WO2018000960A1 - 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
WO2018000960A1
WO2018000960A1 PCT/CN2017/084025 CN2017084025W WO2018000960A1 WO 2018000960 A1 WO2018000960 A1 WO 2018000960A1 CN 2017084025 W CN2017084025 W CN 2017084025W WO 2018000960 A1 WO2018000960 A1 WO 2018000960A1
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WO
WIPO (PCT)
Prior art keywords
gear
shaft
reverse
output
power
Prior art date
Legal status (The legal status 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 status listed.)
Ceased
Application number
PCT/CN2017/084025
Other languages
English (en)
French (fr)
Inventor
廉玉波
凌和平
翟震
徐友彬
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
BYD Co Ltd
Original Assignee
BYD Co Ltd
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 BYD Co Ltd filed Critical BYD Co Ltd
Publication of WO2018000960A1 publication Critical patent/WO2018000960A1/zh
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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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
    • 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 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 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 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
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location or kind of gearing
    • B60K17/06—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location or kind of gearing of change-speed gearing
    • B60K17/08—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location or kind of gearing of change-speed gearing of mechanical type
    • 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 are driven by engines and/or motors with multiple drive modes to improve transmission efficiency and fuel economy.
  • the transmission in the hybrid vehicle generally has a complicated structure, a small transmission mode, and the transmission efficiency is low in the pure electric mode.
  • the present disclosure aims to solve at least one of the technical problems in the related art to some extent. To this end, the present disclosure proposes a power drive system in which the pure electric mode transmission efficiency is high and the drive mode is large.
  • the present disclosure also proposes a vehicle.
  • a power drive system for a vehicle 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 the input shafts being provided with a block a driving gear; a plurality of output shafts, each of which is provided with a gear driven gear, and the plurality of gear driven gears mesh with a plurality of the gear driving gears; the reverse shaft,
  • the reverse shaft sleeve is provided with a reverse gear first gear capable of engaging the reverse shaft, the reverse gear first gear meshes with one of the gear driving gears;
  • the reverse gear output gear the reverse gear
  • An output gear is coupled to the reverse gear shaft;
  • a motor power shaft the motor power shaft is provided with a motor power shaft first gear and a motor power shaft second gear, the motor power shaft first gear and the motor power
  • Each of the second shaft gears is configured to engage the motor power shaft, the motor power shaft first gear is coupled with one of the gear driven gears, the motor power shaft second gear and
  • the first motor generator has high transmission efficiency, and the problem of the pure electric mode that can be realized by the complicated shifting and transmission chain in the transmission in the conventional power drive system can be avoided.
  • the pure electric mode transmission requires fewer components, the transmission process is reliable, and the transmission efficiency is high.
  • the power drive system has many drive modes and the control logic is simple.
  • the power drive system according to the present disclosure may also have the following additional technical features:
  • the power drive system further includes: a reverse shaft first synchronizer for engaging the reverse shaft and the reverse shaft first gear.
  • the reverse output gear is fixed to one of the output shafts.
  • a motor power shaft synchronizer is disposed on the motor power shaft, and the motor power shaft synchronizer is located between the motor power shaft first gear and the motor power shaft second gear.
  • the reverse gear shaft is further fixedly provided with a reverse shaft second gear, the reverse gear shaft second gear and the reverse gear output gear and the motor power shaft second gear respectively Engage.
  • a first motor gear is further fixedly disposed on the motor power shaft, and the first motor gear is interlocked with the first motor generator.
  • the power drive system further includes: a second motor generator, the second motor generator being configured to interlock with the engine.
  • the power drive system further includes: a dual clutch having an input, a first output, and a second output, the input selectively engaging the first At least one of an output and the second output, the engine being coupled to the input.
  • the input end is provided with an input external tooth
  • the second motor generator is coupled to the input external tooth
  • the plurality of input shafts include: a first input shaft and a second input shaft sleeved on the first input shaft, the first input shaft and the first output end Connected, the second input shaft is coupled to the second output;
  • the plurality of output shafts include: a first output shaft and a second output shaft.
  • the first input shaft is fixedly provided with a first driving gear, a three-speed driving gear, and a seven-speed driving gear
  • the second input shaft is fixedly provided with a second gear driving gear and a four-six-speed drive gear
  • the first output shaft is provided with a driven gear, a second driven gear, a third driven gear and a fourth driven gear
  • the second output shaft is provided with five idle sets a driven gear, a sixth gear driven gear and a seventh gear driven gear
  • the first output shaft is provided with a third gear synchronizer between the first gear driven gear and the third gear driven gear
  • the first output shaft is further provided with a second-four-speed synchronizer between the second-speed driven gear and the fourth-speed driven gear
  • the second output shaft is disposed at the fifth gear A five-seven-speed synchronizer between the driven gear and the seven-speed driven gear, and a sixth-speed synchronizer on a side of the sixth-speed driven gear is further disposed on the second output shaft.
  • the reverse shaft first gear meshes with the first speed drive gear, and the motor power shaft first gear is interlocked with the fifth speed driven gear or the sixth speed driven gear.
  • the motor power shaft first gear and the fifth gear driven gear or the sixth gear driven gear are provided with an intermediate idler, the intermediate idler is idled in the Reverse the shaft.
  • the reverse output gear is fixedly disposed on the second output shaft; the reverse gear first gear is sleeved on the reverse shaft, and the reverse shaft is a reverse shaft first synchronizer for engaging the first gear of the reverse shaft; wherein the reverse shaft first synchronizer and the six-speed synchronizer share the same fork mechanism at the fork mechanism When the reverse shaft first synchronizer is engaged with the reverse gear first gear, the six-speed synchronizer is separated from the six-speed driven gear, and the six-speed synchronizer is driven by the shift mechanism When the sixth gear driven gear is engaged, the reverse shaft first synchronizer is separated from the reverse gear first gear.
  • 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 And the second output shaft output gear meshes with a differential power input gear of the vehicle, respectively.
  • a vehicle according to the present disclosure includes the power drive system.
