CN220548930U - Power transmission system and vehicle - Google Patents

Abstract

The utility model discloses a power transmission system and a vehicle, wherein the power transmission system comprises: an engine; the clutch comprises an inner hub part, a first clutch part and a second clutch part, wherein the inner hub part is connected with the engine, and the first clutch part and the second clutch part are respectively in power connection with the inner hub part; the first motor is connected with the first clutch part, the first clutch part is in power connection with the differential mechanism, and the second motor is connected with the second clutch part through the belt wheel structure and the differential mechanism. The power traditional system enriches the driving modes of the vehicle, realizes pure electric driving with different power performances, meets the power demands of users in different scenes, and meanwhile, has a belt wheel structure, is beneficial to realizing stepless speed change during high-speed running, reduces the noise of the whole vehicle and improves the comfort of the whole vehicle.

Description

Power transmission system and vehicle

Technical Field

The utility model relates to the technical field of vehicle manufacturing, in particular to a power transmission system and a vehicle with the power transmission system.

Background

In the related art, a main stream hybrid power system in the new energy automobile market commonly adopts a double-motor synchronizer type 1-3 gear transmission structure or a wet clutch planetary gear type structure. However, in the existing double-motor hybrid power system, the speed ratio of the driving motor is single, only one motor outputs power in a pure electric mode, the driving force is obviously insufficient, the dynamic property is weakened, and there is room for improvement.

Disclosure of Invention

The present utility model aims to solve at least one of the technical problems existing in the prior art. Therefore, the utility model provides the power transmission system which can realize a plurality of different running modes, can be used for outputting driving force by two motors, can realize pure electric drive of different gears, can realize stepless speed change by adopting steel belt transmission, and has wide speed ratio range and better fuel economy.

A drivetrain according to an embodiment of the present utility model includes: an engine; the clutch comprises an inner hub part, a first clutch part and a second clutch part, wherein the inner hub part is connected with the engine, and the first clutch part and the second clutch part are respectively in power connection with the inner hub part; the belt pulley structure is characterized by comprising a first motor, a second motor and a belt pulley structure, wherein the first motor is connected with the first clutch part, the first clutch part is in power connection with the differential mechanism, and the second motor and the second clutch part are respectively in power connection with the differential mechanism through the belt pulley structure.

According to the power traditional system provided by the embodiment of the utility model, through the arrangement of the first motor, the second motor and the engine for cooperation, the power driving function in various different modes can be realized, the driving modes of the vehicle are enriched, the pure electric driving with different power performances is realized, the power requirements of users in different scenes are met, and meanwhile, the belt wheel structure is arranged, so that the continuous speed change during high-speed running is realized, the noise of the whole vehicle is reduced, and the comfort of the whole vehicle is improved.

According to some embodiments of the present utility model, the pulley structure includes a transmission belt, a pulley input and a pulley output, the pulley input is in power connection with the second clutch and the second motor, respectively, the pulley output is in power connection with the differential, and the pulley input is in power connection with the pulley output through the transmission belt.

According to some embodiments of the utility model, the second clutch part is connected with a second input shaft, the second input shaft and the second motor are respectively connected to two ends of the pulley input part, and the second input shaft, the pulley input part and the second motor are coaxially arranged.

The power transmission system according to some embodiments of the present utility model further includes a second output shaft, the pulley output portion is sleeved with a second driving gear, the second output shaft is provided with a second driven gear, the second driving gear is meshed with the second driven gear, and the second output shaft is in power connection with the differential mechanism.

According to some embodiments of the utility model, the pulley input, the pulley output and the second output shaft are longitudinally spaced apart in sequence in parallel.

According to some embodiments of the present utility model, the first clutch portion is connected with a first input shaft, the second clutch portion is connected with a second input shaft, the first input shaft is sleeved outside the second input shaft, the first input shaft is in power connection with the differential mechanism, and the second input shaft is in power connection with the pulley structure.

The power transmission system according to some embodiments of the present utility model further comprises a first output shaft, wherein a first driving gear is sleeved outside the first input shaft, a first driven gear is arranged on the first output shaft, the first driving gear is meshed with the first driven gear, and the first output shaft is in power connection with the differential mechanism.

According to some embodiments of the utility model, at least a portion of the pulley structure is rotatably supported on the first output shaft.

According to some embodiments of the utility model, the engine, the first electric machine and the second electric machine are coaxially distributed.

The utility model further provides a vehicle.

According to an embodiment of the utility model, a vehicle is provided with a drivetrain according to any one of the embodiments described above.

The advantages of the vehicle and the above-described driveline over the prior art are the same and are not described in detail herein.

