CN220447646U - Hybrid vehicle power mechanism and vehicle - Google Patents

Abstract

The utility model provides a hybrid vehicle power mechanism and a vehicle, wherein a clutch is arranged at the power output end of an engine, a first motor is arranged far away from the engine, the power output end of the first motor is directly connected with an input shaft or is connected through a power transmission unit, two groups of first gear assemblies and second gear assemblies are arranged between the input shaft and an output shaft, the output shaft is in transmission connection with a front axle differential mechanism, and a rear driving force mechanism comprises one or two second motors so as to drive two rear wheels. The clutch is arranged between the engine and the input shaft, the hybrid vehicle power mechanism has two independent driving modes and one hybrid driving mode, and the engine and the first motor are respectively arranged at two ends of the input shaft, so that the hybrid vehicle power mechanism has excellent power performance in three driving modes, has the functional modes of front driving, rear driving or four driving, and can better adapt to various complex road conditions.

Description

Hybrid vehicle power mechanism and vehicle

Technical Field

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

Background

In the traditional vehicles, an engine is generally adopted as a power source, however, the vehicles taking the engine as the power source have great pollution to air, so that pure electric vehicles are developed, and the development of the pure electric vehicles is greatly limited due to the influence of factors such as battery performance, whole vehicle driving mileage and the like.

In view of this, hybrid vehicles are developing more and more rapidly because they can better solve the problems as described above. On a hybrid vehicle, performance of a hybrid vehicle power train is related to power performance and fuel economy of the whole vehicle. At present, the existing hybrid vehicle power mechanism is provided with more than four gears and is matched with an engine to meet various working conditions of the whole vehicle, and the structure of the existing hybrid vehicle power mechanism is complex and is generally used for driving a front axle.

In addition, in the existing hybrid vehicle, the power of the engine of the three-gear hybrid transmission is generally connected with a single shaft and a double shaft through a double clutch respectively, part of the power is output by the single shaft, part of the power is output by the double shaft, the power output by a matched motor is transmitted to the single shaft or the double shaft, when the hybrid vehicle is applied to the vehicle, the number of gears which can be realized in pure electric drive and hybrid drive modes is small, when the hybrid vehicle encounters a front wheel slipping or wet road surface, the problem of difficult escape easily occurs, and the safety of the vehicle running in the hybrid mode is also low.

Disclosure of Invention

In view of the above, the present utility model is directed to a hybrid vehicle power mechanism, which has a plurality of driving modes and excellent performance in each driving mode, and is applied to a vehicle to facilitate improvement of safety of vehicle running.

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

a hybrid vehicle power mechanism includes a front driving force mechanism and a rear driving force mechanism;

the front driving force mechanism comprises an engine, a first motor, a clutch, and an input shaft and an output shaft which are arranged in parallel;

the engine and the first motor are respectively arranged close to two ends of the input shaft, a clutch is arranged at the power output end of the engine, and the clutch is used for controlling the power on-off between the power output end of the engine and the input shaft; the power output end of the first motor is directly connected with the input shaft, or the power output end of the first motor is in transmission connection with the input shaft through a power transmission unit;

two groups of first gear assemblies are arranged between the input shaft and the output shaft, and a first synchronizer positioned between the two groups of first gear assemblies is arranged on the input shaft and/or the output shaft and can be connected with any one of the first gear assemblies so that the input shaft is in transmission connection with the output shaft through the first gear assemblies;

A second gear assembly is arranged between the input shaft and the output shaft, and a second synchronizer is arranged on the input shaft and/or the output shaft and selectively connected with the second gear assembly, so that the input shaft is in transmission connection with the output shaft through the second gear assembly; the output shaft is in transmission connection with the front axle differential mechanism;

the rear driving force mechanism includes a second motor;

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

the two second motors are respectively in direct transmission connection with driving shafts of the two rear wheels; or the two second motors are respectively connected with the driving shafts of the two rear wheels in a transmission way through power transmission assemblies with a plurality of gears.

Further, the input shaft is selectively connected with the output shaft through a power transmission assembly; the input shaft is provided with a fourth synchronizer and a first planetary gear train, and the fourth synchronizer is used for controlling power on-off between the power transmission assembly and the first planetary gear train.

Further, the power transmission assembly comprises a fourth driving wheel, a third synchronizer, a first intermediate shaft and a fourth driven wheel; the fourth driving wheel is sleeved on the input shaft in a hollow mode, the fourth driven wheel is arranged on the output shaft, an intermediate wheel is arranged on the first intermediate shaft, and the intermediate wheel is in transmission connection with the fourth driving wheel and the fourth driven wheel respectively; the third synchronizer is arranged on the input shaft and is used for being selectively connected with the fourth driving wheel.

Further, a first sun gear of the first planetary gear train is arranged on the input shaft; the fourth synchronizer is a bidirectional bilateral synchronizer arranged on the fourth driving wheel and used for controlling power on-off between the first gear ring and the fourth driving wheel or controlling power on-off between the first planet carrier and the fourth driving wheel; or the fourth synchronizer adopts a bidirectional single-side synchronizer arranged on the fourth driving wheel, and the bidirectional single-side synchronizer is selectively connected with the first gear ring or the first planet carrier of the first planetary gear train.

