CN220390964U - Multi-gear hybrid system and vehicle - Google Patents

Abstract

The utility model provides a multi-gear hybrid system and a vehicle. The multi-gear hybrid system of the present utility model includes a first power unit and a second power unit that drive a front axle and a rear axle of a vehicle, respectively. Wherein the first power unit comprises an engine, a motor and a transmission; the speed changer comprises an input shaft, a first output shaft, a second output shaft and a plurality of power switching devices, wherein the first output shaft and the second output shaft are respectively arranged on two sides of the input shaft; a plurality of groups of gear pairs are arranged between the two output shafts and the input shaft, and planetary gear trains are arranged on the first output shaft and/or the second output shaft; the power switching device can selectively connect a certain group of gear pairs and planetary gear trains into a power transmission path of the transmission so as to change the output rotating speed of the transmission. The second power unit comprises a secondary driving motor; the auxiliary driving motor is in transmission connection with the driving shaft. The utility model provides a multi-gear hybrid system, which provides a hybrid four-wheel drive scheme with rich gear output performance.

Description

Multi-gear hybrid system and vehicle

Technical Field

The utility model relates to the technical field of hybrid automobiles, in particular to a multi-gear hybrid system. In addition, the utility model also relates to a vehicle.

Background

The traditional vehicle using the engine as a power source has great pollution to air, so that a pure electric vehicle is developed, but the development of the pure electric vehicle is greatly limited due to the influence of factors such as battery performance, whole vehicle driving mileage and the like. In view of this, hybrid vehicles are developing more and more rapidly because they can better solve the problems as described above. Hybrid vehicles are vehicles that use multiple sources of energy, typically a conventional engine using liquid fuel and an electric motor driven vehicle using electric power.

The multi-gear hybrid transmission applied to the existing hybrid electric vehicle is mostly used for driving a front axle, the power of an engine is generally respectively connected with a single shaft and a double shaft through a double clutch, part of power is output by the single shaft, part of power is output by the double shaft, the power output by a matched motor is transmitted to the single shaft or the double shaft, when the hybrid electric vehicle is applied to the vehicle, the number of gears which can be realized in a pure electric mode and a hybrid electric mode is small, driving forces in the pure electric mode and the hybrid electric mode are always output to the front axle, the problem that the front wheels are difficult to get rid of the trouble easily occurs when the front wheels slip is encountered, and the safety of the vehicle running in the pure electric mode and the hybrid electric mode is low when the wet slippery road surface is encountered.

In addition, in a hybrid transmission system with two power sources of an engine and a motor, how to realize multi-gear speed change under multiple driving modes such as pure electric driving, engine driving, hybrid driving and the like is always a relatively complex speed change structure design problem. The existing multi-gear hybrid transmission system often has the problems of excessively complex structure, overlong transmission path, lack of ultra-low gear output and the like, and the power transmission performance and the large torque output capacity of the hybrid transmission system are affected.

Disclosure of Invention

In view of the foregoing, the present utility model is directed to a multi-gear hybrid system to provide a hybrid four-wheel drive scheme with rich gear output performance.

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

a multi-gear hybrid system includes a first power unit and a second power unit interchangeably driving wheels of a front axle and a rear axle of a vehicle, respectively;

the first power unit comprises an engine, a motor and a transmission; the transmission comprises an input shaft, a first output shaft, a second output shaft and a plurality of power switching devices, wherein the first output shaft and the second output shaft are respectively arranged on two sides of the input shaft; the engine and the motor are both connected to the input shaft in a transmission way; a plurality of groups of gear pairs are arranged between the first output shaft and the input shaft and between the second output shaft and the input shaft, and planetary gear trains are arranged on the first output shaft and/or the second output shaft; the power switching device can selectively connect a certain group of the gear pair and the planetary gear train into a power transmission path of the transmission so as to change the output rotating speed of the transmission;

The second power unit comprises a secondary driving motor in transmission connection with a secondary differential on a driving shaft of the wheel; or the second power unit comprises two auxiliary driving motors which are respectively arranged corresponding to the driving shafts of the wheels on the left side and the right side, and the two auxiliary driving motors are respectively connected with the driving shafts on the corresponding sides in a transmission way.

Further, the second power unit comprises two auxiliary driving motors which are respectively arranged on driving shafts corresponding to the wheels on the left side and the right side, the two auxiliary driving motors are respectively arranged on the driving shafts on the corresponding sides directly or in a transmission connection manner through a speed change mechanism, and a parallel synchronizer is arranged between the two driving shafts.

Further, the motor is provided at the other end of the input shaft with respect to one end connected to the engine.

Further, a parking gear is arranged on the first output shaft or the second output shaft.

Further, the second output shaft comprises a first half shaft and a second half shaft which are coaxially arranged, the first half shaft receives power transmission from the gear pair, and the second half shaft is used for power output of the second output shaft; the planetary gear train is arranged between the first half shaft and the second half shaft, and a planetary synchronizer is arranged among the first half shaft, the second half shaft and the planetary gear train, and can be selectively connected with the first half shaft and the second half shaft directly or through the planetary gear train.

