CN220390977U - Hybrid power system and vehicle - Google Patents

Abstract

The utility model provides a hybrid power system and a vehicle, wherein the hybrid power system 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, a second motor, an input shaft, an output shaft and an intermediate shaft; the input shaft is in transmission connection with the output shaft through a gear assembly; the engine can be engaged with or disengaged from the intermediate shaft through the first clutch portion, and the intermediate shaft can be engaged with or disengaged from the input shaft through the second clutch portion; the first motor is electrically connected with the battery pack and is in transmission connection with the intermediate shaft through a first transmission assembly; the second motor is in transmission connection with the input shaft through a second transmission assembly; the rear axle driving mechanism comprises a third motor and a second differential mechanism arranged between wheels on the left side and the right side. The hybrid power system has better fuel economy and kinetic energy recovery efficiency, can improve the dynamic property and escaping capability of the vehicle, and ensures the driving safety of the vehicle.

Description

Hybrid power system and vehicle

Technical Field

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

Background

Along with popularization and application of new energy technology, the popularization degree of new energy automobiles is higher. The performance of the hybrid power system is a key influence on the performance of the new energy automobile when the hybrid power system is used as a power source of the new energy automobile. 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 matched to provide power for 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.

However, the existing hybrid power system has poor power performance, and the motor in the power system generally needs to bear larger torque, so that the motor has larger volume and weight, is inconvenient to arrange and has higher cost. And because of having two kinds of drive parts of engine and motor simultaneously, correspondingly with engine and motor complex drive part also more, lead to the arrangement structure of each part in the hybrid system comparatively complicated, and fuel economy and kinetic energy recovery efficiency are lower, and the arrangement on the automobile body is also comparatively difficult.

Disclosure of Invention

In view of the above, the present utility model aims to provide a hybrid power system, which simplifies the power transmission structure and is beneficial to improving the fuel economy and the power performance of the whole vehicle.

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

a hybrid power system includes a battery pack, a front axle drive mechanism, and a rear axle drive mechanism;

the front axle driving mechanism comprises an engine, a first motor, a second motor, an input shaft, an output shaft and an intermediate shaft;

the input shaft is arranged in parallel with the output shaft, and is in transmission connection with the output shaft through a gear assembly, and the output shaft is used for outputting power to the first differential mechanism;

the engine can be engaged with or disengaged from the intermediate shaft by a first clutch portion, and the intermediate shaft can be engaged with or disengaged from the input shaft by a second clutch portion;

the first motor is electrically connected with the battery pack and is in transmission connection with the intermediate shaft through a first transmission assembly;

the second motor is electrically connected with the battery pack and is in transmission connection with the input shaft through a second transmission assembly;

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

Further, the first transmission assembly comprises a first main transmission gear and a first auxiliary transmission gear which are in meshed connection;

the first main transmission gear is arranged on a motor shaft of the first motor, and the first auxiliary transmission gear is arranged on the intermediate shaft; and/or the number of the groups of groups,

the second transmission assembly comprises a second main transmission gear and a second auxiliary transmission gear which are in meshed connection;

the second main transmission gear is arranged on a motor shaft of the second motor, and the second auxiliary transmission gear is arranged on the input shaft.

Further, the gear assembly comprises a first driving gear and a first driven gear which are in meshed connection;

the first driving gear is arranged on the input shaft, and the first driven gear is arranged on the output shaft.

Further, an output gear is arranged on the output shaft and meshed with an input gear of the first differential mechanism;

The second transmission assembly and the output gear are respectively arranged on two sides of the gear assembly.

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

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

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

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

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

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

Further, the gear assembly comprises a third synchronizer arranged on the input shaft or the output shaft, and the gear assembly selectively connects the input shaft and the output shaft through the third synchronizer;

the input shaft is provided with a reverse gear unit, an ultra-low speed unit and a fourth synchronizer arranged between the reverse gear unit and the ultra-low speed unit at intervals;

The reverse gear unit can selectively connect the input shaft and the output shaft;

the fourth synchronizer 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, an intermediate wheel and a fifth synchronizer;

the second driving gear and the fifth synchronizer are both arranged on the input shaft, and the fifth synchronizer is used for selectively connecting the second driving gear;

the second driven gear is arranged on the output shaft, and 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 fourth synchronizer adopts a bidirectional single-side synchronizer which is selectively connected with a gear ring/a planet carrier of the planetary gear mechanism.

