Powertrain and vehicle

Abstract

The application provides a power assembly and a vehicle, and relates to the technical field of vehicle power systems.The power assembly has 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, the first power input end is connected to the output end through the second transmission unit, a power output end of a 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 a 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.The power assembly can realize more driving modes through cooperation of the first control device and the second control device, can realize more gear modes, and can realize no power interruption in the gear switching process.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicle power system, in particular to a power assembly. BACKGROUND

[0002] The power assembly is a series of components on the vehicle to generate power and transmit power to the road. Generally, the power assembly includes a power source and a power transmission device, the power source may include an engine, a motor, and the power transmission device usually adopts an existing transmission, the power generated by the power source is transmitted to the drive axle of the vehicle through the power transmission device to drive the vehicle to travel.

[0003] Among them, the transmission is the central system of power transmission and transformation. It is mainly divided into manual and automatic two types, which can change the transmission ratio to adapt to different driving conditions. At the same time, the power interruption is realized by using the synchronizer in the neutral position, so as to assist the start of the power source, the gear shifting and the power output.

[0004] With the development of the automobile industry, customers have higher and higher requirements for the economy and comfort of the automobile, however, the manufacturers also need to balance the cost and performance of the power assembly. The existing power assembly has fewer working modes, which cannot meet the increasing requirement of economy, and the step difference generated in the gear shifting process is large, and there are technical problems such as power interruption, poor gear shifting feeling and the like. SUMMARY

[0005] Therefore, the present application aims to provide a power assembly, which is beneficial to improve the economy and comfort of the vehicle.

[0006] To achieve the above-mentioned purpose, the technical scheme of the present application is as follows:

[0007] A power assembly, comprising 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 in transmission connection with the first power input end; the first control device is arranged 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-off between the power output end of the second power source and the first power input end; the second control device is arranged 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-off between the power output end of the second power source and the second power input end.

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

[0011] The first control part is arranged between the first input shaft and the second input shaft, and is used for controlling the power on-off between the first input shaft and the second input shaft;

[0012] The first transmission unit comprises a first planetary gear train, and a sun gear of the first planetary gear train is 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 with the first input shaft;

[0014] The planet carrier of the first planetary gear train is connected with a ring gear of the second planetary gear train; a second control part for controlling the power on-off between the planet carrier of the first planetary gear train and the output shaft is arranged therebetween, or a second control part for controlling the power on-off between the ring gear of the second planetary gear train and the output shaft is arranged therebetween.

[0015] Further, the power transmission device further comprises a first brake for braking the second input shaft; and / or the power transmission device further comprises a second brake for braking the ring gear of the first planetary gear train.

[0016] Further, a fourth control part is arranged between the power output end of the first power source and the first input shaft, and the fourth control part is used for controlling the power on-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 each comprise an electric motor.

[0018] The power assembly further comprises an engine, a third control unit is arranged between a power output end of the engine and the first input shaft, and the third control unit is used for controlling power on-off between the power output end of the engine and the first input shaft.

[0019] The first control unit, the second control unit, the third control unit and the fourth control unit all comprise clutches.

[0020] Further, the first control device and the second control device both comprise clutches.

[0021] Further, the power assembly further comprises a third planetary gear train and a third brake, a sun gear of the third planetary gear train is connected with a power output end of the second power source and connected with one end of the second control device; a ring gear of the third planetary gear train is connected with the second input shaft and connected with the other end of the second control device; and the third brake is used for braking a planetary carrier of the third planetary gear train.

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

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

[0024] The second control device comprises a clutch.

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

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

[0027] The power assembly further comprises a third planetary gear train, a sun gear of the third planetary gear train is sleeved on the first half shaft and is connected to one end of the first clutch and the second clutch;

[0028] The second control device comprises a clutch.

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

[0030] The first control device comprises a synchronizer connected to a ring gear of the third planetary gear train, a first engaging tooth provided on a housing of the power assembly, and a second engaging tooth provided on the first input shaft and connected to a planet carrier of the third planetary gear train, the synchronizer selectively engages the first engaging tooth, and the synchronizer selectively engages the second engaging tooth.

