Power assembly and vehicle

Abstract

The invention provides a power assembly and a vehicle, the power assembly relates to the technical field of vehicle power systems, a power transmission device of the power assembly is provided with a first power input end, a second power input end and an output end, and the second power input end is connected with the output end through a first transmission unit and a second transmission unit; the first power input end is connected with the output end through the second transmission unit; the power output end of the first power source is in transmission connection with the first power input end, a first control device is arranged between the power output end of the second power source and the first power input end, and a second control device is arranged between the power output end of the second power source and the second power input end. According to the power assembly, through cooperation of the first control device and the second control device, more driving modes can be achieved, more gear modes can also be achieved, and no power interruption can be achieved in the gear switching process.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle power systems, and in particular to a power assembly and a vehicle using the power assembly. Background Art

[0002] The powertrain is a series of components on a vehicle that generates power and transmits it to the road. Generally speaking, the powertrain includes a power source and a power transmission device. The power source may include an engine or a motor, and the power transmission device usually uses an existing transmission. The power generated by the power source is transmitted to the vehicle's drive axle through the power transmission device to drive the vehicle.

[0003] Among them, the transmission is the central system for power transmission and conversion. It is mainly divided into two types: manual and automatic, and can change the transmission ratio to adapt to different driving conditions. At the same time, the synchronizer is in neutral to achieve power interruption, thereby assisting the start-up, speed change and power output of the power source.

[0004] With the development of the automobile industry, customers have higher and higher requirements for automobile economy and comfort. However, manufacturers also need to balance the cost and performance of powertrain. The existing powertrain has few working modes and cannot meet people's increasing requirements for economy. In addition, the step difference generated during gear switching is large, resulting in technical problems such as power interruption and poor shifting feeling. Summary of the invention

[0005] In view of this, the present invention aims to provide a powertrain that is beneficial to improving the economy and comfort of the vehicle.

[0006] To achieve the above object, the technical solution of the present invention is achieved as follows:

[0007] A power assembly includes a first power source, a second power source, a first control device, a second control device and a power transmission device;

[0008] The power transmission device comprises a first power input end, a second power input end and an output end, the second power input end is connected to the output end through a first transmission unit and a second transmission unit, and the first power input end is connected to the output end through the second transmission unit;

[0009] The power output end of the first power source is transmission-connected to the first power input end; the first control device is provided between the power output end of the second power source and the first power input end, and the first control device can control the power on and off between the power output end of the second power source and the first power input end; the second control device is provided between the power output end of the second power source and the second power input end, and the second control device can control the power on and off between the power output end of the second power source and the second power input end.

[0010] Further, the first power input end includes a first input shaft, the second power input end includes a second input shaft, and the output end of the power transmission device includes an output shaft;

[0011] A first control unit is provided between the first input shaft and the second input shaft, and the first control unit is used to control the power on and off between the first input shaft and the second input shaft;

[0012] The first transmission unit comprises a first planetary gear train, the sun gear of the first planetary gear train being arranged on the second input shaft;

[0013] The second transmission unit comprises a second planetary gear train, a sun gear of the second planetary gear train is arranged on the second input shaft, and a planet carrier of the second planetary gear train is connected to the first input shaft;

[0014] The planetary carrier of the first planetary gear train is connected to the ring gear of the second planetary gear train; a second control unit for controlling the power on and off between the planetary carrier of the first planetary gear train and the output shaft is provided, or a second control unit for controlling the power on and off between the ring gear of the second planetary gear train and the output shaft is provided.

[0015] Furthermore, the power transmission device further includes a first brake, which is used to brake the second input shaft; and / or the power transmission device further includes a second brake, which is used to brake the ring gear of the first planetary gear system.

[0016] Furthermore, a fourth control unit is provided between the power output end of the first power source and the first input shaft, and the fourth control unit is used to control the power on and off between the power output end of the first power source and the first input shaft;

[0017] The first power source and the second power source both include motors;

[0018] The power assembly further includes an engine, a third control unit is provided between a power output end of the engine and the first input shaft, and the third control unit is used to control power on and off between the power output end of the engine and the first input shaft;

[0019] The first control portion, the second control portion, the third control portion, and the fourth control portion each include a clutch.

[0020] Furthermore, the first control device and the second control device both include a clutch.

[0021] Furthermore, the power assembly also includes a third planetary gear train and a third brake, the sun gear of the third planetary gear train is connected to the power output end of the second power source and to one end of the second control device; the ring gear of the third planetary gear train is connected to the second input shaft and to the other end of the second control device; the third brake is used to brake the planet carrier of the third planetary gear train.

[0022] Furthermore, the power assembly further comprises a third planetary gear train, and the sun gear of the third planetary gear train is arranged on the housing of the power assembly;

[0023] The first control device includes a synchronizer provided at the output end of the second power source, a first coupling tooth provided on the ring gear of the third planetary gear train, and a second coupling tooth provided on the first input shaft, the synchronizer selectively engaging the first coupling tooth, and the synchronizer selectively engaging the second coupling tooth;

[0024] The second control device includes a clutch.

[0025] Further, the first input shaft includes a first half shaft and a second half shaft arranged coaxially, one end of the first control unit is connected to the second input shaft, and the other end is connected to the second half shaft, the first input shaft is connected to the planet carrier of the second planetary gear train through the second half shaft, and the first input shaft is connected to the power output end of the first power source through the first half shaft;

[0026] The first control device includes a first clutch and a second clutch, one end of the first clutch is connected to one end of the second clutch, the other end of the first clutch is connected to the power output end of the second power source, and the other end of the second clutch is connected to the first half shaft;

[0027] The powertrain further includes a third planetary gear train, wherein the sun gear of the third planetary gear train is loosely mounted on the first half-shaft and connected to one end where the first clutch and the second clutch are connected; the planet carrier of the third planetary gear train is connected to the first half-shaft, and the ring gear of the third planetary gear train is connected to the second half-shaft;

[0028] The second control device includes a clutch.

