CN220465227U - Hybrid power system and vehicle - Google Patents

Abstract

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

Description

Hybrid power system and vehicle

Technical Field

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

Background

The vehicle is driven by a power plant, which is a set of technical equipment that generates motive power from other forms of energy, such as chemical energy of fuel, electrical energy, etc. The existing hybrid power system mainly comprises an engine, a motor and a transmission, wherein the power of the engine and the power of the motor can be coupled together in a certain mode, the functions of speed change and torque change can be realized, and various driving modes can be realized, so that the hybrid power system is more and more widely applied.

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

Disclosure of Invention

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

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

a hybrid system includes a battery pack, a first drive unit, and a second drive unit;

the first driving unit comprises an engine, a first motor, a second motor, an input shaft and an output shaft, wherein the first motor and the second motor are electrically connected with the battery pack;

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

the power output shaft of the engine is connected with the crankshaft of the engine through a flexible disc, the first motor is arranged between the power output shaft and the input shaft, a first clutch part is arranged between the power output shaft and the first motor, and a second clutch part is arranged between the first motor and the input shaft;

the first clutch part is used for controlling the engagement or disengagement of the engine and the first motor, and the second clutch part is used for controlling the engagement or disengagement of the first motor and the input shaft;

the second motor is in transmission connection with the output shaft through a transmission assembly;

the second driving unit comprises a third motor and a second differential mechanism arranged between the 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 second 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 gear unit 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 second motor is arranged on one side of the gear unit, which is close to the first motor;

the transmission assembly is located between the second motor and the gear unit.

Further, the transmission assembly 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 second motor, and the auxiliary transmission gear is arranged on the output shaft.

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

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

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

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

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

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

Further, the first driving gear is sleeved on the input shaft in a hollow mode, and a third synchronizer is arranged on the input shaft and used for being connected with the first driving gear;

the input shaft is provided with a reverse gear unit, a transmission unit and a fourth synchronizer, wherein the reverse gear unit and the transmission unit are arranged at intervals;

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

the fourth synchronizer is used for controlling power on-off between the reverse gear unit and the transmission unit.

Further, the reverse gear unit comprises a second driving gear, a second driven gear, an intermediate wheel and a fifth synchronizer;

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

the second driven gear is arranged on the output shaft, and the intermediate wheel is arranged between the second driving gear and the second driven gear and is meshed and connected with the second driving gear and the second driven gear simultaneously.

Further, the transmission unit comprises a planetary gear mechanism;

the sun gear of the planetary gear mechanism is arranged on the input shaft;

the fourth synchronizer is a bidirectional double-sided synchronizer, a gear hub of the bidirectional double-sided synchronizer is sleeved on the input shaft in a hollow mode, and a synchronizing ring of the bidirectional double-sided synchronizer is selectively connected with a gear ring/a planet carrier of the planetary gear mechanism.

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

the hybrid power system has the advantages of simple power transmission structure, higher transmission efficiency and stable power transmission. And through being provided with engine, first motor and second motor simultaneously, be convenient for realize multiple driving mode, first motor and second motor can work with the engine is synergistic, have better dynamic performance and fuel economy, still can make two motors realize the recovery of energy when all work in high efficiency interval, and through setting up two motors, do benefit to the moment of torsion that reduces every motor and make the volume of motor less, thereby reduce derailleur cost and weight, and also have good dynamic. The rear axle driving system is beneficial to improving the escaping capability and driving safety of the vehicle.

In addition, through making the gear unit include first driving gear and first driven gear, can make the power transmission simple structure between input shaft and the output shaft, when being convenient for design implementation, the power transmission route is shorter, and energy loss is less.

The second motor is arranged on one side of the gear unit, which is close to the first motor, and the transmission assembly is arranged between the second motor and the gear unit, so that the size of the first driving unit along the axial direction of the output shaft is reduced, the compactness of each part in arrangement is improved, and the arrangement on the whole vehicle body is facilitated.

In addition, through making drive assembly include main drive gear and follow drive gear, can make the power transmission structure between second motor and the output shaft comparatively simple, do benefit to and promote power transmission efficiency.