[0031] The second control device comprises a clutch.

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

[0033] The power assembly provided by the present application can realize the first power source single driving mode, the second power source single driving mode, and the first power source and the second power source common driving mode through the first control device and the second control device, and a large number of gear modes can be realized in each driving mode. When the power assembly is applied to a vehicle, no power switching occurs during gear shifting by controlling the first control device and the second control device, the large step differential ratio shifting requirement is met, seamless connection of power transmission is realized, power interruption and jerk feeling in the traditional shifting process are avoided, the shifting power performance and comfort of the vehicle are improved, energy saving is facilitated, and the economy of the vehicle is improved.

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

[0035] The vehicle provided by the present application has the same advantages as the power assembly described above with respect to the prior art, and will not be described here. BRIEF DESCRIPTION OF DRAWINGS

[0036] The accompanying drawings, which form a part of the present application, are included to provide a further understanding of the application, and are incorporated herein for explanation of the application. The schematic embodiments of the present application and their descriptions are used to explain the present application, and do not constitute an improper limitation on the present application. In the drawings:

[0037] Figure 1 Structure diagram of the power assembly according to the embodiment one of the present application;

[0038] Figure 2 Another structure diagram of the power assembly according to the embodiment one of the present application;

[0039] Figure 3 Structure diagram of the power assembly according to the embodiment two of the present application;

[0040] Figure 4 Structure diagram of the power assembly according to the embodiment three of the present application;

[0041] Figure 5 Structure diagram of the power assembly according to the embodiment four of the present application;

[0042] Figure 6 Structure diagram of the power assembly according to the embodiment five of the present application.

[0043] Explanation of reference signs:

[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 part; 8, second control part; 9, third control part; 10, fourth control part; 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 carrier; 403, first planetary gear; 404, first ring gear;

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

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

[0048] 1101, first half shaft; 1102, second half shaft;

[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 the embodiments in the present application and the features in the embodiments can be combined with each other without conflict.

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

[0052] In addition, in the description of the present application, unless otherwise explicitly limited, the terms "mounting", "connection", "connection", "connection" should be broadly understood. For example, it can be fixedly connected, or it can be detachably connected, or integrally connected; it can be mechanically connected, or it can be electrically connected; it can be directly connected, or it can be indirectly connected through an intermediate medium, or it can be connected inside two elements. For those skilled in the art, the specific meaning of the above terms in the present application can be understood in conjunction with the specific circumstances.

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

[0054] Embodiment one

[0055] The present embodiment relates to a power assembly, which is intended to improve the economy and comfort of a vehicle by improving its own structure when applied to the vehicle.

[0056] Based on the above design idea, an exemplary structure of the power assembly of the present embodiment is shown in Figure 1 As a whole, the power assembly of the present 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 an existing transmission, or 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 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.

[0058] The power output end of the first power source 1 is in transmission connection with the first power input end.

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

[0060] The second control device 15 is arranged between the power output end of the second power source 2 and the second power input end, and is capable of controlling the power transmission between the power output end of the second power source 2 and the second power input end.

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

[0062] Specifically, a first control part 7 is arranged between the first input shaft 11 and the second input shaft 12, and is used to control the power transmission between the first input shaft 11 and the second input shaft 12. When the first control part 7 is disconnected, the power of the first input shaft 11 and the power of the second input shaft 12 can be transmitted backward respectively, and when the first control part 7 is connected, the power of the first input shaft 11 and the power of the second input shaft 12 can be transmitted backward together.

[0063] The power input end of the first transmission unit is in transmission connection with the second input shaft 12, the first power input end of the second transmission unit is in transmission connection with the first input shaft 11, and the second power input end of the second transmission unit is in transmission connection with the second input shaft 12. Therefore, the first transmission unit can receive the power of the second input shaft 12, and the second transmission unit can receive the power of the first input shaft 11 or the power from the second input shaft 12.

