CN220447641U - Hybrid power device and vehicle - Google Patents

Abstract

The utility model provides a hybrid power device and a vehicle, wherein the hybrid power device comprises a battery pack, a front axle driving unit and a rear axle driving unit; the front axle driving unit comprises an input shaft, an output shaft, a first motor and a second motor of the engine; the first motor is in transmission connection with the engine; the second motor is positioned between the engine and the input shaft and is also provided with a first clutch part and a second clutch part; the rear axle driving unit comprises a third motor and a second differential mechanism, and the third motor is connected with the second differential mechanism directly or through a speed change mechanism; or the rear axle driving unit is provided with two third motors, each third motor is respectively connected with the opposite driving shafts, 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 and the fuel economy, can prevent the transmission from reversely dragging the second motor when the vehicle drives, improves the reliability of the second motor, and is beneficial to improving the escaping capability of the vehicle due to the arrangement of the rear axle driving unit.

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

Along with the stricter and stricter environmental protection measures of all countries of the world, the hybrid power vehicle becomes an important point for vehicle research and development due to the characteristics of energy conservation, low emission and the like. An electric powertrain for a hybrid vehicle includes a high efficiency, strengthened electric motor, generator, and battery. The storage battery is used as a lead-acid battery, a nickel-manganese-hydrogen battery and a lithium battery, and a hydrogen fuel cell should also be used in the future.

The performance of the hybrid power device serving as the heart of the hybrid vehicle is the key for influencing the performance of the hybrid vehicle. The existing hybrid power device has the problem that the front axle and the rear axle are complex in driving structure, so that the power transmission efficiency is not high, and further the improvement of the fuel economy of a vehicle is not facilitated. In the pure electric mode, the above problem is more remarkable.

In addition, when the vehicle is in rear drive, the speed changer is easy to reversely drag the motor, so that the reliability of the motor system is not facilitated, and the driving effect of the motor system is further affected. In addition, 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 foregoing, the present utility model is directed to a hybrid power device for improving fuel economy and improving the escaping capability of a vehicle.

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

a hybrid power device comprises a battery pack, a front axle driving unit and a rear axle driving unit; the front axle driving unit comprises an input shaft, an output shaft, an engine, a first motor and a second motor, wherein the input shaft and the output shaft are arranged in parallel; the power output shaft of the engine is connected with the crankshaft of the engine through a flexible disc, and the first motor is in transmission connection with the power output shaft of the engine through a transmission unit; the second motor is positioned between the power output shaft of the engine and the input shaft, a first clutch part is arranged between the second motor and the power output shaft of the engine, and a second clutch part is arranged between the second motor and the input shaft;

the first clutch part is used for controlling the connection or disconnection of the power output shaft of the engine and the input end of the second motor, and the second clutch part is used for controlling the connection or disconnection of the output end of the second motor and the input shaft; the input shaft is in transmission connection with the output shaft through a gear assembly, and the output shaft is used for transmitting power to the first differential mechanism;

The rear axle driving unit 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 unit 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 side 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 motor and the output shaft are arranged on the same side of the input shaft.

Further, the transmission unit comprises a main transmission gear and a slave transmission gear which are in meshed connection; the main transmission gear is arranged on a motor shaft of the first motor, and the auxiliary transmission gear is arranged on a power output shaft of the engine; and/or the output shaft is provided with an output gear, and the output gear is meshed with the input gear of the first differential mechanism.

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, the gear assembly comprises a second 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 second synchronizer; the input shaft is provided with a reverse gear unit, an ultra-low speed unit and a third 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 third 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 fourth synchronizer; the second driving gear and the fourth synchronizer are both arranged on the input shaft, and the fourth 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 third synchronizer adopts a bidirectional single-side synchronizer which is selectively connected with a gear ring/a planet carrier of the planetary gear mechanism.

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 fifth synchronizer and a second gear, and the second gear is in transmission connection with the planetary gear assembly; the fifth 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.

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

the hybrid power device provided by the utility model has the advantages that the first motor is connected with the power output shaft of the engine, so that the auxiliary timeliness of the first motor to the power of the engine can be improved, and the power performance and the fuel economy of the hybrid power device are improved; the second motor is arranged between the engine and the input shaft, can be independently driven, and has higher driving efficiency and kinetic energy recovery effect; by arranging the second clutch part, the transmission can be prevented from reversely dragging the second motor when the vehicle drives backwards, and the reliability of the second motor is improved; the two third motors in the rear axle 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 to achieve a differential effect through the arrangement of the first synchronizer, and the escape capacity of the vehicle is improved, so that the driving safety of the vehicle is improved.