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

And secondly, a reverse gear mode and an ultra-low gear mode can be realized by arranging a reverse gear unit, a transmission unit, a third synchronizer and a fourth synchronizer on the input shaft, so that the usability of the vehicle is improved.

Through making intermediate wheel and second driving gear and second driven gear mesh respectively and link to each other, can improve the stationarity that power was transmitted to the second driven gear by the second driving gear, and then promote the driving stability under the reverse gear mode.

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

According to the vehicle, the hybrid power system is arranged, so that the front axle and the rear axle can be driven according to the driving requirements, the driving safety of the vehicle in driving is improved, and the energy consumption of the vehicle is reduced.

Drawings

The accompanying drawings, which are included to provide a further understanding of the utility model and are incorporated in and constitute a part of this specification, illustrate embodiments of the utility model and together with the description serve to explain the utility model. In the drawings:

fig. 1 is a schematic diagram of a first structure of a first driving unit according to an embodiment of the utility model;

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

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

Fig. 4 is a schematic view of a first structure of a second driving unit configured with a second motor according to an embodiment of the present utility model;

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

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

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

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

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

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

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

fig. 12 is a schematic view of a sixth structure of two second motors disposed in the second driving unit according to an embodiment of the present utility model.

Reference numerals illustrate:

1. an input shaft; 2. an output shaft; 3. a first motor; 4. a second motor; 5. a first intermediate shaft; 6. an engine; 8. a third motor; 9. a rear wheel; 10. a first clutch part; 11. a second clutch part;

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

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

401. main transmission gear

501. An intermediate wheel;

601. a power output shaft; 602. a flexible disc;

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

90. A 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 present embodiment relates to a hybrid system that includes, in its entire constitution, a battery pack, a first drive unit, and a second drive unit. Wherein the first drive unit comprises an engine 6, a first motor 3 and a second motor 4 electrically connected to the battery pack, and an input shaft 1 and an output shaft 2 arranged in parallel. The input shaft 1 and the output shaft 2 are drivingly connected by a gear unit, and the output shaft 2 is used to output power to a first differential.

The power output shaft 601 of the engine 6 is connected with the crankshaft of the engine 6 through a flexible disc 602, the first motor 3 is arranged between the power output shaft 601 and the input shaft 1, a first clutch part 10 is arranged between the power output shaft 601 and the first motor 3, and a second clutch part 11 is arranged between the first motor 3 and the input shaft 1. The first clutch portion 10 is used for controlling engagement or disengagement of the engine 6 with the first motor 3, and the second clutch portion 11 is used for controlling engagement or disengagement of the first motor 3 with the input shaft 1. The second motor 4 is in transmission connection with the output shaft 2 through a transmission assembly.

The second 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 connected with the second differential mechanism 85 directly or through a speed change mechanism; alternatively, the second driving unit has two third motors 8 oppositely arranged in the left-right direction of the whole vehicle, each third motor 8 is connected to a driving shaft 90 of a wheel on the corresponding side, and a first synchronizer 841 is provided between the two driving shafts 90, the first synchronizer 841 being for connecting the two driving shafts 90.

It can be understood that in this embodiment, the first driving unit includes the input shaft 1, the output shaft 2, the first motor 3, the second motor 4 and the engine 6, and a gear unit is disposed between the input shaft 1 and the output shaft 2, a transmission assembly is disposed between the second motor 4 and the output shaft 2, the power transmission structure is simple, the transmission efficiency is high, and one end of the power output shaft 601 of the engine 6 is connected with the crankshaft of the engine 6 through the flexible disc 602, so that the stability of the power output of the engine 6 is improved.

In addition, set up engine 6, first motor 3 and second motor 4 simultaneously, be convenient for realize multiple driving mode, still can make two motors realize the recovery of energy when all work in high efficiency interval, and through setting up two motors, do benefit to the moment of torsion that reduces every motor and make the volume of motor less, thereby reduce first drive unit cost and weight, and also have good dynamic nature. And the first clutch part 10 and the second clutch part 11 are arranged, so that different driving modes can be conveniently switched, and when the first motor 3 and the second motor 4 are driven, the connection between the engine 6 and the first motor 3 can be cut off, and the efficiency loss caused by the resistance of the engine 6 when the kinetic energy is recovered is eliminated.

