WO2018059123A1 - 用于车辆的动力驱动系统以及车辆 - Google Patents

用于车辆的动力驱动系统以及车辆 Download PDF

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Publication number
WO2018059123A1
WO2018059123A1 PCT/CN2017/096040 CN2017096040W WO2018059123A1 WO 2018059123 A1 WO2018059123 A1 WO 2018059123A1 CN 2017096040 W CN2017096040 W CN 2017096040W WO 2018059123 A1 WO2018059123 A1 WO 2018059123A1
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WO
WIPO (PCT)
Prior art keywords
gear
shaft
power
motor
output
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/CN2017/096040
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English (en)
French (fr)
Inventor
廉玉波
凌和平
翟震
吴飞
徐友彬
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
BYD Co Ltd
Original Assignee
BYD Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by BYD Co Ltd filed Critical BYD Co Ltd
Priority to KR1020197008767A priority Critical patent/KR20190040329A/ko
Priority to EP17854576.0A priority patent/EP3521086A4/en
Priority to US16/335,843 priority patent/US11299041B2/en
Publication of WO2018059123A1 publication Critical patent/WO2018059123A1/zh
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/02—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of clutch
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/44—Series-parallel type
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location or kind of gearing
    • B60K17/06—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location or kind of gearing of change-speed gearing
    • B60K17/08—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location or kind of gearing of change-speed gearing of mechanical type
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/24—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/26—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the motors or the generators
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    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/44—Series-parallel type
    • B60K6/442—Series-parallel switching type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/006—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion power being selectively transmitted by parallel flow paths, e.g. dual clutch transmissions
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location or kind of gearing
    • B60K17/16—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location or kind of gearing of differential gearing
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/22—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or type of main drive shafting, e.g. cardan shaft
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/28—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or type of power take-off
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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    • F16H—GEARING
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    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H2003/0822—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the arrangement of at least one reverse gear
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
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    • F16H3/087—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
    • F16H3/093—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears with two or more countershafts
    • F16H2003/0931—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears with two or more countershafts each countershaft having an output gear meshing with a single common gear on the output shaft
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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    • F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
    • F16H2200/0056—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising seven forward speeds
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

Definitions

  • the present disclosure relates to the field of vehicle technology, and in particular to a power drive system for a vehicle and a vehicle having the same.
  • Hybrid vehicles as one of the new energy vehicles, are driven by engines and/or motors and have multiple modes to improve transmission efficiency and fuel economy.
  • the hybrid vehicle has few driving modes, low transmission efficiency, and low power generation efficiency in the parking power generation condition.
  • the present disclosure aims to solve at least one of the technical problems in the related art to some extent.
  • the embodiments of the present disclosure propose a power driving system for a vehicle, which has a rich driving mode, high transmission efficiency, and high parking power generation efficiency.
  • Embodiments of the present disclosure further propose a vehicle.
  • a power drive system for a vehicle includes: an engine; a plurality of input shafts each provided with a gear shift gear; and a plurality of output shafts each having a gear position a moving gear, the gear driven gear correspondingly meshes with the gear driving gear; a first clutch device, the first clutch device is disposed between the engine and the plurality of input shafts, such that The engine is selectively engageable with at least one of the plurality of input shafts; a motor power shaft, the motor power shaft is provided with a first gear of a motor power shaft engageable to the motor power shaft, the motor a first gear of the power shaft is coupled with a gear driving gear in the same direction, the plurality of output shafts and the motor power shaft are linked with a differential of the vehicle; a first motor generator, the first motor generator Arranging to interlock with the motor power shaft; and a second motor generator, the second motor generator and the engine are located on an input side of the first clutch device, the plurality of input shafts are located The output
  • the drive mode is rich, and in the pure electric mode and the hybrid mode, the transmission efficiency is high, so that the power and economy of the vehicle can be improved.
  • the parking power generation efficiency is high when the vehicle is in the parking condition.
  • the first clutch device is a dual clutch and has an input end, a first output end, and a second output end, the input end selectively engaging the first output end and the Said at least one of the second outputs.
  • the input end is provided with an input external tooth
  • the second motor generator is coupled to the input external tooth
  • the second motor generator is coaxially coupled to the input.
  • a second clutch device is disposed between the second motor generator and the engine.
  • the second clutch device is disposed inside a rotor of the second motor generator.
  • the input ends of the engine, the second clutch device, and the first clutch device are coaxially disposed.
  • the first motor generator has a rated power that is greater than a rated power of the second motor generator.
  • the rated power of the first motor generator is two or more times the rated power of the second motor generator.
  • the second motor generator is located between the first clutch device and the engine.
  • the power drive system further includes an intermediate idler gear that is coupled to the motor power shaft first gear and the one gear drive gear, respectively.
  • the intermediate idler gear is a double gear and has a first gear portion that meshes with the one gear drive gear and a second gear portion that meshes with the first gear of the motor power shaft .
  • the motor power shaft is further provided with a motor power shaft synchronizer for engaging the motor power shaft first gear with the motor power shaft.
  • the motor power shaft synchronizer shares a first shift mechanism with a gear synchronizer corresponding to one gear driven gear.
  • the plurality of input shafts include: a first input shaft and a second input shaft, the second input shaft is sleeved on the first input shaft, the first input shaft a gear drive gear, a third gear drive gear, a five-speed drive gear and a seven-speed drive gear are disposed, and the second input shaft is provided with a second gear drive gear and a four-speed gear drive gear;
  • the plurality of output shafts include: An output shaft and a second output shaft; the first output shaft is provided with a driven gear, a second driven gear, a third driven gear and a fourth driven gear, and the second output shaft is sleeved a five-speed driven gear, a six-speed driven gear and a seven-speed driven gear are disposed; a three-speed synchronizer is disposed between the first-speed driven gear and the third-speed driven gear, and the second gear is A second-four-speed synchronizer is disposed between the moving gear and the fourth-speed driven gear, and a five-s
  • the motor power shaft is further provided with a motor power shaft synchronizer for engaging the motor power shaft first gear with the motor power shaft, the motor power shaft synchronizer and the motor
  • the six-speed synchronizer shares the first fork mechanism.
  • the first output shaft is fixedly disposed with a first output shaft output gear
  • the second output shaft is fixedly disposed with a second output shaft output gear
  • the motor power shaft is fixedly disposed.
  • a vehicle according to an embodiment of the present disclosure includes a power drive system according to the above-described embodiments of the present disclosure.
  • the vehicle according to an embodiment of the present disclosure has the same advantageous effects as the power driving system according to the above-described embodiments of the present disclosure, and will not be described in detail herein.
