Power system and vehicle

Abstract

The utility model provides a power system and a vehicle, relates to vehicle technical field, the power system includes engine and transmission, the transmission includes output shaft, clutch and at least two input shaft, the output shaft is provided with at least two driven gear, the output shaft is used for the transmission connection with the wheel, and the clutch is connected with the output shaft. The input shafts are connected with the engine through the clutches, driving gears are arranged on the input shafts, and the driving gears on the input shafts are meshed with the corresponding driven gears respectively. According to the power system, the rotating speed of the engine can be kept in an efficient working interval as much as possible, the power economy during direct drive of the engine is improved, and oil consumption is low.

Description

Technical Field

[0001] The utility model relates to the technical field of vehicles, and in particular, to a power system and a vehicle. Background Art

[0002] In response to the demand for low-carbon environmental protection, traditional fuel vehicles are no longer the only type of vehicle, and electric vehicles are also an important direction for vehicle development. Although pure electric vehicles have many advantages, they cannot completely replace traditional fuel vehicles in some driving scenarios. Based on this, hybrid vehicles, which combine the advantages of pure electric vehicles and traditional fuel vehicles and have characteristics such as low fuel consumption, low emissions, and no range anxiety, have attracted more and more attention. For the hybrid system of hybrid vehicles, although pure electric drive mode and engine direct drive mode can be achieved, most hybrid system structures are relatively simple. Limited by the structural design, during the engine direct drive mode, the engine usually cannot be shifted gears, and the power economy during engine direct drive is poor and the fuel consumption is high. Summary of the Utility Model

[0003] The utility model aims to improve the power economy of the vehicle during the engine direct drive mode and reduce the fuel consumption.

[0004] To solve the above problems, the utility model provides a power system, including an engine and a transmission. The transmission includes an output shaft, a clutch, and at least two input shafts. At least two driven gears are arranged on the output shaft, and the output shaft is used for driving connection with a wheel. Each input shaft is connected to the engine through the clutch, and a driving gear is arranged on each input shaft. The driving gears on each input shaft are respectively meshed with the corresponding driven gears.

[0005] The power system provided by the utility model, compared with the prior art, has but is not limited to the following technical effects:

[0006] Since driving gears are provided on at least two input shafts of the transmission, and the driving gears mesh with corresponding driven gears on the output shaft. For example, the driving gear on the first input shaft is the first driving gear, and the driving gear on the second output shaft is the second driving gear. Therefore, the first driving gear on the first input shaft and the corresponding driven gear form a first gear pair, and the second driving gear on the second input shaft and the corresponding driven gear form a second gear pair. Since each input shaft is connected to the engine through a clutch, when the engine directly drives the wheels, that is, when the engine outputs power, any one of these input shafts can access the power of the engine. When the first input shaft accesses the engine through the clutch, it is the first gear pair that varies the speed of the engine. When the second input shaft accesses the engine, it is the second gear pair that varies the speed of the engine. Therefore, by having different transmission ratios for the first gear pair and the second gear pair, different gears can be achieved for the first gear pair and the second gear pair. In this way, when the engine outputs power through the clutch, different gears can be used to vary the speed, enabling the engine speed to be maintained as much as possible in the efficient working range, improving the power economy during direct drive of the engine and resulting in lower fuel consumption.

[0007] Further, the at least two input shafts include a first input shaft. The driving gear on the first input shaft is the first driving gear. At least two first driving gears are provided, and all the first driving gears are spaced apart on the first input shaft. The driven gear corresponding to the first driving gear is the first driven gear.

[0008] The first driving gear is sleeved on the first input shaft movably. A first synchronizer is provided on the first input shaft between two adjacent first driving gears. The first driven gear is fixed on the output shaft. Alternatively, the first driving gear is fixed on the first input shaft, a first synchronizer is provided on the output shaft between two adjacent first driven gears, and the first driven gear is sleeved on the output shaft movably.

[0009] Further, the at least two input shafts include a second input shaft. The driving gear on the second input shaft is the second driving gear. At least two second driving gears are provided, and all the second driving gears are spaced apart on the second input shaft. The driven gear corresponding to the second driving gear is the second driven gear.

[0010] The second driving gear is fixed on the second input shaft. A second synchronizer is arranged on the output shaft between two adjacent second driven gears, and the second driven gears are movably sleeved on the output shaft; alternatively, the second driving gear is movably sleeved on the second input shaft, a second synchronizer is arranged on the second input shaft between two adjacent second driving gears, and the second driven gears are fixed on the output shaft.

