shaft 130, whether in the deceleration range position or the direct drive range position. In short, the synchronizer 150 herein can achieve synchronous rotation of the first shaft 120 and the intermediate shaft 130, or synchronous rotation of the output end of the planetary gear set 140 and the intermediate shaft 130, and also can shut off the power transmission path between the drive motor 300 and the intermediate shaft 130.

In addition, in the example shown in fig. 2, the vehicle transmission 100 according to the present utility model may further include a second shaft 110, a clutch 600, and a transmission mechanism. The clutch 600 is disposed on the second shaft 110. The second shaft 110 is used to be connected to a power output end of the engine 200 or configured as a power output end of the engine 200 to obtain power output by the engine 200. This allows for longitudinal placement of the engine 200. The second axis 110 is parallel to the first axis 120. That is, in the mounted state to the vehicle, the second shaft 110 is arranged in the front-rear direction of the vehicle. The clutch 600 is connected to the second shaft 110. In the mounted state of the transmission 100 to the vehicle, the clutch 600 is located between the second shaft 110 and the power output end of the engine 200. The clutch 600 may engage or disengage the power output of the second shaft and the engine. In other words, the clutch 600 may be connected in series with the power transmission paths of the engine 200 and the second shaft 110, for example. The clutch 600 has two states, engaged and disengaged. When the clutch 600 is in the engaged state, the engine 200 communicates with the power transmission path of the second shaft 110 to enable the second shaft 110 to rotate together with the engine 200; when the clutch 600 is in the disengaged state, the power transmission path of the engine 200 and the second shaft 110 is disconnected, and the second shaft 110 cannot receive the power output from the engine 200. The transmission mechanism is disposed between the second shaft 110 and the intermediate shaft 130, and is used for connecting the second shaft 110 to the intermediate shaft 130 in a transmission manner. The transmission here may include a driving gear 171 and a driven gear 172. The driving gear 171 is sleeved outside the second shaft 110 and fixed with respect to the second shaft 110. The driven gear 172 is sleeved outside the intermediate shaft 130 and fixed with respect to the intermediate shaft 130. The driven gear 172 is meshed with the driving gear 171. The transmission ratio of the driving gear 171 to the driven gear 172 is greater than 1. The second shaft 110 is here drivingly connected to the intermediate shaft 130 via a driving gear 171 and a driven gear 172, whereby a reduction is achieved by the co-operation of the driving gear 171 and the driven gear 172, which facilitates a higher torque at the intermediate shaft 130. The provision of clutch 600 enables transmission 100 to operate in a greater number of modes of operation. For example, the engine 200 is in a direct drive mode, the engine 200 and the driving motor 300 are in a low-speed mode in which they are driven in parallel, the engine 200 and the driving motor 300 are in a high-speed mode in which they are driven in parallel, and the engine 200 and the driving motor 300 are in a low-speed mode in which they are driven in parallel.

Further, the vehicle transmission 100 according to the present utility model may further include a third shaft 111. The third shaft 111 is arranged in the longitudinal direction D1. The axis of the third shaft 111 may be collinear with the axis of the second shaft 110. That is, the third shaft 111 is arranged coaxially with the second shaft 110. The axis of the third shaft 111 may be parallel to the axis of the second shaft 110. The third shaft 111 is for connection to a generator. The clutch 600 may be connected between the power output end of the engine 200 and the third shaft 111. The clutch 600 may also be connected between the third shaft 111 and the second shaft 110.

In the illustrated example, the axis of the third shaft 111 is collinear with the axis of the second shaft 110. The clutch 600 is connected between the third shaft 111 and the second shaft 110.

In other examples of the utility model, the second shaft 110 may be split into two separate parts. The clutch 600 connects the two-part second shafts 110, respectively. The clutch has an engaged state and a disengaged state. The clutch 600 in the engaged state drivingly connects the two-part second shaft 110. The clutch 600 in the disengaged state disconnects the two-part second shaft 110.

In an example not shown in the present utility model, the second shaft 110 may also be directly connected to the intermediate shaft 130, so that a greater rotational speed of the intermediate shaft 130 may be obtained.