[0029] Furthermore, the power assembly further comprises a third planetary gear train, the sun gear of the third planetary gear train is loosely mounted on the first input shaft and connected to the power output end of the second power source;

[0030] The first control device includes a synchronizer connected to the ring gear of the third planetary gear train, a first coupling tooth provided on the housing of the powertrain, and a second coupling tooth provided on the first input shaft, and the second coupling tooth is connected to the planet carrier of the third planetary gear train, the synchronizer selectively engages the first coupling tooth, and the synchronizer selectively engages the second coupling tooth;

[0031] The second control device includes a clutch.

[0032] Compared with the prior art, the present invention has the following advantages:

[0033] The powertrain described in the present invention can realize a first power source separate driving mode, a second power source separate driving mode, and a first power source and a second power source common driving mode by setting a first control device and a second control device. A plurality of gear modes can be realized in each driving mode. The powertrain is applied to a vehicle. During the gear switching process, by controlling the first control device and the second control device, powerless switching can be realized, and the requirements for large differential ratio gear shifting can be met. Seamless power transmission can be achieved, thereby avoiding power interruption and frustration in the traditional gear shifting process, improving the gear shifting power and comfort of the whole vehicle, and being beneficial to energy saving and improving the economy of the vehicle.

[0034] Another object of the present invention is to provide a vehicle, on which the power assembly as described above is provided.

[0035] The vehicle described in the present invention has the same beneficial effects as the aforementioned powertrain relative to the prior art, which will not be described in detail here. BRIEF DESCRIPTION OF THE DRAWINGS

[0036] The accompanying drawings constituting a part of the present invention are used to provide a further understanding of the present invention. The exemplary embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an improper limitation of the present invention. In the accompanying drawings:

[0037] Figure 1 This is a schematic diagram of the structure of the power assembly according to the first embodiment of the present invention;

[0038] Figure 2 It is another structural schematic diagram of the power assembly according to the first embodiment of the present invention;

[0039] Figure 3 This is a schematic diagram of the structure of the power assembly according to the second embodiment of the present invention;

[0040] Figure 4 This is a schematic diagram of the structure of the power assembly according to the third embodiment of the present invention;

[0041] Figure 5 This is a schematic diagram of the structure of the power assembly according to the fourth embodiment of the present invention;

[0042] Figure 6 This is a schematic diagram of the structure of the powertrain described in Embodiment 5 of the present invention.

[0043] Description of reference numerals:

[0044] 1. First power source; 2. Second power source; 3. Engine; 4. First planetary gear train; 5. Second planetary gear train; 6. Third planetary gear train; 7. First control unit; 8. Second control unit; 9. Third control unit; 10. Fourth control unit; 11. First input shaft; 12. Second input shaft; 13. Output shaft; 14. First control device; 15. Second control device; 16. First brake; 17. Second brake; 18. Third brake;

[0045] 401, first sun gear; 402, first planet carrier; 403, first planet gear; 404, first ring gear;

[0046] 501, second sun gear; 502, second planet carrier; 503, second planet gear; 504, second ring gear;

[0047] 601, third sun gear; 602, third planet carrier; 603, third planet gear; 604, third ring gear;

[0048] 1101, first semi-axis; 1102, second semi-axis;

[0049] 1401, synchronizer; 1402, first engaging tooth; 1403, second engaging tooth; 1404, first clutch; 1405, second clutch. DETAILED DESCRIPTION

[0050] It should be noted that, in the absence of conflict, the embodiments of the present invention and the features in the embodiments may be combined with each other.

[0051] In the description of the present invention, it should be noted that the orientation or positional relationship shown in the drawings is only for the convenience of describing the present invention and simplifying the description, and does not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as limiting the present invention. In addition, the terms "first", "second", etc. are only used for descriptive purposes and cannot be understood as indicating or implying relative importance.

[0052] In addition, in the description of the present invention, unless otherwise clearly defined, the terms "installation", "connection", "connection", and "connector" should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be an indirect connection through an intermediate medium, or it can be the internal communication of two components. For those of ordinary skill in the art, the specific meanings of the above terms in the present invention can be understood in combination with specific circumstances.

[0053] The present invention will be described in detail below with reference to the accompanying drawings and in conjunction with embodiments.

[0054] Embodiment 1

[0055] This embodiment relates to a powertrain, which aims to improve the economy and comfort of the vehicle when the powertrain is applied to the vehicle by improving its own structure.

[0056] Based on the above design concept, an exemplary structure of the powertrain of this embodiment is as follows: Figure 1 As shown, in terms of overall structure, the power assembly of this embodiment mainly includes a first power source 1, a second power source 2, a first control device 14, a second control device 15 and a power transmission device.

[0057] Among them, the power transmission device can be, for example, an existing transmission, or can be as in the present embodiment, the power transmission device mainly includes a first power input end, a second power input end and an output end, the second power input end is connected to the output end through the first transmission unit and the second transmission unit, and the first power input end is connected to the output end through the second transmission unit.

[0058] The power output end of the first power source 1 is transmission-connected to the first power input end.

[0059] A first control device 14 is provided between the power output end of the second power source 2 and the first power input end. The first control device 14 can control the power on and off between the power output end of the second power source 2 and the first power input end.

[0060] A second control device 15 is provided between the power output end and the second power input end of the second power source 2 , and the second control device 15 can control the power on and off between the power output end and the second power input end of the second power source 2 .

[0061] As a preferred embodiment, the first power input end includes a first input shaft 11 , the second power input end includes a second input shaft 12 , and the output end of the power transmission device includes an output shaft 13 .

[0062] Specifically, a first control unit 7 is provided between the first input shaft 11 and the second input shaft 12, and the first control unit 7 is used to control the power on and off between the first input shaft 11 and the second input shaft 12. When the first control unit 7 is disconnected, the power of the first input shaft 11 and the power of the second input shaft 12 can be transmitted backwards respectively, and when the first control unit 7 is engaged, the power of the first input shaft 11 and the power of the second input shaft 12 can be transmitted backwards together.

