WO2018059118A1 - 用于车辆的动力驱动系统以及车辆 - Google Patents

用于车辆的动力驱动系统以及车辆 Download PDF

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Publication number
WO2018059118A1
WO2018059118A1 PCT/CN2017/095899 CN2017095899W WO2018059118A1 WO 2018059118 A1 WO2018059118 A1 WO 2018059118A1 CN 2017095899 W CN2017095899 W CN 2017095899W WO 2018059118 A1 WO2018059118 A1 WO 2018059118A1
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Prior art keywords
gear
output
speed
reverse
motor generator
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PCT/CN2017/095899
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English (en)
French (fr)
Inventor
廉玉波
凌和平
翟震
吴飞
徐友彬
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比亚迪股份有限公司
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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 KR1020197008949A priority Critical patent/KR20190040336A/ko
Priority to EP17854571.1A priority patent/EP3521085A4/en
Priority to US16/335,756 priority patent/US11273699B2/en
Publication of WO2018059118A1 publication Critical patent/WO2018059118A1/zh

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—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
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    • 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
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    • 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
    • B60K6/26—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 motors or the generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • 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
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
    • F16H2200/0056—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising seven forward speeds
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

Definitions

  • the present disclosure relates to the field of vehicle technology, and in particular to a power drive system for a vehicle and a vehicle having the same.
  • Hybrid vehicles as one of the new energy vehicles, are driven by engines and/or motors and have multiple modes to improve transmission efficiency and fuel economy.
  • the hybrid vehicle has few driving modes, low transmission efficiency, and low power generation efficiency in the parking power generation condition.
  • the present disclosure aims to solve at least one of the technical problems in the related art to some extent.
  • the embodiments of the present disclosure propose a power driving system for a vehicle, which has a rich driving mode, high transmission efficiency, and high parking power generation efficiency.
  • Embodiments of the present disclosure further propose a vehicle.
  • a power drive system for a vehicle includes: an engine; a plurality of input shafts each having a gear shift gear; a plurality of output shafts each having a gear driven gear The gear driven gear is correspondingly engaged with the gear driving gear, the plurality of output shafts are interlocked with a differential of the vehicle; a first clutch device, the first clutch device is disposed at the Between the engine and the plurality of input shafts such that the engine selectively engages at least one of the plurality of input shafts; a first motor generator, the first motor generator being disposed with the a differential linkage of the vehicle; and a second motor generator, the second motor generator and the engine being located on an input side of the first clutch device, the plurality of input shafts being located at the first clutch device On the output side, the second motor-generator is configured to utilize at least a portion of the power from the engine to perform parking power generation while the vehicle is parked.
  • the drive mode is rich, and in the pure electric mode and the hybrid mode, the transmission efficiency is high, so that the power and economy of the vehicle can be improved.
  • the parking power generation efficiency is high when the vehicle is in the parking condition.
  • the first clutch device is a dual clutch and has an input, a first output, and And a second output terminal, the input terminal selectively engaging at least one of the first output end and the second output end.
  • the input end is provided with an input external tooth
  • the second motor generator is coupled to the input external tooth
  • the second motor generator is coaxially coupled to the input.
  • a second clutch device is disposed between the second motor generator and the engine.
  • the second clutch device is disposed inside a rotor of the second motor generator.
  • the input ends of the engine, the second clutch device, and the first clutch device are coaxially disposed.
  • the first motor generator has a rated power that is greater than a rated power of the second motor generator.
  • the rated power of the first motor generator is two or more times the rated power of the second motor generator.
  • the second motor generator is located between the first clutch device and the engine.
  • one of the plurality of output shafts is provided with a reverse output gear and is further provided with the reverse gear output gear and the plurality of output shafts
  • one of the plurality of output shafts is provided with a reverse output gear and is further provided with the reverse gear output gear and the plurality of output shafts An output shaft engaged reverse synchronizer that is coupled to a gear drive gear by an intermediate idler.
  • one of the plurality of output shafts is provided with a reverse output gear and is further provided with the reverse gear output gear and the plurality of output shafts An output shaft engaged reverse synchronizer that meshes with a gear driven gear.
  • the reverse gear output gear shares the reverse gear synchronizer with an adjacent gear driven gear.
  • the plurality of input shafts include: a first input shaft and a second input shaft, the second input shaft is sleeved on the first input shaft, the first input shaft a gear drive gear, a third gear drive gear and a fifth gear drive gear are disposed, wherein the second input shaft is provided with a second gear drive gear and a fourth and sixth gear drive gear;
  • the plurality of output shafts include: a first output shaft and a a second output shaft; the first output shaft is provided with a driven gear, a second driven gear, a third driven gear and a fourth driven gear, and the second output shaft is provided with a fifth gear a moving gear and a six-speed driven gear; a three-speed synchronizer is disposed between the first-speed driven gear and the third-speed driven gear, and the second-speed driven gear and A four-speed synchronizer is disposed between the four-speed driven gears, a five-speed synchronizer is disposed on one side of the five-speed driven gear, and a six
  • the reverse synchronizer is configured as the six-speed synchronizer.
  • the plurality of input shafts include: a first input shaft and a second input shaft, the second input shaft is sleeved on the first input shaft, the first input shaft a gear drive gear, a third gear drive gear, a five-speed drive gear and a seven-speed drive gear are disposed, and the second input shaft is provided with a second gear drive gear and a four-speed gear drive gear;
  • the plurality of output shafts include: An output shaft and a second output shaft; the first output shaft is provided with a second gear driven gear, a third gear driven gear, a sixth gear driven gear and a seventh gear driven gear, and the second output shaft is over the air
  • the sleeve is provided with a driven gear, a fourth driven gear and a fifth driven gear; a second six-speed synchronizer is disposed between the second driven gear and the sixth driven gear, and the third gear is A three-seven-speed synchronizer is disposed between the moving gear and the seventh-speed driven gear, and a five-speed driven gear, and
  • the reverse synchronizer is configured as the four-speed synchronizer.
  • the first motor generator is coaxially coupled to one of the plurality of output shafts; or the first motor generator is coupled to the main speed of the vehicle by a gear transmission assembly
  • the driven gears are linked.
  • a vehicle according to an embodiment of the present disclosure includes the power drive system for a vehicle according to the above embodiment.
  • FIG. 1 is a schematic view of a power drive system according to a first embodiment of the present disclosure
  • FIG. 2 is a schematic diagram of a power drive system in accordance with a second embodiment of the present disclosure
  • FIG. 3 is a schematic diagram of a power drive system in accordance with a third embodiment of the present disclosure.
  • FIG. 4 is a schematic diagram of a power drive system according to a fourth embodiment of the present disclosure.
  • FIG. 5 is a schematic diagram of a power drive system according to a fifth embodiment of the present disclosure.
  • FIG. 6 is a schematic diagram of a power drive system according to a sixth embodiment of the present disclosure.
  • FIG. 7 is a schematic diagram of a power drive system according to a seventh embodiment of the present disclosure.
  • FIG. 8 is a schematic diagram of a power drive system according to an eighth embodiment of the present disclosure.
  • FIG. 9 is a schematic structural view of a vehicle according to an embodiment of the present disclosure.
