CN220447640U - Hybrid power device and vehicle - Google Patents

Abstract

The utility model provides a hybrid power device and a vehicle, wherein the hybrid power device comprises a first driving unit and a second driving unit, and the first driving unit and the second driving unit can drive wheels of a front axle and a rear axle respectively in an exchangeable mode; the input shaft is in transmission connection with the intermediate shaft, and the intermediate shaft is in transmission connection with the output shaft through the second transmission unit; a clutch part is arranged between a power output shaft and an input shaft of the engine, one end of a first motor is connected with the output shaft, and the other end of the first motor is connected with a first differential mechanism; the second driving unit comprises a second motor and a second differential mechanism, and the second motor is directly or indirectly connected with the second differential mechanism; or the second driving unit is provided with two second motors, and a first synchronizer is arranged between the two driving shafts. The hybrid power device disclosed by the utility model is beneficial to improving the power transmission efficiency in pure electric driving by optimizing the structure of each part in the hybrid power device, and is beneficial to improving the recovery rate of kinetic energy transmitted to wheels and the escaping capability of a vehicle.

Description

Hybrid power device and vehicle

Technical Field

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

Background

There are currently three main types of hybrid vehicles. One is a "parallel mode" in which the engine is the primary power and the electric motor is the auxiliary power of the auxiliary series hybrid electric vehicle principle. In this method, the engine is mainly driven to run, and the fuel consumption of the engine is reduced by assisting the electric motor when the fuel consumption of the engine is large, such as starting and accelerating the vehicle, by utilizing the characteristic of the electric motor that generates strong power at the time of restarting. The structure of this mode is comparatively simple, only need to add electric motor and storage battery on the vehicle.

In the other way, the electric motor is used only for driving at low speed, and the engine and the electric motor are used for driving in a series or parallel mode when the speed is increased. When the vehicle is started and driven at a low speed by the electric motor, the engine and the electric motor share power with high efficiency when the speed is increased, and a power sharing device, a generator and the like are needed in this way, so that the structure is complex.

In addition, an electric vehicle that runs by driving only an electric motor is a "tandem system" in which an engine is used as a power source, and a vehicle runs by driving only an electric motor, and a drive system is used as an electric motor, but a hybrid vehicle is also a type of a hybrid vehicle because a fuel engine is required to be mounted in the same manner.

At present, a hybrid power device in a hybrid vehicle is taken as a core of the hybrid vehicle, and the performance of the hybrid power device directly influences the driving comfort and the safety of the vehicle. However, due to unreasonable arrangement positions and transmission structure designs of an engine and a motor in the hybrid power device, the power transmission efficiency is low in pure electric power, and the recovery rate of kinetic energy transmitted by the motor to wheels is also low, so that the fuel economy and energy conservation are not facilitated to be improved. In addition, in the running process of the vehicle, the driving effect of the wheels in the rear axle is poor, so that the vehicle is difficult to get rid of the trouble, and the driving safety of the vehicle is also not facilitated.

Disclosure of Invention

In view of the above, the present utility model is directed to a hybrid power device to improve the power transmission efficiency during pure electric driving and to facilitate the improvement of the recovery rate of kinetic energy and the escaping capability of the vehicle.

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

a hybrid device comprising a first drive unit and a second drive unit interchangeably driving wheels of a front axle and a rear axle, respectively; the first driving unit comprises an input shaft and an output shaft which are arranged in parallel, an intermediate shaft positioned between the input shaft and the output shaft, an engine and a first motor; the input shaft is in transmission connection with the intermediate shaft through a first transmission unit, and the intermediate shaft is in transmission connection with the output shaft through a second transmission unit; the power output shaft of the engine is connected with the crankshaft of the engine through a flexible disc, a clutch part is arranged between the power output shaft of the engine and the input shaft, and the clutch part is used for controlling the power on-off between the engine and the input shaft; one end of the first motor is connected with the output shaft, and the other end of the first motor is connected with the first differential mechanism;

The second driving unit comprises a second motor and a second differential mechanism arranged between the wheels on the left side and the right side, and the second motor is connected with the second differential mechanism directly or through a speed change mechanism; or, the second driving unit is provided with two second motors oppositely arranged in the left-right direction of the whole vehicle, each second motor is respectively connected with the 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 unit comprises a first driving gear arranged on the input shaft and a first driven gear arranged on the intermediate shaft, and the first driven gear is meshed with the first driving gear.

Further, the second transmission unit comprises a second driving gear arranged on the intermediate shaft and a second driven gear arranged on the output shaft, and the second driven gear is meshed with the second driving gear.

Further, the first driven gear and the second driving gear are the same gear.

Further, the first driving gear is sleeved on the input shaft in a hollow mode, and a second synchronizer is arranged on the input shaft and used for being connected with the first driving gear; the input shaft is provided with a fourth synchronizer, a reverse gear unit, a control part and an ultra-low speed unit which are sequentially arranged at intervals; the fourth synchronizer is used for connecting the reverse gear unit; the control part is used for controlling the power on-off between the reverse gear unit and the ultra-low speed unit.

