CN220332457U - Hybrid power device and vehicle - Google Patents

Abstract

The utility model provides a hybrid power device and a vehicle, wherein the hybrid power device comprises a battery pack, a front axle driving mechanism and a rear axle driving mechanism, wherein the front axle driving mechanism comprises an engine, a first motor, an input shaft and an output shaft which are arranged in parallel; the clutch part is positioned between the engine and the first motor and is used for controlling the connection or disconnection of the power output end of the engine and the input end of the first motor; the rear axle driving mechanism comprises a second motor and a second differential mechanism arranged between wheels on the left side and the right side, the second motor is directly connected with the second differential mechanism or is connected with the second differential mechanism through a speed change mechanism, and the first motor and the second motor are both connected with the battery pack. The hybrid power device has better fuel economy and kinetic energy recovery efficiency, can improve the escaping capability of the vehicle, and ensures the driving safety of the vehicle.

Description

Hybrid power device and vehicle

Technical Field

The utility model relates to the technical field of vehicles, in particular to a hybrid power device. Meanwhile, the utility model also relates to a vehicle provided with the hybrid power device.

Background

In a power transmission system of a hybrid electric vehicle, an engine, a generator, a driving motor, a battery pack, a transmission, a differential, and the like are combined to power the vehicle. The engine and the motor (comprising a generator and a driving motor) are matched, the transmission is changed in speed, the gear is switched, and the like, so that the performance of the power system in all aspects is greatly influenced.

In the existing hybrid power device, as two driving components of an engine and a motor are simultaneously arranged, correspondingly, transmission components matched with the engine and the motor are more, so that the arrangement structure of each part in the hybrid power device is more complex, the fuel economy and the kinetic energy recovery efficiency are lower, and the arrangement of the whole hybrid power device on a vehicle body is also more difficult. And the existing hybrid power device is limited by the structure of the device, so that the escaping capability of the vehicle is poor, and the utilization rate of energy is low, so that the power economy of the whole vehicle is poor.

Disclosure of Invention

In view of the above, the present utility model is directed to a hybrid power device to improve fuel economy and kinetic energy recovery efficiency, and to improve vehicle escaping capability.

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

a hybrid power device comprises a battery pack, a front axle driving mechanism and a rear axle driving mechanism;

the front axle driving mechanism comprises an engine, a first motor, an input shaft and an output shaft which are arranged in parallel, wherein the input shaft is in transmission connection with the output shaft through a gear transmission unit, and the output shaft is used for transmitting power to a first differential mechanism;

the clutch part is positioned between the engine and the first motor, and is used for controlling the connection or disconnection of the power output end of the engine and the input end of the first motor;

the output end of the first motor is connected with the input shaft;

the rear axle driving mechanism comprises a second motor and a second differential mechanism arranged between wheels on the left side and the right side, and the second motor is connected with the second differential mechanism directly or through a speed change mechanism; or alternatively, the first and second heat exchangers may be,

the rear axle driving mechanism is provided with two second motors which are oppositely arranged in the left-right direction of the whole vehicle, each second motor is respectively connected with a driving shaft of the corresponding side wheel, a first synchronizer is arranged between the two driving shafts, and the first synchronizer is used for connecting the two driving shafts;

the first motor and the second motor are both connected with the battery pack.

Further, a transmission gear is arranged on the output shaft and is meshed with the input gear of the first differential mechanism.

Further, the gear transmission unit comprises a first driving gear arranged on the input shaft and a first driven gear arranged on the output shaft, and the first driven gear is meshed with the first driving gear;

the first driving gear and the engine are respectively arranged on two sides of the first motor.

Further, the first driving gear is sleeved on the input shaft in a hollow mode, and a second synchronizer is arranged on the input shaft and used for being connected with the first driving gear;

the input shaft is provided with a third synchronizer, a reverse gear unit, a control part and an ultra-low speed unit which are sequentially arranged at intervals;

the third synchronizer is used for connecting the reverse gear unit;

the control part is used for controlling the power on-off between the reverse gear unit and the ultra-low speed unit.

Further, the reverse gear unit comprises a second driving gear, a second driven gear and an intermediate wheel;

the second driving gear is arranged on the input shaft, and the third synchronizer is used for connecting the second driving gear;

the second driven gear is arranged on the output shaft;

the intermediate wheel is arranged between the second driving gear and the second driven gear and is meshed and connected with the second driving gear and the second driven gear simultaneously.

Further, the ultra-low speed unit comprises a planetary gear mechanism;

the sun gear of the planetary gear mechanism is arranged on the input shaft;

the control portion selectively connects a ring gear/carrier of the planetary gear mechanism.

Further, the output shaft comprises a first output half shaft and a second output half shaft;

the first output half shaft is in transmission connection with the engine, and the second output half shaft is in transmission connection with the first differential mechanism;

the first output half shaft is provided with a first gear and a planetary gear unit, the second output half shaft is provided with a fourth synchronizer and a second gear, and the second gear is in transmission connection with the planetary gear unit;

the fourth synchronizer selectively connects the first gear or the second gear.

Further, a sun gear of the planetary gear unit is arranged on the first output half shaft, and a gear ring or a planet carrier of the planetary gear unit is connected with the second gear;

the first output half shaft and the second output half shaft are coaxially arranged.

Further, the two second motors are respectively connected with the driving shafts on the corresponding sides in a transmission way through speed change mechanisms with a plurality of gears, and the first synchronizer is arranged between the two speed change mechanisms.

