CN209666814U - Powertrain and Vehicles - Google Patents

Abstract

The utility model discloses a power drive system and a vehicle. The power drive system comprises: an engine, a motor generator and a transmission; the transmission comprises a clutch; The gear driven gear, the second gear driven gear meshing with the second gear driving gear, the first gear driven gear, the second gear driven gear can be selectively coupled and connected with the output shaft, the first gear The second gear driven gear is fixedly connected with a transmission gear, and the output shaft is also provided with an output gear; the first gear of the intermediate shaft meshes with the first gear driven gear, and the second gear of the intermediate shaft meshes with the transmission gear; the main reducer is driven The gear, the driven gear of the main reducer meshes with the output gear, and the motor generator is coupled and connected with the driven gear of the main reducer. The power drive system of the utility model does not have the problem of power interruption of pure electric shifting, and can use fewer gears to realize the output of multiple gears of the engine.

Description

Powertrain and Vehicles

technical field

The utility model relates to the technical field of vehicle manufacturing, in particular to a power drive system and a vehicle having the power drive system.

Background technique

With the gradual development of automobile technology, the structural design of the power drive system tends to be more concise and multi-functional. At present, the transmission of the power drive system has a complex structure, a cumbersome transmission process, and a long transmission chain. When shifting gears under pure electric conditions, there is a problem of power interruption, which affects the smoothness of shifting.

Utility model content

The utility model aims to solve at least one of the technical problems existing in the prior art. Therefore, one objective of the present invention is to propose a power drive system, which can solve the problem of gear shift interruption due to a short transmission chain under the pure electric working condition of the power drive system.

A power drive system according to an embodiment of the present invention includes: an engine, a motor-generator, and a transmission, wherein the transmission includes: a clutch; and an input shaft, through which the input shaft can be selectively coupled and connected to the engine power through the clutch , the input shaft idler is provided with a first gear driving gear and a second gear driving gear, and the first gear driving gear and the second gear driving gear can be selectively connected with the input shaft power Coupling connection; output shaft, the empty sleeve of the output shaft is provided with a first gear driven gear meshing with the first gear driving gear, and a second gear driven gear meshing with the second gear driving gear gear, the first gear driven gear and the second gear driven gear can be selectively coupled and connected to the output shaft, and the second gear driven gear is fixedly connected with a transmission gear, so The output shaft is also provided with an output gear; an intermediate shaft, the intermediate shaft is provided with an intermediate shaft first gear and an intermediate shaft second gear, the intermediate shaft first gear meshes with the first gear driven gear, so The second gear of the intermediate shaft meshes with the transmission gear; the driven gear of the final reducer meshes with the output gear, and the motor generator is powered by the driven gear of the final reducer Coupling connection.

According to the power drive system of the embodiment of the present invention, the motor generator is connected with the driven gear of the main reducer, so that pure electric drive can be realized, the transmission chain is short, the transmission efficiency is high, and the problem of power interruption of pure electric shifting does not occur, and the transmission The gear structure design in the form of annular power flow is adopted, which can realize the output of multiple gears of the engine with fewer gears. This design not only reduces the weight of the transmission, but also reduces the axial gear of the transmission, which is beneficial to the space of the power drive system. layout.

The utility model also provides a vehicle.

A vehicle according to an embodiment of the present invention has the power drive system described in any one of the above embodiments.

The vehicle and the above-mentioned power drive system have the same advantages over the prior art, which will not be repeated here.

Additional aspects and advantages of the invention will be set forth, in part, from the following description, and in part will be apparent from the following description, or learned by practice of the invention.

Description of drawings

The above and/or additional aspects and advantages of the present invention will become apparent and readily understood from the following description of embodiments in conjunction with the accompanying drawings, wherein:

1-4 are schematic structural diagrams of a power drive system according to an embodiment of the present invention;

5 is a schematic structural diagram of a vehicle according to an embodiment of the present invention.

Reference number:

vehicle 1000,

power drive system 100,

Engine 10, motor generator 20, final drive 30,

clutch K,

Input shaft I, output shaft II, intermediate shaft III,

The first gear driving gear 1a, the second gear driving gear 2a, the third gear driving gear 3a, the fourth gear driving gear 4a, the reverse gear driving gear Ra,

The first gear driven gear 1b, the second gear driven gear 2b, the third gear driven gear 3b, the fourth gear driven gear 4b, the transmission gear 5b,

The first gear 1c of the intermediate shaft, the second gear 2c of the intermediate shaft, the third gear 3c of the intermediate shaft,

Motor side gear 1d, idler 2d, first transmission gear 1e, second transmission gear 2e,

Output gear 1f, final drive driven gear 2f,

The first synchronizer A, the second synchronizer B, the third synchronizer C, and the fourth synchronizer D.

Detailed ways

The following describes in detail the embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein the same or similar reference numerals refer to the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, but should not be construed as a limitation of the present invention.

The following describes a power drive system 100 according to an embodiment of the present invention with reference to FIGS. 1 to 4 . The motor generator 20 of the power drive system 100 is connected to the driven gear 2f of the final drive, so that the driving force output by the motor generator 20 It can directly act on the final drive driven gear 2f, so that the electric drive vehicle 1000 can travel. In addition, the power transmission path of the electric drive is short, and the transmission efficiency is high, which avoids the power interruption and the smoothness of the gear shift caused by the shift in the pure electric working condition, and is especially suitable for the plug-in hybrid vehicle 1000 .

As shown in FIGS. 1-4 , a power drive system 100 according to an embodiment of the present invention includes an engine 10 , a motor generator 20 , and a transmission.

The engine 10 is used for outputting driving force to drive the wheels to rotate, and the engine 10 may be a gasoline engine or a diesel engine. The crankshaft of the engine 10 can be connected to the input end of the transmission, the output end of the transmission can be connected to the wheels through the final reducer 30, and the driving force output by the engine 10 can be transmitted to the wheels through the transmission, thereby driving the wheels to rotate. The driving force output by the engine 10 can also be transmitted to the motor generator 20 through the transmission shaft, so as to drive the motor generator 20 to generate electricity.

The transmission has multiple gears, and the engine 10 can output various rotational speeds and torques through the transmission, so that the running vehicle 1000 can be well adapted to the driving environment. For example, when the vehicle 1000 is driving on a road with high resistance, the transmission can select a low-speed, high-torque gear for power transmission to maintain sufficient power output; in another example, when the vehicle 1000 is driving on a smooth and open road, the transmission can Select high-speed, low-torque gears for power transmission to reduce fuel consumption. In this way, it can be ensured that the vehicle 1000 has good dynamic performance under different working conditions, so that the vehicle 1000 can maintain a good running state, and at the same time, the fuel economy of the vehicle 1000 can be improved.

As shown in FIGS. 1-4 , the motor-generator 20 is connected to the transmission, and the motor-generator 20 can output driving force and transmit it to the wheels through the transmission to realize electric driving, or the driving force output by the engine 10 can drive the motor-generator 20 to generate electricity. Thereby, the motor generator 20 can be used as a generator or a motor, and the motor generator 20 can be used as a backup power source.

As shown in Figures 1-4, the transmission includes: a clutch K, an input shaft I, an output shaft II and an intermediate shaft III.