  • FIG. 1 is a schematic view of a power drive system according to a first embodiment of the present disclosure
  • FIG. 2 is a schematic diagram of a power drive system in accordance with a second embodiment of the present disclosure
  • FIG. 3 is a schematic diagram of a power drive system according to a third embodiment of the present disclosure.
  • FIG. 4 is a schematic structural view of a vehicle according to an embodiment of the present disclosure.
  • a power drive system 100 may be described in detail below with reference to the accompanying drawings, which may be applied to a vehicle 1000, such as a hybrid vehicle 1000.
  • the power drive system 100 may include an engine 1, a plurality of input shafts, a plurality of output shafts, a first motor generator 4, a second motor generator 6, and a motor power shaft 41.
  • the power drive system 100 may also include other mechanical components, such as the first clutch device 5d, the second clutch device 7, and the like.
  • the engine 1 is configured to selectively engage at least one of the plurality of input shafts. That is, when the engine 1 outputs power, the engine 1 can be engaged with one of the plurality of input shafts to transmit power, and of course, the engine 1 can also be simultaneously engaged with a plurality of the plurality of input shafts to transmit power.
  • Each input shaft is provided with a gear driving gear
  • each output shaft is provided with a gear driven gear
  • the gear driven gear meshes with the gear driving gear correspondingly.
  • the power transmission between the input shaft and the output shaft can be achieved by the engagement between the gear shift gear and the gear driven gear.
  • the output speed of the output shaft can be changed by selecting gear shifting gears and gear driven gears of different gear ratios.
  • a first clutch device 5d is disposed between the engine 1 and the plurality of input shafts, and the first clutch device 5d can allow the engine 1 selectively engaging at least one of the plurality of input shafts.
  • the first clutch device 5d can be a dual clutch and has an input end 51d, a first output end 52d and a second output end 53d.
  • the input end 51d can selectively engage the first output end 52d.
  • at least one of the second output terminals 53d that is, the input terminal 51d may engage the first output terminal 52d, or the input terminal 51d may engage the second output terminal 53d, or the input terminal 51d may simultaneously engage the first output terminal 52d and the second output terminal 53d.
  • the plurality of input shafts include: a first input shaft 21 and a second input shaft 22, the first output end 52d is connected to the first input shaft 21, and the second output end 53d is second.
  • the input shaft 22 is connected.
  • the first input shaft 21 is provided with a gear drive gear 1a, a third gear drive gear 3a, a fifth gear drive gear 5a and a seven-speed drive gear 7a.
  • the second input shaft 22 is provided with a second speed drive gear 2a and a four-six-speed drive gear 46a.
  • the second input shaft 22 is sleeved on the first input shaft 21, so that the axial length of the power drive system 100 can be effectively shortened, so that the space of the vehicle 1000 occupied by the power drive system 100 can be reduced.
  • the above-mentioned four-six-speed driving gear 46a means that the gear can be used as a four-speed driving gear or a six-speed driving gear, so that the axial length of the second input shaft 22 can be shortened, thereby being better reduced.
  • the volume of the small power drive system 100 is not limited to the gear.
  • the second-speed drive gear 2a, the four-segment drive gear 46a, the seven-speed drive gear 7a, the third-speed drive gear 3a, the fifth-speed drive gear 5a, and the first-gear drive gear 1a are sequentially arranged.
  • the positions of the plurality of gear driving gears By properly arranging the positions of the plurality of gear driving gears, the positions of the plurality of gear driven gears and the plurality of output shafts can be arranged reasonably, so that the power driving system 100 can be simple in structure and small in size.
  • the plurality of output shafts include a first output shaft 31 and a second output shaft 32.
  • the first output shaft 31 is provided with a driven gear 1b, a second driven gear 2b, a third driven gear 3b and a fourth driven gear 4b.
  • the fifth output shaft 32 is provided with a fifth-speed driven gear 5b, a sixth-speed driven gear 6b, and a seven-speed driven gear 7b.
  • the first gear drive gear 1a is adapted to mesh with the first gear driven gear 1b
  • the second gear drive gear 2a is adapted to mesh with the second gear driven gear 2b
  • the third gear drive gear 3a is adapted to mesh with the third gear driven gear 3b
  • the driving gear 46a is adapted to mesh with the fourth gear driven gear 4b
  • the fifth gear driving gear 5a is adapted to mesh with the fifth gear driven gear 5b
  • the fourth and sixth gear driving gears 46a are adapted to mesh with the sixth gear driven gear 6b
  • the drive gear 7a is adapted to mesh with the seven-speed driven gear 7b.
  • a three-speed synchronizer 13c is disposed between the first-speed driven gear 1b and the third-speed driven gear 3b, and a three-speed synchronizer 13c can be used to synchronize the first-speed driven gear 1b and the first output shaft 31, and can be used The third gear driven gear 3b and the first output shaft 31 are synchronized.
  • a second-four-speed synchronizer 24c is disposed between the second-speed driven gear 2b and the fourth-speed driven gear 4b, and the second-four-speed synchronizer 24c can be used to synchronize the second-speed driven gear 2b and the first output shaft 31, and can be used The fourth gear driven gear 4b and the first output shaft 31 are synchronized.
  • a five-seven-speed synchronizer 57c is disposed between the fifth-speed driven gear 5b and the seventh-speed driven gear 7b, and the five-seven-speed synchronizer 57c can be used to synchronize the fifth-speed driven gear 5b and the second output shaft 32, and can be used Synchronous seven-speed driven gear 7b and Two output shafts 32.
  • a six-speed synchronizer 6c is provided on one side of the sixth-speed driven gear 6b, and the six-speed synchronizer 6c can be used to synchronize the sixth-speed driven gear 6b and the second output shaft 32.
  • a motor power shaft first gear 42 may be disposed on the motor power shaft 41, and a motor power shaft output gear 47 may be fixedly disposed on the motor power shaft 41.
  • the motor power shaft first gear 42 may selectively engage the motor power.
  • Axis 41 As shown in FIG. 1 to FIG. 3, the motor power shaft 41 may further be provided with a motor power shaft synchronizer 42c for engaging the motor power shaft first gear 42 with the motor power shaft 41. .
  • the motor power shaft 41 and the plurality of output shafts are adapted to interlock with the differential of the vehicle 1000.
  • Coupled can be understood as a plurality of components (for example, two) associated motions. Taking two components as an example, when one of the components moves, the other component also moves.
