Vehicle power device and vehicle

Abstract

The utility model provides a kind of vehicle power device and vehicle.The utility model described vehicle power device, including power transmission device, and the first power source and at least two second power sources for the power transmission device to provide power;Power transmission device includes selectively connected input shaft of first power source, for the output power output shaft, and the first control device of control input shaft selectively connected output shaft;It further includes the second control device of transmission connection with each second power source respectively, and second control device is one-to-one with second power source, each second control device is selectively connected input shaft, and second control device is selectively connected output shaft.The utility model vehicle power device can be isolated from transmission system when certain power source fails, and it does not affect the power output of other power sources in transmission system, which is conducive to improving the reliability of power system.

Description

Technical Field

[0001] This utility model relates to the field of vehicle power system technology, and in particular to a vehicle power unit. This utility model also relates to a vehicle equipped with the aforementioned vehicle power unit. Background Technology

[0002] With the increasing demand for diversified energy sources, hybrid vehicles and multi-power source drive technologies have become important development directions in the automotive industry. A hybrid vehicle is a vehicle whose drive system consists of two or more individual drive systems that can operate simultaneously. The vehicle's driving power is provided either by a single drive system or by multiple drive systems working together, depending on the actual driving conditions.

[0003] Common hybrid vehicles typically have a powertrain consisting of an engine and an electric motor, connected by a mechanical coupling to jointly provide power to the vehicle. The electric motor operates in place of the engine during low-speed and start-up conditions, reducing the time the engine spends in a high-energy-consumption output state and allowing the engine to operate at a higher efficiency, resulting in higher overall thermal efficiency. However, during the use of a hybrid vehicle, if the electric motor malfunctions, it may affect the normal operation of the engine, negatively impacting the reliability of the powertrain. Utility Model Content

[0004] In view of this, the present invention aims to provide a vehicle power unit to improve the reliability of the power system.

[0005] To achieve the above objectives, the technical solution of this utility model is implemented as follows:

[0006] A vehicle power unit includes a power transmission device, a first power source for providing power to the power transmission device, and at least two second power sources.

[0007] The power transmission device includes an input shaft selectively connected to the first power source, an output shaft for outputting power, and a first control device for controlling the input shaft to selectively connect to the output shaft.

[0008] It also includes a second control device that is driven and connected to each of the second power sources respectively. The second control device corresponds to each of the second power sources. Each of the second control devices is selectively connected to the input shaft and selectively connected to the output shaft.

[0009] Furthermore, each of the second control devices includes a first transmission component, a second transmission component, and a shifting mechanism disposed at the power output end of the corresponding second power source;

[0010] Each of the second power sources is connected to the input shaft via the second transmission assembly, and each of the second power sources is connected to the output shaft via the first transmission assembly;

[0011] The shifting mechanism selectively connects to the second transmission component, and the shifting mechanism selectively connects to the first transmission component.

[0012] Furthermore, the first transmission assembly includes a first gear disposed on the output shaft, a first intermediate shaft coaxially arranged with the power output end of the second power source, and a second gear disposed on the first intermediate shaft.

[0013] The second gear meshes with the first gear and is selectively connected to the power output terminal of the second power source through the shifting mechanism.

[0014] Furthermore, the second transmission assembly includes a third gear disposed on the input shaft, a second intermediate shaft coaxially arranged with the power output end of the second power source, and a fourth gear disposed on the second intermediate shaft;

[0015] The fourth gear meshes with the third gear and is selectively connected to the power output end of the second power source through the shifting mechanism.

[0016] Furthermore, each of the first transmission components shares the first gear.

[0017] Furthermore, each of the second transmission components shares the third gear.

[0018] Furthermore, the first intermediate shaft or the second intermediate shaft is loosely fitted onto the power output end of the second power source.

[0019] Furthermore, the shifting mechanism employs a second synchronizer located between the second gear and the fourth gear. The power output end of the second power source is selectively connected to the second gear via the second synchronizer, and the power output end of the second power source is selectively connected to the fourth gear via the second synchronizer.

