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CN108001188B - Power transmission system of vehicle and vehicle with same - Google Patents

Power transmission system of vehicle and vehicle with same Download PDF

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Publication number
CN108001188B
CN108001188B CN201610934182.9A CN201610934182A CN108001188B CN 108001188 B CN108001188 B CN 108001188B CN 201610934182 A CN201610934182 A CN 201610934182A CN 108001188 B CN108001188 B CN 108001188B
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China
Prior art keywords
power
output
motor generator
gear
vehicle
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CN201610934182.9A
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Chinese (zh)
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CN108001188A (en
Inventor
凌和平
翟震
黄威
徐友彬
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BYD Co Ltd
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BYD Co Ltd
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/24—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 combustion engines
    • 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
    • B60K6/26—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
    • 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
    • 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

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

The invention discloses a power transmission system of a vehicle and the vehicle with the same, wherein the power transmission system of the vehicle comprises: a power source; a first motor generator unit; a system power output; a first mode switching device, wherein the power source and the first motor generator unit coupling portion are power-couplable and decouplable by the first mode switching device; and the power source and the system power output part can be in power coupling connection through the second mode conversion device, so that the power from the power source is output to the system power output part after being decelerated through the second mode conversion device. According to the power transmission system, the mode conversion device with the structural form is arranged, so that the working modes of the power transmission system can be increased, particularly, the gears of the power transmission system are increased in an L-gear mode, and the dynamic property and the passing capacity are improved.

Description

Power transmission system of vehicle and vehicle with same
Technical Field
The invention belongs to the technical field of transmission, and particularly relates to a power transmission system of a vehicle and the vehicle with the power transmission system.
Background
With the continuous consumption of energy, the development and utilization of new energy vehicles have gradually become a trend. The hybrid vehicle, which is one of new energy vehicles, is driven by an engine and/or a motor, has various modes, and can improve transmission efficiency and fuel economy.
However, in the related art known by the inventor, some hybrid vehicles have few driving modes and low driving transmission efficiency, and cannot meet the requirement of the vehicle for adapting to various road conditions, especially after the hybrid vehicle is fed (when the battery power is insufficient), the power performance and the passing capacity of the whole vehicle are insufficient. In addition, in order to realize the parking power generation working condition, a transmission mechanism needs to be additionally added, the integration level is low, and the power generation efficiency is low.
Disclosure of Invention
The present invention is directed to solving, at least to some extent, one of the technical problems in the related art. To this end, it is an object of the present invention to provide a powertrain system for a vehicle having multiple operating modes.
Another object of the present invention is to propose a vehicle having the above-mentioned power transmission system.
A power train system of a vehicle according to an embodiment of the first aspect of the invention includes: a power source; a first motor generator unit including a first motor generator unit coupling portion and a first motor generator selectively power-coupled with the first motor generator unit coupling portion; a system power output, wherein the system power output is selectively power couplable with the power source; a first mode switching device, wherein the power source and the first motor generator unit coupling portion are power-couplable or decouplable by the first mode switching device; and a second mode switching device, wherein the power source and the system power output part can be connected or disconnected through the second mode switching device in a power coupling manner, and the power source and the system power output part can be connected through the second mode switching device in a power coupling manner, so that the power from the power source is output to the system power output part after being decelerated through the second mode switching device.
According to the power transmission system of the embodiment of the first aspect of the invention, by arranging the mode conversion device in the structural form, the working modes of the power transmission system can be increased, particularly the gears of the power transmission system are increased in the L-gear mode, and the power performance and the passing capacity are improved.
A vehicle according to an embodiment of the second aspect of the invention is provided with the power transmission system of any one of the embodiments of the first aspect.
The vehicle has the same advantages of the power transmission system compared with the prior art, and the detailed description is omitted.
Drawings
FIGS. 1-3 are schematic structural diagrams of a powertrain system according to an embodiment of the present invention;
FIGS. 4-12 are schematic structural views of a powertrain system according to an embodiment of the present invention;
13-18 are schematic diagrams of the coupling configuration of the system power output and the half shafts according to the embodiment of the invention;
19-24 are schematic views of mounting configurations of electric drive systems according to embodiments of the present invention;
fig. 25 to 42 are schematic structural views of a power transmission system according to an embodiment of the invention.
Detailed Description
Reference will now be made in detail to embodiments of the present invention, examples of which are illustrated in the accompanying drawings. The embodiments described below with reference to the drawings are illustrative and intended to be illustrative of the invention and are not to be construed as limiting the invention.
On a hybrid vehicle, the vehicle may be provided with a plurality of driving systems, for example, a power transmission system 1000, the power transmission system 1000 may be used for driving front wheels or rear wheels of the vehicle, and the following description will take the power transmission system 1000 for driving the front wheels of the vehicle as an example for details.
The power transmission system 1000 according to the embodiment of the present invention will be described in detail below with reference to the accompanying drawings, and the power transmission system 1000 may be applied to a vehicle, such as a hybrid vehicle.
As shown in fig. 1 to 20, the power transmission system 1000 includes: power source 100, first motor generator unit 300, system power output 401, first mode switching device 402, and second mode switching device 403.
The first motor generator unit 300 includes a first motor generator unit coupling portion 301 and a first motor generator 302, the first motor generator 302 and the first motor generator unit coupling portion 301 are selectively connected in a power coupling manner, the system power output portion 401 and the power source 100 are selectively connected in a power coupling manner, the power source 100 and the first motor generator unit coupling portion 301 are connected or disconnected in a power coupling manner by a first mode conversion device 402, the power source 100 and the system power output portion 401 are connected or disconnected in a power coupling manner by a second mode conversion device 403, and the power source 100 and the system power output portion 401 are connected in a power coupling manner by the second mode conversion device 403, so that the power from the power source 100 is output to the system power output portion 401 after being decelerated by the second mode conversion device 403.
By switching the connection state of first motor generator 302 and first motor generator unit coupling 301, the connection state of power source 100 and system power output unit 401, the connection state of power source 100 and first motor generator unit coupling 301 via first mode switching device 402, and the connection state of power source 100 and system power output unit 401 via second mode switching device 403, power transmission system 1000 can be switched into various different operation modes.
For example, when the power source 100 is coupled to the system power output unit 401, the power source 100 may normally output power to the wheels, and when the power source 100 is coupled to the system power output unit 401 through the second mode switching device 403, the second mode switching device 403 may reduce the speed of the received power and output the power to the system power output unit 401, so as to switch the power train system 1000 into the ultra-low speed (L-speed).
That is, the second mode switching device 403 can also realize the ultra-low gear output of the power transmission system 1000, that is, in the embodiment with the speed changing unit 200, the power from the power source 100 is first downshifted through the speed changing unit 200, and then downshifted through the L gear, so that the ultra-low gear output of the power transmission system 1000 can be realized. Thereby greatly amplifying the torque output of the engine.
Alternatively, the first motor generator 302 is connected in power coupling with the first motor generator unit coupling portion 301, and the first motor generator unit coupling portion 301 is connected in power coupling with the system power output portion 401, so that the power from the first motor generator 302 is adapted to be output to the system power output portion 401 through the first motor generator unit coupling portion 301. At this time, the first motor generator 302 provides at least part of the driving force.
Alternatively, the power source 100 and the first motor generator 302 may be power-coupled or disconnected by the first mode conversion means 402, and the power source 100 and the first motor generator 302 are power-coupled by the first mode conversion means 402, so that the power from the power source 100 is suitable for being output to the first motor generator 302 via the first mode conversion means 402, and driving the first motor generator 302 to generate electricity. At this time, the first motor generator can supplement the system with electric energy as a generator, preventing power feeding.
Particularly, when the power source 100 and the system power output portion 401 are power-coupled through the second mode conversion means 403, the vehicle passing performance can be enhanced by the deceleration action of the second mode conversion means 403.
The provision of the first mode changeover means 402 partitions the system power output portion 401, the power source 100 and the first motor generator 302 so that any two of them can work bypassing the third person. In addition, the problem that a common hybrid power transmission system needs complex gear shifting and a transmission chain to realize a pure electric working condition in speed change can be solved, and the plug-in hybrid power transmission system is particularly suitable for plug-in hybrid vehicles. Of course, the three can work simultaneously.
In this way, the second mode switching device 403 increases the gear of the whole vehicle, and improves the dynamic property and the passing capability (such as maximum climbing gradient and escaping capability). Particularly, for a traditional hybrid vehicle model, the battery pack, the motor and the electric control system are added, so that the service quality is large, the power output of the engine can be only relied on after the power feeding, and the passing capacity and the power performance are greatly reduced.
According to the power transmission system 1000 of the embodiment of the invention, by providing the second mode switching device 403 with the L gear, the number of gears of the power transmission system 1000 can be increased, the working modes of the power transmission system 1000 are more diversified, and the vehicle trafficability is stronger.
In some preferred embodiments of the present invention, the power transmission system 1000 of the vehicle may further include a transmission unit 200, the transmission unit 200 being adapted to be selectively power-coupled with the power source 100 to output power from the power source 100, wherein the transmission unit 200 and the system power output portion 401 may be power-coupled or disconnected by the second mode switching means 403, and the transmission unit 200 and the first motor generator unit coupling portion 301 may be power-coupled or disconnected by the first mode switching means 402.
It will be appreciated that the powertrain system 1000 can be switched into different operating modes by adjusting the power coupling states of the transmission unit 200 and other components.
For example, when the transmission unit 200 is power-coupled to the power source 100, the power from the power source 100 may be output, and when the transmission unit 200 is directly power-coupled to the system power output portion 401, the power of the power source 100 may be normally output.
Or the speed changing unit 200 and the system power output part 401 can be in power coupling connection through the second mode conversion device 403, so that the power from the power source 100 is output to the system power output part 401 after being subjected to speed reduction through the speed changing unit 200 and the second mode conversion device 403 in sequence, the power transmission system 1000 is switched into an ultra-low speed gear, and the vehicle passing performance is better.
Alternatively, the transmission unit 200 and the first motor generator 302 are power-coupled or disconnected by the first mode switching means 402, wherein when the transmission unit 200 and the first motor generator 302 are power-coupled by the first mode switching means 402, the power from the power source 100 is thus adapted to be output to the first motor generator 302 through the transmission unit 200 and the first mode switching means 402 in sequence, driving the first motor generator 302 to generate power.
