CN108001200A - Power drive system and there is its vehicle - Google Patents

Abstract

The invention discloses a power transmission system and a vehicle having the same. The power transmission system includes: a power source; a first motor generator unit, the first motor generator unit includes the first motor generator and a unit coupling part; a switching module, The first motor generator is selectively power-coupled to a power source or a unit coupling part through a switching module; a system power output part; a mode conversion device, and the mode conversion device includes: an input part, a first conversion part, a second conversion part and an output part, and the output part Connected to the input end of the power output part of the system, the input part is suitable for outputting at least one power from the power source and the first motor generator unit, the input part is fixedly connected with the first conversion part, and the output part is selectively connected with the first conversion part Part or the second conversion part is engaged, and the output part is engaged with the second conversion part, so that the output speed of the input part is reduced and then output. In this way, the vehicle can adapt to different road conditions.

Description

Powertrain and vehicle having same

technical field

The present invention relates to the technical field of vehicles, in particular to a power transmission system of a vehicle and a vehicle with the power transmission system.

Background technique

With the continuous consumption of energy, the development and utilization of new energy vehicles has gradually become a trend. As one of the new energy vehicles, a hybrid vehicle is driven by an engine and/or an electric motor, and has multiple modes, which can improve transmission efficiency and fuel economy.

However, in the related technologies known to the inventor, some hybrid electric vehicles have few drive modes and low drive transmission efficiency, which cannot meet the requirements of the vehicle to adapt to various road conditions, especially after the hybrid electric vehicle is powered (when the battery power is insufficient). The power and passing capacity of the whole vehicle are insufficient. Moreover, in order to realize the parking power generation condition, an additional transmission mechanism needs to be added, which leads to low integration and low power generation efficiency.

Contents of the invention

The present invention aims to solve one of the technical problems in the related art at least to a certain extent. Therefore, the present invention proposes a power transmission system of a vehicle, which has multiple driving modes and can effectively adjust the power output to the wheels, so that the vehicle can adapt to various road conditions.

The invention further proposes a vehicle.

A power transmission system of a vehicle according to the present invention includes: a power source; a first motor generator unit including a first motor generator and a first motor generator unit coupling portion; a switching module, wherein The first motor-generator is selectively power-coupled to the power source or the first motor-generator unit coupling part through the switching module; a system power output part; a mode conversion device, and the mode conversion device includes: conversion A device input part, a first conversion part, a second conversion part and a conversion device output part, the conversion device output part is connected with the input end of the system power output part, and the conversion device input part is suitable for receiving power from the source and power output of at least one of the first motor-generator unit, the conversion device input portion is fixedly connected to the first conversion portion, and the conversion device output portion is selectively connected to the first conversion portion or The second conversion part is engaged, and the output part of the conversion device is engaged with the second conversion part, so that the rotation speed output by the input part of the conversion device is reduced and then output to the input end of the system power output part.

According to the power transmission system of the vehicle of the present invention, by adjusting the output speed transmitted from the input part of the conversion device to the output part of the conversion device, the driving modes of the vehicle can be enriched, and the economy and power of the vehicle can be improved, and the vehicle can adapt to different Road conditions, and can significantly improve the vehicle's passability and escape ability, which can improve the driver's driving experience. Moreover, by means of the mode conversion device, not only the rotation speed and torque of the output part of the conversion device can be adjusted, but also the function of power generation during parking can be realized. It not only ensures direct power transmission and high transmission efficiency when the first motor-generator is driven and fed back, but also ensures the simplicity and reliability of parking power generation mode switching. At the same time, since the power of the engine and the power of the first motor-generator are coupled at the mode conversion device, the transmission unit applied to the engine can completely adopt the transmission of the original traditional fuel vehicle without any modification. The power output of the first motor-generator Completely rely on the switching of the mode switching device to realize. Such a power transmission system design makes the control of each driving mode relatively independent, compact in structure, and easy to implement.

A vehicle according to the present invention includes the above-mentioned power transmission system of the vehicle.

Description of drawings

1-6 are schematic diagrams of a power transmission system of a vehicle according to an embodiment of the present invention;

7-8 are structural schematic diagrams of a power transmission system of a vehicle according to an embodiment of the present invention;

9-14 are schematic diagrams of the mode conversion device, the system power output part and the power on-off device;

15-20 are schematic diagrams of the electric drive system;

21-25 are structural schematic diagrams of a power transmission system of a vehicle according to an embodiment of the present invention.

Detailed ways

Embodiments of the invention are described in detail below, examples of which are illustrated in the accompanying drawings. The embodiments described below by referring to the figures are exemplary and are intended to explain the present invention and should not be construed as limiting the present invention.

On a hybrid vehicle, the vehicle can be equipped with multiple systems, for example, a power transmission system 1000, which can be used to drive the front wheels or rear wheels of the vehicle. The following uses the power transmission system 1000 to drive the front wheels of the vehicle as an example To describe in detail, of course, the power transmission system 1000 can also be combined with other drive systems to drive the rear wheels of the vehicle to rotate, so that the vehicle is a four-wheel drive vehicle, and the other systems can be the electric drive system 700 .

A power transmission system 1000 according to an embodiment of the present invention will be described in detail below with reference to the accompanying drawings.

As shown in Figures 1-6, the power transmission system 1000 may include: a power source 100, a transmission unit 200, a first motor generator unit 300, a system power output assembly 400, and the system power output assembly 400 includes the system power The output unit 401 and the mode conversion device 402 , of course, the power transmission system 1000 may also include other mechanical components, for example, the switching module 304 , the second motor generator 600 , the first clutch 202 and the second clutch L2 and so on.

The power source 100 can be an engine, and the transmission unit 200 is suitable for selectively coupling with the power source 100. As shown in FIGS. A first clutch 202 may be provided between the units 200 , and the first clutch 202 may control the engagement and disengagement states between the power source 100 and the transmission unit 200 .

The speed change unit 200 may be a speed changer, of course, the present invention is not limited thereto, and the speed change unit 200 may also be a simpler speed change mechanism, for example, a gear reduction transmission mechanism.

In the following, the transmission unit 200 is taken as an example for detailed description.

The transmission unit 200 can have various arrangements, and the change of the input shaft, the output shaft, and the gear position can form a new transmission unit 200. The transmission unit 200 in the power transmission system 1000 shown in FIG. 7 is taken as an example to describe in detail below .

As shown in FIG. 7 , the transmission unit 200 may include: a transmission power input part, a transmission power output part and a transmission unit output part 201. power. The first clutch 202 may include an input end and an output end, the input end is connected to the power source 100, the output end is connected to the transmission power input part, when the input end and the output end are engaged, the power source 100 is engaged with the transmission power input part to transmit power .

The transmission power output part is configured to be suitable for outputting the power from the transmission power input part to the transmission unit output part 201 through the synchronization of the transmission unit synchronizer, the transmission unit output part 201 and the conversion device input part of the mode conversion device 402 4020 power coupling connection.

Specifically, as shown in FIG. 7 , the transmission power input part may include at least one input shaft, each input shaft is selectively engaged with the power source 100 , and each input shaft is provided with at least one driving gear.

The variable speed power output part includes: at least one output shaft, each output shaft is provided with at least one driven gear, the driven gear meshes with the corresponding driving gear, the transmission unit output part 201 is at least one final drive gear Z, at least A final drive gear Z is fixed on at least one output shaft in a one-to-one correspondence. That is to say, the output part 201 of the transmission unit can be an output gear on the output shaft, and the output gear can be fixed on the corresponding output shaft, and the output gear meshes with the main reduction and driven gears for power transmission.

There may be multiple input shafts, and the multiple input shafts are coaxially nested sequentially. When the power source 100 transmits power to the input shafts, the power source 100 can selectively engage with one of the multiple input shafts. By coaxially nesting a plurality of input shafts, the transmission unit 200 can be arranged compactly, with a small axial length and a small radial dimension, thereby improving the structural compactness of the transmission unit 200 .

For example, as shown in FIG. 7, the transmission unit 200 can be a six-speed transmission unit 200, and the transmission power input part can include: a first input shaft I and a second input shaft II, and the second input shaft II is sleeved on the first input shaft. In the above, the first clutch 202 can be a dual clutch, the dual clutch has an input end, a first output end and a second output end, and the input end can selectively engage at least one of the first output end and the second output end. That is, the input may engage the first output, or the input may engage the second output, or the input 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. The output end of the power source 100 is connected with the input end of the dual clutch. The first input shaft I is connected to the first output end, and the second input shaft II is connected to the second output end.

The first input shaft I and the second input shaft II are respectively fixed with at least one driving gear. Specifically, as shown in FIG. The driving gear 5a is provided with the second gear driving gear 2a and the fourth and sixth gear driving gears 46a on the second input shaft II. Wherein, the second input shaft II is sheathed on the first input shaft I, so that the axial length of the power transmission system 1000 can be effectively shortened, thereby reducing the vehicle space occupied by the power transmission system 1000 . The above-mentioned driving gear 46a for fourth and sixth speeds means that the gear can be used as the driving gear for fourth speed and the driving gear for sixth speed at the same time, so that the axial length of the second input shaft II can be shortened, so that the power transmission system can be better reduced. 1000 volume.

Among them, according to the distance from the engine, the arrangement order of the driving gears of multiple gears is the second gear driving gear 2a, the fourth and sixth gear driving gears 46a, the third gear driving gear 3a, the first gear driving gear 1Ra and the fifth gear driving gear. Gear 5a. By rationally arranging the positions of multiple gear driving gears, the positions of multiple gear driven gears and multiple output shafts can be reasonably arranged, so that the power transmission system 1000 can be simple in structure and small in size.

The output shaft includes: the first output shaft III and the second output shaft IV, the first output shaft III and the second output shaft IV respectively have at least one driven gear, and at least one driven gear meshes with at least one driving gear correspondingly .

The first output shaft III is provided with a first-speed driven gear 1b, the second-speed driven gear 2b, the third-speed driven gear 3b and the fourth-speed driven gear 4b, and the second output shaft IV is provided with a fifth-speed driven gear. 5b and sixth gear driven gear 6b. Among them, the first gear driving gear 1Ra meshes with the first gear driven gear 1b, the second gear driving gear 2a meshes with the second gear driven gear 2b, the third gear driving gear 3a meshes with the third gear driven gear 3b, and the fourth and sixth gear driving gears 46a mesh with The fourth gear driven gear 4b meshes, the fifth gear driving gear 5a meshes with the fifth gear driven gear 5b, and the fourth and sixth gear driving gears 46a mesh with the sixth gear driven gear 6b.

A third-speed synchronizer S13 is arranged between the first-speed driven gear 1b and the third-speed driven gear 3b. The first-speed and third-speed synchronizer S13 can be used to synchronize the first-speed driven gear 1b and the first output shaft III, and can be used to To synchronize the third gear driven gear 3b and the first output shaft III.