In addition, the first motor and the output shaft are arranged on the same side of the input shaft, so that the structural integration level of the front axle driving unit is improved, and the front axle driving unit is convenient to arrange on a vehicle body. The main transmission gear and the auxiliary transmission gear in the transmission unit are simple in structure and are beneficial to transmitting the power output by the first motor to the power output shaft of the engine; the output gear is arranged, so that the output shaft is conveniently connected with the first differential mechanism in a transmission mode, the output gear can be arranged to be smaller on the premise that the speed ratio requirement is met, the whole occupied space of a transmission unit is reduced, and the arrangement and the installation on a vehicle body are facilitated. The first driving gear and the first driven gear in the gear assembly are simple in structure and good in transmission effect.

Secondly, a reverse gear unit, a control part, an ultra-low speed unit and a third 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 third synchronizer is convenient for switching between the reverse gear mode and the ultra-low speed gear mode; through setting up the second synchronous ware, not only accessible gear assembly delivers power, and simultaneously when reverse gear mode and ultra-low gear mode, do benefit to and avoid the input shaft to transmit power to gear assembly to reduce energy loss, promote power economy. And the arrangement of the second driving gear, the second driven gear, the intermediate wheel and the fourth synchronizer 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, the second semi-axis on the output shaft, and the setting of first gear, second gear and 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 shaft 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 and improves whole car's driving enjoyment. The sun gear in the planetary gear assembly is arranged on the first transmission 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 driving 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 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 diagram of a first structure of a third motor configured in a rear axle driving unit according to an embodiment of the present utility model;

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

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

fig. 8 is a schematic diagram of a second structure of a rear axle driving unit configured with two third motors 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 third 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 third 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 third 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 third 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 second motor; 6. an engine; 7. an intermediate shaft; 8. a third motor; 9. a rear wheel;

101. a first clutch part; 102. a second clutch part; 103. a first drive gear; 104. a second synchronizer; 105. a fourth synchronizer; 106. a second drive gear; 107. a third synchronizer; 108. a first planet carrier; 109. a first ring gear; 110. a first sun gear; 111. a first planet;

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

301. an input gear;

401. a main transmission gear;

601. a flexible disc; 602. a slave drive gear;

701. An intermediate wheel;

800. a second intermediate shaft; 81. a motor shaft gear; 811. a first motor shaft gear; 812. a third 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 power performance and escaping performance. The hybrid power device includes, as shown in fig. 1, a battery pack, a front axle drive unit including an input shaft 1 and an output shaft 2 arranged in parallel, and an engine 6, a first motor 4, and a second motor 5.

Wherein the power take-off shaft of the engine 6 is connected to the crankshaft of the engine 6 via a flexible disc 601. The second motor 5 is located between the power output shaft of the engine 6 and the input shaft 1, and a first clutch portion 101 is provided between the second motor 5 and the power output shaft of the engine 6, and a second clutch portion 102 is provided between the second motor 5 and the input shaft 1.

The first clutch portion 101 in the present embodiment is used to control the engagement or disengagement of the power output shaft of the engine 6 with the input end of the second electric motor 5, and the second clutch portion 102 is used to control the engagement or disengagement of the output end of the second electric motor 5 with the input shaft 1. The input shaft 1 is in driving connection with an output shaft 2 via a gear assembly, the output shaft 2 being arranged to transmit power to a first differential 3.

The rear axle drive unit in this embodiment includes a third motor 8, and a second differential gear 85 provided between the wheels on the left and right sides, the third motor 8 being connected to the second differential gear 85 directly or through a speed change mechanism. Or, the rear axle driving unit 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 of the wheels on the corresponding sides, and a first synchronizer 841 is arranged between the two driving shafts, and the first synchronizer 841 is used for connecting the two driving shafts.

According to the hybrid power device, the first motor 4 is connected with the power output shaft of the engine 6, so that the auxiliary timeliness of the first motor 4 to the power of the engine 6 can be improved, and the power performance and the fuel economy of the hybrid power device are improved; the second motor 5 is positioned between the power output end of the engine 6 and the input shaft 1, which is beneficial to the independent driving of the second motor 5 and has higher driving efficiency and kinetic energy recovery effect. By providing the second clutch portion 102, the transmission can be prevented from reversely dragging the second motor 5 when the vehicle is being driven, and the reliability of the second motor 5 can be improved.