As shown in fig. 1 to 12, the engine 100 and the transmission unit 200 may be axially connected, wherein a first clutch device L1 may be disposed between the engine 100 and the transmission unit 200, and the first clutch device L1 may control an engaged or disengaged state between the engine 100 and the transmission unit 200. Specifically, the first clutch device L1 may be the dual clutch 202 in fig. 4-12. The transmission unit 200 is power-coupled to the system power output portion 401, so that the power from the engine 100 is output to the system power output portion 401 through the transmission unit 200.
In some alternative embodiments, as shown in fig. 4-12, the shifting unit 200 may include: a transmission power input portion selectively engageable with engine 100 to transmit power generated by engine 100, a transmission power output portion, and a transmission unit output portion 201.
Wherein the speed change power output portion is configured to be adapted to output power from the speed change power input portion to the speed change unit output portion 201 through synchronization of the speed change unit synchronizer, the speed change unit output portion 201 is connected to the system power output portion 401 in power coupling, the speed change power output portion and the first motor generator 302 are connected or disconnected in power coupling by the first mode switching device 402, and the speed change power output portion and the system power output portion 401 are connected or disconnected in power coupling by the second mode switching device 403.
The transmission unit 200 may have various arrangements, for example, the transmission unit 200 may be a transmission, or may be some other gear reducer that performs a speed changing function, and the following further describes that the transmission unit 200 is taken as a transmission, where changes of the input shaft, the output shaft, and the gear can form a new transmission unit 200. The speed changing unit 200 only needs to realize speed and torque changing for engine power, can completely use the speed changing of a common fuel vehicle, does not need additional design change, is beneficial to the miniaturization of the speed changing unit 200, and can reduce the development cost of the whole vehicle and shorten the development period.
Preferably, the variable speed power input includes at least one input shaft, each of which is selectively engageable with the power source 100.
The speed change power output portion includes: a reverse countershaft V adapted to selectively power couple with a corresponding input shaft to output power from the power source 100 to the transmission unit output 201, the reverse countershaft V adapted to transmit power from one of the input shafts to the corresponding output shaft, the reverse countershaft V being power coupleable with or decouplable from the system power output 401 via the second mode switching device 403.
Each input shaft is provided with at least one driving gear, each output shaft is provided with at least one driven gear, the driven gears are meshed with the corresponding driving gears, and the speed change unit synchronizer is arranged on the output shafts and used for selectively synchronizing the driven gears and the output shafts so as to enable the driven gears to synchronously rotate along with the output shafts.
The transmission unit output portion 201 is at least one main reducer driving gear Z fixed to at least one output shaft in a one-to-one correspondence, and the system power output portion 401 includes a main reducer driven gear Z' with which the main reducer driving gear Z is engaged. That is, the transmission unit output 201 may be an output gear on an output shaft, which may be fixed on a corresponding output shaft, the output gear being engaged with the final drive driven gear Z' to perform power transmission.
Wherein the input shaft may be plural, and the plural input shafts may be sequentially coaxially nested, the engine 100 may be selectively engaged with at least one of the plural input shafts when the engine 100 transmits power to the input shafts.
Referring to fig. 4-12, the speed-changing power input portion may include a first input shaft i and a second input shaft ii, the second input shaft ii is coaxially sleeved on the first input shaft i, and at least one driving gear is fixedly disposed on each of the first input shaft i and the second input shaft ii; the speed change power output portion includes: the reverse gear output mechanism comprises a first output shaft III, a second output shaft IV and a reverse gear intermediate shaft V, wherein at least one driven gear is sleeved on the first output shaft III and the second output shaft IV in an idle mode respectively, a reverse gear driven gear Rb is sleeved on one of the first output shaft III and the second output shaft IV in an idle mode and is correspondingly meshed with a driving gear, and the driven gear and the reverse gear driven gear Rb are selectively connected with the corresponding output shafts.
Specifically, as shown in fig. 4 to 12, the shifting unit 200 may be a six-speed transmission, and the shifting power input portion may include: the first input shaft i and the second input shaft ii, the first clutch device L1 may be a dual clutch 202, the dual clutch 202 having an input, a first output and a second output, the input of the dual clutch 202 selectively engaging at least one of the first output and the second output. That is, the input of the dual clutch 202 may engage the first output, or the input of the dual clutch 202 may engage the second output, or the input of the dual clutch 202 may engage both the first output and the second output. The first output end is connected with the first input shaft I, and the second output end is connected with the second input shaft II.
As shown in fig. 4 to 12, the first input shaft i is provided with a first-gear driving gear 1a, a third-gear driving gear 3a and a fifth-gear driving gear 5a, and the second input shaft ii is provided with a second-gear driving gear 2a and a fourth-sixth-gear driving gear 46 a. The second input shaft II is sleeved on the first input shaft I, so that the axial length of the power transmission system 1000 can be effectively shortened, and the space occupied by the power transmission system 1000 in a vehicle can be reduced. The above-mentioned fourth-sixth gear driving gear 46a means that the gear can be used as both the fourth gear driving gear and the sixth gear driving gear, so that the axial length of the second input shaft ii can be shortened, and the size of the power transmission system 1000 can be reduced.
The arrangement order of the plurality of gear driving gears is two-gear driving gear 2a, four-sixth gear driving gear 46a, three-gear driving gear 3a, first gear driving gear 1a, and fifth gear driving gear 5a according to the distance from the power source 100. Through the position of a plurality of fender position driving gears of rational arrangement, can be so that the position of a plurality of fender position driven gears and a plurality of output shaft arranges rationally to can make power transmission system 1000 simple structure, it is small.
The output shaft may include: the first output shaft III is sleeved with a first-gear driven gear 1b, a second-gear driven gear 2b, a third-gear driven gear 3b and a fourth-gear driven gear 4b, and the second output shaft IV is sleeved with a fifth-gear driven gear 5b, a sixth-gear driven gear 6b and a reverse-gear driven gear Rb.
One of them keeps off driving gear 1a and one keeps off driven gear 1b meshing, and two keep off driving gear 2a and two keep off driven gear 2b meshing, and three keep off driving gear 3a and three keep off driven gear 3b meshing, and four-sixth keep off driving gear 46a and four-sixth keep off driven gear 4b meshing, and five keep off driving gear 5a and five keep off driven gear 5b meshing, and four-sixth keep off driving gear 46a and six keep off driven gear 6b meshing.
A third speed synchronizer S13 is provided between the first speed driven gear 1b and the third speed driven gear 3b, and the third speed synchronizer S13 can be used for synchronizing the first speed driven gear 1b and the first output shaft iii, and can be used for synchronizing the third speed driven gear 3b and the first output shaft iii.
A second-fourth synchronizer S24 is provided between the second-gear driven gear 2b and the fourth-gear driven gear 4b, and the second-fourth synchronizer S24 can be used for synchronizing the second-gear driven gear 2b and the first output shaft iii, and can be used for synchronizing the fourth-gear driven gear 4b and the first output shaft iii.
A fifth-speed synchronizer S5 is provided at one side of the fifth-speed driven gear 5b, and the fifth-speed synchronizer S5 can be used to synchronize the fifth-speed driven gear 5b and the second output shaft iv.
A sixth reverse synchronizer S6R is provided between the reverse driven gear Rb and the sixth driven gear 6b, and the sixth reverse synchronizer S6R may be used to synchronize the reverse driven gear Rb and the second output shaft iv, and may be used to synchronize the sixth driven gear 6b and the second output shaft iv. This can save the number of synchronizers disposed on the second output shaft iv, so that the axial length of the second output shaft iv can be shortened, and the cost of the power transmission system 1000 can be reduced.
Furthermore, a first reverse intermediate gear Rm1 and a second reverse intermediate gear Rm2 are fixedly arranged on the reverse intermediate shaft V, the first reverse intermediate gear Rm1 is meshed with one of the gear driving gears, and the second reverse intermediate gear Rm2 is meshed with the reverse driven gear Rb. Specifically, the first reverse intermediate gear Rm1 may be engaged with the first gear driving gear 1a, the first gear driving gear 1a is the first reverse driving gear 1Ra, the power transmitted to the first reverse driving gear 1Ra may be transmitted to the reverse intermediate shaft V through the first reverse intermediate gear Rm1, the reverse intermediate shaft V may transmit the power to the reverse driven gear Rb through the second reverse intermediate gear Rm2, the reverse driven gear Rb may transmit the power to the second output shaft iv through the sixth reverse synchronizer S6R, the second output shaft iv may transmit the power to the main reducer driven gear Z 'through the second output shaft iv output gear, and the main reducer driven gear Z' may transmit the power to the wheels on both sides through the system power output portion 401 to drive the vehicle to move.
Of course, the specific arrangement of the transmission unit 200 is not limited thereto, and the transmission unit 200 may be a six-speed transmission or a seven-speed transmission of other structures, for example.
A specific configuration of the second mode shift device 403 according to the embodiment of the present invention is described below.
Referring to fig. 4-12, the second mode switching device 403 may include the first switching device shaft xi and the second switching device shaft xii, so that the power from the power source 100 is adapted to be output to the system power output portion 401 through the input shaft, the reverse intermediate shaft V, the first switching device shaft xi, and the second switching device shaft xii in this order. It will be appreciated that there is a reduction transmission between the first conversion shaft xi and the second conversion shaft xii.