A second and fourth gear synchronizer S24 is arranged between the second gear driven gear 2b and the fourth gear driven gear 4b, and the second and fourth gear synchronizer S24 can be used to synchronize the second gear driven gear 2b and the first output shaft III, and can simultaneously To synchronize the fourth-speed driven gear 4b and the first output shaft III.

A fifth-speed synchronizer S5 is provided on 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. One side of the sixth-speed driven gear 6b is provided with a sixth-speed synchronizer S6R, and the sixth-speed synchronizer S6R can be used to synchronize the sixth-speed driven gear 6b and the second output shaft IV.

One of the plurality of output shafts is provided with a reverse gear driven gear Rb on an empty sleeve, and the reverse gear driven gear Rb is selectively engaged and disconnected from the corresponding output shaft. Reverse synchronizer for driven gear Rb. As shown in 7, the second output shaft IV is provided with a reverse driven gear Rb, and the reverse synchronizer on the second output shaft IV can be used to synchronize the reverse driven gear Rb with the second output shaft IV.

Further, the power transmission system 1000 may further include: a reverse gear intermediate shaft V, on which a first reverse gear intermediate gear Rm1 and a second reverse gear intermediate gear Rm2 are fixedly arranged, and the first reverse gear intermediate gear Rm1 and One of the gear driving gears (ie, the driving gear) meshes, and the second reverse intermediate gear Rm2 meshes with the reverse driven gear Rb. One of the gear driving gears can be the first gear driving gear 1Ra, the power transmitted to the first gear driving gear 1Ra can be transmitted to the reverse intermediate shaft V through the first reverse intermediate gear Rm1, and the reverse intermediate shaft V can pass through the second The reverse intermediate gear Rm2 transmits power to the reverse driven gear Rb, and the reverse driven gear Rb can transmit power to the second output shaft IV through the reverse synchronizer, and the second output shaft IV can pass through the second output shaft IV The output gear transmits power to the driven gear Z' of the final drive, and the driven gear Z' of the final drive can be transmitted to the wheels on both sides through the system power output part 401 to drive the vehicle. That is to say, the first output gear and the second output gear may respectively be the driving gear Z of the final drive, and the driving gear Z of the final drive meshes with the driven gear Z' of the final drive.

Since the reverse driven gear Rb is sheathed on the second output shaft IV, the reverse driven gear Rb can share a reverse synchronizer with another adjacent gear driven gear. This can save the number of synchronizers arranged on the second output shaft IV, thereby shortening the axial length of the second output shaft IV and reducing the cost of the power transmission system 1000 . For example, another gear driven gear can be the sixth gear driven gear 6b, in other words, the reverse gear synchronizer can constitute the sixth gear synchronizer S6R. A reverse synchronizer may be provided between the sixth-speed driven gear 6b and the reverse driven gear Rb.

The first motor-generator unit 300 includes a first motor-generator 302 and a first motor-generator unit coupling part 301 , wherein the first motor-generator 302 is selectively power-coupled to the transmission unit 200 or the first motor-generator through a switching module 304 Generator unit coupling 301 . That is, when the first motor generator 302 is used as a motor, the power of the first motor generator 302 can be selectively output to the transmission unit 200 and the first motor generator unit coupling portion 301 . When the first motor generator 302 is used as a generator, energy can be selectively transmitted to the first motor generator 302 through the transmission unit 200 and the first motor generator unit coupling portion 301 so that the first motor generator 302 generates electricity. .

Specifically, the first motor-generator 302 can be selectively power-coupled to the variable-speed power output part through the switching module 304 . For example, the second speed driven gear 2b of the first output shaft III.

The mode conversion device 402 includes a conversion device input part 4020 and a conversion device output part 4022. The conversion device input part 4020 is respectively connected to the transmission unit 200 and the first motor-generator unit coupling part 301 by power coupling. The conversion device input part 4020 is suitable for receiving The power output of at least one of the power source 100 and the first motor generator unit 300, the conversion device output part 4022 is connected to the input end of the system power output part 401, and the conversion device input part 4020 and the conversion device output part 4022 are selectively power coupled connect. Wherein, the conversion device input part 4020 can be the driven gear Z' of the final drive, and the transmission unit output part 201 of the above-mentioned transmission unit 200 can be the driving gear Z of the main drive, the driving gear Z of the final drive and the driven gear of the final drive. Gear Z' meshes. Thus, the power source 100 can transmit power to the conversion device input part 4020 of the mode conversion device 402 through the transmission unit 200, and when the conversion device input part 4020 and the conversion device output part 4022 are engaged, the power source 100 can transmit power to the system power The output part 401 is used to drive the front wheels of the vehicle to rotate.

The first motor-generator unit coupling part 301 may be the driving gear Z of the main reducer, and the first motor-generator unit coupling part 301 is dynamically coupled to the conversion device input part 4020 . It can be understood that there may be multiple driving gears Z of the final drive, the transmission unit output part 201 of the transmission unit 200 (that is, the first output gear and the second output gear) and the first motor generator of the first motor generator unit 300 The machine unit coupling parts 301 can all be the driving gear Z of the main reducer.

The power output path and the power input path of the first motor generator 302 can be changed by setting the switching module 304 . In this way, the driving modes of the power transmission system 1000 can be better enriched, thereby improving the power and economy of the vehicle.

For example, when the conversion device input part 4020 and the conversion device output part 4022 are disconnected and the first motor generator 302 and the transmission unit 200 are coupled and connected through the switching module 304, the power output by the power source 100 is suitable for sequentially passing through the transmission unit 200, The switching module 304 is then transferred to the first motor generator 302 to drive the first motor generator 302 to generate electricity.

As another example, when the conversion device input part 4020 and the conversion device output part 4022 are disconnected and the first motor generator 302 and the first motor generator unit coupling part 301 are power coupled and connected through the switching module 304, the power output by the power source 100 is suitable for After sequentially passing through the transmission unit 200 , the conversion device input unit 4020 , the first motor generator unit coupling unit 301 , and the switching module 304 , it is transmitted to the first motor generator 302 to drive the first motor generator 302 to generate electricity.

Through the above two power input paths, the input efficiency of energy input to the first motor generator 302 can be increased, thereby improving the parking power generation efficiency of the power transmission system 1000, thereby reducing energy waste, and improving the power performance of the vehicle. economy.

The arrangement form of the switching module 304 will be described in detail below with reference to the accompanying drawings.

According to a preferred embodiment of the present invention, as shown in FIG. 7, the switching module 304 may include: a first switching module shaft VIII and a second switching module shaft X, and the first switching module shaft VIII is fixed with a parking power generation drive gear 3041a, the parking power generating driving gear 3041a cooperates with the transmission unit 200 for transmission.

The second switching module shaft X is covered with a parking generating gear driven gear 3041b, the parking generating gear driven gear 3041b meshes with the parking generating gear driving gear 3041a, and the second switching module shaft X cooperates with the first motor generator 302 In transmission, the second switching module shaft X is selectively engaged with the driven gear 3041b of the parking generator gear or the coupling part 301 of the first motor-generator unit.

That is, when the first motor generator 302 engages the first motor generator unit coupling portion 301 through the second switching module shaft X, the first motor generator 302 outputs power to the system through the first motor generator unit coupling portion 301 The unit 401 outputs power.

When the first motor-generator 302 engages the driven gear 3041b of the parking generating speed through the second switching module shaft X, the first motor-generator 302 transmits the power to the transmission unit through the driven gear 3041b of the parking generating speed and the driving gear 3041a of the parking generating speed. 200 output power.

In this way, the arrangement of the first motor-generator unit 300 can be compact, the transmission is reliable, the transmission efficiency is high, and the occupied space is small.

As shown in Figure 21, the first motor generator 302 can be directly connected to the second switching module shaft X, of course, the present invention is not limited thereto, the first motor generator 302 can also be indirectly connected to the second switching module shaft X, As shown in FIG. 7 , the first motor-generator unit 300 may further include a deceleration chain 303 , and the first motor-generator 302 may be dynamically coupled to the switching module 304 through the deceleration chain 303 .

According to another preferred embodiment of the present invention, as shown in Fig. 8, the switching module 304 may include: a first switching module axis VIII and a second switching module axis X, and the first switching module axis VIII is fixed with a parking power generation active The gear 3041a and the intermediate gear 3041m for parking power generation, and the driving gear 3041a for parking power generation cooperate with the transmission unit 200 for transmission.

The second switching module shaft X is covered with a parking power generation gear driven gear 3041b, the parking power generation gear driven gear 3041b meshes with the parking power generation intermediate gear 3041m, and the second switching module shaft X cooperates with the first motor generator 302 for transmission , the second switching module shaft X is selectively engaged with the park generator gear driven gear 3041 b or the first motor generator unit coupling portion 301 . For example, the second switching module shaft X may be provided with a second switching module shaft synchronizer SQ, which is provided between the park generator gear driven gear 3041b and the first motor-generator unit coupling portion 301 , so that the second switching module shaft synchronizer SQ can selectively engage and disengage the park generator gear driven gear 3041b and the second switching module shaft X, and can selectively engage and disengage the first motor-generator unit coupling Part 301 and the second switching module axis X.

That is, when the first motor generator 302 engages the first motor generator unit coupling portion 301 through the second switching module shaft X, the first motor generator 302 outputs power to the system through the first motor generator unit coupling portion 301 The unit 401 outputs power.

When the first motor-generator 302 engages the driven gear 3041b of the parking generating speed through the second switching module shaft X, the first motor-generator 302 passes through the driven gear 3041b of the parking generating speed, the parking generating intermediate gear 3041m and the parking gear. The power generating driving gear 3041a outputs power to the transmission unit 200 .

In this way, the arrangement of the first motor-generator unit 300 can be made reasonable, which is beneficial to the flexible arrangement of the first motor-generator 302 , and the transmission is reliable, and the occupied space is small.

The first motor generator 302 can be directly connected to the second switching module shaft X, of course, the present invention is not limited thereto, the first motor generator 302 can also be indirectly connected to the second switching module shaft X, as shown in FIG. 8 , The first motor-generator unit 300 may further include a deceleration chain 303 , and the first motor-generator 302 may be dynamically coupled to the switching module 304 through the deceleration chain 303 .

The reduction chain 303 can include three gears, the gear one Z1 can be fixed on the motor output shaft of the first motor generator 302, the intermediate gear Zm is meshed between the gear one Z1 and the gear two Z2, and the gear two Z2 is fixed on the second switching gear. Module axis X. The transmission of gear one Z1 and intermediate gear Zm and the transmission of intermediate gear Zm and gear two Z2 can play the role of deceleration and torque increase.

