Transmission system, powertrain and vehicle

Abstract

The application relates to a transmission system, a power system and a vehicle, wherein the transmission system comprises: a first transmission shaft for transmitting a first power; a second transmission shaft for transmitting a second power; a transmission for realizing variable speed transmission between the first transmission shaft and the second transmission shaft; and a first coupler configured to enable the second transmission shaft to be coupled or decoupled with the transmission. The application has the advantages that the transmission system can effectively realize switching of the running state and guarantee high efficient output power when the transmission system transmits power between the first prime mover and the generator through the transmission and the coupler.

Description

Technical Field

[0001] This application relates to the field of transmission technology, and in particular to a transmission system, a power system, and a vehicle. Background Technology

[0002] Among new energy vehicles, hybrid vehicles have an advantage in driving range.

[0003] However, existing hybrid vehicles cannot simultaneously achieve both the variable speed output in hybrid mode and the efficient output in pure electric mode. Summary of the Invention

[0004] This application provides a transmission system that improves the efficient switching between multiple operating modes and the strong power output, thereby at least partially solving the above-mentioned technical problems.

[0005] To achieve the above objectives, according to a first aspect of this application, a transmission system is provided, comprising: a first drive shaft for transmitting a first power; a second drive shaft for transmitting a second power; a transmission for realizing variable speed transmission between the first drive shaft and the second drive shaft; and a first coupler configured to enable the second drive shaft to be power-coupled or decoupled from the transmission.

[0006] Optionally, in some embodiments of this application, the transmission has at least two dissimilar transmission paths; the first coupler has two dissimilar coupling states, so that the second drive shaft can be selectively coupled to one of the two transmission paths.

[0007] Optionally, in some embodiments of this application, the transmission includes a planetary gear set.

[0008] Optionally, in some embodiments of this application, the planetary gear set includes: a sun gear, a planet carrier, and a ring gear;

[0009] The sun gear and the planet carrier are respectively disposed in two different transmission paths of the transmission.

[0010] Optionally, in some embodiments of this application, the first drive shaft is connected to the planetary frame in a transmission connection.

[0011] Optionally, in some embodiments of this application, the first drive shaft is connected to the planetary frame in an anti-rotation connection.

[0012] Optionally, in some embodiments of this application, the first coupler includes a synchronizer.

[0013] Optionally, in some embodiments of this application, the synchronizer includes: a first synchronization ring, which is connected to the planetary gear in a transmission manner; a second synchronization ring, which is connected to the sun gear in a transmission manner; and a coupling sleeve, configured to engage or disengage at least one of the first synchronization ring and the second synchronization ring.

[0014] Optionally, in some embodiments of this application, the engaging sleeve and the second drive shaft form a transmission connection.

[0015] Optionally, in some embodiments of this application, the coupling sleeve and the second drive shaft form an anti-rotation connection.

[0016] Optionally, in some embodiments of this application, the first coupler includes a synchronizer.

[0017] Optionally, in some embodiments of this application, the synchronizer includes: a first synchronizer ring, which is dynamically coupled to one transmission path of the transmission; a second synchronizer ring, which is dynamically coupled to another transmission path of the transmission; and a coupling sleeve, configured to be dynamically coupled or decoupled from at least one of the first synchronizer ring and the second synchronizer ring.

[0018] Optionally, in some embodiments of this application, the engaging sleeve and the second drive shaft form a transmission connection.

[0019] Optionally, in some embodiments of this application, the coupling sleeve and the second drive shaft form an anti-rotation connection.

[0020] Optionally, in some embodiments of this application, the transmission system further includes: a third drive shaft for transmitting a third power; and a second coupler configured to enable or decouple the second drive shaft from the third drive shaft.

[0021] Optionally, in some embodiments of this application, the second drive shaft is arranged parallel to the third drive shaft.

[0022] Optionally, in some embodiments of this application, the transmission system further includes: a fourth transmission shaft for transmitting a fourth power; the fourth transmission shaft and the third transmission shaft form a transmission connection.

[0023] Optionally, in some embodiments of this application, the second coupler includes a clutch.

[0024] Optionally, in some embodiments of this application, the first drive shaft and the second drive shaft are coaxially arranged.

[0025] According to a second aspect of this application, a power system is also provided, which includes the transmission system described above.

[0026] Optionally, in some embodiments of this application, the power system further includes: a first prime mover, which is connected to the first drive shaft in a transmission connection.

[0027] Optionally, in some embodiments of this application, the power system further includes: a second prime mover, which forms a transmission connection with the second drive shaft.

[0028] Optionally, in some embodiments of this application, the first prime mover is configured as an internal combustion engine; the second prime mover is configured as an ISG motor.

[0029] Optionally, in some embodiments of this application, the power system further includes: a third prime mover for outputting power to the drive wheel end; the third prime mover is configured to be able to form a power coupling or decouple from the second drive shaft.

[0030] Optionally, in some embodiments of this application, the third prime mover is configured as a TM motor.

[0031] Optionally, in some embodiments of this application, the power system further includes: a transformer for adjusting the voltage of the power battery applied to the second prime mover and / or the third prime mover; the transformer has a direct drive mode that allows the voltage of the power battery to be directly applied to the second prime mover and / or the third prime mover.

[0032] Optionally, in some embodiments of this application, the power system further includes a buffer for buffering torque impact between the first prime mover and the first drive shaft.

[0033] Optionally, in some embodiments of this application, the buffer is configured as a flywheel.

[0034] According to a third aspect of this application, a power system is also provided, the power system comprising: a first prime mover for outputting power; a second prime mover for outputting power or generating electricity using power; a transmission for realizing variable speed transmission between the first prime mover and the second prime mover; and a first coupler configured to selectively couple or decouple the second prime mover with the transmission.