[0011] Further, the first synchronizer is located on the first input shaft and the second synchronizer is located on the output shaft; or the first synchronizer is located on the output shaft and the second synchronizer is located on the second input shaft.

[0012] Further, the second input shaft is a hollow shaft and is sleeved on the first input shaft, and the output shaft is parallel to and arranged side by side with the first input shaft.

[0013] Further, the speed ratios of some of the driving gears to the corresponding driven gears are greater than 1, and the speed ratios of other driving gears to the corresponding driven gears are less than 1; and / or the speed ratios of each driving gear to the corresponding driven gear are different from each other.

[0014] Further, the transmission further includes an output gear which is fixedly sleeved on the output shaft or integrally provided with the output shaft, and the output gear is in transmission connection with the vehicle wheels through a differential.

[0015] Further, the power system further includes a first motor, and the transmission further includes an input gear. The first motor is in transmission connection with any one of the driving gears through the input gear.

[0016] Further, the power system further includes a second motor which is coaxially connected with the output shaft.

[0017] The present utility model further provides a vehicle, including the power system as described above.

[0018] Since the technical improvements and technical effects of the vehicle are the same as those of the power system, the vehicle will not be described in detail herein. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] Figure 1 is a schematic structural diagram of the power system according to an embodiment of the present utility model;

[0020] Figure 2 is a schematic diagram of the power transmission path of the power system according to an embodiment of the present utility model in the first working mode;

[0021] Figure 3Schematic diagram of the power transmission path of the power system according to an embodiment of the present utility model in the second working mode;

[0022] Figure 4 Schematic diagram of the power transmission path of the power system according to an embodiment of the present utility model in the third working mode;

[0023] Figure 5 Schematic diagram of the power transmission path of the power system according to an embodiment of the present utility model in the fourth working mode;

[0024] Figure 6 Schematic diagram of the power transmission path of the power system according to an embodiment of the present utility model in the fifth working mode;

[0025] Figure 7 Schematic diagram of the power transmission path of the power system according to an embodiment of the present utility model in the sixth working mode.

[0026] Figure 8 Schematic diagram of the power transmission path of the power system according to an embodiment of the present utility model in the seventh working mode;

[0027] Figure 9 Schematic diagram of the power transmission path of the power system according to an embodiment of the present utility model in the eighth working mode

[0028] Figure 10 Schematic diagram of the power transmission path of the power system according to an embodiment of the present utility model in the ninth working mode

[0029] Figure 11 Schematic diagram of the power transmission path of the power system according to an embodiment of the present utility model in the tenth working mode

[0030] Figure 12 Schematic diagram of the power transmission path of the power system according to an embodiment of the present utility model in the eleventh working mode

[0031] Figure 13 Schematic diagram of the power transmission path of the power system according to an embodiment of the present utility model in the twelfth working mode.

[0032] Explanation of reference numerals:

[0033] 11. First input shaft; 12. Second input shaft; 13. Output shaft; 14. Clutch; 21. First driving gear; 22. Second driving gear; 3. Driven gear; 31. First driven gear; 32. Second driven gear; 41. First synchronizer; 42. Second synchronizer; 51. Output gear; 52. Input gear; 6. Differential; 61. Differential input gear ring; 71. First motor; 72. Second motor. Detailed implementation manners

[0034] To make the above objects, features, and advantages of the present invention more obvious and understandable, the following will describe in detail the specific embodiments of the present invention with reference to the accompanying drawings. Although some embodiments of the present invention are shown in the drawings, it should be understood that the present invention can be implemented in various forms and should not be construed as limited to the embodiments described herein. Instead, these embodiments are provided to more thoroughly and completely understand the present invention. It should be understood that the drawings and embodiments of the present invention are only for exemplary purposes and are not used to limit the protection scope of the present invention.

[0035] The X-axis in the accompanying drawings represents the horizontal direction and is designated as the front-back position, and the positive direction of the X-axis represents the front side, and the reverse direction of the X-axis represents the rear side; the Y-axis in the accompanying drawings represents the left-right position, and the positive direction of the Y-axis represents the left side, and the reverse direction of the Y-axis represents the right side. At the same time, it should be noted that the above-mentioned meanings represented by the Y-axis and X-axis are only for facilitating the description of the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation to the present invention.

[0036] The term "comprising" and its variations used herein are open-ended, that is, "including but not limited to"; the term "based on" is "at least partially based on"; the term "one embodiment" means "at least one embodiment"; the term "another embodiment" means "at least one additional embodiment"; the term "some embodiments" means "at least some embodiments"; the term "optionally" means "optional embodiments". The relevant definitions of other terms will be given in the following description. It should be noted that the concepts such as "first" and "second" mentioned in the present invention are only used to distinguish different devices, modules, or units, and are not used to limit the order or mutual dependence relationship of the functions performed by these devices, modules, or units.