[0063] The power input end of the first transmission unit is transmission-connected to the second input shaft 12, the first power input end of the second transmission unit is transmission-connected to the first input shaft 11, and the second power input end of the second transmission unit is transmission-connected to the second input shaft 12. The first transmission unit can receive power from the second input shaft 12, and the second transmission unit can receive power from the first input shaft 11 or from the second input shaft 12.

[0064] The power output end of the first transmission unit is connected to the power output end of the second transmission unit in transmission connection, and a second control unit 8 for controlling power on and off between the power output end of the first transmission unit and the output shaft 13 is provided, and / or a second control unit 8 for controlling power on and off between the power output end of the second transmission unit and the output shaft 13 is provided.

[0065] With such arrangement, the power of the first transmission unit and the power of the second transmission unit can be transmitted to the output shaft 13 together, or the power can be temporarily not transmitted to the output shaft 13 as needed.

[0066] In this embodiment, the power output end of the first power source 1 is transmission-connected with the first input shaft 11, so that the power of the first power source 1 can be transmitted to the first input shaft 11, and a first control device 14 is provided between the power output end of the second power source 2 and the first input shaft 11, and the first control device 14 can control the power on and off between the power output end of the second power source 2 and the first input shaft 11. At the same time, a second control device 15 is provided between the power output end of the second power source 2 and the second input shaft 12, and the first control device 14 can control the power on and off between the power output end of the second power source 2 and the second input shaft 12.

[0067] In this arrangement, the first power source 1 is mainly used to provide power to the first input shaft 11, and when the first control device 14 is engaged, the power of the second power source 2 can be transmitted to the first input shaft 11, and when the first control device 14 is disconnected, the power of the second power source 2 cannot be transmitted to the first input shaft 11.

[0068] When the second control device 15 is engaged, the power of the second power source 2 can be transmitted to the second input shaft 12 , and when the second control device 15 is disengaged, the power of the second power source 2 cannot be transmitted to the second input shaft 12 .

[0069] In order to balance the cost and performance of the powertrain, reducing the number of gears can be used as the main way to reduce costs, but at the same time, it will cause problems such as large gear shifting step difference and poor gear shifting feeling of the whole vehicle. Therefore, as a preferred implementation, in this embodiment, the transmission ratios of the first transmission unit and the second transmission unit are different, so that more gears can be achieved through the cooperation of the first transmission unit and the second transmission unit, and the step difference during the gear switching process is small, which is conducive to improving the smoothness of gear shifting, thereby improving the driving comfort of the vehicle.

[0070] In a preferred embodiment, the second input shaft 12 is loosely mounted on the first input shaft 11 , so that the overall structure is relatively compact. It should be understood that the second input shaft 12 may not be loosely mounted on the first input shaft 11 .

[0071] As a preferred embodiment, still refer to Figure 1 As shown, the first transmission unit includes a first planetary gear train 4, the sun gear of the first planetary gear train 4 constitutes the power input end of the first transmission unit and is arranged on the second input shaft 12, and the planetary frame of the first planetary gear train 4 constitutes the power output end of the first transmission unit.

[0072] For the convenience of description, the sun gear of the first planetary gear train 4 is referred to as the first sun gear 401, the planet carrier of the first planetary gear train 4 is referred to as the first planet carrier 402, the planet gear of the first planetary gear train 4 is referred to as the first planet gear 403, and the ring gear of the first planetary gear train 4 is referred to as the first ring gear 404.

[0073] The second transmission unit includes a second planetary gear train. The sun gear of the second planetary gear train 5 constitutes the second power input end of the second transmission unit and is arranged on the second input shaft 12. The planetary frame of the second planetary gear train 5 constitutes the first power input end of the second transmission unit and is arranged on the first input shaft 11. The ring gear of the second planetary gear train 5 constitutes the power output end of the second transmission unit.

[0074] For the convenience of description, the sun gear of the second planetary gear train 5 is referred to as the second sun gear 501, the planet carrier of the second planetary gear train 5 is referred to as the second planet carrier 502, the planet gears of the second planetary gear train 5 are referred to as the second planet gears 503, and the ring gear of the second planetary gear train 5 is referred to as the second ring gear 504.

[0075] In a preferred embodiment, the first sun gear 401 is fixed on the second input shaft 12 , the second sun gear 501 is also fixed on the second input shaft 12 , the first planet carrier 402 and the second ring gear 504 are drivingly connected together, and the second planet carrier 502 is fixedly connected to the first input shaft 11 .

[0076] In the above structure, the second control unit 8 is arranged between the first planetary carrier 402 and the output shaft 13, and is used to control the power on and off between the first planetary carrier 402 and the output shaft 13, or the second control unit 8 is arranged between the second ring gear 504 and the output shaft 13, and is used to control the power on and off between the second ring gear 504 and the output shaft 13.

[0077] In the above structure, the first transmission unit is set as the first planetary gear train 4, and the second transmission unit is set as the second planetary gear train 5, which has the advantages of small size, light weight, high transmission efficiency, large load-bearing capacity, wide transmission ratio range, high motion accuracy and smooth motion. As a preferred embodiment, the aforementioned power transmission device also includes a first brake 16, and the first brake 16 is used to brake the second input shaft 12. In this way, the first sun gear 401 and the second sun gear 501 can be braked by braking the second input shaft 12 by the first brake 16. By releasing the second input shaft 12 by the first brake 16, the first sun gear 401 and the second sun gear 501 can move synchronously with the second input shaft 12. By switching the second input shaft 12 between braking and releasing by the first brake 16, the gear switching can be conveniently realized.

[0078] Meanwhile, as a preferred embodiment, the aforementioned power transmission device further includes a second brake 17, and the second brake 17 is used to brake the first gear ring 404. In this arrangement, the second brake 17 switches the first gear ring 404 between braking and releasing, so that the gear switching can be conveniently realized.