  • a power drive system 100 may be described in detail below with reference to the accompanying drawings, which may be applied to a vehicle 1000, such as a hybrid vehicle 1000.
  • the power drive system 100 may include an engine 1, a plurality of input shafts, a plurality of output shafts, a first motor generator 4, and a second motor generator 6.
  • the power drive system 100 may also include other mechanical components, such as the first clutch device 5d, the second clutch device 7, and the like.
  • the engine 1 is configured to selectively engage at least one of the plurality of input shafts. That is, when the engine 1 outputs power, the engine 1 can be engaged with one of the plurality of input shafts to transmit power, and of course, the engine 1 can also be simultaneously engaged with a plurality of the plurality of input shafts to transmit power.
  • Each input shaft is provided with a gear driving gear
  • each output shaft is provided with a gear driven gear
  • the gear driven gear meshes with the gear driving gear correspondingly.
  • the gear driven gear meshing between the gear drive gear and the gear driven gear
  • a first clutch device 5d is provided between the engine 1 and the plurality of input shafts, and the first clutch device 5d may allow the engine 1 to selectively engage at least one of the plurality of input shafts.
  • the first clutch device 5d may be a dual clutch and has an input end 51d, a first output end 52d and a second output end 53d.
  • the input end 51d can selectively engage at least one of the first output end 52d and the second output end 53d. That is, the input terminal 51d may engage the first output terminal 52d, or the input terminal 51d may engage the second output terminal 53d, or the input terminal 51d may simultaneously engage the first output terminal 52d and the second output terminal 53d.
  • the plurality of input shafts include: a first input shaft 21 and a second input shaft 22, the first output end 52d is connected to the first input shaft 21, and the second output end 53d is second.
  • the input shaft 22 is connected.
  • the plurality of output shafts include a first output shaft 31 and a second output shaft 32.
  • the first type of gear arrangement is as shown in FIG. 1 to FIG. 6.
  • the first input shaft 21 is provided with a gear drive gear 1a, a third gear drive gear 3a and a fifth gear drive gear 5a.
  • the second input shaft 22 is provided with The second gear drive gear 2a and the fourth and sixth gear drive gears 46a.
  • the second input shaft 22 is sleeved on the first input shaft 21, so that the axial length of the power drive system 100 can be effectively shortened, so that the space of the vehicle 1000 occupied by the power drive system 100 can be reduced.
  • the second-speed driving gear 2a, the four-six-speed driving gear 46a, the third-speed driving gear 3a, the first-speed driving gear 1a, and the fifth-speed driving gear 5a are sequentially arranged.
  • the positions of the plurality of gear driving gears By properly arranging the positions of the plurality of gear driving gears, the positions of the plurality of gear driven gears and the plurality of output shafts can be arranged reasonably, so that the power driving system 100 can be simple in structure and small in size.
  • the first output shaft 31 is provided with a driven driven gear 1b, a second driven driven gear 2b, a third driven driven gear 3b and
  • the fourth-speed driven gear 4b and the second output shaft 32 are provided with a fifth-speed driven gear 5b and a sixth-speed driven gear 6b.
  • the first gear drive gear 1a is adapted to mesh with the first gear driven gear 1b
  • the second gear drive gear 2a is adapted to mesh with the second gear driven gear 2b
  • the third gear drive gear 3a is adapted to mesh with the third gear driven gear 3b
  • the driving gear 46a is adapted to mesh with the fourth gear driven gear 4b
  • the fifth gear driving gear 5a is adapted to mesh with the fifth gear driven gear 5b
  • the four sixth gear driving gear 46a is adapted to mesh with the sixth gear driven gear 6b.
  • a three-speed synchronizer 13c is disposed between the first-speed driven gear 1b and the third-speed driven gear 3b, and a three-speed synchronizer 13c can be used to synchronize the first-speed driven gear 1b and the first output shaft 31, and can be used The third gear driven gear 3b and the first output shaft 31 are synchronized.
  • a second-four-speed synchronizer 24c is disposed between the second-speed driven gear 2b and the fourth-speed driven gear 4b, and the second-four-speed synchronizer 24c can be used to synchronize the second-speed driven gear 2b and the first output shaft 31, and can be used The fourth gear driven gear 4b and the first output shaft 31 are synchronized.
  • a five-speed synchronizer 5c is provided on one side of the fifth-speed driven gear 5b, and the fifth-speed synchronizer 5c can be used to synchronize the fifth-speed driven gear 5b and the second output shaft 32.
  • a six-speed synchronizer 6c is provided on one side of the sixth-speed driven gear 6b, and the six-speed synchronizer 6c can be used to synchronize the sixth-speed driven gear 6b and the second output shaft 32.
  • the second gear arrangement form: as shown in FIG. 7 and FIG. 8, the first input shaft 21 is provided with a gear drive gear 1a, a third gear drive gear 3a, a fifth gear drive gear 5a and a seven-speed drive gear 7a, and a second
  • the input shaft 22 is provided with a second speed drive gear 2a and a four-six-speed drive gear 46a.
  • the second input shaft 22 is sleeved on the first input shaft 21, so that the axial length of the power drive system 100 can be effectively shortened, so that the space of the vehicle 1000 occupied by the power drive system 100 can be reduced.
  • the second-speed drive gear 2a, the four-segment drive gear 46a, the fifth-speed drive gear 5a, the third-speed drive gear 3a, the first-gear drive gear 1a, and the seven-speed drive gear 7a are sequentially arranged.
  • the positions of the plurality of gear driving gears By properly arranging the positions of the plurality of gear driving gears, the positions of the plurality of gear driven gears and the plurality of output shafts can be arranged reasonably, so that the power driving system 100 can be simple in structure and small in size.
  • the first output shaft 31 is provided with a second gear driven gear 2b, a third gear driven gear 3b, a sixth gear driven gear 6b and a seventh gear driven gear 7b, and a second driven shaft 32 is provided with a driven gear. 1b, fourth gear driven gear 4b and fifth gear driven gear 5b.
  • the first gear drive gear 1a is adapted to mesh with the first gear driven gear 1b
  • the second gear drive gear 2a is adapted to mesh with the second gear driven gear 2b
  • the third gear drive gear 3a is adapted to mesh with the third gear driven gear 3b
  • the driving gear 46a is adapted to mesh with the fourth gear driven gear 4b
  • the fifth gear driving gear 5a is adapted to mesh with the fifth gear driven gear 5b
  • the fourth and sixth gear driving gears 46a are adapted to mesh with the sixth gear driven gear 6b
  • the drive gear 7a is adapted to mesh with the seven-speed driven gear 7b.
  • a two-speed synchronizer 26c and a six-speed synchronizer 26c are disposed between the second-speed driven gear 2b and the sixth-speed driven gear 6b. It can be used to engage the second speed driven gear 2b and the first output shaft 31, and can be used to engage the sixth speed driven gear 6b and the first output shaft 31.
  • a three-seven-speed synchronizer 37c is provided between the third-speed driven gear 3b and the seventh-speed driven gear 7b, and the three-seven-speed synchronizer 37c can be used to engage the third-speed driven gear 3b and the first output shaft 31, and can be used The seventh-speed driven gear 7b and the first output shaft 31 are engaged.
