WO2018000964A1 - 动力驱动系统和车辆 - Google Patents

动力驱动系统和车辆 Download PDF

Info

Publication number
WO2018000964A1
WO2018000964A1 PCT/CN2017/084029 CN2017084029W WO2018000964A1 WO 2018000964 A1 WO2018000964 A1 WO 2018000964A1 CN 2017084029 W CN2017084029 W CN 2017084029W WO 2018000964 A1 WO2018000964 A1 WO 2018000964A1
Authority
WO
WIPO (PCT)
Prior art keywords
gear
shaft
reverse
output
synchronizer
Prior art date
Application number
PCT/CN2017/084029
Other languages
English (en)
French (fr)
Inventor
廉玉波
刘坚坚
凌和平
翟震
徐友彬
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 EP17818961.9A priority Critical patent/EP3476636A4/en
Priority to US16/314,027 priority patent/US20190225074A1/en
Publication of WO2018000964A1 publication Critical patent/WO2018000964A1/zh

Links

Images

Classifications

    • 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
    • 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
    • B60K6/44—Series-parallel type
    • B60K6/442—Series-parallel switching 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
    • B60K6/42—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
    • 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
    • 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
    • F16H3/091—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 including a single countershaft
    • 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
    • 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
    • B60K2006/4816—Electric machine connected or connectable to gearbox internal shaft
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2200/00—Type of vehicle
    • B60Y2200/90—Vehicles comprising electric prime movers
    • B60Y2200/92—Hybrid vehicles
    • 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
    • F16H2200/0052—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising six 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 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.
  • 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 gear shaft is provided with a reverse gear first gear and a reverse shaft second gear, and the reverse gear first gear meshes with one of the gear drive gears, and the reverse gear first gear and the gear
  • Each of the reverse gear shaft second gears is configured to engage the reverse gear shaft; a reverse gear output gear, the reverse gear output gear is fixedly disposed on one of the output shafts, and the reverse gear output gear and the gear a second gear meshing of the reverse shaft; and a first motor generator, the first motor generator being disposed in linkage with the reverse shaft.
  • the working mode is large, the power and economy of the vehicle can be improved, and the first motor generator and the reverse shaft are linked, so that the first motor generator has high transmission efficiency, and It can avoid the problem that the pure electric mode can be realized in the traditional power drive system through the complicated shifting and transmission chain in the transmission, so that the pure electric mode transmission requires fewer components, the transmission process is reliable, and the transmission efficiency is high.
  • the control logic the control logic of the engine and the control logic of the first motor generator are independent of each other, thereby saving the development of the manufacturer. Time and cost can avoid the high failure rate of the power drive system.
  • 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 power drive system further includes: a reverse shaft second synchronizer for engaging the reverse shaft and the reverse shaft second gear.
  • a first motor gear is further fixedly disposed on the reverse 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
  • the second input shaft is fixedly provided with a second gear driving gear and a four-speed driving 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 a five-speed driven gear, a sixth-speed driven gear
  • a third-speed synchronizer between the first-speed driven gear and the third-speed driven gear is disposed on the first output shaft
  • the first output shaft is further provided with a second-fourth synchronizer between the second-speed driven gear and the fourth-speed driven gear
  • the second output shaft is provided with a five-speed synchronizer on a side of the fifth-speed driven gear.
  • a sixth speed synchronizer on a side of the sixth gear driven gear is further disposed on the second output shaft.
  • the reverse shaft first gear meshes with the first speed drive gear.
  • the power drive system further includes: a reverse shaft first synchronizer, the reverse shaft first synchronizer is disposed on the reverse shaft and configured to engage the reverse shaft a first gear; wherein the reverse shaft first synchronizer and the fifth speed synchronizer share the same fork mechanism, and the shift fork mechanism drives the reverse shaft first synchronizer to engage the reverse shaft
  • the fifth-speed synchronizer is separated from the fifth-speed driven gear when a gear is engaged, and the reverse gear shaft is first when the fork mechanism drives the five-speed synchronizer to engage the fifth-speed driven gear Synchronizer and the first tooth of the reverse shaft Wheel separation.
  • the power drive system further includes: a reverse shaft second synchronizer, the reverse shaft second synchronizer is disposed on the reverse shaft and configured to engage the reverse shaft a second gear; wherein the reverse shaft second synchronizer and the sixth speed synchronizer share the same fork mechanism, and the shift fork mechanism drives the reverse shaft second synchronizer to engage the reverse shaft
  • the six-speed synchronizer is separated from the six-speed driven gear
  • the fork mechanism drives the six-speed synchronizer to engage the sixth-speed driven gear
  • the reverse gear shaft is second The synchronizer is separated from the second gear of the reverse shaft.
  • 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.
  • a power drive system 100 according to an embodiment of the present disclosure will be described in detail below with reference to FIGS. 1-2.
  • the power drive system 100 is suitable for use in a vehicle such as a hybrid vehicle and as a power system of the vehicle, providing sufficient vehicle for normal driving. 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 may 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), reverse 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. 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 six forward gear pairs, ie, a first gear pair, a second gear pair, a third gear pair, and a fourth gear.