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 conveniently regulated according to the use requirement. Meanwhile, the two third motors 8 in the rear axle 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.

A first exemplary structure of the front axle drive unit in this embodiment is shown in fig. 1. The first differential 3 is located between the drive shafts of the front wheels on the left and right sides, and the first motor 4 and the output shaft 2 are provided on the same side of the input shaft 1. By arranging the first motor 4 and the output shaft 2 on the same side of the input shaft 1, the structural integration level of the front axle driving unit is improved, and the space occupation amount of the front axle driving unit can be reduced, so that the front axle driving unit is convenient to arrange on a vehicle body.

The first clutch portion 101 and the second clutch portion 102 both adopt clutches in the prior art, and have simple structure, convenient installation and good on-off effect. The second motor 5 is located between the first clutch portion 101 and the second clutch portion 102. Through the disconnection of the first clutch part 101 and the connection of the second clutch part 102, the second motor 5 can independently drive the front wheels, so that the vehicle has higher power transmission efficiency and is beneficial to improving the recovery rate of kinetic energy. When the vehicle is in a rear drive state, the second clutch part 102 is disconnected, so that the transmission cannot reversely drag the motor, and the reliability of the second motor 5 is improved.

As a preferred embodiment, the transmission unit comprises a master transmission gear 401 and a slave transmission gear 602 in meshed connection. The main transmission gear 401 is disposed on a motor shaft of the first motor 4, and the sub transmission gear 602 is disposed on a power output shaft of the engine 6. Here, the main transmission gear 401 and the sub transmission gear 602 are simple in structure, and facilitate transmission of the power output from the first motor 4 to the power output shaft of the engine 6.

In order to transmit the power received by the output shaft 2 to the first differential 3, an output gear 204 is provided on the output shaft 2 in the present embodiment, and the output gear 204 is meshed with an input gear 301 of the first differential 3. The arrangement of the output gear 204 in this embodiment not only facilitates the transmission connection between the output shaft 2 and the first differential mechanism 3, but also can make the output gear 204 smaller on the premise of meeting the speed ratio requirement, so that the overall occupation space of the transmission unit can be reduced, thereby facilitating the arrangement and installation on the vehicle body.

In this embodiment, as shown in fig. 1, the gear assembly includes a first driving gear 103 and a first driven gear 203 which are engaged with each other, the first driving gear 103 is provided on the input shaft 1, and the first driven gear 203 is provided on the output shaft 2. The power on the input shaft 1 is transmitted to the output shaft 2 via the first driving gear 103 and the first driven gear 203. The first driving gear 103 and the first driven gear 203 are simple in structure, convenient to arrange and install, and good in transmission effect.

In the front axle driving unit of this embodiment, multiple driving modes such as the engine 6 is independently driven, the second motor 5 is independently driven, the engine 6 and the first motor 4 are jointly driven, and the engine 6, the first motor 4 and the second motor 5 are jointly driven can be selected according to the driving requirement of the vehicle, so that the driving requirement is met, the energy consumption is reduced, and the front axle driving unit has good practicability.

Referring to fig. 1, the front axle driving unit in the present embodiment has only one shift mode in each driving mode. Wherein the first clutch portion 101 and the second clutch portion 102 are engaged, respectively, when the engine 6 is driven alone.

At this time, the power transmission route is: the engine 6, the first clutch part 101, the second motor 5, the second clutch part 102, the input shaft 1, the first driving gear 103, the first driven gear 203, the output shaft 2, the output gear 204, the first differential 3 and the front wheels.

When the first motor 4 and the engine 6 are driven together, the first clutch portion 101 and the second clutch portion 102 are engaged, respectively, and at this time, the power transmission route of the engine 6 is the same as that when driven alone.

The power transmission route of the first motor 4 is: first motor 4 → main drive gear 401 → secondary drive gear 602 → first clutch portion 101 → second motor 5 → second clutch portion 102 → input shaft 1 → first drive gear 103 → first driven gear 203 → output shaft 2 → output gear 204 → first differential 3 → front wheels.

