WO2018000955A1 - 动力驱动系统和车辆 - Google Patents

动力驱动系统和车辆 Download PDF

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Publication number
WO2018000955A1
WO2018000955A1 PCT/CN2017/084020 CN2017084020W WO2018000955A1 WO 2018000955 A1 WO2018000955 A1 WO 2018000955A1 CN 2017084020 W CN2017084020 W CN 2017084020W WO 2018000955 A1 WO2018000955 A1 WO 2018000955A1
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WO
WIPO (PCT)
Prior art keywords
gear
shaft
output
speed
reverse
Prior art date
Application number
PCT/CN2017/084020
Other languages
English (en)
French (fr)
Inventor
刘静
华煜
柴领道
Original Assignee
比亚迪股份有限公司
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 比亚迪股份有限公司 filed Critical 比亚迪股份有限公司
Priority to US16/313,604 priority Critical patent/US20190316654A1/en
Priority to EP17818952.8A priority patent/EP3480043A4/en
Publication of WO2018000955A1 publication Critical patent/WO2018000955A1/zh

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/006—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion power being selectively transmitted by either one of the parallel flow paths
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
    • F16H63/30—Constructional features of the final output mechanisms
    • F16H63/3013—Constructional features of the final output mechanisms the final output mechanism being characterised by linkages converting movement, e.g. into opposite direction by a pivoting lever linking two shift rods
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B60K2006/4833—Step up or reduction gearing driving generator, e.g. to operate generator in most efficient speed range
    • B60K2006/4841—Step up or reduction gearing driving generator, e.g. to operate generator in most efficient speed range the gear provides shifting between multiple ratios
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/006—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion power being selectively transmitted by either one of the parallel flow paths
    • F16H2003/007—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion power being selectively transmitted by either one of the parallel flow paths with two flow paths, one being directly connected to the input, the other being connected to the input though a clutch
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H2003/0822—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the arrangement of at least one reverse gear
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H3/087—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
    • F16H3/093—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears with two or more countershafts
    • F16H2003/0931—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears with two or more countershafts each countershaft having an output gear meshing with a single common gear on the output shaft
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
    • F16H2200/0056—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising seven forward speeds
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

Definitions

  • the present disclosure relates to the field of automotive technology, and more particularly to a power drive system and a vehicle.
  • Hybrid vehicles as one of the new energy vehicles, are driven by engines and/or motors and have multiple modes to improve transmission efficiency and fuel economy.
  • the transmission in the hybrid vehicle generally has a complicated structure, a small transmission mode, and a low transmission efficiency.
  • the transmissions in the conventional hybrid vehicles are mostly five or six gears, and the transmission efficiency is not high.
  • the present disclosure aims to solve at least one of the above technical problems in the prior art to some extent. To this end, it is an object of the present disclosure to provide a power drive system that is rich in transmission mode and has a plurality of (eg, seven) forward gears that better satisfies the power and torque of the vehicle while traveling. demand.
  • a power drive system that is rich in transmission mode and has a plurality of (eg, seven) forward gears that better satisfies the power and torque of the vehicle while traveling. demand.
  • Another object of the present disclosure is to provide a vehicle including the above-described power drive system.
  • a power drive system includes: an engine; a plurality of input shafts, the engine being configured to selectively engage at least one of the plurality of input shafts, each of which is provided with a plurality of blocks a driving gear; a plurality of output shafts, each of which is provided with a plurality of gear driven gears, the plurality of gear driven gears correspondingly meshing with the plurality of gear driving gears, the plurality of One of the output shafts is provided with a reverse output gear and is further provided with a reverse synchronizer for engaging the reverse output gear; a reverse shaft, the reverse shaft being disposed with the plurality of input shafts And a linkage of the reverse gear output gear; the motor power shaft, the motor power shaft is provided with a motor gear shaft first gear and a motor power shaft second gear, and the motor power shaft is further provided with a motor power shaft synchronizer between the first gear of the motor power shaft and the second gear of the motor power shaft, wherein the motor power shaft second gear is disposed with one
  • the charging function can be realized when the vehicle is running and parking, and the charging mode is enriched, at least to some extent, solving the problems of single charging mode and low charging efficiency of the existing power transmission system.
  • the power drive system according to an embodiment of the present disclosure is capable of achieving two types of charging modes, namely, charging and parking charging.
  • the power drive system according to an embodiment of the present disclosure has a plurality of (eg, seven) forward gears, which can transmit power more smoothly, high transmission efficiency, and multiple (eg, seven) different transmission ratios can be better.
  • the ground meets the power and torque requirements of the vehicle under different road conditions.
  • the power drive system according to an embodiment of the present disclosure may further have the following additional technical features:
  • the plurality of input shafts include: a first input shaft and a second input shaft, the second input shaft is sleeved on the first input shaft;
  • the plurality of output shafts include a first output shaft and a second output shaft;
  • a first driving shaft, a three-five-speed driving gear and a seven-speed driving gear are fixedly disposed on the first input shaft, and a second gear driving gear is fixedly disposed on the second input shaft And a four-six-speed drive gear;
  • the first output shaft is provided with a driven driven gear, a second-speed driven gear, a third-speed driven gear and a fourth-speed driven gear, and the second output shaft is provided with an idler sleeve a fifth-speed driven gear, a sixth-speed driven gear, and a seven-speed driven gear;
  • a three-speed synchronizer is disposed between the first-speed driven gear and the third-speed driven gear, and the second-speed driven gear
  • a four-speed synchronizer is disposed between the
  • the reverse output gear idler is disposed on the second output shaft and adjacent to the six-speed driven gear, the reverse output gear and the sixth gear are driven The gears share a six-speed synchronizer such that the six-speed synchronizer constitutes a reverse synchronizer.
  • the first output shaft is fixedly disposed with a first output shaft output gear
  • the second output shaft is fixedly disposed with a second output shaft output gear
  • the first output shaft output gear The second output shaft output gear and the motor power shaft first gear are both meshed with a final drive driven gear of the vehicle.
  • the power drive system further includes: a dual clutch having an input end, a first output end, and a second output end, the engine being coupled to the input end, the first output The end is coupled to the first input shaft and the second output is coupled to the second input shaft.
  • the motor power shaft second gear is interlocked with the four or six speed drive gear or the seven speed drive gear.
  • the reverse output gear and a gear driven gear shared by the reverse gear output gear in the plurality of gear driven gears share a gear synchronizer, and the shared device
  • the gear synchronizer constitutes a reverse gear synchronizer.
  • the reverse gear output gear is located on a side of the sixth gear driven gear that is adjacent to the engine.
  • the distance between the second-speed driving gear, the four-six-speed driving gear, the three-five-speed driving gear, the first-speed driving gear, and the seven-speed driving gear and the engine Increment is the distance between the second-speed driving gear, the four-six-speed driving gear, the three-five-speed driving gear, the first-speed driving gear, and the seven-speed driving gear and the engine Increment.
  • a vehicle according to an embodiment of the present disclosure includes the power drive system in the above embodiment.
  • FIG. 1 is a schematic diagram of a power drive system in accordance with an embodiment of the present disclosure
  • FIG. 2 is a schematic diagram of a power drive system in accordance with another embodiment of the present disclosure.
  • FIG. 3 is a schematic diagram of a power drive system in accordance with yet another embodiment of the present disclosure.
  • FIG. 4 is a schematic diagram of a power drive system in accordance with still another embodiment of the present disclosure.
  • FIG. 5 is a schematic diagram of a power drive system according to still another embodiment of the present disclosure.
  • FIG. 6 is a schematic diagram of a power drive system in accordance with still another embodiment of the present disclosure.
  • FIG. 7 is a schematic diagram of a power drive system in accordance with still another embodiment of the present disclosure.
  • FIG. 8 is a schematic diagram of a power drive system in accordance with still another embodiment of the present disclosure.
  • FIG. 9 is a schematic diagram of a power drive system in accordance with still another embodiment of the present disclosure.
  • FIG. 10 is a schematic diagram of a power drive system in accordance with still another embodiment of the present disclosure.
  • first and second are used for descriptive purposes only and are not to be construed as indicating or implying a relative importance or implicitly indicating the number of technical features indicated.
  • features defining “first” and “second” may include one or more of the features either explicitly or implicitly.
  • the meaning of "a plurality” is at least two, such as two, three, etc., unless specifically defined otherwise.
  • the terms “installation”, “connected”, “connected”, “fixed”, and the like, are to be understood broadly, and may be either a fixed connection or a detachable connection, unless explicitly stated or defined otherwise. , or integrated; can be mechanical connection, can also be electrically connected or can communicate with each other; can be directly connected, or can be indirectly connected through an intermediate medium, can be the internal communication of two elements or the interaction of two elements.
  • the specific meanings of the above terms in the present disclosure can be understood by those skilled in the art on a case-by-case basis.
  • the first feature "on” or “under” the second feature may include direct contact of the first and second features, and may also include first and second features, unless otherwise specifically defined and defined. Not directly contact but through Additional features are in contact between them.
  • the first feature “above”, “above” and “above” the second feature includes the first feature directly above and above the second feature, or merely indicating that the first feature level is higher than the second feature.
  • the first feature “below”, “below” and “below” the second feature includes the first feature directly below and below the second feature, or merely the first feature level being less than the second feature.
  • a power drive system 100 according to an embodiment of the present disclosure will be described in detail below with reference to FIGS. 1 to 10, which is suitable for use in a vehicle such as a hybrid vehicle, and as a power system of the vehicle, provides sufficient for the normal running of the vehicle. Power and electricity.
  • the power drive system 100 mainly includes two main parts, one of which may be a power source, the power source may include an engine 4, a motor generator, etc., and the second may be a transmission (including multiple input shafts, multiple outputs) Axle, gear gear pair, etc.), the transmission is used to realize the shifting function of power output to the power source, to meet the driving requirements or charging requirements of the vehicle.
  • a power source may include an engine 4, a motor generator, etc.
  • the second may be a transmission (including multiple input shafts, multiple outputs) Axle, gear gear pair, etc.), the transmission is used to realize the shifting function of power output to the power source, to meet the driving requirements or charging requirements of the vehicle.
  • the power drive system 100 can include the engine 4, the first motor generator 51, and the transmission, but is not limited thereto.
  • the transmission primarily includes a plurality of input shafts (eg, first input shaft 11 and second input shaft 12), a plurality of output shafts (eg, first output shaft 21, The second output shaft 22) and the motor power shaft 3 and associated gears on each shaft and shifting elements (eg, synchronizers).
  • a plurality of input shafts eg, first input shaft 11 and second input shaft 12
  • a plurality of output shafts eg, first output shaft 21, The second output shaft 22
  • the motor power shaft 3 and associated gears on each shaft and shifting elements eg, synchronizers
  • the engine 4 is configured to selectively engage at least one of the plurality of input shafts when power is transmitted between the engine 4 and the input shaft.
  • the engine 4 can selectively engage one of the plurality of input shafts to transmit power, or the engine 4 can also selectively engage with two of the plurality of input shafts Or more than two input shafts are simultaneously engaged to transmit power.
  • the plurality of input shafts can include a first input shaft 11 and a second input shaft 12, and the engine 4 can be selectively coupled to one of the first input shaft 11 and the second input shaft 12 Engage to transmit power.
  • the engine 4 can also be simultaneously engaged with the first input shaft 11 and the second input shaft 12 to transmit power.
  • the engine 4 can also be disconnected from the first input shaft 11 and the second input shaft 12 at the same time.
  • the engagement state of the engine 4 with the input shaft is related to the particular operating conditions of the power drive system 100, as will be described in more detail below in connection with specific embodiments, and will not be described in detail herein.