[0037] It should be noted that the modifications of "one" and "at least two" mentioned in the present invention are illustrative rather than restrictive. Those skilled in the art should understand that unless otherwise clearly specified in the context, it should be understood as "one or at least two".

[0038] See Figure 1 , a power system according to an embodiment of the present utility model includes an engine (not shown in the figure) and a transmission. The transmission includes an output shaft 13, a clutch 14, and at least two input shafts. At least two driven gears 3 are provided on the output shaft 13. The output shaft 13 is used for driving connection with a wheel. Each of the input shafts is connected to the engine through the clutch 14. A driving gear is provided on each of the input shafts, and the driving gears on each of the input shafts are respectively engaged with the corresponding driven gears 3.

[0039] In this embodiment, since driving gears are provided on at least two input shafts of the transmission, and the driving gears mesh with corresponding driven gears 3 on the output shaft 13. For example, the driving gear on the first input shaft 11 is the first driving gear 21, and the driving gear on the second output shaft 12 is the second driving gear 22. Therefore, the first driving gear 21 on the first input shaft 11 and the corresponding driven gear 3 form a first gear pair, and the second driving gear 22 on the second input shaft 12 and the corresponding driven gear 3 form a second gear pair. Since each input shaft is connected to the engine through a clutch 14, when the engine directly drives the wheels, that is, when the engine outputs power, any one of these input shafts can access the power of the engine to correspond to the power output of different gears, thereby achieving speed change. For example, when the first input shaft 11 accesses the engine through the clutch 14, the first gear pair is used to change the speed of the engine. When the second input shaft 12 accesses the engine, the second gear pair is used to change the speed of the engine. Therefore, different gear ratios of the first gear pair and the second gear pair can be used to achieve different gears corresponding to the first gear pair and the second gear pair. In this way, when the engine outputs power through the clutch 14, different gears can be used to achieve speed change, the speed of the engine can be kept in the efficient working range as much as possible, the power economy during direct drive of the engine is improved, and the fuel consumption is low.

[0040] Specifically, taking the transmission including two input shafts, i.e., the first input shaft 11 and the second input shaft 12, as an example, at least one driving gear is provided on the first input shaft 11, that is, at least one first driving gear 21 is provided; at least one driving gear is also provided on the second input shaft 12, that is, at least one second driving gear 22 is provided. For example, when one first driving gear 21 and one second driving gear 22 are provided, this first driving gear 21 is denoted as driving gear A, and this second driving gear 22 is denoted as driving gear B. Then, the gear pair formed by driving gear A and the corresponding driven gear 3 is denoted as the first gear pair A of the first gear, and the gear pair formed by driving gear B and the corresponding driven gear 3 is denoted as the second gear pair B of the second gear. When the engine directly drives, when the first input shaft 11 accesses the engine through the clutch 14, the first gear pair A of the first gear is used to change the speed of the engine. When the second input shaft 12 accesses the engine, the second gear pair B of the second gear is used to change the speed of the engine, thereby realizing that different gears can be selected for operation when the engine directly drives.

[0041] Among them, the gear ratio of the gear pair refers to the ratio of the rotational speed of the driving gear to the rotational speed of the driven gear 3.

[0042] See Figure 1, optionally, the at least two input shafts include a first input shaft 11 and a second input shaft 12. The second input shaft 12 is a hollow shaft and is sleeved on the first input shaft 11. The output shaft 13 is parallel to and arranged side by side with the first input shaft 11.

[0043] In this embodiment, the second input shaft 12 is a hollow shaft and is sleeved on the first input shaft 11. First, it is convenient for the two input shafts to be connected to the engine through a shared clutch 14. Second, it can improve the integration of the transmission and even the power system.

[0044] See Figure 1 , optionally, the driving gear on the first input shaft 11 is a first driving gear 21. There are at least two first driving gears 21. All the first driving gears 21 are spaced on the first input shaft 11. The driven gear 3 corresponding to and meshing with the first driving gear 21 is a first driven gear 31;

[0045] The first driving gear 21 is movably sleeved on the first input shaft 11. A first synchronizer 41 is arranged on the first input shaft 11 between two adjacent first driving gears 21. The first driven gear 31 is fixed on the output shaft 13; or, the first driving gear 21 is fixed on the first input shaft 11. A first synchronizer 41 is arranged on the output shaft 13 between two adjacent first driven gears 31. The first driven gear 31 is movably sleeved on the output shaft 13.