Conversion device input part When the conversion device input part 4020 and the conversion device output part 4022 are power-coupled, the rotation speed of the conversion device input part 4020 is higher than or equal to the rotation speed of the conversion device output part 4022 . That is to say, there are two transmission modes during power transmission between the conversion device input part 4020 and the conversion device output part 4022, one is the direct transmission mode, that is, the rotational speed of the conversion device input part 4020 is equal to that of the conversion device output part 4022 Rotational speed, the other is the deceleration transmission mode, that is, the rotational speed of the input part 4020 of the conversion device is higher than the rotation speed of the output part 4022 of the conversion device, so that the mode conversion device 402 increases the gear of the whole vehicle and can amplify the maximum output torque of the whole vehicle N times, the power performance and passing ability are improved (such as the maximum climbing angle and the ability to get out of trouble). Especially for traditional hybrid vehicles, due to the addition of battery packs, motors, and electronic control systems, the curb weight is large, and after power feeding, it can only rely on the power output of the engine. At this time, the passing ability and power performance will be greatly reduced. The hybrid vehicle model of the mode conversion device 402 in the present invention can effectively improve power and passing capacity. Moreover, these two transmission modes can obviously enrich the driving mode of the vehicle, so that the vehicle can adapt to more different working conditions.

Wherein, the above-mentioned N is equal to the speed ratio of the L gear relative to the D gear. When the vehicle is in the L gear, the power transmission is performed between the conversion device input part 4020 and the conversion device output part 4022 through the direct transmission mode, and the power transmission of the conversion device input part 4020 The rotation speed is higher than the rotation speed of the conversion device output part 4022; when the vehicle is in D gear, the power transmission is carried out between the conversion device input part 4020 and the conversion device output part 4022 through the deceleration transmission mode, and the rotation speed of the conversion device input part 4020 is equal to that of the conversion device The rotational speed of the output part 4022.

Among them, the mode conversion device 402 can facilitate the intervention of the first motor generator unit 300 when the power source 100 is working, and the parallel power source 100 and the first motor generator unit 300 can be better through direct torque coupling. It highlights the advantages of the parallel structure with strong power, simple structure and easy realization of vehicle space layout.

In the pure electric working condition, the first motor-generator unit 300 has a high transmission efficiency, and the setting of the mode conversion device 402 separates the transmission unit 200, the wheels and the first motor-generator 302, so that the three Any two can bypass the work of the third party. For example, the speed change unit 200 transmits power between the wheels through the mode conversion device 402, and at this time it is a pure fuel operating condition; The power transmission of the motor generator 302 is the parking power generation working condition at this time; as another example, the power transmission between the first motor generator 302 and the wheels through the mode conversion device 402 is the pure electric working condition at this time. In addition, this can also avoid the problem of realizing a purely electric working condition through complex gear shifting and transmission chains in general hybrid power transmission systems, and is especially suitable for plug-in hybrid vehicles. Of course, all three can work simultaneously.

At the same time, the mode conversion device 402 can also realize the ultra-low gear output of the power transmission system 1000, that is, in the embodiment with the transmission unit 200, the power from the power source 100 first passes through the transmission unit 200 to reduce the speed, and then passes through the L gear. speed, the power transmission system 1000 can realize ultra-low speed gear output. This can greatly amplify the torque output of the engine.

In terms of control logic, the power transmission system 1000 proposed by the present invention does not change the basic architecture and shift logic of the dual-clutch transmission. The intervention of the first motor-generator unit 300 is only manifested as torque superposition at the output end. Therefore, the power source 100 and the transmission The control logic of the unit 200 and the control logic of the first motor generator unit 300 are independent, the power output of the engine and the power output of the first motor generator 302 are relatively independent, and the control logic of each power source output is simple and easy to implement, and this has It is beneficial to save the manufacturer's development time and cost, and avoid a high failure rate of the system. Even if the engine and the transmission unit 300 system fails, it will not affect the power output of the first motor generator unit 300 in pure electric mode.

Moreover, when the conversion device input part 4020 and the conversion device output part 4022 are disconnected, the power output by the power source 100 is suitable for driving the first motor generator unit 300 through the transmission unit 200 and the conversion device input part 4020 to generate electricity. That is to say, when the vehicle is in the parking condition, the power of the power source 100 can be transmitted to the first motor generator unit 300 for the first motor generator unit 300 to generate electricity, so that the parking power generation can be realized, so that the parking power generation There is no need to add an additional power transmission chain, and the switching of the parking power generation mode can be realized only through the mode conversion device 402, the switching control is simple, and the transmission efficiency is high. Wherein the first motor generator 302 is set to be directly connected to the conversion device mode conversion device 402, the power output of the first motor generator 302 is direct and efficient, and the braking energy feedback efficiency is high.

The parking power generation efficiency of the vehicle can be improved, and energy waste can be reduced. In addition, the speed change unit 200 only needs to change the speed and torque of the engine power, and can completely borrow the speed change of an ordinary fuel vehicle without additional design changes, which is conducive to the miniaturization of the speed change unit 200, and can reduce the development cost of the whole vehicle, shorten the Development cycle.

Finally, the foregoing advantages are all realized by the mode conversion device 402, and it has a high degree of integration.

Wherein, there are various layout forms of the mode conversion device 402 , which will be described in detail later.

As shown in Figures 9-14, the system power output part 401 is a differential, and the differential can include two side gears, which correspond to the two side shafts 2000 of the vehicle one by one, and the power of the vehicle The transmission system 1000 may further include a power on-off device 500 adapted to selectively engage at least one of the two side gears with a corresponding side shaft 2000 of the vehicle. It can be understood that if a power on-off device 500 is provided between the side shaft 2000 on one side and the corresponding side gear, the power on-off device 500 can control the engagement between the side shaft 2000 on the side and the side gear. In the disconnected state, if a power on-off device 500 is provided between the half-shafts 2000 on both sides and the corresponding side-shaft gears, each power on-off device 500 can control the engagement and disconnection state of the corresponding side. The power on-off device 500 can be beneficial for the vehicle to generate power when the vehicle is parked. In this way, the first motor generator 302 is set to be directly connected to the conversion device mode conversion device 402. The power output of the first motor generator 302 is directly efficient, and the system High kinetic energy feedback efficiency.

As shown in Figure 9, the power on-off device 500 is arranged between the left half shaft 2000 and the corresponding side shaft gear, as shown in Figure 10, there can be two power on-off devices 500, one power on-off device 500 It can be arranged between the left half shaft 2000 and the corresponding half shaft gear, and another power switching device 500 can be arranged between the right side half shaft 2000 and the corresponding half shaft gear.

Wherein, there are various types of the power on-off device 500 , for example, as shown in FIG. 9 and FIG. 10 , the power on-off device 500 may be a clutch. Preferably, as shown in Fig. 11 and Fig. 12, the clutch may be a jaw clutch.

Certainly, the power on-off device 500 may also be of other types, for example, as shown in Fig. 13 and Fig. 14, the power on-off device 500 may be a synchronizer.

According to a preferred embodiment of the present invention, as shown in FIG. 2 and FIG. 5 , the power transmission system 1000 may further include a second motor generator 600, the second motor generator 600 is located between the power source 100 and the transmission unit 200, the second One end of the second motor generator 600 is directly coupled to the power source 100 , and the other end of the second motor generator 600 is selectively coupled to the transmission unit 200 .

As shown in FIG. 22 and FIG. 23 , the second motor generator 600 and the input end of the first clutch 202 may be coaxially connected. The second motor-generator 600 can be arranged between the input end of the first clutch 202 and the engine, so that the power of the engine must pass through the second motor-generator 600 when it is transmitted to the input end. At this time, the second motor-generator 600 can be used as The generator is used for parking power generation.

As shown in FIG. 24 and FIG. 25 , the input end of the first clutch 202 may be provided with input end external teeth, and the second motor generator 600 is linked with the input end external teeth Z602 . The motor shaft of the second motor generator 600 is provided with a gear Z601, and the gear Z601 meshes with the external teeth Z602 at the input end. In this way, the power of the engine can be transmitted to the second motor-generator 600 through the input end and the external teeth Z602 of the input end, so that the second motor-generator 600 can be used as a generator for power generation during parking.

According to another preferred embodiment of the present invention, as shown in FIGS. 2-3 , the power transmission system 1000 may further include: a second motor generator 600 located between the power source 100 and the transmission unit 200 , one end of the second motor generator 600 is dynamically coupled with the power source 100, for example, one end of the second motor generator 600 is selectively connected with the power source 100, and the other end of the second motor generator 600 is selectively It is power-coupled with the transmission unit 200 .

As shown in FIG. 3 and FIG. 6 , a second clutch L2 may be provided between the second motor generator 600 and the engine. The second clutch L2 can be a single clutch, and the single clutch can control the engagement and disengagement between the engine and the second motor generator 600 , and can control the engagement and disengagement between the engine and the input end. By setting the second clutch L2, the parking power generation state of the second motor-generator 600 can be reasonably controlled, so that the structure of the power transmission system 1000 is simple and the driving mode switching is reliable.

Preferably, the second clutch L2 is built inside the rotor of the second motor generator 600 . In this way, the axial length of the power transmission system 1000 can be shortened better, so that the volume of the power transmission system 1000 can be reduced, and the flexibility of arrangement of the power transmission system 1000 on the vehicle can be improved. In addition, the second motor generator 600 can also be used as a starter.

Preferably, the input ends of the power source 100, the second clutch L2 and the dual clutch are coaxially arranged. This can make the power transmission system 1000 compact in structure and small in size.

It should be noted that, for the power transmission system 1000 of the above three embodiments, in the axial direction, the second motor generator 600 is located between the power source 100 and the first clutch device, which can effectively reduce the power transmission system 1000 The axial length of the second motor generator 600 can be reasonably arranged, and the compactness of the power transmission system 1000 can be improved.

The first motor generator 302 is the main drive motor of the power transmission system 1000, so the capacity and volume of the first motor generator 302 are relatively large. Wherein, for the first motor generator 302 and the second motor generator 600 , the rated power of the first motor generator 302 is greater than the rated power of the second motor generator 600 . In this way, the second motor generator 600 can choose a motor generator with small volume and small rated power, so that the power transmission system 1000 can be simple in structure and small in size. The transmission path between them is short, and the power generation efficiency is high, so that a part of the power of the power source 100 can be effectively converted into electric energy. The peak power of the first motor generator 302 is also greater than the peak power of the second motor generator 600 .

Preferably, the rated power of the first motor generator 302 is twice or more than the rated power of the second motor generator 600 . The peak power of the first motor generator 302 is twice or more than the peak power of the second motor generator 600 . For example, the rated power of the first motor generator 302 can be 60kw, the rated power of the second motor generator 600 can be 24kw, the peak power of the first motor generator 302 can be 120kw, and the peak power of the second motor generator 600 Can be 44kw.

It should be noted that the differential can be a conventional open differential, such as a bevel gear differential or a cylindrical gear differential, but not limited thereto; of course, the differential can also be a locking differential , for example, mechanical locking differential, electronic locking differential, etc. The power transmission system 1000 selects different types of differentials according to different models. off-road performance, etc. The differential includes a housing 4011, which may be the input end of the differential.

There are many driving modes of the power transmission system 1000 of the vehicle, and the power transmission system 1000 shown in FIG. 7 is taken as an example to describe in detail below.