Further, the reverse gear unit comprises a third driving gear, a third driven gear and an intermediate wheel; the third driving gear is arranged on the input shaft, and the fourth synchronizer is used for connecting the third driving gear; the third driven gear is arranged on the intermediate shaft, and the intermediate wheel is arranged between the third driving gear and the third driven gear and is meshed and connected with the third driving gear and the third driven gear simultaneously.

Further, the ultra-low speed unit comprises a planetary gear mechanism; the sun gear of the planetary gear mechanism is arranged on the input shaft; the control portion selectively connects a ring gear/carrier of the planetary gear mechanism.

Further, the intermediate shaft comprises a first half shaft and a second half shaft; the first half shaft is in transmission connection with the input shaft through the first transmission unit, and the second half shaft is in transmission connection with the output shaft through the second transmission unit; the first half shaft is provided with a first gear and a planetary gear unit, the second half shaft is provided with a fifth synchronizer and a second gear, and the second gear is in transmission connection with the planetary gear unit; the fifth synchronizer selectively connects the first gear or the second gear.

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

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

according to the hybrid power device, one end of the first motor is connected with the output shaft, and the other end of the first motor is connected with the first differential, so that the power transmission efficiency in pure electric power is improved, the recovery of the kinetic energy of wheels by the first motor is facilitated, and the fuel economy and the power performance are improved; the intermediate shaft, the first transmission unit and the second transmission unit are arranged between the input shaft and the output shaft, so that the arrangement of the longitudinal engine is facilitated, the conversion of the transmission direction is reduced, and the energy loss is further reduced; the two second motors in the second driving unit are respectively connected with the driving shafts of the corresponding side wheels, and the driving force between the two driving shafts can be separated by the arrangement of the first synchronizer, so that a differential effect is realized, the escaping capability of the vehicle is improved, and the driving safety of the vehicle is improved.

In addition, the arrangement of the first driving gear and the first driven gear is beneficial to outputting power to the intermediate shaft by the input shaft, and has the advantages of simple structure and easy arrangement and implementation. The second driving gear and the second driven gear in the second transmission unit are simple in structure and convenient to arrange, and power transmission between the intermediate shaft and the output shaft is facilitated. The first driven gear and the second driving gear are the same driven gear, one gear can be reduced, production cost and energy consumption are reduced, and space occupation of the first driving unit is reduced.

Secondly, the first driving gear is sleeved on the input shaft in a hollow mode, and the second synchronizer is arranged, so that power output by the first motor can be prevented from being transmitted to the intermediate shaft through the first transmission unit when the electric motor is driven purely, and further energy consumption is reduced; the reverse gear unit, the control part, the ultra-low speed unit and the fourth synchronizer are arranged on the input shaft, so that the hybrid power device has a reverse gear mode and an ultra-low speed gear mode, the drivability of the vehicle can be further improved, and the control part is convenient for switching between the reverse gear mode and the ultra-low speed gear mode. And the arrangement of the third driving gear, the third driven gear and the middle wheel in the reverse gear unit is beneficial to realizing a reverse gear mode. The arrangement of the planetary gear mechanism in the ultra-low speed unit is beneficial to realizing an ultra-low speed gear mode.

In addition, the first semi-axis and the second semi-axis in the jackshaft and the setting of fifth synchronous ware for the power of transmission to on the first semi-axis can directly transmit to the second semi-axis, perhaps transmits to the second semi-axis through planetary gear assembly, does benefit to abundant transmission route, and has high-speed gear and low-speed gear, has good cross-country performance, and can satisfy customer's multiple use scene demand, does benefit to the driving enjoyment that improves whole car. The sun gear in the planetary gear unit is arranged on the first half shaft, so that arrangement and implementation are facilitated, the first half shaft and the second half shaft are coaxially arranged, space occupation is reduced, and peripheral parts are convenient to arrange.

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

The vehicle provided by the utility model is beneficial to improving the driving power performance, the fuel economy and the safety of the vehicle by arranging the hybrid power device.

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 first driving unit according to an embodiment of the utility model;

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

fig. 3 is a schematic diagram of a third structure of the first driving unit according to the embodiment of the utility model;

fig. 4 is a schematic diagram of a first structure of a second motor configured in a second driving unit according to an embodiment of the present utility model;

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

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

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

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

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

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

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

fig. 12 is a schematic view of a sixth structure of two second motors disposed in the second driving unit 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; 6. an engine; 7. an intermediate shaft; 8. a second motor; 9. a rear wheel; 10. a transmission shaft;

101. a clutch part; 102. a first drive gear; 103. a fourth synchronizer; 104. a third drive gear; 105. a first sun gear; 106. a first planet; 107. a first planet carrier; 108. a first ring gear; 109. a fifth synchronizer; 110. a second synchronizer;