In addition, the vehicle transmission 100 may further include a differential 160 disposed along the lateral direction D2. The lateral direction D2 here means that the half shafts 162 of the differential 160 are arranged in the width direction (left-right direction) of the vehicle in the mounted state of the vehicle transmission 100 to the vehicle. The power input of differential 160 is drivingly connected to intermediate shaft 130. Differential 160 may include two half shafts 162 arranged in opposition. Half shafts 162 are perpendicular to intermediate shaft 130. This enables driving of the wheels with the drive motor 300 longitudinally disposed, and is particularly useful for directly driving the front wheels of the vehicle, thereby contributing to an improvement in the compactness and integration of the structure of the transmission 100.

Further, the vehicle transmission 100 may further include a first bevel gear 180. The first bevel gear 180 is sleeved outside the intermediate shaft 130 and fixed with respect to the intermediate shaft 130. Differential 160 may also include a second bevel gear 161. The second bevel gear 161 is rotatably sleeved outside one of the two half shafts 162 about the axis of the half shaft 162. The second bevel gear 161 is meshed to the first bevel gear 180. And the ratio of the first bevel gear 180 to the second bevel gear 161 is greater than 1. The second bevel gear 161 here can be understood as a ring gear mounted on the planet carrier of the differential 160. The first bevel gear 180 drives the second bevel gear 161 to rotate, so that the planet carrier and the planet gears 142 are driven to revolve, and then the two half shafts 162 are driven to rotate through the half shaft 162, so that the direction of power transmission is reversed by 90 degrees. The first bevel gear 180 and the second bevel gear 161 here function to change the direction, which converts the direction of power transmission from the longitudinal direction D1 to the lateral direction D2.

In addition, the vehicle transmission 100 may also include a housing 190. The intermediate shaft 130 and the planetary gear set 140 are located inside the housing 190. The first shaft 120 is at least partially located inside the housing 190. The first shaft 120 may partially protrude outside the housing 190 so as to be connected to a driving motor 300 or the like.

In some examples of the utility model, the drive motor 300 may be part of the transmission 100. That is, the driving motor 300 may be integrated inside the housing 190.

The hybrid drive system according to the utility model will be described in detail with reference to examples shown in fig. 1 to 5.

The hybrid drive system according to the present utility model may include the engine 200, the drive motor 300, a motor controller (not shown), a power battery (not shown), and the vehicle transmission 100 described above. The motor controller is electrically connected to the driving motor 300 and the power battery. The power battery supplies power to the driving motor 300 through the motor controller. The motor controller may be a motor controller in the prior art, and at least may implement that the electric energy output by the power battery is provided to the driving motor 300 after being processed. The vehicle transmission 100 may include a first shaft 120 as described above and a second shaft 110 as described above. The first shaft 120 is connected to a power output end of the driving motor 300 or configured to drive the power output end of the motor 300. The second shaft 110 is connected to a power output end of the engine 200 or is configured as a power output end of the engine 200.

According to the hybrid drive system of the present utility model, by applying the above-described vehicle transmission 100, one of two different speed ratios of gears can be selected on the power transmission paths of the drive motor 300, the first shaft 120, and the intermediate shaft 130, thereby satisfying more variable speed demands with the drive motor 300 supplying power. And, it also contributes to improvement in the integration level and the compactness of the structure of the drive system. In the case where the vehicle transmission 100 includes the differential 160 described above, a 90 ° shift in the power transmission direction can also be achieved, so that the front wheels can be driven, which is advantageous in further improving the integration level of the drive system and the compactness of the structural layout. Compared with the transverse structure of the driving motor 300 and the engine 200, the utility model is more suitable for being applied to luxury off-road vehicles, pick-up trucks and other vehicles.

Further, the hybrid drive system may also include a generator 400. The generator 400 is arranged coaxially with the engine 200 and is connected to a power output end of the engine 200. Here it may be that the rotor of the generator 400 is connected to the power output of the engine 200. Generator 400 is electrically connected to the motor controller. The generator 400 charges the power battery through the motor controller. In the case where the engine 200 outputs power, the power provided by the engine 200 is distributed at least to the generator 400 to generate electricity through the generator 400 and charge a power battery, or to supply electric power to the driving motor 300 through a motor controller.