Specifically, referring to fig. 4 to 12, the reverse counter shaft V is provided with a second switching input gear ZR2, the first switching device shaft xi is provided with a first switching gear ZH1 and a second switching gear ZH2, the second switching device shaft xii is provided with a third switching gear ZH3 and a fourth switching gear ZH4, the second switching input gear ZR2 is meshed with the first switching gear ZH1, the second switching gear ZH2 is meshed with the third switching gear ZH3, the fourth switching gear ZH4 is adapted to be in cooperative transmission with the system power output portion 401, one of the second switching input gear ZR2, the first switching gear ZH1, the second switching gear ZH2, the third switching gear ZH3, the fourth switching gear ZH4 is selectively engageable with the corresponding shaft, and the remaining gears of the second switching input gear ZR2, the first switching gear ZH1, the second switching gear ZH2, the third switching gear ZH3, and the fourth switching gear ZH4 are fixedly disposed on the corresponding shafts. Alternatively, the system power output 401 includes a final drive driven gear Z' with which a fourth switching gear ZH4 meshes
In the embodiment shown in fig. 4-8, at least one drive gear is provided on each input shaft; each output shaft is provided with at least one driven gear, a first reverse gear intermediate gear Rm1 and a second reverse gear intermediate gear Rm2 are fixedly arranged on the reverse gear intermediate shaft V, the first reverse gear intermediate gear Rm1 is meshed with one of the at least one driving gear, the second reverse gear intermediate gear Rm2 is meshed with the reverse gear driven gear Rb, and a second conversion input gear ZR2 is positioned between the first reverse gear intermediate gear Rm1 and the second reverse gear intermediate gear Rm2 in the axial direction of the reverse gear intermediate shaft V.
In the embodiment shown in fig. 9-12, at least one drive gear is provided on each input shaft; each output shaft is provided with at least one driven gear, a first reverse gear intermediate gear Rm1 and a second reverse gear intermediate gear Rm2 are fixedly arranged on the reverse gear intermediate shaft V, the first reverse gear intermediate gear Rm1 is meshed with one of the at least one driving gear, the second reverse gear intermediate gear Rm2 is meshed with the reverse gear driven gear Rb, and the second reverse gear intermediate gear Rm2 is a second conversion input gear ZR 2. In this way, the number of gears on the reverse countershaft V is small, which can shorten the axial length of the reverse countershaft V, thereby making it possible to better reduce the size of the power transmission system 1000.
In the first specific embodiment, as shown in fig. 4, 5, and 9, the reverse intermediate shaft V is selectively power-coupled to the first conversion device shaft xi, the first conversion device shaft xi is power-coupled to the second conversion device shaft xii, and the second conversion device shaft xii is power-coupled to the system power output portion 401. The second mode shift device 403 further includes a second shift device engager SL by which the reverse countershaft V and the first shift device shaft xi are selectively power-coupled.
In the embodiment shown in fig. 4, the second switching input gear ZR2 is freely mounted on the reverse countershaft V, the second switching device clutch SL is fixedly disposed on the reverse countershaft V, the first switching gear ZH1 is fixedly disposed on the first switching device shaft xi, and the second switching input gear ZR2 is selectively and power-coupled with the reverse countershaft V via the second switching device clutch SL.
In the embodiment shown in fig. 5, the second conversion input gear ZR2 is fixedly disposed on the reverse intermediate shaft V, the second conversion device engager SL is fixedly disposed on the first conversion device shaft xi, the first conversion gear ZH1 is idly disposed on the first conversion device shaft xi, and the first conversion gear ZH1 is selectively power-coupled with the first conversion device shaft xi by the second conversion device engager SL.
In the embodiment shown in fig. 9, the second reverse intermediate gear Rm2 is a second shift input gear ZR2, the second shift input gear ZR2 is fixedly disposed on the reverse countershaft V, the second shift device engager SL is fixedly disposed on the first shift device shaft xi, the first shift gear ZH1 is idly disposed on the first shift device shaft xi, and the first shift gear ZH1 and the first shift device shaft xi are selectively power-coupled connected by the second shift device engager SL.
In the second specific embodiment, as shown in fig. 6, 7, 10, and 11, the reverse intermediate shaft V is connected to the first conversion device shaft xi in a power coupling manner, the first conversion device shaft xi is selectively connected to the second conversion device shaft xii in a power coupling manner, and the second conversion device shaft xii is connected to the system power output portion 401 in a power coupling manner. The second mode switching device 403 further comprises a second switching device engager SL, by means of which the first switching device shaft xi and the second switching device shaft xii are selectively power-coupled.
In the exemplary embodiment shown in fig. 6 and 10, the second shifting device adapter SL is fixedly arranged on the first shifting device shaft xi, the second shifting gear ZH2 is arranged on the first shifting device shaft xi in an empty manner, the third shifting gear ZH3 is fixedly arranged on the second shifting device shaft xii, and the second shifting gear ZH2 is selectively coupled to the first shifting device shaft xi by means of the second shifting device adapter SL.
In the exemplary embodiment shown in fig. 7 and 11, the second changeover gear ZH2 is fixedly arranged on the first changeover shaft xi, the second changeover device adapter SL is fixedly arranged on the second changeover device shaft xii, the third changeover gear ZH3 is arranged on the second changeover device shaft xii in an empty manner, and the third changeover gear ZH3 is selectively coupled to the second changeover device shaft xii by means of the second changeover device adapter SL in a force-coupling manner.
In the third specific embodiment, as shown in fig. 8 and 12, the reverse intermediate shaft V is connected to the first conversion device shaft xi in a power coupling manner, the first conversion device shaft xi is connected to the second conversion device shaft xii in a power coupling manner, and the second conversion device shaft xii is selectively connected to the system power output portion 401 in a power coupling manner. The second mode switching device 403 further comprises a second switching device coupling SL, by means of which the second switching device shaft xii is selectively power-coupled to the system power output 401.
In the exemplary embodiment shown in fig. 8 and 12, the second changeover gear ZH2 is fixedly arranged on the first changeover shaft xi, the third changeover gear ZH3 is fixedly arranged on the second changeover shaft xii, the second changeover device adapter SL is fixedly arranged on the second changeover shaft xii, the fourth changeover gear ZH4 is arranged on the second changeover shaft xii in an idle manner, and the fourth changeover gear ZH4 is selectively coupled to the second changeover shaft xii by means of the second changeover device adapter SL.
The specific structure of the first mode conversion apparatus 402 according to the embodiment of the present invention is described below.
Referring to fig. 4-12, first mode switching device 402 may include a first switching device input 4020 and a first switching device output 4022, first switching device input 4020 being selectively power coupleable to power source 100, first switching device output 4022 being selectively power coupleable to first motor generator unit coupling 301, and first switching device output 4022 being power coupleable to first motor generator 302. By switching the power coupling relationship among the above components, the first mode switching device 402 can be switched into different operation modes, so that the first motor generator 302 can enter different operation states, such as power output or power generation.
In the first case, the first conversion device output portion 4022 is power-coupled to the first motor/generator unit coupling portion 301, so that the power from the first motor/generator 302 is suitable to be output to the system power output portion 401 through the first conversion device output portion 4022 and the first motor/generator unit coupling portion 301 in this order.
In the second case, the first conversion device output portion 4022 is power-coupled to the first conversion device input portion 4020, so that the power from the power source 100 is suitable for being output to the first motor generator 302 through the first conversion device input portion 4020 and the first conversion device output portion 4022 in this order, and drives the first motor generator 302 to generate power.
Specifically, the first mode switching device 402 may further include a first switching device adapter SD through which the first switching device output 4022 is selectively power coupled to the first motor generator unit coupling portion 301, and the first switching device output 4022 is selectively power coupled to the first switching device input 4020.
When first conversion device adapter SD is in power coupling connection with first motor generator unit coupling portion 301, the power output by first motor generator 302 may be transmitted to system power output portion 401 sequentially through first conversion device output portion 4022, first conversion device adapter SD, and first motor generator unit coupling portion 301, so as to realize the power output of first motor generator 302.
When the first conversion device adapter SD is power-coupled to the first conversion device input portion 4020, the power of the power source 100 is transmitted to the first motor generator 302 through the first conversion device input portion 4020, the first conversion device adapter SD, and the first conversion device output portion 4022 in this order to drive the first motor generator 302 to generate electric power.
In a specific example, the first mode conversion device 402 may include: the transmission device comprises a first conversion device input shaft VIII, a first conversion device output shaft X, a first transmission gear ZC1 and a second transmission gear ZC 2. The first conversion device input shaft VIII is a first conversion device input part 4020, the first conversion device output shaft X is a first conversion device output part 4022, the first transmission gear ZC1 is fixed to the conversion device input shaft VIII, the second transmission gear ZC2 is sleeved on the conversion device output shaft X in an empty mode, the first transmission gear ZC1 and the second transmission gear ZC2 are meshed with each other, the first conversion input gear ZR1 is further fixedly arranged on the first conversion device input shaft VIII, and the first conversion input gear ZR1 is in selective power coupling connection with the power source 100. When first switching device clutch SD is engaged with second transfer gear ZC2, first switching device output 4022 is in power-coupling connection with first switching device input 4020.
Further, referring to fig. 1 to 12, the first motor generator unit 300 further includes a reduction chain 303, the reduction chain 303 is in power coupling connection with the first motor generator 302, and the reduction chain 303 is in power coupling connection with the first motor generator unit coupling portion 301 selectively. That is, when the first motor generator 302 is used as a motor, the power generated by the first motor generator 302 can be output through the reduction chain 303 and the first motor generator unit coupling portion 301, and when the first motor generator 302 is used as a generator, the power can be transmitted to the first motor generator 302 through the first conversion device input portion 4020, the first conversion device output portion 4022, and the reduction chain 303.
A structural form of the reduction chain 303 according to an embodiment of the present invention is described below.
Referring to fig. 4-12, the reduction chain 303 may include a first gear Z1, a second gear Z2, and an intermediate idle gear Zm engaged with the first gear Z1 and engaged with the second gear Z2, the first gear Z1 being coaxially fixedly connected with the first motor generator 302, and the second gear Z2 being coaxially connected with the first motor generator unit coupling portion 301.
Specifically, the reduction chain 303 may include a reduction chain input shaft 3031, a reduction chain output shaft 3032 and a reduction chain intermediate shaft 3033, the reduction chain input shaft 3031 is fixedly connected with the motor shaft of the first motor generator 302, a first gear Z1 is fixedly connected to the reduction chain input shaft 3031, an intermediate idle gear Zm is fixedly arranged on the reduction chain intermediate shaft 3033, a second gear Z2 is fixedly arranged on the reduction chain output shaft 3032, and the reduction chain output shaft 3032 is fixedly connected with the conversion device output shaft x.