Compared with the prior art, the utility model has the following advantages:

the hybrid power device has the advantages that the input shaft and the output shaft are in transmission connection through the gear transmission unit, the power transmission structure is simple, the power transmission efficiency is high, and the arrangement and the implementation are convenient. Through being equipped with separation and reunion portion, be convenient for select different drive modes according to the user demand to can realize that first motor drives alone, and when first motor drives alone, can cut off the connection with the engine, promote kinetic energy recovery and power transmission efficiency. The engine and the motor can work cooperatively, and have better power performance and fuel economy. The rear axle driving system is beneficial to improving the escaping capability and driving safety of the vehicle. And through making first motor and second motor all link to each other with the battery package, be convenient for make first motor and second motor all can realize kinetic energy recovery work, do benefit to the promotion to the utilization ratio of energy.

In addition, through being provided with drive gear, under the prerequisite that the transmission ratio between output shaft and the first differential mechanism satisfied the relevant requirement, can make the size of input gear less, conveniently arrange. Through making gear unit include first driving gear and first driven gear, can make the power transmission structure between input shaft and the output shaft comparatively simple, when being convenient for design implementation, power transmission path is shorter, and energy loss is less.

In addition, through setting up reverse gear unit, ultra-low speed unit, third synchronous ware and the control portion on the input shaft, can realize reverse gear mode and ultra-low speed gear mode, promote front axle actuating mechanism's performance. And the third synchronizer and the control part are arranged so as to be convenient for switching between a reverse gear mode and an ultra-low gear mode.

And secondly, the middle wheel is respectively meshed with the second driving gear and the second driven gear, so that the stability of power transmission from the second driving gear to the second driven gear can be improved, and the driving stability in a reverse gear mode is further improved.

Furthermore, the output shaft comprises the first output half shaft and the second output half shaft, and the first gear, the second gear and the planetary gear unit are arranged, so that the ultra-low speed gear mode is conveniently realized, and the cross-country performance of the vehicle is facilitated to be improved.

Through making first output semi-axis and the coaxial arrangement of second output semi-axis, when making things convenient for the arrangement of other parts, also be convenient for simplify the power transmission structure between first output semi-axis and the second output semi-axis, and do benefit to the stability of guaranteeing power transmission between first output semi-axis and the second output semi-axis.

Besides, the two second motors are respectively connected with the driving shafts on the corresponding sides through speed change mechanisms with a plurality of gears in a transmission mode, so that a plurality of different gear modes can be realized.

Another object of the present utility model is to propose a vehicle provided with a hybrid powertrain as described above.

According to the vehicle, the hybrid power system is arranged, so that the front axle and the rear axle can be driven according to the driving requirements, the driving safety of the vehicle in driving is improved, and the energy consumption of the vehicle is reduced.

Drawings

The accompanying drawings, which are included to provide a further understanding of the utility model and are incorporated in and constitute a part of this specification, illustrate embodiments of the utility model and together with the description serve to explain the utility model. In the drawings:

fig. 1 is a schematic diagram of a first structure of a front axle driving unit according to an embodiment of the present utility model;

fig. 2 is a schematic diagram of a second structure of a front axle driving unit according to an embodiment of the utility model;

fig. 3 is a schematic diagram of a third structure of a front axle driving unit according to an embodiment of the present utility model;

fig. 4 is a schematic view of a first structure of a rear axle driving unit configured with a second motor according to an embodiment of the present utility model;

fig. 5 is a schematic diagram of a second structure of a rear axle driving unit configured with a second motor according to an embodiment of the present utility model;

fig. 6 is a schematic diagram of a third structure of a rear axle driving unit configured with a second motor according to an embodiment of the present utility model;

fig. 7 is a schematic view of a first structure of a rear axle driving unit configured with two second motors according to an embodiment of the present utility model;

fig. 8 is a schematic diagram of a second structure of two second motors configured in a rear axle driving unit according to an embodiment of the present utility model;

fig. 9 is a schematic diagram of a third structure of a rear axle driving unit configured with two second motors according to an embodiment of the present utility model;

fig. 10 is a schematic diagram of a fourth structure of a rear axle driving unit configured with two second motors according to an embodiment of the present utility model;

fig. 11 is a schematic view of a fifth structure of a rear axle driving unit configured with two second motors according to an embodiment of the present utility model;

fig. 12 is a schematic view of a sixth structure of a rear axle driving unit configured with two second motors according to an embodiment of the present utility model.

Reference numerals illustrate:

1. an input shaft; 2. an output shaft; 3. a first differential; 4. a first motor; 5. a first intermediate shaft; 6. an engine; 7. a front wheel; 8. a second motor; 9. a rear wheel; 10. a clutch part;

101. a second synchronizer; 102. a first drive gear; 103. a third synchronizer; 104. a second drive gear; 105. a first sun gear; 106. a first planet; 107. a first planet carrier; 108. a first ring gear; 109. a control unit;

201. a first output half shaft; 202. a second output half shaft; 203. a first driven gear; 204. a second driven gear; 205. a transmission gear; 206. a fourth synchronizer; 207. a second sun gear; 208. a second planet wheel; 209. a second carrier; 210. a second ring gear; 211. a first gear; 212. a second gear;

501. an intermediate wheel;

800. a second intermediate shaft; 81. a motor shaft gear; 811. a first motor shaft gear; 812. a second motor shaft gear; 82. a drive shaft gear; 821. a first drive shaft gear; 822. a second drive shaft gear; 831. a first countershaft gear; 832. a second countershaft gear; 833. a third countershaft gear; 841. a first synchronizer; 842. a gear shift synchronizer; 85. a second differential;

90. a drive shaft.