[0046] In this embodiment, there are at least two first driving gears 21. Thus, when the first input shaft 11 of the transmission is connected to the engine through the clutch 14, any one of the first driving gears 21 on the first input shaft 11 can be selected to be connected to the corresponding driven gear 3 to engage the engine for speed change, so that the engine speed can be kept in the efficient working range as much as possible. For example, as Figure 1 shown, there are two first driving gears 21 on the first input shaft 11. One is the aforementioned driving gear A, and the other is driving gear C. The gear pair formed by driving gear C and the corresponding driven gear 3 is denoted as the third gear pair C. When the first input shaft 11 of the transmission is connected to the engine through the clutch 14, the engine can select the first gear pair A or the third gear pair C for power transmission.

[0047] Wherein, when the first driving gear 21 is movably sleeved on the first input shaft 11 and the first driven gear 31 is fixed on the output shaft 13, a first synchronizer 41 is further arranged between two adjacent first driving gears 21 on the input shaft. The first synchronizer 41 can fix the first driving gear 21 on one side to the first input shaft 11, that is, the driving gear A can be fixed to the first input shaft 11 through the first synchronizer 41, so as to realize the variable-speed output of the engine through the first gear pair A, or the driving gear C can be fixed to the first input shaft 11 through the first synchronizer 41, so as to realize the variable-speed output of the engine through the third gear pair C; wherein, when the first synchronizer 41 fixes one of the driving gear A and the driving gear C to the first input shaft 11, the other can rotate relative to the first input shaft 11.

[0048] When the first driving gear 21 is fixed on the first input shaft 11 and the first driven gear 31 is movably sleeved on the output shaft 13, a first synchronizer 41 is further arranged between two adjacent first driven gears 31 on the output shaft 13. The first synchronizer 41 can fix the first driven gear 31 on one side to the output shaft 13, and can also realize the aforementioned variable-speed output of the engine selectively through the first gear pair A or the third gear pair C.

[0049] See Figure 1 , optionally, the driving gears on the second input shaft 12 are second driving gears 22. There are at least two second driving gears 22, and all the second driving gears 22 are arranged at intervals on the second input shaft 12. The driven gears 3 corresponding to the second driving gears 22 are second driven gears 32;

[0050] The second driving gear 22 is fixed on the second input shaft 12, and a second synchronizer 42 is arranged between two adjacent second driven gears 32 on the output shaft 13. The second driven gear 32 is movably sleeved on the output shaft 13; or, the second driving gear 22 is movably sleeved on the second input shaft 12, and a second synchronizer 42 is arranged between two adjacent second driving gears 22 on the second input shaft 12. The second driven gear 32 is fixed on the output shaft 13.

[0051] In this embodiment, at least two second driving gears 22 are provided. In this way, when the second input shaft 12 of the transmission is connected to the engine through the clutch 14, the engine can select any one of the second driving gears 22 on the second input shaft 12 to perform speed change with the corresponding driven gear 3, so that the rotational speed of the engine can be kept in the efficient working range as much as possible. For example, as Figure 1As shown, two second driving gears 22 are provided on the second input shaft 12. One of them is the aforementioned driving gear B, and the other is the driving gear D. The gear pair formed by the driving gear D and the corresponding driven gear 3 is denoted as the fourth gear pair D. When the second input shaft 12 of the transmission is connected to the engine through the clutch 14, the engine can select the second gear pair B or the fourth gear pair D for power transmission.

[0052] Among them, when the second driving gear 22 is movably sleeved on the second input shaft 12 and the second driven gear 32 is fixed on the output shaft 13, a second synchronizer 42 is further provided between two adjacent second driving gears 22 on the input shaft. The second synchronizer 42 can fix one side of the second driving gear 22 to the second input shaft 12, that is, the driving gear B can be fixed to the second input shaft 12 through the second synchronizer 42 to realize the variable-speed output of the engine through the second gear pair B; or the driving gear D can be fixed to the second input shaft 12 through the second synchronizer 42 to realize the variable-speed output of the engine through the fourth gear pair D; among them, when the first synchronizer 41 fixes one of the driving gear B and the driving gear D to the second input shaft 12, the other is relatively rotatable with respect to the second input shaft 12.

[0053] When the second driving gear 22 is fixed on the second input shaft 12 and the second driven gear 32 is movably sleeved on the output shaft 13, a second synchronizer 42 is further provided between two adjacent second driven gears 32 on the output shaft 13. The second synchronizer 42 can fix one side of the second driven gear 32 to the output shaft 13, and can also realize the variable-speed output of the aforementioned engine through the second gear pair B or the fourth gear pair D.