[0035] Optionally, in some embodiments of this application, the power system further includes: a third prime mover for outputting power; and a second coupler configured to optionally couple or decouple the second prime mover from the third prime mover.

[0036] Optionally, in some embodiments of this application, the power system further includes: a controller for controlling the first coupler to enable the power system to have at least a first mode, a second mode, and a third mode; when the power system is in the first mode, the second prime mover is power-coupled with the first prime mover mechanism through the first coupler and the transmission at a first transmission ratio; the second prime mover is power-coupled with the first prime mover mechanism through the first coupler and the transmission at a second transmission ratio; when the power system is in the third mode, the first prime mover and the second prime mover are decoupled.

[0037] Optionally, in some embodiments of this application, the power system further includes: a transformer for adjusting the input voltage or output voltage of the second prime mover; the transformer has a direct drive mode that allows the voltage of the power battery to be directly used as the input voltage of the second prime mover.

[0038] Optionally, in some embodiments of this application, the power system further includes: a third prime mover, at least for forming a power coupling with the second prime mover; a transformer for adjusting the input voltage of the second prime mover and the third prime mover; the transformer having a direct drive mode that allows the voltage of the power battery to be directly used as the input voltage of the second prime mover and the third prime mover.

[0039] According to a fourth aspect of this application, a vehicle is also provided, including the transmission system or the power system described above.

[0040] The advantage of this application is that by switching the state of the first coupler, the transmission system can achieve both variable speed power coupling and strong power output from the second drive shaft during power decoupling.

[0041] Other features and advantages of this application will be described in detail in the following detailed description section. Attached Figure Description

[0042] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0043] To gain a more complete understanding of this application and its beneficial effects, the following description will be provided in conjunction with the accompanying drawings, wherein the same reference numerals in the following description denote the same parts.

[0044] Figure 1 This is a schematic diagram of the architecture of the transmission system provided in an exemplary embodiment of this application;

[0045] Figure 2 This is a schematic diagram of the structure of the first transmission system provided in an exemplary embodiment of this application;

[0046] Figure 3 yes Figure 2 The diagram shows a partial structural schematic of the transmission system.

[0047] Figure 4 This is a schematic diagram of the structure of the second transmission system provided in an exemplary embodiment of this application;

[0048] Figure 5 This is a schematic diagram of the power system architecture provided in an exemplary embodiment of this application;

[0049] Figure 6 This is a schematic diagram of the power system provided in an exemplary embodiment of this application.

[0050] Figure 7 yes Figure 5 The diagram shows the power transmission path of the power system in the first operating state.

[0051] Figure 8 yes Figure 5 The diagram shows the power transmission path of the power system in the second operating state.

[0052] Figure 9 yes Figure 5 The diagram shows the power transmission path of the power system in the third operating state.

[0053] Figure 10 yes Figure 5 The diagram shows the power transmission path of the power system in the fourth operating state.

[0054] Figure 11 yes Figure 5 The diagram shows the power transmission path of the transmission system in the fifth operating state.

[0055] Figure 12 This is a schematic diagram of the vehicle structure provided in an exemplary embodiment of this application;

[0056] Figure 13 yes Figure 12 The diagram shows the architecture of the vehicle's electronic control system and motor system.

[0057] Explanation of reference numerals in the attached figures:

[0058] 100. Transmission system; 111. First driveshaft; 112. Second driveshaft; 113. Third driveshaft; 114. Fourth driveshaft; 120. Gearbox; 121. Planetary gear set; 121a. Sun gear; 121b. Planet carrier; 121c. Planet gears; 121d. Ring gear; 130. First coupler; 131. Synchronizer; 131a. First synchronizer ring; 131b. Second synchronizer ring; 131c. Engagement sleeve; 140. Second coupler; 141. Clutch; 151. First transmission gear; 152. Second transmission gear; 153. Third transmission gear; 154. Fourth transmission gear; 155. Fifth transmission gear; 10. Power system; 200. Transmission system; 211. First transmission gear set; 212. Drive shaft; 220. Transmission; 221. Gear set; 221a. First transmission gear; 221b. Second transmission gear; 221c. Third transmission gear; 221d. Fourth transmission gear; 230. First coupler; 231. Synchronizer; 231a. First synchronizing ring; 231b. Second synchronizing ring; 231c. Engaging sleeve; 310. First prime mover; 320. Buffer; 330. Differential; 400. Electronic control system; 410. Power battery; 420. Controller; 430. First inverter; 440. Second inverter; 450. Transformer; 500. Motor system; 510. Second prime mover; 520. Third prime mover; 1. Vehicle; 60. Wheel end. Detailed Implementation

[0059] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the protection scope of this application.

[0060] As a first aspect of this application, this application provides a transmission system 100, with reference to Figures 1 to 3 As shown, the transmission system 100 includes: a first drive shaft 111, a second drive shaft 112, a gearbox 120, and a first coupler 130.

[0061] The first drive shaft 111 is used to transmit a first power; the second drive shaft 112 is used to transmit a second power; the gearbox 120 is used to realize variable speed transmission between the first drive shaft 111 and the second drive shaft 112; the first coupler 130 is configured to enable the second drive shaft 112 to form a power coupling or decouple the power coupling with the gearbox 120.

[0062] Both the first drive shaft 111 and the second drive shaft 112 can be used to input or output power. It can be understood that when the first drive shaft 111 is used as an input shaft (i.e., input power), the second drive shaft 112 is used as an output shaft (i.e., output power); conversely, when the second drive shaft 112 is used as an input shaft (i.e., input power), the first drive shaft 111 is used as an output shaft (i.e., output power).