[0079] In this embodiment, as a preferred implementation, Figure 2 As shown, a fourth control unit 10 is provided between the power output end of the first power source 1 and the first input shaft 11, and the fourth control unit 10 is used to control the power on and off between the power output end of the first power source 1 and the first input shaft 11. In this way, when the fourth control unit 10 is engaged, the power of the first power source 1 can be transmitted to the first input shaft 11, and when the fourth control unit 10 is disconnected, the power of the first power source 1 cannot be transmitted to the first input shaft 11.

[0080] The existing powertrain using the engine 3 described below has the problems of high fuel consumption and poor fuel economy. In addition, the existing powertrain lacks an extended-range mode and has a poor energy-saving rate for a single motor.

[0081] In this embodiment, in order to solve this problem, the first power source 1 and the second power source 2 both include motors. For the convenience of description, the motor of the first power source 1 is referred to as the first motor, and the motor of the second power source 2 is referred to as the second motor.

[0082] At the same time, the powertrain of this embodiment also includes an engine 3. A third control unit 9 is provided between the power output end of the engine 3 and the first input shaft 11. The third control unit 9 is used to control the power on and off between the power output end of the engine 3 and the first input shaft 11. It can not only realize the extended-range mode, but also realize more driving modes. By selecting a suitable driving mode, energy can be better saved.

[0083] It should be noted that, in the present embodiment, the first motor is preferably an existing GM motor (generator), and the second motor is preferably an existing TM motor (motor). It should be understood that the first motor and the second motor may also be other motors.

[0084] In a preferred embodiment, the first control unit 7 includes a clutch, one end of which is connected to the first input shaft 11, and the other end of which is connected to the second input shaft 12, so that the sliding function is conveniently realized and the power on and off between the first input shaft 11 and the second input shaft 12 can be conveniently controlled.

[0085] In a preferred embodiment, the second control unit 8 includes a clutch, one end of which is connected to the first planetary carrier 402 and the second ring gear 504, and the other end of the clutch is connected to the output shaft 13, which can realize a sliding function and can conveniently control the on and off of the power transmitted by the first transmission unit and the second transmission unit during the transmission process to the output shaft 13 after coupling.

[0086] In a preferred embodiment, the third control unit 9 includes a clutch, one end of which is connected to the power output end of the engine 3, and the other end is connected to the power output end of the first motor, so as to realize a slipping function. When the clutch is disconnected, the power of the engine 3 can be combined with the power of the first motor, and the power of the engine 3 can be used for generating electricity for the first motor, while the first motor can also be used as a starting motor for the engine 3, and it is also convenient to realize the extended-range mode.

[0087] In a preferred embodiment, the fourth control unit 10 includes a clutch, one end of which is connected to the power output end of the first motor, and the other end is connected to the first input shaft 11. This facilitates the realization of the sliding function and conveniently controls the power on and off between the first motor and the first input shaft 11.

[0088] In the above structure, the first control unit 7, the second control unit 8, the third control unit 9 and the fourth control unit 10 are all set as clutches, which have high transmission efficiency, flexible operation, compact structure, and can also use existing standard parts, but the cost is relatively high.

[0089] The powertrain of this embodiment can realize pure engine mode, single motor pure electric mode, dual motor pure electric mode, extended range mode, parallel hybrid mode, and energy recovery mode by setting the above structure. At the same time, the power transmission device can realize 4 gears, which is conducive to improving the economy of the whole vehicle. At the same time, through the cooperation of the motor and the first control device 14 and the second control device 15, it is possible to realize shifting without power interruption, meet the requirements of large differential ratio shifting, and thus improve the shifting power and comfort of the whole vehicle.

[0090] In order to facilitate a better understanding of the powertrain of this embodiment, as a preferred implementation, Figure 2 As shown, the first control device 14 includes a clutch, and the second control device 15 includes a clutch. Here, the first control device and the second control device 15 are both configured as clutches, which have high transmission efficiency, flexible operation, compact structure, can realize sliding function, and can use existing standard parts, with low cost.

[0091] It should be noted that, as a preferred implementation, in the power assembly of this embodiment, the power output end of the first motor is connected to a transmission shaft, a clutch is provided between the power output end of the engine 3 and the transmission shaft, that is, the third control unit 9, and a clutch is provided between the transmission shaft and the first input shaft 11, that is, the fourth control unit 10.

[0092] The first motor is connected to the transmission shaft in a transmission manner. The transmission shaft can be directly used as the power output shaft 13 of the first motor, or the output shaft 13 of the first motor can be connected to the transmission shaft through a transmission unit.

[0093] As the above structure is set, by disconnecting the fourth control unit 10, the power of the engine 3 and the first motor cannot be transmitted to the first input shaft 11. In addition, the transmission shaft can be omitted. In this case, one end of the third control unit 9 such as a clutch is connected to the power output end of the engine 3, and the other end of the clutch is connected to the first input shaft 11. The power on and off between the power output end of the engine 3 and the first input shaft 11 can be controlled by the third control unit 9.

[0094] At the same time, one end of the fourth control unit 10, such as a clutch, is connected to the power output end of the first motor, and the other end of the clutch is connected to the first input shaft 11. The fourth control unit 10 can control the power on and off between the power output end of the first motor and the first input shaft 11.

[0095] At this time, if the engine 3 and the first motor do not output power to the first input shaft 11, the third control unit 9 and the fourth control unit 10 need to be disconnected at the same time.

[0096] When the transmission shaft is not provided, the above structure may be, for example, as follows: the third control unit 9 and the fourth control unit 10 are both clutches, one ends of the two clutches are connected together, the other end of one clutch is connected to the power output end of the engine 3, and the other end of the other clutch is connected to the power output end of the first motor. At this time, disconnecting the fourth control unit 10 may also prevent the power of the engine 3 and the first motor from being transmitted to the first input shaft 11.

[0097] The achievable driving modes and gear modes of the power system are shown in Table 1.