  • the vehicle has the same beneficial effects as the power drive system and will not be described in detail herein.
  • 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 yet another embodiment of the present disclosure.
  • 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 4, 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 be 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.
  • 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, second Output shaft 22), motor power shaft 8 and Associated gears on each axis 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. In other words, when the engine 4 transmits power to the input shaft, the engine 4 can selectively engage with one of the plurality of input shafts to transmit power, or the engine 4 can also selectively couple with two or two of the plurality of input shafts More than one input shaft is simultaneously engaged to transmit power.
  • the plurality of input shafts may include two input shafts, a first input shaft 11 and a second input shaft 12, and the engine 4 is selectively connectable to the first input shaft 11 and the second input.
  • One of the shafts 12 is engaged 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.
  • each input shaft is provided with a gear driving gear
  • each output shaft is provided with a gear driven gear
  • the plurality of gear driven gears mesh with the plurality of gear driving gears correspondingly, thereby forming a plurality of For gear pairs with different speed ratios.
  • the power drive system 100 may have seven forward gear pairs, ie, a first gear pair, a second gear pair, a third gear pair, a fourth gear pair, a fifth gear pair, and six
  • the gear train pair and the seven-gear gear pair also have a reverse gear pair.
  • the reverse shaft 3 is provided with a reverse gear first gear 31 capable of engaging the reverse shaft 3, in other words, between the reverse shaft 3 and the reverse shaft first gear 31.
  • the reverse shaft 3 may further be provided with a reverse shaft first synchronizer 3c, and the reverse shaft first synchronizer 3c is used for engaging the reverse gear shaft 3 and the reverse gear shaft first gear. 31.
  • the reverse shaft first synchronizer 3c is used to engage the reverse shaft 3 and the reverse shaft first gear 31, the reverse shaft 3 and the reverse shaft first gear 31 are driven, the reverse output gear 39 and the reverse gear Axis 3 linkage.
  • the reverse shaft 3 may be fixedly provided with a reverse shaft second gear 32, and the reverse shaft second gear 32 meshes with the reverse output gear 39.
  • the reverse output gear 39 can be fixed to one of the output shafts. As shown in FIGS. 1-4, the reverse output gear 39 is fixed to the second output shaft 22, so that the reverse output gear 39 can be arranged in a proper position, and the volume of the power drive system 100 can be further reduced.
  • 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 interlocked with the gear as it rotates will also rotate, or that the gear that is associated therewith will also rotate as the shaft rotates.
  • the linkage between the shaft and the shaft can be understood as the other shaft that is linked to and rotates when one of the shafts rotates.
  • the linkage between the gear and the gear can be understood as another gear that is linked to one of the gears when it rotates. It will also rotate.
  • the reverse gear first gear 31 meshes with one of the gear drive gears.
  • the reverse gear first gear 31 meshes with the first gear drive gear 1a, such that the reverse gear first gear 31 and the first gear
  • the driving gear 1a collectively constitutes a reverse gear pair, and power transmission between the reverse shaft 3 and the input shaft is possible.
  • the first motor generator 51 and the motor power shaft 8 are interlocked, and a transmission gear is disposed between the first motor generator 51 and the motor power shaft 8.
  • the first motor gear 84 may be disposed on the motor power shaft 8, and the first motor generator
  • the first transmission gear 511 is fixedly disposed on the 51, and the first transmission gear 511 is meshed with the first motor gear 84, so that the first motor generator 51 and the motor power shaft 8 can be interlocked.
  • the motor power shaft 8 is provided with a motor power shaft first gear 81 and a motor power shaft second gear 82. Each of the motor power shaft first gear 81 and the motor power shaft second gear 82 is configured to be coupled to the motor power.
  • a shaft 8 a motor power shaft 8 is provided with a synchronizer for synchronizing the motor power shaft first gear 81, and a synchronizer for synchronizing the motor power shaft second gear 82, preferably as shown in FIGS. 1 and 2,
  • the motor power shaft 8 is provided with a motor power shaft synchronizer 8c.
  • the motor power shaft synchronizer 8c is located between the motor power shaft first gear 81 and the motor power shaft second gear 82, so that the components of the power drive system 100 can be reduced. The axial length of the power drive system 100 can be reduced.
  • the motor power shaft first gear 81 is interlocked with one of the gear driven gears. As shown in FIGS. 1 and 2, the motor power shaft first gear 81 and the fifth gear driven gear 5b are driven, as shown in FIGS. 3 and 4.
  • the motor power shaft second gear 82 and the sixth gear driven gear 6b are driven.
  • an intermediate idler gear 83 is disposed between the motor power shaft first gear 81 and the corresponding gear driven gear, and the intermediate idle gear 83 is sleeved on the reverse gear shaft 3.
  • the intermediate idle gear 83 is meshed between the motor power shaft first gear 81 and the fifth gear driven gear 5b.
  • the intermediate idle gear 83 meshes with the motor power shaft. Between the second gear 82 and the sixth gear driven gear 6b.
  • the motor power shaft second gear 82 is interlocked with the reverse shaft 3, specifically, as shown in FIG. 1, the reverse shaft 3 is also fixedly provided with a reverse shaft second gear 32, and the reverse shaft second gear 32 is respectively Engaged with the reverse output gear 39 and the motor power shaft second gear 82.
  • the motor power shaft second gear 82 and the reverse gear output gear 39 are interlocked such that when the first motor generator 51 is used as a motor and the motor power shaft synchronizer 8c is used for the synchronous motor power shaft 8 and the motor power shaft second gear 82 At this time, the first motor generator 51 drives the vehicle to move.
  • the second motor generator 52 is disposed in linkage with the engine 4.
  • the second motor generator 52 can be used to start the engine 4, or the second motor generator 52 can be used to drive wheel rotation.
  • the engine 4 can drive the second motor generator 52 to generate electricity, and the energy transmitted from the vehicle can drive the second motor generator 52 to generate electricity through the output shaft.
  • the power drive system 100 may further include: a dual clutch 2d, and the dual clutch 2d has a transmission The input end 23d, the first output end 21d and the second output end 22d, the input end 23d selectively engages at least one of the first output end 21d and the second output end 22d, and the engine 4 is connected to the input end 23d.