203. a second driven gear;

1001. an intermediate wheel;

601. a flexible disc;

701. a first half shaft; 702. a second half shaft; 703. a first driven gear; 704. a second ring gear; 705. a second carrier; 706. a second sun gear; 707. a second planet wheel; 708. a first gear; 709. a second gear; 710. a fifth synchronizer; 711. a third driven gear; 712. a second drive gear;

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

90. A rear drive shaft.

Detailed Description

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

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

Furthermore, in the description of the present utility model, the terms "mounted," "connected," and "connected," are to be construed broadly, unless otherwise specifically defined. For example, the connection can be fixed connection, detachable connection or integrated connection; can be mechanically or electrically connected; can be directly connected or indirectly connected through an intermediate medium, and can be communication between two elements. The specific meaning of the above terms in the present utility model can be understood by those of ordinary skill in the art in combination with specific cases.

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

The embodiment relates to a hybrid power device, which aims to improve the power transmission efficiency during pure electric driving, is beneficial to improving the recovery rate of kinetic energy and is beneficial to improving the escaping capability of a vehicle.

The hybrid power device comprises a first driving unit and a second driving unit which can drive wheels of a front axle and a rear axle in an exchangeable mode. Wherein the first drive unit comprises an input shaft 1 and an output shaft 2 arranged in parallel, an intermediate shaft 7 therebetween, and an engine 6 and a first electric motor 4.

The input shaft 1 and the intermediate shaft 7 are in transmission connection through a first transmission unit, and the intermediate shaft 7 and the output shaft 2 are in transmission connection through a second transmission unit. The power output shaft of the engine 6 is connected with the crankshaft of the engine 6 through a flexible disk 601, and a clutch part 101 is arranged between the power output shaft of the engine 6 and the input shaft 1, and the clutch part 101 is used for controlling the power on-off between the engine 6 and the input shaft 1. One end of the first motor 4 is connected with the output shaft 2, and the other end of the first motor 4 is connected with the first differential mechanism 3.

The second drive unit in this embodiment includes a second motor 8, and a second differential gear 85 provided between the wheels on the left and right sides, the second motor 8 being connected to the second differential gear 85 directly or through a speed change mechanism. Alternatively, the second driving unit has two second motors 8 arranged opposite to each other in the left-right direction of the whole vehicle, each second motor 8 is connected to a driving shaft of a wheel on the corresponding side, and a first synchronizer 841 is provided between the two driving shafts, and the first synchronizer 841 is used to connect the two driving shafts.

According to the hybrid power device, one end of the first motor 4 is connected with the output shaft 2, and the other end of the first motor 4 is connected with the first differential mechanism 3, so that power output by the first motor 4 is directly transmitted to the first differential mechanism 3 without a transmission structure, the power transmission efficiency during pure electric driving is improved, the recovery of kinetic energy transmitted by wheels by the first motor 4 is facilitated, and therefore the fuel economy and the power performance are improved; the arrangement of the longitudinal engine 6 is facilitated by arranging the intermediate shaft 7, the first transmission unit and the second transmission unit between the input shaft 1 and the output shaft 2, so that the conversion of the transmission direction is reduced, and the energy loss is further reduced.

In addition, the second motor 8 in the second driving unit is directly connected with the second differential mechanism 85, or the second motor 8 is in transmission connection with the second differential mechanism 85, so that the power transmitted to the front axle or the rear axle can be conveniently regulated according to the use requirement. Meanwhile, the two second motors 8 in the second driving unit are respectively connected with the driving shafts of the corresponding side wheels, and the first synchronizer 841 is arranged, so that the driving force between the two driving shafts can be separated to realize a differential effect, the escaping capability of the vehicle is improved, and the driving safety of the vehicle is improved.

In this embodiment, the wheels of the front axle and the rear axle are interchangeably driven by the first driving unit and the second driving unit, respectively: the first drive unit is used for driving the front wheels of the front axle, the second drive unit is used for driving the rear wheels 9 of the rear axle, or the first drive unit is used for driving the rear wheels 9 of the rear axle, and the second drive unit is used for driving the rear wheels 9 of the rear axle are all feasible.

In the present embodiment, the structure of the hybrid power device will be described taking, as an example, a first drive unit for driving the front wheels of the front axle and a second drive unit for driving the rear wheels 9 of the rear axle. The structure of the first driving unit will be described below.

As shown in fig. 1, a first exemplary structure of the first drive unit in this embodiment is such that the first differential 3 is located between the drive shafts of the front wheels on the left and right sides, and the engine 6 is disposed longitudinally such that the input shaft 1 and the output shaft 2 are both perpendicular to the two drive shafts in the front axle. Here, by longitudinally arranging the engine 6, it is advantageous to reduce the conversion of the transmission direction, thereby further reducing the loss of energy. Meanwhile, the position of the transmission can be extended backwards as much as possible, and the gravity center of the power assembly is positioned behind the front axle, so that the front and rear weight of the automobile body can be more even.