  • gear-to-shaft linkage may be understood to mean that the shaft that is associated therewith will also rotate as the gear rotates, or that the gear that is associated therewith will also rotate as the shaft rotates.
  • the linkage of the shaft to the shaft can be understood as the other shaft that is linked to it when one of the shafts rotates.
  • linkage of a gear and a gear can be understood as the fact that when one of the gears rotates, the other gear that is interlocked with it will also rotate.
  • the first gear 42 of the motor power shaft is linked in the same direction as the one gear of the gear. It should be noted that the same direction linkage means that the first gear 42 of the motor power shaft is the same as the steering of the one gear drive gear, and is associated with the movement.
  • an intermediate idler gear 43 may be disposed between the first power gear 42 of the motor power shaft and the first gear drive gear, so that the intermediate idle gear 43 can ensure the first gear 42 and the motor power shaft.
  • the same direction linkage between a gear drive gear is described.
  • the power of the engine 1 can pass through the one gear drive gear, the intermediate idle gear 43, the motor power shaft first gear 42, the motor power shaft 41, and the motor power shaft output gear 47. It is transmitted to the differential so that the reverse operation of the vehicle 1000 can be achieved.
  • the intermediate idler gear 43 may be a double gear, and has a first gear portion that meshes with the one gear drive gear and a motor power shaft. A second gear portion in which a gear 42 meshes.
  • the intermediate idler pulley 43 can be sleeved on the second output shaft 32, whereby the position of the intermediate idler pulley 43 is appropriately arranged, and the structure of the power drive system 100 is reliable.
  • the one gear driving gear may be the second gear driving gear 2a, that is, the intermediate idle gear 43 meshes with the second gear driving gear 2a and the motor power shaft first gear 42, respectively, so that the second gear driving gear can be realized. Power transmission between 2a and the first gear 42 of the motor power shaft.
  • the motor power shaft synchronizer 42c shares the first shift mechanism with a gear synchronizer corresponding to one gear driven gear. This saves a fork structure, thereby reducing the cost of the power drive system 100, and making the power drive system 100 simple and reliable in construction.
  • the motor power shaft synchronizer 42c and the six-speed synchronizer 6c share a first shift mechanism.
  • a first output shaft output gear 31e is fixedly disposed on the first output shaft 31, and a second output shaft output gear 32e is fixedly disposed on the second output shaft 32.
  • the motor power shaft output gear 47 is The first output shaft output gear 31e and the second output shaft output gear 32e mesh with the final drive driven gear 8 of the vehicle 1000, respectively. It can be understood that the power transmitted to the first output shaft 31 and the second output shaft 32 can be transmitted to the final drive driven gear 8 through the first output shaft output gear 31e and the second output shaft output gear 32e, respectively, thereby It can drive the corresponding wheel to rotate.
  • the main reducer has a power transmission between the driven gear 8 and the differential, and specifically the main reducer driven gear 8 transmits power to the differential to drive the wheel to rotate.
  • the first motor generator 4 is interlocked with the motor power shaft 41.
  • the first motor generator 4 can transmit power to the motor power shaft 41.
  • the motor power shaft 41 can transmit power to the first motor generator 4 for the first motor generator 4 to generate electricity.
  • a transmission gear may be disposed between the first motor generator 4 and the motor power shaft.
  • the transmission gears are three, and the three transmission gears are respectively a first transmission gear 44, a second transmission gear 45 and a third transmission gear 46.
  • the first transmission gear 44 is fixed on the motor shaft of the first motor generator 4, and the third The transmission gear 46 is fixedly coupled to the motor power shaft 41, and the second transmission gear 45 is meshed between the first transmission gear 44 and the third transmission gear 46.
  • the second motor generator 6 and the engine 1 are located on the input side of the first clutch device 5d, and the second motor generator 6 may be located between the first clutch device 5d and the engine 1.
  • the second motor generator 6 can select a motor generator having a small capacity and a small volume, so that the miniaturization requirement of the transmission can be satisfied. Since the internal structure of the transmission has strict space requirements, such a smaller second motor generator 6 occupies a smaller volume of the transmission, thereby avoiding the relationship between the second motor generator 6 and other components (for example, the first clutch device 5d). Interference occurs, making the transmission reasonable in construction and compact in structure.
  • a plurality of input shafts are located on the output side of the first clutch device 5d.
  • the second motor generator 6 is arranged to perform parking power generation while the vehicle 1000 is parked, using at least part of the power from the engine 1.
  • at least a portion of the power of the engine 1 may be directly transferred to the second motor generator 6 to cause the second motor generator 6 to generate electricity, or at least a portion of the power of the engine 1 may be indirectly transmitted through the input terminal 51d.
  • the second motor generator 6 causes the second motor generator 6 to generate electricity.
  • the input end 51d may be provided with an input external tooth 54d, and the second motor generator 6 is interlocked with the input external tooth 54d.
  • the power of the engine 1 can be transmitted to the second motor generator 6 through the input end 51d and the input outer teeth 54d, and the second motor generator 6 can be used as a generator for parking power generation.
  • the second motor generator 6 and the input terminal 51d may be coaxially connected.
  • the second motor generator 6 may be disposed between the input end 51d and the engine 1 such that the power of the engine 1 necessarily passes through the second motor generator 6 when it is transmitted to the input end 51d, whereby the second motor generator 6 can be used as The generator is used for parking power generation.
  • a second clutch device 7 is disposed between the second motor generator 6 and the engine 1.
  • the second clutch device 7 may be a single clutch, and the second clutch device 7 may control the engagement disconnection between the engine 1 and the second motor generator 6, and may control the engagement disconnection between the engine 1 and the input terminal 51d.
  • the second clutch device 7 is disposed inside the rotor of the second motor generator 6. This can better shorten the axial length of the power drive system 100, thereby reducing the volume of the power drive system 100, and improving the flexibility of the power drive system 100 on the vehicle 1000.
  • the second motor generator 6 can also be used as a starter.
  • the engine 1, the second clutch device 7, and the input end 51d of the first clutch device 5d are coaxially disposed. This makes the power drive system 100 compact and small in size.
  • the second motor generator 6 is located between the engine 1 and the first clutch device 5d in the axial direction, which can effectively reduce the power driving system 100.
  • the axial length of the second motor generator 6 can be rationally arranged, and the structural compactness of the power drive system 100 can be improved.
  • the first motor generator 4 is the main drive motor of the power drive system 100, so the capacity and volume of the first motor generator 4 are large. By providing the motor power shaft 41, the volume of the power drive system 100 can be minimized, and interference between the first motor generator 4 and the second motor generator 6 can be avoided.