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

the hybrid power system has the advantages of simple power transmission structure, convenient arrangement and higher power transmission efficiency. And through setting up engine, first motor and second motor simultaneously, be convenient for realize multiple driving mode, do benefit to the efficiency that promotes kinetic energy recovery to can reduce the moment of torsion that every motor bore, make the volume of motor less, thereby reduce front axle drive unit's cost and weight, and have good dynamic nature. Through being provided with first drive assembly and second drive assembly, be convenient for adjust the speed ratio of engine and first motor and second motor, the high efficiency region that makes engine and first motor or second motor when serving as the generator matches, realizes the improvement of generating efficiency. The rear axle driving system is beneficial to improving the escaping capability and driving safety of the vehicle.

In addition, through making first drive assembly include first main drive gear and first from drive gear to make second drive assembly include second main drive gear and second from drive gear, do benefit to the power transmission structure that makes between first motor and the jackshaft, and between second motor and the input shaft is comparatively simple, and when being convenient for design implementation, power transmission path is shorter, and energy loss is less.

Through making gear assembly include first driving gear and first driven gear, can make the power transmission structure between input shaft and the output comparatively simple, do benefit to and promote power transmission efficiency.

In addition, through being provided with output gear, when being convenient for the power transmission between output shaft and the first differential mechanism, can be through the size of adjustment output gear, under the prerequisite that the transmission ratio between output shaft and the first differential mechanism satisfies the relevant requirement, can make the size of input gear less, conveniently arrange.

Furthermore, the output shaft comprises the first half shaft and the second half shaft, and the first gear, the second gear and the planetary gear assembly are arranged, so that the ultra-low speed gear mode is realized, and the off-road performance of the vehicle can be improved.

Through set up reverse gear unit, ultra-low speed unit, third synchronous ware and fourth synchronous ware on the input shaft, can realize reverse gear mode and ultra-low speed gear mode, do benefit to the performance that promotes the vehicle.

And secondly, the middle wheel is meshed with the second driving gear and the second driven gear respectively, 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.

Another object of the utility model is to propose a vehicle provided with a hybrid system 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 drive shaft; 6. an engine; 7. an intermediate shaft; 8. a third motor; 9. a rear wheel; 10. a first clutch part; 11. a second clutch part; 12. a second motor;

101. a fourth synchronizer; 102. a first drive gear; 103. a fifth synchronizer; 104. a second drive gear; 105. a second sun gear; 106. a second planet wheel; 107. a second carrier; 108. a second ring gear; 109. a second slave drive gear;

201. a first half shaft; 202. a second half shaft; 203. a first driven gear; 204. a second driven gear; 205. an output gear; 206. a second synchronizer; 207. a first sun gear; 208. a first planet; 209. a first planet carrier; 210. a first ring gear; 211. a first gear; 212. a second gear; 213. a third synchronizer;

401. a first main transmission gear;

501. an intermediate wheel;

701. a first slave transmission gear;

800. a second intermediate drive 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;

1201. and a second main transmission gear.

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 present embodiment relates to a hybrid system that includes a battery pack, a front axle drive mechanism, and a rear axle drive mechanism as a whole. The front axle driving mechanism comprises an engine 6, a first motor 4, a second motor 12, an input shaft 1, an output shaft 2 and an intermediate shaft 7. The input shaft 1 is arranged in parallel with the output shaft 2, and is in transmission connection with the input shaft 2 through a gear assembly, and the output shaft 2 is used for outputting power to the first differential mechanism 3. The engine 6 can be engaged with or disengaged from the intermediate shaft 7 by the first clutch portion 10, and the intermediate shaft 7 can be engaged with or disengaged from the input shaft 1 by the second clutch portion 11. The first motor 4 is electrically connected with the battery pack and is in transmission connection with the intermediate shaft 7 through a first transmission assembly, and the second motor 12 is electrically connected with the battery pack and is in transmission connection with the input shaft 1 through a second transmission assembly.