[0063] In addition to transmitting power between the first drive shaft 111 and the second drive shaft 112, the transmission 120 is also used to adjust the rotational speed, that is, to adjust the transmission ratio between the first drive shaft 111 and the second drive shaft 112.

[0064] As an optional solution, the transmission 120 adjusts the transmission ratio between the first drive shaft 111 and the second drive shaft 112 to 1; that is, the transmission 120 makes the first drive shaft 111 and the second drive shaft 112 rotate at the same speed. Of course, generally speaking, the transmission 120 sets the transmission ratio between the first drive shaft 111 and the second drive shaft 112 to a value other than 1, that is, the transmission 120 makes the first drive shaft 111 and the second drive shaft 112 rotate at different speeds, so that torque (speed) can be adjusted according to the working conditions.

[0065] As a specific embodiment, the transmission 120 can be configured as a reducer, meaning that the power input end of the transmission 120 has a high speed, while the power output end of the transmission 120 has a low speed. For example, using the first drive shaft 111 as the input shaft of the transmission 120 and the second drive shaft 112 as the output shaft of the transmission 120, the transmission 120, acting as a reducer, can achieve speed reduction transmission between the first drive shaft 111 and the second drive shaft 112, converting the high speed and low torque of the first drive shaft 111 into the low speed and high torque of the second drive shaft 112. Of course, the opposite configuration can also be used, meaning the transmission 120 can also act as an accelerator.

[0066] The first coupler 130 can enable the second drive shaft 112 to form a variable-speed power coupling with the transmission 120 (i.e., serve as the output shaft of the transmission 120); the first coupler 130 can also decouple the second drive shaft 112 from the transmission 120, thereby disconnecting the transmission connection between the first drive shaft 111 and the second drive shaft 112, allowing the second drive shaft 112 to rotate independently; at this time, since the second drive shaft 112 is no longer restricted by the first drive shaft 111, and does not need to drive the transmission 120, power loss is reduced and power output efficiency is improved.

[0067] That is, by switching the state of the first coupler 130, the transmission system 100 can achieve variable speed power coupling, and when the power is decoupled, the second transmission shaft 112 can output strong power.

[0068] In some embodiments of this application, reference is made to Figures 1 to 3 As shown, the transmission 120 of this application has at least two different transmission paths; the first coupler 130 has two different coupling states, thereby allowing the second drive shaft 112 to be selectively coupled to one of the two transmission paths.

[0069] Specifically, the transmission 120 can achieve two different transmission ratios (i1 and i2) between the first drive shaft 111 and the second drive shaft 112; the first coupler 130 can selectively power couple with the transmission path of one of the transmission ratios, thereby giving the second drive shaft 112 two selectable speeds.

[0070] It is understood that the first coupler 130 may have three positions. When the first coupler 130 is in the first position, the first drive shaft 111 and the second drive shaft 112 are connected by a preset transmission ratio. When the first coupler 130 is in the second position, the first drive shaft 111 and the second drive shaft 112 are connected by another preset transmission ratio. When the first coupler 130 is in the third position, the first drive shaft 111 and the second drive shaft 112 are disconnected.

[0071] In this way, the first drive shaft 111 and the second drive shaft 112 can achieve multiple transmission ratios according to actual working conditions or system requirements, thereby taking into account both torque and speed ratio requirements.

[0072] In some embodiments of this application, reference is made to Figure 2 and Figure 3 As shown, the transmission 120 of this application may include one or more planetary gear sets 121.

[0073] The use of planetary gear 121 enables coaxial power output, which facilitates the arrangement of the first drive shaft 111 and the second drive shaft 112.

[0074] In some embodiments of this application, when the transmission 120 uses a planetary gear set 121, the first drive shaft 111 and the second drive shaft 112 can be coaxially arranged.

[0075] In this way, the transmission between the first drive shaft 111 and the second drive shaft 112 is relatively smooth, their rotational inertia is relatively compact, and the space occupied is also reduced.

[0076] Reference Figure 2 and Figure 3As shown, taking a planetary gear set 121 as an example, the planetary gear set 121 includes: a sun gear 121a, planet gears 121c, a planet carrier 121b, and a gear ring 121d. The composition of the planetary gear set 121 is a technical solution known to those skilled in the art, and the structure of the planetary gear set 121 itself will not be described in detail here. Instead, the application mode and connection relationship of the planetary gear set 121 in this application will be introduced.

[0077] As mentioned earlier, the sun gear 121a and planet carrier 121b are respectively arranged in two different transmission paths of the transmission 120. That is, the sun gear 121a and planet carrier 121b of the planetary gear set 121 are used for transmission, while the ring gear 121d is grounded (forming a fixed connection with the powertrain housing). Of course, according to the principle of the planetary gear set 121, either the sun gear 121a or the planet carrier 121b can be grounded. The scheme of using the sun gear 121a and planet carrier 121b for transmission and the ring gear 121d being grounded makes it easier to arrange the first coupler 130, reduces the radius of rotational inertia, and improves output efficiency.

[0078] Reference Figure 3 As shown, specifically, the first drive shaft 111 and the planetary carrier 121b form a transmission connection, such as an anti-rotation connection.