[0098] Table 1: Figure 2 The drive modes and gear modes that can be achieved by the powertrain shown

[0099]

[0100]

[0101] As shown in the above table, ICE represents the engine 3, GM represents the first motor 1, TM represents the second motor 2, K1 represents the third control unit 9, K2 represents the fourth control unit 10, K3 represents the first control device 14, K4 represents the second control device 15, C1 represents the first control unit 7, C2 represents the second control unit 8, B1 represents the first brake 16, B2 represents the second brake 17, "√" represents that the corresponding components are in working state, and the marks a and b in the gear represent different power paths.

[0102] The power transmission paths of the four gears that can be achieved by the power transmission device are as follows:

[0103] 1st gear: the first control unit 7 is engaged, and the second brake 17 brakes the first ring gear 404

[0104] The power transmission path is: the first input shaft 11 , the first control unit 7 , the first sun gear 401 , the first planetary carrier 402 , and the output shaft 13 .

[0105] 2nd gear: the second control unit 8 is engaged, the second brake 17 brakes the first ring gear 404, and the first planetary carrier 402 is connected to the second ring gear 504

[0106] The power transmission path is: the first input shaft 11 , the second planetary carrier 502 , the first planetary carrier 402 and the second ring gear 504 , and the output shaft 13 .

[0107] 3rd gear: the first control unit 7 is engaged, the second control unit 8 is engaged, and the second planetary gear ratio is 1.

[0108] The power transmission path is: the first input shaft 11 , the second sun gear 501 and the second planetary carrier 502 , the second ring gear 504 , the second control unit 8 , and the output shaft 13 .

[0109] 4th gear: the second control unit 8 is engaged, and the first brake 16 brakes the first sun gear 401 and the second sun gear 501

[0110] The power transmission path is: the first input shaft 11 , the second planetary carrier 502 , the second ring gear 504 , the second control unit 8 , and the output shaft 13 .

[0111] The driving modes that can be achieved by the above powertrain are as follows:

[0112] 1. Pure engine mode. In this mode, only engine 3 is working as the power source and 4 gears can be matched.

[0113] 2. Single-motor pure electric mode: in this mode, the power source can be selected as the TM motor alone or the GM motor alone. When the GM motor is driven alone, the fourth control unit 10 needs to be engaged, and 4 gears can be matched.

[0114] 3. Dual-motor pure electric mode: in this mode, the power sources are the TM motor and the GM motor. The fourth control unit 10 is engaged, and the TM motor and the GM motor drive the power transmission device in parallel at the same time, which can match 4 gears.

[0115] 4. Extended range mode. In this mode, the third control unit 9 is engaged, the engine 3 is connected to the GM motor for power generation, the fourth control unit 10 is disconnected, and the TM motor uses the power generation energy of the GM motor to drive, realizing series extended range and matching 4 gears.

[0116] 5. In parallel hybrid mode, there are three options for power sources: ① ICE+GM motor+TM motor; ② ICE+TM motor; ③ ICE+GM motor. Table 1 shows ICE+GM motor+TM motor, which can match 4 gears.

[0117] 6. In ECVT mode, the power of the TM motor is input to the second sun gear 501, and the engine 3 and the GM motor are input to the second planetary carrier 502 together. The power of the two is coupled, and the power is output to the second ring gear 504, thereby realizing the output of power to the output shaft 13.

[0118] In addition, the powertrain can achieve reverse gear by reversing the first motor and the second motor. In the above driving modes, single-motor pure electric mode, dual-motor pure electric mode, and extended-range mode can all achieve reverse gear.

[0119] In addition, the powertrain can also achieve energy recovery mode, where the vehicle energy can be transferred to the TM motor through the power transmission device, and the TM motor can be controlled to generate electricity.

[0120] In the powertrain of this embodiment, the control methods of the gear shifting process may include the following:

[0121] 1. Shift from 1st gear to 2nd gear

[0122] Current gear: Pure engine 1st gear.

[0123] Current engagement elements: third control unit 9 , fourth control unit 10 , first control unit 7 , second brake 17 , second control device 15 .

[0124] Target gear: pure engine 2nd gear.

[0125] Target engagement elements: the third control unit 9 , the fourth control unit 10 , the second control unit 8 , the second brake 17 , and the second control device 15 .

[0126] The process of gear switching without power interruption: the current power of the engine 3 is input to the first sun gear 401 through the third control unit 9, the fourth control unit 10, and the first control unit 7. When shifting gears, the following actions are performed simultaneously: ① Control the speed of the TM motor to be input to the first sun gear 401 and the second sun gear 501, and the power is input to the first sun gear 401 for torque supplement to ensure that the current power and speed of the vehicle remain unchanged; ② The first control unit 7 is disconnected from the slipping friction; ③ The second control unit 8 is engaged from the slipping friction; ④ Control the GM motor to adjust the speed of the second planetary carrier 502.

[0127] During this process, the TM motor speed is input to the second sun gear 501, and the GM motor speed is input to the second planetary carrier 502, and the gear shifting is completed by the stepless speed regulation of the second planetary gear train 5, so that the speeds of the second ring gear 504 and the output shaft 13 are consistent, thereby achieving no power interruption. In addition, during the clutch switching process, the first control unit 7 can be disconnected first, and then the second control unit 8 can be engaged by sliding friction.

[0128] 2: 2nd gear to 3rd gear

[0129] Current gear: pure engine 2nd gear.

[0130] Current engagement elements: third control unit 9 , fourth control unit 10 , second control unit 8 , second brake 17 , second control device 15 .

[0131] Target gear: Pure engine 3rd gear.

[0132] Target engagement elements: third control unit 9 , fourth control unit 10 , first control unit 7 , second control unit 8 , second control device 15 .

[0133] The process of gear switching without power interruption: the current power of the engine 3 is input to the first planetary gear system 4 and the second planetary gear system 5 through the third control unit 9, the fourth control unit 10, the second brake 17, and the second control unit 8. When shifting gears, the following actions are performed simultaneously: ① The TM motor speed is input to the first sun gear 401 and the second sun gear 501, and the TM motor speed is adjusted to adjust the speed of the first sun gear 401 and the second sun gear 501 to be the same as that of the second planetary carrier 502.