Of course, the first motor generator unit 300 may be arranged without the reduction chain 303, and the first motor generator 302 may be directly connected to the converter output shaft x.
The system power output 401 may be a conventional open differential, such as, but not limited to, a bevel gear differential or a cylindrical gear differential; of course, the differential 401 may also be a locking differential, such as a mechanical locking differential, an electronic locking differential, etc., and the power transmission system 1000 selects different differential types according to different vehicle types, such selection mainly being based on the cost of the whole vehicle, the weight reduction of the whole vehicle, the off-road performance of the whole vehicle, etc.
As shown in fig. 13-18, the system power output 401 may be a differential and includes two side gears, which correspond one-to-one with two half shafts 2000 of the vehicle, and the vehicle power transmission system 1000 further includes: a power on-off device 500, the power on-off device 500 adapted to selectively engage at least one of the two side gears with a corresponding half shaft 2000 of the vehicle. It is understood that if the power switching device 500 is provided between the half shaft 2000 of one side and the corresponding side gear, the power switching device 500 may control the engagement off-state between the half shaft 2000 of the side and the side gear, and if the power switching devices 500 are provided between the half shafts 2000 of both sides and the corresponding side gear, respectively, each power switching device 500 may control the engagement off-state of the corresponding side. As shown in fig. 21, the power switching devices 500 are provided between the half shaft 2000 on the left side and the corresponding side gear, and as shown in fig. 22, the power switching devices 500 may be two, one power switching device 500 may be provided between the half shaft 2000 on the left side and the corresponding side gear, and the other power switching device 500 may be provided between the half shaft 2000 on the right side and the corresponding side gear.
There are various types of the power switching device 500, and for example, as shown in fig. 13 and 14, the power switching device 500 may be a clutch. Preferably, as shown in fig. 15 and 16, the clutch may be a dog clutch.
Of course, the power switching device 500 may be of other types, for example, as shown in fig. 17 and 18, the power switching device 500 may be a synchronizer.
According to a preferred embodiment of the present invention, as shown in fig. 2, the power transmission system 1000 may further include a second motor generator 600, the second motor generator 600 being located between the power source 100 and the speed changing unit 200, one end of the second motor generator 600 being directly power-coupled to the power source 100, and the other end of the second motor generator 600 being selectively power-coupled to the speed changing unit 200.
According to another preferred embodiment of the present invention, as shown in fig. 3, the power transmission system 1000 may further include: and a second motor generator 600, the second motor generator 600 being located between the power source 100 and the transmission unit 200, one end of the second motor generator 600 being selectively in power coupling connection with the power source 100, and the other end of the second motor generator 600 being selectively in power coupling connection with the transmission unit 200.
As shown in fig. 3, a second clutch device L2 may be provided between the second motor generator 600 and the engine. The second clutch device L2 may be a single clutch that can control the disconnection of the engagement between the engine and the second motor generator 600, and can control the disconnection of the engagement between the engine and the input terminal. By providing the second clutch device L2, the parking power generation state of the second motor generator 600 can be controlled reasonably, so that the power transmission system 1000 can be made simple in structure and the drive mode switching is reliable.
Preferably, the second clutch device L2 may be built in the rotor of the second motor generator 600. This can shorten the axial length of the power transmission system 1000 better, so that the volume of the power transmission system 1000 can be reduced, and the flexibility of the arrangement of the power transmission system 1000 on the vehicle can be improved. In addition, second motor generator 600 may also be used as a starter.
As shown in fig. 25 to 33, the power source 100 is an engine, the second motor generator 600 is disposed coaxially with the engine, and the power transmission system 1000 further includes a first clutch device L1, and the first clutch device L1 is used for selectively and dynamically coupling the second motor generator 600 with the system power output portion 401.
The second motor generator 600 may be coaxially connected with the input end of the first clutch device L1. The second motor generator 600 may be provided between the input of the first clutch device L1 and the engine so that the power of the engine is necessarily transmitted to the input through the second motor generator 600, and the second motor generator 600 may be used as a generator to perform parking power generation.
The first clutch device L1 includes a driving portion and a driven portion, the driven portion is selectively engaged with the driving portion, the second motor generator 600 is coaxially connected to the driving portion of the first clutch device L1, i.e., the second motor generator 600 is coaxially disposed with the driving portion of the first clutch device L1 and connected to each other, for example, the second motor generator 600 may be coaxially fixed to the driving portion of the first clutch device L1, or the second motor generator 600 may be coaxially connected with the driving portion of the first clutch device L1 through a shaft; the driven part is in power coupling connection with a system power output part 401. Second motor generator 600 is connected between the engine and inverter input unit 4020. The powertrain 1000 of the vehicle further includes a second clutch L2, and a second clutch L2 for selectively power-coupling the second motor generator 600 with the engine.
As shown in fig. 34-42, the power source 100 is an engine, the second motor generator 600 is arranged in parallel with the engine, and optionally, the power transmission system 1000 further comprises a first clutch device L1, the first clutch device L1 is used for selectively power coupling the engine and the system power output part 401,
the second motor generator 600 may be disposed in parallel with the first clutch device L1, a motor shaft of the second motor generator 600 may be connected to the first transmission gear Z601, a second transmission gear Z602 may be disposed on an input end of the first clutch device L1, and the first transmission gear Z601 is engaged with the second transmission gear Z602. Thus, the power of the power source 100 can be transmitted to the second motor generator 600 through the first transmission gear Z601 and the second transmission gear Z602, so that the second motor generator 600 can be used as a generator for parking power generation.
The first clutch device L1 includes a driving portion and a driven portion selectively engageable with the driving portion, the second motor generator 600 is driven in cooperation with the driving portion of the first clutch device L1 through a transmission assembly, and the driven portion is selectively in power coupling connection with the system power output 401.
Preferably, the power source 100, the second clutch device L2, and the input of the dual clutch 202 are coaxially arranged. This allows the powertrain 1000 to be compact and small.
It should be noted that, for the power transmission system 1000 of the above several embodiments, in the axial direction, the second motor generators 600 may be both located between the power source 100 and the first clutch device L1, so that the axial length of the power transmission system 1000 may be effectively reduced, the location of the second motor generators 600 may be reasonable, and the structural compactness of the power transmission system 1000 may be improved.
In the embodiment where the power train system 1000 has the second motor generator 600, the first motor generator 302 may be the main driving motor of the power train system 1000, so the capacity and volume of the first motor generator 302 are relatively large, and the rated power of the first motor generator 302 is larger than that of the second motor generator 600 for the first motor generator 302 and the second motor generator 600. In this way, the second motor generator 600 can be selected from motor generators having small volume and small rated power, so that the power transmission system 1000 has a simple structure and small volume, and when the parking power generation is performed, the transmission path between the second motor generator 600 and the power source 100 is short, the power generation efficiency is high, and a part of power of the power source 100 can be effectively converted into electric energy. Wherein the peak power of the first motor generator 302 is also larger than the peak power of the second motor generator 600.
Preferably, the rated power of the first motor generator 302 may be twice or more than the rated power of the second motor generator 600. The peak power of the first motor generator 302 may be twice or more than the peak power of the second motor generator 600. For example, the rated power of the first motor generator 302 may be 60kw, the rated power of the second motor generator 600 may be 24kw, the peak power of the first motor generator 302 may be 120kw, and the peak power of the second motor generator 600 may be 44 kw.
Preferably, system power take-off 401 is adapted to output power to two wheels of the vehicle, and with reference to fig. 19-24, powertrain 1000 may further include an electric drive system 700, and electric drive system 700 may be used to drive the other two wheels of the vehicle, so that four-wheel-drive of the vehicle may be achieved.
Various arrangements of electric drive system 700 in accordance with embodiments of the present invention are described in detail below.
Electric drive system 700 may include a drive system input and a drive system output adapted to output power from the drive system input to two other wheels, such as the rear wheels.
For example, as shown in fig. 19, the electric drive system 700 further includes an electric drive system power output 710 adapted to output power from the drive system input to the other two wheels through the electric drive system power output 710. The electric drive system power output 710 may facilitate distribution of power transmitted from the drive system output to both wheels on both sides, so that the vehicle may be driven smoothly.
Specifically, the drive system input may be a drive motor generator 720 and the drive system output is a gear reducer 730. Thus, when the driving motor generator 720 is operated, the power generated by the driving motor generator 720 can be transmitted to the electric driving system power output part 710 after being decelerated and torque-increased by the gear reducer 730, and the electric driving system power output part 710 can distribute the power transmitted from the driving system output part to the two wheels on both sides, so that the vehicle can be smoothly driven.
As another example, referring to fig. 20-23, the drive-system input includes two drive motor-generators 720, and the drive-system output includes two drive-system sub-outputs, each adapted to output power from the corresponding drive motor-generator 720 to a corresponding one of the other two wheels. That is, one driving motor generator 720 and one driving system sub-output are provided for each wheel, so that the electric driving system power output 710 can be omitted, and the two driving motor generators 720 can adjust their rotation speeds to achieve a differential speed between the two wheels, thereby making the power transmission system 1000 simple and reliable in structure.
As shown in fig. 20, the other two wheels are selectively synchronized. For example, one of the axle shafts 2000 may be provided with an axle shaft synchronizer adapted to selectively engage the other axle shaft 2000. Therefore, the two wheels can rotate in the same direction and at the same speed, and differential motion of the two wheels can be realized, so that the running stability of the vehicle can be ensured.
As shown in fig. 21, the two drive motor generators 720 are selectively synchronized. For example, a motor output shaft synchronizer may be disposed on one motor output shaft 721 to selectively engage the other motor output shaft 721, so that the two wheels can rotate at the same speed in the same direction, and the two wheels can move at different speeds, thereby ensuring the driving stability of the vehicle.
As shown in fig. 22 and 23, the two drive system sub-outputs are selectively synchronized. That is to say, one of the sub-output parts of the two driving systems can be provided with a sub-output part synchronizer for synchronizing the sub-output part of the other driving system, so that the co-directional and co-speed rotation of the two wheels can be realized, and the differential motion of the two wheels can also be realized, thereby ensuring the running stability of the vehicle.