  • the first output end 21d is connected to the first output shaft 21, and the second output end 22d is connected to the second output shaft 22.
  • the input end 23d is provided with an external tooth at the input end, and the second motor generator 52 is interlocked with the external tooth of the input end. Since the input end 23d is connected to the engine 4, the second motor generator 52 and the engine 4 can be interlocked by the input end 23d.
  • the motor shaft of the second motor generator 52 may be fixedly provided with a transmission gear connected to the external teeth of the input end.
  • 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 second input shaft 12 is sleeved on the first input shaft 11, which can make the power drive system 100 compact, and can effectively reduce the axial length of the power drive system 100, which can
  • the power drive system 100 is relatively small in size and can facilitate the placement of the power drive system 100 on the vehicle.
  • 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.
  • a second-speed driving gear 2a may be disposed on the second input shaft 12.
  • the four-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.
  • the 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 sleeved 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 driving gear 2a to form a second gear pair
  • the fifth gear drive gear 35a meshes to form a third gear pair
  • the fourth gear driven gear 4b meshes with the four or six gear drive gears 46a to form a fourth gear pair
  • the fifth gear driven gear 5b meshes with the third and fifth gear drive gears 35a to constitute
  • the fifth gear pair, the sixth gear driven gear 6b meshes with the four-segment drive gear 46a to form a six-gear gear pair
  • the seven-speed driven gear 7b and the seven-speed drive gear 7a mesh to form a seven-gear gear pair
  • one gear drive gear 1a meshes with the reverse gear first gear 31 to constitute a reverse gear pair.
  • the four-gear gear pair and the sixth-gear gear pair share the four-six-speed drive gear 46a, and the third-gear gear pair and the fifth-gear gear pair share the three-five-gear drive gear 35a, so that the two-gear drive gear can be reduced, so that the power drive system 100
  • the structure is more compact and the axial dimension 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 output shaft can rotate in synchronization.
  • the shifting sleeve of the third-speed synchronizer 13c is moved to the left to engage the third-speed driven gear 3b with the first output shaft 21, so that the third-speed driven gear 3b and the first output shaft 21 can Rotate synchronously.
  • the shifting sleeve of the third-speed synchronizer 13c is moved to the right to engage the first-speed driven gear 1b with the first output shaft 21, so that the first-pass driven gear 1b and the first output shaft 21 can rotate 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 output shaft can rotate in synchronization.
  • the shifting sleeve of the second and fourth speed synchronizers 24c is moved to the left to engage the second speed driven gear 2b with the first output shaft 21, so that the second speed driven gear 2b is synchronized with the first output shaft 21.
  • the shifting sleeve of the second and fourth speed synchronizers 24c is moved to the right to engage the fourth speed driven gear 4b 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 seven-speed driven gear 7b with the second output shaft 22, for example, the joint sleeve of the five-seven-speed synchronizer 57c is moved to the right, and the seven-speed driven gear 7b can be Engaged with the second output shaft 22 such that the seventh 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-speed driven gear 6b is engaged with the second output shaft 22, for example, the joint 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 gear is driven.
  • the gear 6b rotates in synchronization with the second output shaft 22.
  • 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.
  • the reverse drive output gear 39 is fixed to the power drive system 100 disposed on the second output shaft 22, the reverse gear first gear 31 is sleeved on the reverse shaft 3, and the reverse shaft 3 is provided with a reverse gear shaft.
  • the reverse shaft first synchronizer 3c and the sixth speed synchronizer 6c can share the same fork mechanism, and the sixth shift synchronizer is used when the shift mechanism drives the reverse shaft first synchronizer 3c to engage the reverse shaft first gear 31.
  • the power drive system 100 can omit a fork mechanism, so that the power drive system 100 can be made simple in structure and light in weight.
  • a plurality of output shafts are linked to the differential power input gear 7 of the vehicle.
  • each output shaft is provided with an output gear, and the output gear is meshed with the differential power input gear 7.
  • the output shaft includes: a first output shaft 21 and a second output shaft. 22, a first output shaft output gear 211 is fixedly disposed on the first output shaft 21, and a second output shaft output gear 221 is fixedly disposed on the second output shaft 22, the first output shaft output gear 211 and the second output shaft output gear 221 is meshed with the differential power input gear 7 of the vehicle, respectively.
  • the power transmitted from the engine 4 can be transmitted to the differential power input gear 7 through the first output shaft output gear 211 on the first output shaft 21, and the power transmitted from the engine 4 can also pass through the second output shaft output gear.
  • 221 is transmitted to the differential power input gear 7, or the power transmitted from the engine 4 can also be transmitted to the differential power input gear 7 through the output gears of the two output shafts.
  • the operation mode of the power drive system 100 will be described in detail below by taking the power drive system 100 shown in FIG. 1 as an example.
  • Parking power generation mode the power of the engine 4 is sequentially transmitted to the first electric motor via the dual clutch 2d, the first input shaft 11, the fifth gear pair, the motor power shaft first gear 81, the motor power shaft synchronizer 8c, and the motor power shaft 8.
  • the generator 51 and the first motor generator 51 are used as generators.
  • Driving power generation mode 1 part of the power of the engine 4 is transmitted to the differential power input gear 7 through the transmission to drive the wheel to rotate, and another part of the power of the engine 4 passes through the dual clutch 2d, the first input shaft 11, the fifth gear pair, and the motor.
  • the power shaft first gear 81, the motor power shaft synchronizer 8c, and the motor power shaft 8 are transmitted to the first motor generator 51, and the first motor generator 51 is used as a generator.
  • Driving power generation mode 2 part of the power of the engine 4 is transmitted to the differential power input gear 7 through the transmission to drive the wheel to rotate, and another part of the power of the engine 4 is transmitted to the second output shaft 22, the reverse shaft 3 and the motor power shaft 8
  • the first motor generator 51 and the first motor generator 51 are used as generators.