Further, the output shaft comprises a first half shaft which can be in transmission connection with the input shaft through the first gear assembly or the second gear assembly, and a second half shaft which is in transmission connection with the front axle differential; the second half shaft is provided with an output gear, and the output gear is in transmission connection with the front axle differential mechanism; the first half shaft is provided with a first gear and a second planetary gear train, the second half shaft is provided with a fifth synchronizer and a second gear, the second gear is in transmission connection with the second planetary gear train, and the fifth synchronizer is selectively connected with the first gear or the second gear.

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

Further, the number of the second motors is two, and a sixth synchronizer for controlling the power on-off between the two driving shafts is arranged between the two driving shafts.

Further, each first gear assembly comprises a first driving gear fixedly arranged on the input shaft and a first driven gear sleeved on the output shaft in a hollow way; the first synchronizer is arranged on the output shaft and can be selectively connected with any one of the first driven gears.

Further, the second gear assembly comprises a second driving gear fixedly arranged on the input shaft and a second driven gear sleeved on the output shaft in a hollow way; the output shaft is provided with the second synchronizer, and the second synchronizer is selectively connected with the second driven gear.

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

the clutch is arranged between the engine and the input shaft, the engine and the first motor are provided with two independent driving modes, the engine and the first motor are provided with a mixed driving mode, the engine and the first motor are respectively arranged at two ends of the input shaft, so that the three driving modes have excellent dynamic performance, the gear numbers in the three driving modes are the same, the gear shifting performance is excellent, and the front driving force mechanism and the rear driving force mechanism are matched to enable the vehicle to have front driving, rear driving or four driving functional modes and the like, so that the hybrid vehicle can be better adapted to various complex road conditions.

In addition, through setting up first planetary gear train and power transmission subassembly, the power of input bearing is transmitted to the output shaft through first planetary gear train and power transmission subassembly, does benefit to and realizes reverse gear mode and ultra-low speed gear mode, and the power break-make between fourth synchronous ware control power transmission subassembly and the first planetary gear train is convenient for switch reverse gear mode and ultra-low speed gear mode. The power transmission assembly comprises a fourth driving wheel and a third synchronizer, the third synchronizer is selectively connected with the fourth driving wheel, and whether the power of the input shaft is transmitted to the output shaft or not can be realized, so that the power on-off of the reverse gear mode can be conveniently controlled.

Meanwhile, the first sun gear is arranged on the input shaft, and the fourth synchronizer controls the power on-off between the first gear ring and the fourth driving wheel or between the first planet carrier and the fourth driving wheel, so that the power on-off between the power transmission assembly and the first planet gear train is controlled, the power received by the input shaft can be transmitted to the output shaft through the first sun gear, the first gear ring or the first planet carrier, and the ultra-low speed gear mode is convenient to realize.

In addition, the second planetary gear train is added at the output end, so that high-speed gear and low-speed gear can be realized, and the high-speed gear and the low-speed gear can be respectively realized by 3 gears, so that the novel planetary gear has good off-road performance, can meet the requirements of multiple use scenes of clients, and is beneficial to improving the driving pleasure of the whole vehicle.

The customer can select at will in the high-speed range and low-speed range, thus meet various extreme working conditions in the vehicle running; for example, when climbing a slope at a low speed, the speed ratio is changed in a low speed range, 100% of the slope can be climbed, and the strength of each gear wheel, each shaft and each bearing in the power mechanism is not increased, so that the cost is greatly reduced; when the vehicle runs at a high speed, the gear ratio is shifted in a high speed range, the highest speed of the whole vehicle can be improved, the synchronous capacity of the synchronizer is not required to be increased, the strength of the bearing is not required to be increased, and the overall size can be reduced while the cost is reduced.

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

The clutch is arranged between the engine and the input shaft, the clutch has two independent driving modes of independent driving of the engine and independent driving of the first motor, and a mixed driving mode of independent driving of the engine and the first motor, and the engine and the first motor are respectively arranged at two ends of the input shaft, so that the vehicle has excellent dynamic property in three driving modes, the gear numbers in the three driving modes are the same, the gear shifting property is excellent, and the front driving force mechanism and the rear driving force mechanism are matched to enable the vehicle to have front driving, rear driving or four driving functional modes and the like, so that the vehicle can be better adapted to various complex road conditions.

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 view of a front driving force mechanism in a hybrid vehicle power mechanism according to an embodiment of the present utility model;

FIG. 2 is a schematic view of another construction of a front driving force mechanism in a hybrid vehicle power mechanism according to an embodiment of the utility model;

FIG. 3 is a schematic view of a front driving force mechanism in a hybrid vehicle power mechanism according to an embodiment of the present utility model;

fig. 4 is a schematic structural view of a dual motor configuration of a rear driving force mechanism in a hybrid vehicle power mechanism according to an embodiment of the present utility model;

FIG. 5 is a schematic view of another dual motor configuration of a rear drive power mechanism in a hybrid vehicle power mechanism according to an embodiment of the present utility model;

FIG. 6 is a schematic view of another dual motor configuration of a rear drive power mechanism in a hybrid vehicle power mechanism according to an embodiment of the present utility model;

FIG. 7 is a schematic view of another dual motor configuration of a rear drive power mechanism in a hybrid vehicle power mechanism according to an embodiment of the present utility model;

FIG. 8 is a schematic view of another dual motor configuration of a rear drive power mechanism in a hybrid vehicle power mechanism according to an embodiment of the present utility model;

FIG. 9 is a schematic view of another dual motor configuration of a rear drive power mechanism in a hybrid vehicle power mechanism according to an embodiment of the present utility model;

fig. 10 is a schematic structural view of a rear drive force mechanism single motor configuration in a hybrid vehicle power mechanism according to an embodiment of the utility model;

FIG. 11 is a schematic view of another single motor configuration of a rear drive power mechanism in a hybrid vehicle power mechanism according to an embodiment of the present utility model;

fig. 12 is a schematic view of another configuration of a single motor of the rear driving force mechanism in the hybrid vehicle power mechanism according to the embodiment of the utility model.