In addition, the third motor 8 in the second driving unit is directly connected with the second differential mechanism 85, or the third motor 8 is in transmission connection with the second differential mechanism 85, so that the power transmitted to the rear axle can be regulated according to the use requirement. Meanwhile, by connecting the two third motors 8 with the driving shafts 90 of the wheels on the corresponding sides in a driving manner, and providing the first synchronizer 841 connecting the two driving shafts 90 between the two driving shafts 90, the driving force between the two driving shafts 90 can be released, thereby realizing a differential effect and being beneficial to improving the escaping capability of the vehicle, and further improving the driving safety of the vehicle.

It should be further noted that, in this embodiment, the first driving unit and the second driving unit may respectively drive wheels of the front axle and the rear axle, and when implemented, the first driving unit may be used to drive the front axle, and the second driving unit may be used to drive the rear axle; or the two are in exchange positions, the first driving unit is used for driving the rear axle, and the second driving unit is used for driving the front axle. In this embodiment, the first driving unit drives the front axle, and the second driving unit drives the rear axle.

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

As a preferred embodiment, as shown in fig. 1, in the present embodiment, the gear unit includes a first driving gear 102 and a first driven gear 203 which are engaged with each other, the first driving gear 102 is provided on the input shaft 1, and the first driven gear 203 is provided on the output shaft 2. It can be appreciated that by including the first driving gear 102 and the first driven gear 203 in the gear unit, the power transmission structure between the input shaft 1 and the output shaft 2 can be made simple, so that the design and implementation are facilitated, and the power transmission path is shorter and the energy loss is smaller.

Furthermore, as a preferred arrangement, in the present embodiment, the second motor 4 is provided on the side of the gear unit close to the first motor 3, and the transmission assembly is located between the second motor 4 and the gear unit. In this way, it is facilitated to reduce the size in the axial direction of the output shaft 2 of the first drive unit while facilitating the improvement of the compactness of each component at the time of arrangement, thereby facilitating arrangement on the whole vehicle body.

Preferably, in the present embodiment, the transmission assembly includes a main transmission gear 401 and a sub transmission gear 205 which are in meshed connection, wherein the main transmission gear 401 is arranged on a motor shaft of the second motor 4, and the sub transmission gear 205 is arranged on the output shaft 2. By making the transmission assembly include the main transmission gear 401 and the auxiliary transmission gear 205, the power transmission structure between the second motor 4 and the output shaft 2 can be simpler, which is beneficial to improving the power transmission efficiency.

In addition, in the specific implementation, the first clutch part 10 and the second clutch part 11 can both adopt clutches, so that the structure is simple, the cost is low, and the on-off use effect is good. It should be noted that, when power is transmitted to the first differential, the output shaft 2 in this embodiment may be directly used as a power input shaft of the first differential, so as to transmit power to the first differential, or may be in driving connection with the power input shaft of the first differential through a gear, so as to transmit power to the first differential.

The first driving unit of the hybrid power system of the embodiment can select to drive one of the engine 6, the first motor 3 and the second motor 4 independently according to the driving requirement of the vehicle, or drive any two of the three simultaneously, or drive the three simultaneously, so as to reduce the energy consumption of the power system while meeting the driving requirement, and have better practicability.

When the engine 6 is driven alone, the first clutch portion 10 and the second clutch portion 11 are engaged, and the power transmission route is: the engine 6, the flexible disc 602, the power output shaft 601, the first clutch part 10, the first motor 3, the second clutch part 11, the input shaft 1, the first driving gear 102, the first driven gear 203, the output shaft 2, the first differential mechanism and the front wheels.

When the second motor 4 is driven independently, the first clutch portion 10 and the second clutch portion 11 are both disconnected, and the power transmission route is as follows: second motor 4→main drive gear 401→slave drive gear 205→output shaft 2→first differential→front wheels.

When the first motor 3 is driven independently, and the power transmission route when the engine 6 and the first motor 3 are driven together is the same as the power transmission route when the engine 6 is driven independently, and when the engine 6 and the second motor 4 are driven simultaneously, or the power transmission route when the first motor 3 and the second motor 4 are driven simultaneously, the power transmission route when the engine 6 and the second motor 4 are driven independently can be obtained by combining the power transmission routes, and the power transmission situation in other driving modes will not be described in detail.