[0020] Furthermore, the output shaft is arranged coaxially with the input shaft;

[0021] The first control device employs a first synchronizer, which allows the input shaft to be selectively connected to the output shaft via the first synchronizer.

[0022] Furthermore, the first power source is an engine, and the second power source is an electric motor.

[0023] Furthermore, the input shaft is selectively connected to the first power source via a clutch.

[0024] Compared with the prior art, this utility model has the following advantages:

[0025] (1) The vehicle power unit described in this utility model, in the vehicle power system, by setting a first control device and a second control device, can provide power to the output shaft independently of the first power source and the second power source. When the first power source or the second power source fails, the first power source or the second power source that fails can be disconnected from the transmission system independently without affecting the power output of other power sources in the transmission system. This realizes the fault redundancy design and is conducive to improving the reliability of the power system.

[0026] (2) A first transmission component, a second transmission component and a shifting mechanism are respectively set up. By operating the shifting mechanism, three situations can be realized: the second power source is connected to the input shaft, the second power source is connected to the output shaft, and the second power source is not connected to either the output shaft or the input shaft.

[0027] (3) Setting the first gear and the second gear can realize the connection and force transmission between the output shaft and the shifting mechanism. The coaxial setting of the first intermediate shaft and the power output end of the second power source can reduce the space occupied and make the power transmission device structure more compact. At the same time, the power transmission method of the gear set has higher transmission efficiency and more stable transmission process.

[0028] (4) Setting the third and fourth gears can realize the connection and force transmission between the input shaft and the shifting mechanism. The second intermediate shaft and the power output end of the second power source are set coaxially to reduce the space occupied and make the power transmission device structure more compact. At the same time, the power transmission method of the gear set has higher transmission efficiency and more stable transmission process.

[0029] (5) By enabling each first transmission component to share the first gear, the first gear can achieve the effect of one gear driving multiple components, which can reduce the number of parts, improve the utilization rate of parts, and save manufacturing costs; it can also simplify the force transmission structure and help save interior space. By enabling each second transmission component to share the third gear, the third gear can achieve the effect of one gear driving multiple components, which can reduce the number of parts, improve the utilization rate of parts, simplify the force transmission structure, and help save interior space.

[0030] (6) The first intermediate shaft or the second intermediate shaft is loosely fitted onto the power output end of the second power source. The first intermediate shaft or the second intermediate shaft can rotate independently relative to the power output end of the second power source, and has a high degree of coaxiality with the power output end of the second power source when rotating.

[0031] (7) A second synchronizer is set up, which can quickly and flexibly shift gears with less impact, shorter shift time, smoother shift operation, and less noise.

[0032] (8) The coaxial arrangement of the output shaft and the input shaft can shorten the force transmission path between them, simplify the force transmission structure, realize the direct drive of the first power source to the output shaft, and improve the power transmission efficiency; the first synchronizer can be set up to quickly and flexibly shift gears, with less impact during shifting, shorter shifting time, smoother shifting operation, and less noise.

[0033] (9) The first power source is an engine, and the second power source is an electric motor. The electric motor can replace the engine in low-speed and starting conditions, which can avoid the high fuel consumption range of the internal combustion engine. The engine operates in the high-efficiency range, resulting in higher overall thermal efficiency. At the same time, the electric motor can also recover kinetic energy and convert it into electrical energy for storage, reducing energy waste.

[0034] Another objective of this invention is to provide a vehicle that improves the reliability of vehicle use.

[0035] To achieve the above objectives, the technical solution of this utility model is implemented as follows:

[0036] A vehicle is equipped with the aforementioned vehicle power unit.

[0037] The vehicle described in this utility model, by setting the aforementioned vehicle power device, enables each power source in the vehicle to independently provide power to the output shaft. When a power source fails, the faulty power source can be disconnected from the vehicle's transmission system without affecting the power output of the remaining power sources. This achieves a fault redundancy design, which is beneficial to improving the reliability of vehicle use. Attached Figure Description

[0038] The accompanying drawings, which form part of this utility model, are used to provide a further understanding of the utility model. The illustrative embodiments of the utility model and their descriptions are used to explain the utility model and do not constitute an undue limitation of the utility model. In the drawings:

[0039] Figure 1 This is a schematic diagram of the vehicle power unit described in an embodiment of the present utility model;

[0040] Figure 2 This is a schematic diagram of another embodiment of the vehicle power unit described in this utility model.