The input shaft I can be selectively coupled and connected to the engine 10 through the clutch K. When the clutch K connects the input shaft I and the engine 10 for power coupling, the driving force output by the engine 10 can be transmitted to the input shaft I, thereby realizing fuel driving through other transmission parts of the transmission, or output to the motor generator 20 for generating electricity; And when the clutch K disconnects the input shaft I from the engine 10, there is no power transmission between the two. At this time, the motor generator 20 can output driving force to drive the wheels to rotate, realizing pure electric drive. The input end of the clutch K is connected to the crankshaft of the engine 10, and components such as a flywheel, a dual-mass flywheel, a shock absorber, etc., can be selectively arranged between the two, so as to stabilize the rotational speed.

As shown in Fig. 1-Fig. 4, the input shaft I is provided with a first gear driving gear 1a and a second gear driving gear 2a, and the first gear driving gear 1a and the second gear driving gear 2a are hollowed in The input shaft I, the first gear driving gear 1a and the second gear driving gear 2a can be selectively coupled and connected with the input shaft I. That is, the first gear driving gear 1a can be optionally connected to the input shaft I or not connected to the input shaft I; the second gear driving gear 2a can be optionally connected to the input shaft I or not connected to the input shaft I .

As shown in Figures 1-4, the input shaft I is provided with a third gear driving gear 3a and a fourth gear driving gear 4a, and the third gear driving gear 3a and the fourth gear driving gear 4a are hollowed in The input shaft I, and the third gear drive gear 3a and the fourth gear drive gear 4a can be selectively coupled and connected with the input shaft I. That is, the third gear driving gear 3a can be optionally connected to the input shaft I or not connected to the input shaft I; the fourth gear driving gear 4a can be optionally connected to the input shaft I or not connected to the input shaft I. . In this way, the driving force output from the engine 10 can be output by the input shaft I to one of the first gear driving gear 1a, the second gear driving gear 2a, the third gear driving gear 3a, and the fourth gear driving gear 4a.

As shown in Figures 1-4, the output shaft II is provided with a first gear driven gear 1b, a second gear driven gear 2b, a third gear driven gear 3b and a fourth gear driven gear 4b, The first gear driven gear 1b meshes with the first gear driving gear 1a, the second gear driven gear 2b meshes with the second gear driving gear 2a, and the third gear driven gear 3b meshes with the third gear driving The gear 3a is meshed, and the fourth-speed driven gear 4b is meshed with the fourth-speed driving gear 4a.

Among them, the first gear driven gear 1b and the second gear driven gear 2b are idle on the output shaft II, and the first gear driven gear 1b and the second gear driven gear 2b can be selectively connected with the output shaft. Axis II power coupling connection. That is, the first gear driven gear 1b can be optionally connected to the output shaft II or not connected to the output shaft II; the second gear driven gear 2b can be optionally connected to the output shaft II or not. II is connected. The driving force of the first gear driven gear 1b or the second gear driven gear 2b can be selectively transmitted to the output shaft II to realize power transmission; the third gear driven gear 3b, the fourth gear driven gear The gears 4b are all fixedly connected with the output shaft II.

In this way, the driving force of the engine 10 includes at least four transmission paths from the input shaft I to the output shaft II, that is, the driving force of the engine 10 is transmitted from the input shaft I through the first gear driving gear 1a and the first gear driven gear 1b to the output Shaft II, or from the input shaft I through the second gear driving gear 2a, the second gear driven gear 2b to the output shaft II, or from the input shaft I through the third gear driving gear 3a, the third gear from The driving gear 3b is sent to the output shaft II, or the input shaft I is sent to the output shaft II via the fourth gear driving gear 4a and the fourth gear driven gear 4b. Thereby, power transmission of different paths can be realized.

Among them, the first gear driven gear 1b, the second gear driven gear 2b, the third gear driven gear 3b and the fourth gear driven gear 4b have different specifications, the first gear driving gear 1a, The specifications of the second gear driving gear 2a and the third gear driving gear 3a are different. Therefore, through different driving forces output by different power transmission paths, the power output of the power driving system 100 with different torques can be realized, so that the driving force output by the power driving system 100 can well adapt or match the current operating conditions of the vehicle 1000. The driving force can be used to ensure that the vehicle 1000 has good power and fuel economy during the driving process, and the performance of the whole vehicle is improved.

The second gear driven gear 2b is fixedly connected with a transmission gear 5b. As shown in Figures 1-4, the second gear driven gear 2b and the transmission gear 5b are coaxially arranged, that is, the second gear driven gear 2b can be It rotates at the same speed as the transmission gear 5b, and the diameters of the second gear driven gear 2b and the transmission gear 5b are different. Therefore, when the second gear driven gear 2b and the transmission gear 5b mesh with other gears for transmission, the output can be output. different torques.

In some embodiments, the second gear driven gear 2b and the transmission gear 5b are connected in parallel to form a double gear. As shown in FIGS. 1-4 , the second gear driven gear 2b and the transmission gear 5b are coaxially arranged In this way, the second gear driven gear 2b and the transmission gear 5b can rotate at the same speed, and the diameters of the second gear driven gear 2b and the transmission gear 5b are different. Therefore, the driving force transmitted by the second driving gear is output from the second gear driven gear 2b to the output shaft II and from the transmission gear 5b to the output shaft II through the intermediate shaft III. The torque and rotational speed are different, so that the power output of different gears of the power drive system 100 can be realized, the diversity and selectivity of the output gears are increased, and the driving force output by the power drive system 100 can be adapted to different operating conditions. In addition, the power drive system 100 needs less transmission parts to realize the power output of multiple gears, has a simple structure, and has a low design cost.

The intermediate shaft III is provided with a first intermediate shaft gear 1c and a second intermediate shaft gear 2c, and as shown in Figures 1-4, the first intermediate shaft gear 1c is fixedly connected to the intermediate shaft III, and the second intermediate shaft gear 2c is connected to the intermediate shaft. Axle III is fixedly connected, that is, the first gear 1c of the intermediate shaft and the second gear 2c of the intermediate shaft can rotate at the same speed, the first gear 1c of the intermediate shaft meshes with the driven gear 1b of the first gear, and the second gear 2c of the intermediate shaft and the transmission gear 5b meshes, so that the driving force of the input shaft I can be transmitted to the transmission gear 5b through the second gear driving gear 2a and the second gear driven gear 2b, and then output from the transmission gear 5b to the intermediate shaft second gear 2c in turn , the intermediate shaft III, the first gear 1c of the intermediate shaft and the first gear driven gear 1b, and then transmitted to the output shaft II through the first gear driven gear 1b. Of course, the driving force of the input shaft I can be transmitted to the first gear 1c of the intermediate shaft through the first gear driving gear 1a and the first gear driven gear 1b, and through the first gear 1c of the intermediate shaft, the intermediate shaft III, the intermediate shaft in turn The second gear 2c, the transmission gear 5b, and the second gear driven gear 2b are transmitted to the output shaft II to realize power transmission.

By arranging the transmission gear 5b fixedly connected with the second gear driven gear 2b, the forward and reverse bidirectional transmission of power can be realized through the transmission gear 5b and the intermediate shaft III as required, so as to realize the power output of different reduction ratios, and the increased gears Most of the gears on this transmission path are gears shared with other gears.

In this way, the transmission is designed with a gear structure in the form of annular power flow. Compared with the traditional automatic transmission, fewer gears can be used to realize the output of multiple gears of the engine 10. This design not only reduces the weight of the transmission, but also reduces the size of the transmission. The axial gear is convenient for the spatial arrangement of the power drive system 100 .