  • the gear pair, the fifth gear pair, and the sixth 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 for engaging the reverse shaft 3 and the reverse 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 shaft 3 is provided with a reverse gear second gear 32 capable of engaging the reverse shaft 3, in other words, between the reverse shaft 3 and the reverse shaft second gear 32.
  • the reverse shaft 3 may further be provided with a reverse shaft second synchronizer 32c for engaging the reverse shaft 3 and the reverse shaft second gear 32.
  • the reverse shaft second synchronizer 32c is used to engage the reverse shaft 3 and the reverse shaft second gear 32, the reverse shaft 3 and the reverse shaft second gear 32 are driven, and the reverse shaft second gear 32 is The reverse gear output gear 39 meshes.
  • 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 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. 1-2, 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.
  • 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 Together with the first gear drive gear 1a, a reverse gear pair is formed, and power can be transmitted between the reverse shaft 3 and the input shaft.
  • the power drive system 100 has only the first motor generator 51.
  • the power drive system 100 has the first one. Motor generator 51 and second motor generator 52.
  • 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 an output shaft 21, and a second output shaft output gear 221 is fixedly disposed on the second output shaft 22, and the first output shaft output gear 211 and the second output shaft output gear 221 are respectively The differential power input gear 7 of the vehicle is meshed.
  • 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 first motor generator 51 is disposed in linkage with the reverse shaft 3, and the first motor gear 33 is fixedly disposed on the reverse shaft 3, and the first motor generator 51 passes through the first transmission gear 511 and the second.
  • the transmission gear 512 and the first motor gear 33 are driven by the reverse shaft 3, and the reverse shaft 3 is driven by the reverse shaft second gear 32 and the reverse output gear 39.
  • 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 having an input end 23d, a first output end 21d and a second output end 22d, the input end 23d being selectively engageable At least one of an output end 21d and a second output end 22d, the engine 4 is coupled 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 input
  • the external motor teeth and the second motor generator 52 are interlocked with the external teeth 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 and a three-five-speed driving gear 35a may be disposed on the first input shaft 11, and a second-speed driving gear 2a and a four-six-speed driving gear may be disposed on the second input shaft 12.
  • each gear drive gear rotates synchronously with the corresponding input shaft.
  • the first output shaft 21 is provided with a driven driven gear 1b, a second driven driven gear 2b, a third driven driven gear 3b and a fourth driven driven gear 4b, and a second output.
  • the shaft 22 is provided with a fifth-speed driven gear 5b and a sixth-speed driven gear 6b, and each gear driven gear is sleeved on the corresponding output shaft, that is, each gear driven gear is opposite to the corresponding output shaft. It can rotate at a differential speed.
  • 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 sixth gear drive gear 46a to constitute a sixth gear pair
  • the first 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-speed synchronizer 5c, 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 fifth speed synchronizer 5c is disposed on the second output shaft 22, and the fifth speed synchronizer 5c is located on one side (e.g., the right side) of the fifth speed driven gear 5b, and the fifth speed synchronizer 5c is used.
  • the fifth-speed driven gear 5b is engaged with the second output shaft 22, and if the engaging sleeve of the five-speed synchronizer 5c is moved to the left, the fifth-speed driven gear 5b can be engaged with the second output shaft 22, thereby The driven driven gear 5b rotates in synchronization with the second output shaft 22.
  • 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 gear drive gear 2a, the four sixth gear drive gear 46a, the three fifth gear drive gear 35a, the first gear drive gear 1a and the engine 4 is increased.
  • 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 gear shaft first gear 31 is sleeved on the reverse shaft 3, and the reverse shaft 3 is provided with a reverse shaft first synchronizer 3c for engaging the reverse gear first gear 31, wherein the five-speed synchronizer 5c is located
  • the right side of the fifth gear driven gear 5b, the reverse gear shaft first synchronizer 3c is located on the left side of the first gear 31 of the reverse gear shaft, so that the reverse gear shaft first synchronizer 3c and the fifth speed synchronizer 5c can share the same shift fork
  • the mechanism when the fork mechanism drives the reverse shaft first synchronizer 3c to engage the reverse gear first gear 31, the five-speed synchronizer 5c is separated from the fifth-speed driven gear 5b, and the fork mechanism drives the five-speed synchronizer 5c to engage
  • the reverse shaft first synchronizer 3c is separated from the reverse gear 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.
  • the reverse second synchronizer 32c is located on the right side of the reverse gear second gear 32, and the six-speed synchronizer 6c is located on the left side of the sixth gear driven gear 6b, such that the reverse gear second synchronizer 32c and the six-speed synchronizer 6c
  • the same fork mechanism is shared, and when the fork mechanism drives the reverse shaft second synchronizer 32c to engage the reverse shaft second gear 32, the six-speed synchronizer 6c is separated from the sixth-speed driven gear 6b, and the sixth gear is driven by the fork mechanism.
  • the reverse shaft second synchronizer 32c is separated from the reverse shaft second gear 32.
  • the second shaft synchronizer engages the reverse shaft second gear 32 and the six-speed synchronizer 6c is separated from the sixth-speed driven gear 6b