Detailed Description

It should be noted that, without conflict, the embodiments of the present utility model and features of the embodiments may be combined with each other.

In the description of the present utility model, it should be noted that the directions or positional relationships indicated by the terms "upper", "lower", "inner", "outer", etc. are based on the directions or positional relationships shown in the drawings, are merely for convenience of describing the present utility model and simplifying the description, and do not indicate or imply that the apparatus or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus should not be construed as limiting the present utility model. In addition, the terms "first," "second," are used for descriptive purposes only and are not to be construed as indicating or implying relative importance.

Furthermore, in the description of the present utility model, the terms "mounted," "connected," and "connected," are to be construed broadly, unless otherwise specifically defined. For example, the connection can be fixed connection, detachable connection or integrated connection; 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 can be understood by those of ordinary skill in the art in combination with specific cases.

The utility model will be described in detail below with reference to the drawings in connection with embodiments.

The embodiment relates to a hybrid power device, which integrally comprises a battery pack, a front axle driving mechanism and a rear axle driving mechanism. The front axle driving mechanism comprises an engine 6, a first motor 4, an input shaft 1 and an output shaft 2 which are arranged in parallel, wherein the input shaft 1 and the output shaft 2 are connected through a gear transmission unit in a transmission way, and the output shaft 2 is used for transmitting power to the first differential mechanism 3. The clutch portion 10 is located between the engine 6 and the first electric motor 4, and the clutch portion 10 is used to control engagement or disengagement of a power output end of the engine 6 with an input end of the first electric motor 4. And the output of the first motor 4 is connected to the input shaft 1.

In addition, the rear axle driving mechanism comprises a second motor 8 and a second differential mechanism 85 arranged between the wheels on the left side and the right side, and the second motor 8 is connected with the second differential mechanism 85 directly or through a speed change mechanism; or, the rear axle driving mechanism has two second motors 8 oppositely arranged in the left-right direction of the whole vehicle, each second motor 8 is respectively connected with the driving shafts 90 of the wheels on the corresponding sides, a first synchronizer 841 is arranged between the two driving shafts 90, the first synchronizer 841 is used for connecting the two driving shafts 90, and the first motor 4 and the second motor 8 are connected with a battery pack.

It can be understood that in this embodiment, the front axle driving mechanism includes the engine 6 and the first motor 4, and the input shaft 1 and the output shaft 2 are connected by the gear transmission unit in a transmission manner, so that the power transmission structure is simple, the power transmission efficiency is high, and the arrangement and implementation are convenient. And through being equipped with separation and reunion portion 10 between engine 6 and input shaft 1, be convenient for select different driving modes according to the user demand, and can realize that first motor 4 drives alone to when first motor 4 is alone, can cut off the connection with engine 6, promote kinetic energy recovery and power transmission efficiency. And the engine 6 and the engine can work cooperatively, so that the engine has better power performance and fuel economy.

In addition, the second motor 8 in the rear axle driving mechanism is directly connected with the second differential mechanism 85, or the second motor 8 is in transmission connection with the second differential mechanism 85, so that the power transmitted to the rear axle can be conveniently regulated according to the use requirement. Meanwhile, by connecting the two second motors 8 with the driving shafts 90 of the wheels on the corresponding sides in a driving manner, and providing the first synchronizer 841 connecting the two driving shafts 90 between the two driving shafts 90, the driving force between the two driving shafts 90 can be separated to realize a differential effect, and the escaping capability of the vehicle can be improved, so that the driving safety of the vehicle can be improved. And through making first motor 4 and second motor 8 all link to each other with the battery package, be convenient for make first motor 4 and second motor 8 all can realize kinetic energy recovery work, do benefit to the promotion to the utilization ratio of energy.

Based on the above overall description, an exemplary structure of the hybrid power device of the present embodiment is shown in fig. 1 to 12, and the structure of the front axle drive mechanism is given in fig. 1 to 3, and the structure of the rear axle drive mechanism is given in fig. 4 to 12. For convenience of description, the structure of the front axle driving mechanism will be specifically described.

As a preferred embodiment, as shown in fig. 1, in the present embodiment, a transmission gear 205 is provided on the output shaft 2, the transmission gear 205 is engaged with an input gear of the first differential 3, and the first motor 4 is provided between the clutch portion 10 and the gear transmission unit. It is expected that by being provided with the transmission gear 205, the power transmission between the output shaft 2 and the first differential 3 is facilitated, and meanwhile, the size of the input gear can be smaller and the arrangement is facilitated by adjusting the size of the transmission gear 205 on the premise that the transmission ratio between the output shaft 2 and the first differential 3 meets the relevant requirements.

In addition, in the specific implementation, the clutch part 10 can be a clutch, and has the advantages of simple structure, low cost and good on-off using effect.

In other embodiments, the transmission gear 205 may not be provided, for example, the output shaft 2 may be directly used as the power input shaft of the first differential 3. As a preferred embodiment, the gear transmission unit in this embodiment includes a first driving gear 102 provided on the input shaft 1, and a first driven gear 203 provided on the output shaft 2, the first driven gear 203 being in meshed connection with the first driving gear 102. And the first driving gear 102 and the engine 6 are respectively provided at both sides of the first motor 4. By the arrangement, the power transmission structure between the input shaft 1 and the output shaft 2 is simple, the design and implementation are convenient, and meanwhile, the power transmission path is short and the energy loss is small. Also, by providing the first driving gear 102 and the engine 6 on both sides of the first motor 4, respectively, the arrangement of the engine 6 and the first motor 4 is facilitated.