The power transmission system 1000 of the vehicle has a first power source driving mode. When the power transmission system of the vehicle is in the first power source driving mode, the first motor generator 302 does not work, the speed change unit 200 is connected to the power source 100 by power coupling, and the conversion device The input part 4020 and the conversion device output part 4022 are power-coupled and connected, and the power output by the power source 100 is output to the system power output part 401 through the transmission unit 200, the conversion device input part 4020 and the conversion device output part 4022 in sequence, and the conversion device input part 4020 The rotational speed of is the same as the rotational speed of the input end of the system power output unit 401 . This is normal driving of the vehicle.

The power transmission system 1000 of the vehicle has a second power source driving mode. When the power transmission system of the vehicle is in the second power source driving mode, the first motor generator 302 does not work, the speed change unit 200 is connected to the power source 100 by power coupling, and the conversion device The input part 4020 and the conversion device output part 4022 are power-coupled, and the power output by the power source 100 is output to the input end of the system power output part 401 through the transmission unit 200, the conversion device input part 4020 and the conversion device output part 4022 in sequence, and the conversion device The rotation speed of the input part 4020 is higher than the rotation speed of the input end of the system power output part 401 . In this way, the power output by the power source 100 is decelerated once by the transmission unit 200 and then decelerated again by the mode conversion device 402 , so that the effect of deceleration and torque increase can be better achieved, and the passing capacity of the vehicle can be improved.

The power transmission system 1000 of the vehicle has a first pure electric driving mode, the power transmission system of the vehicle is in the first pure electric driving mode, the power source 100 is not working, the conversion device input part 4020 and the conversion device output part 4022 are power coupled, and the first The motor generator 302 and the first motor generator unit coupling part 301 are dynamically coupled and connected through the switching module 304, and the power output by the first motor generator 302 is sequentially input through the switching module 304, the first motor generator unit coupling part 301, and the conversion device. The output unit 4020 and the conversion device output unit 4022 output to the system power output unit 401 , and the rotation speed of the conversion device input unit 4020 is the same as the rotation speed of the input end of the system power output unit 401 . In this way, the power output path of the first motor generator 302 is short and the transmission efficiency is high, so that the driving efficiency of the first motor generator 302 can be improved, and the power performance of the vehicle can be improved.

The power transmission system 1000 of the vehicle has a second pure electric driving mode, the power transmission system of the vehicle is in the second pure electric driving mode, the power source 100 is not working, the conversion device input part 4020 and the conversion device output part 4022 are power coupled, and the first The motor generator 302 and the first motor generator unit coupling part 301 are dynamically coupled and connected through the switching module 304, and the power output by the first motor generator 302 is sequentially input through the switching module 304, the first motor generator unit coupling part 301, and the conversion device The output part 4020 and the conversion device output part 4022 are output to the input end of the system power output part 401 , and the rotation speed of the conversion device input part 4020 is higher than the rotation speed of the input end of the system power output part 401 . In this way, the power output path of the first motor-generator 302 is short and the transmission efficiency is high, and the driving mode of the power transmission system 1000 can be enriched through the deceleration of the mode conversion device 402 , which can make the wheel speed suitable.

The power transmission system 1000 of the vehicle has a third pure electric driving mode, the power transmission system of the vehicle is in the third pure electric driving mode, the power source 100 is not working, the conversion device input part 4020 and the conversion device output part 4022 are power coupled, and the first The motor generator 302 and the transmission unit 200 are coupled and connected through the switching module 304, and the power output by the first motor generator 302 is sequentially output to the system power through the switching module 304, the transmission unit 200, the conversion device input part 4020 and the conversion device output part 4022. The output part 401, and the rotation speed of the input part 4020 of the conversion device is the same as the rotation speed of the input end of the system power output part 401. In this way, the first motor generator 302 outputs to the input end of the system power output unit 401 after two decelerations, so that the vehicle can run at a low speed and the driving modes of the vehicle can be enriched.

The power transmission system 1000 of the vehicle has a fourth pure electric driving mode, the power transmission system of the vehicle is in the fourth pure electric driving mode, the power source 100 is not working, the conversion device input part 4020 and the conversion device output part 4022 are power coupled and connected, the first The motor generator 302 and the transmission unit 200 are coupled and connected through the switching module 304, and the power output by the first motor generator 302 is sequentially output to the system power through the switching module 304, the transmission unit 200, the conversion device input part 4020 and the conversion device output part 4022 The input end of the output part 401 , and the rotation speed of the input part 4020 of the conversion device is higher than the rotation speed of the input end of the system power output part 401 . In this way, the first motor generator 302 outputs to the input end of the system power output unit 401 after two decelerations, so that the vehicle can run at a low speed and the driving modes of the vehicle can be enriched.

The power transmission system 1000 of the vehicle has a first anti-drag start mode, the power transmission system of the vehicle is in the first anti-drag start mode, and the first motor generator 302 and the first motor generator unit coupling part 301 are dynamically coupled and connected through the switching module 304 The power output by the first motor generator 302 is sequentially output to the power source 100 through the switching module 304, the first motor generator unit coupling part 301, the conversion device input part 4020, and the transmission unit 200 to drive the power source 100 to start. In this way, the first motor generator 302 can be used as a starter to start the engine.

The power transmission system 1000 of the vehicle has a second anti-drag start mode, the power transmission system of the vehicle is in the second anti-drag start mode, the first motor generator 302 and the speed change unit 200 are dynamically coupled and connected through the switching module 304, the first motor generator The power output by 302 is sequentially output to the power source 100 through the switching module 304 and the transmission unit 200 to drive the power source 100 to start. In this way, the first motor generator 302 can be used as a starter to start the engine.

The power transmission system 1000 of the vehicle has a first hybrid driving mode. When the power transmission system of the vehicle is in the first hybrid driving mode, both the power source 100 and the first motor generator 302 work, and the speed change unit 200 is dynamically coupled with the power source 100 connection, the input part 4020 of the conversion device and the output part 4022 of the conversion device are connected by power coupling, the first motor generator 302 and the coupling part 301 of the first motor generator unit are connected by power coupling through the switching module 304, and the power output by the power source 100 is sequentially passed through the transmission The unit 200, the conversion device input part 4020 and the conversion device output part 4022 are output to the system power output part 401, and the power output by the first motor generator 302 is input through the switching module 304, the first motor generator unit coupling part 301, and the conversion device in sequence. The output unit 4020 and the conversion device output unit 4022 are output to the system power output unit 401, the power output from the power source 100 and the first motor generator 302 is coupled and output to the conversion device input unit 4020, and the rotational speed of the conversion device input unit 4020 is related to the system power The rotational speeds of the input ends of the output unit 401 are the same. In this way, the power transmission efficiency of the power source 100 is high, the control strategy is simple, the output path of the first motor generator 302 is short, and the transmission efficiency is high, so that the driving efficiency of the first motor generator 302 can be improved, and the power performance of the vehicle can be improved.

The power transmission system 1000 of the vehicle has a second hybrid driving mode. When the power transmission system of the vehicle is in the second hybrid driving mode, both the power source 100 and the first motor generator 302 work, and the transmission unit 200 is dynamically coupled with the power source 100 connection, the input part 4020 of the conversion device and the output part 4022 of the conversion device are connected by power coupling, the first motor generator 302 and the coupling part 301 of the first motor generator unit are connected by power coupling through the switching module 304, and the power output by the power source 100 is sequentially passed through the transmission The unit 200, the conversion device input part 4020 and the conversion device output part 4022 are output to the system power output part 401, and the power output by the first motor generator 302 is input through the switching module 304, the first motor generator unit coupling part 301, and the conversion device in sequence. unit 4020 and conversion device output unit 4022 output to the system power output unit 401, the power source 100 and the output speed of the first motor generator 302 are coupled and then output to the conversion device input unit 4020, and the rotation speed of the conversion device input unit 4020 is higher than the system The rotational speed of the input end of the power output unit 401 . In this way, the power output by the power source 100 is decelerated once by the transmission unit 200 and then decelerated again by the mode conversion device 402 , so that the effect of deceleration and torque increase can be better achieved, and the passing capacity of the vehicle can be improved. Moreover, the power output path of the first motor generator 302 is short, and the speed reduction of the mode conversion device 402 can improve the driving efficiency of the first motor generator 302 and improve the power performance of the vehicle.

The power transmission system 1000 of the vehicle has a third hybrid driving mode. When the power transmission system of the vehicle is in the third hybrid driving mode, both the power source 100 and the first motor generator 302 work, and the speed change unit 200 is dynamically coupled with the power source 100 connection, the conversion device input part 4020 and the conversion device output part 4022 are power-coupled and connected, the first motor generator 302 and the transmission unit 200 are power-coupled and connected through the switching module 304, and the power output by the power source 100 is sequentially input through the transmission unit 200 and the conversion device 4020 and the conversion device output unit 4022 output to the system power output unit 401, and the power output by the first motor generator 302 is output to the system power through the switching module 304, the transmission unit 200, the conversion device input unit 4020 and the conversion device output unit 4022 in sequence The output part 401 and the speed change unit 200 are suitable for outputting the power output by the power source 100 and the first motor generator 302 to the conversion device input part 4020, and the rotation speed of the conversion device input part 4020 is the same as the rotation speed of the input end of the system power output part 401 same. In this way, the power output by the power source 100 is decelerated once by the transmission unit 200 and then decelerated again by the mode conversion device 402 , so that the effect of deceleration and torque increase can be better achieved, and the passing capacity of the vehicle can be improved. Moreover, the rotational speed of the output power of the first motor-generator 302 is suitable, which can play the role of deceleration and torque-increasing, thereby improving the driving efficiency of the first motor-generator 302 and improving the dynamic performance of the vehicle.

The power transmission system 1000 of the vehicle has a fourth hybrid driving mode. When the power transmission system of the vehicle is in the fourth hybrid driving mode, both the power source 100 and the first motor generator 302 work, and the speed change unit 200 is dynamically coupled with the power source 100 connection, the conversion device input part 4020 and the conversion device output part 4022 are power-coupled and connected, the first motor generator 302 and the transmission unit 200 are power-coupled and connected through the switching module 304, and the power output by the power source 100 is sequentially input through the transmission unit 200 and the conversion device 4020 and the conversion device output unit 4022 output to the system power output unit 401, and the power output by the first motor generator 302 is output to the system power through the switching module 304, the transmission unit 200, the conversion device input unit 4020 and the conversion device output unit 4022 in sequence The output part 401, the speed change unit 200 is suitable for outputting the power output by the power source 100 and the first motor generator 302 to the conversion device input part 4020, and the rotation speed of the conversion device input part 4020 is higher than that of the input end of the system power output part 401 Rotating speed. In this way, the power transmission efficiency of the power source 100 is high, the control strategy is simple, the transmission path of the first motor generator 302 is long, and the power transmission efficiency is low, which can achieve the effect of deceleration and torque increase, and can improve the passing performance of the vehicle.