  • the motor power shaft synchronizer 8c synchronizes the motor power shaft second gear 82 and the motor power shaft 8. Since the differential power input gear 7 and the second output shaft output gear 221 are in meshing relationship, when the motor power shaft second gear 82 is synchronized with the motor power shaft 8, the power of the engine 4 can be transmitted to the first motor generator. 51 places.
  • the power of the first motor generator 51 is transmitted to the differential power input gear 7 through the motor power shaft 8, the reverse shaft second gear 32, the reverse output gear 39 and the second output shaft 22 to drive the vehicle motion .
  • the power transmitted from the wheel passes through the differential power input gear 7, the second output shaft 22, and the reverse gear
  • the shaft 3 and the motor power shaft 8 are transmitted to the first motor generator 51, and the first motor generator 51 is used as a generator.
  • the power driving system 100 shown in FIG. 3 has basically the same structure as the power driving system 100 shown in FIG. 1 , and the working modes of the two are basically the same, and will not be described in detail herein.
  • the power drive system shown in FIG. 2 further includes a second motor generator 52 that is coupled to the engine 4.
  • the mode of operation of the power drive system shown in Fig. 2 will be described in detail below.
  • Parking power generation mode 1 part of the power of the engine 4 passes through the dual clutch 2d, the first input shaft 11, the fifth gear pair, the motor power shaft first gear 81, the motor power shaft synchronizer 8c, and the motor power shaft 8 to the first A motor generator 51, the first motor generator 51 is used as a generator, and another part of the power of the engine 4 is used for power generation by the second motor generator 52.
  • the parking power generation mode 2 the input end 23d of the dual clutch 2d is disconnected from the first output terminal 21d and the second output terminal 22d, respectively, and the entire power of the engine 4 is used for power generation by the second motor generator 52.
  • Driving power generation mode 1 part of the power of the engine 4 is transmitted to the differential power input gear 7 through the transmission to drive the wheel to rotate, and another part of the power of the engine 4 passes through the dual clutch 2d, the first input shaft 11, the fifth gear pair, and the motor.
  • the power shaft first gear 81, the motor power shaft synchronizer 8c, and the motor power shaft 8 are transmitted to the first motor generator 51, and the first motor generator 51 is used as a generator.
  • a further portion of the power of the engine 4 is used to generate electricity for the second motor generator 52.
  • Driving power generation mode 2 part of the power of the engine 4 is transmitted to the differential power input gear through the transmission to drive the wheel to rotate, and another part of the power of the engine 4 is transmitted to the second output shaft 22, the reverse shaft 3 and the motor power shaft 8
  • a motor generator 51, the first motor generator 51 is used as a generator.
  • the motor power shaft synchronizer 8c synchronizes the motor power shaft second gear 82 and the motor power shaft 8.
  • a further portion of the power of the engine 4 is used to generate electricity for the second motor generator 52.
  • Driving power generation mode 3 A part of the power of the engine 4 is transmitted to the differential power input gear 7 through the transmission to drive the vehicle, and another part of the power of the engine 4 is used to generate power for the second motor generator 52.
  • Pure electric mode 1 The power of the first motor generator 51 is transmitted to the differential power input gear 7 through the motor power shaft 8, the reverse shaft second gear 32, the reverse output gear 39 and the second output shaft 22 to drive the vehicle motion.
  • Pure electric mode 2 The power of the second motor generator 52 is transmitted to the differential power input gear 7 through the transmission to drive the vehicle to move.
  • Pure electric mode three the power of the first motor generator 51 is transmitted to the differential power input gear 7 through the motor power shaft 8, the reverse shaft second gear 32, the reverse output gear 39 and the second output shaft 22 to drive the vehicle Movement, the power of the second motor generator 52 is transmitted through the transmission to the differential power input gear 7 to drive the vehicle motion.
  • Energy recovery mode The power transmitted from the wheel is transmitted to the first motor generator 51 through the differential power input gear 7, the second output shaft 22, the reverse shaft 3 and the motor power shaft 8, and the first motor generator 51 is used as power generation. Machine use.
  • the power driving system 100 shown in FIG. 4 is basically the same as the power driving system 100 shown in FIG. 2, and the working modes of the two are basically the same, and will not be described in detail herein.
  • the vehicle has a rich working mode, and the vehicle can select an appropriate working mode in a suitable state, thereby improving the power and economy of the vehicle.
  • the first motor generator 51 has high transmission efficiency, and can avoid the problem that the conventional power drive system 100 needs to pass the complicated shifting and transmission chain in the transmission to realize the pure electric mode, so that the pure electric mode transmission station Less parts are required, the transmission process is reliable, and the transmission efficiency is high.
  • control logic of the engine 4 and the control logic of the first motor generator 51 are independent of each other, so that the development time and cost of the manufacturer can be saved, and the high failure rate of the power drive system 100 can be avoided.
  • a vehicle including the power drive system 100 as described above is further provided in accordance with an embodiment of the present disclosure.
  • other configurations of vehicles in accordance with embodiments of the present disclosure such as 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, thus details of known structures The description is omitted here.