[0079] It should be noted that, in this application, a transmission connection refers to two objects that constitute a transmission connection, where one object, when moving, can drive the other object to move simultaneously. Their modes and speeds of movement can be the same or different, and this movement includes, but is not limited to, rotation. For example, a transmission connection between the first transmission shaft 111 and the planetary carrier 121b means that when the first transmission shaft 111 rotates, it can drive the planetary carrier 121b to rotate simultaneously. They can be directly connected or indirectly connected through a third object. In this application, an anti-rotation connection means that the two objects constituting an anti-rotation connection can only rotate synchronously at the same speed. For example, an anti-rotation connection between the first transmission shaft 111 and the planetary carrier 121b means that the first transmission shaft 111 and the planetary carrier 121b rotate synchronously. It can be understood that, in this application, a transmission connection includes, but is not limited to, an anti-rotation connection, and the two objects constituting an anti-rotation connection in this application can also be considered to be connected through a third object.

[0080] Refer to Figure 3 As shown, the first coupler 130 includes a synchronizer 131, which comprises a first synchronization ring 131a, a second synchronization ring 131b, and a coupling sleeve 131c. Using the synchronizer 131 enables simultaneous gear shifting and synchronization, which undoubtedly improves switching efficiency and saves space.

[0081] The first synchronizing ring 131a is connected to the planetary carrier 121b in a transmission connection; the second synchronizing ring 131b is connected to the sun gear 121a in a transmission connection; the engaging sleeve 131c is configured to engage or disengage from at least one of the first synchronizing ring 131a and the second synchronizing ring 131b. Thus, gear selection and power coupling can be achieved through the displacement of the engaging sleeve 131c, and the sun gear 121a and the planetary carrier 121b each provide different transmission ratios.

[0082] Specifically, the coupling sleeve 131c and the second drive shaft 112 form a transmission connection, such as an anti-rotation connection.

[0083] It should be noted that, in order to achieve switching, the engaging sleeve 131c can slide relative to the second drive shaft 112, that is, it forms a sliding connection with the second drive shaft 112. The specific sliding method of the engaging sleeve 131c of the synchronizer 131, as well as the specific composition and operation of the synchronizer 131, are technical solutions known to those skilled in the art, and will not be described in detail here.

[0084] In this way, when the first coupler 130 is in the decoupled state, the second drive shaft 112 is equivalent to only driving the coupling sleeve 131c to rotate. The second drive shaft 112 is not coupled with the sun gear 121a and planet gear 121c in the planetary gear set 121. Therefore, when the second drive shaft 112 is driven independently, there is no need to cause power loss due to driving the mechanism in the planetary gear set 121. At the same time, the rotation states of the first drive shaft 111 and the second drive shaft 112 are relatively independent, thereby reducing the time required for coordination and waiting during mode switching.

[0085] As an optional option, refer to Figure 4 As shown, in addition to the planetary gear set mentioned above, the transmission 220 can also be implemented using a gear set 221. Specifically, Figure 4 The transmission system 200 shown also includes: a first drive shaft 211, a second drive shaft 212, a gearbox 220, and a first coupler 230. The first drive shaft 211 and the second drive shaft 212 are not aligned on the same axis, but are arranged in parallel.

[0086] The transmission 220 includes a gear set 221, which specifically includes a first gear 221a, a second gear 221b, a third gear 221c, and a fourth gear 221d. The first gear 221a and the second gear 221b are connected to the first drive shaft 211. More specifically, the first gear 221a and the second gear 221b form an anti-rotation connection with the first drive shaft 211, meaning that the first drive shaft 211 drives the first gear 221a and the second gear 221b to rotate synchronously. This anti-rotation connection can be achieved through a single key or spline. The first gear 221a and the second gear 221b have different outer diameters and numbers of teeth. The third gear 221c and the fourth gear 221d mesh with the first gear 221a and the second gear 221b, respectively. In this way, when the rotational speed of the first drive shaft 211 is transmitted to the third gear 221c and the fourth gear 221d, two different rotational speeds are generated, which means two transmission ratios are achieved.

[0087] The first synchronizing ring 231a of synchronizer 231 forms an anti-rotation connection with the third transmission gear 221c; the second synchronizing ring 231b of synchronizer 231 forms an anti-rotation connection with the fourth transmission gear 221d; the engaging sleeve 231c of synchronizer 231 forms a transmission connection with the second transmission shaft 212. Specifically, the engaging sleeve 231c of synchronizer 231 forms an anti-rotation connection with the second transmission shaft 212. Of course, as mentioned above, in order to achieve switching, the engaging sleeve 231c of synchronizer 231 can slide relative to the second transmission shaft 212.

[0088] With this scheme, synchronizer 231 can selectively couple the second drive shaft 212 with the third gear 221c and the fourth gear 221d. Synchronizer 231 can also put the second drive shaft 212 in neutral, that is, decouple it from the transmission 220.

[0089] The above-described solution provides another implementation method to meet the arrangement requirements when the first drive shaft 211 and the second drive shaft 212 are on different axes.

[0090] In some embodiments of this application, reference is made to Figure 2 As shown, the transmission system 100 of this application further includes: a third drive shaft 113 and a second coupler 140. The third drive shaft 113 is used to transmit a third power; the second coupler 140 is configured to enable or decouple the second drive shaft 112 from the third drive shaft 113.

[0091] As a specific embodiment, the second coupler 140 may include a clutch 141. The clutch 141 referred to herein includes, but is not limited to, a dog clutch 141, a dry clutch 141, or a wet clutch 141.

[0092] More specifically, the transmission system 100 of this application further includes: a first transmission gear 151 and a second transmission gear 152; the first transmission gear 151 and the second transmission gear 152 mesh. The first transmission gear 151 forms an anti-rotation connection with the second transmission shaft 112, and the second transmission gear 152 forms an anti-rotation connection with a portion of the clutch 141; the other portion of the clutch 141 forms an anti-rotation connection with the third transmission shaft 113.