  • the input shaft and the output shaft can be powered by a gear pair.
  • each of the input shafts is provided with a plurality of gear driving gears, each of which is provided with a plurality of gear driven gears, and the plurality of gear driven gears are correspondingly engaged with the plurality of gear driving gears.
  • a plurality of gear pairs having different pairs of speed ratios are formed.
  • the power drive system 100 may have seven forward gear pairs, namely, a first gear pair, a second gear pair, a third gear pair, a fourth gear pair, a fifth gear pair, and a sixth gear. Gear pair and seven-speed gear pair.
  • one of the output shafts is provided with a reverse output gear 8, and the output shaft is further provided with a reverse synchronizer for engaging the reverse output gear 8 (for example, a six-speed synchronizer) 6c), in other words, reverse gear synchronizer
  • a reverse synchronizer for engaging the reverse output gear 8 (for example, a six-speed synchronizer) 6c), in other words, reverse gear synchronizer
  • the reverse gear output gear 8 and the corresponding output shaft are synchronized such that the output shaft is interlocked with the reverse output gear 8, and the reverse power can be output from the output shaft.
  • the reverse output gear 8 is one, the one reverse output gear 8 may be disposed on the second output shaft 22, and the reverse synchronizer may be a six-speed synchronizer. 6c (ie, gear synchronizer).
  • the reverse shaft 89 is arranged to interlock with one of the input shafts and also with the reverse output gear 8. For example, power transmitted through the one of the input shafts may be transmitted to the reverse output gear 8 through the reverse shaft 89, so that the reverse power can be output from the reverse output gear 8.
  • the reverse output gear 8 is sleeved on the second output shaft 22, and the reverse shaft 89 is interlocked with the first input shaft 11, whereby the reverse power output from the engine 4 can pass through the first input The shaft 11 and the reverse shaft 89 are output to the reverse output gear 8.
  • Coupled can be understood as a plurality of components (for example, two) associated motions. Taking two components as an example, when one of the components moves, the other component also moves.
  • the linkage of the gear to the shaft may be understood to mean that the shaft that is associated therewith will also rotate as the gear rotates, or the gear that is associated therewith will also rotate as the shaft rotates.
  • the linkage of the shaft with the shaft can be understood as the other shaft that is linked with it when one of the shafts rotates.
  • linkage of a gear and a gear can be understood as the other gear that is linked to it will also rotate when one of the gears rotates.
  • the reverse shaft 89 may be provided with a reverse shaft first gear 81, and the reverse shaft first gear 81 may mesh with the gear driving gear on the one of the input shafts. transmission.
  • the reverse shaft first gear 81 can be directly meshed with the first speed drive gear 1a on the first input shaft 11, but is not limited thereto.
  • the reverse shaft 89 is further provided with a reverse shaft second gear 82, the reverse shaft second gear 82 is fixed to the reverse shaft 89, and the reverse shaft second gear 82 corresponds to the reverse output gear 8 Engage.
  • the reverse output gear 8 is disposed on the output shaft, so that if the reverse power transmitted to the reverse output gear 8 is output from the output shaft of the empty set, it needs to be set.
  • a reverse synchronizer e.g., six-speed synchronizer 6c
  • the reverse output gear 8 shares a gear synchronizer (eg, a six-speed synchronizer 6c) with an adjacent one of the gear driven gears (eg, the six-speed driven gear 6b).
  • the number of synchronizers and the number of shifting mechanisms can be reduced, so that the axial size of the power drive system 100 and The radial size is relatively smaller, the structure is more compact, the control is more convenient, and the cost is reduced.
  • reverse synchronizer in the embodiment of the present disclosure may also be a separate synchronizer independent of other gear synchronizers.
  • the motor power shaft 3 will be described in detail below. As shown in FIG. 1 to FIG. 10, the motor power shaft 3 is provided with a motor power shaft first gear 31 and a motor power shaft second gear 32. The motor power shaft first gear 31 is meshable with the final drive driven gear 74.
  • the motor power shaft second gear 32 is disposed in linkage with a gear driven gear when the vehicle having the power drive system 100 according to an embodiment of the present disclosure is in certain operating conditions (specific conditions will be combined below with specific embodiments)
  • the power output from the power source can be transmitted between the second gear 32 of the motor power shaft and the gear driven gear that is interlocked with the gear, and the second gear 32 of the motor power shaft is linked with the gear of the gear. .
  • the motor power shaft second gear 32 is interlocked with the first driven gear 1b, the second driven gear 2b, the third driven gear 3b, or the fourth driven gear 4b, respectively.
  • the motor power shaft second gear 32 and the second gear driven gear 2b may be directly meshed or indirectly transmitted through the intermediate transmission member, which will be described in detail below in conjunction with specific embodiments.
  • a motor power shaft synchronizer 33c is further disposed on the motor power shaft 3, and the motor power shaft synchronizer 33c is located between the motor power shaft first gear 31 and the motor power shaft second gear 32, and the motor power shaft synchronizer 33c can be selected.
  • the motor power shaft first gear 31 or the motor power shaft second gear 32 is engaged to link the motor power shaft first gear 31 or the motor power shaft second gear 32 with the motor power shaft 3.
  • the clutch sleeve of the motor power shaft synchronizer 33c is moved to the left to engage the motor power shaft second gear 32, and the rightward movement engages the motor power shaft first gear 31.
  • the engagement sleeve of the motor power shaft synchronizer 33c moves to the left to engage the motor power shaft first gear 31, and the rightward movement engages the motor power shaft second gear 32.
  • the first motor generator 51 is disposed to be coupled with the motor power shaft 3.
  • the generated power can be output to the motor power shaft 3.
  • the power transmitted via the motor power shaft 3 can be output to the first motor generator 51, thereby driving the first motor generator 51 to generate electricity.
  • the motor generator in the embodiment of the present disclosure, can be understood as a motor having a function of a generator and a motor unless otherwise specified.
  • the motor power shaft second gear 32 is adapted to be coupled with a gear driven gear, and the first motor generator 51 can utilize when the motor power shaft second gear 32 is interlocked with the gear driven gear. At least part of the power output from the engine 4 is generated while the vehicle is traveling and parked.
  • the shaft 3 is output to the first motor generator 51, thereby driving the first motor generator 51 to generate electric power, and realizing the operation of charging while the engine 4 is driving.
  • the first motor generator 51 can be coupled by the motor power shaft synchronizer 33c to engage the motor power shaft first gear 31.
  • the power is directly output from the first gear 31 of the motor power shaft, which can shorten the transmission chain, reduce the intermediate transmission components, and improve the transmission efficiency.
  • the motor power shaft 3 may be the motor shaft of the first motor generator 51 itself.
  • the motor shaft 3 and the motor shaft of the first motor generator 51 can also be two separate shafts.
  • the power driving system 100 can realize the charging function when the vehicle is running and parking, enriching the charging mode, and at least to some extent, solving the existing power transmission system with a single charging mode and low charging efficiency. And other issues.
  • the power drive system 100 according to an embodiment of the present disclosure is capable of implementing two types of charging modes, the vehicle charging and the parking charging.
  • the power drive system 100 according to an embodiment of the present disclosure has seven forward gears, so that the power is more smoothly transmitted, the transmission efficiency is high, and seven different transmission speed ratios can better satisfy the vehicle in different road conditions. Power and torque requirements.
  • the power drive system 100 further includes an intermediate shaft 71.
  • the intermediate shaft 71 is fixedly disposed with an intermediate shaft first gear 711 and an intermediate shaft second gear 712.
  • the shaft first gear 711 meshes with a gear driven gear (for example, the second gear driven gear 2b), and the intermediate shaft second gear 712 meshes with the motor power shaft second gear 32.
  • the motor power shaft second gear 32 is coupled to the one gear driven gear via the intermediate shaft second gear 712 and the intermediate shaft first gear 711.
  • only the intermediate shaft third gear 713 is fixedly disposed on the intermediate shaft 71, and the motor power shaft second gear 32 passes through the intermediate shaft third gear 713 and the one gear.
  • the moving gear (for example, the second-speed driven gear 2b) is driven.
  • the motor power shaft 3 is also fixedly disposed with a motor power shaft third gear 33, and the first motor generator 51 is disposed to directly mesh with the motor power shaft third gear 33.
  • the motor shaft of the first motor generator 51 is provided with a first motor gear 511, and the first motor gear 511 is driven by the intermediate gear 512 and the motor power shaft third gear 33.
  • the motor shaft of the first motor generator 51 is provided with a first motor gear 511, and the first motor gear 511 is directly meshed with the motor power shaft third gear 33.
  • the first motor generator 51 and the motor power shaft 3 may also be coaxially connected, in other words, the motor power shaft 3 is the motor shaft of the first motor generator 51.
  • the present disclosure is not limited thereto, and in the above embodiment, the motor power shaft second gear 32 is interlocked with one gear driven gear, and in other embodiments, such as the embodiment of FIGS. 8-10, The motor power shaft second gear 32 can also be coupled to a gear drive gear.
  • the motor power shaft second gear 32 may be interlocked with the four or six speed drive gear 46a or the seven speed drive gear 7a, but is not limited thereto.
  • the embodiment of FIGS. 8-10 differs from the above embodiment in the different power connection objects of the first motor generator 51, that is, in the above embodiment, the first motor generator 51 is dynamically connected to the gear driven gear, In the embodiment of FIGS. 8-10, the first motor generator 51 is dynamically coupled to the gear drive gear, such as the four or six speed drive gear 46a or the seven speed drive gear 7a.
  • the gear drive gear such as the four or six speed drive gear 46a or the seven speed drive gear 7a.
  • first motor generator 51 can cooperate with the gear drive gear in the same manner as the first motor generator 51 and the gear driven gear in the above embodiment.
  • manner of cooperation between the first motor generator 51 and the gear drive gear can be implemented in other similar manners.
  • the motor shaft of the first motor generator 51 is provided with a first motor gear 511, the first motor gear 511 is meshed with the intermediate gear 512, and the intermediate gear 512 and the intermediate gear 513 are coaxially fixed to the gear.
  • the intermediate gear 513 meshes with the motor power shaft third gear 33, and the motor power shaft second gear 32 meshes with the fourth and sixth gear drive gears 46a.
  • the embodiment of Fig. 9 differs from the embodiment of Fig. 8 in that an intermediate shaft 71 is added, and an intermediate shaft first gear 711 and an intermediate shaft second gear 712 are fixedly disposed on the intermediate shaft 71.
  • the second gear 712 meshes with the motor power shaft second gear 32, and the intermediate shaft first gear 711 meshes with the gear drive gear (such as the four-six-speed drive gear 46a).
  • the embodiment of FIG. 10 differs from the embodiment of FIG. 8 in that the first motor gear 511 and the motor power shaft third gear 33 are only powered by the intermediate gear 512.
  • the structure is more compact, the transmission chain is shorter, and the transmission efficiency is high. It can be understood that the motor power shaft first gear 31 and the final drive driven gear of the embodiment in FIGS. 8-10 74 meshing.
  • the variations of the above various embodiments are the different cooperation modes of the first motor generator 51 and the motor power shaft 3 and the different cooperation modes of the motor power shaft 3 and the gear drive gear or the gear driven gear.
  • the cooperation of the first motor generator 51 with the motor power shaft 3 and the motor power shaft 3 in different embodiments can be Combinations and/or modifications and/or changes in the manner in which the gears of the gears or the gears of the gears are combined, the new embodiments formed by combination and/or modification and/or modification also fall within the scope of the disclosure. Inside, so here is no longer exhaustive.