The power transmission system 1000 of the vehicle has a first driving power generation mode. When the vehicle power transmission system 1000 is in the first driving power generation mode, the power source 100 is working, the speed change unit 200 is connected to the power source 100 by power coupling, and the conversion device input unit 4020 and the conversion device The device output part 4022 is power-coupled and connected, the first motor generator 302 and the first motor-generator unit coupling part 301 are power-coupled and connected through the switching module 304, and part of the power output by the power source 100 passes through the transmission unit 200 and the conversion device input part 4020 in sequence And the conversion device output part 4022 is output to the system power output part 401, and the rotation speed of the conversion device input part 4020 is the same as the rotation speed of the input end of the system power output part 401, and another part of the power output by the power source 100 passes through the transmission unit 200, the conversion device in sequence The input part 4020, the first motor generator unit coupling part 301, and the switching module 304 output to the first motor generator 302 to drive the first motor generator 302 to generate electricity. In this way, the power source 100 can generate power while driving, and the power output efficiency of the power source 100 is high, the control strategy is simple, and the first motor generator 302 can generate power.

The power transmission system 1000 of the vehicle has a second driving power generation mode. When the power transmission system 1000 of the vehicle is in the second driving power generation mode, the power source 100 is working, the speed change unit 200 is power coupled with the power source 100, and the conversion device input part 4020 and the conversion The device output part 4022 is power-coupled and connected, the first motor generator 302 and the first motor-generator unit coupling part 301 are power-coupled and connected through the switching module 304, and part of the power output by the power source 100 passes through the transmission unit 200 and the conversion device input part 4020 in sequence and the conversion device output part 4022 is output to the system power output part 401, and the rotation speed of the conversion device input part 4020 is higher than the rotation speed of the input end of the system power output part 401, and another part of the power output by the power source 100 passes through the transmission unit 200, the conversion device in sequence The input part 4020, the first motor generator unit coupling part 301, and the switching module 304 output to the first motor generator 302 to drive the first motor generator 302 to generate electricity. In this way, a form in which the power source 100 drives the vehicle while generating electricity can be formed. The power output by the power source 100 is decelerated once by the speed change unit 200 and then decelerated again by the mode conversion device 402, so that the effect of deceleration and torque increase can be better achieved. , which in turn can improve the passing capacity of vehicles. The first motor generator 302 can generate electricity.

The power transmission system 1000 of the vehicle has a third driving power generation mode. When the power transmission system 1000 of the vehicle is in the third driving power generation mode, the power source 100 is working, the speed change unit 200 is power-coupled with the power source 100, and the conversion device input part 4020 and the conversion The device output part 4022 is power-coupled and connected, the first motor generator 302 and the speed change unit 200 are power-coupled and connected through the switching module 304, and a part of the power output by the power source 100 passes through the speed change unit 200, the conversion device input part 4020 and the conversion device output part 4022 in sequence output to the system power output part 401, and the rotational speed of the input part 4020 of the conversion device is the same as the rotational speed of the input end of the system power output part 401; The generator 302 drives the first motor generator 302 to generate electricity. In this way, the power source 100 can generate power while driving, and the power output efficiency of the power source 100 is high, the control strategy is simple, and the first motor generator 302 can generate power.

The power transmission system 1000 of the vehicle has a fourth driving power generation mode. When the power transmission system 1000 of the vehicle is in the fourth driving power generation mode, the power source 100 is working, the speed change unit 200 is power-coupled with the power source 100, and the conversion device input part 4020 and the conversion device The device output part 4022 is power-coupled and connected, the first motor generator 302 and the speed change unit 200 are power-coupled and connected through the switching module 304, and a part of the power output by the power source 100 passes through the speed change unit 200, the conversion device input part 4020 and the conversion device output part 4022 in sequence output to the system power output part 401, and the rotation speed of the input part 4020 of the conversion device is higher than the rotation speed of the input end of the system power output part 401, and another part of power output by the power source 100 is output to the first motor through the transmission unit 200 and the switching module 304 in sequence. The generator 302 drives the first motor generator 302 to generate electricity. In this way, a form in which the power source 100 drives the vehicle while generating electricity can be formed. The power output by the power source 100 is decelerated once by the speed change unit 200 and then decelerated again by the mode conversion device 402, so that the effect of deceleration and torque increase can be better achieved. , which in turn can improve the passing capacity of vehicles. The first motor generator 302 can generate electricity.

The power transmission system 1000 of the vehicle has a first braking energy recovery mode. When the power transmission system 1000 of the vehicle is in the first braking energy recovery mode, the conversion device input part 4020 and the conversion device output part 4022 are power-coupled, and the first motor generator The motor 302 and the first motor-generator unit coupling part 301 are power-coupled and connected through the switching module 304, and the power from the wheels of the vehicle sequentially passes through the system power output part 401, the conversion device output part 4022, the conversion device input part 4020, the first motor generator The machine unit coupling part 301 and the switching module 304 drive the first motor generator 302 to generate electricity, and the speed of the input part 4020 of the conversion device is the same as the speed of the input end of the system power output part 401 . At this time, the first motor generator 302 can recover the energy from the wheels, which has high power generation efficiency, can reduce energy waste, and can increase the mileage of the vehicle.

The power transmission system 1000 of the vehicle has a second braking energy recovery mode. When the power transmission system 1000 of the vehicle is in the second braking energy recovery mode, the conversion device input part 4020 and the conversion device output part 4022 are power-coupled, and the first motor generator The motor 302 and the first motor-generator unit coupling part 301 are power-coupled and connected through the switching module 304, and the power from the wheels of the vehicle sequentially passes through the system power output part 401, the conversion device output part 4022, the conversion device input part 4020, the first motor generator The machine unit coupling part 301 and the switching module 304 drive the first motor generator 302 to generate electricity, and the rotation speed of the input part 4020 of the conversion device is higher than the rotation speed of the input end of the system power output part 401 . At this time, the first motor generator 302 can recover the energy from the wheels, which has high power generation efficiency, can reduce energy waste, and can increase the mileage of the vehicle.

The power transmission system 1000 of the vehicle has a third braking energy recovery mode. When the power transmission system 1000 of the vehicle is in the third braking energy recovery mode, the conversion device input part 4020 and the conversion device output part 4022 are power-coupled, and the first motor generator The motor 302 and the transmission unit 200 are coupled and connected through the switching module 304, and the power from the wheels of the vehicle passes through the system power output unit 401, the conversion device output unit 4022, the conversion device input unit 4020, the transmission unit 200, and the switching module 304 to drive the first The motor generator 302 generates electricity, and the rotation speed of the input part 4020 of the conversion device is the same as the rotation speed of the input end of the system power output part 401 . At this time, the first motor generator 302 can recover the energy from the wheels, which has high power generation efficiency, can reduce energy waste, and can increase the mileage of the vehicle.

The power transmission system 1000 of the vehicle has a fourth braking energy recovery mode. When the power transmission system 1000 of the vehicle is in the fourth braking energy recovery mode, the conversion device input part 4020 and the conversion device output part 4022 are power-coupled, and the first motor generator The motor 302 and the transmission unit 200 are coupled and connected through the switching module 304, and the power from the wheels of the vehicle passes through the system power output unit 401, the conversion device output unit 4022, the conversion device input unit 4020, the transmission unit 200, and the switching module 304 to drive the first The motor generator 302 generates electricity, and the rotational speed of the input part 4020 of the conversion device is higher than the rotational speed of the input end of the system power output part 401 . At this time, the first motor generator 302 can recover the energy from the wheels, which has high power generation efficiency, can reduce energy waste, and can increase the mileage of the vehicle.

The power transmitted by the above-mentioned power transmission system 1000 is output to the two wheels of the vehicle through the system power output part 401, but the power transmission system 1000 is not limited thereto, and the power transmission system 1000 may also include an electric drive system 700, which The system 700 can be used to drive the other two wheels (such as the rear wheels) of the vehicle, so that the four-wheel drive of the vehicle can be realized.

Various arrangements according to the electric drive system 700 are described in detail below.

As shown in FIG. 15 , the 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 the other two wheels, such as rear wheels. In this way, by adding the electric drive system 700, the driving mode of the vehicle can be increased. For example, the driving mode can be further divided into a front-drive mode, a rear-drive mode and a four-wheel drive mode, so that the vehicle can be more suitable for different road conditions and the power of the vehicle can be improved. sex.

For example, as shown in FIG. 15 , the electric drive system 700 further includes an electric drive system power output part 710, and the drive system output part is adapted to output the power from the drive system input part to the other two through the electric drive system power output part 710. wheels. The power output part 710 of the electric drive system can facilitate the distribution of the power transmitted from the output part of the drive system to the two wheels on both sides, so that the vehicle can be driven smoothly.

Specifically, the drive system input part can be the drive motor generator 720, the drive motor generator 720 can be the rear wheel motor generator, the rear wheel motor generator can drive the two rear wheels through the reduction mechanism, and the drive system output part can be a gear Speed reducer 730 (ie speed reduction mechanism). Thus, when the driving motor generator 720 is working, the power generated by the driving motor generator 720 can be transmitted to the power output part 710 of the electric drive system system after being decelerated and increased by the gear reducer 730. The power output part 710 of the electric drive system system The power transmitted from the output part of the drive system can be conveniently distributed to the two wheels on both sides, so that the vehicle can be driven smoothly.

As another example, as shown in FIG. 16 , the drive system input part includes two drive motor generators 720, and the drive system output part includes two drive system sub-output parts, each drive system sub-output part is The power of the generator 720 is output to a corresponding one of the other two wheels. That is to say, each wheel corresponds to a drive motor generator 720 and a drive system sub-output part, so that the power output part 710 of the electric drive system system can be omitted, and the two drive motor generators 720 can adjust their own speeds to achieve two The differential speed between the wheels can make the structure of the power transmission system 1000 simple and reliable.

As shown in Figure 16, the other two wheels mentioned above are selectively synchronized. For example, one of the half shafts 2000 may be provided with a half shaft synchronizer adapted to selectively engage the other half shaft 2000 . In this way, the rotation of the two wheels in the same direction and at the same speed 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 at 17, the two drive motor generators 720 are selectively synchronized. For example, a motor output shaft 721 can be provided with a motor output shaft 721 synchronizer to selectively engage another motor output shaft 721, so that the two wheels can rotate in the same direction and at the same speed, and the difference between the two wheels can also be realized. Speed movement, so as to ensure the smooth running of the vehicle.

As shown in Figures 18 and 19, the two drive system sub-outputs are selectively synchronized. That is to say, one of the output shafts of the two drive system sub-outputs can be provided with a sub-output synchronizer for synchronizing the other drive system sub-output, so that the two wheels can rotate in the same direction and at the same speed. The differential motion of the two wheels can also be realized, thereby ensuring the driving stability of the vehicle.

As shown in FIGS. 15-19 , the sub-output part of the driving system may include a two-stage gear reducer, and the power of the driving motor generator 720 after two-stage reduction can be transmitted to the wheels to drive the wheels to rotate.

Alternatively, as shown in Figure 20, the driveline sub-output may comprise a second speed transmission. The motor generator 720 is driven to selectively engage one of the gears. By setting the second-speed transmission, the rotational speed of the motor generator 720 output to the wheels can be changed, thereby enriching the driving modes of the power transmission system 1000 and improving the economy of the vehicle. sex and dynamics.