As a preferred embodiment, as shown in fig. 1, the first transmission unit includes a first driving gear 102 provided on the input shaft 1, and a first driven gear 703 provided on the intermediate shaft 7, the first driven gear 703 being meshed with the first driving gear 102. The power transmitted to the input shaft 1 can be transmitted to the intermediate shaft 7 via the first driving gear 102 and the first driven gear 703. The first driving gear 102 and the first driven gear 703 have simple structures, are convenient to implement, and have high transmission stability.

In addition, the second transmission unit includes a second driving gear 712 provided on the intermediate shaft 7, and a second driven gear 203 provided on the output shaft 2, the second driven gear 203 being meshed with the second driving gear 712. The power transmitted to the intermediate shaft 7 is transmitted to the output shaft 2 through the second driving gear 712 and the second driven gear 203, and the second transmission unit also has the advantages of simple structure, easy arrangement and good transmission effect.

Further, the first driven gear 703 and the second driving gear 712 in the present embodiment are the same gear. By arranging the first driven gear 703 and the second driving gear 712 to be the same driven gear, one gear can be reduced, which is not only beneficial to reducing the production cost and the energy consumption, but also beneficial to reducing the space occupation amount of the first driving unit.

Preferably, the clutch portion 101 is provided between the power output end of the engine 6 and the first driving gear 102 in the present embodiment. When the clutch portion 101 is engaged, the power output from the engine 6 can be transmitted to the input shaft 1 through the clutch portion 101, so that the input efficiency of the power is more direct and efficient. In specific implementation, the clutch part 101 can be a clutch in the prior art, and has simple structure, convenient arrangement and implementation and good use effect.

In the first driving unit of this embodiment, the driving requirement can be met by selecting to drive through the engine 6 alone, drive through the first motor 4 alone, or drive through the engine 6 and the first motor 4 simultaneously according to the requirement of vehicle running, and three driving modes are beneficial to reducing energy consumption, and have better practicality. Wherein, the power output when the first motor 4 is independently driven is more direct, more efficient and the efficiency of kinetic energy recovery is high.

Also, referring to fig. 1, the first driving unit in the present embodiment has only the one-gear mode, and has three driving modes of engine 6 driving, first motor 4 driving, and both driving simultaneously:

wherein the clutch part 101 is engaged when the engine 6 is driven alone. At this time, the power transmission route is: the engine 6, the clutch part 101, the input shaft 1, the first driving gear 102, the first driven gear 703, the second driven gear 203, the output shaft 2, the first motor 4, the first differential 3 and the front wheels.

When the first motor 4 is driven alone, the clutch portion 101 is disconnected, and at this time, the power transmission route is: first motor 4→output shaft 2→first differential 3→front wheels.

When the engine 6 and the first motor 4 are driven simultaneously, the power transmission route of the engine 6 and the first motor 4 is the same as that of the engine and the first motor when they are driven separately, and will not be described again here.

A second exemplary structure of the first driving unit in this embodiment is shown in fig. 2. In order to further improve the usability of the hybrid power device, in this embodiment, the first driving gear 102 is sleeved on the input shaft 1, and a second synchronizer 110 is disposed on the input shaft 1, where the second synchronizer 110 is used to connect with the first driving gear 102. So set up, not only do benefit to the power transmission and disconnection between input shaft 1 and output shaft 2 to when can avoiding pure electric drive, the power of first motor 4 output is transmitted to jackshaft 7 via first transmission unit, and then do benefit to the reduction energy consumption.

It will be appreciated that the second driven gear 203 may also be sleeved on the output shaft 2 in this embodiment, where the second synchronizer 110 is disposed on the output shaft 2. When the second synchronizer 110 is engaged with the second driven gear 203, the first transmission unit performs a power transmission function. When the second synchronizer 110 is disconnected, the first transmission unit cannot transmit the power on the input shaft 1 to the intermediate shaft 7, which is also beneficial to reducing energy consumption.

As a preferred embodiment, the input shaft 1 is provided with a fourth synchronizer 103, a reverse gear unit, a control unit and an ultra low speed unit which are sequentially arranged at intervals. The fourth synchronizer 103 is used for being connected with the reverse gear unit, and the control part is used for controlling power on-off between the reverse gear unit and the ultra-low speed unit.

In the present embodiment, by providing the fourth synchronizer 103, the reverse gear unit, the control section, and the ultra low speed unit on the input shaft 1, the reverse gear mode and the ultra low speed gear mode can be realized, and the driving gear of the vehicle can be enriched. The control part is arranged to facilitate switching between a reverse gear mode and an ultra-low gear mode, so that the drivability of the vehicle is improved.

In addition, as shown in fig. 2, in the present embodiment, by setting the second synchronizer 110, the input shaft 1 is prevented from driving the first transmission unit to rotate in the reverse gear mode and the ultra-low gear mode, so that energy loss can be reduced, and power economy is improved.