[0064] The power output end of the first transmission unit is in transmission connection with the power output end of the second transmission unit, and a second control part 8 is arranged between the power output end of the first transmission unit and the output shaft 13 to control the power transmission between them, and / or a second control part 8 is arranged between the power output end of the second transmission unit and the output shaft 13 to control the power transmission between them.

[0065] In this way, 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 according to the needs.

[0066] In this embodiment, the power output end of the first power source 1 is in transmission connection 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 arranged between the power output end of the second power source 2 and the first input shaft 11, and the first control device 14 is capable of controlling the power transmission between the power output end of the second power source 2 and the first input shaft 11. Meanwhile, a second control device 15 is arranged between the power output end of the second power source 2 and the second input shaft 12, and the first control device 14 is capable of controlling the power transmission between the power output end of the second power source 2 and the second input shaft 12.

[0067] In this way, 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 disengaged, 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 power assembly, the reduction of the number of gears can be the main way to reduce the cost, but at the same time, it will cause the problem of large shift step difference and poor shift feeling of the whole vehicle. Therefore, as a preferred embodiment, in the embodiment, the transmission ratios of the first transmission unit and the second transmission unit are different, so that more gears can be realized through the cooperation of the first transmission unit and the second transmission unit, and the step difference in the gear switching process is smaller, which is beneficial to improve the smoothness of the shift and thus improve the driving comfort of the vehicle.

[0070] In the preferred embodiment, the aforementioned second input shaft 12 is sleeved on the first input shaft 11, so that the overall structure is more compact. It should be understood that the second input shaft 12 can also not be sleeved on the first input shaft 11.

[0071] As a preferred embodiment, still referring to Figure 1 The first transmission unit includes a first planetary gear set 4, the sun gear of the first planetary gear set 4 constitutes the power input end of the first transmission unit and is arranged on the second input shaft 12, and the planet carrier of the first planetary gear set 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 set 4 is referred to as the first sun gear 401, the planet carrier of the first planetary gear set 4 is referred to as the first planet carrier 402, the planet gear of the first planetary gear set 4 is referred to as the first planet gear 403, and the ring gear of the first planetary gear set 4 is referred to as the first ring gear 404.

[0073] The second transmission unit includes a second planetary gear set, the sun gear of the second planetary gear set 5 constitutes the second power input end of the second transmission unit and is arranged on the second input shaft 12, the planet carrier of the second planetary gear set 5 constitutes the first power input end of the second transmission unit and is arranged on the first input shaft 11, and the ring gear of the second planetary gear set 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 set 5 is referred to as the second sun gear 501, the carrier of the second planetary gear set 5 is referred to as the second carrier 502, the planet gears of the second planetary gear set 5 are referred to as the second planet gears 503, and the ring gear of the second planetary gear set 5 is referred to as the second ring gear 504.

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

[0076] In the above structure, the second control portion 8 is arranged between the first carrier 402 and the output shaft 13 and is used to control the power on-off between the first carrier 402 and the output shaft 13, or the second control portion 8 is arranged between the second ring gear 504 and the output shaft 13 and is used to control the power on-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 set 4, and the second transmission unit is set as the second planetary gear set 5, which has the advantages of small volume, light weight, high transmission efficiency, large carrying capacity, wide transmission ratio range, high motion precision, and stable motion. As a preferred embodiment, the power transmission device further comprises a first brake 16 for braking the second input shaft 12. In this way, by braking the second input shaft 12 through the first brake 16, the first sun gear 401 and the second sun gear 501 can be braked. By releasing the second input shaft 12 through 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 through the first brake 16, the switching of gears can be conveniently realized.

[0078] At the same time, as a preferred embodiment, the power transmission device further comprises a second brake 17 for braking the first ring gear 404. In this way, by switching the first ring gear 404 between braking and releasing through the second brake 17, the switching of gears can be conveniently realized.