Additional aspects and advantages of the utility model will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the utility model.

Drawings

The foregoing and/or additional aspects and advantages of the utility model will become apparent and may be better understood from the following description of embodiments taken in conjunction with the accompanying drawings in which:

FIG. 1 is a schematic diagram of a powered conventional system according to an embodiment of the present utility model;

FIG. 2 is a power path diagram of a conventional power system in a direct drive first gear according to an embodiment of the present utility model;

FIG. 3 is a power path diagram of a conventional power system in a direct drive second gear according to an embodiment of the present utility model;

FIG. 4 is a power path diagram of a conventional power system in a first gear only according to an embodiment of the present utility model;

FIG. 5 is a power path diagram of a conventional power system in a second gear only according to an embodiment of the present utility model;

FIG. 6 is a power path diagram of a conventional power system of an embodiment of the present utility model when connected in parallel purely;

FIG. 7 is a power path diagram of a power legacy system of an embodiment of the utility model in series mode;

FIG. 8 is a power path diagram of a conventional power system of an embodiment of the present utility model in parallel with a first gear;

FIG. 9 is a power path diagram of a conventional power system in a parallel second gear according to an embodiment of the present utility model;

FIG. 10 is a power path diagram of a conventional power system in series-parallel first gear mode according to an embodiment of the present utility model;

FIG. 11 is a power path diagram of a conventional power system in series-parallel two-speed mode according to an embodiment of the present utility model;

FIG. 12 is a power path diagram of a conventional power system of an embodiment of the present utility model during braking energy recovery.

Reference numerals:

the power train system 100 is configured such that,

the engine 11, the clutch 12, the inner hub 121, the first clutch portion 122, the second clutch portion 123, the first motor 13, the second motor 14, the differential 15, the differential ring gear 151,

the first input shaft 21, the first driving gear 211, the second input shaft 22, the first output shaft 23, the first driven gear 231, the first output gear 232, the second output shaft 24, the second driven gear 241, the second output gear 242, the synchronizer 25,

the driving device comprises an input pulley shaft 31, an input movable cone pulley 32, an input fixed cone pulley 33, an output pulley shaft 34, a second driving gear 341, an output movable cone pulley 35, an output fixed cone pulley 36 and a driving belt 37.

Detailed Description

Embodiments of the present utility model are described in detail below, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to like or similar elements or elements having like or similar functions throughout. The embodiments described below by referring to the drawings are illustrative only and are not to be construed as limiting the utility model.

In the description of the present utility model, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc. indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings are merely for convenience in describing the present utility model and simplifying the description, and do not indicate or imply that the device or element being referred to must have a specific orientation, be configured and operated in a specific orientation, and therefore should not be construed as limiting the present utility model. Furthermore, features defining "first", "second" may include one or more such features, either explicitly or implicitly. In the description of the present utility model, unless otherwise indicated, the meaning of "a plurality" is two or more.

In the description of the present utility model, it should be noted that, unless explicitly specified and limited otherwise, the terms "mounted," "connected," and "connected" are to be construed broadly, and may be either fixedly connected, detachably connected, or integrally connected, for example; 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 will be understood in specific cases by those of ordinary skill in the art.

The following describes a power transmission system 100 according to an embodiment of the present utility model with reference to fig. 1 to 12, where the power transmission system 100 may implement multiple functional modes, the power driving form is rich, and the first motor and the second motor may both perform power output, so as to facilitate the rich pure electric mode, enhance the power performance in the pure electric mode, and improve the overall vehicle performance.

As shown in fig. 1-12, a powertrain 100 according to an embodiment of the present utility model includes: a clutch 12, an engine 11, a first motor 13, a second motor 14 and a pulley arrangement.

The engine 11 and the first motor 13 are in power connection through a clutch 12, and the engine 11 and the first motor 13 are in power connection with a differential 15 through the clutch 12, respectively, wherein the clutch 12 comprises: an inner hub 121, a first clutch 122 and a second clutch 123.

The inner hub 121 is connected to the engine 11, and the first clutch 122 and the second clutch 123 are respectively connected to the inner hub 121 by power, whereby the driving force output from the engine 11 can enter the inner hub 121 of the clutch 12, and the driving force output from the engine 11 can be output through the first clutch 122 or the second clutch 12 while being transmitted from the inner hub 121, in other words, the driving force output from the engine 11 can be output through the second clutch 123, thereby realizing different modes of driving.