  • the shift mechanism is engaged
  • the sixth speed synchronizer 6c engages the sixth speed driven gear 6b and the reverse shaft second synchronizer 32c is separated from the reverse shaft second gear 32.
  • 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.
  • the parking power generation mode 1 the input end 23d of the dual clutch 2d is engaged with the first output end 21d, and the power of the engine 4 sequentially passes through the dual clutch 2d, the first input shaft 11, the first gear drive gear 1a, the reverse gear first gear 31, The reverse shaft first synchronizer 3c, the reverse shaft 3, the first motor gear 33, the second transmission gear 512, and the first transmission gear 511 are transmitted to the first motor generator 51, and the first motor generator 51 is used as power generation. Machine use.
  • the parking power generation mode 2 the power of the engine 4 is transmitted to the second output shaft 22 through the fifth gear pair or the sixth gear pair, and the reverse shaft second synchronizer 32c synchronizes the reverse gear second gear 32 and the reverse shaft 3,
  • the first motor generator 51, the reverse shaft 3 and the second output shaft 22 form a linkage relationship, and the first motor generator 51 functions as a generator.
  • Driving power generation mode 1 The input end 23d of the dual clutch 2d is engaged with the first output end 21d, and a part of the power of the engine 4 passes through the dual clutch 2d, the first input shaft 11, the first gear drive gear 1a, the reverse gear first gear 31, The reverse shaft first synchronizer 3c, the reverse shaft 3, the first motor gear 33, the second transmission gear 512, and the first transmission gear 511 are transmitted to the first motor generator 51, and the first motor generator 51 is used as power generation. Machine use. Another part of the power of the engine 4 needs to be transmitted to the differential power input gear 7 through the transmission. The following description takes a first gear as an example.
  • the input end 23d of the dual clutch 2d is connected to the first output end 21d, and the third-speed synchronizer 13c is engaged.
  • the first driven gear 1b and the first output shaft 21, the other part of the engine 4 is sequentially passed through the first gear drive gear 1a, the first gear driven gear 1b, the third gear synchronizer 13c, the first output shaft 21, and the first output.
  • a shaft output gear 211 and a differential power input gear 7 are transmitted to the wheels to drive vehicle motion.
  • the other gear transfer process is similar to the first gear and will not be described in detail here.
  • Driving power generation mode 2 part of the power of the engine 4 is transmitted to the second output shaft 22 through the fifth gear pair or the sixth gear pair, and the reverse shaft second synchronizer 32c synchronizes the reverse gear second gear 32 and the reverse shaft 3,
  • the first motor generator 51, the reverse shaft 3 and the second output shaft 22 form a linkage relationship, and the first motor generator 51 functions as a generator.
  • Another part of the power of the engine 4 needs to be transmitted to the differential power input gear 7 through the transmission.
  • the following description takes a first gear as an example.
  • the input end 23d of the dual clutch 2d is connected to the first output end 21d, and the third-speed synchronizer 13c is engaged.
  • the first driven gear 1b and the first output shaft 21, the other part of the engine 4 is sequentially passed through the first gear drive gear 1a, one gear The driven gear 1b, the third-speed synchronizer 13c, the first output shaft 21, the first output shaft output gear 211, and the differential power input gear 7 are transmitted to the wheels to drive the vehicle to move.
  • the other gear transfer process is similar to the first gear and will not be described in detail here.
  • the first motor generator 51 is used as a motor, and the power of the first motor generator 51 sequentially passes through the first transmission gear 511, the second transmission gear 512, the first motor gear 33, the reverse shaft 3, and the reverse shaft
  • the second synchronizer 32c, the reverse shaft second gear 32, the reverse output gear 39, the second output shaft 22, the second output shaft output gear 221, and the differential power input gear 7 are transmitted to the wheels to drive the vehicle to move.
  • the power transmitted from the wheel passes through the differential power input gear 7, the second output shaft output gear 221, the second output shaft 22, the reverse output gear 39, the reverse gear second gear 32, and the reverse shaft.
  • the second synchronizer 32c, the reverse shaft 3, the first motor gear 33, the second transmission gear 512, and the first transmission gear 511 are transmitted to the first motor generator 51, and the first motor generator 51 is used as a generator.
  • the power drive system 100 shown in FIG. 2 further includes a second motor generator 52, so that the operation mode of the power drive system 100 shown in FIG. 2 will change, especially Pure electric mode.
  • the parking power generation mode 1 the input end 23d of the dual clutch 2d is engaged with the first output end 21d, and a part of the power of the engine 4 sequentially passes through the dual clutch 2d, the first input shaft 11, the first gear drive gear 1a, and the reverse gear first gear 31.
  • the reverse shaft first synchronizer 3c, the reverse shaft 3, the first motor gear 33, the second transmission gear 512, and the first transmission gear 511 are transmitted to the first motor generator 51, and the first motor generator 51 is Generator use. Another portion of the power of the engine 4 is used to generate electricity for the second motor generator 52.
  • Park power generation mode 2 part of the power of the engine 4 is transmitted to the second output shaft 22 through the fifth gear pair or the sixth gear pair, and the reverse shaft second synchronizer 32c synchronizes the reverse gear second gear 32 and the reverse shaft 3
  • the first motor generator 51, the reverse shaft 3 and the second output shaft 22 form a linkage relationship, and the first motor generator 51 functions as a generator.
  • Another portion of the power of the engine 4 can be used to generate electricity for the second motor generator 52.