As shown in fig. 22 and 23, the drive system sub-output may include a two-stage gear reducer 730, and the power of the drive motor generator 720 subjected to the two-stage reduction may be transmitted to the wheels to drive the wheels to rotate.
Or the drive system sub-output may include a two speed transmission. The drive motor generator 720 is selectively engaged in one of the gears, and the rotational speed of the output of the drive motor generator 720 to the wheels can be changed by providing the second-gear transmission, so that the drive mode of the power transmission system 1000 can be enriched, and the economy and the drivability of the vehicle can be improved.
Specifically, the driving motor generator 720 may include a motor output shaft 721, and the secondary gear reducer 730 or the secondary transmission may each include a driving system sub-output input shaft that is fixedly connected to and coaxially disposed with the motor output shaft 721. This drives motor generator 720 to transmit power through motor output shaft 721 to the drive system sub-output input shaft, and then to the wheels through the drive system sub-output to drive the vehicle in motion.
As another example, as shown in fig. 24, electric drive system 700 may include two wheel-side motors, each of which directly drives a corresponding one of the other two wheels, with the other two wheels being selectively synchronized. One of the half shafts 2000 may be provided with a half shaft synchronizer to selectively engage the other half shaft 2000, so that the wheel-side motors may drive the corresponding wheels to rotate, respectively, and by turning off the half shaft synchronizer, differential motion of the two wheels may be achieved, thereby ensuring the traveling stability of the vehicle.
Some operating modes of the powertrain 1000 of a vehicle according to the present invention are described below.
The power transmission system 1000 of the vehicle has a first power source drive mode, when the power transmission system of the vehicle is in the first power source drive mode, the first motor generator unit 300 does not operate, the system power output portion 401 is in power coupling connection with the power source 100, and the power output from the power source 100 is output to the system power output portion 401. That is, in the first power source drive mode, the vehicle is driven by the power source 100, which is normal driving.
The power train 1000 of the vehicle has a second power source drive mode, when the power train of the vehicle is in the second power source drive mode, the first motor generator unit 300 does not operate, the power source 100 and the system power output portion 401 are in power coupling connection through the second mode conversion device 403, and the power output by the power source 100 is output to the system power output portion 401 through the second mode conversion device 403. That is, in the second power source driving mode, the vehicle is driven by the power source 100, the power output by the power source 100 is reduced by the second mode switching device 403 and then output to the input end of the system power output part 401, that is, the second mode switching device 403 is switched into the L range, the vehicle can enter the ultra-low speed driving mode, the whole vehicle escaping capability is enhanced, for example, when the vehicle climbs on a large slope, the vehicle passing performance is better.
The power transmission system 1000 of the vehicle has a pure electric drive mode, when the power transmission system of the vehicle is in the pure electric drive mode, the power source 100 does not work, the first motor generator 302 is in power coupling connection with the first motor generator unit coupling portion 301, and power output by the first motor generator 302 is output to the system power output portion 401 through the first motor generator unit coupling portion 301. That is, in the pure electric drive mode, the vehicle is driven by the first motor generator 3020, and is normally driven at this time, so that the transmission efficiency is high, and the control strategy is easily implemented.
The power transmission system 1000 of the vehicle has a first hybrid drive mode, when the power transmission system of the vehicle is in the first hybrid drive mode, both the power source 100 and the first motor generator unit 300 operate, the first motor generator 302 is in power coupling connection with the first motor generator unit coupling portion 301, the system power output portion 401 is in power coupling connection with the power source 100, the power output from the power source 100 is output to the system power output portion 401, and the power output from the first motor generator 302 is output to the system power output portion 401 through the first motor generator unit coupling portion 301. That is, in the first hybrid driving mode, the vehicle is driven by both the power source 100 and the first motor generator unit 300, the outputs of the power source 100 and the first motor generator 302 are relatively independent, and the modification is small on the basis of the conventional fuel vehicle powertrain, and even if one of the power source 100 and the first motor generator unit 300 malfunctions to cause power interruption, the operation of the other is not affected.
The power train 1000 of the vehicle has a second hybrid drive mode, when the power train of the vehicle is in the second hybrid drive mode, both the power source 100 and the first motor generator unit 300 operate, the first motor generator 302 is in power coupling connection with the first motor generator unit coupling portion 301, the power source 100 is in power coupling connection with the system power output portion 401 through the second mode conversion device 403, the power output by the power source 100 is output to the system power output portion 401 through the second mode conversion device 403, and the power output by the first motor generator 302 is output to the system power output portion 401 through the first motor generator unit coupling portion 301. That is, in the second hybrid driving mode, the vehicle is driven by both the power source 100 and the first motor generator unit 300, the power output by the power source 100 is reduced by the second mode conversion device 403 and then output to the input end of the system power output part 401, the speed ratios of the respective gears of the power source 100 and the output speed ratio of the first motor generator unit 300 are amplified, so as to realize the output of additional gears under the off-road condition, so that the hybrid power unit of the whole vehicle has double the gear of the power source 100 and the electric driving gear, and the vehicle trafficability is better.
The power transmission system 1000 of the vehicle has a first reverse towing start mode, the power transmission system of the vehicle is in the first reverse towing start mode, the first motor generator 302 is in power coupling connection with the first motor generator unit coupling portion 301, the system power output portion 401 is in power coupling connection with the power source 100, and the power output by the first motor generator 302 is output to the power source 100 sequentially through the first motor generator unit coupling portion 301 and the system power output portion 401, so as to drive the power source 100 to start. Thereby, the starting speed of the power source 100 can be increased.
The vehicle powertrain 1000 has a second reverse-towing start mode, the vehicle powertrain is in the second reverse-towing start mode, the first motor generator 302 is in power coupling connection with the power source 100 through the first mode conversion device 402, and the power output by the first motor generator 302 is output to the power source 100 through the first mode conversion device 402 in sequence to drive the power source 100 to start. Thereby, the starting speed of the power source 100 can be increased.
When the power transmission system 1000 of the vehicle is in the first power generation mode, the power source 100 operates, the system power output unit 401 is in power coupling connection with the power source 100, the first motor generator 302 is in power coupling connection with the power source 100 through the first mode conversion device 402, a part of power output by the power source 100 is output to the system power output unit 401, and the other part of power output by the power source 100 is output to the first motor generator 302 through the first mode conversion device 402 to drive the first motor generator 302 to generate power. That is, in the first running power generation mode, the vehicle is driven by the power source 100, the power output from the power source 100 is split into two branches at the final drive driven gear Z', a part of the power is output to the system power output portion 401, the vehicle enters the normal running mode, and the other part of the power is used to drive the first motor generator 302 to generate power.
When the power transmission system 1000 of the vehicle is in the second driving power generation mode, the power source 100 operates, the power source 100 and the system power output unit 401 are in power coupling connection through the second mode switching device 403, the first motor generator 302 and the first motor generator unit coupling unit 301 are in power coupling connection, a part of power output by the power source 100 is output to the system power output unit 401 through the second mode switching device 403, and the other part of power output by the power source 100 is output to the first motor generator 302 through the second mode switching device 403, the system power output unit 401 and the first motor generator unit coupling unit 301 in sequence, so as to drive the first motor generator 302 to generate power. That is, in the second driving power generation mode, the vehicle is driven by the power source 100, the second mode switching device 403 is switched to the L gear, the power output by the power source 100 is reduced by the second mode switching device 403 and then transmitted to the input end of the system power output part 401, and the input end of the system power output part 401 is divided into two branches, a part of the power is used for driving wheels to rotate, the vehicle can enter the ultra-low speed driving mode, the vehicle has better trafficability, and the other part of the power can be used for driving the first motor generator unit 300 to generate power.
The power train 1000 of the vehicle has a first braking energy recovery mode, and when the power train 1000 of the vehicle is in the first braking energy recovery mode, the first motor generator 302 is connected to the first motor generator unit coupling unit 301 in a power coupling manner, and the power from the wheels of the vehicle drives the first motor generator 302 to generate power through the system power output unit 401 and the first motor generator unit coupling unit 301 in this order. . That is, in the first regenerative braking mode, a portion of the power of the wheels is dissipated by the braking system, and another portion of the power can drive the first motor generator 302 to generate electricity, so that the power transmission system 1000 is more environmentally friendly.
In embodiments where the powertrain 1000 has a second motor generator 600, the powertrain 1000 of the vehicle may also have more modes of operation.
When the power transmission system 1000 of the vehicle is in the third vehicle power generation mode, the power source 100 operates, the system power output part 401 is in power coupling connection with the power source 100, the first motor generator 302 is in power coupling connection with the power source 100 through the first mode conversion device 402, the second motor generator 600 is in power coupling connection with the power source 100, a first part of power output by the power source 100 is output to the system power output part 401, a second part of power output by the power source 100 is output to the first motor generator 302 through the first mode conversion device 402 to drive the first motor generator 302 to generate power, and a third part of power output by the power source 100 directly drives the second motor generator 600 to generate power. In this way, in the third-row vehicle power generation mode, the first motor generator unit 300 and the second motor generator 600 generate electric power simultaneously, and the generated electric power is large.
When the power transmission system 1000 of the vehicle is in the fourth vehicle power generation mode, the power source 100 operates, the system power output part 401 is in power coupling connection with the power source 100, the power source 100 is in power coupling connection with the system power output part 401 through the second mode conversion device 403, the first motor generator 302 is in power coupling connection with the first motor generator unit coupling part 301, a first part of power output by the power source 100 is output to the system power output part 401, a second part of power output by the power source 100 is output to the first motor generator 302 through the second mode conversion device 403 and the first motor generator unit coupling part 301 to drive the first motor generator 302 to generate power, and a third part of power output by the power source 100 directly drives the second motor generator 600 to generate power. In this way, in the third-row vehicle power generation mode, the first motor generator unit 300 and the second motor generator 600 generate electric power simultaneously, and the generated electric power is large.
When the power transmission system 1000 of the vehicle is in the fifth vehicle power generation mode, the power source 100 operates, the system power output part 401 is in power coupling connection with the power source 100, the second motor generator 600 is in power coupling connection with the power source 100, a first part of power output by the power source 100 is output to the system power output part 401, a second part of power output by the power source 100 directly drives the second motor generator 600 to generate power, and the first motor generator 302 does not generate power. Since the transmission path of second motor generator 600 to power source 100 is short, the efficiency of power generation is high.