The first clutch part 122 is connected with the first motor 13, so that the driving force output by the engine 11 can be transmitted to the first clutch part 122 through the inner hub part 121, and then transmitted to the first motor 13 through the first clutch part 122 to generate electricity, the number of transmission parts between the engine 11 and the first motor 13 is small, the power consumption loss in the transmission process is reduced, and the power generation efficiency is improved.

The first clutch part 122 is in power connection with the differential 15, that is, the driving force output by the engine 11 can be transmitted to the first motor 13 through the clutch 12, and can also be transmitted to the differential 15 through the first clutch part 122 of the clutch 12 for power output, so that the engine 11 can drive the first motor 13 to generate electricity, the engine 11 can also be driven by direct fuel, and the driving force output by the first motor 13 can also be transmitted to the differential 15 through the clutch 12, so that pure electric drive or hybrid electric drive can be realized.

The second clutch 123 and the second motor 14 are respectively in power connection with the differential 15 through a belt wheel structure, so that the second motor 14 can also output driving force towards the differential 15, at least two pure electric and hybrid power driving modes are further realized, the gear of a power driving system is increased, and the power performance is enriched. Therefore, the power traditional system of the embodiment of the utility model can operate cooperatively through the engine 11, the first motor 13 and the second motor 14, and the three can participate in the driving of the vehicle, so that the gear functions of various different modes can be realized, the power performance of the vehicle is enhanced, the power requirements of users under different driving situations are met, and the user experience is improved.

The second motor 14 and the second output shaft 24 are both in power connection with the differential 15 through a belt wheel structure, that is, the second motor 14 and the second output shaft 24 can both transmit power to the belt wheel structure, and then transmit power to the differential 15 through the belt wheel structure, so as to realize power output. Therefore, through the belt wheel structure, the belt wheel part can be utilized for continuously variable transmission design, the medium-high speed section is more cared, the NVH problem of the medium-high speed motor can be effectively reduced, and the comfort of the whole vehicle is improved. And when running at a low speed, the power output can be directly carried out by utilizing the gear set through the first input shaft without the belt wheel structure, so that the starting acceleration and the responsiveness of the vehicle are improved, the heavy load requirement of a power transmission system on a steel belt is reduced, the abrasion of the transmission belt, which is possibly caused by exceeding static friction force, can be avoided, and the reliability of the system is improved.

And, the engine 11 is connected with the first motor 13 through the clutch 12, so that the efficiency of the engine 11 for driving the first motor 13 to generate electricity is improved, and the power consumption of the electricity generation is reduced. And, at cold start in winter, the first motor 13 can be used to assist the start of the engine 11, realizing rapid heat engine 11. That is, the first motor 13 and the second motor 14 can participate in the vehicle driving, and the performance of the first motor 13 can be improved on the premise of reducing the performance of the second motor 14, so that the cost is more excellent.

According to the power traditional system provided by the embodiment of the utility model, through the arrangement of the first motor 13, the second motor 14 and the engine 11 for cooperation, the power driving function in various different modes can be realized, the driving modes of the vehicle are enriched, the pure electric driving with different power performances is realized, the power requirements of users in different scenes are met, and meanwhile, the belt wheel structure is arranged, so that the continuous speed change during high-speed running is realized, the noise of the whole vehicle is reduced, and the comfort of the whole vehicle is improved.

In some particular embodiments, the pulley structure includes a pulley input in power connection with the second input shaft 22, the second motor 14, respectively, and a pulley output in power connection with the differential 15, and the pulley input in power connection with the pulley output through the drive belt 37. Thus, the power of the second motor 14 or the second input shaft 22 can be input to the pulley input portion, and then transmitted to the pulley output portion through the transmission belt 37, and further transmitted to the differential 15 through the pulley output portion, thereby realizing belt transmission. The driving belt 37 can be configured as a steel belt, which is beneficial to ensuring the structural stability of the driving belt 37 and improving the driving reliability.

Specifically, in practical design, as shown in fig. 1, the pulley input portion may include an input pulley shaft 31, an input movable cone pulley 32, and an input fixed cone pulley 33, where one end of the pulley input shaft is fixedly connected with the second input shaft 22 through a spline so as to rotate along with the second input shaft 22, meanwhile, the other end of the pulley input shaft is fixedly connected with the input fixed cone pulley 33 in a press-fit manner, the input movable cone pulley 32 is sleeved on the input pulley shaft 31 and can axially move on the input pulley shaft 31, one end of the driving belt 37 is sleeved in a V-shaped groove formed by the input movable cone pulley 32 and the input fixed cone pulley 33, and the right end of the input fixed cone pulley 33 is fixedly connected with a motor shaft of the second motor 14.