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Abstract

一种动力驱动系统和车辆，动力驱动系统（100）包括：发动机（4）；多个输入轴（11，12），发动机（4）选择性地接合输出轴（21，22），每个输入轴上设置有挡位主动齿轮；多个输出轴（21，22），每个输出轴（21，22）上设置有从动齿轮，倒挡轴（3），倒挡轴（3）上空套设置有与一个挡位主动齿轮啮合的倒挡轴第一齿轮（31）；倒挡输出齿轮（39），倒挡输出齿轮（39）与倒挡轴（3）联动；电机动力轴（8），电机动力轴（8）上空套有电机动力轴第一至第二齿轮（81，82），电机动力轴第一至第二齿轮（81，82）均设置成可接合电机动力轴（8），电机动力轴第一齿轮（81）与挡位从动齿轮联动，电机动力轴第二齿轮（82）与倒挡轴（3）联动；第一电动发电机（51），第一电动发电机（51）与电机动力轴（8）联动。

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。作为新能源车型中的一种，混合动力汽车通过发动机和/或电机进行驱动，具有多种驱动模式，从而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，而且在纯电动模式下，传动效率偏低。
发明内容
本公开旨在至少在一定程度上解决相关技术中的技术问题之一。为此，本公开提出一种动力驱动系统，该动力驱动系统的纯电动模式传动效率高，而且驱动模式多。
本公开还提出了一种车辆。
根据本公开的车辆的动力驱动系统，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，每个所述输入轴上设置有挡位主动齿轮；多个输出轴，每个所述输出轴上设置有挡位从动齿轮，多个所述挡位从动齿轮与多个所述挡位主动齿轮对应地啮合；倒挡轴，所述倒挡轴上空套设置有能够接合所述倒挡轴的倒挡轴第一齿轮，所述倒挡轴第一齿轮与其中一个挡位主动齿轮啮合；倒挡输出齿轮，所述倒挡输出齿轮与所述倒挡轴联动；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，所述电机动力轴第一齿轮和所述电机动力轴第二齿轮中的每一个均设置成可接合所述电机动力轴，所述电机动力轴第一齿轮与其中一个挡位从动齿轮联动，所述电机动力轴第二齿轮与所述倒挡轴联动；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，第一电动发电机具有很高的传动效率，而且可以避免传统动力驱动系统中需要经过变速器中复杂的换挡和传动链才可以实现纯电动模式的问题，这样纯电动模式传动所需部件少，传动过程可靠，传动效率高。而且动力驱动系统驱动模式多，控制逻辑简单。
另外，根据本公开的动力驱动系统还可以具有以下附加技术特征：
在本公开的一些示例中，所述动力驱动系统还包括：倒挡轴第一同步器，所述倒挡轴第一同步器用于接合所述倒挡轴与所述倒挡轴第一齿轮。
在本公开的一些示例中，所述倒挡输出齿轮固定在其中一个输出轴上。
在本公开的一些示例中，所述电机动力轴上设置有电机动力轴同步器，所述电机动力轴同步器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。
在本公开的一些示例中，所述倒挡轴上还固定设置有倒挡轴第二齿轮，所述倒挡轴第二齿轮分别与所述倒挡输出齿轮和所述电机动力轴第二齿轮啮合。
在本公开的一些示例中，所述电机动力轴上还固定设置有第一电机齿轮，所述第一电机齿轮与所述第一电动发电机联动。
在本公开的一些示例中，所述动力驱动系统还包括：第二电动发电机，所述第二电动发电机设置成与所述发动机联动。
在本公开的一些示例中，所述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，所述输入端可选择性地接合所述第一输出端和所述第二输出端的至少一个，所述发动机与所述输入端相连。
在本公开的一些示例中，所述输入端上设置有输入端外齿，所述第二电动发电机与所述输入端外齿联动。
在本公开的一些示例中，所述多个输入轴包括：第一输入轴和套设在所述第一输入轴上的第二输入轴，所述第一输入轴与所述第一输出端相连，所述第二输入轴与所述第二输出端相连；所述多个输出轴包括：第一输出轴和第二输出轴。
在本公开的一些示例中，所述第一输入轴上固定设置有的一挡主动齿轮、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；所述第一输出轴上设置有位于所述一挡从动齿轮与所述三挡从动齿轮之间的一三挡同步器，所述第一输出轴上还设置有位于所述二挡从动齿轮与所述四挡从动齿轮之间的二四挡同步器，所述第二输出轴上设置有位于所述五挡从动齿轮与所述七挡从动齿轮之间的五七挡同步器，所述第二输出轴上还设置有位于所述六挡从动齿轮一侧的六挡同步器。
在本公开的一些示例中，所述倒挡轴第一齿轮与所述一挡主动齿轮啮合，所述电机动力轴第一齿轮与所述五挡从动齿轮或六挡从动齿轮联动。
在本公开的一些示例中，所述电机动力轴第一齿轮与所述五挡从动齿轮之间或者与所述六挡从动齿轮设置有中间惰轮，所述中间惰轮空套在所述倒挡轴上。
在本公开的一些示例中，所述倒挡输出齿轮固定设置在所述第二输出轴上；所述倒挡轴第一齿轮空套在所述倒挡轴上，且所述倒挡轴上设置有用于接合所述倒挡轴第一齿轮的倒挡轴第一同步器；其中所述倒挡轴第一同步器与所述六挡同步器共用同一拨叉机构，在所述拨叉机构驱动所述倒挡轴第一同步器接合所述倒挡轴第一齿轮时、所述六挡同步器与所述六挡从动齿轮分离，在所述拨叉机构驱动所述六挡同步器接合所述六挡从动齿轮时、所述倒挡轴第一同步器与所述倒挡轴第一齿轮分离。
在本公开的一些示例中，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和所述第二输出轴输出齿轮分别与所述车辆的差速器动力输入齿轮啮合。
根据本公开的车辆，包括所述的动力驱动系统。
所述车辆与所述动力驱动系统的有益效果相同，在此不再详述。
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。
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。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。