  • the rated power of the first motor generator 4 is greater than the rated power of the second motor generator 6.
  • the second motor generator 6 can select a motor generator having a small volume and a small rated power, so that the power drive system 100 can be made simple in structure and small in size, and in the parking power generation, the second motor generator 6 and the engine 1
  • the intermediate transmission path is short and the power generation efficiency is high, so that a part of the power of the engine 1 can be efficiently converted into electric energy.
  • the peak power of the first motor generator 4 is also larger than the peak power of the second motor generator 6.
  • the rated power of the first motor generator 4 is twice or more than the rated power of the second motor generator 6.
  • the peak power of the first motor generator 4 is twice the peak power of the second motor generator 6 Or more than twice.
  • the rated power of the first motor generator 4 may be 60 kW
  • the rated power of the second motor generator 6 may be 24 kW
  • the peak power of the first motor generator 4 may be 120 kW
  • the mode of operation of the power drive system 100 for the vehicle 1000 will be described in detail below with reference to the accompanying drawings.
  • the difference between the power drive system 100 shown in FIGS. 2 and 3 and the power drive system 100 shown in FIG. 1 is mainly embodied in the arrangement of the second motor generator 6, but the arrangement of the second motor generator 6 is opposite.
  • the mode effect is relatively small, so the operating mode of the power drive system 100 shown in FIGS. 2 and 3 is substantially the same as the operating mode of the power drive system 100 shown in FIG.
  • the operating mode of the power drive system 100 shown in FIG. 1 will be described in detail below as an example.
  • the power of the engine 1 is transmitted to the first input shaft 21 and/or the second input shaft 22 via the first clutch device 5d, and then transmitted to the first output shaft 31 or the second output shaft through the corresponding gear gear pair 32.
  • the final power is transmitted to the differential to drive the wheel to rotate.
  • the gear gear pair includes gear shift gears and gear driven gears that correspond to each other.
  • the input 51d of the first clutch device 5d selectively engages at least one of the two outputs.
  • the first motor generator 4 is used as a motor, and the power of the first motor generator 4 is sequentially transmitted to the differential through the motor power shaft 41 and the motor power shaft output gear 47 to drive the wheel to rotate.
  • Hybrid mode A combination between the above pure engine mode and the pure electric mode, the power of the engine 1 and the power of the first motor generator 4 are coupled at the final drive driven gear 8.
  • the parking power generation mode the power of the engine 1 is all transmitted to the second motor generator 6 through the input end 51d of the first clutch device 5d, and the second motor generator 6 functions as a generator for parking power generation.