  • the input shafts may be two, that is, the first input shaft 11 and the second input shaft 12, and the second input shaft 12 may be a hollow shaft, the first input.
  • the shaft 11 may be a solid shaft, a portion of the first input shaft 11 may be embedded in the hollow second input shaft 12, and another portion of the first input shaft 11 may extend axially outward from the second input shaft 12. .
  • the first input shaft 11 and the second input shaft 12 may be coaxially arranged.
  • the output shafts may be two, that is, a first output shaft 21 and a second output shaft 22, the first output shaft 21 and the second output shaft 22 being arranged in parallel with the input shaft, and the first output shaft 21 and the second output shaft 22 may both be For the solid shaft.
  • the power drive system 100 may have seven forward gears, wherein one input shaft such as the first input shaft 11 may be arranged with an odd gear drive gear, and the other input shaft may be, for example, the second input shaft 12
  • the even gear position drive gear is arranged such that the first input shaft 11 is responsible for the power transmission of the odd gear position gear pair and the second input shaft 12 is responsible for the power transmission of the even gear position gear pair.
  • At least one of the gear driving gears is respectively meshed with the two gear driven gears, that is, at least one of the gear driving gears has two
  • the gears are shared by the gears, thereby reducing the number of gear shifting gears, reducing the axial size of the power drive system, and facilitating the arrangement.
  • a first driving shaft 1a, a three-five-speed driving gear 35a and a seven-speed driving gear 7a may be disposed on the first input shaft 11, and a second-speed driving gear 2a may be disposed on the second input shaft 12 and
  • the four or six-speed drive gear 46a, each gear drive gear rotates synchronously with the corresponding input shaft.
  • the first output shaft 21 is provided with a driven gear 1b, a second driven gear 2b, a third driven gear 3b and a fourth driven gear 4b, and a second output shaft.
  • 22 is provided with a fifth-speed driven gear 5b, a sixth-speed driven gear 6b and a seventh-speed driven gear 7b, and each gear driven gear is disposed on the corresponding output shaft, that is, each gear is driven.
  • the gears are capable of differential rotation relative to the corresponding output shaft.
  • the first driven gear 1b meshes with the first driving gear 1a to form a first gear pair
  • the second driven gear 2b meshes with the second gear 2a to form a second gear pair
  • the third gear driven gear 3b and the third and fifth gears
  • the driving gear 35a is meshed to constitute a third gear pair
  • the fourth driven gear 4b is meshed with the four-sixth driving gear 46a to form a fourth gear pair
  • the driven gear 5b meshes with the three-five-speed drive gear 35a to form a five-gear gear pair
  • the sixth-speed driven gear 6b meshes with the four-six-speed drive gear 46a to form a six-gear gear pair
  • the gear 7a is meshed to constitute a seven-gear gear pair.
  • the fourth gear pair and the sixth gear pair share the four or six gear drive gear 46a, the third gear pair and the fifth gear pair share the three-five drive gear 35a, so that the two gear drive gears can be reduced, so that the power drive system 100
  • the structure is more compact and the axial size is smaller.
  • the power drive system 100 includes a three-speed synchronizer 13c, a second-four-speed synchronizer 24c, a five-seven-speed synchronizer 57c, and a six-speed synchronizer 6c.
  • a three-speed synchronizer 13c is disposed on the first output shaft 21 between the first driven gear 1b and the third driven gear 3b, and a three-speed synchronizer 13c can move the first gear.
  • the gear 1b or the third-speed driven gear 3b is engaged with the first output shaft 21 so that the driven gear and the first output shaft 21 can rotate in synchronization.
  • the third-speed driven gear 3b can be engaged with the first output shaft 21, so that the third-speed driven gear 3b and the first output The shaft 21 is capable of rotating in synchronization.
  • the engagement sleeve of the third-speed synchronizer 13c is moved to the right, the first-speed driven gear 1b can be engaged with the first output shaft 21, so that the first-speed driven gear 1b and the first output shaft 21 can be rotated in synchronization.
  • the second and fourth speed synchronizers 24c are disposed on the first output shaft 21 and between the second speed driven gear 2b and the fourth speed driven gear 4b, and the second and fourth speed synchronizers 24c can be two.
  • the driven driven gear 2b or the fourth driven driven gear 4b is engaged with the first output shaft 21 so that the driven gear and the first output shaft 21 can rotate in synchronization.
  • the second-speed driven gear 2b can be engaged with the first output shaft 21, so that the second-speed driven gear 2b and the first output The shaft 21 rotates in synchronization.
  • the fourth-speed driven gear 4b can be engaged with the first output shaft 21, so that the fourth-speed driven gear 4b rotates in synchronization with the first output shaft 21.
  • the five-seven-speed synchronizer 57c is disposed on the second output shaft 22, and the five-seven-speed synchronizer 57c is located between the fifth-speed driven gear 5b and the seventh-speed driven gear 7b.
  • the synchronizer 57c is for engaging the fifth speed driven gear 5b or the seventh speed driven gear 7b with the second output shaft 22.
  • the seven-speed driven gear 7b can be engaged with the second output shaft 22, so that the seven-speed driven gear 7b rotates in synchronization with the second output shaft 22.
  • the fifth-speed driven gear 5b can be engaged with the second output shaft 22, so that the fifth-speed driven gear 5b and the second output shaft 22 rotate synchronously.
  • a six-speed synchronizer 6c is disposed on the second output shaft 22, and a six-speed synchronizer 6c is located on one side of the sixth-speed driven gear 6b, for example, the left side, and a six-speed synchronizer 6c is used.
  • the sixth gear driven gear 6b and the second output shaft 22 Engage. For example, when the engagement sleeve of the six-speed synchronizer 6c is moved to the right, the sixth-speed driven gear 6b can be engaged with the second output shaft 22, so that the sixth-speed driven gear 6b rotates in synchronization with the second output shaft 22.
  • the reverse output gear 8 is disposed adjacent to the sixth-speed driven gear 6b to share the sixth-speed synchronizer 6c with the sixth-speed driven gear 6b, so that the six-speed synchronizer 6c constitutes a reverse synchronizer.
  • the reverse output gear 8 when the engagement sleeve of the sixth speed synchronizer 6c is moved to the left, the reverse output gear 8 can be engaged with the second output shaft 22, and when the joint of the sixth speed synchronizer 6c is turned to the right.
  • the sixth speed driven gear 6b can be engaged with the second output shaft 22.
  • the reverse output gear 8 is located on a side of the sixth gear driven gear 6b that is adjacent to the engine 4.
  • the distance between the second-speed drive gear 2a, the four-six-speed drive gear 46a, the three-five-speed drive gear 35a, the first-speed drive gear 1a, and the seven-speed drive gear 7a is increased from the engine 4.
  • the gear arrangement is more rational, the power drive system 100 is more compact, and the radial and axial dimensions are relatively smaller.
  • power transfer or separation between the engine 4 and the first input shaft 11 and the second input shaft 12 of the transmission may be by the dual clutch 2d.
  • the dual clutch 2d has an input end 23d, a first output end 21d and a second output end 22d, and the engine 4 is coupled to the input end 23d of the dual clutch 2d.
  • the engine 4 may be connected to the input end 23d of the dual clutch 2d by various forms such as a flywheel, a shock absorber or a torsion disk.
  • the first output end 21d of the dual clutch 2d is coupled to the first input shaft 11 such that the first output end 21d rotates in synchronization with the first input shaft 11.
  • the second output end 22d of the dual clutch 2d is coupled to the second input shaft 12 such that the second output end 22d rotates in unison with the second input shaft 12.
  • the input end 23d of the dual clutch 2d may be a housing of the dual clutch 2d, and the first output end 21d and the second output end 22d may be two driven discs.
  • the housing and the two driven disks may be disconnected, that is, the input end 23d is disconnected from both the first output end 21d and the second output end 22d.
  • the housing can be controlled to engage with the corresponding driven disc for synchronous rotation, that is, the input end 23d is engaged with one of the first output end 21d and the second output end 22d, thereby
  • the power transmitted from the input terminal 23d can be output through one of the first output terminal 21d and the second output terminal 22d.
  • the housing may also be engaged with the two driven disks at the same time, that is, the input end 23d may also be engaged with the first output end 21d and the second output end 22d at the same time, thereby being transmitted from the input end 23d.
  • the power can be simultaneously output through the first output terminal 21d and the second output terminal 22d.
  • control strategy can be adaptively set according to the actual required transmission mode, so that the input terminal 23d and the two can be The outputs are all disconnected and the input 23d is switched in a plurality of modes in which at least one of the two outputs is engaged.
  • the differential 75 of the vehicle may be disposed between a pair of front wheels 76 or between a pair of rear wheels. In some examples of the present disclosure, the differential 75 is located between a pair of front wheels 76.
  • the function of the differential 75 is to make the left and right driving wheels roll at different angular velocities when the vehicle is turning or driving on an uneven road surface to ensure pure rolling motion between the left and right driving wheels and the ground.
  • a final drive driven gear 74 is provided on the differential 75, for example, a final drive driven gear 74 may be disposed on the housing of the differential 75.
  • the main reducer driven gear 74 may be a bevel gear, but is not limited thereto.
  • a first output shaft output gear 211 is fixedly disposed on the first output shaft 21, and the first output shaft output gear 211 rotates synchronously with the first output shaft 21, and the first output shaft output gear 211 and the final drive driven gear 74 The transmission is engaged so that power transmitted through the first output shaft 21 can be transmitted from the first output shaft output gear 211 to the final drive driven gear 74 and the differential 75.
  • the second output shaft 22 is fixedly disposed with a second output shaft output gear 221, the second output shaft output gear 221 is synchronously rotated with the second output shaft 22, and the second output shaft output gear 221 is coupled to the final drive driven gear.
  • the meshing transmission is such that power transmitted through the second output shaft 22 can be transmitted from the second output shaft output gear 221 to the final drive driven gear 74 and the differential 75.
  • the motor power shaft first gear 31 can be used to output power transmitted through the motor power shaft 3, so that the motor power shaft first gear 31 is also meshed with the final drive driven gear 74.
  • Some typical operating conditions of the power drive system 100 in accordance with embodiments of the present disclosure include park power generation, an edge-driven side charging mode in the case of dual clutch 2d simultaneous engagement, and a reverse mode.
  • the engine 4 is arranged to output the generated power to the gear driven gear that is interlocked with the motor power shaft second gear 32, and through the motor power shaft synchronizer 33c the motor power shaft second gear 32 and The motor power shaft 3 is synchronized such that power is output to the first motor generator 51 to drive the first motor generator 51 to generate electricity.
  • the engine 4 can output power through the dual clutch 2d to the second input shaft 12 after the vehicle is parked, and the motor power shaft synchronizer 33c engages the motor power shaft second gear 32 to power the motor.
  • the shaft second gear 32 is synchronized with the motor power shaft 3, so that the power transmitted through the second input shaft 12 can pass through the second gear pair, the intermediate shaft first gear 711, the intermediate shaft 71, the intermediate shaft second gear 712, and the motor power shaft.
  • the second gear 32, the motor power shaft synchronizer 33c, the motor power shaft 3, the motor power shaft third gear 33, the intermediate gear 512, and the first motor gear 511 are output to the first motor generator 51, thereby driving the first motor generator 51 is used as a generator to generate electricity.
  • the parking power generation function is realized, the charging mode is enriched, and the vehicle is in a stationary state under the parking power generation condition, and the power of the engine 4 can be all used for charging, the charging efficiency is improved, and the rapid power supply function is realized.
  • the side drive side charging condition in the case where the input end 23d of the dual clutch 2d simultaneously engages the first output end 21d and the second output end 22d will be described.