[0134] During this process, ① the torque ratio of the TM motor and the GM motor is adjusted to ensure that the power of the whole vehicle remains unchanged. ② the second brake 17 is disengaged by sliding friction. ③ the first control unit 7 is engaged by sliding friction.

[0135] In addition, during this process, the TM motor speed is input to the second sun gear 501, and the GM motor speed is input to the second planetary carrier 502, and the gear shifting is completed by the stepless speed regulation of the second planetary gear train 5. If the TM motor speed exceeds the maximum speed during the adjustment process, the second control device 15 is disconnected and the first control device 14 is engaged, and the speed is input to the first input shaft 11 for torque compensation.

[0136] 3: 3rd gear to 4th gear

[0137] Current gear: pure engine 3rd gear.

[0138] Current engagement elements: third control unit 9 , fourth control unit 10 , first control unit 7 , second control unit 8 , second control device 15 .

[0139] Target gear: pure engine 4th gear.

[0140] Target engagement elements: the third control unit 9 , the fourth control unit 10 , the second control unit 8 , the first brake 16 , and the second control device 15 .

[0141] The process of gear switching without power interruption: the current power of the engine 3 is input to the second planetary gear system 5 through the third control unit 9, the fourth control unit 10, the first control unit 7 and the second control unit 8. When shifting gears, the following actions are performed simultaneously: ① The TM motor speed is input to the first sun gear 401 and the second sun gear 501, and the TM motor speed is adjusted to adjust the speed of the first sun gear 401 and the second sun gear 501 to 0.

[0142] During this process, ① the torque ratio of the TM motor and the GM motor is adjusted to ensure that the power of the whole vehicle remains unchanged. ② the first brake 16 is engaged by sliding friction. ③ the first control unit 7 is disconnected by sliding friction. In addition, the speed of the TM motor is input to the second sun gear 501, and the speed of the GM motor is input to the second planetary carrier 502, and the gear shifting is completed by the stepless speed regulation of the second planetary gear train 5.

[0143] It should be noted that the above is the unpowered interruption process during upshifting, which is also applicable to downshifting.

[0144] Four: Pure electric mode

[0145] The single-motor GM motor is used as a pure electric drive, which can achieve no power interruption, and the implementation method is basically the same as the pure engine mode. The difference is that at this time, the third control unit 9 is in the disconnected state, that is, the engine 3 is in the disconnected state.

[0146] Dual motor drive, GM motor realizes four gears, TM motor is engaged through the second control device 15, input to the power transmission device, realizes 1st gear and 3rd gear. In this working mode, gear shifting without power interruption can also be realized.

[0147] Five: Hybrid mode

[0148] The engine 3 and GM motor are driven together, and no power interruption can also be achieved. The implementation method is basically the same as that of pure engine. The difference is that the power source is changed from pure engine to engine 3 and GM motor, and the no power interruption shifting method remains unchanged.

[0149] The engine 3, GM motor and TM motor are driven together, the engine 3 and GM motor can realize four gears, the TM motor is engaged through the second control device 15, and the power is input to the power transmission device to realize the 1st gear and the 3rd gear. In this working mode, the gear shifting without power interruption can also be realized.

[0150] Finally, it should be noted that the powertrain of this embodiment can realize pure engine mode, single motor pure electric mode, dual motor pure electric mode, extended range mode, parallel hybrid mode and energy recovery mode. The power transmission device can realize multiple gears.

[0151] In addition, through the cooperation of the first motor, the second motor and the clutch, gear shifting without power interruption can be achieved, which can meet the requirements of large differential ratio gear shifting and help improve the gear shifting power and comfort of the whole vehicle.

[0152] Embodiment 2

[0153] This embodiment relates to a powertrain, such as Figure 3 As shown, the power assembly has substantially the same structure as the power assembly of the first embodiment, except that the power assembly further includes a third planetary gear train 6 and a third brake 18 .

[0154] For the convenience of description, the sun gear of the third planetary gear train 6 is referred to as the third sun gear 601, the planet carrier of the third planetary gear train 6 is referred to as the third planet carrier 602, the planet gear of the third planetary gear train 6 is referred to as the third planet gear 603, and the ring gear of the third planetary gear train 6 is referred to as the third ring gear 604.

[0155] In this embodiment, the third sun gear 601 is connected to the power output end of the second power source 2 and to one end of the second control device 15, the third ring gear 604 is connected to the second input shaft 12 and to the other end of the second control device 15, and the third brake 18 is used to brake the third planetary carrier 602.

[0156] In terms of specific structure, a hollow shaft can be mounted on the first input shaft 11, the third sun gear 601 is fixedly connected to the hollow shaft, the third brake 18 is used to brake the third planet carrier 602, and the third ring gear 604 is drivingly connected to the second input shaft 12. It should be noted that the third sun gear 601 can be mounted on the first input shaft 11 to save space, and it should be understood that the third sun gear 601 can also be mounted on the first input shaft 11 without being mounted.

[0157] It should also be noted that the third brake 18 brakes the third planet carrier 602, so that the third planet carrier 602 cannot rotate, and the third brake 18 releases the third planet carrier 602, so that the third planet carrier 602 can rotate freely.

[0158] When the third brake 18 is engaged and the second control device 15 is disconnected, the third planetary gear system 6 can form a reverse gear, matching the first gear in the power transmission device, and can form a high-speed ratio reverse gear to meet the strong off-road requirements of the vehicle.

[0159] In addition, the powertrain of this embodiment has the same beneficial effects as the powertrain of the first embodiment relative to the prior art, and will not be described in detail here.

[0160] Embodiment 3

[0161] This embodiment relates to a powertrain, such as Figure 4 As shown, the powertrain has substantially the same structure as the powertrain of the first embodiment. In this embodiment, the second control device 15 includes a clutch. The difference is that the structure of the first control device 14 is different, and the powertrain also includes a third planetary gear train 6.