[0093] When the clutch 141 is engaged, it is equivalent to the second transmission gear 152 and the third transmission shaft 113 forming an anti-rotation connection and rotating synchronously. At this time, the second transmission shaft 112 and the third transmission shaft 113 achieve power coupling through the meshing of the first transmission gear 151 and the second transmission gear 152.

[0094] Reference Figure 2 As shown, in some embodiments of this application, the second drive shaft 112 and the third drive shaft 113 are arranged in parallel.

[0095] In this way, the transmission system 100 can input or output another power source, and can selectively couple or decouple the power source from the second drive shaft 112, thereby adapting to more working conditions.

[0096] In some embodiments of this application, reference is made to Figure 2 As shown, the transmission system 100 further includes: a fourth transmission shaft 114; the fourth transmission shaft 114 is used to transmit a fourth power; the fourth transmission shaft 114 and the third transmission shaft 113 form a transmission connection.

[0097] Refer to Figure 2 As shown, specifically, the transmission system 100 also includes: a third transmission gear 153, a fourth transmission gear 154 and a fifth transmission gear 155.

[0098] The third transmission gear 153 and the fourth transmission gear 154 are both connected to the third transmission shaft 113 to prevent rotation, and the fifth transmission gear 155 is connected to the fourth transmission shaft 114 to prevent rotation. The third transmission gear 153 and the fifth transmission gear 155 mesh, thereby establishing a transmission connection between the third transmission shaft 113 and the fourth transmission shaft 114. The fourth transmission shaft 114 can be used to achieve external power output.

[0099] In this way, the power of the second drive shaft 112 and the fourth drive shaft 114 can be superimposed at the third drive shaft 113, thereby enabling the transmission system 100 to achieve more power transmission methods.

[0100] As a second aspect of this application, reference is made to Figure 5 and Figure 6 As shown, this application provides a power system 10, which, in addition to the transmission system 100 as described above, also includes a first prime mover 310 and a second prime mover 510.

[0101] The first prime mover 310 is connected to the first drive shaft 111; the second prime mover 510 is connected to the second drive shaft 112.

[0102] It should be noted that, in this application, the prime mover refers to a device that uses energy to generate power, such as a device that uses chemical energy, electrical energy, potential energy, etc., including but not limited to internal combustion engines and electric motors. The electric motor in this application can convert electrical energy into power or vice versa; that is, the electric motor in this application can be either an electric motor or a generator.

[0103] In some embodiments of this application, reference is made to Figure 6 As shown, the first prime mover 310 can be an internal combustion engine, and the second prime mover 510 can be an electric motor.

[0104] The second prime mover 510 can be an ISG motor (Integrated Starter Generator). An ISG motor is an electric motor that integrates starting and power generation functions. It is mainly used to start the internal combustion engine, charge the power battery 410, and drive the wheel end 60, etc. In other words, the second prime mover 510 can be used to generate electricity and output power.

[0105] The specific structure and function of the ISG motor are known to those skilled in the art and will not be elaborated here.

[0106] Using the above scheme, the first prime mover 310 can generate power by releasing chemical energy through the combustion of fuel (such as petroleum, vegetable oil, etc.); this power can be transmitted to the second prime mover 510 through the transmission system 100 as described above, thereby enabling the second prime mover 510 to generate electrical energy under the drive of the power output from the first prime mover 310. Furthermore, based on the transmission system 100 as described above, two different transmission ratios of power coupling can be achieved between the first prime mover 310 and the second prime mover 510; the power coupling between the first prime mover 310 and the second prime mover 510 can also be decoupled, thereby enabling the first prime mover 310 and the second prime mover 510 to operate independently, especially the second prime mover 510 can also output power using electrical energy.

[0107] In some embodiments of this application, reference is made to Figure 6As shown, the power system 10 of this application also includes a third prime mover 520. The third prime mover 520 is used to output power to the drive wheel end 60; and the third prime mover 520 is configured to be able to form a power coupling or decouple from the second drive shaft 112.

[0108] By adopting this scheme, the third prime mover 520 can be driven by the second prime mover 510 in a dual-power coupling manner through the transmission system 100 as described above, and can also output power independently.

[0109] As a specific solution, the third prime mover 520 can be an electric motor, and more specifically, the third prime mover 520 can be a TM motor (Transient Motor); a TM motor is a high-efficiency electric motor that utilizes transient magnetic field technology to achieve high efficiency and high power density.

[0110] The specific structure and function of the TM motor are technical solutions known to those skilled in the art, and will not be elaborated here.

[0111] The primary function of the third prime mover 520 is to output power. Of course, in some implementations, the third prime mover 520 can also be used as a generator.

[0112] As a specific plan, refer to Figure 6 As shown, the third prime mover 520 and the fourth drive shaft 114 form an anti-rotation connection, thereby transmitting the power output by the third prime mover 520 to the third drive gear 153 through the fourth drive shaft 114 and the fifth drive gear 155. Since the third drive gear 153 and the third drive shaft 113 form an anti-rotation connection, the fourth drive gear 154, which also forms an anti-rotation connection with the third drive shaft 113, can form a transmission connection with the differential 330, thereby driving the wheel end 60 (such as the wheel axle) connected to the differential 330.

[0113] In some embodiments of this application, reference is made to Figure 6 As shown, the power system 10 of this application also includes a buffer 320. The buffer 320 is used to buffer the torque impact between the first prime mover 310 and the first drive shaft 111. As a specific embodiment, the buffer 320 is constructed as a flywheel. Of course, the buffer 320 can also be provided for the second prime mover 510 and the third prime mover 520.

[0114] By adopting this scheme, the buffer 320 can store energy, stabilize the rotation speed, and reduce rotational fluctuations, thereby avoiding the impact of the first prime mover 310 on the second drive shaft 112 due to rotational fluctuations.