The rear axle driving mechanism comprises a third motor 8 and a second differential mechanism 85 arranged between wheels on the left side and the right side, and the third 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 third motors 8 oppositely arranged in the left-right direction of the whole vehicle, each third motor 8 is respectively connected with the driving shafts 90 of the wheels on the corresponding sides, and 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.

It can be understood that, in this embodiment, the front axle driving mechanism includes the input shaft 1, the output shaft 2, the first motor 4, the second motor 12 and the engine 6, and a gear assembly is disposed between the input shaft 1 and the output shaft 2, a first transmission assembly is disposed between the first motor 4 and the input shaft 1, and a second gear 212 assembly is disposed between the second motor 12 and the input shaft 1, so that the power transmission structure is simple, the arrangement is convenient, and meanwhile, the power transmission efficiency is high.

In addition, set up engine 6, first motor 4 and second motor 12 simultaneously, be convenient for realize multiple driving mode, and first motor 4 and second motor 12 all are connected with the battery package electricity, are convenient for promote kinetic energy recovery's efficiency, and when retrieving kinetic energy, accessible first clutch portion 10 cuts off the connection with engine 6, further promotes kinetic energy recovery's efficiency. And through setting up two motors, do benefit to the moment of torsion that reduces every motor and make the volume of motor less to reduce cost and the weight of motor, and make front axle drive unit have good dynamic property.

And through being provided with first drive assembly and second drive assembly, be convenient for adjust the speed ratio of engine 6 and first motor 4 and second motor 12, make engine 6 and the high efficiency region matching when first motor 4 or second motor 12 serve as the generator, realize the improvement of generating efficiency.

In addition, the third motor 8 in the rear axle driving unit is directly connected with the second differential mechanism 85, or the third motor 8 is in transmission connection with the second differential mechanism 85, so that the power transmitted to the rear axle can be regulated according to the use requirement. Meanwhile, the two third motors 8 are respectively connected with the driving shafts 90 of the wheels on the corresponding sides in a transmission way, and the first synchronizer 841 connected with the two driving shafts 90 is arranged between the two driving shafts 90, so that the driving force between the two driving shafts 90 can be separated, the differential effect is realized, the dynamic property of the hybrid power system is further improved, the escaping capability of the vehicle is improved, and the driving safety of the vehicle is improved.

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

As a preferred embodiment, as shown in fig. 1, in this embodiment, the first transmission assembly includes a first main transmission gear 401 and a first auxiliary transmission gear 701 which are in meshed connection, the first main transmission gear 401 is disposed on a motor shaft of the first motor 4, and the first auxiliary transmission gear 701 is disposed on the intermediate shaft 7. The second transmission assembly comprises a second main transmission gear 1201 and a second auxiliary transmission gear 109 which are in meshed connection, the second main transmission gear 1201 being arranged on the motor shaft of the second motor 12, and the second auxiliary transmission gear 109 being arranged on the input shaft 1.

By making the first transmission assembly include the first main transmission gear 401 and the first auxiliary transmission gear 701, and making the second transmission assembly include the second main transmission gear 1201 and the second auxiliary transmission gear 109, the power transmission structure between the first motor 4 and the intermediate shaft 7, and between the second motor 12 and the input shaft 1 is simpler, and the design and implementation are facilitated, and meanwhile, the power transmission path is shorter and the energy loss is smaller.

Of course, the above-mentioned first transmission assembly including the first main transmission gear 401 and the first auxiliary transmission gear 701, and the second transmission assembly including the second main transmission gear 1201 and the second auxiliary transmission gear 109 are just preferred embodiments, and in particular, the first transmission assembly may include a greater number of transmission gears or the second transmission assembly may include a greater number of transmission gears.