  • the parking power generation mode 3 the input end 23d of the dual clutch 2d is disconnected from the first output end 21d and the second output end 22d, respectively, so that the entire power of the engine 4 is used for power generation by the second motor generator 52.
  • Driving power generation mode 1 The input end 23d of the dual clutch 2d is engaged with the first output end 21d, and a part of the power of the engine 4 passes through the dual clutch 2d, the first input shaft 11, the first gear drive gear 1a, the reverse gear first gear 31, The reverse shaft first synchronizer 3c, the reverse shaft 3, the first motor gear 33, the second transmission gear 512, and the first transmission gear 511 are transmitted to the first motor generator 51, and the first motor generator 51 is used as power generation. Machine use. Another part of the power of the engine 4 needs to be transmitted to the differential power input gear 7 through the transmission. The following description takes a first gear as an example.
  • the input end 23d of the dual clutch 2d is connected to the first output end 21d, and the third-speed synchronizer 13c is engaged.
  • the first driven gear 1b and the first output shaft 21, the other part of the engine 4 is sequentially passed through the first gear drive gear 1a, the first gear driven gear 1b, the third gear synchronizer 13c, the first output shaft 21, and the first output.
  • a shaft output gear 211 and a differential power input gear 7 are transmitted to the wheels to drive vehicle motion.
  • the other gear transfer process is similar to the first gear and will not be described in detail here.
  • Another part of the engine 4 The partial power 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 second output shaft 22 through the fifth gear pair or the sixth gear pair, and the reverse shaft second synchronizer 32c synchronizes the reverse gear second gear 32 and the reverse shaft 3,
  • the first motor generator 51, the reverse shaft 3 and the second output shaft 22 form a linkage relationship, and the first motor generator 51 functions as a generator.
  • Another part of the power of the engine 4 needs to be transmitted to the differential power input gear 7 through the transmission.
  • the following description takes a first gear as an example.
  • the input end 23d of the dual clutch 2d is connected to the first output end 21d, and the third-speed synchronizer 13c is engaged.
  • the first driven gear 1b and the first output shaft 21, the other part of the engine 4 is sequentially passed through the first gear drive gear 1a, the first gear driven gear 1b, the third gear synchronizer 13c, the first output shaft 21, and the first output.
  • a shaft output gear 211 and a differential power input gear 7 are transmitted to the wheels to drive vehicle motion.
  • the other gear transfer process is similar to the first gear and will not be described in detail here.
  • 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 used for generating electricity by the second motor generator 52, and another part of the power of the engine 4 is used to transmit the vehicle to the wheel through the transmission to drive the vehicle movement.
  • the following is an example of a gear, the double clutch
  • the input end 23d of 2d is connected to the first output end 21d
  • the third-speed synchronizer 13c engages the first driven gear 1b and the first output shaft 21, and the other part of the engine 4 passes through the first-speed driving gear 1a and the first gear.
  • the moving gear 1b, the third-speed synchronizer 13c, the first output shaft 21, the first output shaft output gear 211, and the differential power input gear 7 are transmitted to the wheels to drive the vehicle to move.
  • the other gear transfer process is similar to the first gear and will not be described in detail here.
  • a further portion of the power of the engine 4 is used to generate electricity for the second motor generator 52.
  • the first motor generator 51 is used as a motor, and the power of the first motor generator 51 sequentially passes through the first transmission gear 511, the second transmission gear 512, the first motor gear 33, the reverse shaft 3, and the reverse gear
  • the shaft second synchronizer 32c, the reverse shaft second gear 32, the reverse output gear 39, the second output shaft 22, the second output shaft output gear 221, and the differential power input gear 7 are transmitted to the wheels to drive the vehicle to move.
  • the second motor generator 52 is used as a motor, and the power of the second motor generator 52 is transmitted to the wheel through the transmission to drive the vehicle to move.
  • the following description takes the first gear as an example, and the input end 23d of the dual clutch 2d is The first output end 21d is connected, the third-speed synchronizer 13c engages the first driven gear 1b and the first output shaft 21, and the power of the second motor generator 52 sequentially passes through the first-speed driving gear 1a and the first driven gear 1b.
  • a three-speed synchronizer 13c, a first output shaft 21, a first output shaft output gear 211, and a differential power input gear 7 are transmitted to the wheels to drive the vehicle to move.
  • the other gear transfer process is similar to the first gear and will not be described in detail here.
  • the power transmitted from the wheel passes through the differential power input gear 7, the second output shaft output gear 221, the second output shaft 22, the reverse output gear 39, the reverse gear second gear 32, and the reverse shaft.
  • the second synchronizer 32c, the reverse shaft 3, the first motor gear 33, the second transmission gear 512, and the first transmission gear 511 are transmitted to the first motor generator 51, and the first motor generator 51 is used as a generator.
  • parking power generation can be realized, which can enrich the power drive
  • the operating mode of the system 100 can improve the power and economy of the vehicle.
  • the first motor generator 51 is interlocked with the reverse shaft 3, so that the first motor generator 51 has high transmission efficiency, and the conventional power drive system 100 can avoid the complicated shifting and transmission chain in the transmission.
  • the problem of the pure electric mode can be realized, so that the pure electric mode transmission requires fewer components, 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, and thus details of conventional structures are The description is omitted here.