[0079] In this embodiment, as a preferred embodiment, as shown in Figure 2 the power output end of the first power source 1 and the first input shaft 11 is provided with a fourth control portion 10, and the fourth control portion 10 is used to control the power on-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 portion 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 portion 10 is disconnected, the power of the first power source 1 cannot be transmitted to the first input shaft 11.

[0080] The power assembly of the engine 3 described below has the problem of high fuel consumption and poor fuel economy. In addition, the existing power assembly has the problems of lack of extended range mode and poor single motor energy saving rate.

[0081] In the present embodiment, in order to solve the problem, the first power source 1 and the second power source 2 each include a motor. For the sake 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] Meanwhile, the power assembly of the present embodiment further includes an engine 3, and a third control portion 9 is arranged between the power output end of the engine 3 and the first input shaft 11, and the third control portion 9 is used to control the power on-off between the power output end of the engine 3 and the first input shaft 11. Not only can the extended range mode be realized, but also more driving modes can be realized, and energy can be saved by selecting appropriate driving modes.

[0083] It should be noted that in the present embodiment, the first motor is preferably a GM motor (generator) of the prior art, and the second motor is preferably a TM motor (electric motor) of the prior art. It should be understood that the first motor and the second motor can also be other motors.

[0084] In the preferred embodiment, the first control portion 7 includes a clutch, one end of the clutch is connected with the first input shaft 11, and the other end of the clutch is connected with the second input shaft 12. In this way, the slip function can be realized, and the power on-off between the first input shaft 11 and the second input shaft 12 can be conveniently controlled.

[0085] In the preferred embodiment, the second control portion 8 includes a clutch, one end of the clutch is connected with the first planet carrier 402 and the second ring gear 504, and the other end of the clutch is connected with the output shaft 13. In this way, the slip function can be realized, and the power on-off during the process of coupling the power transmitted by the first transmission unit and the second transmission unit to the output shaft 13 can be conveniently controlled.

[0086] In the preferred embodiment, the third control portion 9 includes a clutch, one end of the clutch is connected with the power output end of the engine 3, and the other end of the clutch is connected with the power output end of the first motor. In this way, the slip function can be realized. When the clutch is disconnected, the power of the engine 3 can be combined with the power of the first motor, the power of the engine 3 can be used for the first motor to generate electricity, and the first motor can also be used as a starter motor of the engine 3. Meanwhile, the extended range mode can also be conveniently realized.

[0087] In the preferred embodiment, the fourth control portion 10 each includes a clutch, one end of the clutch is connected with the power output end of the first motor, and the other end of the clutch is connected with the first input shaft 11. In this way, the slip function can be realized, and the power on-off between the first motor and the first input shaft 11 can be conveniently controlled.

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

[0089] The power assembly of the embodiment can realize the pure engine mode, the single motor pure electric mode, the double motor pure electric mode, the range extending mode, the parallel hybrid mode and the energy recovery mode through the above structure. Meanwhile, the power transmission device can realize four gears, which is beneficial to improve the economy of the vehicle. Meanwhile, the cooperation of the motor and the first control device 14 and the second control device 15 can realize gear shifting without power interruption, meet the requirement of gear shifting with large step ratio, and thus improve the gear shifting power performance and comfort of the vehicle.

[0090] In order to better understand the power assembly of the embodiment, as a preferred embodiment, as shown in the figure, Figure 2 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 set as clutches, which are high in transmission efficiency, flexible in operation, compact in structure, can realize the sliding friction function, and can use existing standard parts, and are low in cost.

[0091] It should be noted that, as a preferred embodiment, the power assembly of the embodiment, the power output end of the first motor is in transmission connection with a transmission shaft, a clutch, i.e. the third control part 9, is arranged between the power output end of the engine 3 and the transmission shaft, and a clutch, i.e. the fourth control part 10, is arranged between the transmission shaft and the first input shaft 11.