  • a five-speed synchronizer 15c is disposed between the first driven gear 1b and the fifth driven gear 5b, and a five-speed synchronizer 15c can be used to engage the first driven gear 1b and the second output shaft 32, and can be used The fifth gear driven gear 5b and the second output shaft 32 are engaged.
  • a four-speed synchronizer 4c is provided on one side of the fourth-speed driven gear 4b.
  • the fourth speed synchronizer 4c is for engaging the fourth speed driven gear 4b and the second output shaft 32.
  • the plurality of output shafts are each coupled to a differential of the vehicle 1000.
  • 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.
  • gear-to-shaft linkage may be understood to mean that the shaft that is associated therewith will also rotate as the gear rotates, or that the gear that is associated therewith will also rotate as the shaft rotates.
  • the linkage of the shaft to the shaft can be understood as the other shaft that is linked to it when one of the shafts rotates.
  • linkage of a gear and a gear can be understood as the fact that when one of the gears rotates, the other gear that is interlocked with it will also rotate.
  • the first motor generator 4 is disposed in linkage with the differential of the vehicle 1000, and there are various linkage modes, which are described in detail herein with reference to the accompanying drawings.
  • a final drive driven gear 8 is provided at the differential.
  • the first motor generator 4 is coupled to the final drive driven gear 8 of the differential via a gear transmission assembly.
  • the gear transmission assembly may include a first transmission gear 41, a second transmission gear 42 and a third transmission gear 43.
  • the first transmission gear 41 is fixedly coupled to the motor shaft of the first motor generator 4, and the second transmission gear 42 and the second transmission gear 42 A transmission gear 41 is meshed, the second transmission gear 42 and the third transmission gear 43 are coaxially fixed, and the third transmission gear 43 has power transmission between the differential and the differential.
  • the transmission path between the first motor generator 4 and the differential is short, and the transmission efficiency is high.
  • the first motor generator 4 may also be coupled to an output shaft.
  • the first motor generator 4 is coaxially connected to the second output shaft 32, and the power of the first motor generator 4 can be directly transmitted to the differential through the second output shaft 32, such that the first motor generator
  • the transmission path between the 4 and the differential is short and the transmission efficiency is high.
  • the first motor generator 4 is coaxially connected to the first output shaft 31, and the power of the first motor generator 4 is It can be directly transmitted to the differential through the first output shaft 31, so that the transmission path between the first motor generator 4 and the differential is short, and the transmission efficiency is high.
  • the second motor generator 6 and the engine 1 are located on the input side of the first clutch device 5d, and the second motor generator 6 may be located between the first clutch device 5d and the engine 1.
  • the second motor generator 6 can select a motor generator having a small capacity and a small volume, so that the miniaturization requirement of the transmission can be satisfied. Since the internal structure of the transmission has strict space requirements, the second motor generator 6 having a smaller volume occupies a smaller volume of the transmission, so that the second motor generator 6 and other components (for example, the first clutch device 5d) can be avoided. Interference occurs, making the transmission reasonable in construction and compact in structure.
  • a plurality of input shafts are located on the output side of the first clutch device 5d.
  • the second motor generator 6 is arranged to perform parking power generation while the vehicle 1000 is parked, using at least part of the power from the engine 1.
  • at least a portion of the power of the engine 1 may be directly transferred to the second motor generator 6 to cause the second motor generator 6 to generate electricity, or at least a portion of the power of the engine 1 may be indirectly transmitted through the input terminal 51d.
  • the second motor generator 6 causes the second motor generator 6 to generate electricity.
  • the input end 51d may be provided with an input external tooth 54d, and the second motor generator 6 is interlocked with the input external tooth 54d.
  • the power of the engine 1 can be transmitted to the second motor generator 6 through the input end 51d and the input outer teeth 54d, and the second motor generator 6 can be used as a generator for parking power generation.
  • the second motor generator 6 and the input terminal 51d may be coaxially connected.
  • the second motor generator 6 may be disposed between the input end 51d and the engine 1 such that the power of the engine 1 necessarily passes through the second motor generator 6 when it is transmitted to the input end 51d, whereby the second motor generator 6 can be used as The generator is used for parking power generation.
  • a second clutch device 7 is disposed between the second motor generator 6 and the engine 1.
  • the second clutch device 7 may be a single clutch, and the second clutch device 7 may control the engagement disconnection between the engine 1 and the second motor generator 6, and may control the engagement disconnection between the engine 1 and the input terminal 51d.
  • the second clutch device 7 is disposed inside the rotor of the second motor generator 6. This can better shorten the axial length of the power drive system 100, thereby reducing the volume of the power drive system 100, and improving the flexibility of the power drive system 100 on the vehicle 1000.
  • the second motor generator 6 can also be used as a starter.
  • the input of the engine 1, the second clutch device 7, and the first clutch device 5d 51d coaxial arrangement. This makes the power drive system 100 compact and small in size.
  • the second motor generator 6 is located between the engine 1 and the first clutch device 5d in the axial direction, which can effectively reduce the power driving system 100.
  • the axial length of the second motor generator 6 can be rationally arranged, and the structural compactness of the power drive system 100 can be improved.
  • the first motor generator 4 is the main drive motor of the power drive system 100, so the capacity and volume of the first motor generator 4 are large, but the first motor generator 4 can be driven with the differential, thereby minimizing the size.
  • the volume of the power drive system 100 is also prevented from interfering with the first motor generator 4 and the second motor generator 6.
  • the rated power of the first motor generator 4 is greater than the rated power of the second motor generator 6.
  • the second motor generator 6 can select a motor generator having a small volume and a small rated power, so that the power drive system 100 can be made simple in structure and small in size, and in the parking power generation, the second motor generator 6 and the engine 1
  • the intermediate transmission path is short and the power generation efficiency is high, so that a part of the power of the engine 1 can be efficiently converted into electric energy.
  • the peak power of the first motor generator 4 is also larger than the peak power of the second motor generator 6.
  • the rated power of the first motor generator 4 is twice or more than the rated power of the second motor generator 6.
  • the peak power of the first motor generator 4 is twice or more than the peak power of the second motor generator 6.
  • the rated power of the first motor generator 4 may be 60 kW
  • the rated power of the second motor generator 6 may be 24 kW
  • the peak power of the first motor generator 4 may be 120 kW
  • the peak power of the second motor generator 6. Can be 44kw.
  • the power drive system 100 has a plurality of reverse gear arrangements, which are described below in conjunction with the drawings.
  • the power drive system 100 further includes a reverse shaft 9 on which the reverse shaft first gear 91 and the reverse shaft second gear 92 can be fixedly disposed.
  • a reverse output gear 93 is disposed on one of the plurality of output shafts, and a reverse synchronizer for engaging the reverse output gear 93 with the output shaft is further disposed on the output shaft.
  • the output shaft can be the second output shaft 32.
  • the reverse shaft first gear 91 meshes with a gear shifting gear
  • the reverse shaft second gear 92 meshes with the reverse gear output gear 93.