In some examples of the utility model, the rotor of the generator 400 may also be connected to the second shaft 110.

In addition, the hybrid drive system may also include a torsional vibration damper 500. Torsional vibration damper 500 is connected to the power output of engine 200. And torsional vibration damper 500 is located between engine 200 and generator 400. It will be appreciated herein that the power output end of the engine 200 is connected to the rotor of the generator 400 through the torsional vibration damper 500, thereby advantageously damping the torque of the power output end of the engine 200, so that the rotor of the generator 400 can be smoothly and reliably driven for the purpose of protecting the generator 400.

In other examples not shown in the present disclosure, torsional vibration damper 500 may also be disposed between the second shaft 110 and the rotor of the generator 400 if the rotor of the generator 400 is coupled to the second shaft 110.

Further, the hybrid drive system may also include a clutch 600. The clutch 600 may be connected in series with the power transmission paths of the engine 200 and the second shaft 110, for example. The clutch 600 has two states, engaged and disengaged. When the clutch 600 is in the engaged state, the engine 200 communicates with the power transmission path of the second shaft 110 to enable the second shaft 110 to rotate together with the engine 200; when the clutch 600 is in the disengaged state, the power transmission path of the engine 200 and the second shaft 110 is disconnected, and the second shaft 110 cannot receive the power output from the engine 200.

In one example of the utility model, the clutch 600 is located between the clutch 600 being connected to the second shaft 110 and the power output of the engine 200.

Optionally, clutch 600 is located on a side of generator 400 facing away from engine 200. The engine 200 is here always in driving connection with the rotor of the generator 400. For example, the engine 200 may be indirectly connected to the clutch 600 through the rotor of the generator 400, and then connected to the second shaft 110 through the clutch 600. For example, the second shaft 110 may be divided into two parts, and the clutch 600 may be disposed between the two parts of the second shaft 110.

The following ten modes of operation of the hybrid drive system according to the present utility model are described in detail below in connection with fig. 1 to 5.

The first mode of operation is shown in fig. 3: low-speed (gear) mode.

In this mode of operation, clutch 600 is in a disengaged state and neither engine 200 nor generator 400 is operating. Synchronizer 150 is engaged with planet carrier 143, i.e., synchronizer 150 shifts to a gear reduction. The driving motor 300 outputs power to the first shaft 120, then is decelerated through the planetary gear set 140 and transmitted to the second bevel gear 161 of the differential 160, and finally torque is output from the half shaft 162. The torque output from the drive motor 300, the first shaft 120, the planetary gear set 140, the intermediate shaft 130, and the differential 160 is higher by two steps of reduction.

Fig. 4 shows a second mode of operation: pure electric high speed (direct drive) mode.

In this mode of operation, clutch 600 is disengaged and neither engine 200 nor generator 400 is operating. Synchronizer 150 is engaged with first shaft 120, i.e., synchronizer 150 is shifted to direct drive. The driving motor 300 outputs power to the first shaft 120, then is transferred to the second bevel gear 161 of the differential 160 through the first bevel gear 180 on the intermediate shaft 130, and finally torque is output from the half shaft 162. The rotational speed of the final output is higher by the first-stage deceleration in the transmission path constituted by the drive motor 300, the first shaft 120, the intermediate shaft 130 and the differential 160.

Fig. 5 shows a third mode of operation: engine 200 is in direct drive mode.

In this mode of operation, clutch 600 is engaged, engine 200 is operated, and generator 400 may or may not be operated depending on the actual connection with engine 200. The synchronizer 150 is disconnected from the planetary gear set 140 and the first shaft 120, respectively, and the driving motor 300 may not be operated even though the driving motor 300 is operated, and the power thereof cannot be transmitted to the intermediate shaft 130. The engine 200 is driven to the intermediate shaft 130 through the second shaft 110, the driving gear 171, and the driven gear 172, the intermediate shaft 130 is driven to the differential 160 through the first bevel gear 180 and the second bevel gear 161, and torque is output through the half shafts 162 to drive the wheels. In the transmission path of the engine 200, the second shaft 110, the intermediate shaft 130 and the half shafts 162, two-stage deceleration is performed.