When the power transmission system 1000 of the vehicle is in the sixth driving power generation mode, the power source 100 operates, the power source 100 and the system power output part 401 are in power coupling connection through the second mode conversion device 403, the second motor generator 600 is in power coupling connection with the power source 100, a first part of power output by the power source 100 is output to the system power output part 401 through the second mode conversion device 403, a second part of power output by the power source 100 directly drives the second motor generator 600 to generate power, and the first motor generator 302 does not generate power. Since the transmission path of second motor generator 600 to power source 100 is short, the efficiency of power generation is high.
The power source 100 is an engine, the power transmission system 1000 of the vehicle has a quick start mode, when the power transmission system 1000 of the vehicle is in the quick start mode, the second motor generator 600 is coupled with the power of the engine, and the power output by the second motor generator 600 directly drives the engine to start. Therefore, the starting time of the engine can be shortened, and the quick starting can be realized.
When second motor generator 600 is selectively coupled to power source 100, power train 1000 of the vehicle has a third braking energy recovery mode, and when power train 1000 of the vehicle is in the third braking energy recovery mode, second motor generator 600 is disconnected from power source 100, second motor generator 600 is coupled to system power output unit 401, and power from the wheels of the vehicle drives second motor generator 600 to generate power through system power output unit 401 in sequence. That is, in the third braking energy recovery mode, a part of the power of the wheels is dissipated by the braking system, and a part of the power can drive the second motor generator 600 to generate electricity, so that the power transmission system 1000 is more environment-friendly.
When second motor generator 600 is selectively coupled to power source 100, vehicle powertrain 1000 has a fourth braking energy recovery mode, and when vehicle powertrain 1000 is in the fourth braking energy recovery mode, second motor generator 600 is disconnected from power source 100, second motor generator 600 is coupled to system power output unit 401 via second mode switching device 403, and power from the wheels of the vehicle drives second motor generator 600 to generate power via system power output unit 401 and second mode switching device 403 in this order. That is, in the fourth braking energy recovery mode, a part of the power of the wheels is dissipated by the braking system, and a part of the power can drive the second motor generator 600 to generate power, so that the power transmission system 1000 is more environment-friendly, and the rotating speed transmitted to the second motor generator 600 is high through the speed increase of the second mode conversion device 403, and the power generation efficiency is high.
The second motor generator 600 is selectively connected with the power source 100 in a power coupling manner, and the second motor generator 600 is disconnected from the system power output part 401 in a power coupling manner, the power transmission system 1000 of the vehicle has a parking power generation mode, the power transmission system 1000 of the vehicle is in the parking power generation mode, and the power source 100 works and drives the second motor generator 600 to generate power to supplement electric quantity for the system.
The parking power generation function of the power transmission system 1000 of the vehicle not only can supplement the charge amount for the power battery after feeding, ensure the reliable operation of electricity four-wheel drive and whole vehicle power utilization, can also realize the function of a mobile energy storage power station, the mobile energy storage power station can shift into a charger baby and a power station by increasing the parking power generation and reverse discharge functions, the vehicle can be turned into a 220V alternating current discharge function (VTOL) outside the vehicle, the power supply function (VTOG) of the vehicle to a power grid and the mutual charging function (VTOV) of the vehicle to the vehicle can be realized at any time, and the purposes of the vehicle are greatly enriched.
In one specific embodiment of the present invention, a power train 1000 of a vehicle includes: a power source 100; a dual clutch 202, the dual clutch 202 having an input, a first output and a second output, the output of the power source 100 being connected to the input of the dual clutch; the driving mechanism comprises a first input shaft I and a second input shaft II, wherein the first input shaft I is connected with a first output end, the second input shaft II is connected with a second output end, the second input shaft II is coaxially sleeved on the first input shaft I, and at least one driving gear is fixedly arranged on the first input shaft I and the second input shaft II respectively; the first output shaft III and the second output shaft IV are respectively sleeved with a reverse gear driven gear Rb and at least one driven gear in an empty mode, the at least one driven gear is correspondingly meshed with the at least one driving gear, and the driven gear and the reverse gear driven gear Rb are selectively connected with the corresponding output shafts; the reverse gear transmission device comprises a reverse gear intermediate shaft V, wherein a first reverse gear intermediate gear Rm1 and a second reverse gear intermediate gear Rm2 are fixedly arranged on the reverse gear intermediate shaft V, the first reverse gear intermediate gear Rm1 is meshed with one of at least one driving gear, and the second reverse gear intermediate gear Rm2 is meshed with a reverse gear driven gear Rb; a first motor generator 302, the first motor generator 302 being selectively power-coupled to one of the driven gears; a main reducer driven gear Z'; a second mode switching means 403, in which the reverse intermediate shaft V and the final drive driven gear Z ' are power-coupled or disconnected by the second mode switching means 403, so that when the reverse intermediate shaft V and the final drive driven gear Z ' are power-coupled by the second mode switching means 403, the power from the power source 100 is adapted to be output to the final drive driven gear Z ' through one of the at least one driving gear, the first reverse intermediate gear Rm1, the reverse intermediate shaft V, the second mode switching means 403 in sequence; the four main reducer driving gears Z comprise motor output gears, conversion device output gears, first output gears fixedly arranged on a first output shaft III and second output gears fixedly arranged on a second output shaft IV, the motor output gears are in selective power coupling connection with the first motor generator 302, the conversion device output gears are output ends of a second mode conversion device 403, and a main reducer driven gear Z' is meshed with each main reducer driving gear Z; the main reducer driven gear Z' is suitable for outputting the power from the main reducer driving gear Z to two front wheels; and the rear wheel motor generator drives two rear wheels through a speed reducing mechanism.
In conclusion, according to the power transmission system 1000 of the vehicle, the driving modes of the vehicle can be enriched, the economy and the dynamic property of the vehicle can be improved, the vehicle can adapt to different road conditions, the trafficability and the difficulty-escaping capability of the vehicle can be obviously improved, and the driving experience of a driver can be improved. Meanwhile, because the power of the engine and the power of the first motor generator unit 300 are coupled at the first mode conversion device 402, the transmission unit applied to the engine can completely adopt the transmission of the original traditional fuel vehicle without any modification, and the power output of the first motor generator unit 300 is completely realized by switching the first mode conversion device 402. Due to the design of the power transmission system 1000, the control of each driving mode is relatively independent, the structure is compact, and the realization is easy.
The invention also discloses a vehicle, which comprises the power transmission system 1000 of any embodiment.
In the description of the present invention, it is to be understood that the terms "central", "longitudinal", "lateral", "front", "rear", "left", "right", "axial", "radial", "circumferential", and the like, indicate orientations and positional relationships based on those shown in the drawings, and are used merely for convenience in describing the present invention and for simplicity in description, and do not indicate or imply that the device or element being referred to must have a particular orientation, be constructed and operated in a particular orientation, and thus, are not to be construed as limiting the present invention.
Furthermore, the terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one such feature. In the description of the present invention, "a plurality" means at least two, e.g., two, three, etc., unless specifically limited otherwise.
In the present invention, unless otherwise expressly stated or limited, the terms "mounted," "connected," "secured," and the like are to be construed broadly and can, for example, be fixedly connected, detachably connected, or integrally formed; may be mechanically coupled, may be electrically coupled or may be in communication with each other; they may be directly connected or indirectly connected through intervening media, or they may be connected internally or in any other suitable relationship, unless expressly stated otherwise. The specific meanings of the above terms in the present invention can be understood by those skilled in the art according to specific situations.
In the present invention, unless otherwise expressly stated or limited, the first feature "on" or "under" the second feature may be directly contacting the first and second features or indirectly contacting the first and second features through an intermediate. Also, a first feature "on," "over," and "above" a second feature may be directly or diagonally above the second feature, or may simply indicate that the first feature is at a higher level than the second feature. A first feature being "under," "below," and "beneath" a second feature may be directly under or obliquely under the first feature, or may simply mean that the first feature is at a lesser elevation than the second feature.
In the description herein, references to the description of the term "one embodiment," "some embodiments," "an example," "a specific example," or "some examples," etc., mean that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the invention. In this specification, the schematic representations of the terms used above are not necessarily intended to refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples. Furthermore, various embodiments or examples and features of different embodiments or examples described in this specification can be combined and combined by one skilled in the art without contradiction.
Although embodiments of the present invention have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present invention, and that variations, modifications, substitutions and alterations can be made to the above embodiments by those of ordinary skill in the art within the scope of the present invention.

Claims (61)

1. A powertrain system for a vehicle, comprising:
a power source;
a first motor generator unit including a first motor generator unit coupling portion and a first motor generator selectively power-coupled with the first motor generator unit coupling portion;
a system power output, wherein the system power output is selectively power couplable with the power source;
a first mode switching device, wherein the power source and the first motor generator unit coupling portion are power-couplable or decouplable by the first mode switching device;
a second mode switching device, wherein the power source and the system power output may be connected or disconnected by power coupling of the second mode switching device,
the power source and the system power output part may be power-coupled through the second mode conversion device, so that the power from the power source is output to the system power output part after being decelerated by the second mode conversion device, the first motor generator is power-coupled to the first motor generator unit coupling part, and the first motor generator unit coupling part is power-coupled to the system power output part, so that the power from the first motor generator is suitable for being output to the system power output part through the first motor generator unit coupling part;
the power transmission system of the vehicle is in a pure electric drive mode, the power source does not work, the first motor generator is in power coupling connection with the first motor generator unit coupling part, and power output by the first motor generator is output to the system power output part through the first motor generator unit coupling part;
the power transmission system of the vehicle is provided with a first braking energy recovery mode, when the power transmission system of the vehicle is in the first braking energy recovery mode, the first motor generator is in power coupling connection with the first motor generator unit coupling part, and power from wheels of the vehicle sequentially passes through the system power output part and the first motor generator unit coupling part to drive the first motor generator to generate power.