  • the first driving mode a part of the power of the engine 1 is transmitted to the differential through the first clutch device 5d, the input shaft and the output shaft to drive the wheel to rotate, and another part of the power of the engine 1 is transmitted through the input end 51d of the first clutch device 5d.
  • the second motor generator 6 is used for power generation by the second motor generator 6.
  • the second driving mode the power of the engine 1 is transmitted to the differential through the first clutch device 5d, the input shaft and the output shaft to drive the wheel to rotate, and the final drive driven gear 8 can pass a part of the power through the motor power shaft output gear 47.
  • the motor power shaft 41 is transmitted to the first motor generator 4 for the first motor generator 4 to generate electricity.
  • a vehicle 1000 includes a power drive system 100 for a vehicle 1000 in accordance with the above-described embodiments of the present disclosure.

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Abstract

一种用于车辆的动力驱动系统以及车辆，动力驱动系统包括：发动机（1）；多个输入轴；多个输出轴；第一离合装置（5d），第一离合装置（5d）设置在发动机（1）与多个输入轴之间，以使得发动机（1）可选择性地接合多个输入轴中的至少一个；电机动力轴（41），电机动力轴（41）上空套设置有与一个挡位主动齿轮同方向联动的电机动力轴第一齿轮（42），多个输出轴以及电机动力轴（41）与车辆的差速器联动；第一电动发电机（4），第一电动发电机（4）设置成与电机动力轴（41）联动；以及第二电动发电机（6），第二电动发电机（6）和发动机（1）位于第一离合装置（5d）的输入侧，多个输入轴位于第一离合装置（5d）的输出侧，第二电动发电机（6）设置成利用来自发动机（1）的至少部分动力在车辆驻车时进行驻车发电。

Description

用于车辆的动力驱动系统以及车辆 技术领域
本公开涉及车辆技术领域，尤其涉及一种用于车辆的动力驱动系统以及具有该动力驱动系统的车辆。
背景技术
随着能源的不断消耗，新能源车型的开发和利用已逐渐成为一种趋势。混合动力汽车作为新能源车型中的一种，通过发动机和/或电机进行驱动，具有多种模式，可以改善传动效率和燃油经济性。
但是，在相关技术中，混合动力汽车驱动模式少，传动效率较低，而且在驻车发电工况时，发电效率低。
发明内容
本公开旨在至少在一定程度上解决相关技术中的技术问题之一。为此，本公开实施例提出一种用于车辆的动力驱动系统，该动力驱动系统驱动模式丰富，传动效率高，驻车发电效率高。
本公开实施例进一步地提出了一种车辆。
根据本公开实施例的用于车辆的动力驱动系统，包括：发动机；多个输入轴，每个输入轴上设置有挡位主动齿轮；多个输出轴，每个输出轴上设置有挡位从动齿轮，所述挡位从动齿轮与所述挡位主动齿轮对应地啮合；第一离合装置，所述第一离合装置设置在所述发动机与所述多个输入轴之间，以使得所述发动机可选择性地接合所述多个输入轴中的至少一个；电机动力轴，所述电机动力轴上空套设置有可接合至所述电机动力轴的电机动力轴第一齿轮，所述电机动力轴第一齿轮与一个挡位主动齿轮同方向联动，所述多个输出轴以及所述电机动力轴与所述车辆的差速器联动；第一电动发电机，所述第一电动发电机设置成与所述电机动力轴联动；以及第二电动发电机，所述第二电动发电机和所述发动机位于所述第一离合装置的输入侧，所述多个输入轴位于所述第一离合装置的输出侧，所述第二电动发电机设置成利用来自所述发动机的至少部分动力在所述车辆驻车时进行驻车发电。
根据本公开实施例的用于车辆的动力驱动系统，驱动模式丰富，而且在纯电动模式和混合动力模式时，传动效率高，从而可以提高车辆的动力性和经济性。另外，在车辆处于驻车工况时，驻车发电效率高。
在本公开的一些示例中，所述第一离合装置为双离合器，且具有输入端、第一输出端和第二输出端，所述输入端可选择性地接合所述第一输出端和所述第二输出端中的至少一个。
在本公开的一些示例中，所述输入端上设置有输入端外齿，所述第二电动发电机与所述输入端外齿联动。
在本公开的一些示例中，所述第二电动发电机与所述输入端同轴相连。
在本公开的一些示例中，所述第二电动发电机与所述发动机之间设置有第二离合装置。
在本公开的一些示例中，所述第二离合装置设置在所述第二电动发电机的转子内部。
在本公开的一些示例中，所述发动机、所述第二离合装置以及所述第一离合装置的输入端同轴布置。
在本公开的一些示例中，所述第一电动发电机的额定功率大于所述第二电动发电机的额定功率。
在本公开的一些示例中，所述第一电动发电机的额定功率为所述第二电动发电机的额定功率的两倍或两倍以上。
在本公开的一些示例中，所述第二电动发电机位于所述第一离合装置与所述发动机之间。
在本公开的一些示例中，所述动力驱动系统还包括：中间惰轮，所述中间惰轮分别与所述电机动力轴第一齿轮和所述一个挡位主动齿轮联动。
在本公开的一些示例中，所述中间惰轮为双联齿轮，且具有与所述一个挡位主动齿轮啮合的第一齿轮部以及与所述电机动力轴第一齿轮啮合的第二齿轮部。
在本公开的一些示例中，所述电机动力轴上还设置有用于将所述电机动力轴第一齿轮与所述电机动力轴接合的电机动力轴同步器。
在本公开的一些示例中，所述电机动力轴同步器与一个挡位从动齿轮对应的挡位同步器共用第一拨叉机构。