Fourth mode of operation: parallel low speed mode.

In this mode of operation, the clutch 600 is engaged and the engine 200 is operating. Synchronizer 150 is engaged with planet carrier 143, i.e., synchronizer 150 shifts to a gear reduction. The driving motor 300 transmits power to the half shaft 162 of the differential 160 through the first shaft 120, the planetary gear set 140, the synchronizer 150, the intermediate shaft 130, the first bevel gear 180, and the second bevel gear 161 in this order. The engine 200 transmits power to the half shafts 162 of the differential 160 via the second shaft 110, the driving gear 171, the driven gear 172, the intermediate shaft 130, the first bevel gear 180, and the second bevel gear 161 in this order. Since the power transmission path of the driving motor 300 and the power transmission path of the engine 200 are respectively subjected to two-stage deceleration, the half shaft 162 finally outputs a lower rotational speed.

Fifth mode of operation: parallel high speed mode.

In this mode of operation, the clutch 600 is engaged and the engine 200 is operating. Synchronizer 150 is engaged with first shaft 120, i.e., synchronizer 150 is shifted to direct drive. The driving motor 300 transmits power to the half shaft 162 of the differential 160 through the first shaft 120, the synchronizer 150, the intermediate shaft 130, the first bevel gear 180, and the second bevel gear 161 in this order. The engine 200 transmits power to the half shafts 162 of the differential 160 via the second shaft 110, the driving gear 171, the driven gear 172, the intermediate shaft 130, the first bevel gear 180, and the second bevel gear 161 in this order. Since the power transmission path of the driving motor 300 is subjected to one-stage deceleration, the power transmission path of the engine 200 is subjected to two-stage deceleration. The half shaft 162 in this mode rotates at a higher speed than in the parallel low speed mode.

Sixth mode of operation: a series low speed mode.

In this mode of operation, clutch 600 is in a disengaged state. Synchronizer 150 is engaged with planet carrier 143, i.e., synchronizer 150 shifts to a gear reduction. The engine 200, the driving motor 300, and the generator 400 are all turned on. The driving motor 300 transmits power to the half shaft 162 of the differential 160 through the first shaft 120, the planetary gear set 140, the synchronizer 150, the intermediate shaft 130, the first bevel gear 180, and the second bevel gear 161 in this order. The engine 200 transmits power to the generator 400, and the electric power generated by the generator 400 is directly supplied to the driving motor 300 through the motor controller or charges the power battery. Since the power transmission path of the driving motor 300 is subjected to two-stage deceleration in the power transmission portion, the half shaft 162 finally outputs a lower rotational speed.

Seventh mode of operation: a series high speed mode.

In this mode of operation, clutch 600 is in a disengaged state. Synchronizer 150 is engaged with first shaft 120, i.e., synchronizer 150 is shifted to direct drive. The engine 200, the driving motor 300, and the generator 400 are all turned on. The driving motor 300 transmits power to the half shaft 162 of the differential 160 through the first shaft 120, the synchronizer 150, the intermediate shaft 130, the first bevel gear 180, and the second bevel gear 161 in this order. The engine 200 transmits power to the generator 400, and the electric power generated by the generator 400 is directly supplied to the driving motor 300 through the motor controller or charges the power battery. Since the power transmission path of the driving motor 300 is subjected to one-stage deceleration, the power transmission path of the engine 200 is subjected to two-stage deceleration. The half shaft 162 in this mode rotates at a higher speed than in the series low speed mode.

Eighth mode of operation: parking charging mode.

In this mode of operation, clutch 600 is in a disengaged state. Synchronizer 150 is disconnected from first shaft 120 and planetary gear set 140, respectively, i.e., shifted to neutral. The driving motor 300 stops operating. Engine 200 and generator 400 are started. Engine 200 transmits power to generator 400. The electric power generated by the generator 400 is charged to the power battery through the motor controller.