Preferably, as also shown in fig. 1, in this embodiment, the gear assembly includes a first driving gear 102 and a first driven gear 203 in meshed connection. The first driving gear 102 is provided on the input shaft 1, and the first driven gear 203 is provided on the output shaft 2. Therefore, the power transmission structure between the input shaft 1 and the output shaft 2 is simpler, and the power transmission efficiency is improved.

In order to facilitate the transmission connection between the output shaft 2 and the first differential 3, as a preferred embodiment, an output gear 205 is provided on the output shaft 2, the output gear 205 is meshed with an input gear of the first differential 3, and the second transmission assembly and the output gear 205 are respectively provided on two sides of the gear assembly. As shown in fig. 2, the output gear 205 meshes with the input gear of the first differential 3.

It is expected that by providing the output 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 output 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, through arranging the second transmission assembly and the output gear 205 on two sides of the gear assembly, the second transmission assembly and the output gear 205 can be prevented from interfering, meanwhile, the arrangement of the second transmission assembly and the output gear 205 is facilitated, the space between the input shaft 1 and the output shaft 2 is reduced, the compactness of each part of the front axle driving mechanism in arrangement is improved, and the arrangement on the whole vehicle body is facilitated.

In addition, in the specific implementation, the first clutch part 10 and the second clutch part 11 can both adopt clutches, so that the structure is simple, the cost is low, and the on-off use effect is good.

The front axle driving unit of the hybrid power system of this embodiment may be driven by the engine 6 alone, the first motor 4 alone, the second motor 12 alone, the engine 6 and the first motor 4 simultaneously, the engine 6, the first motor 4 and the second motor 12 simultaneously, or the first motor 4 and the second motor 12 simultaneously, so as to facilitate meeting driving requirements, and reduce energy consumption of the power system, thereby having better practicability.

When the engine 6 is driven alone, the first clutch portion 10 and the second clutch portion 11 are engaged, and the power transmission route is: the engine 6, the first clutch part 10, the intermediate shaft 7, the second clutch part 11, the input shaft 1, the first driving gear 102, the first driven gear 203, the output shaft 2, the output gear 205, the first differential 3 and the front wheels.

The first motor 4 alone and the second motor 12 alone are similar to the engine 6 alone, except that the power of the first motor 4 alone is transmitted to the intermediate shaft 7 via the motor shaft of the first motor 4 and the first transmission assembly, and the route is the same as the route when the engine 6 alone is driven. When the second motor 12 is driven alone, the power thereof is transmitted to the input shaft 1 via the motor shaft of the second motor 12 and the second transmission assembly, and the route thereafter is the same as that when the engine 6 is driven alone.

When the first motor 4 is driven alone, the second clutch 11 is engaged, the first clutch 10 is disengaged, and when the second motor 12 is driven alone, both the first clutch 10 and the second clutch 11 are disengaged. When any two of the engine 6, the first motor 4, and the second motor 12 are driven at the same time, or when the three are driven at the same time, the power transmission route may be obtained by combining the routes when the engine 6, the first motor 4, and the second motor 12 are driven individually.

To enhance the off-road performance of the hybrid system, as a preferred embodiment, as shown in fig. 2, the output shaft 2 comprises a first half shaft 201 and a second half shaft 202, the first half shaft 201 being in driving connection with the engine 6 and the second half shaft 202 being in connection with the first differential 3 in this example. The first half shaft 201 is provided with a first gear 211 and a planetary gear assembly, the second half shaft 202 is provided with a second synchronizer 206 and a second gear 212, the second gear 212 is in transmission connection with the planetary gear assembly, and the second 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 unit can have an ultralow speed gear mode, so that the off-road performance of the vehicle is improved. Specifically, when the second synchronizer 206 is connected to the first gear 211, the power transmitted to the first half shaft 201 can be transmitted to the second half shaft 202 via the first gear 211 and the second synchronizer 206, so that the vehicle is in a normal gear. When the second synchronizer 206 is connected with the second gear 212, the power transmitted to the first axle 201 can be transmitted to the second axle 202 via the planetary gear assembly, the second gear 212 and the second synchronizer 206, so that the vehicle is in an ultra-low speed gear.