Further, a first gear is fixedly arranged on the first half shaft, and an input gear is fixedly arranged on the second half shaft; the sun gear of the planetary gear train is arranged on the first half shaft, the planet carrier or the gear ring of the planetary gear train is provided with a second gear, and the planetary synchronizer selectively connects the first gear or the second gear with the input gear.

Further, the input shaft comprises a first input shaft and a second input shaft sleeved on the first input shaft; the motor is arranged on the first input shaft, and the engine is selectively connected with the first input shaft or the second input shaft through a clutch; part of the driving gears of the gear pair are arranged on the first input shaft, and the driving gears of the rest of the gear pair are arranged on the second input shaft.

Further, each driving gear is fixedly mounted on the first input shaft or the second input shaft, the driven gear of each gear pair is sleeved on the first output shaft or the second output shaft, and the power switching device comprises a plurality of synchronizers arranged on the first output shaft and the second output shaft.

Further, the driving gear comprises a first driving gear, a third driving gear, a fifth driving gear and a sixth driving gear which are arranged on the first input shaft, and a second driving gear and a fourth driving gear which are arranged on the second input shaft; the driven gears comprise a first driven gear, a second driven gear, a third driven gear and a fourth driven gear which are arranged on the first output shaft, and a fifth driven gear, a sixth driven gear, a seventh driven gear and an eighth driven gear which are arranged on the second output shaft; the synchronizer includes a first synchronizer located between the first driven gear and the second driven gear, a third synchronizer located between the third driven gear and the fourth driven gear, a second synchronizer located between the fifth driven gear and the sixth driven gear, a fourth synchronizer located between the seventh driven gear and the eighth driven gear, and a fifth synchronizer located between the second input shaft and the second drive gear; the first driving gear is meshed with the eighth driven gear, the third driving gear is meshed with the seventh driven gear, the fifth driving gear is meshed with the third driven gear, the sixth driving gear is meshed with the fourth driven gear, the second driving gear can be selectively meshed with the fifth driven gear or the first driven gear under the control of the fifth synchronizer, and the second driven gear and the sixth driven gear are meshed with the fourth driving gear.

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

according to the multi-gear hybrid system, a plurality of groups of gear pairs and planetary gear trains are adopted in the transmission of the first power unit, and a certain group of gear pairs can be connected by controlling the connection and disconnection states of each power switching device, so that the variable speed output of a plurality of gears is realized; through set up planetary gear train on the output shaft, with the help of its stable transmission performance and big transmission ratio's characteristics, can realize the variable speed transmission of big transmission ratio between the output shaft and the output gear of output shaft to realize the ultra-low gear mode output of derailleur, the cooperation drive of second power unit and first power unit, with the wheel of front axle and rear axle of driving the vehicle respectively, make the vehicle possess good four and drive the function, thereby provide a mixed four and drive scheme that has abundant gear output performance.

In addition, the input shaft adopts a first input shaft and a second input shaft which are sleeved, and the driving gears of each gear pair are arranged on the first input shaft and the second input shaft in two parts, so that the situation that gears which do not participate in power transmission rotate along with each other can be improved, the mechanical loss of the transmission is reduced, and the power transmission efficiency of the multi-gear hybrid transmission system is improved.

Another object of the utility model is to propose a vehicle employing a multi-gear hybrid system according to the utility model. The vehicle of the present utility model has the technical advantages of the multi-stage hybrid system described above.

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, wherein the words of front and back, top and bottom, etc. are used to indicate relative position and are not intended to limit the utility model unduly. In the drawings:

FIG. 1 is a schematic diagram of the overall structure of a first power unit in a multi-stage hybrid system according to an embodiment of the present utility model;

FIG. 2 is a schematic diagram of a power transmission path of a first power unit in an engine-driven 1-speed mode according to an embodiment of the present utility model;

FIG. 3 is a schematic diagram of a power transmission path of a first power unit in an engine-driven ultra-low gear mode according to an embodiment of the present utility model;

FIG. 4 is a schematic diagram of a power transmission path of a first power unit in an engine-driven 2-speed mode according to an embodiment of the present utility model;

FIG. 5 is a schematic diagram of a power transmission path of a first power unit in an engine-driven 3-speed mode according to an embodiment of the present utility model;

FIG. 6 is a schematic diagram of a power transmission path of a first power unit in an engine-driven 7-speed mode according to an embodiment of the present utility model;

fig. 7 is a schematic diagram of a power transmission path of the first power unit 7 in the pure 8-gear driving mode according to the first embodiment of the present utility model;

FIG. 8 is a schematic illustration of a single motor configuration of a second power unit of a vehicle according to an embodiment of the present utility model;

FIG. 9 is a schematic diagram of another single motor configuration of a second power unit according to an embodiment of the present utility model;

FIG. 10 is a schematic diagram of another single motor configuration of a second power unit according to an embodiment of the present utility model;

FIG. 11 is a schematic diagram of a dual motor configuration of a second power unit according to an embodiment of the present utility model;

FIG. 12 is a schematic view of another dual motor configuration of a second power unit according to an embodiment of the present utility model;

FIG. 13 is a schematic diagram of another dual motor configuration of a second power unit according to an embodiment of the present utility model;

FIG. 14 is a schematic view of another dual motor configuration of a second power unit according to an embodiment of the present utility model;

FIG. 15 is a schematic view of another dual motor configuration of a second power unit according to an embodiment of the present utility model;

fig. 16 is a schematic structural diagram of another dual motor configuration of the second power unit according to the embodiment of the present utility model.