When the second motor 5 is driven alone, the first clutch portion 101 is disengaged and the second clutch portion 102 is engaged, and at this time, the power transmission path of the second motor 5 is: the second motor 5- & gtthe second clutch 102- & gtthe input shaft 1- & gtthe first driving gear 103- & gtthe first driven gear 203- & gtthe output shaft 2- & gtthe output gear 204- & gtthe first differential 3- & gtthe front wheels.

In the hybrid power device of the embodiment, after the driver presses the accelerator pedal, the ECU controls the first motor 4 to immediately supplement power, so that the vehicle maintains a high balance of power output and fuel saving performance. In the braking process of different degrees, the first motor 4 and the second motor 5 can realize the recovery and storage of the braking energy of the engine 6, and when the vehicle runs down a long slope, the first motor 4 can apply auxiliary braking moment according to the specific vehicle speed, so that the safety is improved. In addition, in practical application, the higher driving torque enables the drivability of the vehicle to be better.

In addition, the second motor 5 in the present embodiment can drive the wheels alone, and can cut off the connection with the engine 6 at the time of kinetic energy recovery. In addition, by providing the second motor 5 between the power output end of the engine 6 and the input shaft 1, the cost and the volume of the second motor 5 can be reduced, and the fuel economy of the hybrid power device can be further improved.

As a preferred embodiment, a second exemplary structure of the front axle drive unit in this embodiment is shown in fig. 2. To further improve the usability of the hybrid power device, in this embodiment, the gear assembly includes a second synchronizer 104 disposed 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 second synchronizer 104.

Further, in the present embodiment, the input shaft 1 is provided with a reverse gear unit and an ultra-low speed unit which are arranged at intervals, and a third synchronizer 107 therebetween. The reverse gear unit can be selectively connected with the input shaft 1 and the output shaft 2, and the third synchronizer 107 is used for controlling the power on-off between the reverse gear unit and the ultra-low speed unit.

In the present embodiment, by providing the third synchronizer 107, the reverse gear unit, and the ultra-low gear unit on the input shaft 1, the reverse gear mode and the ultra-low gear mode can be realized, enriching the driving gear of the vehicle. Wherein, the third synchronizer 107 is arranged to facilitate switching between the reverse gear mode and the ultra-low gear mode, thereby improving the drivability of the vehicle. In addition, by providing the second synchronizer 104, it is possible to facilitate avoiding the transmission of power from the input shaft 1 to the gear assembly in the reverse mode and the ultra-low gear mode, thereby reducing energy loss and improving power economy.

In specific implementation, as a structural example, as shown in fig. 2, the first driving gear 103 is sleeved on the input shaft 1, the second synchronizer 104 is arranged on the input shaft 1, and the power transmission and disconnection of the gear assembly can be realized through the engagement or disconnection of the second synchronizer 104 and the first driving gear 103. As another structural example, the first driven gear 203 may be further sleeved on the output shaft 2, and at this time, the second synchronizer 104 may be disposed on the output shaft 2. The power transmission or disconnection of the gear assembly can also be achieved by engagement or disengagement of the second synchronizer 104 with the first driven gear 203.

Still referring to fig. 2, the reverse gear unit in this embodiment is located between the transmission unit and the gear assembly. The reverse gear unit includes the second driving gear 106, the second driven gear 205, the intermediate wheel 701 and the fourth synchronizer 105. The second driving gear 106 and the fourth synchronizer 105 are both disposed on the input shaft 1, and the fourth synchronizer 105 is used for selectively connecting the second driving gear 106. The second driven gear 205 is disposed on the output shaft 2, and the intermediate wheel 701 is disposed between the second driving gear 106 and the second driven gear 205, and is engaged with and connected to both.

Specifically, the second driving gear 106 is sleeved on the input shaft 1, and the fourth synchronizer 105 is disposed on the other side of the second driving gear 106 with respect to the ultra-low speed unit. The intermediate wheel 701 is arranged on an intermediate shaft 7, which intermediate shaft 7 is arranged between the input shaft 1 and the output shaft 2 in parallel. The intermediate wheel 701 is meshed with the second driving gear 106 and the second driven gear 205 respectively, so that stability of power transmission in the reverse gear unit can be improved, and driving stability in the reverse gear mode can be further improved.