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）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（11，12）上设置有挡位主动齿轮；多个输出轴（21，22），每个输出轴（21，22）上设置有挡位从动齿轮；倒挡轴（3），倒挡轴（3）上空套设置有倒挡轴第一齿轮（31）和倒挡轴第二齿轮（32），倒挡轴第一齿轮（31）与一个挡位主动齿轮啮合，倒挡轴第一齿轮（31）和倒挡轴第二齿轮（32）均设置成可接合倒挡轴（3）；倒挡输出齿轮（39），倒挡输出齿轮（39）固定设置在输出轴（22）上，倒挡输出齿轮（39）与倒挡轴第二齿轮（32）啮合；第一电动发电机（51），第一电动发电机（51）设置成与倒挡轴（3）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。
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倒挡轴第一齿轮和倒挡轴第二齿轮，所述倒挡轴第一齿轮与其中一个挡位主动齿轮啮合，所述倒挡轴第一齿轮和所述倒挡轴第二齿轮中的每一个均设置成可接合所述倒挡轴；倒挡输出齿轮，所述倒挡输出齿轮固定设置在其中一个输出轴上，所述倒挡输出齿轮与所述倒挡轴第二齿轮啮合；以及第一电动发电机，所述第一电动发电机设置成与所述倒挡轴联动。
根据本公开的动力驱动系统，工作模式多，可以提高车辆的动力性和经济性，而且第一电动发电机与倒挡轴为联动关系，这样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。另外，在控制逻辑上，发动机的控制逻辑和第一电动发电机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较高的故障率。
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，所述动力驱动系统还包括：倒挡轴第二同步器，所述倒挡轴第二同步器用于接合所述倒挡轴与所述倒挡轴第二齿轮。
在本公开的一些示例中，所述倒挡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，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；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一侧的五挡同步器，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。
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设置在所述倒挡轴上且用于接合所述倒挡轴第一齿轮；其中所述倒挡轴第一同步器与所述五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、所述五挡同步器与所述五挡从动齿轮分离，在所述拨叉机构驱动所述五挡同步器接合所述五挡从动齿轮时、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，所述动力驱动系统还包括：倒挡轴第二同步器，所述倒挡轴第二同步器设置在所述倒挡轴上且用于接合所述倒挡轴第二齿轮；其中所述倒挡轴第二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二同步器接合所述倒挡轴第二齿轮时、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、所述倒挡轴第二同步器与所述倒挡轴第二齿轮分离。
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。
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2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2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)、倒挡轴3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2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，如图1-图2所示，动力驱动系统100可以具有六个前进挡齿轮副，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，动力驱动系统100还具有一个倒挡齿轮副。
如图1-图2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2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。
如图1-图2所示，倒挡轴3上空套设置有能够接合倒挡轴3的倒挡轴第二齿轮32，换言之，倒挡轴3和倒挡轴第二齿轮32之间可以传动。如图1-图2所示，倒挡轴3上还可以设置有倒挡轴第二同步器32c，倒挡轴第二同步器32c用于接合倒挡轴3与倒挡轴第二齿轮32。当倒挡轴第二同步器32c用于接合倒挡轴3和倒挡轴第二齿轮32时，倒挡轴3和倒挡轴第二齿轮32之间传动，倒挡轴第二齿轮32与倒挡输出齿轮39啮合。
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2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。
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-图2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。
其中，电动发电机的布置形式和数量也有多种，例如，如图1所示，动力驱动系统100内仅具有第一电动发电机51，如图2所示，动力驱动系统100内具有第一电动发电机51和第二电动发电机52。
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。
下面结合图1详细描述第一电动发电机51的具体布置形式。如图1所示，第一电动发电机51设置成与倒挡轴3联动,倒挡轴3上固定设置有第一电机齿轮33，第一电动发电机51通过第一传动齿轮511、第二传动齿轮512和第一电机齿轮33与倒挡轴3传动，倒挡轴3通过倒挡轴第二齿轮32与倒挡输出齿轮39传动。
下面结合图2详细描述第二电动发电机52的布置形式，如图2所示，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2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2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2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，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2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，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，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，如图1-图2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、五挡同步器5c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，五挡同步器5c设置在第二输出轴22上，五挡同步器5c位于五挡从动齿轮5b的一侧(例如右侧)，五挡同步器5c用于将五挡从动齿轮5b与第二输出轴22接合，又如，五挡同步器5c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。
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，其中五挡同步器5c位于五挡从动齿轮5b的右侧，倒挡轴第一同步器3c位于倒挡轴第一齿轮31的左侧，这样倒挡轴第一同步器3c与五挡同步器5c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，五挡同步器5c与五挡从动齿轮5b分离，在拨叉机构驱动五挡同步器5c接合五挡从动齿轮5b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右移动时，倒挡轴第一同步器3c接合倒挡轴第一齿轮31且五挡同步器5c与五挡从动齿轮5b分离，当拨叉机构带动接合套向左移动时，五挡同步器5c接合五挡从动齿轮5b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。