The front axle driving mechanism of the hybrid power device of the embodiment can be driven by the engine 6 alone or by the first motor 4 alone or by the engine 6 and the first motor 4 simultaneously according to the driving requirement of the vehicle, so that the energy consumption of a power system is reduced while the driving requirement is met, and the hybrid power device has better practicability.

When the engine 6 is driven alone, the clutch is engaged, and the power transmission route is as follows: engine 6, clutch 10, input shaft 1, first driving gear 102, first driven gear 203, output shaft 2, transmission gear 205, first differential 3 and front wheels 7.

When the first motor 4 is driven separately and the engine 6 and the first motor 4 are driven simultaneously, the transmission route is the same as that when the engine 6 is driven separately, and the clutch part 10 is disconnected when the first motor 4 is driven separately, so that the first motor 4 is not driven separately and the engine 6 and the first motor 4 are driven simultaneously in detail.

In addition, when the engine 6 is driven alone, the surplus power output from the engine 6 can be transmitted to the first motor 4, and the power is generated to the battery pack on the vehicle via the first motor 4, improving the energy utilization rate and reducing the energy consumption.

In order to further improve the usability of the front axle driving mechanism of the hybrid power device, as a preferred embodiment, as shown in fig. 2, in this embodiment, the first driving gear 102 is sleeved on the input shaft 1, and a second synchronizer 101 is disposed on the input shaft 1, where the second synchronizer 101 is used to connect with the first driving gear 102. The input shaft 1 is provided with a third synchronizer 103, a reverse gear unit, a control part 109 and an ultra-low speed unit which are sequentially arranged at intervals. The second synchronizer 101 is used for connecting a reverse gear unit, and the control part 109 is used for controlling power on-off between the reverse gear unit and the ultra-low speed unit. Of course, the second synchronizer 101 may be provided on the output shaft 2 instead of the input shaft 1, and the first driven gear 203 may be idly fitted on the output shaft 2.

It will be appreciated that in the present embodiment, the reverse gear mode and the ultra-low gear mode can be realized by providing the reverse gear unit, the ultra-low gear unit, the third synchronizer 103, and the control section 109 on the input shaft 1. The third synchronizer 103 and the control unit 109 are provided to facilitate switching between the reverse mode and the ultra-low gear mode.

Further, by fitting the first drive gear 102 over the input shaft 1, and providing the second synchronizer 101 for connecting the first drive gear 102 on the input shaft 1. At this time, the engine 6 and the first motor 4 can be prevented from driving the first driving gear 102 to rotate in the reverse gear mode and the ultra-low gear mode, so that the energy loss can be reduced and the power economy of the front axle driving mechanism can be improved while the use is convenient.

Structurally, the reverse gear unit includes a second driving gear 104, a second driven gear 204, and an intermediate wheel 501. The second driving gear 104 is arranged on the input shaft 1, the third synchronizer 103 is used for connecting the second driving gear 104, the second driven gear 204 is arranged on the output shaft 2, and the intermediate wheel 501 is arranged between the second driving gear 104 and the second driven gear 204 and is meshed and connected with the second driving gear 104 and the second driven gear 204 at the same time.

In a specific arrangement, the second driving gear 104 is sleeved on the input shaft 1, and the intermediate wheel 501 is arranged on the first intermediate shaft 5 which is arranged in parallel with the input shaft 1 and the output shaft 2. By engaging and connecting the intermediate wheel 501 with the second driving gear 104 and the second driven gear 204, respectively, the stability of the transmission of power from the second driving gear 104 to the second driven gear 204 can be improved, and the driving stability in the reverse mode can be further improved.

As shown in fig. 2, the second drive gear 104 is free to fit over the input shaft 1. By using the third synchronizer 103 to connect the second driving gear 104, the reverse gear mode can be controlled conveniently, and at the same time, in the normal gear mode, the reverse gear unit can be prevented from being driven by the input shaft 1 to act, which is beneficial to improving the transmission efficiency in the normal gear mode.

As a preferred embodiment, the ultra low speed unit in this embodiment includes a planetary gear mechanism. And the sun gear of the planetary gear mechanism is provided on the input shaft 1, and the control section 109 selectively connects the ring gear of the planetary gear mechanism.

For convenience of description, in the present embodiment, the sun gear in the planetary gear mechanism is referred to as a first sun gear 105, the planet gears are referred to as first planet gears 106, the carrier is referred to as a first carrier 107, and the ring gear is referred to as a first ring gear 108. And the control part 109 can adopt a bidirectional single-side synchronizer, when the bidirectional single-side synchronizer is jointed on the first gear ring 108, the power on-off between the reverse gear transmission assembly and the transmission assembly can be realized because the second driving gear 104 belongs to the reverse gear transmission assembly and the first gear ring 108 belongs to the transmission assembly.

Here, if the first ring gear 108 of the planetary gear mechanism is provided in the transmission case, the control unit 109 may be selectively connected to the first carrier 107. So set up, the power break-make between the control portion 109 control reverse gear drive assembly and the planetary gear mechanism of being convenient for.