[0041] Figure 3 This is a schematic diagram of the power transmission route of the vehicle power unit in the first state according to an embodiment of the present utility model;

[0042] Figure 4 This is a schematic diagram of the power transmission route of the vehicle power unit in the second state according to an embodiment of the present invention;

[0043] Figure 5This is a schematic diagram of the power transmission route of the vehicle power unit in the third state according to an embodiment of the present invention;

[0044] Figure 6 This is a schematic diagram of the power transmission route of the vehicle power unit in the fourth state according to an embodiment of the present invention;

[0045] Figure 7 This is a schematic diagram of the power transmission route of the vehicle power unit in the fifth state according to an embodiment of the present invention;

[0046] Figure 8 This is a schematic diagram of the power transmission route of the vehicle power unit in the sixth state according to an embodiment of the present utility model;

[0047] Figure 9 This is a schematic diagram of the power transmission route of the vehicle power unit in the seventh state according to an embodiment of the present invention;

[0048] Figure 10 This is a schematic diagram of the power transmission route when the vehicle power unit is in the eighth state according to an embodiment of the present invention;

[0049] Explanation of reference numerals in the attached figures:

[0050] 1. Power transmission device;

[0051] 101. Input shaft; 102. Output shaft; 103. First control device; 104. Second control device; 1041. First transmission assembly; 10411. First gear; 10412. First intermediate shaft; 10413. Second gear; 1042. Second transmission assembly; 10421. Third gear; 10422. Second intermediate shaft; 10423. Fourth gear; 1043. Second synchronizer;

[0052] 2. Primary power source;

[0053] 3. Second power source;

[0054] 4. Clutch. Detailed Implementation

[0055] It should be noted that, unless otherwise specified, the embodiments and features described in these embodiments can be combined with each other.

[0056] In the description of this utility model, it should be noted that if terms such as "upper," "lower," "inner," or "outer" appear, indicating orientation or positional relationship, they are based on the orientation or positional relationship shown in the accompanying drawings and are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this utility model. Furthermore, if terms such as "first" or "second" appear, they are also used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0057] Furthermore, in the description of this utility model, unless otherwise explicitly defined, the terms "installation," "connection," "joining," and "connector" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model in light of the specific circumstances.

[0058] The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0059] Example 1

[0060] With the increasing demand for diversified energy sources, hybrid vehicles and multi-power source drive technologies have become important development directions in the automotive industry. A hybrid vehicle is a vehicle whose drive system consists of two or more individual drive systems that can operate simultaneously. The vehicle's driving power is provided either by a single drive system or by multiple drive systems working together, depending on the actual driving conditions.

[0061] Common hybrid vehicles typically have a powertrain consisting of an engine and an electric motor, connected by a mechanical coupling to jointly provide power to the vehicle. The electric motor operates in place of the engine during low-speed and start-up conditions, reducing the time the engine spends at high energy consumption and allowing it to operate at higher efficiency, resulting in higher overall thermal efficiency. However, if the electric motor malfunctions during the use of a hybrid vehicle, it may affect the normal operation of the engine, negatively impacting the reliability of the powertrain.

[0062] This embodiment relates to a vehicle power unit to improve the reliability of the power system.

[0063] In terms of overall structure, combined Figure 1As shown, the vehicle power unit of this embodiment includes a power transmission device 1, a first power source 2 providing power to the power transmission device 1, and at least two second power sources 3. The power transmission device 1 includes an input shaft 101 selectively connected to the first power source 2, an output shaft 102 for outputting power, and a first control device 103 controlling the selective connection of the input shaft 101 to the output shaft 102. It also includes second control devices 104 respectively connected to each of the second power sources 3, with each second control device 104 corresponding to one of the second power sources 3. Each second control device 104 is selectively connected to the input shaft 101 and selectively connected to the output shaft 102.