Still referring to fig. 2, the reverse gear unit includes a third driving gear 104, a third driven gear 711, and an intermediate wheel 1001. The third driving gear 104 is disposed on the input shaft 1, and the fourth synchronizer 103 is used for connecting with the third driving gear 104. The third driven gear 711 is provided on the intermediate shaft 7, and the intermediate wheel 1001 is provided between the third driving gear 104 and the third driven gear 711, and is engaged with both of them at the same time.

In a specific arrangement, the third driving gear 104 is sleeved on the input shaft 1, the fourth synchronizer 103 is arranged on the input shaft 1, and the other side of the third driving gear 104 opposite to the ultra-low speed unit is arranged. The intermediate wheel 1001 is provided between the input shaft 1 and the output shaft 2, and on a propeller shaft 10 arranged parallel to the input shaft 1 and the output shaft 2. The intermediate wheel 1001 is engaged with and connected to the third driving gear 104 and the third driven gear 711, respectively, so that the stability of the transmission of power from the third driving gear 104 to the third driven gear 711 can be improved, and the driving stability in the reverse mode can be improved.

As a preferred embodiment, the ultra-low speed unit in the present embodiment includes a planetary gear mechanism, a sun gear of which is provided on the input shaft 1, and the control section selectively connects a ring gear/a carrier of the planetary gear mechanism.

In a specific structure, as shown in fig. 2, the control portion is a third synchronizer 109 disposed between the ultra-low speed unit and the reverse gear unit, where the third synchronizer 109 may be a bidirectional single-side synchronizer in the prior art, and the bidirectional single-side synchronizer selectively connects the ring gear of the planetary gear mechanism and the third driving gear 104.

Here, the third synchronizer 109 may be a bidirectional single-side synchronizer, or a bidirectional double-side synchronizer. When the third synchronizer 109 is a bidirectional double-sided synchronizer, the gear hub is sleeved on the input shaft 1, and the shifting fork is used for shifting the gear sleeve to drive the synchronous ring to be engaged with the engaging teeth on the third driving gear 104 and the first gear ring 108 which are positioned on two sides of the synchronous ring, or to drive the synchronous ring to be engaged with the engaging teeth on the third driving gear 104 and the first planet carrier 107 which are positioned on two sides of the synchronous ring.

For convenience of description, in the present embodiment, the sun gear in the planetary gear mechanism is referred to as a first sun gear 105, the planet gears are referred to as first planet gears 106, the carrier is referred to as a first carrier 107, and the ring gear is referred to as a first ring gear 108.

Here, if the first ring gear 108 of the planetary gear mechanism is provided in the transmission case, the third synchronizer 109 may be selectively connected to the first carrier 107. So set up, the power break-make between the reverse gear unit and the ultra low speed unit is convenient for third synchronous ware 109 control. In specific implementation, the third synchronizer 109 is engaged with the first gear ring 108, and the third driving gear 104 belongs to the reverse gear unit, and the first gear ring 108 belongs to the ultra-low speed unit, so that power on-off between the reverse gear unit and the ultra-low speed unit can be realized.

In the planetary gear mechanism, one of the first ring gear 108 and the first carrier 107 may be fixed. In the planetary gear mechanism of the present embodiment, the first carrier 107 is fixed as an example. In addition, the first ring gear 108 may be fixed, but the third synchronizer 109 should be selectively connected to the first planet carrier 107, and the engagement of the third synchronizer 109 is sleeved on the first planet carrier 107.

To further improve the power economy, the third driven gear 711 may be idly sleeved on the output shaft 2, and a synchronizer for connecting the third driven gear 711 may be provided on the output shaft 2. At this time, the third driven gear 711 is prevented from being driven to rotate by the first motor 4 alone in the first gear mode, thereby facilitating the reduction of energy loss.

At this time, referring to fig. 2, for ease of understanding, the power transmission route will be described herein by taking several of the drive modes as examples. The power transmission path when the engine 6 is driven alone and in first gear is the same as the power transmission path when the engine 6 is driven alone in fig. 1.

When the engine 6 is driven alone, the clutch portion 101 is engaged, the fourth synchronizer 103 is engaged with the third drive gear 104, the second synchronizer 110 and the third synchronizer 109 are disconnected, and the first drive unit is in the reverse mode.

At this time, the power transmission route of the engine 6 is: the engine 6, the clutch part 101, the input shaft 1, the fourth synchronizer 103, the third driving gear 104, the middle wheel 1001, the third driven gear 711, the output shaft 2, the first motor 4, the first differential 3 and the front wheels.

The engine 6 is driven alone, the clutch portion 101 is engaged, the third synchronizer 109 is engaged with the first ring gear 108 and the third drive gear 104, and the fourth synchronizer 103 and the second synchronizer 110 are disengaged. The first drive unit is in the ultra low speed mode at this time.