  • the engine 4 can output a part of the power to the wheel through an output shaft.
  • another part of the power is output to the first motor generator 51 through the motor power shaft second gear 32 to drive the first motor generator 51 to generate electricity.
  • the motor power shaft synchronizer 33c engages the second shaft 32 of the motor power shaft under the operating condition, and a part of the power of the engine 4 can be output to the first input shaft 11, and then through the first gear pair.
  • the third gear pair, the fifth gear pair or the seventh gear pair output, the other part of the engine 4 power can be output to the first motor generator 51 via the second input shaft 12, the second gear pair, and the motor power shaft second gear 32. Thereby, the first motor generator 51 is driven to generate electricity.
  • the dual clutch 2d Since in the conventional power transmission system having the dual clutch 2d, the dual clutch 2d has only one clutch in operation at the same time, and the power drive system 100 according to the embodiment of the present disclosure achieves a breakthrough application to the dual clutch 2d, that is, In the case where both of the clutches of the dual clutch 2d are in the engaged state (i.e., the input end 23d simultaneously engages the first output end 21d and the second output end 22d), a part of the power of the engine 4 is controlled by an output shaft (for example, the first output shaft 21). Or the second output shaft 22) is output to drive the vehicle to travel, and the other part of the power is output to the first motor generator 51, and the first motor generator 51 is driven to generate power, enriching the transmission mode, taking into consideration the vehicle running and charging requirements.
  • an output shaft for example, the first output shaft 21
  • the second output shaft 22 is output to drive the vehicle to travel, and the other part of the power is output to the first motor generator 51, and the first motor generator 51 is driven to
  • the power drive system 100 has three reverse modes of a mechanical reverse mode, an electric reverse mode, and a hybrid reverse mode.
  • the mechanical reverse mode utilizes the power of the engine 4 to achieve the reverse function of the vehicle.
  • the engine 4 outputs power generated to the reverse shaft 89 as a power source, and the reverse synchronizer synchronizes the reverse output gear 8 with the second output shaft 22, thereby causing the engine 4 to be inverted.
  • the blocking force is output from the second output shaft 22.
  • the six-speed synchronizer 6c engages the reverse output gear 8 to synchronize the reverse output gear 8 with the second output shaft 22, and the power generated by the engine 4 passes through the first input shaft 11
  • the reverse shaft 89 is output to the reverse output gear 8. Due to the engagement of the reverse synchronizer 6c, the reverse output gear 8 is interlocked with the second output shaft 22, so that the reverse power can be finally output from the second output shaft 22.
  • the electric reverse gear mode utilizes the first motor generator 51 to implement the reverse function of the vehicle.
  • the first motor generator 51 serves as a power source and the motor power shaft synchronizer 33c engages the motor power shaft first gear 31 to synchronize the motor power shaft first gear 31 with the motor power shaft 3, Thereby, the power generated by the first motor generator 51 is outputted from the first gear 31 of the motor power shaft to achieve reverse driving.
  • the motor power shaft synchronizer 33c engages the motor power shaft first gear 31, and the power output by the first motor generator 51 passes through the first motor gear 511, the intermediate gear 512, the motor power shaft third gear 33, The motor power shaft 3 and the motor power shaft synchronizer 33c are output to the motor power shaft first gear 31, and further output from the motor power shaft first gear 31.
  • the transmission chain is short, the intermediate transmission components are few, and the reverse gear efficiency is high, which can be considered as the first electric power generation.
  • the direct reverse path of the machine 51 is short, the intermediate transmission components are few, and the reverse gear efficiency is high, which can be considered as the first electric power generation.
  • the hybrid reverse mode is to simultaneously realize the reverse function of the vehicle by using the engine 4 and the first motor generator 51.
  • the hybrid reverse mode is a combination of the above mechanical reverse mode and the electric reverse mode.
  • the engine 4 acts as a power source and outputs the generated power to the reverse shaft 89, and the reverse synchronizer synchronizes the reverse output gear 8 with the second output shaft 22, thereby causing the engine 4
  • the generated power is output from the second output shaft 22.
  • the first motor generator 51 also functions as a power source and the motor power shaft synchronizer 33c synchronizes the motor power shaft first gear 31 with the motor power shaft 3, thereby causing the power generated by the first motor generator 51 to be powered by the motor.
  • the shaft first gear 31 is output.
  • the engine 4 rotates the reverse power from the second output shaft 22 in accordance with the above-described mechanical reverse mode.
  • the first motor generator 51 outputs the reverse power from the motor power shaft first gear 31 according to the above-described electric reverse gear mode, and the two parts of the power are coupled at the final drive driven gear 74 and output to the wheel together to realize the hybrid. Reversing.