In addition, when the engine 6 is driven alone, the surplus power output from the engine 6 can be transmitted to the first motor 3 and the second motor 4, and the battery pack on the vehicle can be generated through the first motor 3 and the second motor 4, so that the energy utilization rate is improved, and the energy consumption is reduced.

To enhance the off-road performance of the hybrid powertrain, as a preferred embodiment, as shown in FIG. 2, the output shaft 2 includes a first output half shaft 201 and a second output half shaft 202, the first output half shaft 201 being drivingly connected to the engine 6, and the second output half shaft 202 being connected to the first differential. The first output half shaft 201 is provided with a first gear 211 and a planetary gear assembly, the second output half shaft 202 is provided with a second synchronizer 206 and a second gear 212, the second gear 212 is in transmission connection with the planetary gear assembly, and the second synchronizer 206 is selectively connected with the first gear 211 or the second gear 212.

By the arrangement, in the actual use process, the first driving unit can have an ultra-low speed gear mode, so that the off-road performance of the vehicle is improved. Specifically, when the second synchronizer 206 is connected to the first gear 211, the power transmitted to the first output half shaft 201 can be transmitted to the second output half shaft 202 through the first gear 211 and the second synchronizer 206, so that the vehicle is in a normal gear. When the second synchronizer 206 is connected with the second gear 212, power transferred to the first output half shaft 201 can be transferred to the second output half shaft 202 via the planetary gear assembly, the second gear 212 and the second synchronizer 206, thereby placing the vehicle in an ultra-low speed gear.

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

In addition, in this embodiment, the first output half shaft 201 and the second output half shaft 202 are coaxially arranged, so that the arrangement of other parts is convenient, meanwhile, the power transmission structure between the first output half shaft 201 and the second output half shaft 202 is also convenient to simplify, and the stability of power transmission between the first output half shaft 201 and the second output half shaft 202 is guaranteed.

At this time, the first driving unit of the hybrid system also has a plurality of driving modes such as the engine 6 is driven separately, the first motor 3 is driven separately, the second motor 4 is driven separately, the first motor 3 and the second motor 4 are driven simultaneously, the engine 6 and the first motor 3 are driven jointly, and the engine 6, the first motor 3 and the second motor 4 are driven simultaneously.

Referring to fig. 2, when the engine 6 is driven alone, the first clutch portion 10 and the second clutch portion 11 are engaged, the second synchronizer 206 is engaged with the first gear 211, and the first driving unit of the hybrid system is in the normal gear mode, and the power transmission route is: the engine 6, the flexible disc 602, the power output shaft 601, the first clutch part 10, the first motor 3, the second clutch part 11, the input shaft 1, the first driving gear 102, the first driven gear 203, the first output half shaft 201, the first gear 211, the second synchronizer 206, the second output half shaft 202, the first differential mechanism and the front wheels.

When the engine 6 is driven independently, the first clutch portion 10 and the second clutch portion 11 are both engaged, and the second synchronizer 206 is engaged with the second gear 212, then the first driving unit of the hybrid system is in the ultra-low speed gear mode, and the power transmission route is as follows: the engine 6, the flexible disc 602, the power output shaft 601, the first clutch part 10, the first motor 3, the second clutch part 11, the input shaft 1, the first driving gear 102, the first driven gear 203, the first output half shaft 201, the first sun gear 207, the first planet gear 208, the first planet carrier 209, the second gear 212, the second synchronizer 206, the second output half shaft 202, the first differential mechanism and the front wheels.

When the first motor 3 is driven alone, and the engine 6 and the first motor 3 are driven simultaneously, the transmission route is the same as that when the engine 6 is driven alone, but the first clutch portion 10 may be disconnected when the first motor 3 is driven alone. In addition, when the second motor 4 is driven alone, the first clutch portion 10 and the second clutch portion 11 may be both disconnected, and the power of the second motor 4 may be transmitted to the first output half shaft 201 via the second gear 212 transmission unit, and then further transmitted to the second output half shaft 202 and the first differential. And the power transmission route when the engine 6 and the second motor 4 are driven together can be obtained by combining the power transmission route when the engine 6 is driven alone and the power transmission route when the second motor 4 is driven alone.