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

In addition, in this embodiment, by coaxially arranging the first half shaft 201 and the second half shaft 202, it is convenient to simplify the power transmission structure between the first half shaft 201 and the second half shaft 202 while facilitating the arrangement of other parts, and it is beneficial to ensure the stability of power transmission between the first half shaft 201 and the second half shaft 202.

At this time, the front axle driving unit of the hybrid system also has a plurality of driving modes such as the engine 6 is driven individually, the first motor 4 is driven individually, the second motor 12 is driven individually, the first motor 4 and the second motor 12 are driven simultaneously, the engine 6 and the first motor 4 are driven jointly, and the engine 6, the first motor 4 and the second motor 12 are driven simultaneously.

Referring to fig. 2, when the engine 6 is driven alone, the first clutch portion 10 and the second clutch portion 11 are engaged, the second synchronizer 206 is engaged with the first gear 211, and the front axle driving mechanism of the hybrid system is in the normal gear mode, and the power transmission route is: the engine 6, the first clutch part 10, the intermediate shaft 7, the second clutch part 11, the input shaft 1, the first driving gear 102, the first driven gear 203, the first half shaft 201, the first gear 211, the second synchronizer 206, the second half shaft 202, the output gear 205, the first differential 3 and the front wheels.

When the engine 6 is driven independently, the first clutch part 10 and the second clutch part 11 are both engaged, the second synchronizer 206 is engaged with the second gear 212, and then the front axle driving unit of the hybrid power system is in the ultra-low speed gear mode, and the power transmission route is as follows: the engine 6, the first clutch part 10, the intermediate shaft 7, the second clutch part 11, the input shaft 1, the first driving gear 102, the first driven gear 203, the first half shaft 201, the first sun gear 207, the first planet gear 208, the first planet carrier 209, the second gear 212, the second synchronizer 206, the second half shaft 202, the output gear 205, the first differential 3 and the front wheels.

With this configuration, when the first motor 4 is driven alone, and when the second motor 12 is driven alone, the route is similar to that when the engine 6 is driven alone, except that when the first motor 4 is driven alone, the power thereof is transmitted to the intermediate shaft 7 via the motor shaft of the first motor 4 and the first transmission assembly, and the route thereafter is the same as that when the engine 6 is driven alone. When the second motor 12 is driven alone, the power thereof is transmitted to the input shaft 1 via the motor shaft of the second motor 12 and the second transmission assembly, and the route thereafter is the same as that when the engine 6 is driven alone.

In addition, when two of the engine 6, the first motor 4, and the second motor 12 are driven at the same time, or when the three are driven at the same time, the power transmission route may be obtained by combining routes when the engine 6, the first motor 4, and the second motor 12 are driven individually.

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

To enhance the usability of the hybrid system, as another embodiment, as shown in fig. 3, in the present embodiment, the gear assembly includes a third synchronizer 213 provided on the input shaft 1 or the output shaft 2, and the gear assembly selectively connects the input shaft 1 and the output shaft 2 through the third synchronizer 213. The input shaft 1 is provided with a reverse gear unit and an ultra-low speed unit which are arranged at intervals, and a fourth synchronizer 101 positioned between the reverse gear unit and the ultra-low speed unit, wherein the reverse gear unit can be selectively connected with the input shaft 1 and the output shaft 2, and the fourth synchronizer 101 is used for controlling the power on-off between the reverse gear unit and the ultra-low speed unit.

In a specific structure, in the present embodiment, the first driven gear 203 is sleeved on the output shaft 2, and the third synchronizer 213 is disposed on the output shaft 2 and is used for selectively connecting the first driven gear 203. In this way, when the reverse mode and the ultra-low gear mode are operated, the power output by the engine 6 can be prevented from being transmitted to the output shaft 2 via the gear assembly, so that the reverse mode and the ultra-low gear mode can be realized conveniently.

Of course, in the present embodiment, the third synchronizer 213 is provided on the output shaft 2, which is a preferred embodiment, and the third synchronizer 213 may be provided on the input shaft 1, and in this case, the first driving gear 102 may be freely sleeved on the input shaft 1, and the third synchronizer 213 may be selectively connected to the first driving gear 102.