[0092] The transmission connection between the first motor and the transmission shaft can directly use the transmission shaft as the power output shaft 13 of the first motor, or make the output shaft 13 of the first motor in transmission connection with the transmission shaft through a transmission unit.

[0093] Through the disconnection of the fourth control part 10, the power of the engine 3 and the first motor cannot be transmitted to the first input shaft 11 through the above structure. In addition, the transmission shaft can also not be arranged, and at this time, one end of the third control part 9, i.e. the clutch, is connected with the power output end of the engine 3, and the other end of the clutch is connected with the first input shaft 11, and the power on-off between the power output end of the engine 3 and the first input shaft 11 can be controlled through the third control part 9.

[0094] Meanwhile, one end of the fourth control part 10, i.e. the clutch, is connected with the power output end of the first motor, and the other end of the clutch is connected with the first input shaft 11, and the power on-off between the power output end of the first motor and the first input shaft 11 can be controlled through the fourth control part 10.

[0095] At this time, if neither the engine 3 nor the first motor outputs power to the first input shaft 11, the third control portion 9 and the fourth control portion 10 need to be disconnected at the same time.

[0096] When the transmission shaft is not provided, the above structure can also be, for example, that the third control portion 9 and the fourth control portion 10 are both clutches, one end of the two clutches is 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, if the fourth control portion 10 is disconnected, the power of the engine 3 and the first motor cannot be transmitted to the first input shaft 11.

[0097] The drive modes and gear modes that can be achieved by the power system are shown in Table 1.

[0098] Table 1: Figure 2 Drive modes and gear modes that can be achieved by the power assembly shown

[0099]

[0100]

[0101] As 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 portion 9, K2 represents the fourth control portion 10, K3 represents the first control device 14, K4 represents the second control device 15, C1 represents the first control portion 7, C2 represents the second control portion 8, B1 represents the first brake 16, B2 represents the second brake 17, and "√" represents that the corresponding part is in working condition. The marks a and b in the gear indicate 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 portion 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 portion 7, the first sun gear 401, the first planet carrier 402, and the output shaft 13.

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

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

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

[0108] Power transmission path is: first input shaft 11, second sun gear 501 and second carrier 502, second ring gear 504, second control part 8, output shaft 13.

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

[0110] Power transmission path is: first input shaft 11, second carrier 502, second ring gear 504, second control part 8, output shaft 13.

[0111] The driving modes that can be realized by the above power assembly are as follows:

[0112] 1. Pure engine mode, in which only the engine 3 works as the power source, and four gears can be matched.

[0113] 2. Single motor pure electric mode, in which the power source can be selected as the TM motor alone or the GM motor alone, and the fourth control part 10 needs to be engaged when the GM motor drives alone, and four gears can be matched.

[0114] 3. Dual motor pure electric mode, in which the power source is the TM motor and the GM motor, the fourth control part 10 is engaged, the TM motor and the GM motor are connected in parallel and drive the power transmission device at the same time, and four gears can be matched.

[0115] 4. Extended range mode, in which the third control part 9 is engaged, the engine 3 is connected to the GM motor for power generation, the fourth control part 10 is disconnected, and the TM motor drives using the power generation energy of the GM motor to realize series extended range, and four gears can be matched.

[0116] 5. Parallel hybrid mode, the power source has the following three options, 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 four gears.

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

[0118] In addition, the power assembly can realize reverse gear through the first motor and the second motor. In the above driving modes, the single motor pure electric mode, the dual motor pure electric mode, and the extended range mode can all realize reverse gear.

[0119] In addition, the power assembly can also realize energy recovery mode, and the vehicle energy can be transmitted to the TM motor through the power transmission device, and the TM motor can be controlled to generate electricity.