Reference numerals illustrate:

1. an engine; 10. a power output shaft; 11. a clutch;

2. a motor;

301. a first synchronizer; 302. a third synchronizer; 303. a second synchronizer; 304. a fourth synchronizer; 31. a planetary synchronizer; 32. a fifth synchronizer;

4. an input shaft; 41. a first input shaft; 42. a second input shaft; 401. a first drive gear; 402. a second drive gear; 403. a third drive gear; 404. a fourth driving gear; 405. a fifth driving gear; 406. a sixth driving gear;

5. a first output shaft; 50. a first output gear; 501. a first driven gear; 502. a second driven gear; 503. a third driven gear; 504. a fourth driven gear; 51. a parking gear;

6. a second output shaft; 60. a second output gear; 601. a fifth driven gear; 602. a sixth driven gear; 603. a seventh driven gear; 604. an eighth driven gear; 61. a first half shaft; 611. a first gear; 612. a second gear; 62. a second half shaft; 620. an input gear;

701. A sun gear; 702. a planet wheel; 703. a planet carrier; 704. a gear ring;

8. an auxiliary driving motor; 800. an 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 parallel synchronizer; 842. a gear shift synchronizer; 85. a secondary differential;

9. a wheel; 90. a drive shaft; 91. a differential.

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, if terms indicating an orientation or positional relationship such as "upper, lower, left, right, front, rear, inner, outer" or the like are used, they are based on the orientation or positional relationship shown in the drawings, only for convenience of describing the present utility model, and do not indicate or imply that the apparatus or elements to be referred to must have a specific orientation, be constructed or operated in a specific orientation, and thus should not be construed as limiting the present utility model.

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 may be a fixed connection, a detachable connection, or an integral connection; can be mechanically or electrically connected; either directly or indirectly through intermediaries, or in communication with each other. 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 terms first, second, third, fourth, etc. are used in the description of the present utility model only to distinguish between similar features at different locations, or uses, etc. for the purpose of avoiding ambiguity, confusion, and should not be construed as indicating or implying relative importance.

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

The embodiment relates to a multi-gear hybrid system, and provides a hybrid four-wheel drive scheme with rich gear output performance; an exemplary structure thereof is shown in fig. 1.

In general, the multi-speed hybrid system includes a first power unit and a second power unit that interchangeably drive wheels 9 of a front axle and a rear axle of the vehicle, respectively. Wherein the first power unit comprises an engine 1, a motor 2 and a transmission; the transmission comprises an input shaft 4, a first output shaft 5 and a second output shaft 6 which are respectively arranged on two sides of the input shaft 4, and a plurality of power switching devices. The engine 1 and the motor 2 are both connected to the input shaft 4 in a transmission way; a plurality of groups of gear pairs are arranged between the first output shaft 5 and the input shaft 4 and between the second output shaft 6 and the input shaft 4, and planetary gear trains are arranged on the first output shaft 5 and/or the second output shaft 6; the power switching device can selectively connect a certain group of gear pairs and planetary gear trains into a power transmission path of the transmission so as to change the output rotating speed of the transmission. The second power unit comprises a secondary drive motor 8 in driving connection with a secondary differential 85 on a drive shaft 90 of the wheel 9; alternatively, the second power unit includes two auxiliary driving motors 8 respectively corresponding to the driving shafts 90 of the wheels 9 on the left and right sides, and the two auxiliary driving motors 8 are respectively connected with the driving shafts 90 on the corresponding sides in a transmission manner.

As a main power system of the vehicle, the first power unit of the present embodiment uses the engine 1 and the motor 2 as power sources, and the power output shaft 10 of the engine 1 is connected to the input shaft 4 of the transmission through the clutch 10. Meanwhile, the motor 2 is directly arranged on the input shaft 4 of the transmission to form a multi-gear P2 motor system framework, the motor 2 can be used as a generator or a driving motor, a transmission mechanism is not required to be arranged between the motor 2 and the input shaft 4, the transmission efficiency and the structural compactness of the transmission are improved, and the overall weight and the size of the system are reduced.

Of course, the first output shaft 5 and the second output shaft 6 should each be in driving connection with a wheel 9 of the vehicle. In this embodiment, the first output shaft 5 is provided with a first output gear 50, the second output shaft 6 is provided with a second output gear 60, and the first output gear 50 and the second output gear 60 are directly or through a plurality of intermediate transmission gears connected with a differential 91 on a driving shaft 90 of the wheel 9 in a transmission manner, so as to realize driving of the wheel 9. Further, it should be noted that the first power unit in the multi-stage hybrid system of the present embodiment may be used to drive the front axle or the rear axle of the vehicle, and in the present embodiment, the front axle of the vehicle is driven by the first power unit as an example.