在本公开的一些示例中，所述多个输入轴包括：第一输入轴和第二输入轴，所述第二输入轴套设在所述第一输入轴上，所述第一输入轴上设置有一挡主动齿轮、三挡主动齿轮、五挡主动齿轮和七挡主动齿轮，所述第二输入轴上设置有二挡主动齿轮和四六挡主动齿轮；所述多个输出轴包括：第一输出轴和第二输出轴；所述第一输出轴上空套设置有一挡从动齿轮、二挡从动齿轮、三挡从动齿轮和四挡从动齿轮，所述第二输出轴上空套设置有五挡从动齿轮、六挡从动齿轮和七挡从动齿轮；所述一挡从动齿轮与所述三挡从动齿轮之间设置有一三挡同步器，所述二挡从动齿轮与所述四挡从动齿轮之间设置有二四挡同步器，所述五挡从动齿轮与所述七挡从动齿轮之间设置有五七挡同步器，所述六挡从动齿轮的一侧设置有六挡同步器。
在本公开的一些示例中，所述电机动力轴上还设置有用于将所述电机动力轴第一齿轮与所述电机动力轴接合的电机动力轴同步器，所述电机动力轴同步器与所述六挡同步器共用第一拨叉机构。
在本公开的一些示例中，所述第一输出轴上固定设置有第一输出轴输出齿轮，所述第二输出轴上固定设置有第二输出轴输出齿轮，所述电机动力轴上固定设置有电机动力轴输出齿轮，所述第一输出轴输出齿轮、所述第二输出轴输出齿轮以及所述电机动力轴输出齿轮分别与所述车辆的主减速器从动齿轮啮合。
根据本公开实施例的车辆，包括根据本公开上述实施例的动力驱动系统。
根据本公开实施例的车辆与根据本公开上述实施例的动力驱动系统的有益效果相同，在此不再详述。
附图说明
图1是根据本公开第一实施例的动力驱动系统的示意图；
图2是根据本公开第二实施例的动力驱动系统的示意图；
图3是根据本公开第三实施例的动力驱动系统的示意图；以及
图4是根据本公开实施例的车辆的结构示意图。
具体实施方式
下面详细描述本公开的实施例，所述实施例的示例在附图中示出。下面通过参考附图描述的实施例是示例性的，旨在用于解释本公开，而不能理解为对本公开的限制。
下面参考附图详细描述根据本公开实施例的动力驱动系统100，该动力驱动系统100可以应用在车辆1000上，例如，混合动力车辆1000上。
根据本公开实施例的动力驱动系统100可以包括：发动机1、多个输入轴、多个输出轴、第一电动发电机4、第二电动发电机6和电机动力轴41。当然，该动力驱动系统100还可以包括其他机械部件，例如，第一离合装置5d、第二离合装置7等。
发动机1设置成可选择性地接合多个输入轴中的至少一个。也就是说，在发动机1输出动力时，发动机1能够与多个输入轴中的一个接合以传输动力，当然，发动机1还能够与多个输入轴中的多个同时接合以传输动力。每个输入轴上设置有挡位主动齿轮，每个输出轴上设置有挡位从动齿轮，挡位从动齿轮与挡位主动齿轮对应地啮合。通过挡位主动齿轮和挡位从动齿轮之间的啮合，可以实现输入轴和输出轴之间的动力传递。通过选取不同传动比的挡位主动齿轮和挡位从动齿轮，可以改变输出轴的输出转速。
发动机1与多个输入轴之间设置有第一离合装置5d，第一离合装置5d可以允许发动机 1选择性地接合多个输入轴中的至少一个。如图1-图3所示，第一离合装置5d可以为双离合器，且具有输入端51d、第一输出端52d和第二输出端53d，输入端51d可选择性地接合第一输出端52d和第二输出端53d中的至少一个。也就是说，输入端51d可以接合第一输出端52d，或者，输入端51d可以接合第二输出端53d，或者输入端51d可以同时接合第一输出端52d和第二输出端53d。
例如，如图1-图3所示，多个输入轴包括：第一输入轴21和第二输入轴22，第一输出端52d与第一输入轴21相连，第二输出端53d与第二输入轴22相连。
第一输入轴21上设置有一挡主动齿轮1a、三挡主动齿轮3a、五挡主动齿轮5a和七挡主动齿轮7a。第二输入轴22上设置有二挡主动齿轮2a和四六挡主动齿轮46a。第二输入轴22套设在第一输入轴21上，这样可以有效缩短动力驱动系统100的轴向长度，从而可以降低动力驱动系统100所占用的车辆1000的空间。上述的四六挡主动齿轮46a指的是该齿轮既可以用作四挡主动齿轮，也可以用作六挡主动齿轮，这样可以缩短第二输入轴22的轴向长度，从而可以更好地减小动力驱动系统100的体积。
在逐渐远离发动机1的方向上，二挡主动齿轮2a、四六挡主动齿轮46a、七挡主动齿轮7a、三挡主动齿轮3a、五挡主动齿轮5a和一挡主动齿轮1a依次排布。通过合理布置多个挡位主动齿轮的位置，可以使得多个挡位从动齿轮和多个输出轴的位置布置合理，从而可以使得动力驱动系统100结构简单，体积小。
多个输出轴包括：第一输出轴31和第二输出轴32。第一输出轴31上空套设置有一挡从动齿轮1b、二挡从动齿轮2b、三挡从动齿轮3b和四挡从动齿轮4b。第二输出轴32上空套设置有五挡从动齿轮5b、六挡从动齿轮6b和七挡从动齿轮7b。
一挡主动齿轮1a适于与一挡从动齿轮1b啮合，二挡主动齿轮2a适于与二挡从动齿轮2b啮合，三挡主动齿轮3a适于与三挡从动齿轮3b啮合，四六挡主动齿轮46a适于与四挡从动齿轮4b啮合，五挡主动齿轮5a适于与五挡从动齿轮5b啮合，四六挡主动齿轮46a适于与六挡从动齿轮6b啮合，七挡主动齿轮7a适于与七挡从动齿轮7b啮合。
一挡从动齿轮1b与三挡从动齿轮3b之间设置有一三挡同步器13c，一三挡同步器13c可以用于同步一挡从动齿轮1b和第一输出轴31，以及可以用于同步三挡从动齿轮3b和第一输出轴31。
二挡从动齿轮2b与四挡从动齿轮4b之间设置有二四挡同步器24c，二四挡同步器24c可以用于同步二挡从动齿轮2b和第一输出轴31，以及可以用于同步四挡从动齿轮4b和第一输出轴31。
五挡从动齿轮5b和七挡从动齿轮7b之间设置有五七挡同步器57c，五七挡同步器57c可以用于同步五挡从动齿轮5b和第二输出轴32，以及可以用于同步七挡从动齿轮7b和第 二输出轴32。六挡从动齿轮6b的一侧设置有六挡同步器6c，六挡同步器6c可以用于同步六挡从动齿轮6b和第二输出轴32。
电机动力轴41上可以空套设置有电机动力轴第一齿轮42，而且电机动力轴41上还可以固定设置有电机动力轴输出齿轮47，电机动力轴第一齿轮42可以选择性地接合电机动力轴41。具体地，如图1-图3所示，电机动力轴41上还可以设置有电机动力轴同步器42c，电机动力轴同步器42c用于将电机动力轴第一齿轮42与电机动力轴41接合。
电机动力轴41和多个输出轴适于与车辆1000的差速器联动。
需要说明的是，上述的“联动”可以理解为多个部件(例如，两个)关联运动，以两个部件联动为例，在其中一个部件运动时，另一个部件也随之运动。
例如，在本公开的一些实施例中，齿轮与轴联动可以理解为是在齿轮旋转时，与其联动的轴也将旋转，或者在该轴旋转时，与其联动的齿轮也将旋转。
又如，轴与轴联动可以理解为是在其中一根轴旋转时，与其联动的另一根轴也将旋转。
再如，齿轮与齿轮联动可以理解为是在其中一个齿轮旋转时，与其联动的另一个齿轮也将旋转。
在本公开下面有关“联动”的描述中，如果没有特殊说明，均作此理解。
电机动力轴第一齿轮42与一个挡位主动齿轮同方向联动。需要说明的是，同方向联动指的是电机动力轴第一齿轮42与所述一个挡位主动齿轮的转向相同，而且关联运动。
如图1-图3所示，电机动力轴第一齿轮42和所述一个挡位主动齿轮之间可以设置有中间惰轮43，这样中间惰轮43可以保证电机动力轴第一齿轮42和所述一个挡位主动齿轮之间的同方向联动。由此，在车辆1000进行倒挡操作时，发动机1的动力可以通过所述一个挡位主动齿轮、中间惰轮43、电机动力轴第一齿轮42、电机动力轴41、电机动力轴输出齿轮47传递给差速器，从而可以实现车辆1000的倒挡操作。