At this time, the power transmission route of the engine 6 is: the engine 6, the clutch part 101, the input shaft 1, the first sun gear 105, the first planet gears 106, the first gear ring 108, the third synchronizer 109, the third driving gear 104, the middle wheel 1001, the third driven gear 711, the output shaft 2, the first motor 4, the first differential 3 and the front wheels.

To enhance the off-road performance of the first drive unit, a third exemplary configuration of the first drive unit in this embodiment is shown in fig. 3. At this time, the intermediate shaft 7 includes a first half shaft 701 and a second half shaft 702, the first half shaft 701 is in driving connection with the input shaft 1 through a first driving unit, and the second half shaft 702 is in driving connection with the output shaft 2 through a second driving unit. As a preferred arrangement, the first half shaft 701 and the second half shaft 702 in this embodiment are arranged coaxially to facilitate the arrangement of other parts.

To facilitate power transfer between the first half shaft 701 and the second half shaft 702, as a preferred embodiment, the first half shaft 701 is provided with a first gear 708 and a planetary gear unit, the second half shaft 702 is provided with a fifth synchronizer 710 and a second gear 709, the second gear 709 is in driving connection with the planetary gear unit, and the fifth synchronizer 710 is selectively connected with the first gear 708 or the second gear 709.

When the fifth synchronizer 710 is connected with the first gear 708, power received on the first half shaft 701 can be transmitted to the second half shaft 702 through the first gear 708 and the fifth synchronizer 710. When the fifth synchronizer 710 is connected with the second gear 709, power received on the first axle 701 can be transferred to the second axle 702 via the planetary gear assembly, the second gear 709, and the fifth synchronizer 710.

As a preferred embodiment, the planetary gear assembly is arranged between the first transmission unit and the second transmission unit. The first driven gear 703 is provided on the first half shaft 701, and the second driving gear 712 is provided on the second half shaft 702. The planetary gear assembly includes a second sun gear 706, a second ring gear 704, and a second planet gear 707 in dynamic communication with the second sun gear 706 and the second ring gear 704, respectively. Wherein the second sun gear 706 is arranged on the first half-shaft 701, and the second ring gear 704 or the second planet carrier 705 of the planetary gear assembly is connected with the second gear 709.

As shown in fig. 3, the second ring gear 704 is fixed to the housing of the transmission, and the second gear 709 is connected to the second planet carrier 705 of the second planet gears 707. So configured, when the fifth synchronizer 710 is connected with the second gear 709, the power of the first half shaft 701 can be transmitted to the second half shaft 702 through the second sun gear 706, the second planet gears 707, the second planet carrier 705, the second gear 709 and the fifth synchronizer 710, so that the ultra-low gear mode is conveniently realized, and thus, the driving performance is good.

Here, if the second carrier 705 of the planetary gear assembly is fixedly provided to the transmission case, the second gear 709 may be connected to the second ring gear 704. At this time, by connecting the fifth synchronizer 710 to the second gear 709, the power received on the first half shaft 701 can be transmitted to the second half shaft 702 via the second sun gear 706, the second planetary gears 707, the second ring gear 704, the second gear 709, and the fifth synchronizer 710.

The first driving unit in the hybrid power device in the embodiment has the engine 6 driven alone, the first motor 4 driven alone, and the engine 6 and the first motor 4 driven together in three driving modes.

Referring to FIG. 3, for ease of understanding, the transmission path is also described herein as an example of an engine 6 drive mode.

When the engine 6 is driven, the clutch 101 is engaged, and the fifth synchronizer 710 is engaged with the second gear 709. At this time, the hybrid power device is in an ultra-low speed mode.

At this time, the power transmission route of the engine 6 is: the engine 6, the clutch part 101, the input shaft 1, the first driving gear 102, the first driven gear 703, the first half shaft 701, the second sun gear 706, the second planet gears 707, the second planet carrier 705, the second gear 709, the fifth synchronizer 710, the second half shaft 702, the second driving gear 712, the second driven gear 20, the output shaft 2, the first motor 4, the first differential 3 and the front wheels.

In addition, in this embodiment, when the engine 6 is driven separately, the redundant power output by the engine 6 can be transmitted to the first motor 4, and the power can be recovered by the first motor 4 and generated to the battery pack on the vehicle, so that the energy utilization rate is improved, and the energy consumption is reduced.

In the hybrid power device in this embodiment, when the first motor 4 is driven, the output power can be directly transmitted to the output shaft 2, and is transmitted to the first differential 3 through the output shaft 2, so that the hybrid power device has high power transmission efficiency. Meanwhile, the whole hybrid power device has a simple structure and high integral structural integration, and is convenient to arrange and implement on a vehicle body. In addition, in the actual driving process, the power source of the first driving unit can be selected according to the driving working condition, so that the fuel economy is improved.

The structure of the second driving unit in the present embodiment is explained below with reference to fig. 4 to 12.