The design of the input shaft 4 is of various types, and can be designed as a single shaft body, for example. However, in the present embodiment, the input shaft 4 includes a first input shaft 41, and a second input shaft 42 sleeved on the first input shaft 41; the motor 2 is arranged on the first input shaft 41, and the power output shaft 10 of the engine 1 is selectively connected with the first input shaft 41 or the second input shaft 42 through the clutch 11; the driving gears of part of the gear pairs are provided on the first input shaft 41, and the driving gears of the remaining gear pairs are provided on the second input shaft 42. The input shaft 4 adopts a first input shaft 41 and a second input shaft 42 which are sleeved, and the driving gears of all gear pairs are arranged on the first input shaft 41 and the second input shaft 42 in two parts, so that the situation that gears which do not participate in power transmission rotate along with each other can be improved, the mechanical loss of a transmission is reduced, and the power transmission efficiency of a first power unit is improved.

Based on the above arrangement, each driving gear of the present embodiment is fixedly mounted on the first input shaft 41 or the second input shaft 42, and the driven gears of each gear pair are sleeved on the first output shaft 5 or the second output shaft 6, and the power switching device includes a plurality of synchronizers disposed on the first output shaft 5 and the second output shaft 6. Each driving gear adopts a fixed mounting mode, each driven gear adopts a sleeved mode, each synchronizer can be uniformly distributed on the output shaft, the number of transmission parts on the input shaft 4 is reduced, the axial size of the transmission is reduced, and therefore the space arrangement effect of the first power unit is improved.

Specifically, the drive gears include a first drive gear 401, a third drive gear 403, a fifth drive gear 405, and a sixth drive gear 406 provided on the first input shaft 41, and a second drive gear 402 and a fourth drive gear 404 provided on the second input shaft 42. The driven gears include a first driven gear 501, a second driven gear 502, a third driven gear 503, and a fourth driven gear 504 provided on the first output shaft 5, and a fifth driven gear 601, a sixth driven gear 602, a seventh driven gear 603, and an eighth driven gear 604 provided on the second output shaft 6. The arrangement positions and the relative sizes of the gears can be reasonably set according to the situation shown in fig. 1. Based on the above arrangement, the synchronizer of the present embodiment includes the first synchronizer 301 located between the first driven gear 501 and the second driven gear 502, the third synchronizer 302 located between the third driven gear 503 and the fourth driven gear 504, the second synchronizer 303 located between the fifth driven gear 601 and the sixth driven gear 602, the fourth synchronizer 304 located between the seventh driven gear 603 and the eighth driven gear 604, and the fifth synchronizer 32 located between the second input shaft 42 and the second driving gear 402.

To this end, the first driving gear 401 and the eighth driven gear 604 mesh to form a gear pair for 1-gear transmission, the third driving gear 403 and the seventh driven gear 603 mesh to form a gear pair for 4-gear transmission, the fifth driving gear 405 and the third driven gear 503 mesh to form a gear pair for 6-gear transmission, and the sixth driving gear 406 and the fourth driven gear 504 mesh to form a gear pair for 8-gear transmission. The second driving gear 402 can be selectively meshed with the fifth driven gear 601 or the first driven gear 501 under the control of the fifth synchronizer 32, the second driving gear 402 and the first driven gear 501 form a gear pair for 2-gear transmission, and the second driving gear 402 and the fifth driven gear 601 form a gear pair for 3-gear transmission; the fourth driving gear 404 and the sixth driven gear 602 are meshed to form a gear pair for 5-gear transmission, and the fourth driving gear 404 and the second driven gear 502 are meshed to form a gear pair for 7-gear transmission.

By adopting the specific setting form, eight gear pairs can be matched through six driving gears and eight driven gears, so that a speed change framework of eight gears is realized, the space arrangement is reasonable, the gear arrangement is rich, and the configuration quantity of transmission components is optimized.

The specific setting position of the motor 2 can of course be flexibly selected. In the present embodiment, referring still to fig. 1, the motor 2 is provided at the other end of the input shaft 4 with respect to the end to which the engine 1 is connected. The motor 2 and the engine 1 are respectively arranged at two ends of the input shaft 4, so that the connection arrangement of the clutch 11 and the first input shaft 41 and the second input shaft 42 is facilitated, and the difficult assembly of the engine 1 and the motor 2 in the condition of being arranged in close proximity is avoided.

Further, the parking gear 51 is provided on the first output shaft 5 or the second output shaft 6 of the present embodiment. By providing the parking gear 51 on the output shaft, the parking function of the transmission can be achieved. In the present embodiment, the parking gear 51 is provided on the first output shaft 5, and the planetary gear train described below is provided on the second output shaft 6, so that the problem of providing more transmission members on the same output shaft can be avoided, and the arrangement and installation conditions of the transmission members can be improved.

It should be noted that the planetary gear trains described above may be provided on either the first output shaft 5 or the second output shaft 6, which may provide the transmission with an ultra-low gear output function. Of course, a planetary gear train may be provided on each of the first output shaft 5 and the second output shaft 6; alternatively, a planetary gear train is provided on the input shaft 4, and a transmission of a large gear ratio is achieved by providing a transmission mechanism that cooperates with the planetary gear train between the input shaft 4 and the output shaft. The present embodiment will be described only with respect to the case where the planetary gear train is arranged on the second output shaft 6.