  • the one gear driving gear may be a first driving gear 1a, whereby the power transmitted to the first gear driving gear 1a may sequentially pass through the reverse gear first gear 91, reverse gear
  • the shaft 9, the reverse shaft second gear 92 and the reverse output gear 93 are transmitted to the second output shaft 32, which further transmits power to the differential and the wheels to drive the vehicle 1000 to reverse movement, thereby realizing the vehicle 1000 reverse gear operation.
  • one of the plurality of output shafts is provided with a reverse output gear 93, and the output shaft is further provided with a reverse gear for engaging the reverse output gear 93 with the output shaft.
  • the output shaft can be the second output shaft 32.
  • the reverse output gear 93 and a gear drive gear are coupled by the intermediate idler 94.
  • Intermediate idler 94 can guarantee down The co-rotation of the gear output gear 93 and the one gear drive gear can further realize the reverse gear operation of the vehicle 1000.
  • the intermediate idler 94 can be a single gear and is directly meshed between the one gear drive gear and the reverse gear output gear 93.
  • the one gear driving gear may be the second gear driving gear 2a.
  • one of the plurality of output shafts is provided with a reverse output gear 93, and the output shaft may be provided with a reverse gear for engaging the reverse output gear 93 with the output shaft.
  • the output shaft can be the second output shaft 32.
  • the reverse output gear 93 meshes with a gear driven gear. Thereby, the reverse gear output gear 93 can rotate in the same direction as the gear drive gear corresponding to the gear driven gear, thereby implementing the reverse gear operation of the vehicle 1000.
  • the gear driven gear may be the second gear driven gear 2b.
  • the reverse output gear 93 and the adjacent one of the gear driven gears can share the reverse synchronizer, which can reduce the number of synchronizers disposed on the second output shaft 32, thereby being effective
  • the structure of the power drive system 100 is simplified.
  • the above-described gear driven gear adjacent to the reverse output gear 93 may be a sixth gear driven gear 6b, that is, the reverse gear synchronizer is a sixth gear.
  • Synchronizer 6c In the power drive system 100 shown in FIGS. 7 and 8, the above-described gear driven gear adjacent to the reverse output gear 93 may be a fourth-speed driven gear 4b, that is, the reverse gear synchronizer is a fourth gear. Synchronizer 4c.
  • the mode of operation of the power drive system 100 for the vehicle 1000 will be described in detail below with reference to the accompanying drawings.
  • the difference between the power drive system 100 shown in FIGS. 2 and 3 and the power drive system 100 shown in FIG. 1 is mainly embodied in the arrangement of the second motor generator 6, but the arrangement of the second motor generator 6 is opposite. The mode has less impact.
  • the difference between the power drive system 100 shown in FIGS. 4 and 5 and the power drive system 100 shown in FIG. 1 is mainly embodied in the arrangement of the first motor generator 4.
  • the difference between the power drive system 100 shown in FIGS. 6-8 and the power drive system 100 shown in FIG. 1 is mainly embodied in the reverse gear arrangement. Therefore, the operating mode of the power driving system 100 shown in FIGS. 2-8 is substantially the same as the operating mode of the power driving system 100 shown in FIG. 1, and the working mode of the power driving system 100 shown in FIG. Give an example for a detailed description.
  • the power of the engine 1 is transmitted to the first input shaft 21 and/or the second input shaft 22 via the first clutch device 5d, and then transmitted to the first output shaft 31 or the second output shaft through the corresponding gear gear pair 32.
  • the final power is transmitted to the differential to drive the wheel to rotate.
  • the gear gear pair includes gear shift gears and gear driven gears that correspond to each other.
  • the input 51d of the first clutch device 5d selectively engages at least one of the two outputs.
  • the first motor generator 4 is used as an electric motor, and the power of the first motor generator 4 is transmitted to the differential to drive the wheels to rotate.
  • Hybrid mode A combination between the above pure engine mode and the pure electric mode, the power of the engine 1 and the power of the first motor generator 4 are coupled at the final drive driven gear 8.
  • the parking power generation mode the power of the engine 1 is all transmitted to the second motor generator 6 through the input end 51d of the first clutch device 5d, and the second motor generator 6 functions as a generator for parking power generation.
  • the first driving mode a part of the power of the engine 1 is transmitted to the differential through the first clutch device 5d, the input shaft and the output shaft to drive the wheel to rotate, and another part of the power of the engine 1 is transmitted through the input end 51d of the first clutch device 5d.
  • the second motor generator 6 is used for power generation by the second motor generator 6.
  • the second driving mode the power of the engine 1 is transmitted to the differential through the first clutch device 5d, the input shaft and the output shaft to drive the wheel to rotate, and the final drive driven gear 8 can transmit a part of the power to the first motor generator. 4 for the first motor generator 4 to generate electricity.
  • the arrangement of the second motor generator 6 in the power drive system 100 shown in FIG. 4 can be replaced with the arrangement of the second motor generator 6 shown in FIGS. 2 and 3.
  • the arrangement of the second motor generator 6 in the power drive system 100 shown in FIG. 5 can be replaced with the arrangement of the second motor generator 6 shown in FIGS. 2 and 3.
  • the reverse gear arrangement in the power drive system 100 shown in FIGS. 1-6 can be replaced with the reverse gear arrangement of FIG. 7 or 8.
  • a vehicle 1000 according to an embodiment of the present disclosure includes a power drive system 100 for a vehicle 1000 according to the above embodiment.