  • the first motor generator 51 can perform the speed adjustment so that the final drive driven gear 74 can synchronously receive the power from the engine 4 and the first motor generator 51 in synchronization, thereby improving the smoothness and coordination of the transmission.
  • the motor power shaft synchronizer 33c engages the motor power shaft first gear 31 and the reverse synchronizer 6c engages the reverse gear output gear 8.
  • the power drive system 100 can implement three reverse gear modes, namely, a mechanical reverse mode, an electric reverse gear mode, and a hybrid reverse gear mode, which enrich the reverse gear condition and can be flexibly adapted according to actual conditions.
  • the ground is switched in the three reverse modes to meet the driving requirements.
  • the electric reverse gear mode can be adopted, so that not only harmful gases but also energy consumption can be reduced when reversing.
  • the electric reverse gear mode can improve the problem well, not only can reduce the emissions, but also use the motor as the power to achieve low speed reversing with low energy consumption, and the fuel economy of the engine 4 is improved.
  • a mechanical reverse mode can be employed in the case where the vehicle battery charge is insufficient or low.
  • a hybrid reverse mode can be used to increase the power of the vehicle and facilitate reversing.
  • the reverse gear mode of the power drive system 100 is further enriched, giving the driver more choices, fully improving the driving pleasure, and better meeting the reverse gear requirements of different road conditions.
  • a second motor generator 52 may be additionally added to increase the power of the power drive system 100 to enrich the transmission mode.
  • the second motor generator 52 can be driven with the final drive driven gear 74.
  • a gear can be disposed on the motor shaft of the second motor generator 52, the gear and the final drive driven gear 74. Direct meshing drive.
  • the second motor generator 52 may also be disposed to be coupled to the first input shaft 11 or to the first output shaft 21.
  • the second motor generators 52 are two and disposed on opposite sides of the differential 75, respectively, and the two second motor generators 52 can be integrated with the differential 75.
  • the engine 4 and the first motor generator 51 are used to drive the front wheel
  • the second motor generator 52 may be a wheel motor and used to drive the rear wheel
  • the second motor generator 52 may The two rear wheels are driven by one speed reduction mechanism, or the second motor generators 52 are two and each of the second motor generators 52 drives a rear wheel by a speed reduction mechanism.
  • FIG. 1 illustrates a basic embodiment of a power drive system 100 in accordance with an embodiment of the present disclosure.
  • the embodiment of Figures 2 - 4 is a variation of the embodiment of Figure 1.
  • the motor power shaft second gear 32 of these embodiments is associated with a different gear driven gear as compared to the embodiment of Figure 1.
  • the three embodiments of Figures 5-7 differ from the embodiment of Figure 1 in the different power connections between the first motor generator 51 and the second gear driven gear 2b.
  • the embodiment of Figures 8-10 differs from the embodiment of Figures 1-7 in the different power connection objects of the first motor generator 51, which have been described in detail above.
  • the embodiment of Figures 8-10 has the same or similar transmission mode and transmission principle as the embodiment of Figures 1-7, and therefore will not be further described herein.
  • embodiments of the present disclosure further provide a vehicle including the power drive system 100 as described above.
  • vehicle including the power drive system 100 as described above.
  • other configurations of vehicles in accordance with embodiments of the present disclosure e.g., travel systems, steering systems, braking systems, etc.
  • travel systems, steering systems, braking systems, etc. are well known in the art and are well known to those of ordinary skill in the art, and thus are known in the art. The detailed description is omitted here.

Abstract

一种动力驱动系统，包括：发动机（4）；多个输入轴（11，12），发动机（4）设置成可选择性地接合多个输入轴（11，12）中的至少一个，每个输入轴上设置有多个挡位主动齿轮；多个输出轴（21，22），每个输出轴（21，22）上设置有多个挡位从动齿轮，多个挡位从动齿轮与多个挡位主动齿轮对应地啮合，多个输出轴（21，22）中的一个上空套设置有倒挡输出齿轮（8）且还设置有用于接合倒挡输出齿轮（8）的倒挡同步器（6c）；倒挡轴（89），倒挡轴（89）设置成与多个输入轴（11，12）中的一个联动且还与倒挡输出齿轮（8）联动；电机动力轴（3），电机动力轴（3）上空套设置有电机动力轴第一齿轮（31）和电机动力轴第二齿轮（32），电机动力轴上（3）还设置有位于电机动力轴第一齿轮（31）与电机动力轴第二齿轮（32）之间的电机动力轴同步器（33c），其中电机动力轴第二齿轮（32）设置成与多个挡位主动齿轮中的一个挡位主动齿轮联动；以及第一电动发电机（51），第一电动发电机（51）设置成与电机动力轴（3）联动。还公开了一种车辆，其包括该动力驱动系统。

Description

动力驱动系统和车辆 技术领域
本公开涉及汽车技术领域，尤其是涉及一种动力驱动系统和车辆。
背景技术
随着能源的不断消耗，新能源车型的开发和利用已逐渐成为一种趋势。混合动力汽车作为新能源车型中的一种，通过发动机和/或电机进行驱动，具有多种模式，可以改善传动效率和燃油经济性。
但是，发明人所了解的相关技术中，混合动力汽车中的变速器一般结构复杂，传动模式少，传动效率偏低。此外，传统混合动力汽车中的变速器多为五挡或六挡，传动效率不高。
发明内容
本公开旨在至少在一定程度上解决现有技术中的上述技术问题之一。为此，本公开的一个目的在于提出一种动力驱动系统，该动力驱动系统传动模式丰富，并具有多个(如七个)前进挡位，能够更好地满足车辆行驶时对动力与扭矩的需求。
本公开的另一个目的在于提出一种车辆，该车辆包括上述的动力驱动系统。
根据本公开实施例的动力驱动系统，包括：发动机；多个输入轴，所述发动机设置成可选择性地接合所述多个输入轴中的至少一个，每个输入轴上设置有多个挡位主动齿轮；多个输出轴，每个输出轴上设置有多个挡位从动齿轮，所述多个挡位从动齿轮与所述多个挡位主动齿轮对应地啮合，所述多个输出轴中的一个上空套设置有倒挡输出齿轮且还设置有用于接合所述倒挡输出齿轮的倒挡同步器；倒挡轴，所述倒挡轴设置成与所述多个输入轴中的一个联动且还与所述倒挡输出齿轮联动；电机动力轴，所述电机动力轴上空套设置有电机动力轴第一齿轮和电机动力轴第二齿轮，所述电机动力轴上还设置有位于所述电机动力轴第一齿轮与所述电机动力轴第二齿轮之间的电机动力轴同步器，其中所述电机动力轴第二齿轮设置成与所述多个挡位主动齿轮中的一个挡位主动齿轮联动；以及第一电动发电机，所述第一电动发电机设置成与所述电机动力轴联动。
根据本公开实施例的动力驱动系统，能够在车辆行驶以及驻车时实现充电功能，丰富了充电模式，至少在一定程度上解决了现有动力传动系统充电方式单一、充电效率低等问题。简言之，根据本公开实施例的动力驱动系统能够实现行车充电和驻车充电两类充电模式。而 且，根据本公开实施例的动力驱动系统具有多个(如七个)前进挡位，可以更加平顺地传递动力，传动效率高，而且多个(如七个)不同的传动速比能够更好地满足车辆在不同路况下对动力和扭矩的需求。
此外，根据本公开实施例的动力驱动系统还可以具有如下附加技术特征：