Specifically, the drive motor generator 720 may include a motor output shaft 721, the two-stage gear reducer 730 or the second-speed transmission may include an input shaft of a drive system sub-output part, and the input shaft of the drive system sub-output part is fixedly connected to the motor output shaft 721 And coaxial setting. In this way, driving the motor generator 720 can transmit power to the input shaft of the drive system sub-output part through the motor output shaft 721, and then transmit the power to the wheels through the drive system sub-output part to drive the vehicle to move.

For another example, the electric drive system 700 includes two in-wheel motors 720 (ie drive motor generators), each in-wheel motor directly drives a corresponding one of the other two wheels, and the other two wheels are selectively synchronized. A half-shaft synchronizer can be provided on one half-shaft 2000 to selectively engage the other half-shaft 2000, so that the wheel-side motors can respectively drive the corresponding wheels to rotate, and by disconnecting the half-shaft synchronizer, the two wheels can be synchronized. Differential movement, so as to ensure the smooth running of the vehicle.

Multiple arrangements of the mode conversion device 402 will be described in detail below in conjunction with multiple drawings.

According to the first embodiment of the present invention, as shown in FIG. 7 , the mode conversion device 402 may further include a first conversion unit 4021a and a second conversion unit 4021b, and the output unit 4022 of the conversion device selectively communicates with the first conversion unit 4021a and the second conversion unit 4021b. One of the conversion parts 4021b is connected, the conversion device input part 4020 is fixedly connected to the first conversion part 4021a, and the conversion device output part 4022 is connected to the second conversion part 4021b, so that the rotation speed of the conversion device output part 4022 passes through the first conversion device in sequence. The conversion part 4021a and the second conversion part 4021b are lowered and then output to the input end of the system power output part 401 .

In this way, the conversion device output part 4022 is engaged with the first conversion part 4021 a, so that the rotation speed output by the conversion device input part 4020 is the same as the rotation speed of the input end of the system power output part 401 .

Therefore, it can be understood that, after the power generated by the power source 100 and/or the first motor generator unit 300 is transmitted to the conversion device input part 4020, the conversion device input part 4020 can be transmitted to the first conversion part 4021a and the second conversion device part 4021b, the conversion device output part 4022 can control the rotational speed transmitted to the wheels by rationally selecting the first conversion part 4021a and the second conversion part 4021b, and then can control the speed of the vehicle, so that the speed of the vehicle is more suitable for the current vehicle conditions. It can improve the driving stability and power of the vehicle.

For example, when the conversion device input unit 4020 is disconnected from both the first conversion unit 4021a and the second conversion unit 4021b and the first motor generator 302 is connected to the transmission unit 200 through the switching module 304 through the power coupling, the power output by the power source 100 is suitable for After passing through the transmission unit 200 and the switching module 304 in sequence, it is transmitted to the first motor generator 302 to drive the first motor generator 302 to generate electricity.

As another example, when the conversion device input unit 4020 is disconnected from both the first conversion unit 4021a and the second conversion unit 4021b and the first motor generator 302 is connected to the first motor generator unit coupling unit 301 through the switching module 304 through power coupling, The power output by the power source 100 is adapted to pass through the transmission unit 200, the conversion device input part 4020, the first motor-generator unit coupling part 301, and the switching module 304 in sequence, and then be transmitted to the first motor-generator 302 to drive the first motor-generator 302 generate electricity.

It can be understood that when both the first conversion part 4021a and the second conversion part 4021b are disconnected from the output part 4022 of the conversion device, the power source 100 cannot transmit power to the system power output part 401, and the power of the power source 100 can pass through the conversion device The input part 4020 transmits to the first motor generator unit 300, and the first motor generator 302 in the first motor generator unit 300 can be used as a generator to generate electricity. In this way, the parking power generation mode of the vehicle can be realized, and energy waste can be avoided, energy can be saved, and the power and economy of the vehicle can be improved.

As shown in Figure 7, in the mode conversion device 402, the conversion device input part 4020 is the main reducer driven gear Z', the first conversion part 4021a is the first conversion gear ZZ1, and the second conversion part 4021b is the second conversion gear ZZ2, however, the mode conversion device 402 also includes: the conversion device shaft VII, the driven gear Z' of the final drive, the first conversion gear ZZ1 and the second conversion gear ZZ2 are all hollowly sleeved on the half shaft 2000 of the vehicle, the conversion device shaft The third conversion gear ZZ3 and the fourth conversion gear ZZ4 are fixed on VII, the first conversion gear ZZ1 meshes with the third conversion gear ZZ3, and the second conversion gear ZZ2 meshes with the fourth conversion gear ZZ4. In this way, a one-stage reduction is formed between the first conversion gear ZZ1 and the third conversion gear ZZ3, and a two-stage reduction is formed between the second conversion gear ZZ2 and the fourth conversion gear ZZ4, so that the speed of the first conversion gear ZZ1 can be increased. at the speed of the second conversion gear ZZ2.

Specifically, as shown in FIG. 7, the driven gear Z' of the final drive and the first conversion gear ZZ1 form a double-teeth structure. In other words, one gear in the double-teeth structure constitutes the driven gear Z' of the final drive and The other gear constitutes the first conversion gear ZZ1, so that the structure of the mode conversion device 402 is simple and the operation is reliable by setting the double tooth structure, and the power transmission system 1000 is simple in structure and reliable in operation.

Further, as shown in FIG. 7 , the mode conversion device 402 may further include a conversion device adapter S, through which the conversion device output part 4022 is selectively engaged with the first conversion part 4021a or the second conversion part 4021b. Here, it is understood that the switching device output 4022 can selectively engage and disengage the first switching part 4021a, and that the switching device output 4022 can selectively engage and disengage the second switching part 4021b. By switching the state and engagement target of the adapter S of the conversion device, the output rotation speed transmitted to the output unit 4022 of the conversion device can be changed, thereby changing the rotation speed of the wheels, further enriching the driving modes of the vehicle, and improving the economy and power of the vehicle . Wherein, the conversion device adapter S can be a conversion device synchronizer, and the conversion device synchronizer is arranged between the first conversion gear ZZ1 and the second conversion gear ZZ2, so that the number of synchronizers can be reduced, and the structure of the mode conversion device 402 can be made Simple and low cost.

As shown in FIG. 7 , the conversion device output part 4022 can be a shaft sleeve, one end of the shaft sleeve is fixedly connected with the input end of the system power output part 401 , and the conversion device adapter S is arranged at the other end of the shaft sleeve. In this way, the synchronization reliability between the output part 4022 of the conversion device and the corresponding first conversion gear ZZ1 and the second conversion gear ZZ2 can be ensured. Moreover, the space of the mode conversion device 402 can be effectively saved by rationally arranging the radial nesting arrangement, so that the mode conversion device 402 can be made compact in structure, small in volume, and occupies less space in the power transmission system 1000 .

Further, the shaft sleeve can be sleeved on the axle shaft 2000 of the vehicle, and the second conversion gear ZZ2 can be sleeved on the shaft sleeve. In this way, the arrangement position of the second conversion gear ZZ2 can be made reasonable, and the structural reliability of the mode conversion device 402 can be ensured.

According to the second embodiment of the present invention, as shown in FIG. 8, the mode conversion device 402 may further include a first conversion part 4021a and a second conversion part 4021b, and the output part 4022 of the conversion device is connected to the input end of the system power output part 401, The conversion device input part 4020 is adapted to output power from at least one of the power source 100 and the first motor generator unit 300, and the conversion device input part 4020 is selectively connected to one of the first conversion part 4021a and the second conversion part 4021b. Engaged, the first conversion part 4021a and the second conversion part 4021b are both in cooperation with the output part 4022 of the conversion device for transmission. That is to say, during power transmission, the conversion device input part 4020 can transmit power to the conversion device output part 4022 through the first conversion part 4021a or the second conversion part 4021b.

The conversion device input part 4020 is adapted to engage the first conversion part 4021a, so that the rotation speed of the conversion device input part 4020 is the same as the rotation speed of the input end of the system power output part 401, and the conversion device input part 4020 is adapted to engage the second conversion part 4021b, so that The rotational speed of the conversion device input unit 4020 is reduced and then output to the system power output unit 401 .

Specifically, as shown in FIG. 8 , the conversion device input part 4020 is the main reducer driven gear Z', and the mode conversion device 402 may also include: the conversion device shaft VII, and the main reducer driven gear Z' is fixed on the conversion device On the shaft VII, the direct gear driving gear Da and the low gear driving gear La are sheathed above the conversion device shaft VII, and the conversion device shaft VII is parallel to the half shaft 2000 of the vehicle.

Wherein, the direct gear driving gear Da may be the first conversion part 4021a, and the low gear driving gear La may be the second conversion part 4021b. The conversion device output part 4022 may include a direct gear driven gear Db and a low gear driven gear Lb. The direct gear driven gear Db meshes with the direct gear driving gear Da, and the low gear driven gear Lb meshes with the low gear driving gear La. Both the block driven gear Db and the low block driven gear Lb are fixedly connected to the input end of the system power output part 401 . This can make the power transmission reliable and the transmission efficiency high.

Moreover, the conversion device input part 4020 is adapted to be disconnected from both the first conversion part 4021a and the second conversion part 4021b, so that the power source 100 is suitable for driving the first motor-generator unit sequentially through the transmission unit 200 and the conversion device input part 4020 300 power generation.

The mode conversion device 402 may further include a conversion device adapter S, through which the conversion device output part 4022 is selectively engaged with the first conversion part 4021a or the second conversion part 4021b. Here, it is understood that the switching device output 4022 can selectively engage and disengage the first switching part 4021a, and that the switching device output 4022 can selectively engage and disengage the second switching part 4021b. By switching the state and engagement target of the adapter S of the conversion device, the output rotation speed transmitted to the output unit 4022 of the conversion device can be changed, thereby changing the rotation speed of the wheels, further enriching the driving modes of the vehicle, and improving the economy and power of the vehicle .

Wherein, the conversion device adapter S may be a conversion device synchronizer. Optionally, the conversion device synchronizer can be fixed on the conversion device shaft VII. Preferably, the conversion device synchronizer can be located between the direct gear driving gear Da and the low gear driving gear La, which can reduce the number of synchronizers and make The mode conversion device 402 is simple in structure and low in cost.

It should be noted that the contents of the above-mentioned power transmission system 1000 can be combined or replaced without conflicting with each other to form a new embodiment, and the new embodiment is also within the protection scope of the present application. There are many kinds, and a few examples are given below for illustration.

For example, the portion of the powertrain 1000 shown in FIGS. 1-6 can be used to drive the front wheels of the vehicle, and the portion of the powertrain 1000 shown in FIGS. 15-20 can be used to drive the rear wheels. Any one of 6 can form a new power transmission system 1000 with any one of FIGS. 15-20 .