As a preferred embodiment, the ultra low speed unit in this embodiment comprises a planetary gear mechanism, the sun gear of which is provided on the input shaft 1, and a third synchronizer 107 selectively connects the ring gear/carrier of the planetary gear mechanism. As shown in fig. 2, the third synchronizer 107 in the present embodiment may be a bidirectional single-sided synchronizer in the prior art, which selectively connects the ring gear of the planetary gear mechanism and the second driving gear 106.

Here, the third synchronizer 107 may be a bidirectional single-sided synchronizer, or a bidirectional double-sided synchronizer. When the third synchronizer 107 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 gear rings of the second driving gear 106 and the planetary gear mechanism positioned at two sides of the synchronous ring, or to drive the synchronous ring to be engaged with the engaging teeth on the second driving gear 106 and the planetary carrier of the planetary gear mechanism positioned at 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 110, the planet gears are referred to as first planet gears 111, the carrier is referred to as a first carrier 108, and the ring gear is referred to as a first ring gear 109.

Here, if the first ring gear 109 of the planetary gear mechanism is provided in the transmission case, the third synchronizer 107 may be selectively connected to the first carrier 108. So set up, the power break-make between the third synchronous ware 107 control reverse gear unit and the ultra-low speed unit of being convenient for. In specific implementation, the engagement sleeve of the third synchronizer 107 is arranged on the first gear ring 109, and the second driving gear 106 belongs to the reverse gear unit, and the first gear ring 109 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 109 and the first carrier 108 may be fixed. In the planetary gear mechanism of the present embodiment, the first carrier 108 is fixed as an example. In addition, the first ring gear 109 may be fixed, but the third synchronizer 107 should be selectively connected to the first planet carrier 108, and the engagement of the third synchronizer 107 is sleeved on the first planet carrier 108.

Referring to fig. 2, for ease of understanding, the power transmission path is 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 first clutch portion 101 and the second clutch portion 102 are engaged, respectively, the fourth synchronizer 105 is engaged with the second drive gear 106, the second synchronizer 104 and the third synchronizer 107 are 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 101, the second motor 5, the second clutch part 102, the input shaft 1, the fourth synchronizer 105, the second driving gear 106, the middle wheel 701, the second driven gear 205, the output shaft 2, the output gear 204, the first differential 3 and the front wheels.

The engine 6 is driven alone, the first clutch portion 101 and the second clutch portion 102 are engaged, the third synchronizer 107 is engaged with the first ring gear 109 and the second drive gear 106, and the fourth synchronizer 105 and the second synchronizer 104 are disengaged. At this time, the front axle driving unit is in an ultra-low speed mode.

At this time, the power transmission route of the engine 6 is: the engine 6, the first clutch part 101, the second motor 5, the second clutch part 102, the input shaft 1, the first sun gear 110, the first planet gears 111, the first gear ring 109, the third synchronizer 107, the second driving gear 106, the middle wheel 701, the second driven gear 205, the output shaft 2, the output gear 204, the first differential 3 and the front wheels.

To improve the off-road performance of the front axle drive unit, a third exemplary structure of the front axle drive unit in this embodiment is shown in fig. 3. The output shaft 2 now 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 connected with the first differential 3. As a preferred arrangement, the first half shaft 201 and the second half shaft 202 in this embodiment are coaxially arranged to facilitate the arrangement of other parts.

As a preferred embodiment, the first half shaft 201 is provided with a first gear 210 and a planetary gear assembly, the second half shaft 202 is provided with a fifth synchronizer 212 and a second gear 211, the second gear 211 is in driving connection with the planetary gear assembly, and the fifth synchronizer 212 is selectively connected with the first gear 210 or the second gear 211.

When the fifth synchronizer 212 is connected with the first gear 210, the power received on the first half shaft 201 can be transmitted to the second half shaft 202 through the first gear 210 and the fifth synchronizer 212. When the fifth synchronizer 212 is connected with the second gear 211, power received on the first axle 201 is transmitted to the second axle 202 via the planetary gear assembly, the second gear 211, and the fifth synchronizer 212.

As a preferred embodiment, a planetary gear assembly is provided between the transmission unit and the gear assembly. The first driven gear 203 is disposed on the first half shaft 201, and the output gear 204 is disposed on the second half shaft 202. The planetary gear assembly includes a second sun gear 209, a second ring gear 206, and a second planet carrier 208, with a second planet gear 207 on the second planet carrier 208 rotatably disposed between the second sun gear 209 and the second ring gear 206. Wherein the second sun gear 209 is disposed on the first half shaft 201, and the second ring gear 206 or the second planet carrier 208 of the planetary gear assembly is connected with the second gear 211.