倒挡第二同步器32c位于倒挡轴第二齿轮32的右侧，六挡同步器6c位于六挡从动齿轮6b的左侧，这样倒挡轴第二同步器32c与六挡同步器6c共用同一拨叉机构，在拨叉机构驱动倒挡轴第二同步器32c接合倒挡轴第二齿轮32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、倒挡轴第二同步器32c与倒挡轴第二齿轮32分离。具体地，当拨叉机构带动接合套向左移动时，挡轴第二同步器接合倒挡轴第二齿轮32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且倒挡轴第二同步器32c与倒挡轴第二齿轮32分离。
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。
驻车发电模式一：双离合器2d的输入端23d接合第一输出端21d，发动机4的动力依次经过双离合器2d、第一输入轴11、一挡主动齿轮1a、倒挡轴第一齿轮31、倒挡轴第一同步器3c、倒挡轴3、第一电机齿轮33、第二传动齿轮512和第一传动齿轮511传递给第一电动发电机51，此时第一电动发电机51作为发电机使用。
驻车发电模式二：发动机4的动力通过五挡齿轮副或者六挡齿轮副传递到第二输出轴22，倒挡轴第二同步器32c同步倒挡轴第二齿轮32和倒挡轴3，这样第一电动发电机51、倒挡轴3和第二输出轴22之间形成联动关系，第一电动发电机51作为发电机使用。
行车发电模式一：双离合器2d的输入端23d接合第一输出端21d，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、一挡主动齿轮1a、倒挡轴第一齿轮31、倒挡轴第一同步器3c、倒挡轴3、第一电机齿轮33、第二传动齿轮512和第一传动齿轮511传递给第一电动发电机51，此时第一电动发电机51作为发电机使用。发动机4的另一部分动力需要经过变速器传递给差速器动力输入齿轮7，下面以一挡为例进行说明，双离合器2d的输入端23d与第一输出端21d相连，一三挡同步器13c接合一挡从动齿轮1b和第一输出轴21，发动机4的另一部分动力依次经过一挡主动齿轮1a、一挡从动齿轮1b、一三挡同步器13c、第一输出轴21、第一输出轴输出齿轮211和差速器动力输入齿轮7传递给车轮以驱动车辆运动。其他挡位传递过程与一挡相似，在此不再详述。
行车发电模式二：发动机4的一部分动力通过五挡齿轮副或者六挡齿轮副传递到第二输出轴22，倒挡轴第二同步器32c同步倒挡轴第二齿轮32和倒挡轴3，这样第一电动发电机51、倒挡轴3和第二输出轴22之间形成联动关系，第一电动发电机51作为发电机使用。发动机4的另一部分动力需要经过变速器传递给差速器动力输入齿轮7，下面以一挡为例进行说明，双离合器2d的输入端23d与第一输出端21d相连，一三挡同步器13c接合一挡从动齿轮1b和第一输出轴21，发动机4的另一部分动力依次经过一挡主动齿轮1a、一挡 从动齿轮1b、一三挡同步器13c、第一输出轴21、第一输出轴输出齿轮211和差速器动力输入齿轮7传递给车轮以驱动车辆运动。其他挡位传递过程与一挡相似，在此不再详述。
纯电动模式：第一电动发电机51作为电动机使用，第一电动发电机51的动力依次经过第一传动齿轮511、第二传动齿轮512、第一电机齿轮33、倒挡轴3、倒挡轴第二同步器32c、倒挡轴第二齿轮32、倒挡输出齿轮39、第二输出轴22、第二输出轴输出齿轮221和差速器动力输入齿轮7传递给车轮以驱动车辆运动。
能量回收模式：车轮传递来的动力依次经过差速器动力输入齿轮7、第二输出轴输出齿轮221、第二输出轴22、倒挡输出齿轮39、倒挡轴第二齿轮32、倒挡轴第二同步器32c、倒挡轴3、第一电机齿轮33、第二传动齿轮512、第一传动齿轮511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。
相较于图1所示的动力驱动系统100，图2所示的动力驱动系统100还包括第二电动发电机52，这样图2所示的动力驱动系统100的工作模式将会发生改变，尤其纯电动模式。
驻车发电模式一：双离合器2d的输入端23d接合第一输出端21d，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、一挡主动齿轮1a、倒挡轴第一齿轮31、倒挡轴第一同步器3c、倒挡轴3、第一电机齿轮33、第二传动齿轮512和第一传动齿轮511传递给第一电动发电机51，此时第一电动发电机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：发动机4的一部分动力通过五挡齿轮副或者六挡齿轮副传递到第二输出轴22，倒挡轴第二同步器32c同步倒挡轴第二齿轮32和倒挡轴3，这样第一电动发电机51、倒挡轴3和第二输出轴22之间形成联动关系，第一电动发电机51作为发电机使用。发动机4的另一部分动力可以用于供第二电动发电机52发电。
驻车发电模式三：双离合器2d的输入端23d分别第一输出端21d和第二输出端22d断开，这样发动机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：双离合器2d的输入端23d接合第一输出端21d，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、一挡主动齿轮1a、倒挡轴第一齿轮31、倒挡轴第一同步器3c、倒挡轴3、第一电机齿轮33、第二传动齿轮512和第一传动齿轮511传递给第一电动发电机51，此时第一电动发电机51作为发电机使用。发动机4的另一部分动力需要经过变速器传递给差速器动力输入齿轮7，下面以一挡为例进行说明，双离合器2d的输入端23d与第一输出端21d相连，一三挡同步器13c接合一挡从动齿轮1b和第一输出轴21，发动机4的另一部分动力依次经过一挡主动齿轮1a、一挡从动齿轮1b、一三挡同步器13c、第一输出轴21、第一输出轴输出齿轮211和差速器动力输入齿轮7传递给车轮以驱动车辆运动。其他挡位传递过程与一挡相似，在此不再详述。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的一部分动力通过五挡齿轮副或者六挡齿轮副传递到第二输出轴22，倒挡轴第二同步器32c同步倒挡轴第二齿轮32和倒挡轴3，这样第一电动发电机51、倒挡轴3和第二输出轴22之间形成联动关系，第一电动发电机51作为发电机使用。发动机4的另一部分动力需要经过变速器传递给差速器动力输入齿轮7，下面以一挡为例进行说明，双离合器2d的输入端23d与第一输出端21d相连，一三挡同步器13c接合一挡从动齿轮1b和第一输出轴21，发动机4的另一部分动力依次经过一挡主动齿轮1a、一挡从动齿轮1b、一三挡同步器13c、第一输出轴21、第一输出轴输出齿轮211和差速器动力输入齿轮7传递给车轮以驱动车辆运动。其他挡位传递过程与一挡相似，在此不再详述。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的一部分动力用于供第二电动发电机52发电，发动机4的另一部分动力用于通过变速器传递给车轮以驱动车辆运动，下面以一挡为例进行说明，双离合器2d的输入端23d与第一输出端21d相连，一三挡同步器13c接合一挡从动齿轮1b和第一输出轴21，发动机4的另一部分动力依次经过一挡主动齿轮1a、一挡从动齿轮1b、一三挡同步器13c、第一输出轴21、第一输出轴输出齿轮211和差速器动力输入齿轮7传递给车轮以驱动车辆运动。其他挡位传递过程与一挡相似，在此不再详述。发动机4的再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作为电动机使用，第一电动发电机51的动力依次经过第一传动齿轮511、第二传动齿轮512、第一电机齿轮33、倒挡轴3、倒挡轴第二同步器32c、倒挡轴第二齿轮32、倒挡输出齿轮39、第二输出轴22、第二输出轴输出齿轮221和差速器动力输入齿轮7传递给车轮以驱动车辆运动。
纯电动模式二：第二电动发电机52作为电动机使用，第二电动发电机52的动力经过变速器传递给车轮以驱动车辆运动，下面以一挡为例进行说明，双离合器2d的输入端23d与第一输出端21d相连，一三挡同步器13c接合一挡从动齿轮1b和第一输出轴21，第二电动发电机52的动力依次经过一挡主动齿轮1a、一挡从动齿轮1b、一三挡同步器13c、第一输出轴21、第一输出轴输出齿轮211和差速器动力输入齿轮7传递给车轮以驱动车辆运动。其他挡位传递过程与一挡相似，在此不再详述。
能量回收模式：车轮传递来的动力依次经过差速器动力输入齿轮7、第二输出轴输出齿轮221、第二输出轴22、倒挡输出齿轮39、倒挡轴第二齿轮32、倒挡轴第二同步器32c、倒挡轴3、第一电机齿轮33、第二传动齿轮512、第一传动齿轮511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。
根据本公开实施例的动力驱动系统100，可以实现驻车发电，这样可以丰富动力驱动 系统100的工作模式，可以提高车辆的动力性和经济性。
第一电动发电机51与倒挡轴3为联动关系，这样第一电动发电机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，因此对习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 (14)