Reference numerals illustrate:

1. an input shaft; 101. a first driving gear A; 102. a first driving gear B; 103. a third synchronizer; 104. a fourth drive wheel; 105. a first sun gear; 106. a first planet; 107. a first planet carrier; 108. a first ring gear; 109. a fourth synchronizer; 110. a second drive gear;

2. an output shaft; 201. a first half shaft; 202. a second half shaft; 2012. a second sun gear; 2013. a second planet wheel; 2014. a second carrier; 2015. a second ring gear; 2016. a first gear; 2021. a second gear; 2022. a fifth synchronizer; 203. a first driven gear a; 204. a first driven gear B; 205. a second driven gear; 206. an output gear; 207. a fourth driven wheel;

3. a first intermediate shaft; 301. an intermediate wheel; 4. an engine; 5. a first motor; 6. a clutch; 7. a front wheel;

8. a second motor; 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; 83. a countershaft gear; 831. a first countershaft gear; 832. a first countershaft gear; 833. a third countershaft gear; 841. a sixth synchronizer; 842. a seventh synchronizer; 85. a rear axle differential;

9. A rear wheel; 90. a drive shaft;

10. a first synchronizer; 11. a second synchronizer; 12. a front axle differential.

Detailed Description

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

In the description of the present utility model, it should be noted that the azimuth or positional relationship indicated by the terms "upper", "lower", "inner", "back", etc. are based on the azimuth or positional relationship shown in the drawings, and 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 azimuth, be constructed and operated in a specific azimuth, and thus should not be construed as limiting the present utility model. Furthermore, the terms "first," "second," and the like, are used for descriptive purposes only and are not to be construed as indicating or implying relative importance.

In addition, in the description of the present utility model, the terms "mounted," "connected," and "connecting" 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. It will be apparent to those skilled in the art that the specific meaning of the terms described above in the present utility model may be understood in connection with specific situations.

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

The embodiment relates to a hybrid vehicle power mechanism, which is provided with three driving modes, wherein each driving mode at least comprises three gears, and the hybrid vehicle power mechanism is applied to a vehicle and is beneficial to improving the driving safety of the vehicle.

Based on the above design ideas, the present embodiment provides a hybrid vehicle power mechanism that includes a front driving force mechanism and a rear driving force mechanism, and an exemplary structure of the front driving force mechanism may be shown with reference to fig. 1 to 3, and an exemplary structure of the rear driving force mechanism may be shown with reference to fig. 4 to 12.

For a better understanding of the present embodiment, the structure of the front driving force mechanism will be briefly described with reference to fig. 1. The front driving force mechanism mainly includes an engine 4, a first motor 5, a clutch 6, an input shaft 1 and an output shaft 2, and the input shaft 1 and the output shaft 2 are arranged in parallel.

Wherein, the engine 4 and the first motor 5 are respectively arranged near two ends of the input shaft 1, the power output end of the engine 4 is provided with a clutch 6, and the clutch 6 is used for controlling the power on-off between the power output end of the engine 4 and the input shaft 1; the power output end of the first motor 5 is directly connected with the input shaft 1, or the power output end of the first motor 5 is in transmission connection with the input shaft 1 through a power transmission unit. The power transmission unit here may be, for example, a gear pair.

When the clutch 6 is engaged, by starting the engine 4, the power thereof can be transmitted to the input shaft 1, at this time, the first motor 5 can be used for recovering energy or not working, a single driving mode of the engine 4 can be realized, and the engine 4 and the first motor 5 are simultaneously started, so that the power of the engine 4 and the first motor 5 is simultaneously transmitted to the input shaft 1, and a hybrid driving mode can be realized.

When the clutch 6 is disengaged, the power of the engine 4 cannot be transmitted to the input shaft 1, and the first motor 5 alone driving mode can be realized by starting the first motor 5.

In this embodiment, in order to facilitate power transmission, two sets of first gear assemblies are disposed between the input shaft 1 and the output shaft 2, and a first synchronizer 10 disposed between the two sets of first gear assemblies is disposed on the input shaft 1 and/or the output shaft 2, where the first synchronizer 10 can be connected to any one of the first gear assemblies, so that the input shaft 1 is in driving connection with the output shaft 2 through the first gear assemblies.

As a preferred embodiment, each first gear assembly includes a first driving gear fixed on the input shaft 1 and a first driven gear sleeved on the output shaft 2, and the first synchronizer 10 adopts a bidirectional synchronizer arranged on the output shaft 2 and can be selectively connected with any first driving gear, so that the power transmitted to the input shaft 1 can be selectively transmitted to the output shaft 2 through any first gear assembly according to the engagement state of the bidirectional synchronizer.