2. The vehicle powertrain system of claim 1, wherein the power source and the first motor generator are dynamically coupleable and disconnectable by the first mode conversion device, and the power source and the first motor generator are dynamically coupleable by the first mode conversion device, so that power from the power source is adapted to be output to the first motor generator via the first mode conversion device to drive the first motor generator to generate electricity.
3. The vehicle powertrain system of claim 1, wherein the first mode conversion device includes a first conversion device input and a first conversion device output, the first conversion device input being selectively power coupleable with the power source, the first conversion device output being selectively power coupleable with the first motor-generator unit coupling, the first conversion device output being power coupleable with the first motor-generator unit coupling.
4. The vehicle powertrain system of claim 3, wherein the first mode conversion device further includes a first conversion device adapter through which the first conversion device output is selectively power coupleable with the first motor generator unit coupling portion, and the first conversion device output is selectively power coupleable with the first conversion device input.
5. The vehicle powertrain system of claim 3, wherein the first conversion device output portion is in power-coupling connection with the first motor generator unit coupling portion, so that power from the first motor generator is adapted to be output to the system power output portion through the first conversion device output portion, the first motor generator unit coupling portion in this order.
6. The vehicle powertrain system of claim 3, wherein the first converter output is in power-coupled connection with the first converter input, such that power from the power source is adapted to be output to the first motor generator sequentially through the first converter input, the first converter output, and drive the first motor generator to generate electricity.
7. The powertrain system of a vehicle according to claim 3, wherein the first mode changeover means includes:
a first conversion device input shaft that is the first conversion device input portion;
a first conversion device output shaft that is the first conversion device output portion;
the first transmission gear is fixed on the input shaft of the conversion device, and the second transmission gear is sleeved on the output shaft of the conversion device in an empty mode.
8. The vehicle powertrain system of claim 7, wherein the first conversion device input shaft further comprises a first conversion input gear fixedly disposed thereon, the first conversion input gear being selectively power coupleable with the power source.
9. The vehicle powertrain system of claim 1, further comprising a transmission unit adapted to be selectively coupled in power with the power source to output power from the power source, wherein the transmission unit is coupled in power with or uncoupled from the system power output by the second mode switching device, and wherein the transmission unit and the first motor generator unit coupling are coupled in power with or uncoupled from the first mode switching device.
10. The vehicle powertrain system of claim 9, wherein the transmission unit and the system power output portion are power-coupled via the second mode conversion device, such that the power from the power source is output to the system power output portion after being reduced in speed by the transmission unit and the second mode conversion device in sequence.
11. The vehicle powertrain system of claim 9, wherein the transmission unit is coupled to or decoupled from the first motor generator by the first mode conversion device, and the transmission unit is coupled to the first motor generator by the first mode conversion device, so that the power from the power source is adapted to be output to the first motor generator through the transmission unit and the first mode conversion device in sequence to drive the first motor generator to generate power.
12. The vehicular power transmission system according to claim 9, characterized in that the speed change unit comprises:
a variable speed power input selectively engageable with the power source to transmit power generated by the power source;
a speed change power output portion;
a transmission unit output portion configured to be adapted to output the power from the transmission power input portion to the transmission unit output portion through synchronization of a transmission unit synchronizer, the transmission unit output portion being in power coupling connection with the system power output portion, the transmission power output portion being in power coupling connection or disconnection with the first motor generator through the first mode conversion device, the transmission power output portion being in power coupling connection or disconnection with the system power output portion through the second mode conversion device.
13. The vehicle driveline of claim 12, wherein the variable speed power input comprises at least one input shaft, each of the input shafts being selectively engageable with the power source;
the speed change power output portion includes: a reverse intermediate shaft and at least one output shaft, each said output shaft adapted for selective power coupling with a corresponding input shaft to output power from said power source to a transmission unit output, said reverse intermediate shaft adapted to transmit power from one of said input shafts to a corresponding said output shaft, said reverse intermediate shaft and said system power output being dynamically coupleable and disconnectable via said second mode switching device.
14. The vehicular power transmitting system according to claim 13, characterized in that the second mode changeover means includes a first changeover device shaft and a second changeover device shaft, so that the power from the power source is adapted to be output to the system power output portion through the input shaft, the reverse intermediate shaft, the first changeover device shaft and the second changeover device shaft in this order.
15. The vehicle powertrain system of claim 14, wherein the reverse countershaft is selectively power coupleable with the first converter shaft, the first converter shaft is power coupleable with the second converter shaft, and the second converter shaft is power coupleable with the system power output.
16. The vehicle powertrain system of claim 15, wherein the second mode shift device further includes a second shift device coupler, the reverse countershaft being selectively power coupled with the first shift device shaft via the second shift device coupler.
17. The vehicle powertrain system of claim 14, wherein the reverse countershaft is in power-coupled connection with the first converter shaft, the first converter shaft is selectively power-coupled connection with the second converter shaft, and the second converter shaft is in power-coupled connection with the system power output.
18. The vehicle powertrain system of claim 17, wherein the second mode shift device further includes a second shift device coupler, the first shift device shaft and the second shift device shaft being selectively power coupled by the second shift device coupler.
19. The vehicle powertrain system of claim 14, wherein the reverse countershaft is in power-coupled connection with the first converter shaft, the first converter shaft is in power-coupled connection with the second converter shaft, and the second converter shaft is in selectively power-coupled connection with the system power take-off.
20. The vehicle driveline of claim 19, wherein the second mode transition device further comprises a second transition device adapter, the second transition device shaft being selectively power coupleable with the system power output via the second transition device adapter.
21. The vehicle powertrain system of claim 14, wherein the reverse countershaft has a second conversion input gear thereon, the first conversion shaft has a first conversion gear thereon and a second conversion gear thereon, the second conversion shaft has a third conversion gear thereon and a fourth conversion gear thereon, the second conversion input gear is engaged with the first conversion gear, the second conversion gear is engaged with the third conversion gear, the fourth conversion gear is adapted to be driven in cooperation with the system power output, one of the second conversion input gear, the first conversion gear, the second conversion gear, the third conversion gear and the fourth conversion gear is selectively engageable with a corresponding shaft, and the second conversion input gear, the first conversion gear, the second conversion gear, the third conversion gear and the fourth conversion gear are selectively engageable with a corresponding shaft, And the rest gears of the third conversion gear and the fourth conversion gear are fixedly arranged on corresponding shafts.
22. The vehicle driveline of claim 21, wherein each input shaft has at least one drive gear disposed thereon; each output shaft is provided with a reverse gear driven gear and at least one driven gear, a first reverse gear intermediate gear and a second reverse gear intermediate gear are fixedly arranged on the reverse gear intermediate shaft, the first reverse gear intermediate gear is meshed with one of the at least one driving gear, the second reverse gear intermediate gear is meshed with the reverse gear driven gear, and the second reverse gear intermediate gear is the second conversion input gear.
23. The vehicle driveline of claim 21, wherein each input shaft has at least one drive gear disposed thereon; each output shaft is provided with a reverse gear driven gear and at least one driven gear, a first reverse gear intermediate gear and a second reverse gear intermediate gear are fixedly arranged on the reverse gear intermediate shaft, the first reverse gear intermediate gear is meshed with one of the at least one driving gear, the second reverse gear intermediate gear is meshed with the reverse gear driven gear, and the second conversion input gear is positioned between the first reverse gear intermediate gear and the second reverse gear intermediate gear in the axial direction of the reverse gear intermediate shaft.
24. The vehicle driveline of claim 21, wherein the system power output comprises a final drive driven gear, and wherein the fourth transfer gear is in mesh with the final drive driven gear.
25. The vehicle powertrain system of claim 13, wherein the transmission unit output is at least one final drive gear secured to the at least one output shaft in a one-to-one correspondence, the system power output including a final drive driven gear in mesh with the final drive driven gear.
26. The vehicle driveline of claim 1, wherein the system power output is a differential, the differential including two side gears, the two side gears corresponding one-to-one with two axle shafts of the vehicle;
the power of the vehicle further includes: a power on-off device adapted to selectively engage at least one of the two side gears with a corresponding half shaft of the vehicle.
27. The vehicle powertrain system of claim 26, wherein the power switching device is a clutch or a synchronizer.
28. The vehicle driveline of claim 1, further comprising a second motor generator positioned between the power source and the system power output, one end of the second motor generator being directly in power coupling connection with the power source, and another end of the second motor generator being selectively in power coupling connection with the system power output.
29. The vehicle driveline of claim 1, further comprising a second motor generator positioned between the power source and the system power output, one end of the second motor generator being selectively coupled in power communication with the power source and the other end of the second motor generator being selectively coupled in power communication with the system power output.
30. The vehicle powertrain system of claim 1, wherein the system power output is adapted to output power to two wheels of the vehicle;
the vehicle driveline further comprises an electric drive system for driving the other two wheels of the vehicle.
31. The vehicle driveline of claim 30, wherein the electric drive system comprises a drive system input and a drive system output adapted to output power from the drive system input to the two other wheels.
32. The vehicle driveline of claim 31, further comprising an electric drive system power output adapted to output power from the drive system input to the other two wheels through the electric drive system power output.
33. The vehicle driveline of claim 31, wherein the drive-train input is a drive motor generator and the drive-train output is a gear reduction.
34. The vehicle powertrain system of claim 33, wherein the drive-train input includes two drive motor-generators; the drive-system output portion includes two drive-system sub-output portions each adapted to output power from the corresponding drive motor generator to a corresponding one of the other two wheels.
35. The vehicle driveline of claim 34, wherein the other two wheels are selectively synchronized or the two drive motor generators are selectively synchronized or the two drive system sub-outputs are selectively synchronized.
36. The vehicle driveline of claim 30, wherein the electric drive system comprises two wheel-side motors, each of the wheel-side motors directly driving a corresponding one of the other two wheels, the other two wheels being selectively synchronized.
37. The powertrain system of a vehicle according to claim 3, characterized by further comprising: and the second motor generator is positioned between the power source and the power output part of the system, the power source is an engine, and the second motor generator and the engine are coaxially arranged.
38. The powertrain system of a vehicle according to claim 1, characterized by further comprising: and the power source of the second motor generator is an engine, and the second motor generator is arranged in parallel with the engine.
39. The vehicle driveline of claim 38, further comprising a first clutching device for selectively power coupling the engine with the system power output.