  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倒挡轴第一齿轮和倒挡轴第二齿轮，所述倒挡轴第一齿轮与其中一个挡位主动齿轮啮合，所述倒挡轴第一齿轮和所述倒挡轴第二齿轮中的每一个均设置成可接合所述倒挡轴；
    倒挡输出齿轮，所述倒挡输出齿轮固定设置在其中一个输出轴上，所述倒挡输出齿轮与所述倒挡轴第二齿轮啮合；以及
    第一电动发电机，所述第一电动发电机设置成与所述倒挡轴联动。
  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1或2所述的用于车辆的动力驱动系统，其特征在于，还包括：倒挡轴第二同步器，所述倒挡轴第二同步器用于接合所述倒挡轴与所述倒挡轴第二齿轮。
  4. 根据权利要求1-3任一项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。
  5. 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。
  6. 根据权利要求5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。
  7. 根据权利要求6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。
  8. 根据权利要求6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。
  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，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；
    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一侧的五挡同步器，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。
  10. 根据权利要求9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。
  11. 根据权利要求9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设置在所述倒挡轴上且用于接合所述倒挡轴第一齿轮；
    其中所述倒挡轴第一同步器与所述五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，所述五挡同步器与所述五挡从动齿轮分离，在所述拨叉机构驱动所述五挡同步器接合所述五挡从动齿轮时，所述倒挡轴第一同步器与所述倒挡轴第一齿轮分离。
  12. 根据权利要求9所述的用于车辆的动力驱动系统，其特征在于，还包括：倒挡轴第二同步器，所述倒挡轴第二同步器设置在所述倒挡轴上且用于接合所述倒挡轴第二齿轮；
    其中所述倒挡轴第二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二同步器接合所述倒挡轴第二齿轮时，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，所述倒挡轴第二同步器与所述倒挡轴第二齿轮分离。
  13. 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。
  14. 一种车辆，其特征在于，包括根据权利要求1-13中任一项所述的动力驱动系统。
PCT/CN2017/084029 2016-06-29 2017-05-11 动力驱动系统和车辆 WO2018000964A1 (zh)