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

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

In the present embodiment, a second structure in which one second motor 8 is disposed in the second driving unit is shown in fig. 5, a second intermediate shaft 800 is provided between a second motor shaft of the second motor 8 and a second differential gear 85, a motor shaft gear 81 is provided on the second motor shaft of the second motor 8, a first intermediate shaft gear 831 and a second intermediate shaft gear 832 are provided on the second intermediate shaft 800 at intervals, and a drive shaft gear 82 is provided on the second differential gear 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, as shown in fig. 6, a third structure of disposing a second motor 8 in the second driving unit is that a second intermediate shaft 800 is disposed between a second motor shaft of the second motor 8 and a second differential gear 85, a first motor shaft gear 811 and a second motor shaft gear 812 are disposed on the second motor shaft of the second motor 8 at intervals, a first intermediate shaft gear 831, a second intermediate shaft gear 832 and a third intermediate shaft gear 833 are disposed on the second intermediate shaft 800 at intervals, and a driving shaft gear 82 is disposed on the second differential gear 85.

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

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

The second driving unit is configured with two second motors 8 as shown in fig. 7 to 12, and the two second motors 8 are provided corresponding to the rear drive shafts 90 of the rear wheels 9 on the left and right sides, respectively. The two second motors 8 are respectively and directly arranged on the rear driving shafts 90 on the corresponding sides, and a first synchronizer 841 is arranged between the two rear driving shafts 90.

Alternatively, the two second motors 8 are respectively in transmission connection with the rear drive shafts 90 on the corresponding sides through a set of speed change mechanisms, and a first synchronizer 841 is provided between the two sets of speed change mechanisms. Wherein, for the specific configuration of the transmission mechanism of each group and the setting position of the first synchronizer 841, the transmission and the speed change requirements between the second motor 8 and the rear wheels 9 can be flexibly set. The speed change mechanism can be arranged into a one-gear, two-gear or multiple-gear speed change mode according to the gear change requirement, and the gear can be switched through the synchronizer.

For example, as shown in fig. 7, a first configuration in which two second motors 8 are arranged in the second driving unit is shown, the second motors 8 are directly arranged on the rear driving shafts 90 on the corresponding sides, and the first synchronizer 841 described above is provided between the two rear driving shafts 90. It should be noted that the second motor 8 may be an in-wheel motor directly integrated with the rear wheel 9, in addition to being disposed on the rear drive shaft 90.

For another example, as shown in fig. 8, a second structure in which two second motors 8 are arranged in the second driving unit is shown, a motor shaft gear 81 is provided on a second motor shaft of the second motors 8, a driving shaft gear 82 is provided on a rear driving shaft 90 on the corresponding side, and the motor shaft gear 81 and the driving shaft gear 82 are engaged and transmitted to form 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 rear drive shafts 90, or between the second motor shafts of the two second motors 8.

For another example, as shown in fig. 9, a third structure in which two second motors 8 are disposed in the second driving unit is shown, in which a second intermediate shaft 800 is provided between a second motor shaft of the second motors 8 and a rear driving shaft 90 on the corresponding side, a motor shaft gear 81 is provided on the second motor shaft of the second motors 8, a first intermediate shaft gear 831 and a second intermediate shaft gear 832 are provided on the second intermediate shaft 800 at intervals, and a driving shaft gear 82 is provided on the rear 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 multiple locations on the two sets of speed change mechanisms, such as between the second motor shafts of the two second motors 8 shown in fig. 9. Of course, the first synchronizer 841 may also be provided between the two rear drive shafts 90 or between the two second intermediate shafts 800.

As shown in fig. 10, a fourth configuration in which two second motors 8 are arranged in the second driving unit is shown, in which a first motor shaft gear 811 and a second motor shaft gear 812 are provided at intervals on the second motor shaft of the second motor 8, and a first drive shaft gear 821 and a second drive shaft gear 822 are provided at intervals on the rear drive shaft 90 on the corresponding side. The second motor shaft gear 812 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 first synchronizer 841 is provided between motor shafts of the second motors 8 on both sides. Of course, the first synchronizer 841 may also be provided between the two rear drive shafts 90.

A fifth structural example of the second driving unit in which two second motors 8 are arranged is shown with reference to fig. 11, with the addition of a second intermediate shaft 800 between the second motor shaft of the second motor 8 and the corresponding rear drive shaft 90. The second motor 8 is provided with a first motor shaft gear 811 and a second motor shaft gear 812 at intervals, the second intermediate shaft 800 is provided with a first intermediate shaft gear 831, a third intermediate shaft gear 833 and a second intermediate shaft gear 832 at intervals, and the rear driving shaft 90 is provided with a driving shaft gear 82.