As shown in FIG. 3, a second ring gear 206 is secured to the transmission housing and a second gear 211 is blank over the second axle shaft 202 and connected to a second planet carrier 208. So configured, when the fifth synchronizer 212 is connected with the second gear 211, the power of the first half shaft 201 can be transmitted to the second half shaft 202 through the second sun gear 209, the second planet gear 207, the second planet carrier 208, the second gear 211 and the fifth synchronizer 212, so that the ultra-low speed gear mode is conveniently realized, and good drivability is achieved.

It should be noted that, if the second carrier 208 of the planetary gear assembly is fixedly disposed on the housing of the transmission, the second gear 211 may be connected with the second ring gear 206. At this time, by connecting the fifth synchronizer 212 to the second gear 211, the power received on the first half shaft 201 can be transmitted to the second half shaft 202 via the second sun gear 209, the second planetary gear 207, the second ring gear 206, the second gear 211, and the fifth synchronizer 212.

Referring to fig. 3, for ease of understanding, the transmission path is also described herein by way of example in terms of a single drive mode of the engine 6.

When the engine 6 is driven alone, the first clutch portion 101 and the second clutch portion 102 are engaged, respectively, and the fifth synchronizer 212 is engaged with the second gear 211. 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 first clutch part 101, the second motor 5, the second clutch part 102, the input shaft 1, the first driving gear 103, the first driven gear 203, the first half shaft 201, the second sun gear 209, the second planet gear 207, the second planet carrier 208, the second gear 211, the fifth synchronizer 212, the second half shaft 202, the output gear 204, the first differential mechanism 3 and the front wheels.

In addition, in this embodiment, when the engine 6 is driven, the redundant kinetic energy output by the engine 6 can be transmitted to the first motor 4 and the second motor 5, and the kinetic energy can be recovered by the first motor 4 and the second motor 5 and can generate electricity for the battery pack on the vehicle, so that the energy utilization rate is improved, and the energy consumption is reduced.

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.

The first structure of the rear axle driving unit, in which a third motor 8 is disposed, is shown in fig. 4, the second motor 8 and the second differential 85 may be integrally disposed, and the third 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 third 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 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.

In the present embodiment, a second structure of the rear axle driving unit in which one third motor 8 is disposed is shown in fig. 5, in which a second intermediate shaft 800 is provided between a third motor shaft of the third motor 8 and a second differential gear 85, a motor shaft gear 81 is provided on the third 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 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 a third motor 8 disposed in the rear axle driving unit is that a second intermediate shaft 800 is disposed between a third motor shaft of the third motor 8 and a second differential 85, a first motor shaft gear 811 and a third motor shaft gear 812 are disposed on the third 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 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, third motor shaft gear 812 is in meshed connection with second jackshaft gear 832, and third jackshaft gear 833 is in meshed connection with drive shaft gear 82. At this time, a gear shift synchronizer 842 is provided on the second intermediate shaft 800 between the first intermediate shaft gear 831 and the second intermediate shaft gear 832, and the gear shift can be switched, so that two gear shift transmission paths with different transmission ratios of the gear shift mechanism are formed, and the rear wheels 9 can be driven by two-gear speed regulation, thereby realizing a stable gear shift transmission effect.

As another preferable structural example of the rear axle drive 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 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.

As shown in fig. 7 to 12, the rear axle drive unit is configured with two third motors 8, and the two third motors 8 are disposed corresponding to the rear 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 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 third motors 8 are respectively connected with the rear driving shafts 90 on the corresponding sides 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, as shown in fig. 7, a first configuration of the rear axle driving unit in which two third motors 8 are disposed is shown, in which the third motors 8 are disposed directly on the rear drive shafts 90 on the respective sides, and the first synchronizer 841 described above is provided between the two rear drive 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 rear drive shaft 90.

For another example, as shown in fig. 8, a second structure of the rear axle driving unit in which two third motors 8 are disposed is shown, in which a motor shaft gear 81 is provided on a third motor shaft of the third 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 driven 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 third motor shafts of the two third motors 8.