Still referring to fig. 1, the second output shaft 6 of the present embodiment includes a first half shaft 61 and a second half shaft 62 coaxially disposed, the first half shaft 61 receiving power transmission from the gear pair, the second half shaft 62 for power output of the second output shaft 6. The planetary gear train is provided between the first half shaft 61 and the second half shaft 62, and a planetary synchronizer 31 is provided between the first half shaft 61, the second half shaft 62 and the planetary gear train, the planetary synchronizer 31 being capable of connecting the first half shaft 61 and the second half shaft 62 either directly or through the planetary gear train.

Specifically, the first half shaft 61 is fixedly provided with a first gear 611, and the fifth driven gear 601, the sixth driven gear 602, the seventh driven gear 603, the eighth driven gear 604, the second synchronizer 303, and the fourth synchronizer 304 are all provided on the first half shaft 61; the second half shaft 62 is fixedly provided with an input gear 620 and a second output gear 60, and outputs power to the differential 91 through the second output gear 60. The planetary gear train comprises a sun gear 701, planet gears 702, a planet carrier 703 and a ring gear 704; the sun gear 701 is disposed on the first half shaft 61, a plurality of planetary gears 702 are meshed around the sun gear 701, each planetary gear 702 is meshed with the gear ring 704, and the planet carrier 703 is fixedly disposed on each planetary gear 702. One of the carrier 703 and the ring gear 704 is fixedly connected to the housing of the transmission, and the other is provided with a second gear 612, and the planetary synchronizer 31 selectively connects the first gear 611 or the second gear 612 to the input gear 620. Preferably, in the present embodiment, the ring gear 704 is fixedly connected to the housing of the transmission, the planet carrier 703 rotates along with the rotation of the planet wheel 702, and the second gear 612 is fixedly arranged on the planet carrier 703.

Based on the above-described arrangement, different power transmission paths can be formed in the transmission by controlling the engaged and disengaged states of the respective power switching devices according to the needs of the vehicle gear in different drive modes. The power transmission in different drive modes and gears will be described in detail below with reference to fig. 2 to 7; wherein the thick solid lines in the respective figures indicate the power transmission paths in the respective gear positions.

As shown in fig. 2, in the 1 st gear engine driving state, the clutch 11 engages the engine 1 and the first input shaft 41, the fourth synchronizer 304 engages the eighth driven gear 604, the planetary synchronizer 31 engages the first gear 611 and the input gear 620, and the other synchronizers are in the disengaged state. The power output from the engine 1 sequentially passes through: the clutch 11→the first input shaft 41→the first driving gear 401→the eighth driven gear 604→the fourth synchronizer 304→the first half shaft 61→the first gear 611→the planetary synchronizer 31→the input gear 620→the second half shaft 62→the second output gear 60→the differential 91→the drive shaft 90, thereby driving the wheels 9 to rotate.

As shown in fig. 3, in the ultra low range engine driving state, the clutch 11 engages the engine 1 and the first input shaft 41, the fourth synchronizer 304 engages the eighth driven gear 604, the planetary synchronizer 31 engages the second gear 612 and the input gear 620, and the other synchronizers are in the disengaged state. The power output from the engine 1 sequentially passes through: clutch 11→first input shaft 41→first driving gear 401→eighth driven gear 604→fourth synchronizer 304→first half shaft 61→sun gear 701→planet wheel 702→planet carrier 703→second gear 612→planetary synchronizer 31→input gear 620→second half shaft 62→second output gear 60→differential 91→drive shaft 90, thereby driving wheels 9 to rotate.

As shown in fig. 4, in the 2-speed engine driving state, the clutch 11 engages the engine 1 and the second input shaft 42, the first synchronizer 301 engages the first driven gear 501, and the fifth synchronizer 32 controls the second driving gear 402 to mesh with the first driven gear 501, and the planetary synchronizer 31 and the other synchronizers are in the disconnected state. The power output from the engine 1 sequentially passes through: clutch 11→second input shaft 42→second driving gear 402→first driven gear 501→first synchronizer 301→first output shaft 5→first output gear 50→differential 91→drive shaft 90, thereby driving wheels 9 to rotate.

As shown in fig. 5, in the 3-speed engine driving state, the clutch 11 engages the engine 1 and the second input shaft 42, the second synchronizer 303 engages the fifth driven gear 601, the planetary synchronizer 31 engages the first gear 611 and the input gear 620, and the fifth synchronizer 32 controls the second driving gear 402 to mesh with the fifth driven gear 601, and the other synchronizers are all in the disconnected state. The power output from the engine 1 sequentially passes through: the clutch 11- > the second input shaft 42- > the second driving gear 402- > the fifth driven gear 601- > the second synchronizer 303- > the first half shaft 61- > the first gear 611- > the planetary synchronizer 31- > the input gear 620- > the second half shaft 62- > the second output gear 60- > the differential 91- > the drive shaft 90, thereby driving the wheels 9 to rotate.

As shown in fig. 6, in the 7-speed engine driving state, the clutch 11 engages the engine 1 and the second input shaft 42, the first synchronizer 301 engages the second driven gear 502, and the planetary synchronizer 31 and the other synchronizers are in the disconnected state. The power output from the engine 1 sequentially passes through: clutch 11→second input shaft 42→fourth driving gear 404→second driven gear 502→first synchronizer 301→first output shaft 5→first output gear 50→differential 91→drive shaft 90, thereby driving wheels 9 to rotate.