[0115] Reference Figure 5 and Figure 6As shown, it can be understood that, based on the above scheme, in the power system 10 of this application, the first prime mover 310 is used to output power; the second prime mover 510 is used to output power or generate electricity using power; the transmission 120 is used to realize variable speed transmission between the first prime mover 310 and the second prime mover 510; the first coupler 130 is configured to selectively couple or decouple the second prime mover 510 with the transmission 120. Furthermore, the third prime mover 520 is used to output power; the second coupler 140 is configured to selectively couple or decouple the second prime mover 510 with the third prime mover 520.

[0116] To achieve active control, the power system 10 of this application further includes a controller 420. The controller 420 is used to control at least the first coupler 130, thereby enabling the power system 10 to have at least a first mode, a second mode, and a third mode. When the power system 10 is in the first mode, the second prime mover 510 is coupled to the first prime mover 310 through the first coupler 130 and the transmission 120 to form a power coupling with the first prime mover 310 at a first transmission ratio; the second prime mover 510 is coupled to the first prime mover 310 through the first coupler 130 and the transmission 120 to form a power coupling with the first prime mover 310 at a second transmission ratio; when the power system 10 is in the third mode, the first prime mover 310 and the second prime mover 510 are decoupled.

[0117] As a more specific embodiment, the controller 420 can also control the second coupler 140, thereby enabling the controller 420 to further control whether the second prime mover 510 and the third prime mover 520 perform power coupling in the first, second, and third modes described above, thus ensuring that the power system 10 as a whole has at least the following characteristics: Figures 7 to 11 The five operating states shown are illustrated using the example of the first prime mover 310 being an internal combustion engine, and the second prime mover 510 and the third prime mover 520 being electric motors. Figures 7 to 11 The five operating states shown are explained.

[0118] Reference Figure 7 As shown, in the first operating state, the first coupler 130 is in the gear position of selecting the first gear ratio of the transmission 120, and a part of the power output by the first prime mover 310 is transmitted to the second prime mover 510 at the first gear ratio; at this time, the second prime mover 510 is used as a generator; at the same time, another part of the power output by the first prime mover 310 is coupled with the power output by the third prime mover 520 and then output to the differential 330.

[0119] The first operating state can be applied to the hybrid mode of the hybrid vehicle 1; in the first operating state, a portion of the power of the first prime mover 310 is used to drive the wheel end 60, and the other portion is transmitted to the second prime mover 510 to generate electricity.

[0120] Reference Figure 8 As shown, the difference between the second operating state and the first operating state is that the second coupler 140 is in the state of disconnected transmission, and at this time only the third prime mover 520 outputs power to the differential 330; the power of the first prime mover 310 is only used to drive the second prime mover 510 to generate electricity.

[0121] The second operating state can be a transitional state, that is, before or after the power of the first prime mover 310 intervenes in the wheel end 60, making the switching of the power system 10 smoother.

[0122] Reference Figure 9 As shown, the difference between the third operating state and the first operating state is that the first coupler 130 selects the second gear ratio of the transmission 120. That is, a portion of the power output from the first prime mover 310 is transmitted to the second prime mover 510 at the second gear ratio.

[0123] Different transmission ratios allow the power system 10 to adapt to different working conditions. For example, when climbing, a larger torque is required, so a transmission ratio greater than 1 can be used (the planetary carrier 121b inputs power and the sun gear 121a outputs power), thereby outputting low speed and high torque to meet the climbing requirements. In contrast, when operating at high speed, a transmission ratio greater than or equal to 1 can be used (the planetary carrier 121b serves as both input and output, with a speed ratio of 1), thereby outputting high speed and low torque to meet the high-speed requirements.

[0124] Reference Figure 10 As shown, the difference between the fourth operating state and the third operating state is that the second coupler 140 is in a disengaged transmission state, at which time only the third prime mover 520 outputs power to the differential 330; the power of the first prime mover 310 is only used to drive the second prime mover 510 to generate electricity. The difference between the fourth operating state and the third operating state lies in the different transmission ratios.

[0125] Referring to the second and fourth operating states, when switching the transmission ratio, the transmission can be disconnected through the second coupler 140, thereby achieving a smooth switch from the first operating state to the third operating state. That is, before the first coupler 130 switches, the second coupler 140 can be disconnected from the transmission, and then the first coupler 130 switches; after the switch is completed, the second coupler 140 can be made to resume transmission.

[0126] Furthermore, the second and fourth operating states described above can be used to realize the application scenario of parking power generation.

[0127] Reference Figure 11As shown, the difference between the fifth operating state and the first operating state is that the first coupler 130 is in the neutral state, thereby disconnecting the transmission between the first prime mover 310 and the second prime mover 510; at this time, the second prime mover 510 is used as an electric motor, and the power output by the second prime mover 510 and the third prime mover 520 is output to the wheel end 60 after being coupled by the second coupler 140.

[0128] The fifth operating state can be applied to the dual electric drive mode of the hybrid vehicle 1, where the second prime mover 510 and the third prime mover 520 jointly output power. This not only reuses the second prime mover 510, but also reduces the power demand on the third prime mover 520, thereby reducing the size of the third prime mover 520 and thus optimizing the space occupied by the power system 10 as a whole.

[0129] Reference Figure 12 and Figure 13 As shown, as a third aspect of this application, a vehicle 1 is provided, which includes the aforementioned transmission system 100 or power system 10. The vehicle 1 has all the beneficial effects of the aforementioned transmission system 100 or power system 10, which will not be repeated here.