在本公开的一些实施例中，如图1-图3所示，中间惰轮43可以为双联齿轮，且具有与所述一个挡位主动齿轮啮合的第一齿轮部以及与电机动力轴第一齿轮42啮合的第二齿轮部。中间惰轮43可以套设在第二输出轴32上，由此中间惰轮43的位置布置适宜，动力驱动系统100的结构可靠。
具体地，所述一个挡位主动齿轮可以为二挡主动齿轮2a，也就是说，中间惰轮43分别与二挡主动齿轮2a和电机动力轴第一齿轮42啮合，这样可以实现二挡主动齿轮2a和电机动力轴第一齿轮42之间的动力传递。
电机动力轴同步器42c与一个挡位从动齿轮对应的挡位同步器共用第一拨叉机构。这样可以节省一个拨叉结构，从而可以降低动力驱动系统100的成本，以及可以使得动力驱动系统100结构简单且可靠。
具体地，如图1-图3所示，电机动力轴同步器42c与六挡同步器6c共用第一拨叉机构。
如图1所示，当第一拨叉机构向左移动电机动力轴同步器42c和六挡同步器6c时，六挡从动齿轮6b和第二输出轴32断开，电机动力轴第一齿轮42和电机动力轴41接合。当第一拨叉机构向右移动电机动力轴同步器42c和六挡同步器6c时，六挡从动齿轮6b和第二输出轴32接合，电机动力轴第一齿轮42和电机动力轴41断开。
如图1-图3所示，第一输出轴31上固定设置有第一输出轴输出齿轮31e，第二输出轴32上固定设置有第二输出轴输出齿轮32e，电机动力轴输出齿轮47、第一输出轴输出齿轮31e和第二输出轴输出齿轮32e分别与车辆1000的主减速器从动齿轮8啮合。可以理解的是，传递到第一输出轴31和第二输出轴32上的动力可以分别通过第一输出轴输出齿轮31e和第二输出轴输出齿轮32e向主减速器从动齿轮8传递，从而可以驱动对应的车轮转动。主减速器从动齿轮8与差速器之间具有动力传递，具体为主减速器从动齿轮8将动力传递至差速器，以驱动车轮转动。
第一电动发电机4与电机动力轴41联动。当第一电动发电机4用作电动机时，第一电动发电机4可以向电机动力轴41传递动力。当第一电动发电机4用作发电机时，电机动力轴41可以向第一电动发电机4传递动力以供第一电动发电机4发电。
如图1-图3所示，第一电动发电机4和电机动力轴之间可以设置有传动齿轮。传动齿轮为三个，三个传动齿轮分别为第一传动齿轮44、第二传动齿轮45和第三传动齿轮46，第一传动齿轮44固定在第一电动发电机4的电机轴上，第三传动齿轮46固定连接在电机动力轴41上，第二传动齿轮45啮合在第一传动齿轮44和第三传动齿轮46之间。
第二电动发电机6和发动机1位于第一离合装置5d的输入侧，第二电动发电机6可以位于第一离合装置5d与发动机1之间。通过将第二电动发电机6设置在第一离合装置5d的输入侧，可以有效减少动力驱动系统100的轴向长度，而且可以使得第二电动发电机6的位置布置合理，可以提高动力驱动系统100的结构紧凑性。
第二电动发电机6可以选取容量小且体积小的电动发电机，这样可以满足变速器的小型化要求。由于变速器内部结构对空间有严格的要求，这样体积较小的第二电动发电机6占用变速器的体积较小，从而避免第二电动发电机6与其他部件(例如第一离合装置5d)之间发生干涉，使得变速器构造合理，结构紧凑。
多个输入轴位于第一离合装置5d的输出侧。第二电动发电机6设置成利用来自发动机1的至少部分动力在车辆1000驻车时进行驻车发电。在车辆1000处于驻车状态时，发动机1的至少一部分动力可以直接传递给第二电动发电机6以使得第二电动发电机6发电，或者发动机1的至少一部分动力可以通过输入端51d间接传递给第二电动发电机6以使得第二电动发电机6发电。
下面结合附图描述发动机1和第二电动发电机6之间的连接布置关系。
如图1所示，输入端51d上可以设置有输入端外齿54d，第二电动发电机6与输入端外齿54d联动。这样发动机1的动力可以通过输入端51d和输入端外齿54d传递给第二电动发电机6，而第二电动发电机6可以用作发电机以进行驻车发电。
如图2所示，第二电动发电机6与输入端51d可以同轴相连。第二电动发电机6可以设置在输入端51d和发动机1之间，这样发动机1的动力在向输入端51d传递时必然经过第二电动发电机6，由此第二电动发电机6可以用作发电机以进行驻车发电。
如图3所示，第二电动发电机6与发动机1之间设置有第二离合装置7。第二离合装置7可以为单离合器，第二离合装置7可以控制发动机1和第二电动发电机6之间的接合断开，以及可以控制发动机1和输入端51d之间的接合断开。通过设置第二离合装置7，可以合理控制第二电动发电机6的驻车发电状态，从而可以使得动力驱动系统100结构简单且驱动模式转换可靠。
在本公开的一些实施例中，第二离合装置7设置在第二电动发电机6的转子内部。这样可以更好地缩短动力驱动系统100的轴向长度，从而可以减小动力驱动系统100的体积，可以提高动力驱动系统100在车辆1000上的布置灵活性。另外，第二电动发电机6还可以用作启动机。
在本公开的一些实施例中，发动机1、第二离合装置7以及第一离合装置5d的输入端51d同轴布置。这样可以使得动力驱动系统100结构紧凑，体积小。
需要说明的是，对于上述三个实施例的动力驱动系统100，在轴向方向上，第二电动发电机6均位于发动机1和第一离合装置5d之间，这样可以有效减少动力驱动系统100的轴向长度，而且可以使得第二电动发电机6的位置布置合理，可以提高动力驱动系统100的结构紧凑性。
第一电动发电机4为动力驱动系统100的主驱动电机，所以第一电动发电机4的容量和体积较大。通过设置电机动力轴41，可以最大限度地缩小动力驱动系统100的体积，而且可以避免第一电动发电机4和第二电动发电机6之间发生干涉现象。
在本公开的实施例中，第一电动发电机4的额定功率大于第二电动发电机6的额定功率。这样第二电动发电机6可以选取体积小且额定功率小的电动发电机，从而可以使得动力驱动系统100结构简单，体积小，而且在驻车发电时，第二电动发电机6和发动机1之间传动路径短，发电效率高，从而可以有效地将发动机1的一部分动力转化成电能。此外，第一电动发电机4的峰值功率同样大于第二电动发电机6的峰值功率。
在本公开的一些实施例中，第一电动发电机4的额定功率为第二电动发电机6的额定功率的两倍或两倍以上。第一电动发电机4的峰值功率为第二电动发电机6的峰值功率的两倍 或两倍以上。例如，第一电动发电机4的额定功率可以为60kw，第二电动发电机6的额定功率可以为24kw，第一电动发电机4的峰值功率可以为120kw，第二电动发电机6的峰值功率可以为44kw。
下面结合附图详细描述根据本公开实施例的用于车辆1000的动力驱动系统100的工况模式。图2和图3中所示的动力驱动系统100与图1所示的动力驱动系统100的区别主要体现在第二电动发电机6的布置方式，但是第二电动发电机6的布置方式对工况模式影响较小，所以图2和图3中所示的动力驱动系统100的工况模式与图1所示的动力驱动系统100的工况模式基本相同。下面以图1所示的动力驱动系统100的工况模式为例进行详细说明。