Here, the control unit 109 may use a bidirectional single-sided synchronizer, or a bidirectional double-sided synchronizer. When the control part 109 is a bidirectional double-sided synchronizer, the gear hub is sleeved on the input shaft 1, and the shifting fork is used for shifting the gear sleeve, so that the synchronous ring can be driven to be engaged with engaging teeth on the second driving gear 104 and the first gear ring 108 which are positioned at two sides of the synchronous ring, or the synchronous ring can be driven to be engaged with engaging teeth on the second driving gear 104 and the first planet carrier 107 which are positioned at two sides of the synchronous ring.

As a preferred arrangement, the planetary gear mechanism is arranged at the end of the input shaft 1 remote from the engine 6, so that the input of wheel end torque can be increased, and the hybrid power device has good obstacle surmounting and escaping capabilities.

At this time, referring to fig. 2, for ease of understanding, the power transmission route will be described herein by taking several of the drive modes as examples. The power transmission path when the engine 6 is driven alone and in the first gear is the same as the power transmission path when the engine 6 is driven alone in fig. 1, and at this time, the second synchronizer 101 is engaged with the first drive gear 102, and both the third synchronizer 103 and the control section 109 are disconnected.

When the engine 6 is driven alone, the clutch portion 10 is engaged, the second synchronizer 101 and the control portion 109 are disengaged, the third synchronizer 103 is engaged with the second drive gear 104, and the front axle drive mechanism is in the reverse mode.

At this time, the power transmission route of the engine 6 is: the engine 6, the clutch part 10, the input shaft 1, the third synchronizer 103, the second driving gear 104, the middle wheel 501, the second driven gear 204, the output shaft 2, the transmission gear 205, the first differential 3 and the front wheels 7.

When the engine 6 is driven alone, the clutch portion 10 is engaged, the control portion 109 is engaged with the first ring gear 108 and the second drive gear 104, the second synchronizer 101 and the third synchronizer 103 are disconnected, and the front axle driving mechanism is in the ultra low speed mode.

At this time, the power transmission route of the engine 6 is: the engine 6, the clutch part 10, the input shaft 1, the first sun gear 105, the first planet gears 106, the first gear ring 108, the control part 109, the second driving gear 104, the middle wheel 501, the second driven gear 204, the output shaft 2, the transmission gear 205, the first differential 3 and the front wheels 7.

When the first motor 4 is driven independently and the engine 6 and the first motor 4 are driven simultaneously, the transmission route is the same as that when the engine 6 is driven independently, and when the first motor 4 is driven independently, the clutch part 10 is disconnected, so that the first motor 4 is not driven independently, and the simultaneous driving of the engine 6 and the first motor 4 will not be described in detail.

To improve the off-road performance of the hybrid power device, the output shaft 2 in this embodiment may be, in addition to the integrally formed structure shown in fig. 1 and 2, as shown in fig. 3, in which case the output shaft 2 includes a first output half shaft 201 and a second output half shaft 202. The first output half shaft 201 is in driving connection with the engine 6, and the second output half shaft 202 is in driving connection with the first differential 3. The first output half shaft 201 is provided with a first gear 211 and a planetary gear unit, the second output half shaft 202 is provided with a fourth synchronizer 206 and a second gear 212, the second gear 212 is in transmission connection with the planetary gear unit, and the fourth synchronizer 206 is selectively connected with the first gear 211 or the second gear 212.

By the arrangement, in the actual use process, the front axle driving mechanism can have an ultralow speed gear mode, so that the off-road performance of the vehicle is improved. Specifically, when the fourth synchronizer 206 is connected to the first gear 211, the power transmitted to the first output half shaft 201 can be transmitted to the second output half shaft 202 via the first gear 211 and the fourth synchronizer 206, so that the vehicle is in a normal gear. When the fourth synchronizer 206 is connected with the second gear 212, the power transmitted to the first output half shaft 201 can be transmitted to the second output half shaft 202 via the planetary gear unit, the second gear 212 and the fourth synchronizer 206, so that the vehicle is in an ultra-low speed gear.

In a specific configuration, the sun gear of the planetary gear unit is disposed on the first output half shaft 201, and the planet carrier of the planetary gear unit is connected to the second gear 212. The first output half shaft 201 and the second output half shaft 202 are coaxially arranged. For convenience of description, in the present embodiment, the sun gear in the planetary gear unit is referred to as a second sun gear 207, the planet gears are referred to as second planet gears 208, the carrier is referred to as a second carrier 209, and the ring gear is referred to as a second ring gear 210.

In addition, in this embodiment, the first output half shaft 201 and the second output half shaft 202 are coaxially arranged, so that the arrangement of other parts is convenient, meanwhile, the power transmission structure between the first output half shaft 201 and the second output half shaft 202 is also convenient to simplify, and the stability of power transmission between the first output half shaft 201 and the second output half shaft 202 is guaranteed.

At this time, the front axle driving mechanism of the hybrid power device also has three driving modes, that is, the engine 6 is driven alone, the first motor 4 is driven alone, and the engine 6 and the first motor 4 are driven together.

Referring to the figure, when the engine 6 is driven alone, the clutch 10 is engaged, the fourth synchronizer 206 is engaged with the first gear 211, and the front axle driving mechanism of the hybrid power device is in the normal gear mode, and the power transmission route is: the engine 6, the clutch part 10, the input shaft 1, the first driving gear 102, the first driven gear 203, the first output half shaft 201, the first gear 211, the fourth synchronizer 206, the second output half shaft 202, the transmission gear 205, the first differential 3 and the front wheels 7.