By designing the connection mode of the second gear driven gear 2b, the transmission gear 5b, the first gear 1c of the intermediate shaft, the second gear 2c of the intermediate shaft and the driven gear 1b of the first gear, the transmission can be improved in low-speed and high-speed gears. The transmission path, that is, the transmission has a low-speed output mode and a high-speed output mode.

In some embodiments, the power drive system 100 has a first gear working mode. In the first gear working mode, the second gear driving gear 2a is coupled to the input shaft I, and the first gear driven gear 1b is connected to the output shaft. The shaft II is coupled to the power, the clutch K is engaged, and the power of the engine 10 is adapted to pass through the input shaft I, the second gear driving gear 2a, the second gear driven gear 2b, the transmission gear 5b, the intermediate shaft second gear 2c, the intermediate shaft Shaft III, intermediate shaft first gear 1c, first gear driven gear 1b, output shaft II output.

It should be noted that the driving force of the common transmission can be driven from the input shaft I to the output shaft II through the first gear driving gear 1a, the first gear driven gear 1b or the second gear driving gear 2a, the second gear from The driven gear 2b, that is, through the first gear driving gear 1a, the first gear driven gear 1b, the second gear driving gear 2a, and the second gear driven gear 2b, the power output of only two gears can be realized, The transmission using the present application also has a first gear working mode, and the first gear working mode is a low-speed gear output mode. Therefore, the output gears are increased by the above-mentioned transmission gear 5b, and the output of multiple gears of the engine 10 can be realized by using fewer gears. This design not only reduces the weight of the transmission, but also reduces the axial gear of the transmission. The first gear working mode may be the lowest gear output mode of the power drive system 100 , that is, the first gear working mode may be the first gear driving mode, but not limited thereto.

In some embodiments, the power drive system 100 has a sixth gear working mode. In the sixth gear working mode, the first gear driving gear 1a is coupled to the input shaft I, and the second gear driven gear 2b is connected to the output shaft. The shaft II is coupled to the power, the clutch K is engaged, and the power of the engine 10 is adapted to pass through the input shaft I, the first gear driving gear 1a, the first gear driven gear 1b, the intermediate shaft first gear 1c, the intermediate shaft III, the intermediate shaft The second gear 2c, the transmission gear 5b, the second gear driven gear 2b, and the output shaft II are output. In this way, through the first gear driving gear 1a, the first gear driven gear 1b, the second gear driving gear 2a, the second gear driven gear 2b, the transmission gear 5b, the intermediate shaft, the second gear 2c, the intermediate shaft III. The first gear 1c of the intermediate shaft can realize the power output of at least four driving gears, and realize the output of multiple gears of the engine 10 by using fewer gears, which increases the multiple selection of output gears. This design not only reduces the The weight of the transmission is reduced, and the axial gears of the transmission are reduced, which is beneficial to the spatial arrangement of the power drive system 100 . The sixth gear working mode may be the high-speed output mode of the power drive system 100 , for example, the sixth gear working mode may be the sixth gear output mode, but not limited thereto.

The output shaft II is connected to the final reducer 30, and the driving force output by the engine 10 can be transmitted to the final reducer 30 through the output shaft II, and then transmitted to the wheels by the final reducer 30 for driving the wheels to rotate. As shown in Figures 1-4, the output shaft II is also provided with an output gear 1f, the main reducer 30 is connected with the main reducer driven gear 2f, the main reducer driven gear 2f meshes with the output gear 1f, and the output shaft II transmits The driving force can be transmitted to the final reducer 30 through the output gear 1f and the main reducer driven gear 2f to realize power transmission.

As shown in FIGS. 1 to 4 , the motor generator 20 is coupled and connected to the driven gear 2f of the final drive, so that the driving force output by the motor generator 20 can also be output to the driven gear 2f of the final drive and transmitted to the drive 30 is used to drive the wheels to rotate to realize pure electric drive. Of course, the engine 10 and the motor generator 20 can output driving force at the same time to superimpose the torque on the driven gear 2f of the final reducer, so as to enhance the driving force, improve the dynamic performance of the vehicle 1000, and improve the load capacity of the vehicle 1000.

The driving force output by the motor generator 20 is output to the main reducer 30 and the wheels through the main reducer driven gear 2f, the transmission path of the driving force output by the motor generator 20 is short, and the transmission process is easy to realize, which can effectively avoid the transmission caused by shifting gears. The problem of power interruption and shifting smoothness in pure electric operation, as well as inefficiency caused by too long transmission chain, is especially applicable to the plug-in hybrid electric vehicle 1000 . Among them, components such as a transmission mechanism and a clutch can be selectively added between the motor generator 20 and the driven gear 2f of the final reducer. In this way, it is possible to realize the power intervention of the motor generator 20 with a small change in the structure of the automatic transmission. The parallel hybrid system structure, by directly superimposing the torque of the final drive driven gear 2f, can better It highlights the advantages of the parallel structure with strong dynamics, simple structure and easy realization of vehicle space layout.

At the same time, connecting the motor generator 20 to the first gear 1c of the intermediate shaft does not require major changes to the original gearbox, simplifies the assembly structure, greatly shortens the axial dimension of the power drive system 100, and is easy to adjust. The layout of the car. And in terms of control logic, the power drive system 100 does not change the basic structure and shifting logic of the transmission. The intervention of the motor-generator 20 only manifests as the superposition of torque in the final gear. Therefore, the control logic of the engine 10 and the transmission is the same as that of the motor-generator. The control logic of 20 is independent, which helps to save the development time and cost of the manufacturer, and avoids the high failure rate of the system. Even if the engine 10 and the transmission system fail, it will not affect the power output of the motor generator 20 in pure electric mode.

The above-mentioned power drive system has a pure electric working mode, and in the pure electric working mode, the engine 10 does not work, the clutch K is disconnected, the motor generator 20 works, and the driving force is directly output to the final drive driven gear 2f to drive. The wheels turn for pure electric power drive.

According to the power drive system 100 of the embodiment of the present invention, the motor generator 20 is connected to the driven gear 2f of the main reducer, so that pure electric drive can be realized, the transmission chain is short, the transmission efficiency is high, and there is no interruption of pure electric shifting power. The problem is that the transmission adopts a gear structure design in the form of annular power flow, which can use fewer gears to realize the output of multiple gears of the engine 10. This design not only reduces the weight of the transmission, but also reduces the axial gear of the transmission, which is beneficial to the power Spatial arrangement of drive system 100 .

In some embodiments, as shown in FIGS. 1-3 , the input shaft I is provided with a reverse gear Ra, the reverse gear Ra is fixedly connected with the input shaft I, and the intermediate shaft III is provided with an intermediate shaft third gear 3c, The intermediate shaft third gear 3c is idly sleeved on the intermediate shaft III, and the intermediate shaft third gear 3c meshes with the reverse drive gear Ra. In this way, the driving force of the input shaft I can be transmitted to the intermediate shaft III through the reverse drive gear Ra and the intermediate shaft third gear 3c, and then transmitted to the output shaft II through the intermediate output, thereby realizing the reverse gear power of the power drive system 100 Output, drive the vehicle 1000 backward.