In this regard, in the planetary gear assembly, one of the first ring gear 210 and the first carrier 209 may be fixed. In the planetary gear assembly of the present embodiment, the first ring gear 210 is fixed as an example. In addition, the first carrier 209 may be fixed, and in this case, by connecting the second gear 212 and the first carrier 209 with the second synchronizer 206, the power received on the first output half shaft 201 may be transmitted to the second output half shaft 202 via the second sun gear 105, the first planet gears 208, the first ring gear 210, the second gear 212 and the second synchronizer 206.

In addition, in order to improve the usability of the hybrid system, as another embodiment, as shown in fig. 3, in the present embodiment, the first driving gear 102 is sleeved on the input shaft 1, and a third synchronizer 101 is provided on the input shaft 1, the third synchronizer 101 is used for connecting the first driving gear 102, and the input shaft 1 is provided with a reverse gear unit and a transmission unit which are arranged at intervals, and a fourth synchronizer 109 located therebetween. The reverse gear unit can be selectively connected with the input shaft 1 and the output shaft 2, and the fourth synchronizer 109 is used for controlling the power on-off between the reverse gear unit and the transmission unit.

It will be appreciated that in the present embodiment, the reverse mode and the ultra-low gear mode can be realized by providing the reverse unit, the transmission unit, the third synchronizer 101, and the fourth synchronizer 109 on the input shaft 1. And the third synchronizer 101 and the fourth synchronizer 109 are provided to facilitate switching between the normal gear mode, the reverse gear mode, and the ultra-low gear mode.

Further, by fitting the first driving gear 102 over the input shaft 1, the third synchronizer 101 is provided on the input shaft 1 and is used for selectively connecting the first driving gear 102. In this way, when the reverse mode and the ultra-low gear mode are operated, the power output by the engine 6 can be prevented from being transmitted to the output shaft 2 via the gear unit, so that the reverse mode and the ultra-low gear mode can be realized.

Of course, in the present embodiment, the third synchronizer 101 is provided on the input shaft 1, and the third synchronizer 101 may be provided on the output shaft 2, and in this case, the first driven gear 203 may be freely fitted on the output shaft 2, and the third synchronizer 101 may be selectively connected to the first driven gear 203.

Further, as a preferred embodiment, as shown in fig. 3, in the present embodiment, the reverse gear unit includes a second driving gear 104, a second driven gear 204, an intermediate wheel 501, and a fifth synchronizer 103. The second driving gear 104 and the fifth synchronizer 103 are both arranged on the input shaft 1, the fifth synchronizer 103 is used for selectively connecting the second driving gear 104, the second driven gear 204 is arranged on the output shaft 2, and the intermediate wheel 501 is arranged between the second driving gear 104 and the second driven gear 204 and is meshed and connected with the second driving gear 104 and the second driven gear 204 at the same time.

In a specific arrangement, the second driving gear 104 is sleeved on the input shaft 1, and the intermediate wheel 501 is arranged on the first intermediate shaft 5 which is arranged in parallel with the input shaft 1 and the output shaft 2. By engaging and connecting the intermediate wheel 501 with the second driving gear 104 and the second driven gear 204, respectively, the stability of the transmission of power from the second driving gear 104 to the second driven gear 204 can be improved, and the driving stability in the reverse mode can be further improved.

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

As a preferred embodiment, the transmission unit in this embodiment includes a planetary gear mechanism, a sun gear of the planetary gear mechanism is disposed on the input shaft 1, the fourth synchronizer 109 is a bidirectional double-sided synchronizer, a gear hub of the bidirectional double-sided synchronizer is sleeved on the input shaft 1, and a synchronizing ring of the bidirectional double-sided synchronizer is selectively connected with a gear ring of the planetary gear mechanism.

For convenience of description, in the present embodiment, the sun gear in the planetary gear mechanism is referred to as a second sun gear 105, the planet gears are referred to as second planet gears 106, the carrier is referred to as a second carrier 107, and the ring gear is referred to as a second ring gear 108. When the fourth synchronizer 109 is connected with the second driving gear 104 and the second gear ring 108 which are positioned at two sides of the fourth synchronizer, the second driving gear 104 belongs to the reverse gear unit, and the second gear ring 108 belongs to the transmission assembly, so that the power on-off between the reverse gear transmission unit and the transmission unit can be realized.