For another example, as shown in fig. 9, a third structure in which two third motors 8 are disposed in the rear axle driving unit is shown, in which a second intermediate shaft 800 is provided between a third motor shaft of the third motors 8 and a rear driving shaft 90 on the corresponding side, a motor shaft gear 81 is provided on the third motor shaft of the third 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 third motor shafts of the two third 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 of the rear axle drive unit in which two third motors 8 are disposed is shown in which a first motor shaft gear 811 and a third motor shaft gear 812 are provided at intervals on the third 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 rear drive shaft 90 on the corresponding side. The third motor shaft gear 812 is engaged with the first driving shaft gear 821, the third motor shaft gear 812 is engaged with the second driving 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 rear drive shafts 90.

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

A sixth structural example of the rear axle drive unit in which two third motors 8 are arranged is shown with reference to fig. 12, with the addition of a second intermediate shaft 800 between the third motor shaft of the third motor 8 and the corresponding rear drive shaft 90. A motor shaft gear 81 is arranged on a third 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 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 third motor shafts of the two third 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 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 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 third 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 dynamics, the fuel economy and the 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 device comprises a battery pack, a front axle driving unit and a rear axle driving unit;

the front axle driving unit comprises an input shaft (1) and an output shaft (2) which are arranged in parallel, and an engine (6), a first motor (4) and a second motor (5);

the power output shaft of the engine (6) is connected with the crankshaft of the engine (6) through a flexible disc (601), and the first motor (4) is in transmission connection with the power output shaft of the engine (6) through a transmission unit;

the second motor (5) is positioned between the power output shaft of the engine (6) and the input shaft (1), a first clutch part (101) is arranged between the second motor (5) and the power output shaft of the engine (6), and a second clutch part (102) is arranged between the second motor (5) and the input shaft (1);

the first clutch part (101) is used for controlling the engagement or disengagement of a power output shaft of the engine (6) and an input end of the second motor (5), and the second clutch part (102) is used for controlling the engagement or disengagement of an output end of the second motor (5) and the input shaft (1);

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

The rear axle driving unit comprises a third motor (8) and a second differential mechanism (85) arranged between the wheels on the left side and the right side, and the third 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 rear axle driving unit 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, and the first synchronizer (841) is used for connecting the two driving shafts.

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

the first motor (4) and the output shaft (2) are arranged on the same side of the input shaft (1).

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

the transmission unit comprises a main transmission gear (401) and a slave transmission gear (602) which are connected in a meshed manner;

the main transmission gear (401) is arranged on a motor shaft of the first motor (4), and the auxiliary transmission gear (602) is arranged on a power output shaft of the engine (6); and/or the number of the groups of groups,

an output gear (204) is arranged on the output shaft (2), and the output gear (204) is meshed with an input gear (301) of the first differential mechanism (3).

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

the gear assembly comprises a first driving gear (103) and a first driven gear (203) which are in meshed connection;

the first driving gear (103) is arranged on the input shaft (1), and the first driven gear (203) is arranged on the output shaft (2).

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

the gear assembly comprises a second synchronizer (104) 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 second synchronizer (104);

the input shaft (1) is provided with a reverse gear unit and an ultra-low speed unit which are arranged at intervals, and a third synchronizer (107) 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 third synchronizer (107) is used for controlling the power on-off between the reverse gear unit and the ultra-low speed unit.

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

the reverse gear unit comprises a second driving gear (106), a second driven gear (205), an intermediate wheel (701) and a fourth synchronizer (105);

The second driving gear (106) and the fourth synchronizer (105) are both arranged on the input shaft (1), and the fourth synchronizer (105) is used for selectively connecting the second driving gear (106);

the second driven gear (205) is arranged on the output shaft (2), and the intermediate wheel (701) is arranged between the second driving gear (106) and the second driven gear (205) and is meshed and connected with the second driving gear and the second driven gear at the same time.

7. The hybrid power device according to claim 5, 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 third synchronizer (107) adopts a bidirectional single-sided synchronizer which selectively connects with a gear ring/planet carrier of the planetary gear mechanism.

8. The hybrid power device 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);

a first gear (210) and a planetary gear assembly are arranged on the first half shaft (201), a fifth synchronizer (212) and a second gear (211) are arranged on the second half shaft (202), and the second gear is in transmission connection with the planetary gear assembly;

The fifth synchronizer (212) selectively connects the first gear (210) or the second gear (211).

9. The hybrid power device as set forth in claim 8, 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 (211);

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

10. A vehicle, characterized in that:

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