And, the band pulley output part includes output band pulley axle 34, output movable cone rim plate 35, the fixed cone rim plate 36 of output, output movable cone rim plate 35 empty cover is on output band pulley axle 34, can be on output band pulley axle 34 axial displacement, output band pulley axle 34 and the fixed cone rim plate 36 of output pass through pressure equipment fixed connection, the other end of conveyer belt 37 is arranged in the V type groove that output movable cone rim plate 35 and the fixed cone rim plate 36 formed, from this, the accessible conveyer belt 37 is with the power transmission to band pulley output part from band pulley input part, and then realize the power output on second motor 14 or the second input shaft 22.

In some embodiments, the second clutch portion 123 is connected to the second input shaft 22, and in some embodiments, the first clutch portion 122 is connected to the first input shaft 21, and the first input shaft 21 and the second input shaft 22 are respectively in power connection with the differential 15. Thus, when the engine 11 outputs power, power can be transmitted to the clutch 12, and power can be transmitted from two different paths of the first input shaft 21 and the second input shaft 22, respectively, so that power output of two different gears can be achieved.

The first motor 13 and the engine 11 can both transmit power through the first input shaft 21, that is, the power generated by the first motor 13 can transmit power through the input shaft, so that transmission components are reduced, and setting cost is reduced. Thus, by providing the clutch 12, distribution and transmission of power can be achieved, and power output in different modes can be achieved.

And, as shown in fig. 1, the second input shaft 22, the pulley input, and the second motor 14 are coaxially arranged such that the three share a space in the longitudinal direction, which is advantageous in reducing the overall size of the powertrain 100.

In some embodiments, the power transmission system 100 further includes a second output shaft 24, the pulley output portion is sleeved with a second driving gear 341, the second output shaft 24 is sleeved with a second driven gear 241, the second driving gear 341 is meshed with the second driven gear 241 for transmission, and the second output shaft 24 is in power connection with the differential 15, so that power on the transmission belt 37 can be transmitted to the second driving gear 341 through the pulley output portion, and the power can be transmitted to the second output shaft 24 through the meshing of the second driving gear 341 and the second driven gear 241.

Specifically, as shown in fig. 1, a second driving gear 341 is provided at the left end of the pulley output shaft, a second driven gear 241 is provided at the right end of the second output shaft 24, and a second output gear 242 is provided at the left end of the second output shaft 24, the second output gear 242 is meshed with the differential ring gear 151, whereby the power on the transmission belt 37 can be sequentially output to the differential 15 through the pulley output shaft, the second driving gear 341, the second driven gear 241, the second output shaft 24, the second output gear 242, and the differential ring gear 151 for vehicle driving.

In some embodiments, the pulley input, pulley output, and second output shaft are sequentially spaced apart in parallel longitudinally. As shown in fig. 1, the belt pulley input part, the belt pulley output part and the second output shaft are sequentially distributed from front to back, and the belt pulley input part, the belt pulley output part and the second output shaft are driven by the driving belt and the gear set, so that the distribution of the belt pulley input part, the belt pulley output part and the second output shaft accords with the length and width distribution of a traditional vehicle, the installation space of the vehicle is reasonably utilized, and the space utilization rate is improved.

In some embodiments, the clutch 12 is located between the engine 11 and the second motor 14, and the clutch 12, the engine 11 and the second motor 14 are coaxially arranged, that is, the first motor 13, the second motor 14, the clutch 12 and the engine 11 are all coaxially arranged, so that four components share the space in the longitudinal direction, which can further reduce the space occupation of the conventional power system in the longitudinal direction and improve the utilization rate of the internal space.

As shown in fig. 1, the first motor 13 and the clutch 12 are located between the engine 11 and the second motor 14, so that the longitudinal distance between the engine 11 and the first motor 13 can be reduced, the power generation efficiency can be improved, meanwhile, the driving forces output by the first motor 13, the second motor 14 and the engine 11 can be transmitted along the longitudinal direction, and the space occupied by the structure for transmitting among the motor, the engine 11 and the differential 15 is relatively smaller, so that the activity space of a user in the vehicle can be effectively increased.

In some embodiments, the first motor 13 is sleeved outside the clutch 12, for example, the outside of the first motor 13 is relatively fixed to the housing of the power transmission system 100, and the inside of the first motor 13 is relatively fixed to the clutch 12, so that the first motor 13 and the clutch 12 share space in the axial direction, specifically, as shown in fig. 1, the clutch 12 is located between the engine 11 and the second motor 14, and the three are distributed in the transverse direction of the vehicle, meanwhile, the first motor 13 is sleeved outside the clutch 12, and the first motor 13 and the clutch 12 share space in the transverse direction of the vehicle. Thus, the space utilization of the powertrain 100 in both the longitudinal and transverse directions can be made higher, reducing the overall size of the powertrain 100.