As shown in fig. 7, in the 8-speed pure electric state, the clutch 11 disconnects the input shaft 4 from the engine 1, the third synchronizer 302 engages the fourth driven gear 504, and the planetary synchronizer 31 and the other synchronizers are in the disconnected state. The power output by the motor 2 sequentially passes through: the first input shaft 41-the sixth driving gear 406-the fourth driven gear 504-the third synchronizer 302-the first output shaft 5-the first output gear 50-the differential 91-the drive shaft 90, thereby driving the wheels 9 to rotate. It should be noted here that, in the case of the engine driving mode and the first input shaft 41 is rotated, the motor 2 may be operated as a generator to supplement the battery system of the vehicle with electric power.

For other driving modes and power transmission path conditions of the gear transmission, reference may be made to the above exemplary case, derived from the transmission arrangement of the transmission shown in fig. 1, and will not be described in detail herein.

In summary, in the first power unit of the multi-gear hybrid system of the embodiment, an input shaft 4 and two output shafts are provided in the transmission, and a plurality of gear pairs are provided between the input shaft 4 and the two output shafts, and by controlling the engaged and disengaged states of each power switching device, one gear pair is connected to the power transmission path of the transmission, so as to realize the variable speed output of a plurality of gears; the engine 1 and the motor 2 are connected to the input shaft 4, so that various driving modes such as engine driving, pure electric driving, hybrid driving and the like can be adopted; by arranging the planetary gear train on the output shaft, the speed change transmission with a large transmission ratio can be realized between the output shaft and the output gear of the output shaft by virtue of the stable transmission performance and the characteristic of the large transmission ratio, so that the ultra-low speed gear mode output of the transmission is realized, the power output performance of the transmission when the vehicle faces to off-road conditions can be improved, and the hybrid speed change power driving scheme with rich gear output performance is provided.

Meanwhile, the multi-gear hybrid system of the embodiment further includes a second power unit. There are of course a number of options for the arrangement of the second power unit; various exemplary configurations of the second power unit of the present embodiment are shown in fig. 8 to 16, respectively.

It should be noted that the first power unit and the second power unit of the multi-gear hybrid system described above interchangeably drive the front axle of the vehicle and the wheels 9 of the rear axle, respectively, means that the first power unit can be used to drive the front axle and the second power unit can be used to drive the rear axle; or the two are in position exchange, the first power unit is used for driving the rear axle, and the second power unit is used for driving the front axle; the various configurations described above can form four-wheel drive to a vehicle.

Specifically, the second power unit may be provided with only one motor or may be provided with two motors. When one motor is provided, the second power unit includes a sub-drive motor 8, and a sub-differential 85 provided between drive shafts 90 of the wheels 9 on the left and right sides, the sub-drive motor 8 being connected to the sub-differential 85 directly or through a speed change mechanism having several gears.

When one sub-driving motor 8 is provided, as shown in fig. 8, the sub-driving motor 8 and the sub-differential 85 may be integrally provided, and the sub-driving motor 8 drives the sub-differential 85 to rotate the drive shafts 90 on both sides. Alternatively, as shown in fig. 9 and 10, the sub-drive motor 8 is drivingly connected to the sub-differential 85 between the side drive shafts 90 through a set of speed change mechanisms. For the specific configuration of the speed change mechanism, the speed change mechanism can be flexibly arranged according to the transmission and speed change requirements between the auxiliary driving motor 8 and the wheels 9. The second power unit adopts a driving mode of matching a single motor with the auxiliary 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 second power unit.

For example, referring to fig. 9, an intermediate shaft 800 is provided between the motor shaft of the sub-drive motor 8 and the sub-differential 85, a motor shaft gear 81 is provided on the motor shaft of the sub-drive motor 8, a first intermediate shaft gear 831 and a second intermediate shaft gear 832 are provided on the intermediate shaft 800 at intervals, and a drive shaft gear 82 is provided on the sub-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. 10, an intermediate shaft 800 is disposed between a motor shaft of the auxiliary driving motor 8 and the auxiliary differential 85, a first motor shaft gear 811 and a second motor shaft gear 812 are disposed on the motor shaft of the auxiliary driving motor 8 at intervals, a first intermediate shaft gear 831, a second intermediate shaft gear 832 and a third intermediate shaft gear 833 are sleeved on the intermediate shaft 800 at intervals, and a driving shaft gear 82 is disposed on the auxiliary 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 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 wheels 9 can be driven in a two-gear speed-adjusting manner, thereby realizing a stable gear shift transmission effect.