When the engine 6 is driven alone, the clutch 10 is engaged, the fourth synchronizer 206 is engaged with the second gear 212, and the front axle driving mechanism of the hybrid power device is in the ultra-low speed gear mode, and the power transmission route is as follows: the engine 6, the clutch part 10, the input shaft 1, the first driving gear 102, the first driven gear 203, the first output half shaft 201, the second sun gear 207, the second planet gear 208, the second planet carrier 209, the second gear 212, the fourth synchronizer 206, the second output half shaft 202, the transmission gear 205, the first differential 3 and the front wheels 7.

When the first motor 4 is driven independently and the engine 6 and the first motor 4 are driven simultaneously, the transmission route is the same as that when the engine 6 is driven independently, and the clutch part 10 is disconnected when the first motor 4 is driven independently, so that the first motor 4 is not driven independently and the engine 6 and the first motor 4 are driven simultaneously, which will be described in detail.

In the planetary gear unit, one of the second ring gear 210 and the second carrier 209 may be fixed. In the planetary gear unit of the present embodiment, the second ring gear 210 is fixed as an example. In addition, the second carrier 209 may be fixed, and in this case, by connecting the fourth synchronizer 206 to the second gear 212, the power received by the first output shaft 201 may be transmitted to the second output shaft 202 via the second sun gear 207, the second planetary gears 208, the second ring gear 210, the second gear 212, and the fourth synchronizer 206.

In addition, in this embodiment, when the engine 6 is driven separately, the redundant power output by the engine 6 may be transmitted to the first motor 4, and the power may be generated by the first motor 4 to the battery pack on the vehicle, thereby improving the utilization rate of the energy source and simultaneously facilitating the reduction of the energy consumption.

The structure of the rear axle drive mechanism in this embodiment will be described below with reference to fig. 4 to 12.

As a preferred structural example of the rear axle drive mechanism, the rear axle drive mechanism includes a second motor 8, and a second differential gear 85 provided between the rear wheels 9 on the left and right sides, the second motor 8 being drivingly connected to the second differential gear 85 directly or through a speed change mechanism. That is, only one second motor 8 is provided in the rear axle drive mechanism.

In a specific structure, as shown in fig. 4, the second motor 8 and the second differential mechanism 85 may be integrally provided, and the second motor 8 drives the second differential mechanism 85 to drive the driving shafts 90 on both sides to rotate. Alternatively, as shown in fig. 5 and 6, the second motor 8 is drivingly connected to the second differential 85 between the side drive shafts 90 through a set of speed change mechanisms. For the specific configuration of the gear shifting mechanism, the gear shifting mechanism can be flexibly arranged according to the transmission and gear shifting requirements between the second motor 8 and the rear wheels 9. The rear axle driving mechanism adopts a driving mode of matching the second motor 8 with the second differential mechanism 85, has the advantages of simple structure, less number of configured motors and the like, and can reduce the configuration cost of the rear axle driving mechanism.

For example, referring to fig. 5, a second intermediate shaft 800 is disposed between a motor shaft of the second motor 8 and the second differential 85, a motor shaft gear 81 is disposed on the motor shaft of the second motor 8, a first intermediate shaft gear 831 and a second intermediate shaft gear 832 are disposed on the second intermediate shaft 800 at intervals, and a driving shaft gear 82 is disposed on the second differential 85. Wherein, the motor shaft gear 81 is meshed with the first intermediate shaft gear 831, and the second intermediate shaft gear 832 is meshed with the driving shaft gear 82, so as to form a variable speed transmission path, thereby realizing stable variable speed transmission effect.

For another example, referring to fig. 6, a second intermediate shaft 800 is disposed between a motor shaft of the second motor 8 and the second differential 85, a first motor shaft gear 811 and a second motor shaft gear 812 are disposed on the motor shaft of the second motor 8 at intervals, a first intermediate shaft gear 831, a second intermediate shaft gear 832 and a third intermediate shaft gear 833 are disposed on the second intermediate shaft 800 at intervals, and a driving shaft gear 82 is disposed on the second differential 85.

Wherein, first motor shaft gear 811 is in meshed connection with first jackshaft gear 831, second motor shaft gear 812 is in meshed connection with second jackshaft gear 832, and third jackshaft gear 833 is in meshed connection with drive shaft gear 82. At this time, a gear shift synchronizer 842 is provided on the second intermediate shaft 800 between the first intermediate shaft gear 831 and the second intermediate shaft gear 832, and the gear shift can be switched, so that two gear shift transmission paths with different transmission ratios of the gear shift mechanism are formed, and the rear wheels 9 can be driven by two-gear speed regulation, thereby realizing a stable gear shift transmission effect.

As another preferable structural example of the rear axle drive mechanism, the rear axle drive mechanism has two second motors 8 arranged opposite each other in the left-right direction of the entire vehicle, each second motor 8 is connected to a drive shaft 90 of a rear wheel 9 on the corresponding side, and a first synchronizer 841 is provided between the two drive shafts 90, the first synchronizer 841 being for connecting the two drive shafts 90.

In particular, as a preferred embodiment, in this embodiment, the two second motors 8 are respectively connected to the corresponding drive shaft 90 via a transmission mechanism having a plurality of gears, and the first synchronizer 841 is disposed between the two transmission mechanisms. Wherein, for the specific configuration of the transmission mechanism of each group and the setting position of the first synchronizer 841, the transmission and the speed change requirements between the second motor 8 and the rear wheels 9 can be flexibly set. The speed change mechanism can be arranged into a one-gear, two-gear or multiple-gear speed change mode according to the gear change requirement, and the gear can be switched through the synchronizer.