In some embodiments, the first clutch portion 122 is connected to the first input shaft 21, the second clutch portion 123 is connected to the second input shaft 22, the first input shaft 21 is sleeved outside the second input shaft 22, the first input shaft 21 is in power connection with the differential 15, and the second input shaft 22 is in power connection with the differential 15 through a pulley structure. Thus, when the engine 11 outputs power, power can be transmitted to the clutch 12, and power can be transmitted from two different paths of the first input shaft 21 and the second input shaft 22, respectively, so that power output of two different gears can be achieved.

The first motor 13 and the engine 11 can both transmit power through the first input shaft 21, that is, the power generated by the first motor 13 can transmit power through the input shaft, so that transmission components are reduced, and setting cost is reduced. Thus, by providing the clutch 12, distribution and transmission of power can be achieved, and power output in different modes can be achieved.

In some embodiments, the first input shaft 21 is configured as a hollow shaft, and the first input shaft 21 is sleeved outside the second input shaft 22, so that the first input shaft 21 and the second input shaft 22 do not interfere with each other when power is output respectively, and can share the axial space and the radial space, thereby reducing the space occupied by the two input shafts.

As shown in fig. 1, the first input shaft 21 is configured as a hollow shaft, the second input shaft 22 may be configured as a solid shaft, the first clutch portion 122 is located outside the second clutch portion 123, the left end of the first input shaft 21 is connected to the first clutch portion 122, the left end of the second input shaft 22 is connected to the second clutch portion 123, the first input shaft 21 is sleeved outside the second input shaft 22, and the right end of the second input shaft 22 extends from the right end of the first input shaft 21, so that the first input shaft 21 and the second input shaft 22 can transmit power in two paths, and further realize power output with different gears.

Thus, the space utilization of the power transmission system 100 is greatly increased by the fit of the first input shaft 21 and the second input shaft 22, which is beneficial to increase of the space in the vehicle.

In some embodiments, the power transmission system 100 further includes a first output shaft 23, the first input shaft 21 is sleeved with a first driving gear 211, the first output shaft 23 is sleeved with a first driven gear 231, the first driving gear 211 is meshed with the first driven gear 231 for transmission, and the first output shaft 23 is in power connection with the differential 15, so that the power on the first input shaft 21 can be transmitted to the first output shaft 23 through the first driving gear 211 and the first driven gear 231, and then transmitted to the differential 15 through the first output shaft 23, so as to realize driving of the vehicle.

As shown in fig. 1, the first driving gear 211 is fixedly sleeved on the first input shaft 21, the first driven gear 231 is sleeved on the first output shaft 23, and the first driving gear 231 can be selectively and dynamically engaged through the synchronizer 25, that is, when the first input shaft 21 outputs power towards the first output shaft 23, the synchronizer 25 engages the first driven gear 231 with the first output shaft 23 to realize power output, and when the first output shaft 23 is not needed to output power, the synchronizer 25 separates the first driven gear 231 from the first output shaft 23 to avoid idle running.

Meanwhile, as shown in fig. 1, a first output gear 232 is disposed at the left end of the first output shaft 23, and the first output gear 232 is meshed with the differential gear ring 151, so that the driving force on the first output shaft 23 can be transmitted to the differential 15 through the first output gear 232 and the differential gear ring 151, and the final power output is achieved.

In some embodiments, at least a portion of the pulley structure is rotatably supported to the first output shaft 23.

When the pulley output shaft and the first output shaft 23 are fixed in actual installation, as shown in fig. 1, the pulley output shaft is sleeved outside the first output shaft 23 in an empty mode, so that the pulley output shaft and the first output shaft are coaxially arranged, the sharing of longitudinal space is further achieved, and the space utilization rate is improved.

In some embodiments, the second motor 14, the first motor 13 and the engine 11 are coaxially distributed, so that the second motor 14, the first motor 13 and the engine 11 can share a space in the same direction, for example, the second motor 14, the first motor 13 and the engine 11 are arranged along the transverse direction of the vehicle, so that the second motor 14, the first motor 13 and the engine 11 share a space in the longitudinal direction of the vehicle, so that the space in the longitudinal direction of the vehicle is larger, thereby being beneficial to increasing the activity space of a user in the vehicle and improving the user experience.

Thus, by providing the powertrain 100 of the various embodiments described above, a variety of different types of operating modes may be implemented, enriching the drive modes of the vehicle.