根据本公开的一些实施例，所述多个输入轴包括：第一输入轴和第二输入轴，所述第二输入轴套设在所述第一输入轴上；所述多个输出轴包括：第一输出轴和第二输出轴；所述第一输入轴上固定设置有一挡主动齿轮、三五挡主动齿轮和七挡主动齿轮，所述第二输入轴上固定设置有二挡主动齿轮和四六挡主动齿轮；所述第一输出轴上空套设置有一挡从动齿轮、二挡从动齿轮、三挡从动齿轮和四挡从动齿轮，所述第二输出轴上空套设置有五挡从动齿轮、六挡从动齿轮和七挡从动齿轮；所述一挡从动齿轮与所述三挡从动齿轮之间设置有一三挡同步器，所述二挡从动齿轮与所述四挡从动齿轮之间设置有二四挡同步器，所述五挡从动齿轮与所述七挡从动齿轮之间设置有五七挡同步器，所述六挡从动齿轮的一侧设置有六挡同步器。
根据本公开的一些实施例，所述倒挡输出齿轮空套设置在所述第二输出轴上且与所述六挡从动齿轮相邻，所述倒挡输出齿轮与所述六挡从动齿轮共用六挡同步器，从而所述六挡同步器构成倒挡同步器。
根据本公开的一些实施例，所述第一输出轴上固定设置有第一输出轴输出齿轮，所述第二输出轴上固定设置有第二输出轴输出齿轮，所述第一输出轴输出齿轮、所述第二输出轴输出齿轮和所述电机动力轴第一齿轮均与车辆的主减速器从动齿轮啮合。
根据本公开的一些实施例，动力驱动系统还包括：双离合器，所述双离合器具有输入端、第一输出端和第二输出端，所述发动机与所述输入端相连，所述第一输出端与所述第一输入轴相连，所述第二输出端与所述第二输入轴相连。
根据本公开的一些实施例，所述电机动力轴第二齿轮与所述四六挡主动齿轮或所述七挡主动齿轮联动。
根据本公开的一些实施例，所述倒挡输出齿轮与所述多个挡位从动齿轮中与所述倒挡输出齿轮相邻的一个挡位从动齿轮共用挡位同步器，共用的所述挡位同步器构成倒挡同步器。
根据本公开的一些实施例，所述倒挡输出齿轮位于所述六挡从动齿轮的靠近所述发动机的一侧。
根据本公开的一些实施例，所述二挡主动齿轮、所述四六挡主动齿轮、所述三五挡主动齿轮、所述一挡主动齿轮和所述七挡主动齿轮与所述发动机的距离递增。
根据本公开实施例的车辆，包括上述实施例中的动力驱动系统。
附图说明
图1是根据本公开一个实施例的动力驱动系统的示意图；
图2是根据本公开另一个实施例的动力驱动系统的示意图；
图3是根据本公开又一个实施例的动力驱动系统的示意图；
图4是根据本公开再一个实施例的动力驱动系统的示意图；
图5是根据本公开再一个实施例的动力驱动系统的示意图；
图6是根据本公开再一个实施例的动力驱动系统的示意图；
图7是根据本公开再一个实施例的动力驱动系统的示意图；
图8是根据本公开再一个实施例的动力驱动系统的示意图；
图9是根据本公开再一个实施例的动力驱动系统的示意图；以及
图10是根据本公开再一个实施例的动力驱动系统的示意图。
具体实施方式
下面详细描述本公开的实施例，所述实施例的示例在附图中示出，其中自始至终相同或类似的标号表示相同或类似的元件或具有相同或类似功能的元件。下面通过参考附图描述的实施例是示例性的，旨在用于解释本公开，而不能理解为对本公开的限制。
在本公开的描述中，需要理解的是，术语“中心”、“纵向”、“横向”、“长度”、“宽度”、“厚度”、“上”、“下”、“前”、“后”、“左”、“右”、“竖直”、“水平”、“顶”、“底”“内”、“外”、“顺时针”、“逆时针”等指示的方位或位置关系为基于附图所示的方位或位置关系，仅是为了便于描述本公开和简化描述，而不是指示或暗示所指的装置或元件必须具有特定的方位、以特定的方位构造和操作，因此不能理解为对本公开的限制。
此外，术语“第一”、“第二”仅用于描述目的，而不能理解为指示或暗示相对重要性或者隐含指明所指示的技术特征的数量。由此，限定有“第一”、“第二”的特征可以明示或者隐含地包括一个或者更多个该特征。在本公开的描述中，“多个”的含义是至少两个，例如两个，三个等，除非另有明确具体的限定。
在本公开中，除非另有明确的规定和限定，术语“安装”、“相连”、“连接”、“固定”等术语应做广义理解，例如，可以是固定连接，也可以是可拆卸连接，或成一体；可以是机械连接，也可以是电连接或可以互相通讯；可以是直接相连，也可以通过中间媒介间接相连，可以是两个元件内部的连通或两个元件的相互作用关系。对于本领域的普通技术人员而言，可以根据具体情况理解上述术语在本公开中的具体含义。
在本公开中，除非另有明确的规定和限定，第一特征在第二特征之“上”或之“下”可以包括第一和第二特征直接接触，也可以包括第一和第二特征不是直接接触而是通过 它们之间的另外的特征接触。而且，第一特征在第二特征“之上”、“上方”和“上面”包括第一特征在第二特征正上方和斜上方，或仅仅表示第一特征水平高度高于第二特征。第一特征在第二特征“之下”、“下方”和“下面”包括第一特征在第二特征正下方和斜下方，或仅仅表示第一特征水平高度小于第二特征。
下面结合图1-图10对根据本公开实施例的动力驱动系统100进行详细描述，该动力驱动系统100适用于诸如混合动力汽车的车辆中，并作为车辆的动力系统，为车辆正常行驶提供充足的动力和电能。
根据本公开实施例的动力驱动系统100主要包括两大部分，其一可为动力源，动力源可以包括发动机4、电动发电机等，其二可为变速器(包括多个输入轴、多个输出轴、挡位齿轮副等)，变速器用于实现对动力源输出动力的变速功能，满足车辆行驶要求或充电要求等。
例如，在一些实施例中，如图1-图10所示，动力驱动系统100可以包括发动机4、第一电动发电机51和变速器，但不限于此。
结合图1-10所示，在一些实施例中，变速器主要包括多个输入轴(例如，第一输入轴11、第二输入轴12)、多个输出轴(例如，第一输出轴21、第二输出轴22)和电机动力轴3及各轴上相关齿轮以及换挡元件(如，同步器)。
在发动机4与输入轴之间进行动力传递时，发动机4设置成可选择性地接合多个输入轴中的至少一个。换言之，例如，在发动机4向输入轴传输动力时，发动机4能够选择性地与多个输入轴中的一个接合以传输动力，或者发动机4还能够选择性地与多个输入轴中的两个或两个以上输入轴同时接合以传输动力。
例如，在图1-图10的示例中，多个输入轴可以包括第一输入轴11和第二输入轴12，发动机4能够选择性地与第一输入轴11和第二输入轴12之一接合以传输动力。或者，发动机4还能与第一输入轴11和第二输入轴12同时接合以传输动力。当然，应当理解的是，发动机4还可同时与第一输入轴11和第二输入轴12断开。
对于本领域的普通技术人员而言，发动机4与输入轴的接合状态与动力驱动系统100的具体工况相关，这将在下面结合具体的实施例进行详述，这里不再详细说明。
输入轴与输出轴之间可以通过挡位齿轮副进行动力传动。例如，每个输入轴上均设置有多个挡位主动齿轮，每个输出轴上均设置有多个挡位从动齿轮，多个挡位从动齿轮与多个挡位主动齿轮对应地啮合，从而构成多对速比不同的齿轮副。
在本公开的一些实施例中，动力驱动系统100可以具有七个前进挡齿轮副，即一挡齿轮副、二挡齿轮副、三挡齿轮副、四挡齿轮副、五挡齿轮副、六挡齿轮副和七挡齿轮副。
如图1-图10所示，输出轴中的一个上空套设置有倒挡输出齿轮8，并且该输出轴上还设置有用于接合倒挡输出齿轮8的倒挡同步器(例如六挡同步器6c)，换言之，倒挡同步器 同步倒挡输出齿轮8和该对应的输出轴，从而使得该输出轴与倒挡输出齿轮8联动，进而倒挡动力能够从该输出轴输出。
在一些实施例中，如图1-图10，倒挡输出齿轮8为一个，该一个倒挡输出齿轮8可以空套设置在第二输出轴22上，倒挡同步器可以是六挡同步器6c(即，挡位同步器)。
倒挡轴89设置成与输入轴中的一个联动且还与倒挡输出齿轮8联动。例如，经输入轴中的所述一个传递的动力可以通过倒挡轴89传递至倒挡输出齿轮8，从而倒挡动力能够从倒挡输出齿轮8输出。在本公开的示例中，倒挡输出齿轮8空套设置在第二输出轴22上，并且倒挡轴89与第一输入轴11联动，由此发动机4输出的倒挡动力可通过第一输入轴11、倒挡轴89输出至倒挡输出齿轮8。
需要说明的是，上述的“联动”可以理解为多个部件(例如，两个)关联运动，以两个部件联动为例，在其中一个部件运动时，另一个部件也随之运动。
例如，在本公开的一些实施例中，齿轮与轴联动可以理解为在齿轮旋转时，与其联动的轴也将旋转，或者在该轴旋转时，与其联动的齿轮也将旋转。
又如，轴与轴联动可以理解为在其中一根轴旋转时，与其联动的另一根轴也将旋转。
再如，齿轮与齿轮联动可以理解为在其中一个齿轮旋转时，与其联动的另一个齿轮也将旋转。
在本公开下面有关“联动”的描述中，如果没有特殊说明，均作此理解。
进一步，如图1-图10所示，倒挡轴89上可以设置有倒挡轴第一齿轮81，倒挡轴第一齿轮81可与输入轴中的所述一个上的挡位主动齿轮啮合传动。例如，倒挡轴第一齿轮81可与第一输入轴11上的一挡主动齿轮1a直接啮合传动，但不限于此。
再进一步，倒挡轴89上还设置有倒挡轴第二齿轮82，倒挡轴第二齿轮82固定在倒挡轴89上，并且倒挡轴第二齿轮82与倒挡输出齿轮8对应地啮合。
如图1-图10所述，倒挡输出齿轮8是空套设置在输出轴上的，因此若要传递至倒挡输出齿轮8的倒挡动力从其空套设置的输出轴输出，需要设置倒挡同步器(例如六挡同步器6c)同步倒挡输出齿轮8和对应的输出轴。在本公开的一些实施例中，倒挡输出齿轮8与相邻的一个挡位从动齿轮(例如六挡从动齿轮6b)共用挡位同步器(例如六挡同步器6c)。换言之，对于与倒挡输出齿轮8布置在同一输出轴上的挡位从动齿轮而言，由于挡位从动齿轮同样空套设置在该输出轴上并需要挡位同步器将其与输出轴同步以输出动力，因此倒挡输出齿轮8可以邻近该挡位从动齿轮设置，从而与该挡位从动齿轮共用挡位同步器，这样被共用的挡位同步器的接合套沿输出轴向左或向右移动时可以接合倒挡输出齿轮8或对应的挡位从动齿轮。
由此，可以减少同步器的数量和拨叉机构的数量，使得动力驱动系统100的轴向尺寸和 径向尺寸相对更小，结构更加紧凑，控制更方便，降低了成本。
当然，可以理解的是，本公开实施例中的倒挡同步器也可以是独立于其他挡位同步器的单独的同步器。
关于挡位同步器构成倒挡同步器的具体实施例，将在下面结合附图进行详细描述，这里不再详细说明。
下面对电机动力轴3进行详细描述。如图1-图10所示，电机动力轴3上空套设置有电机动力轴第一齿轮31、电机动力轴第二齿轮32。电机动力轴第一齿轮31可与主减速器从动齿轮74啮合传动。
电机动力轴第二齿轮32设置成与一个挡位从动齿轮联动，在具有根据本公开实施例的动力驱动系统100的车辆处于某些工况时(具体工况将在下面结合具体的实施例进行详述)，动力源输出的动力可以在电机动力轴第二齿轮32以及与其联动的挡位从动齿轮之间进行传递，此时电机动力轴第二齿轮32与该挡位从动齿轮联动。
例如在图1-图4的示例中，电机动力轴第二齿轮32分别与一挡从动齿轮1b、二挡从动齿轮2b、三挡从动齿轮3b或四挡从动齿轮4b联动。以图1、图5-图7为例，电机动力轴第二齿轮32与二挡从动齿轮2b可以直接啮合或通过中间传动部件间接传动，这将在下面结合具体的实施例进行详细描述。
进一步，电机动力轴3上还设置有电机动力轴同步器33c，电机动力轴同步器33c位于电机动力轴第一齿轮31与电机动力轴第二齿轮32之间，电机动力轴同步器33c可以选择性地接合电机动力轴第一齿轮31或电机动力轴第二齿轮32，以使电机动力轴第一齿轮31或电机动力轴第二齿轮32与电机动力轴3联动。例如在图1和图3的示例中，电机动力轴同步器33c的接合套向左移动可接合电机动力轴第二齿轮32，向右移动则可接合电机动力轴第一齿轮31。然而，在图2和4-10的示例中，电机动力轴同步器33c的接合套向左移动可接合电机动力轴第一齿轮31，向右移动则可接合电机动力轴第二齿轮32。
类似地，第一电动发电机51设置成能够与电机动力轴3联动。例如，第一电动发电机51在作为电动机工作时，可将产生的动力输出给电机动力轴3。又如，在第一电动发电机51作为发电机工作时，经电机动力轴3传递的动力可以输出至第一电动发电机51，从而驱动第一电动发电机51进行发电。
这里，需要说明一点，在本公开实施例中有关“电动发电机”的描述中，如果没有特殊说明，该电动发电机可以理解为是具有发电机与电动机功能的电机。
如上所述，电机动力轴第二齿轮32适于与一个挡位从动齿轮联动，并且在电机动力轴第二齿轮32与该挡位从动齿轮进行联动时，第一电动发电机51能够利用输出自发动机4的至少部分动力在车辆行驶以及驻车时进行发电。
换言之，在车辆处于行驶状态且电机动力轴第二齿轮32和该挡位从动齿轮联动时，发动机4的至少部分动力可以通过该挡位从动齿轮、电机动力轴第二齿轮32、电机动力轴3输出至第一电动发电机51，从而驱动第一电动发电机51进行发电，实现发动机4边驱动边充电的工况。
在车辆处于驻车状态(车辆停止但发动机4仍处于工作状态，如发动机4怠速)且电机动力轴第二齿轮32与该挡位从动齿轮联动时，发动机4的至少部分动力可以通过该挡位从动齿轮、电机动力轴第二齿轮32、电机动力轴3输出至第一电动发电机51，从而驱动第一电动发电机51进行发电，实现驻车充电功能(即“停车”充电)，由此可以大大提高充电效率以及发动机4的燃油经济性。
对于电机动力轴第一齿轮31而言，由于其与主减速器从动齿轮74啮合，因此第一电动发电机51可通过电机动力轴同步器33c接合电机动力轴第一齿轮31而将产生的动力直接从电机动力轴第一齿轮31输出，这样可以缩短传动链，减少中间传动部件，提高传动效率。
需要说明一点，在本公开的描述中，电机动力轴3可以是第一电动发电机51自身的电机轴。当然，可以理解的是，电机动力轴3与第一电动发电机51的电机轴也可以是两个单独的轴。