As another example, in order to improve the power generation efficiency at parking, the power transmission system 1000 shown in FIG. 1 can be combined with a second motor generator 600 to form a new power transmission system 1000. The second motor generator 600 can be Realize power generation when parking.

For another example, there are various arrangements of the second motor generator 600, as shown in Figure 22 and Figure 23, the second motor generator 600 can be coaxially connected with the power source 100, as another example, as shown in Figure 24 and Figure 25 As shown, the second motor generator 600 can be connected to the input end of the dual clutch, and the arrangement forms of the above two second motor generators 600 can be replaced with each other.

For another example, the mode conversion devices 402 of the power transmission system 1000 shown in FIGS. 7-8 are all different, and any two mode conversion devices 402 mentioned above can be replaced with each other.

A vehicle according to an embodiment of the present invention includes the power transmission system 1000 of the above-described embodiment.

In describing the present invention, it should be understood that the terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", " Back", "Left", "Right", "Vertical", "Horizontal", "Top", "Bottom", "Inner", "Outer", "Clockwise", "Counterclockwise", "Axial", The orientation or positional relationship indicated by "radial", "circumferential", etc. is based on the orientation or positional relationship shown in the drawings, and is only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying the referred device or element Must be in a particular orientation, be constructed in a particular orientation, and operate in a particular orientation, and therefore should not be construed as limiting the invention.

In addition, the terms "first" and "second" are used for descriptive purposes only, and cannot be interpreted as indicating or implying relative importance or implicitly specifying the quantity of indicated technical features. Thus, the features defined as "first" and "second" may explicitly or implicitly include at least one of these features. In the description of the present invention, "plurality" means at least two, such as two, three, etc., unless otherwise specifically defined.

In the present invention, unless otherwise clearly specified and limited, terms such as "installation", "connection", "connection" and "fixation" should be understood in a broad sense, for example, it can be a fixed connection or a detachable connection , or integrated; can be mechanically connected, can also be electrically connected or can communicate with each other; can be directly connected, can also be indirectly connected through an intermediary, can be the internal communication of two components or the interaction relationship between two components, Unless expressly defined otherwise. Those of ordinary skill in the art can understand the specific meanings of the above terms in the present invention according to specific situations.

In the present invention, unless otherwise clearly specified and limited, the first feature may be in direct contact with the first feature or the first and second feature may be in direct contact with the second feature through an intermediary. touch. Moreover, "above", "above" and "above" the first feature on the second feature may mean that the first feature is directly above or obliquely above the second feature, or simply means that the first feature is higher in level than the second feature. "Below", "beneath" and "beneath" the first feature may mean that the first feature is directly below or obliquely below the second feature, or simply means that the first feature is less horizontally than the second feature.

In the description of this specification, descriptions referring to the terms "one embodiment", "some embodiments", "example", "specific examples", or "some examples" mean that specific features described in connection with the embodiment or example , structure, material or characteristic is included in at least one embodiment or example of the present invention. In this specification, the schematic representations of the above terms are not necessarily directed to the same embodiment or example. Furthermore, the described specific features, structures, materials or characteristics may be combined in any suitable manner in any one or more embodiments or examples. In addition, those skilled in the art can combine and combine different embodiments or examples and features of different embodiments or examples described in this specification without conflicting with each other.

Although the embodiments of the present invention have been shown and described above, it can be understood that the above embodiments are exemplary and should not be construed as limiting the present invention, those skilled in the art can make the above-mentioned The embodiments are subject to changes, modifications, substitutions and variations.

Claims (40)

1. A kind of 1. power drive system of vehicle, it is characterised in that including：

   Power source；

   First generator unit, first generator unit include the first dynamotor and the first dynamoelectric and power generation Machine unit coupling part；

   Handover module, wherein first dynamotor connects the power by the handover module selectivity power coupling Source or the first generator unit coupling part；

   System dynamic output section；

   Mode conversion device, the mode conversion device include：Conversion equipment input unit, the first converter section, the second converter section and Conversion equipment output section, the conversion equipment output section are connected with the input terminal of the system dynamic output section, the converting means Input unit is put to be suitable at least one power output in the power source and first generator unit, institute Conversion equipment input unit is stated to be fixedly linked with first converter section, conversion equipment output section selectivity with described first turn Change portion or the engagement of the second converter section, the conversion equipment output section to engage with the second converter section, so that suitable for making the converting means Input terminal to the system dynamic output section is exported after putting the rotating speed of input unit output and reducing.
2. 2. the power drive system of vehicle according to claim 1, it is characterised in that the conversion equipment output section and the One converter section and the second converter section disconnect and first dynamotor is moved with the power source by the handover module Power is of coupled connections, and the power of the power source output is suitable for driving first dynamotor to send out by the handover module Electricity.
3. 3. the power drive system of vehicle according to claim 1, it is characterised in that

   The conversion equipment output section and the first converter section and the second converter section disconnects and first dynamotor and institute State the first generator unit coupling part to connect by the handover module power coupling, the power of the power source output is fitted Institute is driven in passing sequentially through the conversion equipment input unit, the first generator unit coupling part, the handover module State the power generation of the first dynamotor.
4. 4. the power drive system of vehicle according to claim 1, it is characterised in that the conversion equipment output section and institute The engagement of the first converter section is stated, so that suitable for making the rotating speed that conversion equipment input unit exports and the input of the system dynamic output section Hold rotating speed identical.
5. 5. the dynamical system according to claim 1 for vehicle, it is characterised in that the mode conversion device includes：

   Main reducing gear driven gear, the main reducing gear driven gear are the conversion equipment input unit；

   First conversion gear and the second conversion gear, the main reducing gear driven gear, first conversion gear and described The equal empty set of two conversion gears is on the semiaxis of the vehicle；

   Conversion equipment axis, the 3rd conversion gear and the 4th conversion gear, first conversion are fixed with the conversion equipment axis Gear is engaged with the 3rd conversion gear, and second conversion gear is engaged with the 4th conversion gear；

   First conversion gear is first converter section, and second conversion gear is second converter section.
6. 6. the dynamical system according to claim 5 for vehicle, it is characterised in that the main reducing gear driven gear with First conversion gear forms duplex toothing.
7. 7. the dynamical system according to claim 1 for vehicle, it is characterised in that the mode conversion device further includes Conversion equipment connector, the conversion equipment output section pass through conversion equipment connector selectivity and first converter section Or the second converter section engagement.
8. 8. the dynamical system according to claim 7 for vehicle, it is characterised in that the conversion equipment connector is to turn Changing device synchronizer.
9. 9. the dynamical system according to claim 7 for vehicle, it is characterised in that the conversion equipment output section is axis Set, one end of the axle sleeve and the input terminal of the system dynamic output section are fixedly linked, and the conversion equipment connector is set In the other end of the axle sleeve.
10. 10. the dynamical system according to claim 5 for vehicle, it is characterised in that the conversion equipment output section is Axle sleeve, the axle sleeve are set on the semiaxis of the vehicle, and the second conversion gear empty set is on the axle sleeve.
11. 11. the dynamical system according to claim 1 for vehicle, it is characterised in that

    The handover module includes：

    First handover module axis, is fixed with power generation in parking driving gear, the power generation in parking on the first handover module axis Driving gear coordinates with the power source to be driven；

    Second handover module axis, power generation in parking gear driven gear, the power generation in parking are set with the second handover module axis Gear driven gear is engaged with power generation in parking gear driving gear, the second handover module axis and first dynamotor Coordinate transmission, the second handover module axis selectivity and power generation in parking gear driven gear or first dynamotor Unit coupling part engages.
12. 12. the power drive system of vehicle according to claim 11, it is characterised in that the first dynamotor list Member further includes rough lock, and first dynamotor is connected by rough lock with the handover module power coupling.
13. 13. the power drive system of vehicle according to claim 1, it is characterised in that further include variable-speed unit, the change Fast unit is connected with the power source selection power coupling, the variable-speed unit and the conversion equipment input unit power coupling Connection, so as to being exported the power from the power source to the conversion equipment input unit by the variable-speed unit.
14. 14. the power drive system of vehicle according to claim 5, it is characterised in that further include variable-speed unit, the change Fast unit is connected with the power source selection power coupling, the variable-speed unit and the conversion equipment input unit power coupling Connection, so that the power from the power source is exported to the conversion equipment input unit by the variable-speed unit, it is described Variable-speed unit includes variable-speed unit output section, and the variable-speed unit output section and the first generator unit coupling part are equal For main reducing gear driving gear, the main reducing gear driving gear is engaged with the main reducing gear driven gear.
15. 15. the power drive system of vehicle according to claim 13, it is characterised in that the variable-speed unit includes：

    Variable-speed dynamic input unit, the variable-speed dynamic input unit are selectively engageable with the power source, described dynamic to transmit Power caused by power source；

    Variable-speed dynamic output section；

    The variable-speed unit output section, wherein the variable-speed dynamic output section is configured and adapted to input from the variable-speed dynamic Power in portion is by the synchronization of variable-speed unit synchronizer by the power output to variable-speed unit output section, the speed change list First output section is connected with the conversion equipment input unit power coupling, and first dynamotor is selected by the handover module Selecting property power coupling connects the variable-speed dynamic output section.
16. 16. the power drive system of vehicle according to claim 15, it is characterised in that the variable-speed dynamic input unit bag At least one input shaft is included, each input shaft is selectively engageable with the power source, on each input shaft It is provided with least one driving gear；