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Abstract

一种用于车辆的动力驱动系统以及车辆。动力驱动系统包括：发动机（1）；多个输入轴；多个输出轴，所述多个输出轴与所述车辆的差速器联动；第一离合装置（5d），所述第一离合装置（5d）设置在所述发动机（1）与所述多个输入轴之间，以使得所述发动机（1）可选择性地接合所述多个输入轴中的至少一个；第一电动发电机（4），所述第一电动发电机（4）设置成与所述车辆的差速器联动；以及第二电动发电机（6），所述第二电动发电机（6）和所述发动机（1）位于所述第一离合装置（5d）的输入侧，所述多个输入轴位于所述第一离合装置（5d）的输出侧，所述第二电动发电机（6）设置成利用来自所述发动机（1）的至少部分动力在所述车辆驻车时进行驻车发电。

Description

用于车辆的动力驱动系统以及车辆 技术领域
本公开涉及车辆技术领域，尤其涉及一种用于车辆的动力驱动系统以及具有该动力驱动系统的车辆。
背景技术
随着能源的不断消耗，新能源车型的开发和利用已逐渐成为一种趋势。混合动力汽车作为新能源车型中的一种，通过发动机和/或电机进行驱动，具有多种模式，可以改善传动效率和燃油经济性。
但是，在相关技术中，混合动力汽车驱动模式少，传动效率较低，而且在驻车发电工况时，发电效率低。
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，本公开实施例提出一种用于车辆的动力驱动系统，该动力驱动系统驱动模式丰富，传动效率高，驻车发电效率高。
本公开实施例进一步地提出了一种车辆。
根据本公开的用于车辆的动力驱动系统，包括：发动机；多个输入轴，每个输入轴上设置有挡位主动齿轮；多个输出轴，每个输出轴上设置有挡位从动齿轮，所述挡位从动齿轮与所述挡位主动齿轮对应地啮合，所述多个输出轴与所述车辆的差速器联动；第一离合装置，所述第一离合装置设置在所述发动机与所述多个输入轴之间，以使得所述发动机可选择性地接合所述多个输入轴中的至少一个；第一电动发电机，所述第一电动发电机设置成与所述车辆的差速器联动；以及第二电动发电机，所述第二电动发电机和所述发动机位于所述第一离合装置的输入侧，所述多个输入轴位于所述第一离合装置的输出侧，所述第二电动发电机设置成利用来自所述发动机的至少部分动力在所述车辆驻车时进行驻车发电。
根据本公开实施例的用于车辆的动力驱动系统，驱动模式丰富，而且在纯电动模式和混合动力模式时，传动效率高，从而可以提高车辆的动力性和经济性。另外，在车辆处于驻车工况时，驻车发电效率高。
在本公开的一些示例中，所述第一离合装置为双离合器，且具有输入端、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中的至少一个。
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，所述第二电动发电机与所述输入端同轴相连。
在本公开的一些示例中，所述第二电动发电机与所述发动机之间设置有第二离合装置。
在本公开的一些示例中，所述第二离合装置设置在所述第二电动发电机的转子内部。
在本公开的一些示例中，所述发动机、所述第二离合装置以及所述第一离合装置的输入端同轴布置。
在本公开的一些示例中，所述第一电动发电机的额定功率大于所述第二电动发电机的额定功率。
在本公开的一些示例中，所述第一电动发电机的额定功率为所述第二电动发电机的额定功率的两倍或两倍以上。
在本公开的一些示例中，所述第二电动发电机位于所述第一离合装置与所述发动机之间。
在本公开的一些示例中，所述多个输出轴中的一个输出轴上空套设置有倒挡输出齿轮且还设置有用于将所述倒挡输出齿轮与所述多个输出轴中的所述一个输出轴接合的倒挡同步器；倒挡轴，所述倒挡轴上固定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一个挡位主动齿轮啮合，所述倒挡轴第二齿轮与所述倒挡输出齿轮啮合。
在本公开的一些示例中，所述多个输出轴中的一个输出轴上空套设置有倒挡输出齿轮且还设置有用于将所述倒挡输出齿轮与所述多个输出轴中的所述一个输出轴接合的倒挡同步器，所述倒挡输出齿轮通过中间惰轮与一个挡位主动齿轮联动。
在本公开的一些示例中，所述多个输出轴中的一个输出轴上空套设置有倒挡输出齿轮且还设置有用于将所述倒挡输出齿轮与所述多个输出轴中的所述一个输出轴接合的倒挡同步器，所述倒挡输出齿轮与一个挡位从动齿轮啮合。
在本公开的一些示例中，所述倒挡输出齿轮与相邻的一个挡位从动齿轮共用所述倒挡同步器。
在本公开的一些示例中，所述多个输入轴包括：第一输入轴和第二输入轴，所述第二输入轴套设在所述第一输入轴上，所述第一输入轴上设置有一挡主动齿轮、三挡主动齿轮和五挡主动齿轮，所述第二输入轴上设置有二挡主动齿轮和四六挡主动齿轮；所述多个输出轴包括：第一输出轴和第二输出轴；所述第一输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和六挡从动齿轮；所述一挡从动齿轮与所述三挡从动齿轮之间设置有一三挡同步器，所述二挡从动齿轮与 所述四挡从动齿轮之间设置有二四挡同步器，所述五挡从动齿轮的一侧设置有五挡同步器，所述六挡从动齿轮的一侧设置有六挡同步器。
在本公开的一些示例中，所述倒挡同步器构造为所述六挡同步器。
在本公开的一些示例中，所述多个输入轴包括：第一输入轴和第二输入轴，所述第二输入轴套设在所述第一输入轴上，所述第一输入轴上设置有一挡主动齿轮、三挡主动齿轮、五挡主动齿轮和七挡主动齿轮，所述第二输入轴上设置有二挡主动齿轮和四六挡主动齿轮；所述多个输出轴包括：第一输出轴和第二输出轴；所述第一输出轴上空套设置有二挡从动齿轮、三挡从动齿轮、六挡从动齿轮和七挡从动齿轮，所述第二输出轴上空套设置有一挡从动齿轮、四挡从动齿轮和五挡从动齿轮；所述二挡从动齿轮与所述六挡从动齿轮之间设置有二六挡同步器，所述三挡从动齿轮与所述七挡从动齿轮之间设置有三七挡同步器，所述一挡从动齿轮与所述五挡从动齿轮之间设置有一五挡同步器，所述四挡从动齿轮的一侧设置有四挡同步器。
在本公开的一些示例中，所述倒挡同步器构造为所述四挡同步器。
在本公开的一些示例中，所述第一电动发电机与所述多个输出轴中的一个输出轴同轴相连；或者所述第一电动发电机通过齿轮传动组件与所述车辆的主减速器从动齿轮联动。
根据本公开实施例的车辆，包括根据上述实施例的用于车辆的动力驱动系统。
根据本公开实施例的车辆的有益效果与根据本公开上述实施例的用于车辆的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是根据本公开第一实施例的动力驱动系统的示意图；
图2是根据本公开第二实施例的动力驱动系统的示意图；
图3是根据本公开第三实施例的动力驱动系统的示意图；
图4是根据本公开第四实施例的动力驱动系统的示意图；
图5是根据本公开第五实施例的动力驱动系统的示意图；
图6是根据本公开第六实施例的动力驱动系统的示意图；
图7是根据本公开第七实施例的动力驱动系统的示意图；
图8是根据本公开第八实施例的动力驱动系统的示意图；以及
图9是根据本公开实施例的车辆的结构示意图。
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。
下面参考附图详细描述根据本公开实施例的动力驱动系统100，该动力驱动系统100可以应用在车辆1000上，例如，混合动力车辆1000上。