[0054] In this embodiment, when shifting gears for the four gears corresponding to the above four gear pairs, the synchronizer can be driven by an external small motor to realize shifting. The structure is reliable and the maintainability is strong; compared with the traditional hydraulic shifting structure, the shifting energy loss is low and the transmission efficiency is high.

[0055] See Figure 1 , optionally, the first synchronizer 41 is located on the first input shaft 11, and the second synchronizer 42 is located on the output shaft 13; or, the first synchronizer 41 is located on the output shaft 13, and the second synchronizer 42 is located on the second input shaft 12.

[0056] In this embodiment, one synchronizer is located on the output shaft 13, and the other synchronizer is located on the first input shaft 11 or the second input shaft 12. Specifically, when the first synchronizer 41 is located on the first input shaft 11, the second synchronizer 42 is located on the output shaft 13; when the first synchronizer 41 is located on the output shaft 13, the second synchronizer 42 is located on the second input shaft 12. For example, asFigure 1 As shown in the figure, the first synchronizer 41 is located on the first input shaft 11, and the second synchronizer 42 is located on the output shaft 13. In this way, when the engine outputs power through the first gear pair A or the third gear pair C for speed change, the output shaft 13 only needs to drive two driven gears 3 to rotate, and the other two driven gears 3 do not rotate with the output shaft 13 (these two driven gears 3 are not fixed to the output shaft 13 by the second synchronizer 42), which can reduce the load on the output shaft 13. Similarly, when the engine outputs power through the second gear pair B or the fourth gear pair D for speed change, the output shaft 13 only needs to drive three driven gears 3. Moreover, at this time, the first driving gear 21 is not fixed to the first input shaft 11 by the first synchronizer 41, and the rotation of the output shaft 13 will not drive the first input shaft 11 to rotate, further reducing the load on the output shaft 13.

[0057] In the prior art, since there is only one gear for speed change output during direct drive of the engine, it will not only cause the engine to be difficult to maintain in the high-efficiency working range, but also result in a relatively high engine noise. Specifically, when the vehicle needs to travel at a high speed, since there is only one gear in the engine direct drive mode, this will lead to a very high engine speed, which will cause the engine speed to exceed the high-efficiency working range of the engine, resulting in high noise and high fuel consumption. Based on this, referring to Figure 1 , optionally, the speed ratios of some of the driving gears to the corresponding driven gears 3 are greater than 1, and the speed ratios of the other driving gears to the corresponding driven gears 3 are less than 1; and / or, the speed ratios of each driving gear to the corresponding driven gear 3 are different from each other.

[0058] In this embodiment, as Figure 1 shown, for example, there are two first driving gears 21 (the driving gear A and the driving gear C respectively), and two second driving gears 22 (the driving gear B and the driving gear D respectively). The speed ratios of each driving gear to the corresponding driven gear 3 are different from each other, which specifically means that the transmission ratios of the four gear pairs, namely the first gear pair A, the first gear pair C, the first gear pair B, and the first gear pair D, are different from each other. Furthermore, four gear selection options can be achieved during engine direct drive, and the corresponding gear can be selected for speed change according to the current driving speed of the vehicle, thereby ensuring that the engine speed is as far as possible within the high-efficiency working range and reducing fuel consumption.

[0059] Among them, the speed ratios of some of the driving gears to the corresponding driven gears 3 are greater than 1, and the speed ratios of the other driving gears to the corresponding driven gears 3 are less than 1. That is to say, the transmission ratios of some of the four gear pairs are greater than 1, and the transmission ratios of the other gear pairs are less than 1. Thus, when the vehicle is traveling at a high speed, the gear corresponding to the gear pair with a transmission ratio greater than 1 can be selected to increase the engine speed, so that the engine speed does not have to be greater than the upper limit of the efficient working range, reducing fuel consumption and also reducing the engine noise.

[0060] See Figure 1 Optionally, the transmission further includes an output gear 51, the output gear 51 is fixedly sleeved on the output shaft 13 or integrally provided with the output shaft 13, and the output gear 51 is drivingly connected to the wheels through a differential 6.

[0061] In this embodiment, when the output shaft 13 is driven to rotate, specifically, the power is transmitted to the differential 6 through the output gear 51 and finally transmitted to the wheels. Specifically, the output gear 51 meshes with the differential input gear ring 61 of the differential 6.

[0062] See Figure 1 Optionally, the power system further includes a second motor 72, and the second motor 72 is coaxially connected to the output shaft 13.