Among them, at least one of the reverse gear Ra and the intermediate shaft third gear 3c can be selectively coupled and connected to the corresponding shaft. As shown in Figures 1-3, the reverse gear Ra is fixedly connected to the input shaft I , the third gear 3c of the intermediate shaft is sleeved on the intermediate shaft III, and the third gear 3c of the intermediate shaft can be selectively connected with the intermediate shaft III. In this way, when the vehicle 1000 needs to perform a reverse gear operation, the intermediate shaft third gear 3c is coupled and connected to the intermediate shaft III, so that the driving force of the input shaft I can be transmitted through the reverse drive gear Ra and the intermediate shaft third gear 3c To the output shaft II, the vehicle 1000 runs in reverse gear; when the vehicle 1000 does not need to perform a reverse gear operation, the intermediate shaft third gear 3c is separated from the intermediate shaft III, so that there is no gap between the intermediate shaft third gear 3c and the intermediate shaft III. Power transmission, that is, the transmission has no reverse power output, thus, it can avoid the reverse driving force generated by the transmission during the forward process of the vehicle 1000 and affect the normal forward movement of the vehicle 1000, improve the rationality and safety of the transmission structure design, and improve the vehicle 1000. driving safety.

Among them, the first gear driving gear 1a and the second gear driving gear 2a can be selectively coupled and connected to the input shaft I through the first synchronizer A. As shown in Figures 1-4, the first synchronizer A The left coupling sleeve is used for the power coupling connection of the first gear driving gear 1a with the input shaft I, and the right coupling sleeve of the first synchronizer A is used for the dynamic coupling connection of the second gear driving gear 2a with the input shaft I.

The first gear driven gear 1b and the second gear driven gear 2b can be selectively coupled and connected to the output shaft II through the second synchronizer B, as shown in Figures 1-4, the second synchronizer B The left coupling sleeve is used for the dynamic coupling connection of the first gear driven gear 1b with the output shaft II, and the right coupling sleeve of the second synchronizer B is used for the dynamic coupling connection of the second gear driven gear 2b with the output shaft II; the third The gear drive gear 3a and the fourth gear drive gear 4a can be selectively coupled and connected to the input shaft I through the third synchronizer C. As shown in Figures 1-4, the right combination of the third synchronizer C is used for The fourth gear driving gear 4a is coupled and connected with the input shaft I, and the left coupling sleeve of the third synchronizer C is used for power coupling and connection of the third gear driving gear 3a with the input shaft I. As shown in FIGS. 1-3 , the third gear 3c of the intermediate shaft can be selectively coupled and connected to the intermediate shaft III through the fourth synchronizer D, thereby facilitating the power drive system 100 to select the power transmission that is consistent with the driving conditions path, so that the driving force output by the power driving system 100 can meet the driving demand.

Therefore, the power output of at least six forward gears can be realized through the above-mentioned power drive system 100 under the fuel condition, and the specific power transmission path is as follows:

When the first gear is driven, the right coupling sleeve of the first synchronizer A drives the input shaft I to the second gear driving gear 2a, and the left coupling sleeve of the second synchronizer B drives the output shaft II to the first gear. Gear 1b is coupled and connected in power, the third synchronizer C does not act, and the power transmission path is: engine 10-clutch K-input shaft I-second gear driving gear 2a-second gear driven gear 2b-transmission gear 5b- Intermediate shaft second gear 2c - intermediate shaft III - intermediate shaft first gear 1 c - first gear driven gear 1 b - output shaft II - output gear 1 f - final drive driven gear 2 f - final drive 30 - wheels.

When the second gear is driven, the left coupling sleeve of the first synchronizer A dynamically couples the input shaft I with the first gear driving gear 1a, and the left coupling sleeve of the second synchronizer B drives the output shaft II to the first gear. The gear 1b is connected by power coupling, the third synchronizer C does not act, and the power transmission path is: engine 10-clutch K-input shaft I-first gear driving gear 1a-first gear driven gear 1b-output shaft II- Output gear 1f-final driven gear 2f-final 30-wheel.

When the third gear is driven, the first synchronizer A and the second synchronizer B do not act, and the left coupling sleeve of the third synchronizer C connects the input shaft I and the third gear driving gear 3a for power coupling, and the power transmission path is: Engine 10 - clutch K - input shaft I - third gear driving gear 3 a - third gear driven gear 3 b - output shaft II - output gear 1 f - final drive driven gear 2 f - final drive 30 - wheels.

When the fourth gear is driven, the right coupling sleeve of the first synchronizer A connects the input shaft I and the second gear driving gear 2a dynamically, and the right coupling sleeve of the second synchronizer B drives the output shaft II to the second gear. The gear 2b is coupled and connected in power, the third synchronizer C does not act, and the power transmission path is: engine 10-clutch K-input shaft I-second gear driving gear 2a-second gear driven gear 2b-output shaft II- Output gear 1f-final driven gear 2f-final 30-wheel.

When the fifth gear is driven, the first synchronizer A and the second synchronizer B do not act, and the left coupling sleeve of the third synchronizer C connects the input shaft I and the fourth gear driving gear 4a for power coupling, and the power transmission path is: Engine 10 - clutch K - input shaft I - fourth gear driving gear 4 a - fourth gear driven gear 4 b - output shaft II - output gear 1 f - final drive driven gear 2 f - final drive 30 - wheels.

When the sixth gear is driven, the left coupling sleeve of the first synchronizer A connects the input shaft I with the first gear driving gear 1a, and the right coupling sleeve of the second synchronizer B drives the output shaft II to the second gear. Gear 2b is coupled and connected in power, the third synchronizer C does not act, and the power transmission path is: engine 10-clutch K-input shaft I-first gear driving gear 1a-first gear driven gear 1b-intermediate shaft first Gear 1c-Intermediate shaft III-Intermediate shaft second gear 2c-Transmission gear 5b-Second gear driven gear 2b-Output shaft II-Output gear 1f-Final reducer driven gear 2f-Final reducer 30-Wheel.

Specifically, as shown in Table 1, where S1 represents the first synchronizer A, S3 represents the third synchronizer C, S2 represents the second synchronizer B, and ● represents that the synchronizer is combined with the corresponding gear.

Table 1

Therefore, the power output of the six gears of the power drive system 100 in pure fuel mode can be realized, so as to ensure the stable and timely power output of the vehicle 1000 under different operating conditions, and improve the power performance of the whole vehicle.

The power drive system 100 of the above-mentioned embodiment can also realize the hybrid power output of at least six forward gears, wherein under the hybrid power condition, the transmission path of the driving force output by the engine 10 is the same as the power transmission path under the pure fuel condition , the driving force output by the motor generator 20 is output to the final drive driven gear 2f, whereby the driving force of the motor generator 20 and the driving force of the engine 10 form a torque superposition on the final drive driven gear 2f to realize a hybrid Power drive. Improve the dynamic performance of the power drive system 100 to ensure that the vehicle 1000 has stable and timely power output under different operating conditions, improve the dynamic performance of the entire vehicle, and improve the vehicle's maximum speed, acceleration and gradeability.

Some embodiments of a power drive system according to the invention are described below with reference to FIGS. 1-4 .

In Example 1:

As shown in FIG. 1 , the power drive system includes an engine 10 , a motor generator 20 , a transmission, and a final reducer 30 .

The transmission includes: clutch K, input shaft I, output shaft II and intermediate shaft III.