根据本公开实施例的动力驱动系统100可以包括：发动机1、多个输入轴、多个输出轴、第一电动发电机4、第二电动发电机6。当然，该动力驱动系统100还可以包括其他机械部件，例如，第一离合装置5d、第二离合装置7等。
发动机1设置成可选择性地接合多个输入轴中的至少一个。也就是说，在发动机1输出动力时，发动机1能够与多个输入轴中的一个接合以传输动力，当然，发动机1还能够与多个输入轴中的多个同时接合以传输动力。每个输入轴上设置有挡位主动齿轮，每个输出轴上设置有挡位从动齿轮，挡位从动齿轮与挡位主动齿轮对应地啮合。通过挡位主动齿轮和挡位从动齿轮之间的啮合，可以实现输入轴和输出轴之间的动力传递，通过选取不同传动比的挡位主动齿轮和挡位从动齿轮，可以改变输出轴的输出转速。
发动机1与多个输入轴之间设置有第一离合装置5d，第一离合装置5d可以允许发动机1选择性地接合多个输入轴中的至少一个。如图1-图3所示，第一离合装置5d可以为双离合器，且具有输入端51d、第一输出端52d和第二输出端53d。输入端51d可选择性地接合第一输出端52d和第二输出端53d中的至少一个。也就是说，输入端51d可以接合第一输出端52d，或者，输入端51d可以接合第二输出端53d，或者输入端51d可以同时接合第一输出端52d和第二输出端53d。
例如，如图1-图3所示，多个输入轴包括：第一输入轴21和第二输入轴22，第一输出端52d与第一输入轴21相连，第二输出端53d与第二输入轴22相连。多个输出轴包括：第一输出轴31和第二输出轴32。
在本公开的实施例中，挡位的数量和布置形式有多种，下面以两种具体布置为例进行详细说明。
第一种挡位布置形式：如图1-图6所示，第一输入轴21上设置有一挡主动齿轮1a、三挡主动齿轮3a和五挡主动齿轮5a，第二输入轴22上设置有二挡主动齿轮2a和四六挡主动齿轮46a。第二输入轴22套设在第一输入轴21上，这样可以有效缩短动力驱动系统100的轴向长度，从而可以降低动力驱动系统100所占用的车辆1000的空间。
在逐渐远离发动机1的方向上，二挡主动齿轮2a、四六挡主动齿轮46a、三挡主动齿轮3a、一挡主动齿轮1a和五挡主动齿轮5a依次排布。通过合理布置多个挡位主动齿轮的位置，可以使得多个挡位从动齿轮和多个输出轴的位置布置合理，从而可以使得动力驱动系统100结构简单，体积小。
第一输出轴31上空套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32上空套设置有五挡从动齿轮5b和六挡从动齿轮6b。一挡主动齿轮1a适于与一挡从动齿轮1b啮合，二挡主动齿轮2a适于与二挡从动齿轮2b啮合，三挡主动齿轮3a适于与三挡从动齿轮3b啮合，四六挡主动齿轮46a适于与四挡从动齿轮4b啮合，五挡主动齿轮5a适于与五挡从动齿轮5b啮合，四六挡主动齿轮46a适于与六挡从动齿轮6b啮合。
一挡从动齿轮1b与三挡从动齿轮3b之间设置有一三挡同步器13c，一三挡同步器13c可以用于同步一挡从动齿轮1b和第一输出轴31，以及可以用于同步三挡从动齿轮3b和第一输出轴31。
二挡从动齿轮2b与四挡从动齿轮4b之间设置有二四挡同步器24c，二四挡同步器24c可以用于同步二挡从动齿轮2b和第一输出轴31，以及可以用于同步四挡从动齿轮4b和第一输出轴31。
五挡从动齿轮5b的一侧设置有五挡同步器5c，五挡同步器5c可以用于同步五挡从动齿轮5b和第二输出轴32。
六挡从动齿轮6b的一侧设置有六挡同步器6c，六挡同步器6c可以用于同步六挡从动齿轮6b和第二输出轴32。
第二种挡位布置形式：如图7和图8所示，第一输入轴21上设置有一挡主动齿轮1a、三挡主动齿轮3a、五挡主动齿轮5a和七挡主动齿轮7a，第二输入轴22上设置有二挡主动齿轮2a和四六挡主动齿轮46a。第二输入轴22套设在第一输入轴21上，这样可以有效缩短动力驱动系统100的轴向长度，从而可以降低动力驱动系统100所占用的车辆1000的空间。
在逐渐远离发动机1的方向上，二挡主动齿轮2a、四六挡主动齿轮46a、五挡主动齿轮5a、三挡主动齿轮3a、一挡主动齿轮1a和七挡主动齿轮7a依次排布。通过合理布置多个挡位主动齿轮的位置，可以使得多个挡位从动齿轮和多个输出轴的位置布置合理，从而可以使得动力驱动系统100结构简单，体积小。
第一输出轴31上空套设置有二挡从动齿轮2b、三挡从动齿轮3b、六挡从动齿轮6b和七挡从动齿轮7b，第二输出轴32上空套设置有一挡从动齿轮1b、四挡从动齿轮4b和五挡从动齿轮5b。
一挡主动齿轮1a适于与一挡从动齿轮1b啮合，二挡主动齿轮2a适于与二挡从动齿轮2b啮合，三挡主动齿轮3a适于与三挡从动齿轮3b啮合，四六挡主动齿轮46a适于与四挡从动齿轮4b啮合，五挡主动齿轮5a适于与五挡从动齿轮5b啮合，四六挡主动齿轮46a适于与六挡从动齿轮6b啮合，七挡主动齿轮7a适于与七挡从动齿轮7b啮合。
二挡从动齿轮2b和六挡从动齿轮6b之间设置有二六挡同步器26c，二六挡同步器26c 可以用于接合二挡从动齿轮2b和第一输出轴31，以及可以用于接合六挡从动齿轮6b和第一输出轴31。
三挡从动齿轮3b和七挡从动齿轮7b之间设置有三七挡同步器37c，三七挡同步器37c可以用于接合三挡从动齿轮3b和第一输出轴31，以及可以用于接合七挡从动齿轮7b和第一输出轴31。
一挡从动齿轮1b和五挡从动齿轮5b之间设置有一五挡同步器15c，一五挡同步器15c可以用于接合一挡从动齿轮1b和第二输出轴32，以及可以用于接合五挡从动齿轮5b和第二输出轴32。
四挡从动齿轮4b的一侧设置有四挡同步器4c。四挡同步器4c用于接合四挡从动齿轮4b和第二输出轴32。
此外，在本公开的实施例中，多个输出轴均与车辆1000的差速器联动。
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。
第一电动发电机4设置成与车辆1000的差速器联动，联动方式有多种，此处结合附图详细描述。另外，差速器处设置有主减速器从动齿轮8。
在如图1-图3所示的实施例中，第一电动发电机4通过齿轮传动组件与差速器的主减速器从动齿轮8联动。齿轮传动组件可以包括：第一传动齿轮41、第二传动齿轮42和第三传动齿轮43，第一传动齿轮41固定连接在第一电动发电机4的电机轴上，第二传动齿轮42与第一传动齿轮41啮合，第二传动齿轮42和第三传动齿轮43同轴固定，第三传动齿轮43与差速器之间具有动力传递。由此，第一电动发电机4和差速器之间传动路径短，传动效率高。
在本公开的另一些实施例中，第一电动发电机4还可以与一个输出轴联动。
如图4所示，第一电动发电机4与第二输出轴32同轴相连，第一电动发电机4的动力可以通过第二输出轴32直接传递给差速器，这样第一电动发电机4和差速器之间传动路径短，传动效率高。
如图5所示，第一电动发电机4与第一输出轴31同轴相连，第一电动发电机4的动力 可以通过第一输出轴31直接传递给差速器，这样第一电动发电机4和差速器之间传动路径短，传动效率高。
在本公开的实施例中，第二电动发电机6和发动机1位于第一离合装置5d的输入侧，第二电动发电机6可以位于第一离合装置5d与发动机1之间。通过将第二电动发电机6设置在第一离合装置5d的输入侧，可以有效减少动力驱动系统100的轴向长度，而且可以使得第二电动发电机6的位置布置合理，可以提高动力驱动系统100的结构紧凑性。
第二电动发电机6可以选取容量小且体积小的电动发电机，这样可以满足变速器的小型化要求。由于变速器内部结构对空间有严格的要求，体积较小的第二电动发电机6占用变速器的体积较小，从而可以避免第二电动发电机6与其他部件(例如第一离合装置5d)之间发生干涉，使得变速器构造合理，结构紧凑。