Further, as a preferred embodiment, as shown in fig. 3, in the present embodiment, the reverse gear unit includes a second driving gear 104, a second driven gear 204, an intermediate wheel 501, and a fifth synchronizer 103. The second driving gear 104 and the fifth synchronizer 103 are both arranged on the input shaft 1, the fifth synchronizer 103 is used for selectively 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 transmission 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.

In addition, by making the second driving gear 104 be sleeved on the input shaft 1 and making the fifth synchronizer 103 be used for connecting the second driving gear 104, the reverse gear mode can be controlled conveniently, and meanwhile, in the normal gear mode, the reverse gear unit can be prevented from being driven by the input shaft 1 to act, so that the transmission efficiency in the normal gear mode can be improved.

As a preferred embodiment, the ultra low speed unit in this embodiment includes a planetary gear mechanism. The sun gear of the planetary gear mechanism is provided on the input shaft 1. The fourth synchronizer 101 employs a bidirectional one-sided synchronizer that selectively connects the ring gear/carrier 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 second sun gear 105, the planet gears are referred to as second planet gears 106, the carrier is referred to as a second carrier 107, and the ring gear is referred to as a second ring gear 108. When the fourth synchronizer 101 is connected with the second driving gear 104 and the second gear ring 108 which are positioned at two sides of the fourth synchronizer, the second driving gear 104 belongs to a reverse gear unit, and the second gear ring 108 belongs to an ultra-low speed unit, so that power on-off between the reverse gear unit and the ultra-low speed unit can be realized.

Here, if the second ring gear 108 of the planetary gear mechanism is provided in the transmission case, the fourth synchronizer 101 may be selectively connected to the second carrier 107. In addition, the fourth synchronizer 101 may be a bidirectional double-sided synchronizer or a bidirectional single-sided synchronizer, and may be disposed on the second driving gear 104 for selectively connecting the second ring gear 108 or the second planet carrier 107, or disposed on the second ring gear 108 or the second planet carrier 107 for selectively connecting the second driving gear 104.

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 system has good obstacle surmounting and escaping capabilities.

At this time, referring to fig. 3, 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 first clutch portion 10 and the second clutch portion 11 are engaged, the third synchronizer 213 is engaged with the first driven gear 203, and the fourth synchronizer 101 and the fifth synchronizer 103 are both disengaged.

When the engine 6 is driven alone, the first clutch portion 10 and the second clutch portion 11 are engaged, the fifth synchronizer 103 is engaged with the second drive gear 104, the third synchronizer 213 and the fourth synchronizer 101 are both disengaged, and the front axle drive unit is in the reverse mode.

At this time, the power transmission route of the engine 6 is: the engine 6, the first clutch part 10, the intermediate shaft 7, the second clutch part 11, the input shaft 1, the fifth synchronizer 103, the second driving gear 104, the intermediate wheel 501, the second driven gear 204, the output shaft 2, the output gear 205, the first differential 3 and the front wheels.

When the engine 6 is driven alone, the first clutch portion 10 and the second clutch portion 11 are engaged, the fourth synchronizer 101 is engaged with the second drive gear 104 and the second ring gear 108, the third synchronizer 213 and the fifth synchronizer 103 are disengaged, and the front axle driving unit is in the ultra low speed mode.

At this time, the power transmission route of the engine 6 is: the engine 6, the first clutch part 10, the intermediate shaft 7, the second clutch part 11, the input shaft 1, the second sun gear 105, the second planet gear 106, the second gear ring 108, the fourth synchronizer 101, the second driving gear 104, the intermediate wheel 501, the second driven gear 204, the output shaft 2, the output gear 205, the first differential 3 and the front wheels.

In addition, with this structure, when the first motor 4 is driven alone, the power thereof is transmitted to the intermediate shaft 7 via the motor shaft of the first motor 4 and the first transmission assembly, and the route thereafter is the same as that when the engine 6 is driven alone. When the second motor 12 is driven alone, the power thereof is transmitted to the input shaft 1 via the motor shaft of the second motor 12 and the second transmission assembly, and the route thereafter is the same as that when the engine 6 is driven alone. In addition, when any two of the engine 6, the first motor 4, and the second motor 12 are driven at the same time, or when the three are driven at the same time, the power transmission route may be obtained by combining routes when the engine 6, the first motor 4, and the second motor 12 are driven individually.