Referring now to fig. 1-12, a powertrain 100, and power transmission paths for the powertrain 100 in various modes of operation, in accordance with some embodiments of the present utility model will be described.

As shown in fig. 1, the engine 11, the clutch 12, and the second motor 14 are distributed at intervals in a lateral direction, the first motor 13 is sleeved outside the clutch 12 to be coaxially disposed with the second motor 14 and the engine 11, the clutch 12 is connected with a first input shaft 21 and a second input shaft 22, and the first input shaft 21 is sleeved outside the second input shaft 22. The first input shaft 21 transmits power to the first output shaft 23 through the first driving gear 211 and the first driven gear 231, the first output shaft 23 is provided with a first output gear 232 to transmit power to the differential 15, wherein a synchronizer 25 is provided on the first output shaft 23, and the synchronizer 25 can selectively and dynamically engage the first driven gear 231 with the first output shaft 23; meanwhile, a pulley structure is provided between the second input shaft 22 and the second motor 14, the pulley structure includes a pulley input part and a pulley output part, the pulley input part can be in power connection with the second input shaft 22 or the second motor 14, the pulley output part is provided with a second driving gear 341 so as to be in meshed transmission with a second driven gear 241 on the second output shaft 24, and further, the pulley structure is in power transmission with the differential 15 through a second output gear 242 on the second output shaft 24.

By setting the power driving system, the system has various working modes, such as a starting mode, a parking power generation mode, a direct-drive first-gear mode, a direct-drive second-gear mode, a pure first-gear mode, a pure second-gear mode, a pure parallel mode, a serial mode, a parallel first-gear mode, a parallel second-gear mode, a series-parallel first-gear mode, a series-parallel second-gear mode and a braking energy recovery mode.

In the starting mode, under normal conditions, the second motor 14 provides power to drive the vehicle to start, and under conditions that the vehicle needs a large torque to start, such as when the vehicle starts on a slope, the first motor 13 can directly participate in working, the synchronizer 25 is used for fixedly connecting the first driven gear 231 and the first output shaft 23, the power is transmitted to the differential 15, the vehicle is driven to start, and the vehicle can also be driven to start together with the second motor 14, so that the starting acting force is increased.

And, in the parking power generation mode, the wheels stop moving, at this time, the second motor 14 is not operated, and the clutch 12 is engaged so that the power output from the engine 11 can be completely transmitted to the first motor 13 through the inner hub 121, thereby driving the first motor 13 to generate power, and improving the power generation efficiency.

In the engine 11 direct-drive first gear mode: as shown in fig. 2, the engine 11 operates as a power source, the first clutch portion 122 is engaged with the inner hub portion 121, and the synchronizer 25 power-engages the first driven gear 231 with the first output shaft 23. At this time, the power output from the engine 11 is transmitted to the first motor 13, the first input shaft 21, the first driving gear 211, the first driven gear 231, the first output shaft 23, the first output gear 232, and the differential ring gear 151 through the inner hub portion 121 of the clutch 12, and finally transmitted to the differential 15, and finally transmitted to the wheels. In the direct drive second gear mode of the engine 11, as shown in fig. 3, the first clutch portion 122 is disconnected from the inner hub portion 121, the inner hub portion 121 is engaged with the second clutch portion 123, the synchronizer 25 is disconnected, the pulley structure is operated, the input movable cone pulley 32 and the output movable cone pulley 35 move left and right along the input pulley shaft 31 and the output pulley shaft 34, respectively, the moving direction moves in the same direction according to the working condition, for example, when the vehicle runs at a low speed, the input movable cone pulley 32 moves right along the input pulley shaft 31, the output movable cone pulley 35 also moves right, and when the input movable cone pulley 32 moves left along the input pulley shaft 31 during the running at a high speed in the vehicle, the output movable cone pulley 35 also moves left. The power of the engine 11 is transmitted to the differential 15 through the inner hub 121, the second input shaft 22, the second driving gear 341, the second driven gear 241, the second output shaft 24, the second output gear 242 and the differential ring gear 151 all via the pulley structure, and the final power is transmitted to the wheels to drive the vehicle.

Direct drive charging mode: in the direct-drive first-gear mode, the surplus power of the engine 11 is completely transmitted to the first motor 13 through the first clutch part 122 so as to drive the first motor 13 to generate power and temporarily store the power into a battery; in the direct-drive second-gear mode, the first clutch portion 122 is combined, and the surplus power of the engine 11 is completely transmitted to the first motor 13 through the first clutch portion 122, so as to drive the first motor 13 to generate power, and the power is temporarily stored in the battery, and other transmission route principles are the same as those of the direct-drive second-gear mode, so that the redundant power is not repeated here.