In this embodiment, the two sets of first gear assemblies each include a first driving gear fixed on the input shaft 1 and a first driven gear sleeved on the output shaft 2. For convenience of description, the first driving gear a101 and the first driven gear a203 on the left side and the first driving gear B102 and the first driven gear B204 on the right side are referred to herein.

The aforementioned bidirectional synchronizer can be selectively connected to the first driven gear a203 or the first driven gear B204. When the bidirectional synchronizer is engaged with the first driven gear a203, power on the input shaft 1 can be transmitted to the output shaft 2 through the first driving gear a101, the first driven gear a203, and the bidirectional synchronizer. When the bidirectional synchronizer is engaged with the first driven gear B204, power on the input shaft 1 can be transmitted to the output shaft 2 through the first driving gear B102, the first driven gear B204, and the bidirectional synchronizer.

When the bidirectional synchronizer is disconnected from the first driven gear a203, power on the input shaft 1 cannot be transmitted to the output shaft 2 through the first driving gear a101, the first driven gear a203, and the bidirectional synchronizer. When the bidirectional synchronizer is disconnected from the first driven gear B204, power on the input shaft 1 cannot be transmitted to the output shaft 2 through the first driving gear B102, the first driven gear B204, and the bidirectional synchronizer.

It should be noted that, in addition to the above structure, the first driving gear a101 and the first driving gear B102 may be both sleeved on the input shaft 1, the first driven gear a203 and the first driven gear B204 are both fixedly arranged on the output shaft 2, and the bidirectional synchronizer is fixedly arranged on the input shaft 1, and is located between the first driving gear a101 and the first driving gear B102, so as to selectively connect the first driving gear a101 or the first driving gear B102.

Alternatively, the first driving gear a101 and the first driving gear B102 may be both sleeved on the input shaft 1, the first driven gear a203 and the first driven gear B204 may be both sleeved on the output shaft 2, a bidirectional synchronizer between the first driving gear a101 and the first driving gear B102 is disposed on the input shaft 1, the bidirectional synchronizer is selectively connected to the first driving gear a101 or the first driving gear B102, and a bidirectional synchronizer between the first driven gear a203 and the first driven gear B204 is disposed on the output shaft 2, and the bidirectional synchronizer is selectively connected to the first driven gear a203 or the first driven gear B204.

In this embodiment, still referring to fig. 1, the input shaft 1 and the output shaft 2 are also in driving connection via a second gear assembly. As in the present embodiment, the second gear assembly includes a second driving gear 110 fixed on the input shaft 1, and a second driven gear 205 sleeved on the output shaft 2, where the second driving gear 110 is meshed with the second driven gear 205.

The output shaft 2 is provided with a second synchronizer 11, and the second synchronizer 11 is preferably an existing one-way synchronizer, and is selectively connected with the second driven gear 205, so that power transmitted to the input shaft 1 can be transmitted to the output shaft 2 through the second driving gear 110 and the second driven gear 205.

In addition, the second driving gear 110 may be sleeved on the input shaft 1, and the second driven gear 205 may be fixed on the output shaft 2, and in this case, a synchronizer selectively connected to the second driving gear 110 needs to be provided on the input shaft 1. In addition, it is needless to say that the second driving gear 110 is sleeved on the input shaft 1, the second driven gear 205 is sleeved on the output shaft 2, and at this time, a synchronizer selectively connected to the second driving gear 110 is provided on the input shaft 1, and a synchronizer selectively connected to the second driven gear 205 is provided on the output shaft 2.

It should be noted that, in the front driving force mechanism in fig. 1, the output shaft 2 is provided with an output gear 206, which is meshed with the input ring gear of the front axle differential 12, so that the power transmitted to the output shaft 2 through any gear can be transmitted to the front axle differential 12 through the output gear 206, and then transmitted to the front wheels 7 on the left and right sides of the front axle respectively by the front axle differential 12.

It should be noted that, from one end of the input shaft 1 near the engine 4 to the other end, the diameter of the second driving gear 110 is the largest, and the diameter of the first driving gear B102 is the smallest, so that two gears, three gears and one gear are formed from left to right in the state shown in fig. 1, and the gear shifting is convenient, and is more beneficial to overall arrangement.

As a preferred embodiment, as shown in fig. 2, the input shaft 1 is selectively connected with the output shaft 2 through a power transmission assembly, and a fourth synchronizer 109 and a first planetary gear train are arranged on the input shaft 1, and the fourth synchronizer 109 is used for controlling the power on-off between the power transmission assembly and the first planetary gear train.

Here, the reverse gear mode may be realized by the power transmission assembly described below, the fourth synchronizer 109 and the first planetary gear train are provided on the input shaft 1, and the fourth synchronizer 109 is made to control the power on-off between the power transmission assembly and the first planetary gear train, so that the power received by the input shaft 1 is transmitted to the output shaft 2 through the first planetary gear train and the power transmission assembly, and the ultra-low gear mode may be realized, or the reverse gear mode and the ultra-low gear mode may be switched by the engagement and the disengagement of the fourth synchronizer 109.

The power transmission assembly includes a fourth driving wheel 104 that is sleeved on the input shaft 1, a third synchronizer 103 that is disposed on the input shaft 1, a first intermediate shaft 3, an intermediate wheel 301 that is fixedly disposed on the first intermediate shaft 3, and a fourth driven wheel 207 that is fixedly disposed on the output shaft 2.