[0064] As set above, the vehicle power unit of this embodiment is applied in the vehicle power system. By setting the first control device 103 and the second control device 104, the first power source 2 and the second power source 3 can each provide power to the output shaft 102 independently. When the first power source 2 or the second power source 3 fails, the faulty first power source 2 or the faulty second power source 3 can be disconnected from the transmission system independently without affecting the power output of other power sources in the transmission system. This achieves fault redundancy design and is beneficial to improving the reliability of the power system.

[0065] Based on the above overview, please refer to... Figure 1 Specifically, in this embodiment, the first power source 2 and the second power source 3 can be the same or different. For example, the first power source 2 and the second power source 3 can both use electric motors, the first power source 2 and the second power source 3 can both use engines, the first power source 2 can use an engine and the second power source 3 can use an electric motor, etc., as long as the first power source 2 and the second power source 3 can provide power independently.

[0066] Specifically, in this embodiment, the first power source 2 is an engine, and the second power source 3 is an electric motor. The engine and the electric motor have a good synergistic effect. The electric motor can replace the engine in low-speed and starting conditions, which can avoid the high fuel consumption range of the internal combustion engine. The engine operates in the high-efficiency range, resulting in higher overall thermal efficiency. At the same time, the electric motor can also recover kinetic energy and convert it into electrical energy for storage, reducing energy waste.

[0067] In this embodiment, the input shaft 101 selectively connects to the first power source 2 via a clutch 4, enabling the engine, as the first power source 2, to enter and exit the power system, thus controlling the power connection and interruption of the engine. When the second power source 3 provides power, disengaging the clutch 4 avoids engine drag and reduces energy waste.

[0068] For example, in this embodiment, the output shaft 102 and the input shaft 101 are arranged coaxially. The first control device 103 uses a first synchronizer, which allows the input shaft 101 to selectively connect to the output shaft 102. The coaxial arrangement of the output shaft 102 and the input shaft 101 can shorten the force transmission path between them, simplify the force transmission structure, realize the direct drive of the first power source 2 to the output shaft 102, and improve the power transmission efficiency. As for setting the first synchronizer, it enables the power transmission device 1 to shift gears quickly and flexibly, with less impact during gear shifting, shorter shifting time, smoother shifting operation, and less noise.

[0069] The first synchronizer in this embodiment is a single-sided synchronizer, which mainly includes a splined hub, a coupling sleeve, a synchronizing ring, and a coupling gear ring. Specifically, the splined hub of the single-sided synchronizer is connected to the input shaft 101 and rotates synchronously with the input shaft 101; the coupling sleeve is slidably fitted on the splined hub; the synchronizing ring is disposed on the coupling sleeve; and the coupling gear ring rotates synchronously with the output shaft 102. When the input shaft 101 is connected to the output shaft 102, the synchronizing ring connects the coupling gear ring and the splined hub, realizing the transmission connection between the input shaft 101 and the output shaft 102.

[0070] Preferably, in this embodiment, the second power source 3 has two motors, which are arranged on both sides of the first power source 2 and symmetrical about the input shaft 101. Having two motors allows for better allocation of power output and energy recovery tasks, thus reducing fuel consumption. Of course, having more than two motors is also possible. The multiple motors can be arranged circumferentially along the input shaft 101 to facilitate connection between the motors and the input shaft 101 and the output shaft 102.

[0071] Regarding the configuration of the second control device 104, in this embodiment, each second control device 104 includes a first transmission assembly 1041, a second transmission assembly 1042, and a shifting mechanism disposed at the power output end of the corresponding second power source 3. Each second power source 3 is connected to the input shaft 101 through the second transmission assembly 1042, and each second power source 3 is connected to the output shaft 102 through the first transmission assembly 1041. The shifting mechanism selectively connects to the second transmission assembly 1042, and selectively connects to the first transmission assembly 1041.