纯发动机模式：发动机1的动力经过第一离合装置5d传递给第一输入轴21和/或第二输入轴22，然后通过对应的挡位齿轮副传递给第一输出轴31或第二输出轴32，最终动力传递给差速器以驱动车轮转动。挡位齿轮副包括彼此对应的挡位主动齿轮和挡位从动齿轮。在该模式中，第一离合装置5d的输入端51d选择性地接合两个输出端中的至少一个。
纯电动模式：第一电动发电机4作为电动机使用，第一电动发电机4的动力依次经过电机动力轴41和电机动力轴输出齿轮47传递给差速器以驱动车轮转动。
混合动力模式：即上述纯发动机模式和纯电动模式之间的结合，发动机1的动力和第一电动发电机4的动力在主减速器从动齿轮8处耦合。
驻车发电模式：发动机1的动力全部通过第一离合装置5d的输入端51d传递给第二电动发电机6，第二电动发电机6用作发电机以进行驻车发电。
第一行车发电模式：发动机1的一部分动力通过第一离合装置5d、输入轴、输出轴传递给差速器以驱动车轮转动，发动机1的另一部分动力通过第一离合装置5d的输入端51d传递至第二电动发电机6，以用于供第二电动发电机6发电。
第二行车发电模式：发动机1的动力通过第一离合装置5d、输入轴、输出轴传递给差速器以驱动车轮转动，主减速器从动齿轮8可以将一部分动力通过电机动力轴输出齿轮47、电机动力轴41传递给第一电动发电机4以供第一电动发电机4发电。
如图4所示，根据本公开实施例的车辆1000，包括根据本公开上述实施例的用于车辆1000的动力驱动系统100。
在本说明书的描述中，参考术语“一个实施例”、“一些实施例”、“示例”、“具体示例”、或“一些示例”等的描述意指结合该实施例或示例描述的具体特征、结构、材料或者特点包含于本公开的至少一个实施例或示例中。在本说明书中，对上述术语的示意性表述不必须针对的是相同的实施例或示例。而且，描述的具体特征、结构、材料或者特点可以在任一个或多个实施例或示例中以合适的方式结合。此外，在不相互矛盾的情况下，本领域的技术人员可以将本说明书中描述的不同实施例或示例以及不同实施例或示例的特征进行结合和组合。
尽管上面已经示出和描述了本公开的实施例，可以理解的是，上述实施例是示例性的，不能理解为对本公开的限制，本领域的普通技术人员在本公开的范围内可以对上述实施例进行变化、修改、替换和变型。

Claims (18)

  1. 一种用于车辆的动力驱动系统，其特征在于，包括：
    发动机；
    多个输入轴，每个输入轴上设置有挡位主动齿轮；
    多个输出轴，每个输出轴上设置有挡位从动齿轮，所述挡位从动齿轮与所述挡位主动齿轮对应地啮合；
    第一离合装置，所述第一离合装置设置在所述发动机与所述多个输入轴之间，以使得所述发动机可选择性地接合所述多个输入轴中的至少一个；
    电机动力轴，所述电机动力轴上空套设置有可接合至所述电机动力轴的电机动力轴第一齿轮，所述电机动力轴第一齿轮与一个挡位主动齿轮同方向联动，所述多个输出轴以及所述电机动力轴与所述车辆的差速器联动；
    第一电动发电机，所述第一电动发电机设置成与所述电机动力轴联动；以及
    第二电动发电机，所述第二电动发电机和所述发动机位于所述第一离合装置的输入侧，所述多个输入轴位于所述第一离合装置的输出侧，所述第二电动发电机设置成利用来自所述发动机的至少部分动力在所述车辆驻车时进行驻车发电。
  2. 根据权利要求1所述的用于车辆的动力驱动系统，其特征在于，所述第一离合装置为双离合器，且具有输入端、第一输出端和第二输出端，所述输入端可选择性地接合所述第一输出端和所述第二输出端中的至少一个。
  3. 根据权利要求2所述的用于车辆的动力驱动系统，其特征在于，所述输入端上设置有输入端外齿，所述第二电动发电机与所述输入端外齿联动。
  4. 根据权利要求2所述的用于车辆的动力驱动系统，其特征在于，所述第二电动发电机与所述输入端同轴相连。
  5. 根据权利要求2所述的用于车辆的动力驱动系统，其特征在于，所述第二电动发电机与所述发动机之间设置有第二离合装置。
  6. 根据权利要求5所述的用于车辆的动力驱动系统，其特征在于，所述第二离合装置设置在所述第二电动发电机的转子内部。
  7. 根据权利要求5所述的用于车辆的动力驱动系统，其特征在于，所述发动机、所述第二离合装置以及所述第一离合装置的输入端同轴布置。
  8. 根据权利要求1所述的用于车辆的动力驱动系统，其特征在于，所述第一电动发电机的额定功率大于所述第二电动发电机的额定功率。
  9. 根据权利要求8所述的用于车辆的动力驱动系统，其特征在于，所述第一电动发电机的额定功率为所述第二电动发电机的额定功率的两倍或两倍以上。
  10. 根据权利要求1所述的用于车辆的动力驱动系统，其特征在于，所述第二电动发电机位于所述第一离合装置与所述发动机之间。
  11. 根据权利要求1所述的用于车辆的动力驱动系统，其特征在于，还包括：中间惰轮，所述中间惰轮分别与所述电机动力轴第一齿轮和所述一个挡位主动齿轮联动。
  12. 根据权利要求11所述的用于车辆的动力驱动系统，其特征在于，所述中间惰轮为双联齿轮，且具有与所述一个挡位主动齿轮啮合的第一齿轮部以及与所述电机动力轴第一齿轮啮合的第二齿轮部。
  13. 根据权利要求1所述的用于车辆的动力驱动系统，其特征在于，所述电机动力轴上还设置有用于将所述电机动力轴第一齿轮与所述电机动力轴接合的电机动力轴同步器。
  14. 根据权利要求13所述的用于车辆的动力驱动系统，其特征在于，所述电机动力轴同步器与一个挡位从动齿轮对应的挡位同步器共用第一拨叉机构。
  15. 根据权利要求1-14中任意一项所述的用于车辆的动力驱动系统，其特征在于，
    所述多个输入轴包括：第一输入轴和第二输入轴，所述第二输入轴套设在所述第一输入轴上，所述第一输入轴上设置有一挡主动齿轮、三挡主动齿轮、五挡主动齿轮和七挡主动齿轮，所述第二输入轴上设置有二挡主动齿轮和四六挡主动齿轮；
    所述多个输出轴包括：第一输出轴和第二输出轴；所述第一输出轴上空套设置有一挡从动齿轮、二挡从动齿轮、三挡从动齿轮和四挡从动齿轮，所述第二输出轴上空套设置有五挡从动齿轮、六挡从动齿轮和七挡从动齿轮；
    所述一挡从动齿轮与所述三挡从动齿轮之间设置有一三挡同步器，所述二挡从动齿轮与所述四挡从动齿轮之间设置有二四挡同步器，所述五挡从动齿轮与所述七挡从动齿轮之间设置有五七挡同步器，所述六挡从动齿轮的一侧设置有六挡同步器。
  16. 根据权利要求15所述的用于车辆的动力驱动系统，其特征在于，所述电机动力轴上还设置有用于将所述电机动力轴第一齿轮与所述电机动力轴接合的电机动力轴同步器，所述电机动力轴同步器与所述六挡同步器共用第一拨叉机构。
  17. 根据权利要求15所述的用于车辆的动力驱动系统，其特征在于，所述第一输出轴上固定设置有第一输出轴输出齿轮，所述第二输出轴上固定设置有第二输出轴输出齿轮，所述电机动力轴上固定设置有电机动力轴输出齿轮，所述第一输出轴输出齿轮、所述第二输出轴输出齿轮以及所述电机动力轴输出齿轮分别与所述车辆的主减速器从动齿轮啮合。
  18. 一种车辆，其特征在于，包括根据权利要求1-17中任一项所述的动力驱动系统。
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