The third synchronizer 103 is used for selectively connecting the fourth driving wheel 104, and the middle wheel 301 is respectively in transmission connection with the fourth driving wheel 104 and the fourth driven wheel 207. The intermediate wheel 301 is in transmission connection with the fourth driving wheel 104 and the fourth driven wheel 207, respectively, so that the stability of the power transmission from the fourth driving wheel 104 to the fourth driven wheel 207 can be improved.

In addition, the aforementioned first planetary gear train mainly includes a first sun gear 105, a first ring gear 108, and a first planet gear 106 drivingly connected to the first sun gear 105 and the first ring gear 108, respectively. Wherein the first sun gear 105 is disposed on the input shaft 1, the first planet gears 106 are rotatably disposed on the transmission housing via the first planet carrier 107, and the fourth synchronizer 109 is selectively connected with the first ring gear 108.

Here, if the first ring gear 108 of the first planetary gear set is provided on the transmission case, the fourth synchronizer 109 is selectively connected to the first carrier 107. So configured, the fourth synchronizer 109 is facilitated to control the power on-off between the power transfer assembly and the first planetary gear train.

The aforementioned fourth synchronizer 109 specifically includes a bidirectional single-sided synchronizer disposed on the fourth driving wheel 104, where the bidirectional single-sided synchronizer is used to selectively connect the first gear ring 108 of the first planetary gear train, and at this time, the engagement of the bidirectional single-sided synchronizer is sleeved on the first gear ring 108, and since the fourth driving wheel 104 belongs to the power transmission component, the first gear ring 108 belongs to the first planetary gear train, so that the power on/off between the power transmission component and the first planetary gear train can be realized.

In the first planetary gear train, one of the first ring gear 108 and the first carrier 107 may be fixed, and the first planetary gear train as described above is described by taking the fixing of the first carrier 107 as an example, but it is needless to say that the first ring gear 108 may be fixed, and only the bidirectional single-sided synchronizer should be selectively connected to the first carrier 107 at this time, and the engagement sleeve of the bidirectional single-sided synchronizer is sleeved on the first carrier 107.

Here, the fourth synchronizer 109 may be a bidirectional single-sided synchronizer, or a bidirectional double-sided synchronizer, and when the fourth synchronizer is a bidirectional double-sided synchronizer, the gear hub is sleeved on the input shaft 1, and when the gear sleeve is shifted by the shift fork, the synchronizing ring can be driven to engage with engaging teeth on the fourth driving wheel 104 and the first gear ring 108 located on both sides thereof, or the synchronizing ring can be driven to engage with engaging teeth on the fourth driving wheel 104 and the first carrier 107 located on both sides thereof.

It should be noted that, in the front driving force mechanism in fig. 2, the output shaft 2 is provided with the output gear 206, which is in meshed connection with the input ring gear of the front axle differential 12, so that the power transmitted to the output shaft 2 through any gear can be transmitted to the front axle differential 12 through the output gear 206, and the power in the reverse gear mode and the ultra-low gear mode can be transmitted to the output shaft 2, and also can be transmitted to the front axle differential 12 through the output gear 206. Alternatively, the fourth driven wheel 207 may be engaged with the input ring gear of the front differential 12 without providing the output gear 206, and the functions that can be achieved are unchanged.

In the hybrid vehicle power mechanism of the embodiment, the first planetary gear train is arranged at one end of the input shaft 1 far away from the engine 4, so that the input of the wheel end torque can be increased, and the hybrid vehicle power mechanism has good obstacle surmounting and escaping capabilities. Furthermore, it enables shifting to a reverse gear and an ultra-low gear in each of the three-gear modes, where ultra-low gear means that power is transmitted from the input shaft 1 to the output shaft 2 via the first planetary gear train and then via the power transmission assembly.

As a preferred embodiment, in the hybrid vehicle power mechanism of the present embodiment, as shown in fig. 3, the output shaft 2 includes a first half shaft 201 and a second half shaft 202, and the first half shaft 201 and the second half shaft 202 are coaxially arranged to facilitate arrangement of other parts. The first half shaft 201 can be in transmission connection with the input shaft 1 through any one of a first gear assembly and a second gear assembly, and the second half shaft 202 is provided with an output gear 206, and the output gear 206 is in transmission connection with the front axle differential 12.

As in this embodiment, the output gear 206 is operatively connected to the input ring gear of the front axle differential 12 such that power transmitted to the second axle shaft 202 is transmitted to the front axle via the output gear 206.

In order to facilitate the power transmission between the first half shaft 201 and the second half shaft 202, as a preferred embodiment, the first half shaft 201 is provided with a first gear 2016 and a second planetary gear train, the second half shaft 202 is sleeved with a second gear 2021, the second gear 2021 is in driving connection with the second planetary gear train, and the second half shaft 202 is provided with a fifth synchronizer 2022, and the fifth synchronizer 2022 is selectively connected with the first gear 2016 or the second gear 2021.

When the fifth synchronizer 2022 is connected to the first gear 2016, the power received on the first axle 201 is transmitted to the second axle 202 via the first gear 2016 and the fifth synchronizer 2022. When the fifth synchronizer 2022 is connected to the second gear 2021, the power received on the first axle 201 is transmitted to the second axle 202 through the second planetary gear set, the second gear 2021, and the fifth synchronizer 2022.