[0072] By separately configuring the first transmission component 1041, the second transmission component 1042, and the shifting mechanism, three scenarios can be achieved by operating the shifting mechanism: connection of the second power source 3 to the input shaft 101, connection of the second power source 3 to the output shaft 102, or no connection of the second power source 3 to either the output shaft 102 or the input shaft 101. Correspondingly, when the second power source 3, i.e., the motor, is in a rechargeable state and connected to the input shaft 101, it can receive power from the input shaft 101 to generate electricity and charge the vehicle's battery; when the second power source 3 is connected to the output shaft 102, the motor can provide power to the output shaft 102; when the second power source 3 is not connected to either the output shaft 102 or the input shaft 101, the second power source 3 will be disconnected from the power system and will not affect the independent operation of the first power source 2.

[0073] In detail, the first transmission assembly 1041 includes a first gear 10411 mounted on the output shaft 102, a first intermediate shaft 10412 coaxially arranged with the power output end of the second power source 3, and a second gear 10413 mounted on the first intermediate shaft 10412. The second gear 10413 meshes with the first gear 10411 and selectively connects to the power output end of the second power source 3 through a shifting mechanism. Specifically, the first gear 10411 is fixedly connected to the output shaft 102, and the second gear 10413 is fixedly connected to the first intermediate shaft 10412. The arrangement of the first gear 10411 and the second gear 10413 enables the connection and power transmission between the output shaft 102 and the shifting mechanism. Furthermore, the coaxial arrangement of the first intermediate shaft 10412 with the power output end of the second power source 3 reduces space requirements, making the power transmission device 1 more compact. Simultaneously, the gear-based power transmission method offers higher transmission efficiency and a more stable transmission process. In this embodiment, the engagement gear ring in the first synchronizer is fixed on the first gear 10411, resulting in better force transmission.

[0074] Secondly, the second transmission assembly 1042 includes a third gear 10421 mounted on the input shaft 101, a second intermediate shaft 10422 coaxially arranged with the power output end of the second power source 3, and a fourth gear 10423 mounted on the second intermediate shaft 10422. The fourth gear 10423 meshes with the third gear 10421 and selectively connects to the power output end of the second power source 3 through a shifting mechanism. Specifically, the third gear 10421 is fixedly connected to the input shaft 101, and the fourth gear 10422 is fixedly connected to the second intermediate shaft 10422. The arrangement of the third gear 10421 and the fourth gear 10423 enables the connection and power transmission between the input shaft 101 and the shifting mechanism. Furthermore, the coaxial arrangement of the second intermediate shaft 10422 with the power output end of the second power source 3 reduces space requirements, making the power transmission device 1 more compact. Simultaneously, the gear-based power transmission method offers higher transmission efficiency and a more stable transmission process.

[0075] It is understood that each of the first transmission components 1041 is connected to the output shaft 102 and has the same transmission structure. To simplify the transmission structure, in this embodiment, each of the first transmission components 1041 shares a first gear 10411, and each of the second gears 10413 meshes with the same first gear 10411 and is arranged circumferentially at intervals on the first gear 10411. This allows each of the first transmission components 1041 to share the first gear 10411, achieving the effect of one gear 10411 driving multiple components. This reduces the number of parts required, improves the utilization rate of parts, saves manufacturing costs, simplifies the force transmission structure, and helps save interior space.

[0076] Similarly, each of the second transmission components 1042 is connected to the input shaft 101 and has the same transmission structure. To simplify the transmission structure, in this embodiment, each of the second transmission components 1042 shares a third gear 10421, and each of the fourth gears 10423 meshes with the same third gear 10421 and is arranged circumferentially at intervals on the third gear 10421. This allows each of the second transmission components 1042 to share the third gear 10421, achieving a one-to-many effect, reducing the number of parts required, improving part utilization, saving manufacturing costs, simplifying the force transmission structure, and saving interior space.