As shown in FIG. 1, the input shaft I is coupled and connected to the engine 10 through the clutch K, and the input shaft I is provided with a first gear driving gear 1a, a second gear driving gear 2a, a third gear driving gear 3a and The fourth gear driving gear 4a, the first gear driving gear 1a, the second gear driving gear 2a can be selectively coupled to the input shaft I through the first synchronizer A, the third gear driving gear 3a and the first gear The fourth-speed driving gear 4a is dynamically coupled to the input shaft I through the third synchronizer C, and the output shaft II is provided with a first-speed driven gear 1b and a second-speed driven gear 2b. The driven gear 1b and the second gear driven gear 2b are dynamically coupled to the output shaft II through the second synchronizer B, and the output shaft II is fixedly connected with the third gear driven gear 3b and the fourth gear driven gear 4b. The first gear driven gear 1b meshes with the first gear driving gear 1a, the second gear driven gear 2b meshes with the second gear driving gear 2a, and the third gear driven gear 3b meshes with the third gear The drive gear 3a is engaged with the drive gear 3a, and the driven gear 4b at the fourth speed is meshed with the drive gear 4a at the fourth speed.

As shown in Figure 1, the intermediate shaft III is provided with a first intermediate shaft gear 1c and a second intermediate shaft gear 2c, the second gear driven gear 2b is fixedly connected with a transmission gear 5b, and the transmission gear 5b is driven with the second gear The gears 2b are connected in parallel to form a double gear, the first gear 1c of the intermediate shaft is fixedly connected to the intermediate shaft III, the second gear 2c of the intermediate shaft is fixedly connected to the intermediate shaft III, the input shaft I, the second gear driven gear 2b, the transmission The gear 5b, the first gear 1c of the intermediate shaft, the second gear 2c of the intermediate shaft, the driven gear 1b of the first gear and the driving gear 1a of the first gear form a connection mode in the form of annular power flow, which can improve the transmission in low speed and high speed. The transmission path of the gear, that is, the transmission has a special low-speed output mode and a high-speed output mode. These two output modes use other gears to transmit power in both directions, so as to achieve different reduction ratios. In addition, there are few additional gears, and most of the gears on the transmission path are gears shared with other gears.

As shown in Figure 1, the input shaft I is provided with a reverse gear Ra, the reverse gear Ra is fixedly connected to the input shaft I, the intermediate shaft III is provided with a third intermediate gear 3c, and the third intermediate gear 3c is vacantly sleeved on the input shaft I. The intermediate shaft III and the intermediate shaft third gear 3c can be selectively coupled and connected to the intermediate shaft III through the fourth synchronizer D, and the intermediate shaft third gear 3c meshes with the reverse gear Ra.

As shown in Figure 1, the output shaft II is connected to the main reducer 30, the output shaft II is provided with an output gear 1f, the main reducer 30 is provided with a main reducer driven gear 2f, and the driving force transmitted by the output shaft II can pass through the output gear. 1f, the final drive driven gear 2f is transmitted to the final drive 30.

As shown in FIG. 1 , a motor-side gear 1d is fixedly connected to the motor shaft of the motor generator 20, the motor-side gear 1d meshes with an idler gear 2d, and the idler gear 2d and the final drive driven gear 2f are connected. In this way, the driving force output by the motor generator 20 is transmitted to the final reducer 30 through the motor side gear 1d, the idler gear 2d, and the final drive driven gear 2f to drive the wheels to rotate, so that the driving force of the motor generator 10 is directly It is transmitted to the driven gear 2f of the main reducer, and is directly used to drive the wheels to rotate, so that the motor generator 10 has a high transmission efficiency, avoiding the need to go through the complex shifting and transmission chain in the transmission to achieve pure electric power as in the prior art. It avoids the problem of inefficiency caused by the excessively long transmission chain.

According to the power drive system 100 of the first embodiment, through the selective combination of the clutch K and a plurality of synchronizers, the following working conditions can be realized:

1. Pure electric working condition: the engine 10 does not work, and the power of the motor generator 20 is output from the main reducer driven gear 2f to the main reducer 30, so as to realize the pure electric working condition output.

2. The first-to-sixth gear is output in pure fuel mode, which can realize the power output of 6 gears in pure fuel mode.

3. Hybrid power output: while the first-sixth gear of the engine 10 is output, the power of the motor-generator 20 is started, and the power of the motor-generator 20 can be intervened to form a torque superposition on the driven gear 2f of the main reducer, thereby Realize the output of each gear of the hybrid.

4. Driving power generation: During driving, when the power of the engine 10 is output from the driven gear 2f of the final reducer, part of the power is transmitted to the motor generator 20 through the idler 2d and the motor side gear 1d to realize driving power generation.

5. Deceleration/braking energy recovery: When decelerating or braking, energy is transmitted from the wheels to the motor generator 20 through various transmission parts to realize kinetic energy recovery.

6. Reversing the vehicle 1000: (1) Pure electric reversing, the power of the motor generator 20 can be reversed through the motor to reverse through direct gear; (2) The engine 10 is reversing, the clutch K is combined, and the fourth synchronizer D is combined with the intermediate shaft. The third gear 3c, the engine 10 realizes the reverse gear reverse through the intermediate shaft III; (3) the hybrid reverse, the engine 10 reverses the reverse, and realizes the hybrid reverse through the reversing motor.

In embodiment two:

As shown in FIG. 2 , the power drive system includes an engine 10 , a motor generator 20 , a transmission, and a final reducer 30 .

The transmission includes: clutch K, input shaft I, output shaft II and intermediate shaft III.

As shown in FIG. 2, the input shaft I is coupled and connected to the engine 10 through the clutch K, and the input shaft I is provided with a first gear driving gear 1a, a second gear driving gear 2a, a third gear driving gear 3a and The fourth gear driving gear 4a, the first gear driving gear 1a, the second gear driving gear 2a can be selectively coupled to the input shaft I through the first synchronizer A, the third gear driving gear 3a and the first gear The fourth-speed driving gear 4a is dynamically coupled to the input shaft I through the third synchronizer C, and the output shaft II is provided with a first-speed driven gear 1b and a second-speed driven gear 2b. The driven gear 1b and the second gear driven gear 2b are dynamically coupled to the output shaft II through the second synchronizer B, and the output shaft II is fixedly connected with the third gear driven gear 3b and the fourth gear driven gear 4b. The first gear driven gear 1b meshes with the first gear driving gear 1a, the second gear driven gear 2b meshes with the second gear driving gear 2a, and the third gear driven gear 3b meshes with the third gear The drive gear 3a is engaged with the drive gear 3a, and the driven gear 4b at the fourth speed is meshed with the drive gear 4a at the fourth speed.

As shown in Figure 2, the intermediate shaft III is provided with a first intermediate shaft gear 1c and a second intermediate shaft gear 2c, the second gear driven gear 2b is fixedly connected with a transmission gear 5b, and the transmission gear 5b is driven with the second gear The gears 2b are connected in parallel to form a double gear, the first gear 1c of the intermediate shaft is fixedly connected to the intermediate shaft III, the second gear 2c of the intermediate shaft is fixedly connected to the intermediate shaft III, the input shaft I, the second gear driven gear 2b, the transmission The gear 5b, the first gear 1c of the intermediate shaft, the second gear 2c of the intermediate shaft, the driven gear 1b of the first gear and the driving gear 1a of the first gear form a connection mode in the form of annular power flow, which can improve the transmission in low speed and high speed. The transmission path of the gear, that is, the transmission has a special low-speed output mode and a high-speed output mode. These two output modes use other gears to transmit power in both directions, so as to achieve different reduction ratios. In addition, there are few additional gears, and most of the gears on the transmission path are gears shared with other gears.