[0063] In this embodiment, the power system is not only a multi-power system but also a hybrid power system. That is, the power device has not only an engine but also at least a second motor 72. The rotor of the second motor 72 is drivingly connected to the output shaft 13. Thus, the power system can not only achieve the engine direct drive working mode of four gears but also achieve the single-motor pure electric drive working mode of the second motor 72, and can also achieve the parallel drive working mode. Moreover, the second motor 72 is directly drivingly connected to the output shaft 13. When the second motor 72 outputs power, the power can be transmitted to the wheels through the output gear 51 via the differential, and the power transmission efficiency is higher, the structure is simple, and the integration degree is high.

[0064] See Figure 1 Optionally, the power system further includes a first motor 71, and the transmission further includes an input gear 52. The first motor 71 is drivingly connected to any one of the driving gears through the input gear 52.

[0065] In this embodiment, the power device has not only an engine and a second motor 72 but also a first motor 71. The rotor of the first motor 71 is drivingly connected to any one of the driving gears through the input gear 52. The first motor 71 can be used as a generator to realize more working modes of the power system. Specifically, as Figure 1As shown, the input gear 52 is in driving connection with the second driving gear 22 on the left side of the second output shaft. In this way, the distance between the first motor 71 and the input gear can be reduced, and the integration degree can be improved. Moreover, when the first motor 71 needs to generate electricity, it is not necessary for the first synchronizer 41 to fix the first driving gear 21 on the first input shaft 11.

[0066] In other embodiments, the rotor of the second motor 72 and the output shaft 13 may not be directly connected. They may be connected through other clutches, for example. When the other clutch is engaged, the rotor of the second motor 72 and the output shaft 13 are relatively fixed. When the other clutch is disengaged, the rotor of the second motor 72 and the output shaft 13 can rotate relative to each other; or, the output shaft 13 includes two output half shafts. A driven gear 3 and a second synchronizer 42 as described above are provided on one output half shaft, and the other output half shaft is relatively fixed to the rotor of the second motor 72. The two output half shafts are connected through other clutches. When the other clutch is engaged, the two output half shafts are relatively fixed. When the other clutch is disengaged, the two output half shafts can rotate relative to each other. In this way, when the second motor 72 does not work and the first motor 71 or / and the engine drives the output shaft 13 to rotate as the power source, it can be ensured that the rotor of the second motor 72 will not be dragged to move, and the power loss caused by dragging the rotor of the second motor 72 to move can be avoided.

[0067] In summary, through the settings of the clutch 14, the first synchronizer 41 and the second synchronizer 42, the power system can achieve at least the following working modes:

[0068] As Figure 2 shown, the first working mode (the single-motor pure electric drive working mode of the second motor 72). At this time, neither of the two synchronizers fixes any driving gear or the driven gear 3. The power transmission path of the second motor 72 is: the second motor 72 - the output shaft 13 - the output gear 51 - the differential 6. It should be noted that when performing the single-motor pure electric drive mode, the first motor 71 can also be used for power output. However, since the power of the first motor 71 is transmitted to the output shaft 13, it must pass through the transmission of the driving gear and the driven gear 3. Therefore, in order to improve the transmission efficiency, in the single-motor pure electric drive mode, it is preferred Figure 2 shown in the single-motor pure electric drive working mode of the second motor 72.

[0069] As Figure 3As shown, in the second working mode (dual-motor pure electric drive working mode or dual-motor parallel working mode), at this time, the second synchronizer 42 on the output shaft 13 can fix any second driven gear 32 to the output shaft 13. For example, the second synchronizer 42 fixes the second driven gear 32 on the left side. The clutch 14 does not engage the first input shaft 11 nor the second input shaft 12. The power transmission paths of the dual motors include two parallel power transmission paths. One path is the power transmission path of the second motor 72, and the other path is the power transmission path of the first motor 71. The power transmission path of the second motor 72 is: second motor 72 - output shaft 13 - output gear 51 - differential 6; the power transmission path of the first motor 71 is: first motor 71 - input gear 52 - second driving gear 22 - second driven gear 32 - output shaft 13 - output gear 51 - differential 6.

[0070] As Figure 4 shown, in the third working mode (series mode or range extender mode), in this mode, the first motor 71 is used as a generator, and the second motor 72 is used as a motor. The second input shaft 12 is connected to the engine through the clutch 14. The power of the engine sequentially enters the rotor of the first motor 71 through the second input shaft 12, the second driving gear 22, and the input gear 52, so that the first motor 71 generates electricity. After the first motor 71 generates electricity, part of the electric energy can be stored in the battery pack, and the other part can directly supply power to the second motor 72.