[0120] The control mode of the power assembly and the gear switching process of the embodiment may, for example, include the following:

[0121] I. 1st gear up to 2nd gear

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

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

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

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

[0126] Power interruption-free gear switching process: current engine 3 power is input to the first sun gear 401 through the third control part 9, fourth control part 10, and first control part 7, and the following actions are performed simultaneously during gear shifting: ① control the TM motor speed to be input to the first sun gear 401 and second sun gear 501, and the power is input to the first sun gear 401 to supplement the torque, ensuring that the current power and vehicle speed of the vehicle remain unchanged, ② the first control part 7 is disconnected, ③ the second control part 8 is engaged, and ④ the GM motor is controlled to adjust the second planet carrier 502 speed.

[0127] In this process, the TM motor speed is input to the second sun gear 501, and the GM motor speed is input to the second planet carrier 502, and the gear shifting is completed by using the stepless speed regulation of the second planetary gear set 5, so that the second ring gear 504 and the output shaft 13 have the same speed, thereby realizing power interruption-free. In addition, the first control part 7 can also be disconnected first during the switching of the clutch, and then the second control part 8 is engaged.

[0128] II. 2nd gear up to 3rd gear

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

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

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

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

[0133] Unpowered interrupt gear shift process: current engine 3 power is input to the first planetary gear set 4 and the second planetary gear set 5 through the third control part 9, the fourth control part 10, the second brake 17, and the second control part 8, and the following actions are performed simultaneously during gear shifting: ① the TM motor speed is input to the first sun gear 401 and the second sun gear 501, the TM motor speed is adjusted, and the first sun gear 401 and the second sun gear 501 are adjusted to the same speed as the second planet carrier 502.

[0134] During this process, ① the TM motor and the GM motor torque ratio are adjusted to ensure that the vehicle power remains unchanged. ② The second brake 17 is disconnected in sliding friction. ③ The first control part 7 is connected in 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 planet carrier 502, and the gear shifting is completed by using the stepless speed regulation of the second planetary gear set 5. If the TM motor speed exceeds the maximum speed during the adjustment process, the second control device 15 is disconnected, the first control device 14 is connected, the speed is input to the first input shaft 11, and the torque is supplemented.

[0136] Three: 3-gear upshift to 4-gear

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

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

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

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

[0141] Unpowered interrupt gear shift process: current engine 3 power is input to the first planetary gear set 4 and the second planetary gear set 5 through the third control part 9, the fourth control part 10, the second brake 17, and the second control part 8, and the following actions are performed simultaneously during gear shifting: ① the TM motor speed is input to the first sun gear 401 and the second sun gear 501, the TM motor speed is adjusted, and the first sun gear 401 and the second sun gear 501 are adjusted to the same speed as the second planet carrier 502.

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

[0143] It should be noted that the above is the power interruption process in the upshift process, which is also applicable to the downshift process.

[0144] Four: pure electric mode

[0145] The single motor GM motor can realize power interruption as pure electric driving, and the implementation is basically the same as the pure engine mode. The difference lies in that the third control part 9 is in a disconnected state, that is, the engine 3 is in a 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 1 gear and 3 gear. In this working mode, power interruption shifting can also be realized.

[0147] Five: hybrid mode

[0148] The engine 3 and the GM motor jointly drive, and power interruption can also be realized, and the implementation is basically the same as the pure engine. The difference lies in that the power source changes from the pure engine to the engine 3 and the GM motor, and the power interruption shifting mode remains unchanged.

[0149] The engine 3, GM motor and TM motor jointly drive, the engine 3 and GM motor can realize four gears, the TM motor is engaged through the second control device 15, the power is input to the power transmission device, realizes 1 gear and 3 gear. In this working mode, power interruption shifting can also be realized.

[0150] Finally, it should be noted that the power assembly of the embodiment can realize pure engine mode, single motor pure electric mode, dual motor pure electric mode, range extending 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, power interruption shifting can be realized, which can meet the requirements of large step ratio shifting, and is beneficial to improve the power performance and comfort of vehicle shifting.