[0077] Specifically, regarding the arrangement of the first intermediate shaft 10412 and the second intermediate shaft 10422, either the first intermediate shaft 10412 or the second intermediate shaft 10422 is loosely fitted onto the power output end of the second power source 3. The first intermediate shaft 10412 or the second intermediate shaft 10422, being a hollow shaft, allows the power output end of the second power source 3 to pass through. By loosely fitting the first intermediate shaft 10412 or the second intermediate shaft 10422 onto the power output end of the second power source 3, the first intermediate shaft 10412 or the second intermediate shaft 10422 can rotate independently relative to the power output end of the second power source 3, and maintains a high degree of coaxiality with the power output end of the second power source 3 during rotation.

[0078] For example, in this embodiment, the first intermediate shaft 10412 is independently configured, that is, rotatably connected to a mounting base, such as a gearbox housing. The second intermediate shaft 10422 is loosely fitted onto the power output end of the second power source 3. This configuration allows the engine, which serves as the first power source 2, and the motor, which serves as the second power source 3, to be located on the same side, resulting in a more compact arrangement.

[0079] Of course, refer to Figure 2As shown, the first intermediate shaft 10412 can also be loosely fitted onto the power output end of the second power source 3, while the second intermediate shaft 10422 is set independently. This arrangement allows the engine (as the first power source 2) and the motor (as the second power source 3) to be positioned on opposite sides, which is also a feasible arrangement. Two different configurations can be chosen depending on the available space in the vehicle. The independent configuration described in this embodiment means that it is not connected to the power output end of the second power source 3, but rather that the first intermediate shaft 10412 or the second intermediate shaft 10422 is rotatably mounted by setting a rotating connection base in another location.

[0080] In addition, regarding the design of the gear shifting mechanism, refer to Figure 1 As shown, the shifting mechanism in this embodiment uses a second synchronizer 1043 located between the second gear 10413 and the fourth gear 10423. The power output end of the second power source 3 is selectively connected to the second gear 10413 via the second synchronizer 1043, and the power output end of the second power source 3 is selectively connected to the fourth gear 10423 via the second synchronizer 1043.

[0081] Specifically, the second synchronizer 1043 is a double-sided synchronizer, which mainly includes a splined hub, a coupling sleeve, two synchronizer rings, and two coupling gear rings. Specifically, the splined hub is located at the power output end of the second power source 3; the coupling sleeve is slidably fitted onto the splined hub; the two synchronizer rings are located on both axial sides of the coupling sleeve; and the two coupling gear rings are respectively fixedly connected to the second gear 10413 and the fourth gear 10423. By moving the coupling sleeve, gear shifting can be achieved, allowing the power output end of the second power source 3 to selectively connect to the first transmission assembly 1041 and selectively connect to the second transmission assembly 1042.

[0082] For example, in this embodiment, the gear ratio between the fourth gear 10423 and the third gear 10421 is the ratio of the engine's high-efficiency speed to the motor's high-efficiency speed. The maximum torque of the motor is T. m The rated torque is t m The engine's maximum torque is T E The engine's efficient torque is t E T E Greater than T m The reduction ratio between the motor and the output shaft 102 is i. The torque coefficient x is obtained by fitting factors such as vehicle load, vehicle slope, battery status, temperature, and expected gear wear.

[0083] The vehicle power unit in this embodiment has multiple operating states, and each operating state will be described in detail below.

[0084] When the vehicle's power unit is in the first state, refer to Figure 3As shown, the vehicle's powertrain is in pure electric mode, or the vehicle's required torque is less than 1.6T. m In the hybrid mode of ix and with sufficient battery power, the two second synchronizers 1043 connect the power output terminals of their respective motors to the second gear 10413, the first synchronizer is disengaged, the clutch 4 is disengaged, and the motor provides power to the output shaft 102 through the second synchronizer 1043, the second gear 10413, and the first gear 10411. When a single motor fails, the corresponding second synchronizer 1043 is disengaged, allowing a single motor to provide power to the output shaft 102.

[0085] When the vehicle's power unit is in the second state, refer to Figure 4 As shown, the vehicle's powertrain is a hybrid system, and the vehicle requires a torque greater than 1.6T. m In state ix, clutch 4 is closed, the first synchronizer connects the input shaft 101 and the output shaft 102, the two second synchronizers 1043 are disconnected, and the engine provides power to the output shaft 102 through clutch 4, input shaft 101 and the first synchronizer.