[0130] Reference Figure 13 As shown, the vehicle 1 of this application includes an electronic control system 400 and an electric motor system 500.

[0131] The electronic control system 400 includes a power battery 410, a transformer 450, a controller 420, a first inverter 430, and a second inverter 440. The motor system 500 can be part of the power system 10 as described above. The motor system 500 includes a second prime mover 510 and a third prime mover 520, where both the second prime mover 510 and the third prime mover 520 are motors.

[0132] The power battery 410 is used to store electrical energy, and the transformer 450 is used to regulate voltage; the controller 420 is used to control at least the transformer 450; the first inverter 430 is used to convert AC power to DC power between the power battery 410 and the second prime mover 510; and the second inverter 440 is used to convert AC power to DC power between the power battery 410 and the third prime mover 520.

[0133] Reference Figure 13 As shown, the power battery 410 is electrically connected to the transformer 450, and the controller 420 is also electrically connected to the transformer 450. The first inverter 430 and the second inverter 440 are both electrically connected to the transformer 450; the first inverter 430 and the second inverter 440 are electrically connected to the second prime mover 510 and the third prime mover, respectively.

[0134] Of course, as mentioned above, the controller 420 can also be used to control the first coupler 130 and the second coupler 140. It should be noted that the controller 420 controlling the first coupler 130 and the second coupler 140 refers to the controller 420 controlling the electronic control part of the first coupler 130 and the second coupler 140, or the additional drive device; the specific control scheme is a technical solution known to those skilled in the art, and will not be described in detail here.

[0135] In some embodiments of this application, the transformer 450 is used to regulate the voltage of the power battery 410 applied to the second prime mover 510 and / or the third prime mover 520; the transformer 450 has a direct drive mode that allows the voltage of the power battery 410 to be directly applied to the second prime mover 510 and / or the third prime mover 520.

[0136] More specifically, transformer 450 is used to regulate the input voltage or output voltage of the second prime mover 510; transformer 450 has a direct drive mode in which the voltage of the power battery 410 is directly used as the input voltage of the second prime mover 510; correspondingly, transformer 450 is used to regulate the input voltage of the third prime mover 520; transformer 450 also has a direct drive mode in which the voltage of the power battery 410 is directly used as the input voltage of the third prime mover 520. That is, in direct drive mode, transformer 450 can directly use the voltage of the power battery 410 as the driving voltage of the second prime mover 510 and the third prime mover 520.

[0137] In this way, the second prime mover 510 and the third prime mover 520 can overcome the current limit of the transformer 450 and thus obtain higher driving capabilities.

[0138] It should be noted that in this application, the transformer 450 can be a transformer utilizing electromagnetic inductance, a transformer utilizing inductive effect, or a transformer utilizing a semiconductor switch; however, regardless of the type of transformer 450, it will have an overcurrent threshold, meaning that the maximum current that can be used by the transformer 450 to achieve voltage conversion has an upper limit. Therefore, when using the transformer 450 for voltage conversion, it will be limited by the transformer circuit, thus affecting the output capabilities of the second prime mover 510 and the third prime mover 520.

[0139] Of course, in specific operating conditions, it is necessary to weigh whether the overcurrent threshold or the voltage of the power battery 410 will limit the output of the second prime mover 510 and the third prime mover 520. If the overcurrent threshold of the transformer 450 limits the output, the controller 420 can control the transformer 450 to work in direct drive mode. Specifically, the transformer 450 can use a current path other than the voltage conversion circuit to allow the power battery 410 to supply power to the second prime mover 510 or the third prime mover 520.

[0140] In the description of this application, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more features. In the description of this application, "multiple" means two or more, unless otherwise explicitly specified.

[0141] In the above embodiments, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0142] The embodiments, implementation methods, and related technical features of this application can be combined and substituted for each other without conflict.

[0143] The above are merely preferred embodiments of this application and are not intended to limit this application in any way. Any simple modifications, equivalent changes, and alterations made to the above embodiments based on the technical essence of this application without departing from the scope of the technical solution of this application shall still fall within the scope of the technical solution of this application.

Claims

1. A transmission system (100), characterized in that, include: The first drive shaft (111) is used to transmit the first power. The second drive shaft (112) is used to transmit the second power. A transmission (120) is used to realize variable speed transmission between the first drive shaft (111) and the second drive shaft (112); The first coupler (130) is configured to enable the second drive shaft (112) to be dynamically coupled to or decoupled from the transmission (120).

2. The transmission system (100) according to claim 1, characterized in that, The transmission (120) has at least two dissimilar transmission paths; the first coupler (130) has two dissimilar coupling states, so that the second drive shaft (112) can be selectively coupled to one of the two transmission paths.

3. The transmission system (100) according to claim 2, characterized in that, The transmission (120) includes a planetary gear set (121).

4. The transmission system (100) according to claim 3, characterized in that, The planetary gear (121) includes: a sun gear (121a), a planet carrier (121b), and a ring gear (121d); The sun gear (121a) and the planet carrier (121b) are respectively disposed in two different transmission paths of the transmission (120).

5. The transmission system (100) according to claim 4, characterized in that, The first drive shaft (111) and the planetary carrier (121b) form a drive connection.

6. The transmission system (100) according to claim 5, characterized in that, The first drive shaft (111) and the planetary carrier (121b) form an anti-rotation connection.

7. The transmission system (100) according to claim 4, characterized in that, The first coupler (130) includes a synchronizer (131).

8. The transmission system (100) according to claim 7, characterized in that, The synchronizer (131) includes: The first synchronization ring (131a) is connected to the planet carrier (121b) in a transmission connection; The second synchronization ring (131b) is connected to the sun gear (121a) for transmission. The engagement sleeve (131c) is configured to engage or disengage from at least one of the first synchronization ring (131a) and the second synchronization ring (131b).