In a preferred embodiment, the second planetary gear train mainly comprises a second sun wheel 2012, a second ring gear 2015, and second planet wheels 2013 in driving connection with the second sun wheel 2012 and the second ring gear 2015, respectively. The second sun gear 2012 is disposed on the first half shaft 201, the second ring gear 2015 is fixedly disposed on the housing of the transmission, and the second gear 2021 is connected to the second planet carrier 2014 of the second planet gear 2013.

When the fifth synchronizer 2022 is connected to the second gear 2021, the power of the first axle 201 can be transmitted to the second axle 202 via the second sun gear 2012, the second planet gear 2013, the second planet carrier 2014, the second gear 2021 and the fifth synchronizer 2022, so that the ultra-low gear mode is conveniently implemented, and each gear of the power mechanism of the embodiment has an ultra-low gear mode, so that the power mechanism has good drivability.

Here, if the second carrier 2014 of the second planetary gear train is fixed to the case of the transmission, the second gear 2021 and the second ring gear 2015 may be connected, and at this time, by connecting the fifth synchronizer 2022 to the second gear 2021, the power received on the first axle 201 may be transmitted to the second axle 202 via the second sun gear 2012, the second planet gears 2013, the second ring gear 2015, the second gear 2021 and the fifth synchronizer 2022.

The structure of the rear driving force mechanism of the present embodiment is shown in fig. 4 to 12, and it should be noted that the rear driving force mechanism may be provided with only one second motor 8, or may be provided with two second motors 8. The two-motor arrangement structure in which two motors are arranged can be referred to as shown in fig. 4 to 9, and the single-motor arrangement structure in which only one motor is arranged can be referred to as shown in fig. 10 to 12.

As shown in fig. 4 to 9, when two second motors 8 are provided, the two second motors 8 are provided corresponding to the drive shafts 90 of the rear wheels 9 on the left and right sides, respectively. The two second motors 8 are directly disposed on the driving shafts 90 on the corresponding sides respectively, and a sixth synchronizer 841 is disposed between the two driving shafts 90, and in this structure, the two second motors 8 may be disposed separately, that is, not integrated on the rear wheel 9, or the two second motors 8 may be integrated on the rear wheel 9 on the corresponding sides respectively.

Besides, the two second motors 8 can be respectively connected with the corresponding side driving shafts 90 through a group of power transmission units in a transmission way, and a sixth synchronizer 841 is arranged between the two groups of power transmission units; the specific configuration of the power transmission unit of each group and the arrangement position of the sixth synchronizer 841 can be flexibly set according to the transmission and speed change requirements between the second motor 8 and the rear wheel 9. The power transmission unit can be arranged into a one-gear, two-gear or multiple-gear speed changing mode according to the gear change requirement, and the gears can be switched through the synchronizer.

For example, referring to fig. 4, the second motor 8 is directly disposed on the driving shaft 90 on the corresponding side, and a sixth synchronizer 841 is provided between the driving shafts 90. For another example, referring to fig. 5, a motor shaft gear 81 is provided on the motor shaft of the second motor 8, a driving shaft gear 82 is provided on the driving shaft 90 on the corresponding side, and the motor shaft gear 81 and the driving shaft gear 82 are engaged for transmission to form a power transmission unit; a sixth synchronizer 841 is provided between the two sets of power transmission units. Of course, the sixth synchronizer 841 may be provided between the two driving shafts 90, or between the motor shafts of the two second motors 8.

For another example, referring to fig. 6, a second intermediate shaft 800 is provided between the motor shaft of the second motor 8 and the corresponding side driving shaft 90, a motor shaft gear 81 is provided on the motor shaft of the second motor 8, a first intermediate shaft gear 831 and a first intermediate shaft gear 832 are provided on the second intermediate shaft 800 at intervals, and a driving shaft gear 82 is provided on the driving shaft 90.

Wherein, motor shaft gear 81 is meshed with first jackshaft gear 831, and first jackshaft gear 832 is meshed with drive shaft gear 82 to form the variable transmission path, can realize stable variable transmission effect. The sixth synchronizer 841 may then be disposed at a plurality of locations on the two sets of power transmission units, such as between the motor shafts of the two second motors 8 shown in fig. 6; of course, the sixth synchronizer 841 may also be provided between the two drive shafts 90 or between the two second intermediate shafts 800.

Or referring to fig. 7, a first motor shaft gear 811 and a second motor shaft gear 812 are provided at intervals on the motor shaft of the second motor 8, and a first drive shaft gear 821 and a second drive shaft gear 822 are provided at intervals on the drive shaft 90 on the corresponding side. The first motor shaft gear 811 is 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 sixth synchronizer 841 is arranged between motor shafts of the second motors 8 on both sides; of course, the sixth synchronizer 841 may also be provided between the two drive shafts 90.

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

Wherein, the first motor shaft gear 811 is meshed with the first intermediate shaft gear 831, the second motor shaft gear 812 is meshed with the first intermediate shaft gear 832, and the third intermediate shaft gear 833 is meshed with the driving shaft gear 82; meanwhile, a seventh synchronizer 842 is provided on the second intermediate shaft 800 between the first intermediate shaft gear 831 and the first intermediate shaft gear 832, and can shift gears, forming two variable transmission paths of different transmission ratios of the power transmission unit. The sixth synchronizer 841 may be provided between the driving shafts 90 on both sides; of course, the sixth synchronizer 841 may also be provided between the motor shafts of the two second motors 8 or between the two second intermediate shafts 800.