[0152] Example two

[0153] The embodiment relates to a power assembly, as shown in the figure, the power assembly has basically the same structure as the power assembly of example one, the difference lies in that the power assembly further comprises a third planetary gear train 6 and a third brake 18. Figure 3

[0154] For the sake of convenience, 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 gear ring 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 loosely fitted onto the first input shaft 11, and the third sun gear 601 is fixedly connected to the hollow shaft. The third brake 18 is used to brake the third planetary carrier 602, and the third gear ring 604 is connected to the second input shaft 12 for transmission. It should be noted that the third sun gear 601 can be loosely fitted onto the first input shaft 11 to save space. It should also be understood that the third sun gear 601 can also be fitted onto the first input shaft 11 without being loosely fitted.

[0157] It should also be noted that when the third brake 18 brakes the third planetary carrier 602, the third planetary carrier 602 cannot rotate. When the third brake 18 releases the third planetary carrier 602, the third planetary carrier 602 can rotate freely.

[0158] When the third brake 18 is engaged and the second control device 15 is disengaged, the third planetary gear system 6 can form a reverse gear, which, when matched with the first gear in the power transmission device, can form a high-ratio reverse gear to meet the vehicle's strong off-road requirements.

[0159] Furthermore, the powertrain of this embodiment has the same beneficial effects as the powertrain of Embodiment 1 compared to the prior art, and will not be repeated here.

[0160] Example 3

[0161] This embodiment relates to a powertrain, such as Figure 4 As shown, the powertrain has a substantially similar structure to the powertrain of Embodiment 1. In this embodiment, the second control device 15 includes a clutch, the difference being that the structure of the first control device 14 is different, and the powertrain also includes a third planetary gear system 6.

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

[0163] In a preferred embodiment, the third sun gear 601 is loosely fitted onto the first input shaft 11, which helps to save the space occupied radially by the powertrain on the first input shaft 11. It should be understood that it is also possible for the third sun gear 601 not to be loosely fitted onto the first input shaft 11.

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

[0165] Furthermore, the powertrain of this embodiment has the same beneficial effects as the powertrain of Embodiment 1 compared to the prior art, and will not be repeated here.

[0166] Example 4

[0167] This embodiment relates to a powertrain, such as Figure 5 As shown, the powertrain has a substantially similar structure to the powertrain of Embodiment 1. In this embodiment, the second control device 15 includes a clutch. The difference lies in the different structures of the first input shaft 11 and the first control device 14. The powertrain also includes a third planetary gear system 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 the preferred embodiment, the second input shaft 12 is loosely fitted onto the second half-shaft 1102, making the overall structure more compact. It should be understood that it is also possible for the second input shaft 12 not to be loosely fitted onto 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] In a preferred embodiment, the third sun gear 601 is loosely fitted onto the first half-shaft 1101 and connected to the 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 this powertrain, 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 from 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 from 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 output from the second power source 2 is sent to the third sun gear 601, the power from the engine 3 is sent to the third planetary carrier 602, and the power output from the third ring gear 604 can meet the requirements for continuous high torque output.

[0173] When the first clutch 1404 is disengaged and the second clutch 1405 is engaged, the power from the second power source 2 cannot be transmitted to the second half-shaft 1102 through the first control device 14, while the power from the engine 3 and the power from 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] Furthermore, the powertrain of this embodiment has the same beneficial effects as the powertrain of Embodiment 1 compared to the prior art, and will not be repeated here.

[0175] Example 5

[0176] This embodiment relates to a powertrain, such as Figure 6 As shown, the powertrain has a substantially similar structure to the powertrain of Embodiment 1. 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 system 6.

[0177] Specifically, the third sun gear 601 is loosely fitted onto 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 engagement tooth 1402 disposed on the housing of the powertrain, and a second engagement tooth 1403 disposed on the first input shaft 11. The second engagement tooth 1403 is connected to the third planetary carrier 602. The synchronizer 1401 selectively engages the first engagement tooth 1402 and selectively engages the second engagement tooth 1403.

[0178] In this embodiment, the powertrain, with the third planetary gear system 6 and the first control device 14 working together, can form a two-speed structure. When the power from the second power source 2 is transmitted to the first input shaft 11 through the third planetary gear system 6, a larger speed ratio can be achieved, making the gear suitable for high power demands.