Ninth mode of operation: parallel drive and charge mode.

In this mode of operation, clutch 600 is in an engaged state. Synchronizer 150 may be selectively coupled to one of first shaft 120 and planetary gear set 140. Engine 200, generator 400, and drive motor 300 are all started. A portion of the power output by the engine 200 is used to drive the second shaft 110 in rotation and is superimposed on the power at the intermediate shaft 130 from the drive motor 300 and ultimately transmitted to the axle shafts 162 of the differential 160. That is, the vehicle is driven to travel by the engine 200 and the drive motor 300 together in this mode. Another portion of the power output by the engine 200 is used to drive the generator 400 to generate electricity. The electric power generated by the generator 400 is directly supplied to the driving motor 300 through the motor controller or charged to the power battery.

Tenth mode of operation: engine 200 is in direct drive and power generation mode.

In this mode of operation, clutch 600 is in an engaged state. Synchronizer 150 is disconnected from first shaft 120 and planetary gear set 140, respectively. Engine 200 and generator 400 are started. A part of the power output from the engine 200 is transmitted to the half shafts 162 of the differential 160 via the second shaft 110, the driving gear 171, the driven gear 172, the intermediate shaft 130, the first bevel gear 180, and the second bevel gear 161 in this order. Another portion of the power output by the engine 200 is used to drive the generator 400 to generate electricity. The electric power generated by the generator 400 is charged to the power battery through the motor controller. That is, the engine 200 in this mode drives not only the vehicle but also the generator 400 to generate electricity.

Referring to fig. 1 to 5, the above-described vehicular transmission 100 according to the present utility model may be applied to a vehicle as a separate product. The vehicle transmission 100 may include a first shaft 120, a second shaft 110, and a differential 160. The above-described hybrid drive system according to the utility model may also be applied to a vehicle as a separate product. A vehicle according to the utility model may comprise two front wheels. The two front wheels may be respectively connected to two half shafts 162 of the differential 160. The second shaft 110 and the first shaft 120 are each parallel to the longitudinal direction of the vehicle. This realizes that the drive motor 300, the engine 200, and the generator 400 are longitudinally arranged, and also realizes that the front wheels are driven, and that switching between two gear positions can be realized on the power transmission path of the drive motor 300.

According to the vehicle of the present utility model, by applying the vehicle transmission 100 described above or the hybrid drive system described above, the longitudinal arrangement of the engine 200 and the drive motor 300 and the driving of the front wheels of the vehicle can be achieved, thereby contributing to the improvement of the compactness of the vehicle structure. The hybrid power driving system has compact structure, high integration level, simple, convenient and reliable working mode switching and strong practicability.

Unless defined otherwise, technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this utility model pertains. The terminology used herein is for the purpose of describing particular implementations only and is not intended to be limiting of the utility model. Terms such as "disposed" or the like as used herein may refer to either one element being directly attached to another element or one element being attached to another element through an intermediate member. Features described herein in one embodiment may be applied to another embodiment alone or in combination with other features unless the features are not applicable or otherwise indicated in the other embodiment.

The present utility model has been described in terms of the above embodiments, but it should be understood that the above embodiments are for purposes of illustration and description only and are not intended to limit the utility model to the embodiments described. Those skilled in the art will appreciate that many variations and modifications are possible in light of the teachings of the utility model, which variations and modifications are within the scope of the utility model as claimed.

Claims (14)

1. A vehicle transmission, characterized by comprising:

a first shaft for connection to a power output of a drive motor, the first shaft being arranged longitudinally;

the intermediate shaft is coaxially arranged with the first shaft, and one of the intermediate shaft and the first shaft is sleeved outside the other one of the intermediate shaft and the first shaft;

the speed reducing mechanism is sleeved outside the first shaft and connected to the first shaft; and

a synchronizer sleeved outside the first shaft and connected to the intermediate shaft, the synchronizer being configured to be selectively engaged with or disengaged from one of the first shaft and the speed reducing mechanism in a longitudinal direction.