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

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

In a specific structure, as shown in fig. 4, the third motor 8 and the second differential mechanism 85 may be integrally provided, and the third 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 third 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 speed change mechanism, the speed change mechanism can be flexibly arranged according to the transmission and speed change requirements between the third motor 8 and the rear wheels 9. The rear axle driving unit adopts a driving mode that the third motor 8 is matched 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 unit.

For example, referring to fig. 5, a second intermediate transmission shaft 800 is disposed between the motor shaft of the third motor 8 and the second differential 85, a motor shaft gear 81 is disposed on the motor shaft of the third motor 8, a first intermediate shaft gear 831 and a second intermediate shaft gear 832 are disposed on the second intermediate transmission 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 transmission shaft 800 is disposed between a motor shaft of the third 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 third 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 second intermediate transmission 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 transmission 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 unit, the rear axle drive unit has two third motors 8 arranged opposite each other in the left-right direction of the whole vehicle, each third 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 a specific structure, as shown in fig. 7 to 12, two third motors 8 are provided corresponding to the drive shafts 90 of the rear wheels 9 on the left and right sides, respectively. The two third motors 8 are respectively and directly arranged on the driving shafts 90 on the corresponding sides, and a first synchronizer 841 is arranged between the two driving shafts 90.

Alternatively, the two third motors 8 are respectively connected with the corresponding side driving shafts 90 through a group of speed changing mechanisms in a transmission manner, and a first synchronizer 841 is arranged between the two groups of speed changing 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 third 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.

For example, referring to fig. 7, the third motor 8 is disposed directly on the driving shaft 90 on the corresponding side, and the first synchronizer 841 described above is provided between the driving shafts 90. It should be noted that the third 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.

As another example, referring to fig. 8, a motor shaft gear 81 is provided on the motor shaft of the third 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 third motors 8.

For another example, referring to fig. 9, a second intermediate transmission shaft 800 is provided between the motor shaft of the third motor 8 and the corresponding side driving shaft 90, a motor shaft gear 81 is provided on the motor shaft of the third motor 8, a first intermediate shaft gear 831 and a second intermediate shaft gear 832 are provided on the second intermediate transmission 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 third motors 8 shown in fig. 9. Of course, the first synchronizer 841 may also be provided between two drive shafts 90 or between two second intermediate drive shafts 800.

Or referring to fig. 10, a first motor shaft gear 811 and a second motor shaft gear 812 are provided at intervals on the motor shaft of the third 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 third 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. 11, a second intermediate transmission shaft 800 is provided between the motor shaft of the third motor 8 and the corresponding drive shaft 90. The motor shaft of the third motor 8 is provided with a first motor shaft gear 811 and a second motor shaft gear 812 at intervals, the second intermediate transmission 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 transmission 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 third motors 8 or between the two second intermediate transmission shafts 800.

Alternatively, referring to fig. 12, a second intermediate transmission shaft 800 is provided between the motor shaft of the third motor 8 and the corresponding drive shaft 90. A motor shaft gear 81 is arranged on a motor shaft of the third 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 transmission 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 transmission shafts 800 on both sides. Of course, the first synchronizer 841 may also be provided between the motor shafts of the two third motors 8 or between the two drive shafts 90.

In general, the configuration of the second differential 85 can be omitted by employing two third 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 has bad road conditions and is difficult to get rid of the trapped, 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 third motors 8 is transmitted to the rear wheel 9 to be got rid of the trapped in a combined way, and the getting rid of the trapped capability of the vehicle is improved.

The hybrid power system in this embodiment, by adopting the above structure, can have a plurality of driving modes, and is convenient for arrange on the automobile body, has better fuel economy, kinetic energy recovery efficiency and dynamic performance, can effectively reduce the energy consumption, thereby can improve dynamic economy and drivability.