Alternatively, referring to fig. 9, a second intermediate shaft 800 is provided between the motor shaft of the second motor 8 and the corresponding drive shaft 90. A motor shaft gear 81 is arranged on a motor shaft of the second motor 8, a first intermediate shaft gear 831, a third intermediate shaft gear 833 and a first intermediate shaft gear 832 are arranged on the second intermediate shaft 800 at intervals, and a first driving shaft gear 821 and a second driving shaft gear 822 are sleeved on the driving shaft 90 at intervals.

Wherein, the motor shaft gear 81 is in meshed connection with the third intermediate shaft gear 833, the first intermediate shaft gear 831 is in meshed connection with the first drive shaft gear 821, and the first intermediate shaft gear 832 is in meshed connection with the second drive shaft gear 822; meanwhile, a seventh synchronizer 842 is provided on the drive shaft 90 between the first drive shaft gear 821 and the second drive shaft gear 822, and a gear position is shiftable, forming two variable transmission paths of different transmission ratios of the power transmission unit. The sixth synchronizer 841 may be disposed between the second intermediate shafts 800 on both sides; of course, the sixth synchronizer 841 may also be provided between the motor shafts of the two second motors 8 or between the two drive shafts 90.

In general, two second motors 8 are adopted to respectively drive the rear wheels 9 on the left side and the right side, and through arranging a sixth synchronizer 841 between the driving shafts 90 on the left side and the right side or the power transmission units, not only can the driving forces on the two sides be disconnected and the differential effect be realized, but also the sixth synchronizer 841 can timely engage the driving shafts 90 on the two sides when the rear wheels 9 on one side are difficult to get rid of the trapped state due to bad road conditions, so that the power of the two second motors 8 is combined and transmitted to the rear wheels 9 to be relieved, and the escaping capability of the vehicle is improved.

When one second motor 8 is provided, the rear driving force mechanism includes the second motor 8, and the rear axle differential 85 provided between the drive shafts 90 of the rear wheels 9 on the left and right sides, and the second motor 8 is connected to the rear axle differential 85 directly or through a speed change mechanism having a plurality of gears.

For example, referring to fig. 10, the second motor 8 and the rear axle differential 85 may be integrally provided, and the second motor 8 drives the rear axle differential 85 to rotate the drive shafts 90 on both sides. Alternatively, as shown in fig. 11 and 12, the second motor 8 is drivingly connected to the rear axle differential 85 between the side drive shafts 90 through a set of speed change mechanisms. For the specific configuration of the speed change mechanism, the speed change mechanism can be flexibly arranged according to the transmission and speed change requirements between the second motor 8 and the rear wheel 9. The rear driving force mechanism adopts a mode of matching a single motor with the rear axle 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 driving force mechanism.

For example, referring to fig. 11, a second intermediate shaft 800 is disposed between a motor shaft of the second motor 8 and the rear axle differential 85, a motor shaft gear 81 is disposed on the motor shaft of the second motor 8, a first intermediate shaft gear 831 and a first intermediate shaft gear 832 are disposed on the second intermediate shaft 800 at intervals, and a driving shaft gear 82 is disposed on the rear axle differential 85; wherein, motor shaft gear 81 is meshed with first jackshaft gear 831, and first jackshaft gear 832 is meshed with drive shaft gear 82 to form the variable transmission path, can realize stable variable transmission effect.

For another example, referring to fig. 12, a second intermediate shaft 800 is disposed between the motor shaft of the second motor 8 and the rear axle differential 85, a first motor shaft gear 811 and a second motor shaft gear 812 are disposed on the motor shaft of the second motor 8 at intervals, a first intermediate shaft gear 831, a first 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 rear axle differential 85.

Wherein, first motor shaft gear 811 is in meshed connection with first intermediate shaft gear 831, second motor shaft gear 812 is in meshed connection with first intermediate shaft gear 832, and third intermediate shaft gear 833 is in meshed connection with drive shaft gear 82. At this moment, the seventh synchronizer 842 is provided on the second intermediate shaft 800 between the first intermediate shaft gear 831 and the first intermediate shaft gear 832, and the gear can be shifted, so that two variable speed transmission paths with different transmission ratios of the speed change mechanism are formed, and the speed change driving of two gears can be performed on the rear wheel 9, thereby realizing a stable variable speed transmission effect.

Meanwhile, the embodiment also relates to a vehicle provided with the hybrid vehicle power mechanism as described above. It may employ any one of the front driving force mechanisms of fig. 1 to 3, or may employ any one of the rear driving force mechanisms of fig. 4 to 12.

The vehicle of the embodiment, by applying the aforementioned hybrid vehicle power mechanism, has the same beneficial effects as the aforementioned front driving force mechanism and rear driving force mechanism relative to the prior art, and will not be described in detail herein.