[0179] Furthermore, the powertrain of this embodiment has the same beneficial effects as the powertrain of Embodiment 1 compared to the prior art, and will not be repeated here.

[0180] Example 6

[0181] The embodiment relates to a vehicle provided with any one of the power assemblies in the embodiment one to the embodiment five.

[0182] The vehicle of the embodiment can realize more driving modes by applying any one of the power assemblies in the embodiment one to the embodiment five, each driving mode has more gear modes, power interruption can be realized in the gear switching process, energy can be saved, and the vehicle has better practicability.

[0183] It should be noted that any one of the power assemblies in the embodiment one to the embodiment five can be used to drive the front drive axle of the vehicle, and can also be used to drive the rear drive axle of the vehicle, for example, when the front drive axle is driven, the driving device of the rear drive axle can refer to the structure in the prior art, and when the rear drive axle is driven, the driving device of the front drive axle can refer to the structure in the prior art.

[0184] The above only describes the preferred embodiment of the application, and is not used to limit the application, and any modification, equivalent replacement, improvement, etc. within the spirit and principle of the application should be included in the protection scope of the application.

Claims

1. A power assembly, characterized in that: comprising 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 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 (1) is drivingly connected with the first power input end; the first control device (14) is arranged between the power output end of the second power source (2) and the first power input end, and the first control device (14) can control the power on-off between the power output end of the second power source (2) and the first power input end; the second control device (15) is arranged between the power output end of the second power source (2) and the second power input end, and the second control device (15) can control the power on-off between the power output end of the second power source (2) and the second power input end; the first power input end comprises a first input shaft (11), a fourth control part (10) is arranged between the power output end of the first power source (1) and the first input shaft (11), and the fourth control part (10) is used for controlling the power on-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) each comprise a motor; the power assembly further comprises an engine (3), a third control part (9) is arranged between the power output end of the engine (3) and the first input shaft (11), and the third control part (9) is used for controlling the power on-off between the power output end of the engine (3) and the first input shaft (11).

2. The power assembly according to claim 1, characterized in that: the second power input end comprises a second input shaft (12), and the output end of the power transmission device comprises an output shaft (13); a first control part (7) is arranged between the first input shaft (11) and the second input shaft (12), and the first control part (7) is used for controlling the power on-off between the first input shaft (11) and the second input shaft (12); the first transmission unit comprises a first planetary gear train (4), and a 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), a sun gear of the second planetary gear train (5) is arranged on the second input shaft (12), and a planet carrier of the second planetary gear train (5) is connected with the first input shaft (11). ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ The planet carrier of the first planetary gear set (4) is connected with the ring gear of the second planetary gear set (5); or, the ring gear of the second planetary gear set (5) is connected with the output shaft (13), and a second control unit (8) is arranged between the planet carrier of the first planetary gear set (4) and the output shaft (13) to control the power transmission between them.

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

4. The powertrain of claim 2, wherein: The first control unit (7), the second control unit (8), the third control unit (9) and the fourth control unit (10) each comprise a clutch.

5. The power assembly according to any one of claims 2-4, characterized in that: The first control device (14) and the second control device (15) each comprise a clutch.

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

7. The power assembly according to any one of claims 1-4, characterized in that: The power assembly further comprises a third planetary gear set (6), the sun gear of the third planetary gear set (6) is arranged on the housing of the power assembly; The first control device (14) comprises a synchronizer (1401) arranged on the output end of the second power source (2), a first engaging tooth (1402) arranged on the ring gear of the third planetary gear set (6), and a second engaging tooth (1403) arranged on the first input shaft (11), the synchronizer (1401) selectively engages the first engaging tooth (1402), and the synchronizer (1401) selectively engages the second engaging tooth (1403); The second control device (15) comprises a clutch.

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

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

10. A vehicle, characterized in that: The vehicle is provided with the power assembly according to any one of claims 1-9.

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