As shown in Figure 2, the input shaft I is provided with a reverse gear Ra, the reverse gear Ra is fixedly connected to the input shaft I, the intermediate shaft III is provided with a third intermediate gear 3c, and the third intermediate gear 3c is vacantly sleeved on the input shaft I. The intermediate shaft III and the intermediate shaft third gear 3c can be selectively coupled and connected to the intermediate shaft III through the fourth synchronizer D, and the intermediate shaft third gear 3c meshes with the reverse gear Ra.

As shown in Figure 2, the output shaft II is connected to the main reducer 30, the output shaft II is provided with an output gear 1f, the main reducer 30 is provided with a main reducer driven gear 2f, and the driving force transmitted by the output shaft II can pass through the output gear. 1f, the final drive driven gear 2f is transmitted to the final drive 30.

As shown in FIG. 2 , a motor-side gear 1d is fixedly connected to the motor shaft of the motor generator 20, and the motor-side gear 1d meshes with the final drive driven gear 2f. In this way, the driving force output by the motor generator 20 is transmitted to the final reducer 30 through the motor side gear 1d and the final drive driven gear 2f to drive the wheels to rotate, so that the driving force of the motor generator 10 is directly transmitted to the final speed reducer The driven gear 2f is directly used to drive the wheels to rotate, so that the motor-generator 10 has a high transmission efficiency, avoiding the problem of realizing the pure electric working condition through the complicated shifting and transmission chain in the transmission as in the prior art, Inefficiencies caused by excessively long drive chains are avoided.

According to the power drive system 100 of the second embodiment, through the selective combination of the clutch K and a plurality of synchronizers, the following working conditions can be realized:

1. Pure electric working condition: the engine 10 does not work, and the power of the motor generator 20 is output from the main reducer driven gear 2f to the main reducer 30, so as to realize the pure electric working condition output.

2. The first-to-sixth gear is output in pure fuel mode, which can realize the power output of 6 gears in pure fuel mode.

3. Hybrid power output: while the first-sixth gear of the engine 10 is output, the power of the motor-generator 20 is started, and the power of the motor-generator 20 can be intervened to form a torque superposition on the driven gear 2f of the main reducer, thereby Realize the output of each gear of the hybrid.

4. Driving power generation: During driving, the power of the engine 10 is output from the main reducer driven gear 2f, and part of the power is transmitted to the motor generator 20 through the motor side gear 1d to realize driving power generation.

5. Deceleration/braking energy recovery: When decelerating or braking, energy is transmitted from the wheels to the motor generator 20 through various transmission parts to realize kinetic energy recovery.

6. Reversing the vehicle 1000: (1) Pure electric reversing, the power of the motor generator 20 can be reversed through the motor to reverse through direct gear; (2) The engine 10 is reversing, the clutch K is combined, and the fourth synchronizer D is combined with the intermediate shaft. The third gear 3c, the engine 10 realizes the reverse gear reverse through the intermediate shaft III; (3) the hybrid reverse, the engine 10 reverses the reverse, and realizes the hybrid reverse through the reversing motor.

In embodiment three:

As shown in FIG. 3 , the power drive system includes an engine 10 , a motor generator 20 , a transmission, and a final reducer 30 .

The transmission includes: clutch K, input shaft I, output shaft II and intermediate shaft III.

As shown in FIG. 3, the input shaft I is coupled and connected to the engine 10 through the clutch K, and the input shaft I is provided with a first gear driving gear 1a, a second gear driving gear 2a, a third gear driving gear 3a and The fourth gear driving gear 4a, the first gear driving gear 1a, the second gear driving gear 2a can be selectively coupled to the input shaft I through the first synchronizer A, the third gear driving gear 3a and the first gear The fourth-speed driving gear 4a is dynamically coupled to the input shaft I through the third synchronizer C, and the output shaft II is provided with a first-speed driven gear 1b and a second-speed driven gear 2b. The driven gear 1b and the second gear driven gear 2b are dynamically coupled to the output shaft II through the second synchronizer B, and the output shaft II is fixedly connected with the third gear driven gear 3b and the fourth gear driven gear 4b. The first gear driven gear 1b meshes with the first gear driving gear 1a, the second gear driven gear 2b meshes with the second gear driving gear 2a, and the third gear driven gear 3b meshes with the third gear The drive gear 3a is engaged with the drive gear 3a, and the driven gear 4b at the fourth speed is meshed with the drive gear 4a at the fourth speed.

As shown in Fig. 3, the intermediate shaft III is provided with a first intermediate shaft gear 1c and a second intermediate shaft gear 2c, the second gear driven gear 2b is fixedly connected with a transmission gear 5b, and the transmission gear 5b is driven with the second gear The gears 2b are connected in parallel to form a double gear, the first gear 1c of the intermediate shaft is fixedly connected to the intermediate shaft III, the second gear 2c of the intermediate shaft is fixedly connected to the intermediate shaft III, the input shaft I, the second gear driven gear 2b, the transmission The gear 5b, the first gear 1c of the intermediate shaft, the second gear 2c of the intermediate shaft, the driven gear 1b of the first gear and the driving gear 1a of the first gear form a connection mode in the form of annular power flow, which can improve the transmission in low speed and high speed. The transmission path of the gear, that is, the transmission has a special low-speed output mode and a high-speed output mode. These two output modes use other gears to transmit power in both directions, so as to achieve different reduction ratios. In addition, there are few additional gears, and most of the gears on the transmission path are gears shared with other gears.

As shown in Figure 3, the input shaft I is provided with a reverse gear Ra, the reverse gear Ra is fixedly connected with the input shaft I, the intermediate shaft III is provided with an intermediate shaft third gear 3c, and the intermediate shaft third gear 3c is empty sleeved on the input shaft I. The intermediate shaft III and the intermediate shaft third gear 3c can be selectively coupled and connected to the intermediate shaft III through the fourth synchronizer D, and the intermediate shaft third gear 3c meshes with the reverse gear Ra.

As shown in Figure 3, the output shaft II is connected to the main reducer 30, the output shaft II is provided with an output gear 1f, the main reducer 30 is provided with a main reducer driven gear 2f, and the driving force transmitted by the output shaft II can pass through the output gear. 1f, the final drive driven gear 2f is transmitted to the final drive 30.

As shown in FIG. 3 , the motor shaft of the motor generator 20 is fixedly connected with a motor side gear 1d, the motor side gear 1d meshes with the first transmission gear 1e, the first transmission gear 1e and the second transmission gear 2e are coaxially arranged, and the second transmission gear 1e is coaxially arranged with the second transmission gear 1e. The transmission gear 2e meshes with the final drive driven gear 2f, and the motor-side gear 1d meshes with the final drive driven gear 2f. In this way, the driving force output from the motor generator 20 is transmitted to the final drive 30 through the motor side gear 1d, the first transmission gear 1e, the second transmission gear 2e, and the final drive driven gear 2f to drive the wheels to rotate, so that, The driving force of the motor-generator 10 is directly transmitted to the driven gear 2f of the main reducer, and is directly used to drive the wheels to rotate, so that the motor-generator 10 has a high transmission efficiency and avoids the need to go through complicated switching in the transmission as in the prior art. It avoids the problem of low efficiency caused by too long transmission chain.