    The variable-speed dynamic output section includes：At least one output shaft, is each provided with least one driven on the output shaft Gear, the driven gear are engaged with the accordingly driving gear, and the variable-speed unit output section is at least one main deceleration Device driving gear, at least one main reducing gear driving gear are fixed at least one output shaft correspondingly.
17. 17. the power drive system of vehicle according to claim 16, it is characterised in that the input shaft for it is multiple and according to It is secondary it is coaxial nested set, when the power source is to input shaft transmission power, the power source optionally with it is multiple An engagement in the input shaft.
18. 18. the power drive system of vehicle according to claim 17, it is characterised in that the variable-speed unit synchronizer is set Put on the output shaft, for selectively synchronous between the driven gear and the output shaft, so that described driven Gear is rotated with the output shaft synchronous.
19. 19. the power drive system of vehicle according to claim 1, it is characterised in that the first dynamotor list First coupling part is connected with the conversion equipment input unit power coupling.
20. 20. the power drive system of vehicle according to claim 1, it is characterised in that the powertrain of the vehicle System has the first power source drive pattern, when the power drive system of the vehicle is in the first power source drive pattern, First dynamotor does not work, and first converter section and conversion equipment output section engagement, the power source are defeated The power gone out passes sequentially through the conversion equipment input unit, first converter section and the conversion equipment output section and exports to institute State system dynamic output section.
21. 21. the power drive system of vehicle according to claim 1, it is characterised in that the powertrain of the vehicle System has the second power source drive pattern, when the power drive system of the vehicle is in the second power source drive pattern, First dynamotor does not work, and second converter section and conversion equipment output section engagement, the power source are defeated The power gone out passes sequentially through the conversion equipment input unit, second converter section and the conversion equipment output section and exports to institute State the input terminal of system dynamic output section.
22. 22. the power drive system of vehicle according to claim 1, it is characterised in that the powertrain of the vehicle System has the first pure electric vehicle drive pattern, and the power drive system of the vehicle is in the first pure electric vehicle drive pattern, institute State power source not work, first converter section and conversion equipment output section engagement, first dynamotor and institute State the first generator unit coupling part to connect by the handover module power coupling, the first dynamotor output Power pass sequentially through the handover module, the first generator unit coupling part, the conversion equipment input unit, institute State the first converter section and the conversion equipment output section is exported to the system dynamic output section.
23. 23. the power drive system of vehicle according to claim 1, it is characterised in that the powertrain of the vehicle System has the second pure electric vehicle drive pattern, and the power drive system of the vehicle is in the second pure electric vehicle drive pattern, institute State power source not work, second converter section and conversion equipment output section engagement, first dynamotor and institute State the first generator unit coupling part to connect by the handover module power coupling, the first dynamotor output Power pass sequentially through the handover module, the first generator unit coupling part, the conversion equipment input unit, institute State the second converter section and the conversion equipment output section exports input terminal to the system dynamic output section.
24. 24. the power drive system of vehicle according to claim 13, it is characterised in that the powertrain of the vehicle System has the 3rd pure electric vehicle drive pattern, and the power drive system of the vehicle is in the 3rd pure electric vehicle drive pattern, institute State power source not work, first converter section and conversion equipment output section engagement, the handover module power coupling connect First dynamotor and the variable-speed unit are connect, the power of the first dynamotor output passes sequentially through described cut Change the mold block, the variable-speed unit, the conversion equipment input unit, first converter section and conversion equipment output section output To the system dynamic output section.
25. 25. the power drive system of vehicle according to claim 13, it is characterised in that the powertrain of the vehicle System has the 4th pure electric vehicle drive pattern, and the power drive system of the vehicle is in the 4th pure electric vehicle drive pattern, institute State power source not work, second converter section and conversion equipment output section engagement, the handover module power coupling connect First dynamotor and the variable-speed unit are connect, the power of the first dynamotor output passes sequentially through described cut Change the mold block, the variable-speed unit, the conversion equipment input unit, second converter section and conversion equipment output section output Input terminal to the system dynamic output section.
26. 26. the power drive system of vehicle according to claim 1, it is characterised in that the powertrain of the vehicle System have first it is counter drag start-up mode, the power drive system of the vehicle in described first it is counter drag start-up mode, described the One dynamotor is connected with the first generator unit coupling part by the handover module power coupling, and described The power of one dynamotor output passes sequentially through the handover module, the first generator unit coupling part, described Conversion equipment input unit is exported drives the power source to start to the power source.
27. 27. the power drive system of vehicle according to claim 1, it is characterised in that the powertrain of the vehicle System have second it is counter drag start-up mode, the power drive system of the vehicle in described second it is counter drag start-up mode, described the One dynamotor is connected with the power source by the handover module power coupling, the first dynamotor output Power passes sequentially through the handover module and exports to be started to the power source drive power source.
28. 28. the power drive system of vehicle according to claim 1, it is characterised in that the powertrain of the vehicle System has the first mixed dynamic drive pattern, when the power drive system of the vehicle is in the first mixed dynamic drive pattern, the power Source and first dynamotor work, first converter section and conversion equipment output section engagement, and described first Dynamotor is connected with the first generator unit coupling part by the handover module power coupling, the power The power of source output passes sequentially through the conversion equipment input unit, first converter section and conversion equipment output section output To the system dynamic output section, the power of first dynamotor output passes sequentially through the handover module, described the One generator unit coupling part, the conversion equipment input unit, first converter section and the conversion equipment output section Export to the system dynamic output section, exported after the power coupling of the power source and first dynamotor output to The conversion equipment input unit.
29. 29. the power drive system of vehicle according to claim 1, it is characterised in that the powertrain of the vehicle System has the second mixed dynamic drive pattern, when the power drive system of the vehicle is in the second mixed dynamic drive pattern, the power Source and first dynamotor work, second converter section and conversion equipment output section engagement, and described first Dynamotor is connected with the first generator unit coupling part by the handover module power coupling, the power The power of source output passes sequentially through the conversion equipment input unit, second converter section and conversion equipment output section output To the system dynamic output section, the power of first dynamotor output passes sequentially through the handover module, described the One generator unit coupling part, the conversion equipment input unit, second converter section and the conversion equipment output section Export to the system dynamic output section, exported after the rotating speed coupling of the power source and first dynamotor output to The conversion equipment input unit.
30. 30. the power drive system of vehicle according to claim 13, it is characterised in that the powertrain of the vehicle System has the 3rd mixed dynamic drive pattern, when the power drive system of the vehicle is in the 3rd mixed dynamic drive pattern, the power Source and first dynamotor work, first converter section and conversion equipment output section engagement, the switching Modular power is of coupled connections first dynamotor and the variable-speed unit, and the power of the power source output passes sequentially through Variable-speed unit, the conversion equipment input unit, first converter section and the conversion equipment output section are exported to the system Power output portion, the power of first dynamotor output pass sequentially through the handover module, variable-speed unit, described Conversion equipment input unit, first converter section and the conversion equipment output section are exported to the system dynamic output section, institute Variable-speed unit is stated to be suitable for exporting the power that the power source and first dynamotor export to the conversion equipment Input unit.
31. 31. the power drive system of vehicle according to claim 13, it is characterised in that the powertrain of the vehicle System has the 4th mixed dynamic drive pattern, when the power drive system of the vehicle is in the 4th mixed dynamic drive pattern, the power Source and first dynamotor work, and the variable-speed unit is connected with the power source power coupling, described second turn Change portion and conversion equipment output section engagement, the handover module power coupling connect first dynamotor with it is described Variable-speed unit, the power of the power source output pass sequentially through variable-speed unit, the conversion equipment input unit, second conversion Portion and the conversion equipment output section are exported to the system dynamic output section, the power of the first dynamotor output according to It is secondary to pass through the handover module, the variable-speed unit, the conversion equipment input unit, second converter section and the converting means Put output section and export and be suitable for the system dynamic output section, the variable-speed unit by the power source and the first electronic hair The power of motor output is exported to the conversion equipment input unit.
32. 32. the power drive system of vehicle according to claim 1, it is characterised in that the powertrain of the vehicle System has the first driving power generation mode, described when the power drive system of the vehicle is in the described first driving power generation mode Power source works, first converter section and conversion equipment output section engagement,

    First dynamotor passes through the handover module power coupling with the first generator unit coupling part Connection,

    A part of power of power source output passes sequentially through the conversion equipment input unit, first converter section and described Conversion equipment output section is exported passes sequentially through institute to the system dynamic output section, another part power of the power source output State conversion equipment input unit, the first generator unit coupling part, the handover module export it is electronic to described first Generator, drives the first dynamotor power generation.
33. 33. the power drive system of vehicle according to claim 1, it is characterised in that the powertrain of the vehicle System has the second driving power generation mode, described when the power drive system of the vehicle is in the described second driving power generation mode Power source works, second converter section and conversion equipment output section engagement,

    First dynamotor passes through the handover module power coupling with the first generator unit coupling part Connection,

    A part of power of power source output passes sequentially through the conversion equipment input unit, second converter section and described Conversion equipment output section is exported passes sequentially through institute to the system dynamic output section, another part power of the power source output State conversion equipment input unit, the first generator unit coupling part, the handover module export it is electronic to described first Generator, drives the first dynamotor power generation.
34. 34. the power drive system of vehicle according to claim 1, it is characterised in that the powertrain of the vehicle System has the third line car power generation mode, described when the power drive system of the vehicle is in the third line car power generation mode Power source works, first converter section and conversion equipment output section engagement,

    First dynamotor is connected with the power source by the handover module power coupling,

    A part of power of power source output passes sequentially through the conversion equipment input unit, first converter section and described Conversion equipment output section is exported passes sequentially through institute to the system dynamic output section, another part power of the power source output State handover module to export to first dynamotor, drive the first dynamotor power generation.
35. 35. the power drive system of vehicle according to claim 1, it is characterised in that the powertrain of the vehicle System has fourth line car power generation mode, described when the power drive system of the vehicle is in the fourth line car power generation mode Power source works, second converter section and conversion equipment output section engagement,

    First dynamotor is connected with the power source by the handover module power coupling,

    A part of power of power source output passes sequentially through the conversion equipment input unit, second converter section and described Conversion equipment output section is exported passes sequentially through institute to the system dynamic output section, another part power of the power source output State handover module to export to first dynamotor, drive the first dynamotor power generation.
36. 36. the power drive system of vehicle according to claim 1, it is characterised in that the powertrain of the vehicle System has the first Brake Energy take-back model, when the power drive system of the vehicle is in the first Brake Energy take-back model, First converter section and conversion equipment output section engagement, first dynamotor and first dynamotor Unit coupling part is connected by the handover module power coupling, and the power of the wheel from the vehicle passes sequentially through the system Power output of uniting portion, the conversion equipment output section, first converter section, the conversion equipment input unit, first electricity Dynamic generator unit coupling part, the handover module drive the first dynamotor power generation.
37. 37. the power drive system of vehicle according to claim 1, it is characterised in that the powertrain of the vehicle System has the second Brake Energy take-back model, when the power drive system of the vehicle is in the second Brake Energy take-back model, Second converter section and conversion equipment output section engagement, first dynamotor and first dynamotor Unit coupling part is connected by the handover module power coupling, and the power of the wheel from the vehicle passes sequentially through the system Power output of uniting portion, the conversion equipment output section, second converter section, the conversion equipment input unit, first electricity Dynamic generator unit coupling part, the handover module drive the first dynamotor power generation.
38. 38. the power drive system of vehicle according to claim 13, it is characterised in that the powertrain of the vehicle System has the 3rd Brake Energy take-back model, when the power drive system of the vehicle is in the 3rd Brake Energy take-back model, First converter section and conversion equipment output section engagement, the handover module power coupling connect the first electronic hair Motor and the variable-speed unit, the power of the wheel from the vehicle pass sequentially through the system dynamic output section, described turn Changing device output section, first converter section, the conversion equipment input unit, the variable-speed unit, handover module driving The first dynamotor power generation.
39. 39. the power drive system of vehicle according to claim 13, it is characterised in that the powertrain of the vehicle System has the 4th Brake Energy take-back model, when the power drive system of the vehicle is in the 4th Brake Energy take-back model, Second converter section and conversion equipment output section engagement, the handover module power coupling connect the first electronic hair Motor and the variable-speed unit, the power of the wheel from the vehicle pass sequentially through the system dynamic output section, described turn Changing device output section, second converter section, the conversion equipment input unit, the variable-speed unit, handover module driving The first dynamotor power generation.
40. 40. a kind of vehicle, it is characterised in that include the powertrain of the vehicle according to any one of claim 1-39 System.