40. The vehicle driveline of claim 39, wherein the first clutch device includes a driving portion and a driven portion, the driven portion being selectively engageable with the driving portion, the second motor generator being driven in cooperation with the driving portion of the first clutch device through a transmission assembly, the driven portion being selectively power coupleable with the system power output.
41. The vehicle driveline of claim 37, further comprising a first clutch arrangement for selectively power coupling the second motor-generator with the system power output.
42. The vehicle driveline of claim 41, said first clutch arrangement including a driving portion and a driven portion selectively engageable with said driving portion, said second motor generator coaxially connected to said driving portion of said first clutch arrangement, said driven portion in power coupling connection with said system power output.
43. The vehicle powertrain system of claim 41, wherein the second motor generator is connected between the engine and the first conversion device input.
44. The vehicle driveline of claim 43, further comprising a second clutch arrangement for selectively power coupling the second motor generator with the engine.
45. The vehicle powertrain system of claim 1, wherein the vehicle powertrain system has a first power source drive mode, the first motor generator unit is not operated when the vehicle powertrain system is in the first power source drive mode, the system power output portion is in power coupling connection with the power source, and the power source outputs power to the system power output portion.
46. The vehicle powertrain system of claim 1, wherein the vehicle powertrain system has a second power source drive mode, the first motor generator unit is not operated when the vehicle powertrain system is in the second power source drive mode, the power source is in power coupling connection with the system power output portion through the second mode conversion means, and the power output from the power source is output to the system power output portion through the second mode conversion means.
47. The vehicle powertrain system according to claim 1, wherein the vehicle powertrain system has a first hybrid drive mode, and when the vehicle powertrain system is in the first hybrid drive mode, the power source and the first motor generator unit are both operated, the first motor generator is in power coupling connection with the first motor generator unit coupling portion, the system power output portion is in power coupling connection with the power source, the power source outputs power to the system power output portion, and the first motor generator outputs power to the system power output portion through the first motor generator unit coupling portion.
48. The vehicle powertrain system according to claim 1, wherein the vehicle powertrain system has a second hybrid drive mode, and when the vehicle powertrain system is in the second hybrid drive mode, the power source and the first motor generator unit are both operated, the first motor generator is in power coupling connection with the first motor generator unit coupling portion, the power source is in power coupling connection with the system power output portion through the second mode conversion device, the power output from the power source is output to the system power output portion through the second mode conversion device, and the power output from the first motor generator is output to the system power output portion through the first motor generator unit coupling portion.
49. The vehicle powertrain system of claim 1, wherein the vehicle powertrain system has a first reverse-towing startup mode, the vehicle powertrain system is in the first reverse-towing startup mode, the first motor generator is in power coupling connection with the first motor generator unit coupling portion, the system power output portion is in power coupling connection with the power source, and power output by the first motor generator is output to the power source sequentially through the first motor generator unit coupling portion and the system power output portion to drive the power source to start.
50. The vehicle powertrain system of claim 2, wherein the vehicle powertrain system has a second reverse towing start mode, the vehicle powertrain system is in the second reverse towing start mode, the first motor generator is in power coupling connection with the power source through the first mode conversion device, and the power output by the first motor generator is sequentially output to the power source through the first mode conversion device to drive the power source to start.
51. The vehicle powertrain system of claim 2, wherein the vehicle powertrain system has a first power generation mode, the power source is operated when the vehicle powertrain system is in the first power generation mode, the system power output unit is in power coupling connection with the power source, the first motor generator is in power coupling connection with the power source through the first mode conversion device, a part of the power output by the power source is output to the system power output unit, and another part of the power output by the power source is output to the first motor generator through the first mode conversion device, so as to drive the first motor generator to generate power.
52. The vehicle powertrain system of claim 1, wherein the vehicle powertrain system has a second drive generation mode, when the power transmission system of the vehicle is in the second driving power generation mode, the power source works, the power source is in power coupling connection with the system power output part through the second mode conversion device, the first motor generator is connected with the first motor generator unit coupling part in a power coupling way, a part of the power output by the power source is output to the system power output part through the second mode conversion device, and the other part of power output by the power source is output to the first motor generator through the second mode conversion device, the system power output part and the first motor generator unit coupling part in sequence, and the first motor generator is driven to generate power.
53. The vehicular power train system according to claim 28 or 29, the vehicle powertrain having a third vehicle generating mode, the vehicle powertrain being in the third vehicle generating mode, the power source works, the power output part of the system is in power coupling connection with the power source, the first motor generator is in power coupling connection with the power source through the first mode conversion device, the second motor generator is in power coupling connection with the power source, a first part of power output by the power source is output to the system power output part, a second part of the power output by the power source is output to the first motor generator through the first mode conversion device to drive the first motor generator to generate power, and the third part of power output by the power source directly drives the second motor generator to generate power.
54. The vehicle powertrain system of claim 28 or 29, wherein the vehicle powertrain system has a fourth vehicle power generation mode, the power source is operated when the vehicle powertrain system is in the fourth vehicle power generation mode, the system power output portion is in power coupling connection with the power source, the power source is in power coupling connection with the system power output portion through the second mode conversion device, the first motor generator is in power coupling connection with the first motor generator unit coupling portion, a first part of power output from the power source is output to the system power output portion, a second part of power output from the power source is output to the first motor generator through the second mode conversion device and the first motor generator unit coupling portion, and the first motor generator is driven to generate power, and the third part of power output by the power source directly drives the second motor generator to generate power.
55. The vehicle powertrain system of claim 28 or 29, wherein the vehicle powertrain system has a fifth vehicle power generation mode, and when the vehicle powertrain system is in the fifth vehicle power generation mode, the power source operates, the system power output portion is in power coupling connection with the power source, the second motor generator is in power coupling connection with the power source, a first part of the power output by the power source is output to the system power output portion, a second part of the power output by the power source directly drives the second motor generator to generate power, and the first motor generator does not generate power.
56. The vehicle powertrain system of claim 28 or 29, wherein the vehicle powertrain system has a sixth driving power generation mode, and when the vehicle powertrain system is in the sixth driving power generation mode, the power source is operated, the power source is in power coupling connection with the system power output portion through the second mode conversion device, the second motor generator is in power coupling connection with the power source, a first part of power output by the power source is output to the system power output portion through the second mode conversion device, a second part of power output by the power source directly drives the second motor generator to generate power, and the first motor generator does not generate power.
57. The vehicle powertrain system of claim 28 or 29, wherein the power source is an engine, the vehicle powertrain system has a fast start mode, the second motor generator is in power coupling connection with the engine when the vehicle powertrain system is in the fast start mode, and the power output by the second motor generator directly drives the engine to start.
58. The vehicle drivetrain of claim 29, wherein the vehicle drivetrain has a third regenerative braking mode when the second motor generator is selectively coupled to the power source, wherein the second motor generator is disconnected from the power source when the vehicle drivetrain is in the third regenerative braking mode, wherein the second motor generator is coupled to the system power output, and wherein power from the wheels of the vehicle sequentially drives the second motor generator to generate power through the system power output.
59. The vehicle powertrain system of claim 29, wherein the vehicle powertrain system has a fourth braking energy recovery mode when the second motor generator is selectively coupled to the power source, wherein the second motor generator is disconnected from the power source when the vehicle powertrain system is in the fourth braking energy recovery mode, wherein the second motor generator is coupled to the system power output unit via the second mode conversion device, and wherein power from the vehicle wheels sequentially passes through the system power output unit and the second mode conversion device to drive the second motor generator to generate power.
60. A powertrain system for a vehicle, comprising:
a power source;
the double clutch is provided with an input end, a first output end and a second output end, and the output end of the power source is connected with the input end of the double clutch;
the first input shaft is connected with the first output end, the second input shaft is connected with the second output end, the second input shaft is coaxially sleeved on the first input shaft, and at least one driving gear is fixedly arranged on each of the first input shaft and the second input shaft;
a first output shaft and a second output shaft, wherein a reverse gear driven gear and at least one driven gear are respectively sleeved on the first output shaft and the second output shaft in an empty manner, the at least one driven gear is correspondingly meshed with the at least one driving gear, and the driven gear and the reverse gear driven gear are selectively jointed with the corresponding output shafts;
a first reverse intermediate gear and a second reverse intermediate gear are fixedly arranged on the reverse intermediate shaft, the first reverse intermediate gear is meshed with one of the at least one driving gear, and the second reverse intermediate gear is meshed with the reverse driven gear;
a first motor generator selectively power-coupled to one of the driven gears;
a main reducer driven gear;
a second mode switching device, wherein the reverse intermediate shaft and the final drive driven gear can be connected or disconnected by the second mode switching device through power coupling, so that when the reverse intermediate shaft and the final drive driven gear are connected through power coupling of the second mode switching device, power from the power source is suitable for being output to the final drive driven gear through the one of the at least one driving gear, the first reverse intermediate gear, the reverse intermediate shaft and the second mode switching device in sequence;
the four main reducer driving gears comprise a motor output gear, a conversion device output gear, a first output gear fixedly arranged on the first output shaft and a second output gear fixedly arranged on the second output shaft, the motor output gear is in selective power coupling connection with the first motor generator, the conversion device output gear is the output end of the second mode conversion device, and the main reducer driven gear is meshed with each main reducer driving gear;
the main reducer driven gear is suitable for outputting power from the main reducer driving gear to two front wheels;
a rear wheel motor generator that drives two rear wheels through a reduction mechanism.
61. A vehicle characterized by comprising a driveline of a vehicle according to any one of claims 1-60.
CN201610934182.9A 2016-10-31 2016-10-31 Power transmission system of vehicle and vehicle with same Active CN108001188B (en)

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JP2009143356A (en) * 2007-12-13 2009-07-02 Toyota Motor Corp Vehicle driving device
CN102085795B (en) * 2009-12-04 2015-04-15 上海汽车集团股份有限公司 Hybrid driving system of vehicle clutch and power coupling synchronizer combined gear shift
CN102444713B (en) * 2010-10-15 2015-07-15 上海汽车集团股份有限公司 Electromechanical automatic transmission device, automobile and speed-change control method thereof
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