下面结合图1-图4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，动力源可以是发动机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4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)、电机动力轴8和 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，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4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12两根输入轴，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，特别地，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传动。例如，每个输入轴上均设置有挡位主动齿轮，每个输出轴上均设置有挡位从动齿轮，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，即具有一挡齿轮副、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，动力驱动系统100还具有一个倒挡齿轮副。
如图1-图4所示，倒挡轴3上空套设置有能够接合倒挡轴3的倒挡轴第一齿轮31，换言之，倒挡轴3和倒挡轴第一齿轮31之间可以传动，如图1-图4所示，倒挡轴3上还可以设置有倒挡轴第一同步器3c，倒挡轴第一同步器3c用于接合倒挡轴3与倒挡轴第一齿轮31。当倒挡轴第一同步器3c用于接合倒挡轴3和倒挡轴第一齿轮31时，倒挡轴3和倒挡轴第一齿轮31之间传动，倒挡输出齿轮39与倒挡轴3联动。如图1-图4所示，倒挡轴3上可以固定设置有倒挡轴第二齿轮32，倒挡轴第二齿轮32与倒挡输出齿轮39啮合。倒挡输出齿轮39可以固定在其中一个输出轴上。如图1-图4所示，倒挡输出齿轮39固定在第二输出轴22上，这样可以使得倒挡输出齿轮39布置位置合理，可以进一步地降低动力驱动系统100的体积。
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是在齿轮旋转时、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是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是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。
倒挡轴第一齿轮31与其中一个挡位主动齿轮啮合，例如，如图1所示，倒挡轴第一齿轮31与一挡主动齿轮1a啮合，这样倒挡轴第一齿轮31与一挡主动齿轮1a共同构成倒挡齿轮副，倒挡轴3和输入轴之间可以动力传递。
第一电动发电机51和电机动力轴8联动，第一电动发电机51和电机动力轴8之间设置有传动齿轮，电机动力轴8上可以设置有第一电机齿轮84，第一电动发电机51上固定设置有第一传动齿轮511，第一传动齿轮511与第一电机齿轮84啮合，从而可以使得第一电动发电机51和电机动力轴8之间联动。
电机动力轴8上空套设置有电机动力轴第一齿轮81和电机动力轴第二齿轮82，电机动力轴第一齿轮81和电机动力轴第二齿轮82中的每一个均设置成可接合电机动力轴8，电机动力轴8上设置有用于同步电机动力轴第一齿轮81的同步器，以及用于同步电机动力轴第二齿轮82的同步器，优选地，如图1和图2所示，电机动力轴8上设置有电机动力轴同步器8c，电机动力轴同步器8c位于电机动力轴第一齿轮81与电机动力轴第二齿轮82之间，从而可以减少动力驱动系统100的零部件，可以缩小动力驱动系统100的轴向长度。
电机动力轴第一齿轮81与其中一个挡位从动齿轮联动，如图1和图2所示，电机动力轴第一齿轮81与五挡从动齿轮5b传动，如图3和图4所示，电机动力轴第二齿轮82和六挡从动齿轮6b传动。具体地，电机动力轴第一齿轮81和对应的挡位从动齿轮之间还设置有中间惰轮83，中间惰轮83空套在所述倒挡轴3上。如图1和图2所示，中间惰轮83啮合在电机动力轴第一齿轮81与五挡从动齿轮5b之间，如图3和图4所示，中间惰轮83啮合在电机动力轴第二齿轮82和六挡从动齿轮6b之间。
电机动力轴第二齿轮82与倒挡轴3联动，具体地，如图1所示，倒挡轴3上还固定设置有倒挡轴第二齿轮32，所述倒挡轴第二齿轮32分别与倒挡输出齿轮39和电机动力轴第二齿轮82啮合。换言之，电机动力轴第二齿轮82和倒挡输出齿轮39联动，这样当第一电动发电机51作为电动机使用且电机动力轴同步器8c用于同步电机动力轴8和电机动力轴第二齿轮82时，第一电动发电机51驱动车辆运动。
下面结合图2和图4详细描述第二电动发电机52的布置形式，第二电动发电机52设置成与发动机4联动。当第二电动发电机52作为电动机使用时，第二电动发电机52可以用于启动发动机4，或者第二电动发电机52可以用于驱动车轮转动。当第二电动发电机52作为发电机使用时，发动机4可以驱动第二电动发电机52发电，从车辆传递出的能量可以通过输出轴驱动第二电动发电机52发电。
如图1-图4所示，动力驱动系统100还可以包括：双离合器2d，双离合器2d具有输 入端23d、第一输出端21d和第二输出端22d，输入端23d可选择性地接合第一输出端21d和第二输出端22d的至少一个，发动机4与输入端23d相连。其中第一输出端21d与第一输出轴21相连，第二输出端22d与第二输出轴22相连。其中，输入端23d上设置有输入端外齿，第二电动发电机52与输入端外齿联动。由于输入端23d与发动机4相连，这样第二电动发电机52和发动机4之间可以通过输入端23d联动。第二电动发电机52的电机轴上可以固定设置有一个与输入端外齿相连的传动齿轮。
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与两个输出端至少之一接合的多种模式中进行切换。
如图1-图4所示，第二输入轴12套设在第一输入轴11上，这样可以使得动力驱动系统100结构紧凑，而且可以有效减小动力驱动系统100的轴向长度，可以使得动力驱动系统100的体积较小，可以便于动力驱动系统100在车辆上的布置。
如图1-图4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-图4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。
其中，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，一挡主动齿轮1a与倒挡轴第一齿轮31啮合从而构成倒挡齿轮副。
其中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。
由于从动齿轮与输出轴之间为空套结构，因此需要设置同步器对相应的从动齿轮与输出轴进行同步，以实现动力的输出。
在一些实施例中，结合图1-图4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输出轴能够同步转动。