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

A sixth structural example of the second driving unit in which two second motors 8 are arranged is shown with reference to fig. 12, with the addition of a second intermediate shaft 800 between the second motor shaft of the second motor 8 and the corresponding rear drive shaft 90. A motor shaft gear 81 is arranged on a second motor shaft of the second motor 8, a first intermediate shaft gear 831, a third intermediate shaft gear 833 and a second intermediate shaft gear 832 are arranged on the second intermediate shaft 800 at intervals, and a first driving shaft gear 821 and a second driving shaft gear 822 are sleeved on the rear 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 rear 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 of different transmission ratios of the gear shift mechanism are formed. The first synchronizer 841 may be provided between the second intermediate shafts 800 on both sides. Of course, the first synchronizer 841 may also be provided between the second motor shafts of the two second motors 8 or between the two rear drive shafts 90.

In general, the configuration of the second differential 85 can be omitted by employing two second motors 8 to drive the rear wheels 9 on the left and right sides, respectively. Moreover, by arranging the first synchronizer 841 between the rear 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 wheels 9 on one side are difficult to get rid of the trapped road due to bad road conditions, the first synchronizer 841 can also be timely connected with the rear driving shafts 90 on the two sides, so that the power of the two second motors 8 is transmitted to the rear wheels 9 to be got rid of the trapped road in a combined way, and the escaping capability of the vehicle is improved.

By adopting the above structure, the hybrid power device in this embodiment can have various driving modes, is convenient to be arranged on the vehicle body, and can effectively reduce the energy consumption, thereby improving the power economy and the drivability.

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

The vehicle of the embodiment is beneficial to improving the driving power performance of the vehicle under pure electric driving and improving the fuel economy and driving safety of the vehicle by arranging the hybrid power device.

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

Claims (10)

1. A hybrid power device characterized in that:

the vehicle comprises a first driving unit and a second driving unit, wherein the first driving unit and the second driving unit can drive wheels of a front axle and a rear axle in an exchangeable manner respectively;

the first drive unit comprises an input shaft (1) and an output shaft (2) which are arranged in parallel, an intermediate shaft (7) between the two, and an engine (6) and a first motor (4);

the input shaft (1) is in transmission connection with the intermediate shaft (7) through a first transmission unit, and the intermediate shaft (7) is in transmission connection with the output shaft (2) through a second transmission unit;

the power output shaft of the engine (6) is connected with the crankshaft of the engine (6) through a flexible disc (601), a clutch part (101) is arranged between the power output shaft of the engine (6) and the input shaft (1), and the clutch part (101) is used for controlling the power on-off between the engine (6) and the input shaft (1);

one end of the first motor (4) is connected with the output shaft (2), and the other end of the first motor (4) is connected with the first differential mechanism (3);

the second driving unit comprises a second motor (8) and a second differential mechanism (85) arranged between the wheels (9) on the left side and the right side, and the second motor (8) is directly connected with the second differential mechanism (85) or is connected with the second differential mechanism through a speed change mechanism; or alternatively, the first and second heat exchangers may be,

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

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

the first transmission unit comprises a first driving gear (102) arranged on the input shaft (1) and a first driven gear (703) arranged on the intermediate shaft (7), wherein the first driven gear (703) is meshed with the first driving gear (102).

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

the second transmission unit comprises a second driving gear (712) arranged on the intermediate shaft (7) and a second driven gear (203) arranged on the output shaft (2), and the second driven gear (203) is meshed with the second driving gear (712).

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

the first driven gear (703) and the second driving gear (712) are the same gear.

5. The hybrid device according to any one of claims 2 to 4, characterized in that:

The first driving gear (102) is sleeved on the input shaft (1) in an empty mode, a second synchronizer (110) is arranged on the input shaft (1), and the second synchronizer (110) is used for connecting the first driving gear (102);

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

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

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

6. The hybrid device according to claim 5, characterized in that:

the reverse gear unit comprises a third driving gear (104), a third driven gear (711) and an intermediate wheel (1001);

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

the third driven gear (711) is arranged on the intermediate shaft (7), and the intermediate wheel (1001) is arranged between the third driving gear (104) and the third driven gear (711) and is meshed and connected with the third driving gear and the third driven gear simultaneously.

7. The hybrid device according to claim 5, characterized in that:

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

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

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

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

the intermediate shaft (7) comprises a first half shaft (701) and a second half shaft (702);

the first half shaft (701) is in transmission connection with the input shaft (1) through the first transmission unit, and the second half shaft (702) is in transmission connection with the output shaft (2) through the second transmission unit;

the first half shaft (701) is provided with a first gear (708) and a planetary gear unit, the second half shaft (702) is provided with a fifth synchronizer (710) and a second gear (709), and the second gear (709) is in transmission connection with the planetary gear unit;

the fifth synchronizer (710) selectively connects the first gear (708) or the second gear (709).

9. The hybrid device according to claim 8, characterized in that:

the sun gear of the planetary gear unit is arranged on the first half shaft (701), and the gear ring or the planet carrier of the planetary gear unit is connected with the second gear (709);

the first half shaft (701) and the second half shaft (702) are coaxially arranged.

10. A vehicle, characterized in that:

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