According to the power drive system 100 of the third embodiment, through the selective combination of the clutch K and a plurality of synchronizers, the following working conditions can be realized:

1. Pure electric working condition: the engine 10 does not work, and the power of the motor generator 20 is output to the main reducer 30 from the motor side gear 1d, the first transmission gear 1e, the second transmission gear 2e, and the main reducer driven gear 2f. So as to realize the output of pure electric working condition.

2. The first-to-sixth gear is output in pure fuel mode, which can realize the power output of 6 gears in pure fuel mode.

3. Hybrid power output: while the first-sixth gear of the engine 10 is output, the power of the motor-generator 20 is started, and the power of the motor-generator 20 can be intervened to form a torque superposition on the driven gear 2f of the main reducer, thereby Realize the output of each gear of the hybrid.

4. Driving power generation: During driving, the power of the engine 10 is output from the main reducer driven gear 2f, and part of the power is transmitted to the motor generator 20 through the motor side gear 1d to realize driving power generation.

5. Deceleration/braking energy recovery: When decelerating or braking, energy is transmitted from the wheels to the motor generator 20 through various transmission parts to realize kinetic energy recovery.

6. Reversing the vehicle 1000: (1) Pure electric reversing, the power of the motor generator 20 can be reversed through the motor to reverse through direct gear; (2) The engine 10 is reversing, the clutch K is combined, and the fourth synchronizer D is combined with the intermediate shaft. The third gear 3c, the engine 10 realizes the reverse gear reverse through the intermediate shaft III; (3) the hybrid reverse, the engine 10 reverses the reverse, and realizes the hybrid reverse through the reversing motor.

In Example Four:

As shown in FIG. 4 , the power drive system includes an engine 10 , a motor generator 20 , a transmission, and a final reducer 30 .

The transmission includes: clutch K, input shaft I, output shaft II and intermediate shaft III.

As shown in FIG. 4 , the input shaft I is coupled and connected to the engine 10 through the clutch K, and the input shaft I is provided with a first gear driving gear 1a, a second gear driving gear 2a, a third gear driving gear 3a and The fourth gear driving gear 4a, the first gear driving gear 1a, the second gear driving gear 2a can be selectively coupled to the input shaft I through the first synchronizer A, the third gear driving gear 3a and the The fourth-speed driving gear 4a is dynamically coupled to the input shaft I through the third synchronizer C, and the output shaft II is provided with a first-speed driven gear 1b and a second-speed driven gear 2b. The driven gear 1b and the second gear driven gear 2b are dynamically coupled to the output shaft II through the second synchronizer B, and the output shaft II is fixedly connected with the third gear driven gear 3b and the fourth gear driven gear 4b. The first gear driven gear 1b meshes with the first gear driving gear 1a, the second gear driven gear 2b meshes with the second gear driving gear 2a, and the third gear driven gear 3b meshes with the third gear The drive gear 3a is meshed with the drive gear 3a, and the driven gear 4b at the fourth speed is meshed with the drive gear 4a at the fourth speed.

As shown in Figure 4, the intermediate shaft III is provided with a first intermediate shaft gear 1c and a second intermediate shaft gear 2c, the second gear driven gear 2b is fixedly connected with a transmission gear 5b, and the transmission gear 5b is driven with the second gear The gears 2b are connected in parallel to form a double gear, the first gear 1c of the intermediate shaft is fixedly connected to the intermediate shaft III, the second gear 2c of the intermediate shaft is fixedly connected to the intermediate shaft III, the input shaft I, the second gear driven gear 2b, the transmission The gear 5b, the first gear 1c of the intermediate shaft, the second gear 2c of the intermediate shaft, the driven gear 1b of the first gear and the driving gear 1a of the first gear form a connection mode in the form of annular power flow, which can improve the transmission in low speed and high speed. The transmission path of the gear, that is, the transmission has a special low-speed output mode and a high-speed output mode. These two output modes use other gears to transmit power in both directions, so as to achieve different reduction ratios. In addition, there are few additional gears, and most of the gears on the transmission path are gears shared with other gears.

As shown in Figure 4, the input shaft I is provided with a fourth gear driving gear 4a and a third gear driving gear 3a, and the output shaft II is fixedly connected with a fourth gear driven gear 4b and a third gear driven gear 4b. Gear 3b, the fourth gear driven gear 4b meshes with the fourth gear driving gear 4a, the intermediate shaft III is slidably mounted along the axial direction of the intermediate shaft III with the intermediate shaft third gear that is coupled and connected to the intermediate shaft III 3c, the reverse drive gear Ra is arranged on the coupling sleeve of the third synchronizer C, and the intermediate shaft III is provided with a radially slidable intermediate shaft third gear 3c, and the reverse gear Ra and the intermediate shaft third gear 3c are slidable. Selectively meshed, the intermediate shaft third gear 3c is splined to the intermediate shaft III, and can be meshed with the reverse drive gear Ra by turning the intermediate shaft third gear 3c to the right. In this way, the third gear 3c of the intermediate shaft can slide along the extending direction of the intermediate shaft III, and the third gear 3c of the intermediate shaft does not affect the left or right movement of the coupling sleeve of the third synchronizer C. Therefore, the installation position of the reverse shaft driving gear can be made more flexible, the restriction on the structural arrangement of the transmission is smaller, the installation layout flexibility and selectivity of each transmission part of the transmission are better, the space is more compact, and the weight is lighter. Wherein, the third gear 3c of the intermediate shaft can cooperate with the intermediate shaft III through the shaft spline, so as to slide relative to the intermediate shaft III.

As shown in Figure 4, the output shaft II is connected to the main reducer 30, the output shaft II is provided with an output gear 1f, the main reducer 30 is provided with a main reducer driven gear 2f, and the driving force transmitted by the output shaft II can pass through the output gear. 1f, the final drive driven gear 2f is transmitted to the final drive 30.

As shown in FIG. 4 , a motor-side gear 1d is fixedly connected to the motor shaft of the motor-generator 20, the motor-side gear 1d meshes with the idler gear 2d, and the idler gear 2d meshes with the final drive driven gear 2f. In this way, the driving force output by the motor generator 20 is transmitted to the final gear 30 through the motor side gear 1d, the idler gear 2d, and the final drive driven gear 2f to drive the wheels to rotate, and thus the driving force output by the motor generator 10 It is directly transmitted to the driven gear 2f of the main reducer, and is directly used to drive the wheels to rotate, so that the motor generator 10 has a high transmission efficiency, avoiding the need to go through the complex shifting and transmission chain in the transmission to achieve pure electric power as in the prior art. The problem of working conditions is avoided, and the problem of low efficiency caused by too long transmission chain is avoided.

According to the power drive system 100 of the fourth embodiment, through the selective combination of the clutch K and a plurality of synchronizers, the following working conditions can be realized:

1. Pure electric working condition: The engine 10 does not work, and the power of the motor generator 20 is output from the motor side gear 1d, the idler 2d, and the main reducer driven gear 2f to the main reducer 30, so as to realize the pure electric working condition output.