例如，结合图1所示，一三挡同步器13c的接合套向左移动可将三挡从动齿轮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。一三挡同步器13c的接合套向右移动可将一挡从动齿轮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输出轴能够同步转动。
例如，结合图1所示，二四挡同步器24c的接合套向左移动可将二挡从动齿轮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。二四挡同步器24c的接合套向右移动可将四挡从动齿轮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，例如五七挡同步器57c的接合套向右移动，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，五七挡同步器57c的接合套向左移动，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，例如六挡同步器6c的接合套向右移动，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。
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。
对于倒挡输出齿轮39固定设置在第二输出轴22上的动力驱动系统100，倒挡轴第一齿轮31空套在倒挡轴3上，而且倒挡轴3上设置有用于接合倒挡轴第一齿轮31的倒挡轴第一同步器3c，其中六挡同步器6c位于六挡从动齿轮6b的左侧，倒挡轴第一同步器3c位于倒挡轴第一齿轮31的右侧，这样倒挡轴第一同步器3c与六挡同步器6c可以共用同一拨叉机构，在拨叉机构驱动倒挡轴第一同步器3c接合倒挡轴第一齿轮31时、六挡同步器 6c与六挡从动齿轮6b分离，在拨叉机构驱动六挡同步器6c接合六挡从动齿轮6b时、倒挡轴第一同步器3c与倒挡轴第一齿轮31分离。具体地，当拨叉机构带动接合套向左移动时，倒挡轴第一同步器3c接合倒挡轴第一齿轮31且六挡同步器6c与六挡从动齿轮6b分离，当拨叉机构带动接合套向右移动时，六挡同步器6c接合六挡从动齿轮6b且倒挡轴第一同步器3c与倒挡轴第一齿轮31分离。由此，动力驱动系统100可以省去一个拨叉机构，从而可以使得动力驱动系统100结构简单，重量轻。
多个输出轴与车辆的差速器动力输入齿轮7联动。其中，每个输出轴上均设置有输出齿轮，输出齿轮与差速器动力输入齿轮7啮合，例如，如图1-图4所示，输出轴包括：第一输出轴21和第二输出轴22，第一输出轴21上固定设置有第一输出轴输出齿轮211，第二输出轴22上固定设置有第二输出轴输出齿轮221，第一输出轴输出齿轮211和第二输出轴输出齿轮221分别与车辆的差速器动力输入齿轮7啮合。由此，发动机4传递出的动力可以经过第一输出轴21上的第一输出轴输出齿轮211传递给差速器动力输入齿轮7，发动机4传递出的动力还可以经过第二输出轴输出齿轮221传递给差速器动力输入齿轮7，或者发动机4传递出的动力还可以通过上述两个输出轴的输出齿轮传递给差速器动力输入齿轮7。
下面以图1所示的动力驱动系统100为例详细描述根据本公开实施例的动力驱动系统100的工作模式。
驻车发电模式：发动机4的动力依次经过双离合器2d、第一输入轴11、五挡齿轮副、电机动力轴第一齿轮81、电机动力轴同步器8c、电机动力轴8传递至第一电动发电机51，第一电动发电机51作为发电机使用。
行车发电模式一：发动机4的一部分动力经过变速器传递给差速器动力输入齿轮7以驱动车轮转动，发动机4的另一部分动力依次经过双离合器2d、第一输入轴11、五挡齿轮副、电机动力轴第一齿轮81、电机动力轴同步器8c、电机动力轴8传递至第一电动发电机51，第一电动发电机51作为发电机使用。行车发电模式二：发动机4的一部分动力经过变速器传递给差速器动力输入齿轮7以驱动车轮转动，发动机4的另一部分动力经过第二输出轴22、倒挡轴3和电机动力轴8传递给第一电动发电机51，第一电动发电机51作为发电机使用。其中电机动力轴同步器8c同步电机动力轴第二齿轮82和电机动力轴8。由于差速器动力输入齿轮7与第二输出轴输出齿轮221为啮合关系，这样当电机动力轴第二齿轮82与电机动力轴8同步时，发动机4的动力即可传递至第一电动发电机51处。
纯电动模式：第一电动发电机51的动力通过电机动力轴8、倒挡轴第二齿轮32、倒挡输出齿轮39和第二输出轴22传递给差速器动力输入齿轮7以驱动车辆运动。
能量回收模式：车轮传递来的动力通过差速器动力输入齿轮7、第二输出轴22、倒挡 轴3和电机动力轴8传递给第一电动发电机51，第一电动发电机51作为发电机使用。
其中，图3所示的动力驱动系统100与图1所示的动力驱动系统100结构基本相同，两者的工作模式基本相同，在此不再详述。
相较于图1所示的动力驱动系统，图2所示的动力驱动系统还包括第二电动发电机52，第二电动发电机52与发动机4联动。下面详细描述图2所示的动力驱动系统的工作模式。
驻车发电模式一：发动机4的一部分动力依次经过双离合器2d、第一输入轴11、五挡齿轮副、电机动力轴第一齿轮81、电机动力轴同步器8c、电机动力轴8传递至第一电动发电机51，第一电动发电机51作为发电机使用，发动机4的另一部分动力用于供第二电动发电机52发电。
驻车发电模式二：双离合器2d的输入端23d分别与第一输出端21d和第二输出端22d断开，发动机4的全部动力用于供第二电动发电机52发电。
行车发电模式一：发动机4的一部分动力经过变速器传递给差速器动力输入齿轮7以驱动车轮转动，发动机4的另一部分动力依次经双离合器2d、第一输入轴11、五挡齿轮副、电机动力轴第一齿轮81、电机动力轴同步器8c、电机动力轴8传递至第一电动发电机51，第一电动发电机51作为发电机使用。发动机4的再一部分动力用于供第二电动发电机52发电。
行车发电模式二：发动机4的一部分动力经过变速器传递给差速器动力输入齿轮以驱动车轮转动，发动机4的另一部分动力经过第二输出轴22、倒挡轴3和电机动力轴8传递给第一电动发电机51，第一电动发电机51作为发电机使用。其中电机动力轴同步器8c同步电机动力轴第二齿轮82和电机动力轴8。发动机4的再一部分动力用于供第二电动发电机52发电。
行车发电模式三：发动机4的一部分动力经过变速器传递给差速器动力输入齿轮7以驱动车辆运动，发动机4的另一部分动力用于供第二电动发电机52发电。
纯电动模式一：第一电动发电机51的动力通过电机动力轴8、倒挡轴第二齿轮32、倒挡输出齿轮39和第二输出轴22传递给差速器动力输入齿轮7以驱动车辆运动。
纯电动模式二：第二电动发电机52的动力经过变速器传递给差速器动力输入齿轮7以驱动车辆运动。