As shown with reference to fig. 7, a motor shaft gear 81 is provided on the motor shaft of the second motor 8, a drive shaft gear 82 is provided on the drive shaft 90 on the corresponding side, and the motor shaft gear 81 and the drive shaft gear 82 are engaged to transmit, forming a speed change mechanism. A first synchronizer 841 is provided between the two sets of speed change mechanisms. Of course, the first synchronizer 841 may be provided between the two driving shafts 90, or between the motor shafts of the two second motors 8.

For another example, referring to fig. 8, a second intermediate shaft 800 is provided between the motor shaft of the second motor 8 and the corresponding side driving shaft 90, a motor shaft gear 81 is provided on the motor shaft of the second motor 8, a first intermediate shaft gear 831 and a second intermediate shaft gear 832 are provided on the second intermediate shaft 800 at intervals, and a driving shaft gear 82 is provided on the driving shaft 90.

Wherein, the motor shaft gear 81 is meshed with the first intermediate shaft gear 831, and the second intermediate shaft gear 832 is meshed with the driving shaft gear 82, so as to form a variable speed transmission path, thereby realizing stable variable speed transmission effect. The first synchronizer 841 may then be disposed at a plurality of locations on the two sets of speed change mechanisms, such as between the motor shafts of the two second motors 8 shown in the drawings. Of course, the first synchronizer 841 may also be provided between the two drive shafts 90 or between the two second intermediate shafts 800.

Or referring to fig. 9, a first motor shaft gear 811 and a second motor shaft gear 812 are provided at intervals on the motor shaft of the second motor 8, and a first drive shaft gear 821 and a second drive shaft gear 822 are provided at intervals on the drive shaft 90 on the corresponding side. The first motor shaft gear 811 is engaged with the first drive shaft gear 821, the second motor shaft gear 812 is engaged with the second drive shaft gear 822, and the first synchronizer 841 is provided between motor shafts of the second motors 8 on both sides. Of course, the first synchronizer 841 may also be provided between the two drive shafts 90.

Alternatively, referring to fig. 10, a second intermediate shaft 800 is provided between the motor shaft of the second motor 8 and the corresponding drive shaft 90. The motor shaft of the second motor 8 is provided with a first motor shaft gear 811 and a second motor shaft gear 812 at intervals, the second intermediate shaft 800 is provided with a first intermediate shaft gear 831, a third intermediate shaft gear 833 and a second intermediate shaft gear 832 at intervals, and the driving shaft 90 is provided with a driving shaft gear 82.

Wherein, first motor shaft gear 811 is in meshed connection with first jackshaft gear 831, second motor shaft gear 812 is in meshed connection with second jackshaft gear 832, and third jackshaft gear 833 is in meshed connection with drive shaft gear 82. Meanwhile, a gear-shifting synchronizer 842 is arranged on the second intermediate shaft 800 between the first intermediate shaft gear 831 and the second intermediate shaft gear 832, and can shift gears, so that two variable transmission paths with different transmission ratios of the speed change mechanism are formed. The first synchronizer 841 may be provided between the driving shafts 90 at both sides. Of course, the first synchronizer 841 may also be provided between the motor shafts of the two second motors 8 or between the two second intermediate shafts 800.

Alternatively, referring to fig. 11, a second intermediate shaft 800 is added between the motor shaft of the second motor 8 and the corresponding drive shaft 90. A motor shaft gear 81 is arranged on a motor shaft of the second motor 8, a first intermediate shaft gear 831, a third intermediate shaft gear 833 and a second intermediate shaft gear 832 are arranged on the second intermediate shaft 800 at intervals, and a first driving shaft gear 821 and a second driving shaft gear 822 are sleeved on the driving shaft 90 at intervals.

Wherein the motor shaft gear 81 is in meshed connection with a third intermediate shaft gear 833, the first intermediate shaft gear 831 is in meshed connection with the first drive shaft gear 821, and the second intermediate shaft gear 832 is in meshed connection with the second drive shaft gear 822. Meanwhile, a gear shift synchronizer 842 is provided on the drive shaft 90 between the first drive shaft gear 821 and the second drive shaft gear 822, and the gear shift can be switched, so that two gear shift transmission paths with different transmission ratios of the gear shift mechanism are formed. The first synchronizer 841 may be provided between the second intermediate shafts 800 on both sides. Of course, the first synchronizer 841 may also be provided between the motor shafts of the two second motors 8 or between the two drive shafts 90.

Of course, the above-described driving of the two second motors 8 to the corresponding side driving shaft 90 through the transmission mechanism having several gears is only a preferred embodiment, and the two second motors 8 may be directly provided on the corresponding side driving shaft 90, for example, as shown in fig. 12, the second motors 8 may be directly provided on the corresponding side driving shaft 90, and the first synchronizer 841 may be provided between the two driving shafts 90. It should be noted that the second motor 8 may be an in-wheel motor directly integrated with the rear wheel 9, in addition to being disposed on the drive shaft 90.

In general, the configuration of the second differential 85 can be omitted by employing two second motors 8 to drive the rear wheels 9 on the left and right sides, respectively. Moreover, by arranging the first synchronizer 841 between the driving shafts 90 or the speed change mechanisms on the left and right sides, not only can the driving forces on the two sides be separated, but also the differential effect can be realized, and when the rear wheel 9 on one side is difficult to get rid of the trapped road due to bad road conditions, the first synchronizer 841 can also be timely connected with the driving shafts 90 on the two sides, so that the power of the two second motors 8 is transmitted to the rear wheel 9 to be got rid of the trapped in a combined way, and the escaping capability of the vehicle is improved.