2. The vehicle transmission of claim 1, wherein the transmission is configured to transmit, via the transmission,

the speed reducing mechanism comprises a planetary gear set, the planetary gear set is sleeved outside the first shaft, the planetary gear set comprises an input end and an output end, the input end is in transmission connection with the first shaft, and the speed ratio of the input end to the output end is larger than 1.

3. The vehicle transmission according to claim 2, wherein,

the planetary gear set includes:

the sun gear is configured as the input end, sleeved outside the first shaft and fixed relative to the first shaft;

a carrier configured as the output end, the carrier being rotatably sleeved outside the first shaft about an axis of the first shaft; and

a planet wheel rotatably mounted to the planet carrier about its own axis and meshed to the sun gear.

4. A vehicle transmission according to any one of claim 1 to 3, wherein,

further comprises:

a second shaft for connection to a power take-off of an engine, the second shaft being parallel to the first shaft;

a clutch connected between the second shaft and a power output end of the engine, the clutch being for engaging or disengaging the second shaft and the power output end of the engine;

the transmission mechanism is arranged on the second shaft and the intermediate shaft and is used for connecting the second shaft with the intermediate shaft in a transmission way.

5. The vehicle transmission of claim 4, wherein the gear train comprises:

the driving gear is sleeved outside the second shaft and fixed relative to the second shaft; and

the driven gear is sleeved outside the intermediate shaft and fixed relative to the intermediate shaft, and the driven gear is meshed with the driving gear.

6. The vehicle transmission of claim 4, wherein a gear ratio of the gear train is greater than 1.

7. The vehicle transmission of claim 4, wherein the transmission is configured to transmit, via the transmission,

further comprising a third shaft arranged in a longitudinal direction for connection to a generator, the clutch being connected between a power output of the engine and the third shaft or the clutch being connected between the third shaft and the second shaft.

8. The vehicle transmission of claim 7, wherein the transmission is configured to transmit, via the transmission,

the third shaft and the second shaft are coaxially arranged, and the clutch is connected between the third shaft and the second shaft.

9. A vehicle transmission according to any one of claim 1 to 3, wherein,

further comprises:

the power input end of the differential mechanism is connected to the middle shaft in a transmission mode, and the differential mechanism comprises two half shafts which are arranged oppositely, and the half shafts are arranged in the transverse direction.

10. The vehicle transmission of claim 9, wherein the transmission is configured to transmit, via the transmission,

further comprises:

the first bevel gear is sleeved outside the intermediate shaft and fixed relative to the intermediate shaft;

and a second bevel gear configured as a power input end of the differential, the second bevel gear being rotatably sleeved outside one of the two half shafts about an axis of the half shafts, the second bevel gear being engaged to the first bevel gear.

11. A hybrid drive system, characterized in that the hybrid drive system comprises:

an engine, the engine being arranged longitudinally;

a driving motor arranged in a longitudinal direction;

a motor controller electrically connected to the driving motor;

a power battery electrically connected to the motor controller to supply power to the driving motor through the motor controller; and

the vehicle transmission according to any one of claims 1 to 10, comprising a first shaft connected to a power output end of the drive motor and a second shaft connected to a power output end of the engine.

12. The hybrid drive system as set forth in claim 11, wherein,

the hybrid drive system further includes:

a generator disposed longitudinally, the generator being disposed coaxially with the engine and connected to a power output of the engine, the generator being electrically connected to the motor controller to charge the power battery through the motor controller.

13. The hybrid drive system as set forth in claim 12, wherein,

the hybrid drive system further includes:

a torsional vibration damper connected to a power output end of the engine and disposed between the engine and the generator.

14. A vehicle, characterized in that the vehicle comprises:

two front wheels; and

the vehicular transmission according to any one of claims 1 to 10, or the hybrid drive system according to any one of claims 11 to 13,

wherein, vehicle transmission includes first axle, second axle and differential mechanism, first axle and the second axle is arranged along longitudinal direction, differential mechanism is arranged along the transverse direction, two semi-axles of differential mechanism are connected to two respectively the front wheel.