Priority Applications (2)

Application Number Priority Date Filing Date Title
EP17818961.9A EP3476636A4 (en) 2016-06-29 2017-05-11 POWER SYSTEM AND VEHICLE
US16/314,027 US20190225074A1 (en) 2016-06-29 2017-05-11 Power drive system and vehicle

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
CN201620669694.2 2016-06-29
CN201620669694.2U CN206067475U (zh) 2016-06-29 2016-06-29 动力驱动系统和车辆

Publications (1)

Publication Number Publication Date
WO2018000964A1 true WO2018000964A1 (zh) 2018-01-04

Family

ID=58421723

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/CN2017/084029 WO2018000964A1 (zh) 2016-06-29 2017-05-11 动力驱动系统和车辆

Country Status (4)

Country Link
US (1) US20190225074A1 (zh)
EP (1) EP3476636A4 (zh)
CN (1) CN206067475U (zh)
WO (1) WO2018000964A1 (zh)

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN206067475U (zh) * 2016-06-29 2017-04-05 比亚迪股份有限公司 动力驱动系统和车辆
CN110319155B (zh) * 2018-03-30 2024-04-12 广州汽车集团股份有限公司 七挡双离合变速器及车辆
CN111251870B (zh) * 2018-11-30 2021-06-18 比亚迪股份有限公司 混合动力驱动系统及车辆
CN111251872B (zh) * 2018-11-30 2021-09-21 比亚迪股份有限公司 动力驱动系统和车辆
CN112389186B (zh) * 2020-11-27 2023-04-07 重庆青山工业有限责任公司 混合动力总成及其控制方法

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1270301A2 (en) * 2001-06-19 2003-01-02 Hitachi, Ltd. Power transmission apparatus for automobile
CN104773063A (zh) * 2015-01-16 2015-07-15 比亚迪股份有限公司 变速器、动力传动系统和车辆
CN104859419A (zh) * 2015-01-16 2015-08-26 比亚迪股份有限公司 变速器、动力传动系统和车辆
CN105459788A (zh) * 2014-09-10 2016-04-06 比亚迪股份有限公司 用于车辆的动力传动系统及具有它的车辆
CN105459793A (zh) * 2014-09-10 2016-04-06 比亚迪股份有限公司 变速器、动力传动系统及车辆
CN206067475U (zh) * 2016-06-29 2017-04-05 比亚迪股份有限公司 动力驱动系统和车辆

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR101362059B1 (ko) * 2012-12-10 2014-02-12 현대자동차 주식회사 더블 클러치 변속기
US9568066B2 (en) * 2014-09-10 2017-02-14 Byd Company Limited Power transmission system and vehicle comprising the same

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1270301A2 (en) * 2001-06-19 2003-01-02 Hitachi, Ltd. Power transmission apparatus for automobile
CN105459788A (zh) * 2014-09-10 2016-04-06 比亚迪股份有限公司 用于车辆的动力传动系统及具有它的车辆
CN105459793A (zh) * 2014-09-10 2016-04-06 比亚迪股份有限公司 变速器、动力传动系统及车辆
CN104773063A (zh) * 2015-01-16 2015-07-15 比亚迪股份有限公司 变速器、动力传动系统和车辆
CN104859419A (zh) * 2015-01-16 2015-08-26 比亚迪股份有限公司 变速器、动力传动系统和车辆
CN206067475U (zh) * 2016-06-29 2017-04-05 比亚迪股份有限公司 动力驱动系统和车辆

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See also references of EP3476636A4 *

Also Published As

Publication number Publication date
US20190225074A1 (en) 2019-07-25
EP3476636A1 (en) 2019-05-01
CN206067475U (zh) 2017-04-05
EP3476636A4 (en) 2019-07-24

Similar Documents

Publication Publication Date Title
WO2018000962A1 (zh) 动力驱动系统和车辆
WO2018000965A1 (zh) 动力驱动系统和车辆
WO2018000963A1 (zh) 动力驱动系统和车辆
WO2018000960A1 (zh) 动力驱动系统和车辆
WO2018000964A1 (zh) 动力驱动系统和车辆
RU2625689C2 (ru) Гибридная трансмиссия для автотранспортного средства
WO2018000958A1 (zh) 动力驱动系统和车辆
WO2018059118A1 (zh) 用于车辆的动力驱动系统以及车辆
WO2018000955A1 (zh) 动力驱动系统和车辆
WO2018059124A1 (zh) 用于车辆的动力驱动系统以及车辆
WO2018077265A1 (zh) 动力传动系统以及具有其的车辆
WO2018059123A1 (zh) 用于车辆的动力驱动系统以及车辆
WO2018000954A1 (zh) 动力驱动系统和车辆
WO2018077267A1 (zh) 动力传动系统以及具有其的车辆
JP2015140127A (ja) ハイブリッド車両用変速機
WO2018000956A1 (zh) 动力驱动系统和车辆
WO2018000957A1 (zh) 动力驱动系统和车辆
JP2010203605A (ja) トランスミッション
WO2018000961A1 (zh) 动力驱动系统和车辆
WO2018077269A1 (zh) 动力传动系统以及具有其的车辆
WO2018000959A1 (zh) 动力驱动系统和车辆
CN107539107B (zh) 动力驱动系统和车辆
KR20180067307A (ko) 차량용 변속장치
WO2018077264A1 (zh) 动力传动系统以及具有其的车辆
WO2018077273A1 (zh) 动力传动系统以及具有其的车辆

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 17818961

Country of ref document: EP

Kind code of ref document: A1

NENP Non-entry into the national phase

Ref country code: DE

ENP Entry into the national phase

Ref document number: 2017818961

Country of ref document: EP

Effective date: 20190125