Here, if the second ring gear 108 of the planetary gear mechanism is provided in the transmission case, the fourth synchronizer 109 may be selectively connected to the second carrier 107. In addition, the fourth synchronizer 109 may be a bidirectional double-sided synchronizer, or a bidirectional single-sided synchronizer, and may be disposed on the second driving gear 104 and used for selectively connecting the second ring gear 108 or the second planet carrier 107, or disposed on the second ring gear 108 or the second planet carrier 107 and used for selectively connecting the second driving gear 104.

As a preferred arrangement, the planetary gear mechanism is arranged at the end of the input shaft 1 remote from the engine 6, so that the input of wheel end torque can be increased, and the hybrid system has good obstacle surmounting and escaping capabilities.

At this time, referring to fig. 3, for ease of understanding, the power transmission route will be described herein by taking several of the drive modes as examples. The power transmission path when the engine 6 is driven alone and in the first gear is the same as the power transmission path when the engine 6 is driven alone in fig. 1, and at this time, the first clutch portion 10 and the second clutch portion 11 are engaged, the third synchronizer 101 is engaged with the first driving gear 102, and the fourth synchronizer 109 and the fifth synchronizer 103 are both disengaged.

When the engine 6 is driven alone, the first clutch portion 10 and the second clutch portion 11 are engaged, the fifth synchronizer 103 is engaged with the second drive gear 104, the third synchronizer 101 and the fourth synchronizer 109 are both disengaged, and the first drive unit is in the reverse mode.

At this time, the power transmission route of the engine 6 is: the engine 6, the flexible disc 602, the power output shaft 601, the first clutch part 10, the first motor 3, the second clutch part 11, the input shaft 1, the fifth synchronizer 103, the second driving gear 104, the middle wheel 501, the second driven gear 204, the output shaft 2, the first differential mechanism and the front wheels.

When the engine 6 is driven alone, the first clutch portion 10 and the second clutch portion 11 are engaged, the fourth synchronizer 109 is engaged with the second drive gear 104 and the second ring gear 108, the third synchronizer 101 and the fifth synchronizer 103 are disengaged, and the first drive unit is in the ultra-low speed mode.

At this time, the power transmission route of the engine 6 is: the engine 6, the flexible disc 602, the power output shaft 601, the first clutch part 10, the first motor 3, the second clutch part 11, the input shaft 1, the second sun gear 105, the second planet gear 106, the second gear ring 108, the fourth synchronizer 109, the second driving gear 104, the middle gear 501, the second driven gear 204, the output shaft 2, the first differential and the front wheels.

In this configuration, the first motor 3 is driven in the same power transmission path as that in the case where the engine 6 is driven alone. In addition, when the second motor 4 is driven alone, only the normal first gear is provided, and no reverse gear or ultra-low gear is provided. And when the second motor 4 and the engine 6 are driven together, the steering and the rotating speed output by the first motor 3 can be adjusted to be matched with the steering and the rotating speed of the output shaft 2 in the reverse gear mode and the ultra-low gear mode.

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

As a preferable structural example of the second drive unit, the second drive unit includes a third motor 8, and a second differential gear 85 provided between the 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 second drive unit.

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

For example, referring to fig. 5, a second intermediate shaft 800 is disposed between the motor shaft of the third motor 8 and the second differential 85, a motor shaft gear 81 is disposed on the motor shaft of the third motor 8, a first intermediate shaft gear 831 and a second intermediate shaft gear 832 are disposed on the second intermediate shaft 800 at intervals, and a driving shaft gear 82 is disposed on the second differential 85. Wherein, the motor shaft gear 81 is meshed with the first intermediate shaft gear 831, and the second intermediate shaft gear 832 is meshed with the driving shaft gear 82, so as to form a variable speed transmission path, thereby realizing stable variable speed transmission effect.