由此，根据本公开实施例的动力驱动系统100，能够在车辆行驶以及驻车时实现充电功能，丰富了充电模式，至少在一定程度上解决了现有动力传动系统充电方式单一、充电效率低等问题。简言之，根据本公开实施例的动力驱动系统100能够实现行车充电和驻车充电两类充电模式。而且，根据本公开实施例的动力驱动系统100具有七个前进挡位，使得动力在传递时更加平顺，传动效率高，而且七个不同的传动速比能够更好地满足车辆在不同路况下对动力和扭矩的需求。
下面参照图1-图10对动力驱动系统100的具体构造结合具体的实施例进行详细描述。
首先，对电机动力轴3与挡位从动齿轮的传动方式结合具体实施例进行详细说明。
在本公开的一些实施例中，如图1-图4所示，动力驱动系统100还包括中间轴71，中间轴71上固定设置有中间轴第一齿轮711和中间轴第二齿轮712，中间轴第一齿轮711与一个挡位从动齿轮(例如，二挡从动齿轮2b)啮合，中间轴第二齿轮712与电机动力轴第二齿轮32啮合。简言之，在该些实施例中，电机动力轴第二齿轮32通过中间轴第二齿轮712和中间轴第一齿轮711与所述一个挡位从动齿轮联动。
而在另一些实施例中，如图5所示，中间轴71上只固定设置有中间轴第三齿轮713，电机动力轴第二齿轮32通过中间轴第三齿轮713与所述一个挡位从动齿轮(例如，二挡从动齿轮2b)传动。
在又一些实施例中，如图6-图7所示，电机动力轴第二齿轮32与所述一个挡位从动齿 轮(例如，二挡从动齿轮2b)直接啮合传动。
其次，对电机动力轴3与第一电动发电机51的传动方式结合具体实施例进行详细说明。
在一些实施例中，如图1-图6所示，电机动力轴3上还固定设置有电机动力轴第三齿轮33，第一电动发电机51设置成与电机动力轴第三齿轮33直接啮合传动或间接传动。
进一步，如图1-图4所示，第一电动发电机51的电机轴上设置有第一电机齿轮511，第一电机齿轮511通过中间齿轮512与电机动力轴第三齿轮33传动。又如，在图5-图6的示例中，第一电动发电机51的电机轴上设置有第一电机齿轮511，第一电机齿轮511直接与电机动力轴第三齿轮33啮合。再如，在图7的示例中，第一电动发电机51与电机动力轴3也可以同轴相连，换言之，电机动力轴3即为第一电动发电机51的电机轴。
当然，本公开并不限于此，在上面的实施例中，电机动力轴第二齿轮32与一个挡位从动齿轮联动，而在其它实施例中，例如图8-图10的实施例中，电机动力轴第二齿轮32也可以与一个挡位主动齿轮联动。例如，电机动力轴第二齿轮32可与四六挡主动齿轮46a或七挡主动齿轮7a联动，但不限于此。
换言之，图8-图10中实施例与上述实施例的区别在于第一电动发电机51的不同动力连接对象，即在上述实施例中第一电动发电机51与挡位从动齿轮动力连接，而在图8-图10的实施例中，第一电动发电机51与挡位主动齿轮动力连接，如四六挡主动齿轮46a或七挡主动齿轮7a。这样，在发动机4与第一电动发电机51之间进行动力传递时，传动链相对更短，传动能耗损失小，传动效率更高。
可以理解，第一电动发电机51与挡位主动齿轮的配合方式可与上述实施例中第一电动发电机51与挡位从动齿轮的配合方式完全相同。此外，对于第一电动发电机51与挡位主动齿轮的配合方式，还可以采用其它相似的方式得以实现。
例如，参照图8所示，第一电动发电机51的电机轴上设置有第一电机齿轮511，第一电机齿轮511与中间齿轮512啮合，中间齿轮512与中间齿轮513同轴地固定在齿轮轴514上，中间齿轮513与电机动力轴第三齿轮33啮合，电机动力轴第二齿轮32与四六挡主动齿轮46a啮合。由此，第一电动发电机51可以获得更佳的传动速比，提高传动效率。
参照图9所示，图9中实施例与图8中实施例的区别在于增加了中间轴71，中间轴71上固定设置有中间轴第一齿轮711和中间轴第二齿轮712，中间轴第二齿轮712与电机动力轴第二齿轮32啮合，而中间轴第一齿轮711则与挡位主动齿轮(如四六挡主动齿轮46a)啮合。
参照图10所示，图10中实施例与图8中实施例的区别在于第一电机齿轮511与电机动力轴第三齿轮33之间只通过中间齿轮512进行动力传动。由此结构更加紧凑，传动链更短，传动效率高。可以理解，图8-图10中实施例的电机动力轴第一齿轮31与主减速器从动齿轮 74啮合。
应当理解的是，上述多个实施例的变化在于第一电动发电机51与电机动力轴3的不同配合方式以及电机动力轴3与挡位主动齿轮或挡位从动齿轮的不同配合方式。对于本领域的普通技术人员而言，在阅读了上述多个实施例的基础之上，显然可以将不同实施例中第一电动发电机51与电机动力轴3的配合方式以及电机动力轴3与挡位主动齿轮或挡位从动齿轮的配合方式进行组合和/或修改和/或改变，通过组合和/或修改和/或改变所形成的新的实施方式同样落入本公开的保护范围之内，因此这里不再一一穷举。
下面结合图1-图10的实施例对输入轴、输出轴以及各挡位齿轮副进行详细描述。
在本公开的一些实施例，如图1-图10所示，输入轴可以是两个，即第一输入轴11和第二输入轴12，第二输入轴12可以是空心轴，第一输入轴11可以是实心轴，第一输入轴11的一部分可以嵌设在空心的第二输入轴12内，第一输入轴11的另一部分可从第二输入轴12内沿轴向向外伸出。在本公开的一些实施例中，第一输入轴11和第二输入轴12可以同轴布置。
输出轴可以是两个，即第一输出轴21和第二输出轴22，第一输出轴21和第二输出轴22与输入轴平行布置，第一输出轴21和第二输出轴22可以均为实心轴。
根据本公开实施例的动力驱动系统100可以具有七个前进挡位，其中一个输入轴如第一输入轴11上可以布置奇数挡挡位主动齿轮，另一个输入轴如第二输入轴12上可以布置偶数挡挡位主动齿轮，从而第一输入轴11负责奇数挡挡位齿轮副的动力传递，第二输入轴12负责偶数挡挡位齿轮副的动力传递。另外，在本公开的一些实施例中，在多个挡位主动齿轮中，至少有一个挡位主动齿轮分别与两个挡位从动齿轮啮合传动，即至少有一个挡位主动齿轮为两个挡位从动齿轮所共用，由此可以减少挡位主动齿轮的数量，减小动力驱动系统的轴向尺寸，便于布置。
如图1-10所示，第一输入轴11上可以布置有一挡主动齿轮1a、三五挡主动齿轮35a和七挡主动齿轮7a，第二输入轴12上可以布置有二挡主动齿轮2a和四六挡主动齿轮46a，每个挡位主动齿轮均随对应的输入轴同步转动。
对应地，如图1-10所示，第一输出轴21上设置有一挡从动齿轮1b、二挡从动齿轮2b、三挡从动齿轮3b和四挡从动齿轮4b，第二输出轴22上设置有五挡从动齿轮5b、六挡从动齿轮6b和七挡从动齿轮7b，每个挡位从动齿轮均空套设置在对应的输出轴上，即每个挡位从动齿轮相对于对应的输出轴能够差速转动。
一挡从动齿轮1b与一挡主动齿轮1a啮合从而构成一挡齿轮副，二挡从动齿轮2b与二挡主动齿轮2a啮合从而构成二挡齿轮副，三挡从动齿轮3b与三五挡主动齿轮35a啮合从而构成三挡齿轮副，四挡从动齿轮4b与四六挡主动齿轮46a啮合从而构成四挡齿轮副，五挡 从动齿轮5b与三五挡主动齿轮35a啮合从而构成五挡齿轮副，六挡从动齿轮6b与四六挡主动齿轮46a啮合从而构成六挡齿轮副，七挡从动齿轮7b与七挡主动齿轮7a啮合从而构成七挡齿轮副。
四挡齿轮副和六挡齿轮副共用四六挡主动齿轮46a，三挡齿轮副和五挡齿轮副共用三五挡主动齿轮35a，从而可以减少两个挡位主动齿轮，使得动力驱动系统100的结构更加紧凑，轴向尺寸更小。
由于从动齿轮空套设置在输出轴上，因此需要设置同步器将从动齿轮与相应的输出轴进行同步，以实现动力的输出。
在一些实施例中，结合图1-10所示，动力驱动系统100包括一三挡同步器13c、二四挡同步器24c、五七挡同步器57c和六挡同步器6c。
如图1所示，一三挡同步器13c设置在第一输出轴21上且位于一挡从动齿轮1b与三挡从动齿轮3b之间，一三挡同步器13c可将一挡从动齿轮1b或三挡从动齿轮3b与第一输出轴21进行接合，从而使该从动齿轮与第一输出轴21能够同步转动。
例如，结合图1所示，当一三挡同步器13c的接合套向左移动时，可将三挡从动齿轮3b与第一输出轴21接合，从而三挡从动齿轮3b与第一输出轴21能够同步转动。当一三挡同步器13c的接合套向右移动时，可将一挡从动齿轮1b与第一输出轴21接合，从而一挡从动齿轮1b与第一输出轴21能够同步转动。
如图1所示，类似地，二四挡同步器24c设置在第一输出轴21上且位于二挡从动齿轮2b与四挡从动齿轮4b之间，二四挡同步器24c可将二挡从动齿轮2b或四挡从动齿轮4b与第一输出轴21进行接合，从而使该从动齿轮与第一输出轴21能够同步转动。
例如，结合图1所示，当二四挡同步器24c的接合套向左移动时，可将二挡从动齿轮2b与第一输出轴21接合，从而二挡从动齿轮2b与第一输出轴21同步转动。当二四挡同步器24c的接合套向右移动时，可将四挡从动齿轮4b与第一输出轴21接合，从而四挡从动齿轮4b与第一输出轴21同步转动。
如图1所示，类似地，五七挡同步器57c设置在第二输出轴22上，五七挡同步器57c位于五挡从动齿轮5b和七挡从动齿轮7b之间，五七挡同步器57c用于将五挡从动齿轮5b或七挡从动齿轮7b与第二输出轴22接合。例如，当五七挡同步器57c的接合套向右移动时，则可将七挡从动齿轮7b与第二输出轴22接合，从而七挡从动齿轮7b与第二输出轴22同步转动。又如，当五七挡同步器57c的接合套向左移动时，则可将五挡从动齿轮5b与第二输出轴22接合，从而五挡从动齿轮5b与第二输出轴22同步转动。
如图1所示，类似地，六挡同步器6c设置在第二输出轴22上，六挡同步器6c位于六挡从动齿轮6b的一侧，例如左侧，六挡同步器6c用于将六挡从动齿轮6b与第二输出轴22 接合。例如，当六挡同步器6c的接合套向右移动时，则可将六挡从动齿轮6b与第二输出轴22接合，从而六挡从动齿轮6b与第二输出轴22同步转动。
如图1-10所示，倒挡输出齿轮8与六挡从动齿轮6b相邻设置以与六挡从动齿轮6b共用六挡同步器6c，从而六挡同步器6c构成倒挡同步器。结合图1-图10所示，当六挡同步器6c的接合套向左移动时，可将倒挡输出齿轮8与第二输出轴22接合，而当六挡同步器6c的接合套向右移动时，可将六挡从动齿轮6b与第二输出轴22接合。在本公开的一些实施例中，倒挡输出齿轮8位于六挡从动齿轮6b的靠近发动机4的一侧。
在一些实施例中，如图1所示，二挡主动齿轮2a、四六挡主动齿轮46a、三五挡主动齿轮35a、一挡主动齿轮1a、七挡主动齿轮7a与发动机4的距离递增。由此，挡位布置更加合理，动力驱动系统100更加紧凑，径向及轴向尺寸相对更小。
在本公开的一些实施例中，发动机4与变速器的第一输入轴11和第二输入轴12之间可以通过双离合器2d进行动力传递或分离。
参照图1-图10所示，双离合器2d具有输入端23d、第一输出端21d和第二输出端22d，发动机4与双离合器2d的输入端23d相连。例如，发动机4可以通过飞轮、减震器或扭转盘等多种形式与双离合器2d的输入端23d相连。
双离合器2d的第一输出端21d与第一输入轴11相连，从而第一输出端21d与第一输入轴11同步旋转。双离合器2d的第二输出端22d与第二输入轴12相连，从而第二输出端22d与第二输入轴12同步旋转。
双离合器2d的输入端23d可以是双离合器2d的壳体，第一输出端21d和第二输出端22d可以是两个从动盘。一般地，壳体与两个从动盘可以是都断开的，即输入端23d与第一输出端21d和第二输出端22d均断开。在输入端23d需要接合其中一个从动盘时，可以控制壳体与相应从动盘进行接合从而同步旋转，即输入端23d与第一输出端21d和第二输出端22d之一接合，从而由输入端23d传来的动力可以通过第一输出端21d和第二输出端22d中的一个输出。
在本公开的一些实施例中，壳体也可以同时与两个从动盘接合，即输入端23d也可以同时与第一输出端21d和第二输出端22d接合，从而由输入端23d传来的动力可同时通过第一输出端21d和第二输出端22d输出。
应当理解，双离合器2d的具体接合状态受到控制策略的影响，对于本领域的技术人员而言，可以根据实际所需的传动模式而适应性设定控制策略，从而可以在输入端23d与两个输出端全部断开以及输入端23d与两个输出端中至少之一接合的多种模式中进行切换。
下面结合图1-图10对三个动力输出轴(即第一输出轴21、第二输出轴22和电机动力轴3)与车辆差速器75之间的连接关系进行详细描述。
车辆的差速器75可以布置在一对前轮76之间或一对后轮之间。在本公开的一些示例中，差速器75位于一对前轮76之间。差速器75的功用是当车辆转弯行驶或在不平路面上行驶时，使左右驱动车轮以不同的角速度滚动，以保证左右两侧驱动车轮与地面间作纯滚动运动。差速器75上设置有主减速器从动齿轮74，例如主减速器从动齿轮74可以布置在差速器75的壳体上。主减速器从动齿轮74可以是锥齿轮，但不限于此。
进一步，第一输出轴21上固定设置有第一输出轴输出齿轮211，第一输出轴输出齿轮211随第一输出轴21同步转动，第一输出轴输出齿轮211与主减速器从动齿轮74啮合传动，从而经第一输出轴21传递的动力能够从第一输出轴输出齿轮211传递至主减速器从动齿轮74以及差速器75。
类似地，第二输出轴22上固定设置有第二输出轴输出齿轮221，第二输出轴输出齿轮221随第二输出轴22同步转动，第二输出轴输出齿轮221与主减速器从动齿轮74啮合传动，从而经第二输出轴22传递的动力能够从第二输出轴输出齿轮221传递至主减速器从动齿轮74以及差速器75。
类似地，电机动力轴第一齿轮31可用于输出经电机动力轴3传递的动力，因此电机动力轴第一齿轮31同样与主减速器从动齿轮74啮合传动。
根据本公开实施例的动力驱动系统100的一些典型工况包括驻车发电、双离合器2d同时接合情况下的边驱动边充电模式以及倒挡模式。