The hybrid power device in this embodiment, by adopting the above structure, can have a plurality of driving modes, and is convenient for arrange on the automobile body, and can promote the utilization ratio to the energy, and effectively reduce the energy consumption, thereby can improve power economy and drivability.

In addition, the present embodiment also relates to a vehicle provided with the hybrid power device as described above.

According to the vehicle, the hybrid power device is arranged, so that the front axle and the rear axle can be driven according to the driving requirements, driving safety of the vehicle in driving is improved, and energy consumption of the vehicle is reduced.

The foregoing description of the preferred embodiments of the utility model is not intended to be limiting, but rather is intended to cover all modifications, equivalents, alternatives, and improvements that fall within the spirit and scope of the utility model.

Claims (10)

1. A hybrid power device, characterized in that:

the device comprises a battery pack, a front axle driving mechanism and a rear axle driving mechanism;

the front axle driving mechanism comprises an engine (6), a first motor (4), a clutch part (10), an input shaft (1) and an output shaft (2) which are arranged in parallel, wherein the input shaft (1) and the output shaft (2) are in transmission connection through a gear transmission unit, and the output shaft (2) is used for transmitting power to a first differential mechanism (3);

the clutch part (10) is positioned between the engine (6) and the first motor (4), and the clutch part (10) is used for controlling the engagement or disengagement of a power output end of the engine (6) and an input end of the first motor (4);

the rear axle driving mechanism comprises a second motor (8) and a second differential mechanism (85) arranged between the wheels on the left side and the right side, and the second motor (8) is connected with the second differential mechanism (85) directly or through a speed change mechanism; or alternatively, the first and second heat exchangers may be,

the rear axle driving mechanism is provided with two second motors (8) which are oppositely arranged in the left-right direction of the whole vehicle, each second motor (8) is respectively connected with a driving shaft (90) of the corresponding side of the wheel, a first synchronizer (841) is arranged between the two driving shafts (90), and the first synchronizer (841) is used for connecting the two driving shafts (90);

the first motor (4) and the second motor (8) are connected with the battery pack.

2. The hybrid power device according to claim 1, characterized in that:

the output shaft (2) is provided with a transmission gear (205), and the transmission gear (205) is meshed and connected with an input gear of the first differential mechanism (3).

3. The hybrid power device according to claim 1, characterized in that:

the gear transmission unit comprises a first driving gear (102) arranged on the input shaft (1) and a first driven gear (203) arranged on the output shaft (2), wherein the first driven gear (203) is in meshed connection with the first driving gear (102);

the first driving gear (102) and the engine (6) are respectively arranged on two sides of the first motor (4).

4. A hybrid power device according to claim 3, characterized in that:

the first driving gear (102) is sleeved on the input shaft (1) in an empty mode, a second synchronizer (101) is arranged on the input shaft (1), and the second synchronizer (101) is used for connecting the first driving gear (102);

the input shaft (1) is provided with a third synchronizer (103), a reverse gear unit, a control part (109) and an ultra-low speed unit which are sequentially arranged at intervals;

the third synchronizer (103) is used for connecting the reverse gear unit;

the control part (109) is used for controlling the power on-off between the reverse gear unit and the ultra-low speed unit.

5. The hybrid power device according to claim 4, wherein:

the reverse gear unit comprises a second driving gear (104), a second driven gear (204) and an intermediate wheel (501);

the second driving gear (104) is arranged on the input shaft (1), and the third synchronizer (103) is used for connecting the second driving gear (104);

the second driven gear (204) is arranged on the output shaft (2);

the intermediate wheel (501) is arranged between the second driving gear (104) and the second driven gear (204) and is meshed and connected with the second driving gear and the second driven gear simultaneously.

6. The hybrid power device according to claim 4, wherein:

the ultra-low speed unit comprises a planetary gear mechanism;

the sun gear of the planetary gear mechanism is arranged on the input shaft (1);

the control section (109) selectively connects a ring gear/carrier of the planetary gear mechanism.

7. The hybrid power device according to any one of claims 1 to 6, characterized in that:

the output shaft (2) comprises a first output half shaft (201) and a second output half shaft (202);

the first output half shaft (201) is in transmission connection with the engine (6), and the second output half shaft (202) is in transmission connection with the first differential mechanism (3);

the first output half shaft (201) is provided with a first gear (211) and a planetary gear unit, the second output half shaft (202) is provided with a fourth synchronizer (206) and a second gear (212), and the second gear (212) is in transmission connection with the planetary gear unit;

the fourth synchronizer (206) selectively connects the first gear (211) or the second gear (212).

8. The hybrid power device as defined in claim 7, wherein:

the sun gear of the planetary gear unit is arranged on the first output half shaft (201), and the gear ring or the planet carrier of the planetary gear unit is connected with the second gear (212);

the first output half shaft (201) and the second output half shaft (202) are coaxially arranged.

9. The hybrid power device according to claim 1, characterized in that:

the two second motors (8) are respectively connected with the driving shafts (90) on the corresponding sides in a transmission way through a speed change mechanism with a plurality of gears, and the first synchronizer (841) is arranged between the two speed change mechanisms.

10. A vehicle, characterized in that:

the hybrid power device according to any one of claims 1 to 9 is provided on the vehicle.