For another example, referring to fig. 6, a second intermediate shaft 800 is disposed between the motor shaft of the third motor 8 and the second differential 85, a first motor shaft gear 811 and a second motor shaft gear 812 are disposed on the motor shaft of the third motor 8 at intervals, a first intermediate shaft gear 831, a second intermediate shaft gear 832 and a third intermediate shaft gear 833 are sleeved on the second intermediate shaft 800 at intervals, and a driving shaft gear 82 is disposed on the second differential 85.

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

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

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

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

For example, referring to fig. 7, the third motor 8 is disposed directly on the driving shaft 90 on the corresponding side, and the first synchronizer 841 described above is provided between the driving shafts 90. It should be noted that the third motor 8 may be an in-wheel motor directly integrated with the rear wheel 9, in addition to being disposed on the drive shaft 90.

As another example, referring to fig. 8, a motor shaft gear 81 is provided on the motor shaft of the third motor 8, a drive shaft gear 82 is provided on the drive shaft 90 on the corresponding side, and the motor shaft gear 81 and the drive shaft gear 82 are engaged to transmit, forming a speed change mechanism. A first synchronizer 841 is provided between the two sets of speed change mechanisms. Of course, the first synchronizer 841 may be provided between the two driving shafts 90, or between the motor shafts of the two third motors 8.

For another example, referring to fig. 9, a second intermediate shaft 800 is provided between the motor shaft of the third motor 8 and the corresponding side driving shaft 90, a motor shaft gear 81 is provided on the motor shaft of the third motor 8, a first intermediate shaft gear 831 and a second intermediate shaft gear 832 are provided on the second intermediate shaft 800 at intervals, and a driving shaft gear 82 is provided on the driving shaft 90.

Wherein, the motor shaft gear 81 is meshed with the first intermediate shaft gear 831, and the second intermediate shaft gear 832 is meshed with the driving shaft gear 82, so as to form a variable speed transmission path, thereby realizing stable variable speed transmission effect. The first synchronizer 841 may then be disposed at a plurality of locations on the two sets of speed change mechanisms, such as between the motor shafts of the two third motors 8 shown in fig. 9. Of course, the first synchronizer 841 may also be provided between the two drive shafts 90 or between the two second intermediate shafts 800.

Or referring to fig. 10, a first motor shaft gear 811 and a second motor shaft gear 812 are provided at intervals on the motor shaft of the third motor 8, and a first drive shaft gear 821 and a second drive shaft gear 822 are provided at intervals on the drive shaft 90 on the corresponding side. The first motor shaft gear 811 is engaged with the first drive shaft gear 821, the second motor shaft gear 812 is engaged with the second drive shaft gear 822, and the first synchronizer 841 is provided between motor shafts of the third motors 8 on both sides. Of course, the first synchronizer 841 may also be provided between the two drive shafts 90.

Alternatively, referring to fig. 11, a second intermediate shaft 800 is provided between the motor shaft of the third motor 8 and the corresponding drive shaft 90. The motor shaft of the third motor 8 is provided with a first motor shaft gear 811 and a second motor shaft gear 812 at intervals, the second intermediate shaft 800 is provided with a first intermediate shaft gear 831, a third intermediate shaft gear 833 and a second intermediate shaft gear 832 at intervals, and the driving shaft 90 is provided with a driving shaft gear 82.

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

Alternatively, referring to fig. 12, a second intermediate shaft 800 is added between the motor shaft of the third motor 8 and the corresponding drive shaft 90. A motor shaft gear 81 is arranged on a motor shaft of the third motor 8, a first intermediate shaft gear 831, a third intermediate shaft gear 833 and a second intermediate shaft gear 832 are arranged on the second intermediate shaft 800 at intervals, and a first driving shaft gear 821 and a second driving shaft gear 822 are sleeved on the driving shaft 90 at intervals.

Wherein the motor shaft gear 81 is in meshed connection with a third intermediate shaft gear 833, the first intermediate shaft gear 831 is in meshed connection with the first drive shaft gear 821, and the second intermediate shaft gear 832 is in meshed connection with the second drive shaft gear 822. Meanwhile, a gear shift synchronizer 842 is provided on the drive shaft 90 between the first drive shaft gear 821 and the second drive shaft gear 822, and the gear shift can be switched, so that two gear shift transmission paths with different transmission ratios of the gear shift mechanism are formed. The first synchronizer 841 may be provided between the second intermediate shafts 800 on both sides. Of course, the first synchronizer 841 may also be provided between the motor shafts of the two third motors 8 or between the two drive shafts 90.