Pure electric mode: as shown in fig. 4, the first motor 13 is operated as a driving motor by using the electric energy of the vehicle battery, the engine 11 is not operated, the second motor 14 is not operated, the power of the first motor 13 is transmitted to the differential 15 through the first input shaft 21, the first driving gear 211, the first driven gear 231, the first output gear 232 and the differential gear 151, and finally, the power is transmitted to wheels, and the vehicle is mainly used for hill start and high torque working conditions; as shown in fig. 5, the second motor 14 is operated as a driving motor by using the electric energy of the vehicle battery, the engine 11 is not operated, the first motor 13 is not operated, the power of the second motor 14 is transmitted to the differential 15 through the belt wheel structure, the second driving gear 341, the second driven gear 241, the second output shaft 24, the second output gear 242 and the differential gear 151, and finally transmitted to the wheels to drive the vehicle to run, and the vehicle belongs to a common operation mode; as shown in fig. 6, the first motor 13 and the second motor 14 work together by using the electric energy of the vehicle battery, the engine 11 does not work, and the electric vehicle is mainly used for working conditions with high torque requirements such as overspeed, climbing and the like, and the power routes of the electric vehicle are respectively a first-gear electric vehicle and a second-gear electric vehicle for jointly driving the vehicle to run, which is not repeated herein.

Serial mode: as shown in fig. 7, the second motor 14 is used as a driving motor to work by using the electric energy of the vehicle battery, the power route is the same as the above-mentioned pure electric two-way route, the engine 11 drives the first motor 13 to supply power to the second motor 14 or charge the first vehicle battery under a set working condition, at this time, the synchronizer 25 is disconnected, the engine 11 and the first motor 13 do not participate in driving, and the set working condition may be a condition that the vehicle battery is insufficient.

Parallel mode: as shown in fig. 8, the engine 11 is operated at a set economic operating point with the first gear connected in parallel, the second motor 14 outputs power or charges the vehicle battery according to the current power demand or the demand of the vehicle battery, and the first motor 13 does not operate; the power route of the engine 11 is same as that of the direct drive first gear, and the power route of the second motor 14 is same as that of the pure electric second gear; as shown in fig. 9, the second gear is connected in parallel, the power route of the engine 11 is the same as that of the direct drive second gear, and the power route of the second motor 14 is the same as that of the pure electric second gear, and will not be described again here.

Series-parallel mode: as shown in fig. 10, the series-parallel first gear, the engine 11 works, the first motor 13 works, the second motor 14 works, the working mode of the engine 11 is the same as that of the direct-drive first gear, the working mode of the first motor 13 is the same as that of the series mode, and the working mode of the second motor 14 is the same as that of the pure electric second gear; as shown in fig. 11, the series-parallel second gear is only the engine 11 operating mode is the same as the direct drive second gear, the first motor 13 operating mode is the same as the series mode, and the second motor 14 operating mode is the same as the pure electric second gear, which will not be described herein.

Reverse mode: the second motor 14 rotates reversely (when the second motor 14 rotates positively, the second motor 14 drives the vehicle to move towards one direction of the front side, the left side or the right side of the vehicle, the direction of the reverse rotation of the second motor 14 and the direction of the forward rotation of the second motor 14 are the opposite direction of the axial direction of the second motor 14), the power of the second motor 14 is transmitted to the differential 15 through the belt wheel structure, the second driving gear 341, the second driven gear 241, the second output shaft 24, the second output gear 242 and the differential gear 151, so that the vehicle backs up, and the reverse gear function is realized; also, according to different road conditions, the first motor 13 reverses (when the first motor 13 rotates forward, the first motor 13 drives the vehicle to move towards one direction of the front side, the left side or the right side of the vehicle, the direction of reversing the first motor 13 and the direction of forward rotation of the first motor 13 are opposite to the axial direction of the first motor 13), and the power of the first motor 13 is transmitted to the differential 15 through the first input shaft 21, the first driving gear 211, the first driven gear 231, the first output gear 232 and the differential gear 151, so that the vehicle reverses, and the reverse gear function is realized; the reverse rotation of the first motor 13 can independently participate in reverse driving or assist the second motor 14 to realize reverse operation according to road conditions.