首先，描述驻车发电这一典型工况。在车辆处于驻车状态时，发动机4设置成将产生的动力输出至与电机动力轴第二齿轮32联动的挡位从动齿轮，并且通过电机动力轴同步器33c电机动力轴第二齿轮32与电机动力轴3同步，从而使得动力输出至第一电动发电机51以驱动第一电动发电机51进行发电。
结合图1所示的实施例，发动机4在车辆驻车后能够将动力通过双离合器2d输出至第二输入轴12，电机动力轴同步器33c接合电机动力轴第二齿轮32，以使电机动力轴第二齿轮32与电机动力轴3同步，从而经第二输入轴12传递的动力可以通过二挡齿轮副、中间轴第一齿轮711、中间轴71、中间轴第二齿轮712、电机动力轴第二齿轮32、电机动力轴同步器33c、电机动力轴3、电机动力轴第三齿轮33、中间齿轮512、第一电机齿轮511输出至第一电动发电机51，从而驱动第一电动发电机51作为发电机进行发电。
由此，实现了驻车发电功能，丰富了充电模式，且驻车发电工况下车辆处于静止状态，发动机4的动力可以全部用于充电，提高了充电效率，实现快速供电功能。
其次，描述双离合器2d的输入端23d同时接合第一输出端21d和第二输出端22d情况下的边驱动边充电工况。在该工况下，由于双离合器2d的输入端23d与第一输出端21d和第二输出端22d同时接合，因此发动机4能够将一部分动力通过一个输出轴输出至车轮以作 为车辆行驶的动力，并将另一部分动力通过电机动力轴第二齿轮32输出至第一电动发电机51以驱动第一电动发电机51进行发电。
结合图1所示的实施例，该工况下，电机动力轴同步器33c接合电机动力轴第二齿轮32，发动机4的一部分动力可输出至第一输入轴11，再通过一挡齿轮副、三挡齿轮副、五挡齿轮副或七挡齿轮副输出，发动机4的另一部分动力可经由第二输入轴12、二挡齿轮副、电机动力轴第二齿轮32输出至第一电动发电机51，从而驱动第一电动发电机51发电。
由于在具有双离合器2d的传统动力传动系统中，双离合器2d在同一时刻只有一个离合器处于工作状态，而根据本公开实施例的动力驱动系统100实现了对双离合器2d的突破性应用，即在双离合器2d的两个离合器全部处于接合状态的情况下(即输入端23d同时接合第一输出端21d和第二输出端22d)，发动机4的一部分动力由一个输出轴(例如第一输出轴21或第二输出轴22)输出以驱动车辆行驶，另一部分动力则输出至第一电动发电机51，驱动第一电动发电机51发电，丰富了传动模式，兼顾车辆行驶以及充电要求。
再次，描述倒挡模式。根据本公开实施例的动力驱动系统100具有机械倒挡模式、电动倒挡模式以及混动倒挡模式三种倒挡模式。
机械倒挡模式是利用发动机4的动力实现车辆的倒车功能。在车辆处于机械倒挡模式时，发动机4作为动力源将产生的动力输出至倒挡轴89，并且倒挡同步器同步倒挡输出齿轮8与第二输出轴22，从而使得发动机4产生的倒挡动力从第二输出轴22输出。
例如，结合图1所示的实施例，六挡同步器6c接合倒挡输出齿轮8，以使倒挡输出齿轮8与第二输出轴22同步，并且发动机4产生的动力通过第一输入轴11、倒挡轴89输出至倒挡输出齿轮8。由于倒挡同步器6c的接合作用，倒挡输出齿轮8与第二输出轴22联动，所以倒挡动力最终可从第二输出轴22输出。
简言之，在车辆处于机械倒挡模式时，如图1所示，只有倒挡同步器6c接合倒挡输出齿轮8。
电动倒挡模式是利用第一电动发电机51实现车辆的倒车功能。在车辆处于电动倒挡模式时，第一电动发电机51作为动力源并且电机动力轴同步器33c接合电机动力轴第一齿轮31，以使电机动力轴第一齿轮31与电机动力轴3同步，从而使得第一电动发电机51产生的动力从电机动力轴第一齿轮31输出，实现倒车。
结合图1的实施例，电机动力轴同步器33c接合电机动力轴第一齿轮31，第一电动发电机51输出的动力经第一电机齿轮511、中间齿轮512、电机动力轴第三齿轮33、电机动力轴3、电机动力轴同步器33c输出至电机动力轴第一齿轮31，并由电机动力轴第一齿轮31进一步输出。
这种情况下，传动链较短、中间传动部件较少，倒挡效率高，可以认为是第一电动发电 机51的直接倒挡路径。
简言之，该电动倒挡模式下，只有电机动力轴同步器33c接合电机动力轴第一齿轮31。
混动倒挡模式是同时利用发动机4和第一电动发电机51实现车辆的倒车功能。混动倒挡模式为上述机械倒挡模式与电动倒挡模式的结合。
在车辆处于混动倒挡模式时，发动机4作为动力源并将产生的动力输出至倒挡轴89，并且倒挡同步器将倒挡输出齿轮8与第二输出轴22同步，从而使得发动机4产生的动力从第二输出轴22输出。
与此同时，第一电动发电机51也作为动力源并且电机动力轴同步器33c将电机动力轴第一齿轮31与电机动力轴3同步，从而使得第一电动发电机51产生的动力从电机动力轴第一齿轮31输出。
如图1所示，在动力驱动系统100处于混动倒挡模式时，结合了上述机械倒挡模式以及电动倒挡模式，发动机4按照上述机械倒挡模式将倒挡动力从第二输出轴22输出，第一电动发电机51按照上述电动倒挡模式将倒挡动力从电机动力轴第一齿轮31输出，两部分动力在主减速器从动齿轮74处耦合后共同输出至车轮，实现混动倒车。
此时，第一电动发电机51能够进行调速，使得主减速器从动齿轮74能够平衡地同步接收来自发动机4以及第一电动发电机51的动力，提高传动的平顺性、协调性。
简言之，在混动模式下，如图1所示，电机动力轴同步器33c接合电机动力轴第一齿轮31且倒挡同步器6c接合倒挡输出齿轮8。
由此，根据本公开实施例的动力驱动系统100能够实现三种倒挡模式，即机械倒挡模式、电动倒挡模式以及混动倒挡模式，丰富了倒挡工况，可以根据实际情况灵活地在该三种倒挡模式中进行切换，满足驾驶要求。
例如，在车辆电池荷电量充足的情况下，可以采用电动倒挡模式，这样在倒车时不仅不会排放有害气体，而且还能降低能耗。特别对于新手驾驶员倒车入位而言，可能需要操作多次才能将车辆倒入指定位置，而发动机4在低速倒车时会产生较多的有害气体，同时发动机4在倒车时一般工作在非经济转速区域，油耗相对较高。因此，采用电动倒挡模式可以很好地改善这一问题，不仅能够降低排放，同时采用电机作为动力能够以低能耗实现低速倒车，对发动机4的燃油经济性有一定改善。
又如，在车辆电池荷电量不充足或较低的情况下，可以采用机械倒挡模式。再如，在需要快速倒车或者需要大马力倒车等工况下，则可以采用混动倒挡模式，增加车辆的动力性，方便倒车。
当然，上述关于三种倒挡模式应用环境的描述仅是示意性的，不能理解为是对本公开的一种限制或暗示在车辆处于上述环境下必须采用上述对应的倒挡模式。对于本领域的普通技 术人员而言，显然可以根据需要或实际情况来具体设定相应倒车环境下所需的倒挡模式。
由此，进一步丰富了动力驱动系统100的倒挡模式，给驾驶员更多的选择，充分提高驾驶乐趣，更好地满足不同路况的倒挡要求。
根据本公开的一些实施例的动力驱动系统100，如图1-图10所示，还可以增设第二电动发电机52以增加动力驱动系统100的动力性，丰富传动模式。
例如，在一些实施例中，第二电动发电机52可与主减速器从动齿轮74传动，例如第二电动发电机52的电机轴上可以设置齿轮，该齿轮与主减速器从动齿轮74直接啮合传动。又如，在另一些实施例中，第二电动发电机52也可以设置成与第一输入轴11相连或与第一输出轴21相连。再如，在再一些实施例中，第二电动发电机52为两个且分别设置在差速器75的两侧，该两个第二电动发电机52可以与差速器75集成为一体。在本发明的一些实施例中，上述发动机4和第一电动发电机51用于驱动前轮，第二电动发电机52可以为轮边电机并用于驱动后轮，或者第二电动发电机52可以通过一个减速机构驱动两个后轮，或者第二电动发电机52为两个且每个第二电动发电机52分别通过一个减速机构驱动一个后轮。
图1示出根据本公开实施例的动力驱动系统100的基础实施例。图2-图4中的实施例是图1中实施例的变型，与图1中实施例相比，这些实施例中的电机动力轴第二齿轮32与不同的挡位从动齿轮联动。而图5-图7中的三个实施例与图1中实施例的区别在于第一电动发电机51与二挡从动齿轮2b之间的不同动力连接方式。
图8-图10的实施例与图1-图7的实施例的区别在于第一电动发电机51的不同动力连接对象，这已在上面详细描述。对于典型工况，图8-图10的实施例与图1-图7的实施例具有相同或相似的传动模式和传动原理，因此这里不再一一赘述。
此外，本公开的实施例进一步提供了包括如上所述的动力驱动系统100的车辆。应当理解的是，根据本公开实施例的车辆的其它构成(例如行驶系统、转向系统、制动系统等)均已为现有技术且为本领域的普通技术人员所熟知，因此对已知结构的详细说明在此处进行省略。
在本说明书的描述中，参考术语“一个实施例”、“一些实施例”、“示例”、“具体示例”、或“一些示例”等的描述意指结合该实施例或示例描述的具体特征、结构、材料或者特点包含于本公开的至少一个实施例或示例中。在本说明书中，对上述术语的示意性表述不必须针对的是相同的实施例或示例。而且，描述的具体特征、结构、材料或者特点可以在任何的一个或多个实施例或示例中以合适的方式结合。此外，本领域的技术人员可以将本说明书中描述的不同实施例或示例进行接合和组合。
尽管上面已经示出和描述了本公开的实施例，可以理解的是，上述实施例是示例性的，不能理解为对本公开的限制，本领域的普通技术人员在本公开的范围内可以对上述实施例进 行变化、修改、替换和变型。

Claims (10)

  1. 一种动力驱动系统，其特征在于，包括：
    发动机；
    多个输入轴，所述发动机设置成可选择性地接合所述多个输入轴中的至少一个，每个输入轴上设置有多个挡位主动齿轮；
    多个输出轴，每个输出轴上设置有多个挡位从动齿轮，所述多个挡位从动齿轮与所述多个挡位主动齿轮对应地啮合，所述多个输出轴中的一个上空套设置有倒挡输出齿轮且还设置有用于接合所述倒挡输出齿轮的倒挡同步器；
    倒挡轴，所述倒挡轴设置成与所述多个输入轴中的一个联动且还与所述倒挡输出齿轮联动；
    电机动力轴，所述电机动力轴上空套设置有电机动力轴第一齿轮和电机动力轴第二齿轮，所述电机动力轴上还设置有位于所述电机动力轴第一齿轮与所述电机动力轴第二齿轮之间的电机动力轴同步器，其中所述电机动力轴第二齿轮设置成与所述多个挡位主动齿轮中的一个挡位主动齿轮联动；以及
    第一电动发电机，所述第一电动发电机设置成与所述电机动力轴联动。
  2. 根据权利要求1所述的动力驱动系统，其特征在于，
    所述多个输入轴包括：第一输入轴和第二输入轴，所述第二输入轴套设在所述第一输入轴上；
    所述多个输出轴包括：第一输出轴和第二输出轴；
    所述第一输入轴上固定设置有一挡主动齿轮、三五挡主动齿轮和七挡主动齿轮，所述第二输入轴上固定设置有二挡主动齿轮和四六挡主动齿轮；
    所述第一输出轴上空套设置有一挡从动齿轮、二挡从动齿轮、三挡从动齿轮和四挡从动齿轮，所述第二输出轴上空套设置有五挡从动齿轮、六挡从动齿轮和七挡从动齿轮；
    所述一挡从动齿轮与所述三挡从动齿轮之间设置有一三挡同步器，所述二挡从动齿轮与所述四挡从动齿轮之间设置有二四挡同步器，所述五挡从动齿轮与所述七挡从动齿轮之间设置有五七挡同步器，所述六挡从动齿轮的一侧设置有六挡同步器。
  3. 根据权利要求2所述的动力驱动系统，其特征在于，所述倒挡输出齿轮空套设置在所述第二输出轴上且与所述六挡从动齿轮相邻，所述倒挡输出齿轮与所述六挡从动齿轮共用六挡同步器，从而所述六挡同步器构成倒挡同步器。
  4. 根据权利要求2所述的动力驱动系统，其特征在于，所述第一输出轴上固定设置有第一输出轴输出齿轮，所述第二输出轴上固定设置有第二输出轴输出齿轮，所述第一输出轴输出齿轮、所述第二输出轴输出齿轮和所述电机动力轴第一齿轮均与车辆的主减速器从动齿 轮啮合。
  5. 根据权利要求2所述的动力驱动系统，其特征在于，还包括：双离合器，所述双离合器具有输入端、第一输出端和第二输出端，所述发动机与所述输入端相连，所述第一输出端与所述第一输入轴相连，所述第二输出端与所述第二输入轴相连。
  6. 根据权利要求2所述的动力驱动系统，其特征在于，所述电机动力轴第二齿轮与所述四六挡主动齿轮或所述七挡主动齿轮联动。
  7. 根据权利要求1所述的动力驱动系统，其特征在于，所述倒挡输出齿轮与所述多个挡位从动齿轮中与所述倒挡输出齿轮相邻的一个挡位从动齿轮共用挡位同步器，共用的所述挡位同步器构成倒挡同步器。
  8. 根据权利要求3所述的动力驱动系统，其特征在于，所述倒挡输出齿轮位于所述六挡从动齿轮的靠近所述发动机的一侧。
  9. 根据权利要求2所述的动力驱动系统，其特征在于，所述二挡主动齿轮、所述四六挡主动齿轮、所述三五挡主动齿轮、所述一挡主动齿轮和所述七挡主动齿轮与所述发动机的距离递增。
  10. 一种车辆，其特征在于，包括根据权利要求1-9中任一项所述的动力驱动系统。
PCT/CN2017/084020 2016-06-29 2017-05-11 动力驱动系统和车辆 WO2018000955A1 (zh)

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CN208134080U (zh) * 2016-12-21 2018-11-23 舍弗勒技术股份两合公司 驱动装置和机动车
CN111251861B (zh) * 2018-11-30 2023-08-08 比亚迪股份有限公司 动力驱动系统及具有其的车辆
CN111251860B (zh) * 2018-11-30 2022-09-09 比亚迪股份有限公司 动力驱动系统和车辆
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