In general, the configuration of the second differential 85 can be omitted by employing two third motors 8 to drive the rear wheels 9 on the left and right sides, respectively. Moreover, by arranging the first synchronizer 841 between the driving shafts 90 or the speed change mechanisms on the left and right sides, not only can the driving forces on the two sides be separated, but also the differential effect can be realized, and when the rear wheel 9 on one side has bad road conditions and is difficult to get rid of the trapped, the first synchronizer 841 can also be timely connected with the driving shafts 90 on the two sides, so that the power of the two third motors 8 is transmitted to the rear wheel 9 to be got rid of the trapped in a combined way, and the getting rid of the trapped capability of the vehicle is improved.

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

Furthermore, the present embodiment relates to a vehicle provided with the hybrid system as described above. The vehicle of the embodiment is beneficial to driving the front axle and the rear axle respectively according to the driving requirement by arranging the hybrid power system, so that the driving safety of the vehicle in driving is improved, and the energy consumption of the vehicle is reduced.

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

Claims (10)

1. A hybrid powertrain, characterized by:

comprises a battery pack, a first driving unit and a second driving unit;

the first driving unit comprises an engine (6), a first motor (3) and a second motor (4) which are electrically connected with the battery pack, and an input shaft (1) and an output shaft (2) which are arranged in parallel;

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

the power output shaft (601) of the engine (6) is connected with a crankshaft of the engine (6) through a flexible disc (602), the first motor (3) is arranged between the power output shaft (601) and the input shaft (1), a first clutch part (10) is arranged between the power output shaft (601) and the first motor (3), and a second clutch part (11) is arranged between the first motor (3) and the input shaft (1);

the first clutch part (10) is used for controlling the engagement or disengagement of the engine (6) and the first motor (3), and the second clutch part (11) is used for controlling the engagement or disengagement of the first motor (3) and the input shaft (1);

the second motor (4) is in transmission connection with the output shaft (2) through a transmission assembly;

the second 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 connected with the second differential mechanism (85) directly or through a speed change mechanism; or alternatively, the first and second heat exchangers may be,

the second 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 (90), and the first synchronizer (841) is used for connecting the two driving shafts (90).

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

the gear unit comprises a first driving gear (102) and a first driven gear (203) which are connected in a meshed manner;

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

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

the second motor (4) is arranged on one side of the gear unit, which is close to the first motor (3);

the transmission assembly is located between the second motor (4) and the gear unit.

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

the transmission assembly comprises a main transmission gear (401) and a secondary transmission gear (205) which are connected in a meshed manner;

the main transmission gear (401) is arranged on a motor shaft of the second motor (4), and the auxiliary transmission gear (205) is arranged on the output shaft (2).

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

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

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

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

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

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

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

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

7. The hybrid system according to claim 2, characterized in that:

the first driving gear (102) is sleeved on the input shaft (1) in an empty mode, a third synchronizer (101) is arranged on the input shaft (1), and the third synchronizer (101) is used for connecting the first driving gear (102);

the input shaft (1) is provided with a reverse gear unit and a transmission unit which are arranged at intervals, and a fourth synchronizer (109) positioned between the reverse gear unit and the transmission unit;

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

The fourth synchronizer (109) is used for controlling power on-off between the reverse gear unit and the transmission unit.

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

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

the second driving gear (104) and the fifth synchronizer (103) are both arranged on the input shaft (1), and the fifth synchronizer (103) is used for selectively connecting the second driving gear (104);

the second driven gear (204) is arranged on the output shaft (2), and the intermediate wheel (501) is arranged between the second driving gear (104) and the second driven gear (204) and is meshed and connected with the second driving gear and the second driven gear at the same time.

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

the transmission unit comprises a planetary gear mechanism;

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

the fourth synchronizer (109) adopts a bidirectional double-sided synchronizer, a gear hub of the bidirectional double-sided synchronizer is sleeved on the input shaft (1), and a synchronizing ring of the bidirectional double-sided synchronizer is selectively connected with a gear ring/a planet carrier of the planetary gear mechanism.

10. A vehicle, characterized in that:

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