纯电动模式三：第一电动发电机51的动力通过电机动力轴8、倒挡轴第二齿轮32、倒挡输出齿轮39和第二输出轴22传递给差速器动力输入齿轮7以驱动车辆运动，第二电动发电机52的动力经过变速器传递给差速器动力输入齿轮7以驱动车辆运动。
能量回收模式：车轮传递来的动力通过差速器动力输入齿轮7、第二输出轴22、倒挡轴3和电机动力轴8传递给第一电动发电机51，第一电动发电机51作为发电机使用。
其中，图4所示的动力驱动系统100与图2所示的动力驱动系统100结构基本相同，两者的工作模式基本相同，在此不再详述。
根据本公开实施例的动力驱动系统100，具有丰富的工作模式，车辆可以在适宜状态下选取合适的工作模式，从而可以提高车辆的动力性和经济性。其中，第一电动发电机51具有很高的传动效率，而且可以避免传统动力驱动系统100中需要经过变速器中复杂的换挡和传动链才可以实现纯电动模式的问题，这样纯电动模式传动所需部件少，传动过程可靠，传动效率高。
另外，在控制逻辑上，发动机4的控制逻辑和第一电动发电机51的控制逻辑彼此独立，从而可以节省厂家的开发时间和成本，可以避免动力驱动系统100较高的故障率。
此外，根据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一个或多个实施例或示例中以合适的方式结合。此外，在不相互矛盾的情况下，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以及不同实施例或示例的特征进行结合和组合。
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 (16)

  1. 一种用于车辆的动力驱动系统，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，每个所述输入轴上设置有挡位主动齿轮；
    多个输出轴，每个所述输出轴上设置有挡位从动齿轮，多个所述挡位从动齿轮与多个所述挡位主动齿轮对应地啮合；
    倒挡轴，所述倒挡轴上空套设置有能够接合所述倒挡轴的倒挡轴第一齿轮，所述倒挡轴第一齿轮与其中一个挡位主动齿轮啮合；
    倒挡输出齿轮，所述倒挡输出齿轮与所述倒挡轴联动；
    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，所述电机动力轴第一齿轮和所述电机动力轴第二齿轮中的每一个均设置成可接合所述电机动力轴，所述电机动力轴第一齿轮与其中一个挡位从动齿轮联动，所述电机动力轴第二齿轮与所述倒挡轴联动；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所述的用于车辆的动力驱动系统，其特征在于，还包括：倒挡轴第一同步器，所述倒挡轴第一同步器用于接合所述倒挡轴与所述倒挡轴第一齿轮。
  3. 根据权利要求2所述的用于车辆的动力驱动系统，其特征在于，所述倒挡输出齿轮固定在其中一个输出轴上。
  4. 根据权利要求1所述的用于车辆的动力驱动系统，其特征在于，所述电机动力轴上设置有电机动力轴同步器，所述电机动力轴同步器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。
  5. 根据权利要求4所述的用于车辆的动力驱动系统，其特征在于，所述倒挡轴上还固定设置有倒挡轴第二齿轮，所述倒挡轴第二齿轮分别与所述倒挡输出齿轮和所述电机动力轴第二齿轮啮合。
  6. 根据权利要求1所述的用于车辆的动力驱动系统，其特征在于，所述电机动力轴上还固定设置有第一电机齿轮，所述第一电机齿轮与所述第一电动发电机联动。
  7. 根据权利要求1所述的用于车辆的动力驱动系统，其特征在于，还包括：第二电动发电机，所述第二电动发电机设置成与所述发动机联动。
  8. 根据权利要求7所述的用于车辆的动力驱动系统，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，所述输入端可选择 性地接合所述第一输出端和所述第二输出端的至少一个，所述发动机与所述输入端相连。
  9. 根据权利要求8所述的用于车辆的动力驱动系统，其特征在于，所述输入端上设置有输入端外齿，所述第二电动发电机与所述输入端外齿联动。
  10. 根据权利要求8所述的用于车辆的动力驱动系统，其特征在于，
    所述多个输入轴包括：第一输入轴和套设在所述第一输入轴上的第二输入轴，所述第一输入轴与所述第一输出端相连，所述第二输入轴与所述第二输出端相连；
    所述多个输出轴包括：第一输出轴和第二输出轴。
  11. 根据权利要求10所述的用于车辆的动力驱动系统，其特征在于，所述第一输入轴上固定设置有的一挡主动齿轮、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；
    所述第一输出轴上设置有位于所述一挡从动齿轮与所述三挡从动齿轮之间的一三挡同步器，所述第一输出轴上还设置有位于所述二挡从动齿轮与所述四挡从动齿轮之间的二四挡同步器，所述第二输出轴上设置有位于所述五挡从动齿轮与所述七挡从动齿轮之间的五七挡同步器，所述第二输出轴上还设置有位于所述六挡从动齿轮一侧的六挡同步器。
  12. 根据权利要求11所述的用于车辆的动力驱动系统，其特征在于，所述倒挡轴第一齿轮与所述一挡主动齿轮啮合，所述电机动力轴第一齿轮与所述五挡从动齿轮或六挡从动齿轮联动。
  13. 根据权利要求12所述的用于车辆的动力驱动系统，其特征在于，所述电机动力轴第一齿轮与所述五挡从动齿轮之间或者与所述六挡从动齿轮设置有中间惰轮，所述中间惰轮空套在所述倒挡轴上。
  14. 根据权利要求11所述的用于车辆的动力驱动系统，其特征在于，
    所述倒挡输出齿轮固定设置在所述第二输出轴上；
    所述倒挡轴第一齿轮空套在所述倒挡轴上，且所述倒挡轴上设置有用于接合所述倒挡轴第一齿轮的倒挡轴第一同步器；
    其中所述倒挡轴第一同步器与所述六挡同步器共用同一拨叉机构，在所述拨叉机构驱动所述倒挡轴第一同步器接合所述倒挡轴第一齿轮时、所述六挡同步器与所述六挡从动齿轮分离，在所述拨叉机构驱动所述六挡同步器接合所述六挡从动齿轮时、所述倒挡轴第一同步器与所述倒挡轴第一齿轮分离。
  15. 根据权利要求10所述的用于车辆的动力驱动系统，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和所述第二输出轴输出齿轮分别与所述车辆的差速器动力输入齿轮啮合。
  16. 一种车辆，其特征在于，包括根据权利要求1-15中任一项所述的动力驱动系统。
PCT/CN2017/084025 2016-06-29 2017-05-11 动力驱动系统和车辆 Ceased WO2018000960A1 (zh)

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