When two sub-drive motors 8 are provided, the second power unit of the present embodiment has a structure in which, as shown in fig. 11 to 16, the second power unit has two sub-drive motors 8, and the two sub-drive motors 8 are provided corresponding to the drive shafts 90 of the wheels 9 on the left and right sides, respectively. The two pairs of driving motors 8 are respectively and directly arranged on the driving shafts 90 on the corresponding sides, and a parallel synchronizer 841 is arranged between the two driving shafts 90. Alternatively, the two pairs of driving motors 8 are respectively connected with the driving shafts 90 on the corresponding sides through a group of speed changing mechanisms in a transmission way, and a parallel synchronizer 841 is arranged between the two groups of speed changing mechanisms; the specific configuration of the transmission mechanism of each group and the arrangement position of the parallel synchronizer 841 can be flexibly set according to the transmission and speed change requirements between the sub-drive motor 8 and the wheels 9. 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.

For example, referring to fig. 11, the sub-drive motor 8 is directly disposed on the drive shaft 90 on the corresponding side, and a parallel synchronizer 841 is provided between the two drive shafts 90. For another example, referring to fig. 12, a motor shaft gear 81 is provided on the motor shaft of the sub-driving motor 8, a driving shaft gear 82 is provided on the driving shaft 90 on the corresponding side, and the motor shaft gear 81 and the driving shaft gear 82 are engaged for transmission to form a speed change mechanism; a parallel synchronizer 841 is provided between the two sets of speed change mechanisms. Of course, the parallel synchronizer 841 may be provided between the two drive shafts 90, or between the motor shafts of the two sub-drive motors 8.

For another example, referring to fig. 13, an intermediate shaft 800 is provided between the motor shaft of the sub-driving motor 8 and the driving shaft 90 on the corresponding side, a motor shaft gear 81 is provided on the motor shaft of the sub-driving motor 8, a first intermediate shaft gear 831 and a second intermediate shaft gear 832 are provided on the 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 parallel synchronizer 841 may be disposed at a plurality of positions on two sets of speed changing mechanisms, for example, between motor shafts of two sub-driving motors 8 shown in the drawing; of course, the parallel synchronizer 841 may also be provided between the two drive shafts 90 or between the two intermediate shafts 800.

Or referring to fig. 14, a first motor shaft gear 811 and a second motor shaft gear 812 are provided at intervals on the motor shaft of the sub-drive 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 in meshed connection with the first driving shaft gear 821, the second motor shaft gear 812 is in meshed connection with the second driving shaft gear 822, and the parallel synchronizer 841 is arranged between motor shafts of the auxiliary driving motors 8 on two sides; of course, the parallel synchronizer 841 may also be provided between the two drive shafts 90.

Alternatively, as shown in fig. 15, an intermediate shaft 800 is interposed between the motor shaft of the sub-drive motor 8 and the corresponding drive shaft 90. The motor shaft of the auxiliary driving motor 8 is provided with a first motor shaft gear 811 and a second motor shaft gear 812 at intervals, the 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, the first motor shaft gear 811 is meshed with the first intermediate shaft gear 831, the second motor shaft gear 812 is meshed with the second intermediate shaft gear 832, and the third intermediate shaft gear 833 is meshed with the driving shaft gear 82; meanwhile, a gear-shifting synchronizer 842 is arranged on the intermediate shaft 800 between the first intermediate shaft gear 831 and the second intermediate shaft gear 832, and the gear can be shifted, so that two variable transmission paths with different transmission ratios of the speed change mechanism are formed. The parallel synchronizer 841 may be provided between the driving shafts 90 on both sides; of course, the parallel synchronizer 841 may also be provided between the motor shafts of the two sub-drive motors 8 or between the two intermediate shafts 800.

Alternatively, referring to fig. 16, an intermediate shaft 800 is provided between the motor shaft of the sub-drive motor 8 and the corresponding drive shaft 90. A motor shaft gear 81 is arranged on a motor shaft of the auxiliary driving 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 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 the 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 parallel synchronizer 841 may be disposed between the intermediate shafts 800 on both sides; of course, the parallel synchronizer 841 may also be provided between the motor shafts of the two sub-drive motors 8 or between the two drive shafts 90.

In general, two auxiliary driving motors 8 are adopted to respectively drive the wheels 9 on the left side and the right side, so that the configuration of an auxiliary differential mechanism 85 can be omitted; moreover, by arranging the parallel synchronizer 841 between the driving shafts 90 or the speed change mechanisms on the left side and the right side, not only the driving forces on the two sides can be released, but also the differential effect can be realized, and when the vehicle wheels 9 on one side are difficult to get out of the way due to bad road conditions, the parallel synchronizer 841 can also timely engage the driving shafts 90 on the two sides, so that the power of the two auxiliary driving motors 8 is transmitted to the vehicle wheels 9 to be out of the way in a combined way, and the escaping capability of the vehicle is improved.

Example two

The embodiment relates to a vehicle, which adopts the mixed multi-gear mixing system provided by the embodiment one and has the technical advantages of the multi-gear mixing system; the four-wheel drive type automobile has the characteristics of good large-torque power output and good four-wheel drive function, and can greatly improve the escaping capability of the automobile when facing complex road conditions.