[0071] As Figure 5 shown, in the fourth working mode (hybrid parallel working mode 1), at this time, when the second input shaft 12 is connected to the engine through the clutch 14, the second synchronizer 42 can fix any second driven gear 32, for example, fix the second driven gear 32 on the left side. At this time, this mode has three power transmission paths. The first power transmission path is: engine - clutch 14 - second input shaft 12 - first driving gear 21 - input gear 52 - first motor 71. The first power transmission path can make the first motor 71 generate electricity; the second power transmission path is: second motor 72 - output shaft 13 - output gear 51 - differential 6, and the third power transmission path is: engine - clutch 14 - second input shaft 12 - second driving gear 22 on the left side - second driven gear 32 on the left side - output shaft 13 - output gear 51 - differential 6.

[0072] As Figure 6As shown, in the fifth working mode (hybrid parallel working mode 2), when the first input shaft 11 is connected to the engine through the clutch 14, the first synchronizer 41 can fix any one of the first driving gears 21. For example, the left first driving gear 21 is fixed on the first input shaft 11. This mode has two power transmission paths. The first power transmission path is: the second motor 72 - output shaft 13 - output gear 51 - differential 6. The second power transmission path is: engine - clutch 14 - first input shaft 11 - left first driving gear 21 - left first driven gear 31 - output shaft 13 - output gear 51 - differential 6.

[0073] As Figure 7 shown, in the sixth working mode, i.e., the engine first gear direct drive mode, at this time the first input shaft 11 is connected to the engine through the clutch 14, and the first synchronizer 41 fixes the left first driving gear 21 (for example, the aforementioned driving gear A) on the first input shaft 11. The power transmission path is: engine - clutch 14 - first input shaft 11 - left first driving gear 21 - left first driven gear 31 - output shaft 13 - output gear 51 - differential 6.

[0074] As Figure 8 shown, in the seventh working mode, i.e., the engine third gear direct drive mode, at this time the first input shaft 11 is connected to the engine through the clutch 14, and the first synchronizer 41 fixes the right first driving gear 21 (for example, the aforementioned driving gear C) on the first input shaft 11. The power transmission path is: engine - clutch 14 - first input shaft 11 - right first driving gear 21 - right first driven gear 31 - output shaft 13 - output gear 51 - differential 6.

[0075] As Figure 9 shown, in the eighth working mode, i.e., the engine second gear direct drive mode, at this time the second input shaft 12 is connected to the engine through the clutch 14, and the second synchronizer 42 fixes the second driven gear 32 corresponding to the left second driving gear 22 (for example, the aforementioned driving gear B) on the output shaft 13. The power transmission path is: engine - clutch 14 - second input shaft 12 - left second driving gear 22 - left second driven gear 32 - output shaft 13 - output gear 51 - differential 6.

[0076] As Figure 10As shown, the ninth working mode, i.e., the direct drive mode of the fourth gear of the engine. At this time, the second input shaft 12 is connected to the engine through the clutch 14, and the second synchronizer 42 fixes the second driven gear 32 corresponding to the second driving gear 22 on the right side (for example, the aforementioned driving gear D) to the output shaft 13. The power transmission path is: engine - clutch 14 - second input shaft 12 - second driving gear 22 on the right side - second driven gear 32 on the right side - output shaft 13 - output gear 51 - differential 6.

[0077] As Figure 11 shown, the tenth working mode, i.e., the maximum power drive mode. At this time, both the first motor 71 and the second motor 72 are used as motors. The second input shaft 12 is connected to the engine through the clutch 14, and the second synchronizer 42 fixes the second driven gear 32 corresponding to the second driving gear 22 on the left side (for example, the aforementioned driving gear B) to the output shaft 13. There are three parallel power transmission paths in this mode. The first power transmission path is: second motor 72 - output shaft 13 - output gear 51 - differential 6; the second power transmission path is: engine - clutch 14 - first input shaft 11 - second driving gear 22 on the left side - second driven gear 32 on the left side - output shaft 13 - output gear 51 - differential 6; the third power transmission path is: first motor 71 - input gear 52 - second driving gear 22 on the left side - second driven gear 32 on the left side - output shaft 13 - output gear 51 - differential 6.

[0078] As Figure 12 shown, the eleventh working mode, i.e., the idle charging / parking charging mode. At this time, the second motor 72 does not work, and the first motor 71 is used as a generator. The power transmission path is: engine - clutch 14 - second input shaft 12 - second driving gear 22 on the left side - input gear 52 - first motor 71.