Energy recovery mode: as shown in fig. 12, in each mode and gear, the first motor 13 and the second motor 14 can be used for energy recovery, specifically, during the deceleration or braking of the vehicle, the kinetic energy of the vehicle is transmitted to the differential 15 and the differential ring gear 151 through the tires, and is transmitted to the first motor 13 through the first output gear 232, the first output shaft 23, the first driven gear 231 (the synchronizer 25 is combined with the first driven gear 231), the first driving gear 211 and the first input shaft 21, and is transmitted to the second motor 14 through the second output gear 242, the second output shaft 24, the second driven gear 241, the second driving gear 341 and the pulley structure, and the kinetic energy of the vehicle can be converted into electric energy and stored in the vehicle battery for use when the first motor 13 and the second motor 14 are driven.

Therefore, in the utility model, the first motor 13 and the second motor 14 are coaxially arranged, so that the volume of the box body is effectively reduced, the space utilization rate is higher, and the carrying vehicle has better riding comfort; the steel belt type transmission is adopted, and the variable speed design of the belt wheel structure is adopted, so that the engine 11 and the motor obtain better fuel economy and NVH performance; the 1-gear starting gear is added, the first motor 13 can directly participate in driving, and can also drive the vehicle to run together with the second motor 14, so that the driving capability is stronger, the performance of the first motor 13 is improved on the premise of reducing the performance of the second motor 14, the cost is reduced, and meanwhile, both motors can be used for braking energy recovery; in addition, the 1-gear starting gear is increased, the problem of slow response of starting the steel belt can be avoided, the defect that the power output is limited by steel belt transmission is effectively overcome, and the reliability of the system is improved.

The utility model further provides a vehicle.

According to the vehicle provided with the power transmission system 100 of any one of the embodiments, the power driving function in various different modes can be realized, the driving modes of the vehicle are enriched, the power demands of users in different scenes are met, meanwhile, the occupation of the longitudinal space of the vehicle by the traditional power system is reduced, the user activity space in the vehicle can be increased, the space utilization rate is improved, and better riding comfort is provided for the users.

In the description of the present specification, reference to the terms "one embodiment," "some embodiments," "illustrative embodiments," "examples," "specific examples," or "some examples," etc., means that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the utility model. In this specification, schematic representations of the above terms do not necessarily refer to the same embodiments or examples. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.

While embodiments of the present utility model have been shown and described, it will be understood by those of ordinary skill in the art that: many changes, modifications, substitutions and variations may be made to the embodiments without departing from the spirit and principles of the utility model, the scope of which is defined by the claims and their equivalents.

Claims (10)

1. A drivetrain, comprising:

an engine;

the clutch comprises an inner hub part, a first clutch part and a second clutch part, wherein the inner hub part is connected with the engine, and the first clutch part and the second clutch part are respectively in power connection with the inner hub part;

the belt pulley structure is characterized by comprising a first motor, a second motor and a belt pulley structure, wherein the first motor is connected with the first clutch part, the first clutch part is in power connection with the differential mechanism, and the second motor and the second clutch part are respectively in power connection with the differential mechanism through the belt pulley structure.

2. The drivetrain of claim 1, wherein the pulley structure comprises a drive belt, a pulley input and a pulley output, the pulley input being in power connection with the second clutch and the second motor, respectively, the pulley output being in power connection with the differential, the pulley input and the pulley output being in power connection through the drive belt.

3. The power transmission system according to claim 2, wherein a second input shaft is connected to the second clutch portion, the second input shaft and the second motor are connected to both ends of the pulley input portion, respectively, and the second input shaft, the pulley input portion, and the second motor are coaxially arranged.

4. The drivetrain of claim 2, further comprising a second output shaft, wherein the pulley output is externally sleeved with a second drive gear, wherein the second output shaft is provided with a second driven gear, wherein the second drive gear meshes with the second driven gear, and wherein the second output shaft is in powered connection with the differential.

5. The drivetrain of claim 4, wherein the pulley input, the pulley output, and the second output shaft are sequentially parallel spaced apart in a longitudinal direction.

6. The drivetrain of claim 1, wherein the first clutch portion is coupled to a first input shaft, the second clutch portion is coupled to a second input shaft, the first input shaft is journaled outside the second input shaft, the first input shaft is in power connection with the differential, and the second input shaft is in power connection with the pulley structure.

7. The drivetrain of claim 6, further comprising a first output shaft, wherein the first input shaft is sleeved with a first drive gear, wherein the first output shaft is provided with a first driven gear, wherein the first drive gear meshes with the first driven gear, and wherein the first output shaft is in powered connection with the differential.

8. The drivetrain of claim 7, wherein at least a portion of the pulley structure is rotatably supported to the first output shaft.

9. The drivetrain of claim 1, wherein the engine, the first electric machine, and the second electric machine are coaxially distributed.

10. A vehicle, characterized in that a drivetrain according to any one of claims 1-9 is provided.