多个输入轴位于第一离合装置5d的输出侧。第二电动发电机6设置成利用来自发动机1的至少部分动力在车辆1000驻车时进行驻车发电。在车辆1000处于驻车状态时，发动机1的至少一部分动力可以直接传递给第二电动发电机6以使得第二电动发电机6发电，或者发动机1的至少一部分动力可以通过输入端51d间接传递给第二电动发电机6以使得第二电动发电机6发电。
下面结合附图描述发动机1和第二电动发电机6之间的连接布置关系。
如图1所示，输入端51d上可以设置有输入端外齿54d，第二电动发电机6与输入端外齿54d联动。这样发动机1的动力可以通过输入端51d和输入端外齿54d传递给第二电动发电机6，而第二电动发电机6可以用作发电机以进行驻车发电。
如图2所示，第二电动发电机6与输入端51d可以同轴相连。第二电动发电机6可以设置在输入端51d和发动机1之间，这样发动机1的动力在向输入端51d传递时必然经过第二电动发电机6，由此第二电动发电机6可以用作发电机以进行驻车发电。
如图3所示，第二电动发电机6与发动机1之间设置有第二离合装置7。第二离合装置7可以为单离合器，第二离合装置7可以控制发动机1和第二电动发电机6之间的接合断开，以及可以控制发动机1和输入端51d之间的接合断开。通过设置第二离合装置7，可以合理控制第二电动发电机6的驻车发电状态，从而可以使得动力驱动系统100结构简单且驱动模式转换可靠。
在本公开的一些实施例中，第二离合装置7设置在第二电动发电机6的转子内部。这样可以更好地缩短动力驱动系统100的轴向长度，从而可以减小动力驱动系统100的体积，可以提高动力驱动系统100在车辆1000上的布置灵活性。另外，第二电动发电机6还可以用作启动机。
在本公开的一些实施例中，发动机1、第二离合装置7以及第一离合装置5d的输入端 51d同轴布置。这样可以使得动力驱动系统100结构紧凑，体积小。
需要说明的是，对于上述三个实施例的动力驱动系统100，在轴向方向上，第二电动发电机6均位于发动机1和第一离合装置5d之间，这样可以有效减少动力驱动系统100的轴向长度，而且可以使得第二电动发电机6的位置布置合理，可以提高动力驱动系统100的结构紧凑性。
第一电动发电机4为动力驱动系统100的主驱动电机，所以第一电动发电机4的容量和体积较大，然而第一电动发电机4可以与差速器传动，从而可以最大限度地缩小动力驱动系统100的体积，而且可以避免第一电动发电机4和第二电动发电机6之间发生干涉现象。
在本公开的实施例中，第一电动发电机4的额定功率大于第二电动发电机6的额定功率。这样第二电动发电机6可以选取体积小且额定功率小的电动发电机，从而可以使得动力驱动系统100结构简单，体积小，而且在驻车发电时，第二电动发电机6和发动机1之间传动路径短，发电效率高，从而可以有效地将发动机1的一部分动力转化成电能。此外，第一电动发电机4的峰值功率同样大于第二电动发电机6的峰值功率。
在本公开的一些实施例中，第一电动发电机4的额定功率为第二电动发电机6的额定功率的两倍或两倍以上。第一电动发电机4的峰值功率为第二电动发电机6的峰值功率的两倍或两倍以上。例如，第一电动发电机4的额定功率可以为60kw，第二电动发电机6的额定功率可以为24kw，第一电动发电机4的峰值功率可以为120kw，第二电动发电机6的峰值功率可以为44kw。
在本公开的实施例中，动力驱动系统100具有多种倒挡布置，下面结合附图一一描述。
如图1-图5所示，动力驱动系统100还可以包括：倒挡轴9，倒挡轴9上可以固定设置有倒挡轴第一齿轮91和倒挡轴第二齿轮92。多个输出轴中的一个输出轴上空套设置有倒挡输出齿轮93，而且该输出轴上还设置有用于将倒挡输出齿轮93与该输出轴接合的倒挡同步器。具体地，该输出轴可以为第二输出轴32。
倒挡轴第一齿轮91与一个挡位主动齿轮啮合，倒挡轴第二齿轮92与倒挡输出齿轮93啮合。在本公开的一些实施例中，所述一个挡位主动齿轮可以是一挡主动齿轮1a，由此，传递到一挡主动齿轮1a处的动力可以依次经过倒挡轴第一齿轮91、倒挡轴9、倒挡轴第二齿轮92和倒挡输出齿轮93传递给第二输出轴32，第二输出轴32进一步将动力传递给差速器和车轮以驱动车辆1000反向运动，从而实现车辆1000的倒挡操作。
如图6和图7所示，多个输出轴中的一个输出轴上空套设置有倒挡输出齿轮93，而且该输出轴上还设置有用于将倒挡输出齿轮93与该输出轴接合的倒挡同步器。具体地，该输出轴可以为第二输出轴32。
倒挡输出齿轮93和一个挡位主动齿轮通过中间惰轮94联动。中间惰轮94可以保证倒 挡输出齿轮93和所述一个挡位主动齿轮的同向转动，进而可以实现车辆1000的倒挡操作。中间惰轮94可以为单齿轮，且直接啮合在所述一个挡位主动齿轮和倒挡输出齿轮93之间。具体地，所述一个挡位主动齿轮可以为二挡主动齿轮2a。
如图8所示，多个输出轴中的一个输出轴上空套设置有倒挡输出齿轮93，而且该输出轴上还可以设置有用于将倒挡输出齿轮93与该输出轴接合的倒挡同步器。具体地，该输出轴可以为第二输出轴32。
倒挡输出齿轮93和一个挡位从动齿轮啮合。由此，倒挡输出齿轮93可以与该挡位从动齿轮对应的挡位主动齿轮同向转动，进而实现车辆1000的倒挡操作。具体地，该挡位从动齿轮可以为二挡从动齿轮2b。
在上述多个实施例中，倒挡输出齿轮93和相邻的一个挡位从动齿轮可以共用倒挡同步器，这样可以减少布置在第二输出轴32上的同步器的数量，从而可以有效简化动力驱动系统100的结构。
在图1-图6所示的动力驱动系统100中，与倒挡输出齿轮93相邻的上述挡位从动齿轮可以为六挡从动齿轮6b，也就是说倒挡同步器即为六挡同步器6c。在图7和图8所示的动力驱动系统100中，与倒挡输出齿轮93相邻的上述挡位从动齿轮可以为四挡从动齿轮4b，也就是说倒挡同步器即为四挡同步器4c。
下面结合附图详细描述根据本公开实施例的用于车辆1000的动力驱动系统100的工况模式。图2和图3中所示的动力驱动系统100与图1所示的动力驱动系统100的区别主要体现在第二电动发电机6的布置方式，但是第二电动发电机6的布置方式对工况模式影响较小。图4和图5所示的动力驱动系统100与图1所示的动力驱动系统100的区别主要体现在第一电动发电机4的布置方式。图6-图8所示的动力驱动系统100与图1所示的动力驱动系统100的区别主要体现在倒挡布置。所以图2-图8中所示的动力驱动系统100的工况模式与图1所示的动力驱动系统100的工况模式基本相同，下面以图1所示的动力驱动系统100的工况模式为例进行详细说明。
纯发动机模式：发动机1的动力经过第一离合装置5d传递给第一输入轴21和/或第二输入轴22，然后通过对应的挡位齿轮副传递给第一输出轴31或第二输出轴32，最终动力传递给差速器以驱动车轮转动。挡位齿轮副包括彼此对应的挡位主动齿轮和挡位从动齿轮。在该模式中，第一离合装置5d的输入端51d选择性地接合两个输出端中的至少一个。
纯电动模式：第一电动发电机4用作电动机，第一电动发电机4的动力传递给差速器以驱动车轮转动。
混合动力模式：即上述纯发动机模式和纯电动模式之间的结合，发动机1的动力和第一电动发电机4的动力在主减速器从动齿轮8处耦合。
驻车发电模式：发动机1的动力全部通过第一离合装置5d的输入端51d传递给第二电动发电机6，第二电动发电机6用作发电机以进行驻车发电。
第一行车发电模式：发动机1的一部分动力通过第一离合装置5d、输入轴、输出轴传递给差速器以驱动车轮转动，发动机1的另一部分动力通过第一离合装置5d的输入端51d传递至第二电动发电机6，以用于供第二电动发电机6发电。
第二行车发电模式：发动机1的动力通过第一离合装置5d、输入轴、输出轴传递给差速器以驱动车轮转动，主减速器从动齿轮8可以将一部分动力传递给第一电动发电机4以供第一电动发电机4发电。