[0162] Specifically, the third sun gear 601 is disposed on the housing of the powertrain. The first control device 14 includes a synchronizer 1401 disposed at the output end of the second power source 2, a first coupling tooth 1402 disposed on the ring gear of the third planetary gear train 6, and a second coupling tooth 1403 disposed on the first input shaft 11, the synchronizer 1401 selectively engages the first coupling tooth 1402, and the synchronizer 1401 selectively engages the second coupling tooth 1403.

[0163] In a preferred embodiment, the third sun gear 601 is mounted on the first input shaft 11 without any loose fitting, which is beneficial to saving the radial space occupied by the power assembly in the first input shaft 11. It should be understood that the third sun gear 601 may not be mounted on the first input shaft 11 without any loose fitting.

[0164] In this power assembly, a two-gear structure can be formed by combining the third planetary gear train 6 and the first control device 14. When the power of the second power source 2 passes through the third planetary gear train 6, this gear can achieve a larger speed ratio, which can be used to meet the vehicle's super power requirements.

[0165] In addition, the powertrain of this embodiment has the same beneficial effects as the powertrain of the first embodiment relative to the prior art, and will not be described in detail here.

[0166] Embodiment 4

[0167] This embodiment relates to a powertrain, such as Figure 5 As shown, the powertrain has substantially the same structure as the powertrain of the first embodiment. In this embodiment, the second control device 15 includes a clutch. The difference lies in that the structures of the first input shaft 11 and the first control device 14 are different, and the powertrain also includes a third planetary gear train 6.

[0168] Specifically, the first input shaft 11 includes a first half-shaft 1101 and a second half-shaft 1102 arranged coaxially. One end of the first control unit 7 is connected to the second input shaft 12, and the other end is connected to the second half-shaft 1102. The first input shaft 11 is connected to the second planetary carrier 502 through the second half-shaft 1102, and the first input shaft 11 is connected to the power output end of the first power source 1 through the first half-shaft 1101.

[0169] It should be noted that, in a preferred embodiment, the second input shaft 12 is loosely mounted on the second half shaft 1102 , making the overall structure more compact. It should be understood that the second input shaft 12 may not be loosely mounted on the second half shaft 1102 .

[0170] In this embodiment, the first control device 14 includes a first clutch 1404 and a second clutch 1405, one end of the first clutch 1404 is connected to one end of the second clutch 1405, the other end of the first clutch 1404 is connected to the power output end of the second power source 2, and the other end of the second clutch 1405 is connected to the first half shaft 1101.

[0171] As a preferred embodiment, the third sun gear 601 is loosely mounted on the first half shaft 1101 and connected to one end where the first clutch 1404 and the second clutch 1405 are connected, the third planetary carrier 602 is connected to the first half shaft 1101, and the third ring gear 604 is connected to the second half shaft 1102. In the power assembly, the first clutch 1404 and the second clutch 1405 are engaged, the third sun gear 601 and the third planetary carrier 602 are connected together, the speed ratio of the third planetary gear train 6 is 1, and the power of the second power source 2 can be transmitted to the second half shaft 1102 through the third ring gear 604.

[0172] When the first clutch 1404 is engaged and the second clutch 1405 is disengaged, the power of the second power source 2 can be transmitted to the second half shaft 1102 through the third sun gear 601, the third planetary gear 603 and the third ring gear 604. At this time, the power of the second power source 2 is output to the third sun gear 601, the power of the engine 3 can be output to the third planetary carrier 602, and the third ring gear 604 outputs power, which can meet the continuous large torque output requirement.

[0173] When the first clutch 1404 is disengaged and the second clutch 1405 is engaged, the power of the second power source 2 cannot be transmitted to the second half shaft 1102 through the first control device 14, while the power of the engine 3 and the power of the first power source can be transmitted to the second half shaft 1102 through the first half shaft 1101, the third planetary carrier 602, the third planetary gear 603 and the third ring gear 604.

[0174] In addition, the powertrain of this embodiment has the same beneficial effects as the powertrain of the first embodiment relative to the prior art, and will not be described in detail here.

[0175] Embodiment 5

[0176] This embodiment relates to a powertrain, such as Figure 6 As shown, the powertrain has substantially the same structure as the powertrain of the first embodiment. In this embodiment, the second control device 15 includes a clutch. The difference is that the structure of the first control device 14 is different, and the powertrain also includes a third planetary gear train 6.

[0177] Specifically, the third sun gear 601 is loosely mounted on the first input shaft 11 and connected to the power output end of the second power source 2. The first control device 14 includes a synchronizer 1401 connected to the third ring gear 604, a first coupling tooth 1402 provided on the housing of the power assembly, and a second coupling tooth 1403 provided on the first input shaft 11, and the second coupling tooth 1403 is connected to the third planet carrier 602, and the synchronizer 1401 selectively engages with the first coupling tooth 1402, and the synchronizer 1401 selectively engages with the second coupling tooth 1403.

[0178] In the powertrain of this embodiment, the third planetary gear train 6 and the first control device 14 cooperate to form a two-gear structure. When the power of the second power source 2 is transmitted to the first input shaft 11 through the third planetary gear train 6, a larger speed ratio can be achieved, so that the gear can be used for super-strong power requirements.

[0179] In addition, the powertrain of this embodiment has the same beneficial effects as the powertrain of the first embodiment relative to the prior art, and will not be described in detail here.

[0180] Embodiment 6

[0181] This embodiment relates to a vehicle, on which is provided a power assembly as described in any one of the first to fifth embodiments.

[0182] The vehicle of this embodiment can realize more driving modes by applying any one of the power assemblies in Examples 1 to 5. Each driving mode has more gear modes, and no power interruption can be achieved during the gear switching process, which is beneficial to energy saving and has good practicality.

[0183] It should be noted that any powertrain in Examples 1 to 5 can be used to drive the front drive axle of a vehicle, and can also be used to drive the rear drive axle of a vehicle. For example, when driving the front drive axle, the drive device of the rear drive axle can refer to the structure in the prior art, and when driving the rear drive axle, the drive device of the front drive axle can refer to the structure in the prior art.

[0184] The above are only preferred embodiments of the present invention and are not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present invention should be included in the protection scope of the present invention.