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 multi-gear hybrid system, characterized by:

a first power unit and a second power unit comprising wheels (9) for interchangeably driving a front axle and a rear axle, respectively, of the vehicle;

the first power unit comprises an engine (1), a motor (2) and a transmission; the transmission comprises an input shaft (4), a first output shaft (5) and a second output shaft (6) which are respectively arranged at two sides of the input shaft (4), and a plurality of power switching devices; the engine (1) and the motor (2) are both connected to the input shaft (4) in a transmission way;

a plurality of groups of gear pairs are arranged between the first output shaft (5) and the input shaft (4) and between the second output shaft (6) and the input shaft (4), and planetary gear trains are arranged on the first output shaft (5) and/or the second output shaft (6); the power switching device can selectively connect a certain group of the gear pair and the planetary gear train into a power transmission path of the transmission so as to change the output rotating speed of the transmission;

the second power unit comprises a secondary driving motor (8) which is in transmission connection with a secondary differential (85) on a driving shaft (90) of the wheel (9); or the second power unit comprises driving shafts (90) corresponding to the wheels (9) on the left side and the right side, two auxiliary driving motors (8) are respectively arranged, and the two auxiliary driving motors (8) are respectively connected with the driving shafts (90) on the corresponding sides in a transmission mode.

2. The multi-stage mixing system of claim 1, wherein:

the second power unit comprises driving shafts (90) corresponding to the wheels (9) on the left side and the right side, two auxiliary driving motors (8) are respectively arranged, the two auxiliary driving motors (8) are respectively arranged on the driving shafts (90) on the corresponding sides directly or through transmission connection of a speed change mechanism, and a parallel synchronizer (841) is arranged between the two driving shafts (90).

3. The multi-stage mixing system of claim 1, wherein:

the motor (2) is provided at the other end of the input shaft (4) with respect to the end to which the engine (1) is connected.

4. The multi-stage mixing system of claim 1, wherein:

the first output shaft (5) or the second output shaft (6) is provided with a parking gear (51).

5. The multi-stage mixing system of claim 1, wherein:

the second output shaft (6) comprises a first half shaft (61) and a second half shaft (62) which are coaxially arranged, the first half shaft (61) receives power transmission from the gear pair, and the second half shaft (62) is used for power output of the second output shaft (6);

the planetary gear train is arranged between the first half shaft (61) and the second half shaft (62), and a planetary synchronizer (31) is arranged among the first half shaft (61), the second half shaft (62) and the planetary gear train, and the planetary synchronizer (31) can be used for connecting the first half shaft (61) and the second half shaft (62) directly or through the planetary gear train selectively.

6. The multi-speed mixing system of claim 5, wherein:

a first gear (611) is fixedly arranged on the first half shaft (61), and an input gear (620) is fixedly arranged on the second half shaft (62);

the sun gear (701) of the planetary gear train is arranged on the first half shaft (61), the planet carrier (703) or the gear ring (704) of the planetary gear train is provided with a second gear (612), and the planetary synchronizer (31) selectively connects the first gear (611) or the second gear (612) with the input gear (620).

7. The multi-stage hybrid system according to any one of claims 1-6, wherein:

the input shaft (4) comprises a first input shaft (41) and a second input shaft (42) sleeved on the first input shaft (41);

the motor (2) is arranged on the first input shaft (41), and the engine (1) is selectively connected with the first input shaft (41) or the second input shaft (42) through a clutch (11);

part of the driving gears of the gear pair are arranged on the first input shaft (41), and the driving gears of the rest of the gear pair are arranged on the second input shaft (42).

8. The multi-speed blending system of claim 7, wherein:

Each driving gear is fixedly arranged on the first input shaft (41) or the second input shaft (42), driven gears of each gear pair are sleeved on the first output shaft (5) or the second output shaft (6), and the power switching device comprises a plurality of synchronizers arranged on the first output shaft (5) and the second output shaft (6).

9. The multi-speed mixing system of claim 8, wherein:

the driving gears comprise a first driving gear (401), a third driving gear (403), a fifth driving gear (405) and a sixth driving gear (406) which are arranged on the first input shaft (41), and a second driving gear (402) and a fourth driving gear (404) which are arranged on the second input shaft (42);

the driven gears comprise a first driven gear (501), a second driven gear (502), a third driven gear (503) and a fourth driven gear (504) which are arranged on the first output shaft (5), and a fifth driven gear (601), a sixth driven gear (602), a seventh driven gear (603) and an eighth driven gear (604) which are arranged on the second output shaft (6);

the synchronizer includes a first synchronizer (301) located between the first driven gear (501) and the second driven gear (502), a third synchronizer (302) located between the third driven gear (503) and the fourth driven gear (504), a second synchronizer (303) located between the fifth driven gear (601) and the sixth driven gear (602), a fourth synchronizer (304) located between the seventh driven gear (603) and the eighth driven gear (604), and a fifth synchronizer (32) located between the second input shaft (42) and the second drive gear (402);

The first driving gear (401) is meshed with the eighth driven gear (604), the third driving gear (403) is meshed with the seventh driven gear (603), the fifth driving gear (405) is meshed with the third driven gear (503), the sixth driving gear (406) is meshed with the fourth driven gear (504), the second driving gear (402) is selectively meshed with the fifth driven gear (601) or the first driven gear (501) under the control of the fifth synchronizer (32), and the second driven gear (502) and the sixth driven gear (602) are meshed with the fourth driving gear (404).

10. A vehicle, characterized in that:

the vehicle employs the multi-speed hybrid system according to any one of claims 1 to 9.