需要说明的是，本领域的技术人员在通篇阅读完本专利申请之后，可以根据文字内容和附图内容进行合理推断和结合，所得到的实施例均在本专利申请的保护范围内。
例如，图4所示的动力驱动系统100中的第二电动发电机6的布置形式可以更换为图2和图3所示的第二电动发电机6的布置形式。
又如，图5所示的动力驱动系统100中的第二电动发电机6的布置形式可以更换为图2和图3所示的第二电动发电机6的布置形式。
再如，图1-图6所示的动力驱动系统100中的倒挡布置可以更换为图7或者图8的倒挡布置。
如图9所示，根据本公开实施例的车辆1000，包括根据上述实施例的用于车辆1000的动力驱动系统100。
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 (20)

  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，每个输入轴上设置有挡位主动齿轮；
    多个输出轴，每个输出轴上设置有挡位从动齿轮，所述挡位从动齿轮与所述挡位主动齿轮对应地啮合，所述多个输出轴与所述车辆的差速器联动；
    第一离合装置，所述第一离合装置设置在所述发动机与所述多个输入轴之间，以使得所述发动机可选择性地接合所述多个输入轴中的至少一个；
    第一电动发电机，所述第一电动发电机设置成与所述车辆的差速器联动；以及
    第二电动发电机，所述第二电动发电机和所述发动机位于所述第一离合装置的输入侧，所述多个输入轴位于所述第一离合装置的输出侧，所述第二电动发电机设置成利用来自所述发动机的至少部分动力在所述车辆驻车时进行驻车发电。
  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，所述第一离合装置为双离合器，且具有输入端、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中的至少一个。
  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。
  4. 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，所述第二电动发电机与所述输入端同轴相连。
  5. 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，所述第二电动发电机与所述发动机之间设置有第二离合装置。
  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，所述第二离合装置设置在所述第二电动发电机的转子内部。
  7. 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，所述发动机、所述第二离合装置以及所述第一离合装置的输入端同轴布置。
  8. 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，所述第一电动发电机的额定功率大于所述第二电动发电机的额定功率。
  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，所述第一电动发电机的额定功率为所述第二电动发电机的额定功率的两倍或两倍以上。
  10. 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，所述第二电动发电机位于所述第一离合装置与所述发动机之间。
  11. 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，所述多个输出轴中 的一个输出轴上空套设置有倒挡输出齿轮且还设置有用于将所述倒挡输出齿轮与所述多个输出轴中的所述一个输出轴接合的倒挡同步器；
    倒挡轴，所述倒挡轴上固定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一个挡位主动齿轮啮合，所述倒挡轴第二齿轮与所述倒挡输出齿轮啮合。
  12. 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，所述多个输出轴中的一个输出轴上空套设置有倒挡输出齿轮且还设置有用于将所述倒挡输出齿轮与所述多个输出轴中的所述一个输出轴接合的倒挡同步器，所述倒挡输出齿轮通过中间惰轮与一个挡位主动齿轮联动。
  13. 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，所述多个输出轴中的一个输出轴上空套设置有倒挡输出齿轮且还设置有用于将所述倒挡输出齿轮与所述多个输出轴中的所述一个输出轴接合的倒挡同步器，所述倒挡输出齿轮与一个挡位从动齿轮啮合。
  14. 根据权利要求11-13中任一项所述的用于车辆的动力驱动系统，其特征在于，所述倒挡输出齿轮与相邻的一个挡位从动齿轮共用所述倒挡同步器。
  15. 根据权利要求14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：第一输入轴和第二输入轴，所述第二输入轴套设在所述第一输入轴上，所述第一输入轴上设置有一挡主动齿轮、三挡主动齿轮和五挡主动齿轮，所述第二输入轴上设置有二挡主动齿轮和四六挡主动齿轮；
    所述多个输出轴包括：第一输出轴和第二输出轴；所述第一输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和六挡从动齿轮；
    所述一挡从动齿轮与所述三挡从动齿轮之间设置有一三挡同步器，所述二挡从动齿轮与所述四挡从动齿轮之间设置有二四挡同步器，所述五挡从动齿轮的一侧设置有五挡同步器，所述六挡从动齿轮的一侧设置有六挡同步器。
  16. 根据权利要求15所述的用于车辆的动力驱动系统，其特征在于，所述倒挡同步器构造为所述六挡同步器。
  17. 根据权利要求14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：第一输入轴和第二输入轴，所述第二输入轴套设在所述第一输入轴上，所述第一输入轴上设置有一挡主动齿轮、三挡主动齿轮、五挡主动齿轮和七挡主动齿轮，所述第二输入轴上设置有二挡主动齿轮和四六挡主动齿轮；
    所述多个输出轴包括：第一输出轴和第二输出轴；所述第一输出轴上空套设置有二挡从动齿轮、三挡从动齿轮、六挡从动齿轮和七挡从动齿轮，所述第二输出轴上空套设置有一挡 从动齿轮、四挡从动齿轮和五挡从动齿轮；
    所述二挡从动齿轮与所述六挡从动齿轮之间设置有二六挡同步器，所述三挡从动齿轮与所述七挡从动齿轮之间设置有三七挡同步器，所述一挡从动齿轮与所述五挡从动齿轮之间设置有一五挡同步器，所述四挡从动齿轮的一侧设置有四挡同步器。
  18. 根据权利要求17所述的用于车辆的动力驱动系统，其特征在于，所述倒挡同步器构造为所述四挡同步器。
  19. 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，所述第一电动发电机与所述多个输出轴中的一个输出轴同轴相连；或者
    所述第一电动发电机通过齿轮传动组件与所述车辆的主减速器从动齿轮联动。
  20. 一种车辆，其特征在于，包括根据权利要求1-19中任一项所述的动力驱动系统。
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