Furthermore, the present embodiment relates to a vehicle provided with the hybrid system as described above.

The vehicle of the embodiment is beneficial to driving the front axle and the rear axle respectively according to the driving requirement by arranging the hybrid power system, so that the driving safety of the vehicle in driving is improved, and the 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 powertrain, characterized by:

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) and a second motor (12), and an input shaft (1), an output shaft (2) and an intermediate shaft (7);

The input shaft (1) is arranged in parallel with the output shaft (2) and is in transmission connection with the output shaft through a gear assembly, and the output shaft (2) is used for outputting power to the first differential mechanism (3);

the engine (6) can be engaged with or disengaged from the intermediate shaft (7) by a first clutch (10), and the intermediate shaft (7) can be engaged with or disengaged from the input shaft (1) by a second clutch (11);

the first motor (4) is electrically connected with the battery pack and is in transmission connection with the intermediate shaft (7) through a first transmission assembly;

the second motor (12) is electrically connected with the battery pack and is in transmission connection with the input shaft (1) through a second transmission assembly;

the rear axle driving mechanism comprises a third motor (8) and a second differential mechanism (85) arranged between wheels on the left side and the right side, and the third 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 third motors (8) which are oppositely arranged in the left-right direction of the whole vehicle, each third motor (8) is respectively connected with a driving shaft (90) of the corresponding 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).

2. The hybrid system according to claim 1, wherein:

the first transmission assembly comprises a first main transmission gear (401) and a first auxiliary transmission gear (701) which are connected in a meshed manner;

the first main transmission gear (401) is arranged on a motor shaft of the first motor (4), and the first auxiliary transmission gear (701) is arranged on the intermediate shaft (7); and/or the number of the groups of groups,

the second transmission assembly comprises a second main transmission gear (1201) and a second auxiliary transmission gear (109) which are in meshed connection;

the second main transmission gear (1201) is arranged on a motor shaft of the second motor (12), and the second auxiliary transmission gear (109) is arranged on the input shaft (1).

3. The hybrid system according to claim 1, wherein:

the gear assembly comprises a first driving gear (102) and a first driven gear (203) which are in meshed connection;

the first driving gear (102) is arranged on the input shaft (1), and the first driven gear (203) is arranged on the output shaft (2).

4. The hybrid system according to claim 1, wherein:

an output gear (205) is arranged on the output shaft (2), and the output gear (205) is meshed with an input gear of the first differential mechanism (3);

The second transmission assembly and the output gear (205) are respectively arranged on two sides of the gear assembly.

5. The hybrid system according to any one of claims 1 to 4, characterized in that:

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

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

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

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

6. The hybrid system according to claim 5, wherein:

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

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

7. The hybrid system according to any one of claims 1 to 4, characterized in that:

The gear assembly comprises a third synchronizer (213) arranged on the input shaft (1) or the output shaft (2), and the gear assembly is selectively connected with the input shaft (1) and the output shaft (2) through the third synchronizer (213);

the input shaft (1) is provided with a reverse gear unit and an ultra-low speed unit which are arranged at intervals, and a fourth synchronizer (101) positioned between the reverse gear unit and the ultra-low speed unit;

the reverse gear unit is capable of selectively connecting the input shaft (1) and the output shaft (2);

the fourth synchronizer (101) is used for controlling power on-off between the reverse gear unit and the ultra-low speed unit.

8. The hybrid system according to claim 7, wherein:

the reverse gear unit comprises a second driving gear (104), a second driven gear (204), an intermediate wheel (501) and a fifth synchronizer (103);

the second driving gear (104) and the fifth synchronizer (103) are both arranged on the input shaft (1), and the fifth synchronizer (103) is used for selectively 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 and the second driven gear at the same time.

9. The hybrid system according to claim 7, 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 fourth synchronizer (101) adopts a bidirectional single-side synchronizer which is selectively connected with a gear ring/a planet carrier of the planetary gear mechanism.

10. A vehicle, characterized in that:

the vehicle is provided with the hybrid system according to any one of claims 1 to 9.