9. The transmission system (100) according to claim 8, characterized in that, The coupling sleeve (131c) and the second drive shaft (112) form a transmission connection.

10. The transmission system (100) according to claim 9, characterized in that, The coupling sleeve (131c) and the second drive shaft (112) form an anti-rotation connection.

11. The transmission system (100) according to claim 1, characterized in that, The first coupler (130) includes a synchronizer (131).

12. The transmission system (100) according to claim 11, characterized in that, The synchronizer (131) includes: The first synchronization ring (131a) forms a power coupling with one transmission path of the transmission (120); The second synchronization ring (131b) forms a power coupling with another transmission path of the transmission (120); The engagement sleeve (131c) is configured to be able to form a dynamic coupling or decouple a dynamic coupling with at least one of the first synchronization ring (131a) and the second synchronization ring (131b).

13. The transmission system (100) according to claim 12, characterized in that, The coupling sleeve (131c) and the second drive shaft (112) form a transmission connection.

14. The transmission system (100) according to claim 13, characterized in that, The coupling sleeve (131c) and the second drive shaft (112) form an anti-rotation connection.

15. The transmission system (100) according to any one of claims 1 to 14, characterized in that, The transmission system (100) also includes: The third drive shaft (113) is used to transmit the third power. The second coupler (140) is configured to either power couple or decouple the second drive shaft (112) from the third drive shaft (113).

16. The transmission system (100) according to claim 15, characterized in that, The second drive shaft (112) is arranged in parallel with the third drive shaft (113).

17. The transmission system (100) according to claim 15, characterized in that, The transmission system (100) also includes: The fourth drive shaft (114) is used to transmit the fourth power. The fourth drive shaft (114) and the third drive shaft (113) form a drive connection.

18. The transmission system (100) according to claim 15, characterized in that, The second coupler (140) includes a clutch (141).

19. The transmission system (100) according to any one of claims 1 to 14, characterized in that, The first drive shaft (111) and the second drive shaft (112) are coaxially arranged.

20. A power system (10), characterized in that, include: The transmission system (100) according to any one of claims 1 to 19.

21. The power system (10) according to claim 20, characterized in that, The power system (10) also includes: The first prime mover (310) is connected to the first drive shaft (111) in a transmission connection.

22. The power system (10) according to claim 21, characterized in that, The power system (10) also includes: The second prime mover (510) is connected to the second drive shaft (112) in a transmission connection.

23. The power system (10) according to claim 22, characterized in that, The first prime mover (310) is configured as an internal combustion engine; the second prime mover (510) is configured as an ISG motor.

24. The power system (10) according to claim 22, characterized in that, The power system (10) also includes: The third prime mover (520) is used to output power to the drive wheel end (60); The third prime mover (520) is configured to either power couple or decouple from the second drive shaft (112).

25. The power system (10) according to claim 24, characterized in that, The third prime mover (520) is configured as a TM motor.

26. The power system (10) according to claim 24, characterized in that, The power system (10) also includes: A transformer (450) is used to regulate the voltage of the power battery (410) applied to the second prime mover (510) and / or the third prime mover (520); The transformer (450) has a direct drive mode that allows the voltage of the power battery (410) to be directly applied to the second prime mover (510) and / or the third prime mover (520).

27. The power system (10) according to claim 21, characterized in that, The power system (10) also includes: A buffer (320) is used to buffer the torque impact between the first prime mover (310) and the first drive shaft (111).

28. The power system (10) according to claim 27, characterized in that, The buffer (320) is constructed as a flywheel.

29. A power system (10), characterized in that, include: The first prime mover (310) is used to output power; The second prime mover (510) is used to output power or generate electricity using power. A transmission (120) is used to realize variable speed transmission between the first prime mover (310) and the second prime mover (510); The first coupler (130) is configured to optionally power couple or decouple the second prime mover (510) from the transmission (120).

30. The power system (10) according to claim 29, characterized in that, The power system (10) also includes: The third prime mover (520) is used to output power; The second coupler (140) is configured to optionally power couple or decouple the second prime mover (510) from the third prime mover (520).

31. The power system (10) according to claim 29, characterized in that, The power system (10) also includes: A controller (420) is used to control the first coupler (130) so that the power system (10) has at least a first mode, a second mode, and a third mode; When the power system (10) is in the first mode, the second prime mover (510) is coupled to the first prime mover (310) in a first transmission ratio through the first coupler (130) and the transmission (120); the second prime mover (510) is coupled to the first prime mover (310) in a second transmission ratio through the first coupler (130) and the transmission (120); when the power system (10) is in the third mode, the first prime mover (310) and the second prime mover (510) are decoupled.

32. The power system (10) according to claim 29, characterized in that, The power system (10) also includes: A transformer (450) is used to regulate the input voltage or output voltage of the second prime mover (510); The transformer (450) has a direct drive mode that allows the voltage of the power battery (410) to be directly used as the input voltage of the second prime mover (510).

33. The power system (10) according to claim 29, characterized in that, The power system (10) also includes: The third prime mover (520) is used at least to form a power coupling with the second prime mover (510); A transformer (450) is used to regulate the input voltage of the second prime mover (510) and the third prime mover (520); The transformer (450) has a direct drive mode that allows the voltage of the power battery (410) to be directly used as the input voltage of the second prime mover (510) and the third prime mover (520).

34. A vehicle (1), characterized in that, It includes the transmission system (100) according to any one of claims 1 to 19 or the power system (10) according to any one of claims 20 to 33.

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