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 vehicle power train, characterized by:

comprises a front driving force mechanism and a rear driving force mechanism;

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

the engine (4) and the first motor (5) are respectively arranged close to two ends of the input shaft (1), a clutch (6) is arranged at the power output end of the engine (4), and the clutch (6) is used for controlling power on-off between the power output end of the engine (4) and the input shaft (1); the power output end of the first motor (5) is directly connected with the input shaft (1), or the power output end of the first motor (5) is in transmission connection with the input shaft (1) through a power transmission unit;

Two groups of first gear assemblies are arranged between the input shaft (1) and the output shaft (2), a first synchronizer (10) positioned between the two groups of first gear assemblies is arranged on the input shaft (1) and/or the output shaft (2), and the first synchronizer (10) can be connected with any one of the first gear assemblies, so that the input shaft (1) is in transmission connection with the output shaft (2) through the first gear assemblies;

a second gear assembly is arranged between the input shaft (1) and the output shaft (2), a second synchronizer (11) is arranged on the input shaft (1) and/or the output shaft (2), and the second synchronizer (11) is selectively connected with the second gear assembly, so that the input shaft (1) is in transmission connection with the output shaft (2) through the second gear assembly; the output shaft (2) is used for being in transmission connection with the front axle differential mechanism (12);

the rear drive force mechanism includes a second motor (8);

a rear axle differential mechanism (85) is arranged between driving shafts (90) of rear wheels (9) at the left side and the right side, and the second motor (8) is directly connected with the rear axle differential mechanism (85) or is connected with the rear axle differential mechanism (85) through a speed change mechanism with a plurality of gears; or alternatively, the first and second heat exchangers may be,

the two second motors (8) are directly connected with driving shafts (90) of the two rear wheels (9) in a transmission way respectively; or, the two second motors (8) are respectively connected with the driving shafts (90) of the two rear wheels (9) in a transmission way through power transmission assemblies with a plurality of gears.

2. The hybrid vehicle power train as set forth in claim 1, wherein:

the input shaft (1) is selectively connected with the output shaft (2) through a power transmission assembly;

the input shaft (1) is provided with a fourth synchronizer (109) and a first planetary gear train, and the fourth synchronizer (109) is used for controlling power on-off between the power transmission assembly and the first planetary gear train.

3. The hybrid vehicle power train as set forth in claim 2, wherein:

the power transmission assembly comprises a fourth driving wheel (104), a third synchronizer (103), a first intermediate shaft (3) and a fourth driven wheel (207);

the fourth driving wheel (104) is sleeved on the input shaft (1), the fourth driven wheel (207) is arranged on the output shaft (2), an intermediate wheel (301) is arranged on the first intermediate shaft (3), and the intermediate wheel (301) is respectively in transmission connection with the fourth driving wheel (104) and the fourth driven wheel (207);

the third synchronizer (103) is arranged on the input shaft (1), and the third synchronizer (103) is used for being selectively connected with the fourth driving wheel (104).

4. A hybrid vehicle power train as set forth in claim 3, wherein:

A first sun gear (105) of the first planetary gear train is arranged on the input shaft (1);

the fourth synchronizer (109) is a bidirectional double-sided synchronizer arranged on the fourth driving wheel (104), and the bidirectional double-sided synchronizer is used for controlling power on-off between the first gear ring (108) of the first planetary gear train and the fourth driving wheel (104) or controlling power on-off between the first planet carrier (107) of the first planetary gear train and the fourth driving wheel (104); or alternatively, the first and second heat exchangers may be,

the fourth synchronizer (109) adopts a bidirectional single-side synchronizer arranged on the fourth driving wheel (104), and the bidirectional single-side synchronizer is selectively connected with a first gear ring (108) or a first planet carrier (107) of the first planetary gear train.

5. The hybrid vehicle power train as set forth in claim 1, wherein:

the output shaft (2) comprises a first half shaft (201) which can be in transmission connection with the input shaft (1) through any one of the first gear assembly or the second gear assembly, and a second half shaft (202) which is in transmission connection with the front axle differential (12);

an output gear (206) is arranged on the second half shaft (202), and the output gear (206) is in transmission connection with the front axle differential (12);

The first half shaft (201) is provided with a first gear (2016) and a second planetary gear train, the second half shaft (202) is provided with a fifth synchronizer (2022) and a second gear (2021), the second gear (2021) is in transmission connection with the second planetary gear train, and the fifth synchronizer (2022) is selectively connected with the first gear (2016) or the second gear (2021).

6. The hybrid vehicle power train as set forth in claim 5, wherein:

a second sun gear (2012) of the second planetary gear train is arranged on the first half shaft (201), and a second ring gear (2015) or a second planet carrier (2014) of the second planetary gear train is connected with the second gear (2021);

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

7. The hybrid vehicle power train as set forth in claim 1, wherein:

the number of the second motors (8) is two, and a sixth synchronizer (841) for controlling the power on-off between the two driving shafts (90) is arranged between the two driving shafts.

8. The hybrid vehicle power train as set forth in any one of claims 1-7, wherein:

each first gear assembly comprises a first driving gear fixedly arranged on the input shaft (1) and a first driven gear sleeved on the output shaft (2);

The first synchronizer (10) is arranged on the output shaft (2) and can be selectively connected with any one of the first driven gears.

9. The hybrid vehicle power train as set forth in claim 8, wherein:

the second gear assembly comprises a second driving gear (110) fixedly arranged on the input shaft (1) and a second driven gear (205) sleeved on the output shaft (2);

the output shaft (2) is provided with the second synchronizer (11), and the second synchronizer (11) is selectively connected with the second driven gear (205).

10. A vehicle, characterized in that:

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