2. The first-to-sixth gear is output in pure fuel mode, which can realize the power output of 6 gears in pure fuel mode.

3. Hybrid power output: while the first-sixth gear of the engine 10 is output, the power of the motor-generator 20 is started, and the power of the motor-generator 20 can be intervened to form a torque superposition on the driven gear 2f of the main reducer, thereby Realize the output of each gear of the hybrid.

4. Driving power generation: During driving, when the power of the engine 10 is output from the output shaft II, part of the power is transmitted to the motor generator 20 through the motor side gear 1d, the idler 2d, and the main reducer driven gear 2f to realize driving. generate electricity.

5. Deceleration/braking energy recovery: When decelerating or braking, energy is transmitted from the wheels to the motor generator 20 through various transmission parts to realize kinetic energy recovery.

6. Reversing the vehicle 1000: (1) Pure electric reversing, the power of the motor generator 20 can be reversed through the direct gear to realize reversing; (2) The engine 10 is reversed, the clutch K is engaged, and the third gear 3c of the intermediate shaft slides to the right Meshing with the reverse drive gear on the third synchronizer C combined sleeve, the engine 10 realizes reverse reverse through the intermediate shaft III; (3) Hybrid reverse, the engine 10 reverses, and the hybrid reverse is realized by reversing the motor.

The present invention also proposes a vehicle 1000 .

The vehicle 1000 according to the embodiment of the present invention, as shown in FIG. 5 , has the power drive system 100 of the above-mentioned embodiment. Realize parking power generation and pure electric drive, the transmission chain is short, the transmission efficiency is high, and the problem of pure electric shift power interruption will not occur. The transmission adopts a gear structure design in the form of annular power flow, which can use fewer gears to realize the engine This design not only reduces the weight of the transmission, but also reduces the axial gear of the transmission, which facilitates the spatial arrangement of the power drive system 100 and improves the performance of the entire vehicle.

In the description of this specification, reference to the terms "one embodiment," "some embodiments," "exemplary embodiment," "example," "specific example," or "some examples", etc., is meant to incorporate the embodiments A particular feature, structure, material, or characteristic described by an example or example is included in at least one embodiment or example of the present invention. In this specification, schematic representations of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the particular features, structures, materials or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.

Although embodiments of the present invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made in these embodiments without departing from the principles and spirit of the invention. Variations, the scope of the present invention is defined by the claims and their equivalents.

Claims (11)

1. A power drive system, comprising: an engine, a motor-generator, and a transmission, the transmission comprising: clutch; an input shaft, the input shaft can be selectively coupled and connected to the engine through the clutch, the input shaft hollow sleeve is provided with a first gear driving gear, a second gear driving gear, the first gear a gear driving gear and the second gear driving gear can be selectively coupled and connected with the input shaft; The output shaft is provided with a first gear driven gear that meshes with the first gear driving gear and a second gear driven gear that meshes with the second gear driving gear. The first gear driven gear and the second gear driven gear can be selectively coupled and connected to the output shaft, the second gear driven gear is fixedly connected with a transmission gear, and the output shaft An output gear is also provided; an intermediate shaft, the intermediate shaft is provided with a first gear of the intermediate shaft and a second gear of the intermediate shaft, the first gear of the intermediate shaft meshes with the driven gear of the first gear, and the second gear of the intermediate shaft The transmission gear meshes; A final drive driven gear, the final drive driven gear meshes with the output gear, and the motor generator is coupled and connected with the final drive driven gear. 2 . The power drive system according to claim 1 , wherein the power drive system has a first gear working mode, and in the first gear working mode, the second gear driving gear and the The input shaft is powered and connected, the first gear driven gear is powered with the output shaft, the clutch is engaged, and the power of the engine is adapted to pass through the input shaft, the second gear driving gear , the second gear driven gear, the transmission gear, the intermediate shaft second gear, the intermediate shaft, the intermediate shaft first gear, the first gear driven gear, the output shaft output. 3 . The power drive system according to claim 1 , wherein the power drive system has a sixth gear working mode, and in the sixth gear working mode, the first gear driving gear and the The input shaft is powered and connected, the second gear driven gear is powered with the output shaft, the clutch is engaged, and the power of the engine is adapted to pass through the input shaft, the first gear driving gear , the first gear driven gear, the intermediate shaft first gear, the intermediate shaft, the intermediate shaft second gear, the transmission gear, the second gear driven gear, the output shaft output. 4 . The power drive system according to claim 1 , wherein the second gear driven gear and the transmission gear are connected in parallel to form a double gear. 5 . 5 . The power drive system according to claim 1 , wherein the input shaft is provided with a reverse gear driving gear, and the intermediate shaft is provided with an intermediate shaft third gear that meshes with the reverse gear driving gear, so 5 . At least one of the reverse drive gear and the intermediate shaft third gear can be selectively coupled to the corresponding shaft for power coupling. 6 . The power drive system according to claim 5 , wherein the input shaft hollow sleeve is provided with a third gear drive gear and a fourth gear drive gear, and the output shaft is fixedly connected with the first gear. 7 . The third gear driven gear meshed with the third gear driving gear and the fourth gear driven gear meshed with the fourth gear driving gear, the reverse gear driving gear is fixedly connected with the input shaft, the The third gear of the intermediate shaft is idly sleeved on the intermediate shaft; The first gear driving gear and the second gear driving gear can be selectively coupled and connected to the input shaft through a first synchronizer, the first gear driven gear, the second gear The driven gear can be selectively coupled and connected to the output shaft through a second synchronizer, and the third gear driving gear and the fourth gear driving gear can be selectively connected to the output shaft through a third synchronizer. The input shaft is dynamically coupled and connected, and the third gear of the intermediate shaft can be selectively coupled and connected to the intermediate shaft through a fourth synchronizer. 7 . The power drive system according to claim 1 , wherein the input shaft hollow sleeve is provided with a fourth gear driving gear and a third gear driving gear, and the output shaft is fixedly connected with the first gear. 8 . The fourth-speed driven gear and the third-speed driven gear meshed with the fourth-speed driving gear, the intermediate shaft is slidably mounted along the axial direction of the intermediate shaft with a power coupling with the intermediate shaft Connected intermediate shaft third gear; The first gear driving gear and the second gear driving gear can be selectively coupled and connected to the input shaft through a first synchronizer, the first gear driven gear, the second gear The driven gear can be selectively coupled and connected to the output shaft through a second synchronizer, and the third gear driving gear and the fourth gear driving gear can be selectively connected to the output shaft through a third synchronizer. The input shaft is coupled and connected in power, the reverse drive gear is arranged on the engagement sleeve of the third synchronizer, and the reverse drive gear is selectively meshed with the third gear of the intermediate shaft. 8 . The power drive system according to claim 1 , wherein a motor-side gear is fixedly connected to the motor shaft of the motor-generator, and the motor-side gear is connected to the final reducer from the main reducer. 9 . The moving gear meshes. 9 . The power drive system according to claim 1 , wherein a motor-side gear is fixedly connected to a motor shaft of the motor-generator, and the motor-side gear is connected to the main motor via an idler gear. 10 . The reducer driven gear meshes. 10 . The power drive system according to claim 1 , wherein a motor-side gear is fixedly connected to a motor shaft of the motor-generator, and the motor-side gear meshes with the first transmission gear, 11 . A second transmission gear coaxially arranged with the first transmission gear meshes with the driven gear of the final reducer. 11. A vehicle, characterized in that it has the power drive system according to any one of claims 1-10.