[0079] As Figure 13 shown, the twelfth working mode, i.e., the energy recovery mode. In this mode, compared with the first motor 71, the transmission path between the second motor 72 and the wheels is shorter. To improve the energy recovery efficiency, the second motor 72 can be used as a generator, while the first motor 71 does not work. The power transmission path is: wheels - differential 6 - output gear 51 - output shaft 13 - second motor 72.

[0080] Among them, Figure 2-13 in, the arrow direction indicates the direction of the power transmission path.

[0081] A vehicle according to another embodiment of the present invention includes the power system as described above.

[0082] Since the technical improvements and technical effects of the vehicle are the same as those of the power system, the vehicle will not be described in detail herein.

[0083] 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 quantity of the indicated technical features. Thus, features defined with "first" and "second" may explicitly or implicitly include at least one such feature.

[0084] Although the present utility model is disclosed as above, the scope of protection of the present utility model is not limited thereto. Those skilled in the art can make various changes and modifications without departing from the spirit and scope of the present utility model, and these changes and modifications will all fall within the scope of protection of the present utility model.

Claims

1. A power system, characterized in that, It includes an engine and a transmission. The transmission includes an output shaft (13), a clutch (14) and at least two input shafts. At least two driven gears (3) are provided on the output shaft (13). The output shaft (13) is used for driving connection with a wheel. Each of the input shafts is connected to the engine through the clutch (14). A driving gear is provided on each of the input shafts. The driving gears on each of the input shafts are respectively meshed with the corresponding driven gears (3).

2. The power system according to claim 1, characterized in that, The at least two input shafts include a first input shaft (11). The driving gear on the first input shaft (11) is a first driving gear (21). At least two first driving gears (21) are provided. All the first driving gears (21) are spaced on the first input shaft (11). The driven gear (3) corresponding to the first driving gear (21) is a first driven gear (31). The first driving gear (21) is sleeved on the first input shaft (11) movably. A first synchronizer (41) is provided on the first input shaft (11) between two adjacent first driving gears (21). The first driven gear (31) is fixed on the output shaft (13); or, the first driving gear (21) is fixed on the first input shaft (11). A first synchronizer (41) is provided on the output shaft (13) between two adjacent first driven gears (31). The first driven gear (31) is sleeved on the output shaft (13) movably.

3. The power system according to claim 2, wherein The at least two input shafts include a second input shaft (12). The driving gear on the second input shaft (12) is a second driving gear (22). At least two second driving gears (22) are provided. All the second driving gears (22) are spaced on the second input shaft (12). The driven gear (3) corresponding to the second driving gear (22) is a second driven gear (32). The second driving gear (22) is fixed on the second input shaft (12). A second synchronizer (42) is provided on the output shaft (13) between two adjacent second driven gears (32). The second driven gear (32) is sleeved on the output shaft (13) movably; or, the second driving gear (22) is sleeved on the second input shaft (12) movably. A second synchronizer (42) is provided on the second input shaft (12) between two adjacent second driving gears (22). The second driven gear (32) is fixed on the output shaft (13).

4. The power system according to claim 3, wherein The first synchronizer (41) is located on the first input shaft (11), and the second synchronizer (42) is located on the output shaft (13); or, the first synchronizer (41) is located on the output shaft (13), and the second synchronizer (42) is located on the second input shaft (12).

5. The power system according to claim 3, characterized in that, The second input shaft (12) is a hollow shaft and is sleeved on the first input shaft (11). The output shaft (13) is parallel and arranged side by side with the first input shaft (11).

6. The power system according to any one of claims 1-5, characterized in that, The speed ratio of the driving gear in some parts to the corresponding driven gear (3) is greater than 1, and the speed ratio of the driving gear in other parts to the corresponding driven gear (3) is less than 1; and / or, the speed ratios of the driving gears to the corresponding driven gears (3) are different from each other.

7. The power system according to any one of claims 1-5, characterized in that, The transmission further includes an output gear (51), the output gear (51) is fixedly sleeved on the output shaft (13) or integrally provided with the output shaft (13), and the output gear (51) is drivingly connected to the wheels through a differential (6).

8. The power system according to any one of claims 1-5, characterized in that, It further includes a first motor (71), the transmission further includes an input gear (52), and the first motor (71) is drivingly connected to any one of the driving gears through the input gear (52).

9. The power system according to claim 7, wherein It further includes a second motor (72), and the second motor (72) is coaxially connected to the output shaft (13).

10. A vehicle, characterized in that, It includes the power system according to any one of claims 1-9.

Images