Claims

1. A powertrain, characterized in that: It comprises a first power source (1), a second power source (2), a first control device (14), a second control device (15) and a power transmission device; The power transmission device comprises a first power input end, a second power input end and an output end, the second power input end is connected to the output end through a first transmission unit and a second transmission unit, and the first power input end is connected to the output end through the second transmission unit; The power output end of the first power source (1) is transmission-connected to the first power input end; the first control device (14) is provided between the power output end of the second power source (2) and the first power input end, and the first control device (14) is capable of controlling the power on and off between the power output end of the second power source (2) and the first power input end; the second control device (15) is provided between the power output end of the second power source (2) and the second power input end, and the second control device (15) is capable of controlling the power on and off between the power output end of the second power source (2) and the second power input end.

2. The powertrain according to claim 1, characterized in that: The first power input end includes a first input shaft (11), the second power input end includes a second input shaft (12), and the output end of the power transmission device includes an output shaft (13); A first control unit (7) is provided between the first input shaft (11) and the second input shaft (12), and the first control unit (7) is used to control power on and off between the first input shaft (11) and the second input shaft (12); The first transmission unit comprises a first planetary gear train (4), wherein the sun gear of the first planetary gear train (4) is arranged on the second input shaft (12); The second transmission unit comprises a second planetary gear train (5), the sun gear of the second planetary gear train (5) is arranged on the second input shaft (12), and the planet carrier of the second planetary gear train (5) is connected to the first input shaft (11); The planet carrier of the first planetary gear train (4) and the ring gear of the second planetary gear train (5) are connected; a second control unit (8) for controlling power connection and disconnection between the planet carrier of the first planetary gear train (4) and the output shaft (13) is provided between the planet carrier of the first planetary gear train (4) and the output shaft (13), or a second control unit (8) for controlling power connection and disconnection between the planet carrier of the second planetary gear train (5) and the output shaft (13) is provided between the ring gear of the second planetary gear train (5) and the output shaft (13).

3. The powertrain according to claim 2, characterized in that: The power transmission device further comprises a first brake (16), wherein the first brake (16) is used to brake the second input shaft (12); and / or, The power transmission device further comprises a second brake (17), wherein the second brake (17) is used for braking the ring gear of the first planetary gear train (4).

4. The powertrain according to claim 2, characterized in that: A fourth control unit (10) is provided between the power output end of the first power source (1) and the first input shaft (11), and the fourth control unit (10) is used to control the power on and off between the power output end of the first power source (1) and the first input shaft (11); The first power source (1) and the second power source (2) both include motors; The power assembly further comprises an engine (3), a third control unit (9) being provided between a power output end of the engine (3) and the first input shaft (11), the third control unit (9) being used to control power on and off between the power output end of the engine (3) and the first input shaft (11); The first control unit (7), the second control unit (8), the third control unit (9) and the fourth control unit (10) all include a clutch.

5. The powertrain according to any one of claims 2 to 4, characterized in that: The first control device (14) and the second control device (15) both include a clutch.

6. The powertrain according to claim 5, characterized in that: The power assembly further comprises a third planetary gear train (6) and a third brake (18); the sun gear of the third planetary gear train (6) is connected to the power output end of the second power source (2) and to one end of the second control device (15); the ring gear of the third planetary gear train (6) is connected to the second input shaft (12) and to the other end of the second control device (15); the third brake (18) is used to brake the planet carrier of the third planetary gear train (6).

7. The powertrain according to any one of claims 2 to 4, characterized in that: The power assembly further comprises a third planetary gear train (6), the sun gear of the third planetary gear train (6) being arranged on a housing of the power assembly; The first control device (14) comprises a synchronizer (1401) provided at the output end of the second power source (2), a first coupling tooth (1402) provided on the ring gear of the third planetary gear train (6), and a second coupling tooth (1403) provided on the first input shaft (11), the synchronizer (1401) selectively engaging the first coupling tooth (1402), and the synchronizer (1401) selectively engaging the second coupling tooth (1403); The second control device (15) includes a clutch.

8. The power assembly according to any one of claims 2 to 4, characterized in that: The first input shaft (11) comprises a first half shaft (1101) and a second half shaft (1102) which are coaxially arranged; one end of the first control unit (7) is connected to the second input shaft (12), and the other end is connected to the second half shaft (1102); the first input shaft (11) is connected to the planet carrier of the second planetary gear train (5) via the second half shaft (1102); and the first input shaft (11) is connected to the power output end of the first power source (1) via the first half shaft (1101); The first control device (14) comprises a first clutch (1404) and a second clutch (1405), one end of the first clutch (1404) is connected to one end of the second clutch (1405), the other end of the first clutch (1404) is connected to the power output end of the second power source (2), and the other end of the second clutch (1405) is connected to the first half shaft (1101); The powertrain further comprises a third planetary gear train (6), the sun gear of the third planetary gear train (6) being loosely mounted on the first half-shaft (1101) and connected to one end where the first clutch (1404) and the second clutch (1405) are connected; the planet carrier of the third planetary gear train (6) is connected to the first half-shaft (1101), and the ring gear of the third planetary gear train (6) is connected to the second half-shaft (1102); The second control device (15) includes a clutch.

9. The power assembly according to any one of claims 2 to 4, characterized in that: The power assembly further comprises a third planetary gear train (6), the sun gear of the third planetary gear train (6) being loosely mounted on the first input shaft (11) and connected to the power output end of the second power source (2); The first control device (14) comprises a synchronizer (1401) connected to the ring gear of the third planetary gear train (6), a first coupling tooth (1402) provided on the housing of the power assembly, and a second coupling tooth (1403) provided on the first input shaft (11), and the second coupling tooth (1403) is connected to the planet carrier of the third planetary gear train (6), the synchronizer (1401) selectively engages with the first coupling tooth (1402), and the synchronizer (1401) selectively engages with the second coupling tooth (1403); The second control device (15) includes a clutch.

10. A vehicle, characterized in that: The vehicle is provided with a powertrain according to any one of claims 1 to 9.

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