[0086] When the vehicle's power unit is in the third state, refer to Figure 5 As shown, the vehicle's powertrain is in hybrid mode, and the vehicle's torque requirement is greater than T. E Less than T E +T m In this state, clutch 4 is engaged, the first synchronizer connects the input shaft 101 and the output shaft 102, and one second synchronizer 1043 is disengaged, allowing the engine and a motor to supply power to the output shaft 102. When the power-providing motor fails, the corresponding second synchronizer 1043 disengages, and the second synchronizer 1043 corresponding to another motor connects to the corresponding second gear 10413, thus enabling the replacement of the output motor and ensuring operational stability.

[0087] When the vehicle's power unit is in the fourth state, refer to Figure 6 As shown, the vehicle's powertrain is in hybrid mode, and the vehicle's torque requirement is greater than T. E +T m In this state, clutch 4 is closed, the first synchronizer connects the input shaft 101 and the output shaft 102, and the two second synchronizers 1043 are connected to the corresponding second gears 10413. The engine and the two motors jointly provide power to the output shaft 102.

[0088] When the vehicle's power unit is in the fifth state, refer to Figure 7 As shown, the vehicle's powertrain operates in hybrid mode, the battery is allowed to recharge, and the vehicle's required torque is less than t. E +T mIn this state, the engine and one electric motor provide power to the output shaft 102, keeping the engine at high torque output, while the other electric motor uses the torque boosted by the engine to generate electricity. When the vehicle's required torque changes by less than t... E -t m When in this state, the vehicle control unit enters the sixth state, as per [reference]. Figure 8 As shown, clutch 4 is disengaged, the first synchronizer connects the input shaft 101 and the output shaft 102, one second synchronizer 1043 connects to the second gear 10413, and another second synchronizer 1043 connects to the fourth gear 10423. The output shaft 102 is powered by two motors, which can reduce gear shifting operations.

[0089] When the vehicle's power unit is in the seventh state, refer to Figure 9 As shown, when the vehicle is in hybrid mode and needs continuous battery recharging, the engine prioritizes powering the output shaft 102. The first synchronizer connects the input shaft 101 and the output shaft 102, and each second synchronizer 1043 is connected to the corresponding fourth gear 10423. The clutch 4 is engaged. When the vehicle has no torque request, it drives the two motors to generate electricity, and the engine provides power at a torque of t. E Torque operation. When the vehicle requests torque less than t... E At that time, the engine was at t E In torque-driven operation, the engine prioritizes driving the vehicle, with the remaining torque being generated by the electric motor. When the remaining torque becomes insufficient, the vehicle's power system enters the eighth state, as described above. Figure 10 As shown, a second synchronizer 1043 is disconnected, switching to single-motor power generation. When the vehicle's required torque is greater than t... E At this time, the vehicle's power unit enters the third state, where the engine and one electric motor jointly provide power to the output shaft 102. If the battery charge is too low, the engine power is directly increased, all second synchronizers 1043 are disconnected, and the vehicle enters the second state. Figure 4 As shown.

[0090] It should also be noted that during the entire power output process, the vehicle's power unit should minimize the use of shifting actions involving the first and second synchronizers 1043. If the vehicle's power unit was previously in an engine-driven and single-motor-driven state, it should now enter an engine-driven single-motor generator mode. In this mode, the shifting mechanism does not operate, and the motor directly switches from electric to generator mode to avoid frequent shifting. When the vehicle's torque demand is low and the vehicle speed increases, requiring engine starting, one motor can provide power to the output shaft 102, while the other motor drives the engine to start. If both motors fail, the second synchronizers 1043 can be disconnected, allowing the engine to directly drive the vehicle. If the engine fails, the vehicle can enter a pure electric mode, and the first synchronizer will be disconnected.

[0091] In this embodiment of the vehicle power unit, by setting a first control device 103 and a second control device 104, both the first power source 2 and the second power source 3 can independently provide power to the output shaft 102. Moreover, when the first power source 2 or the second power source 3 fails, the faulty first power source 2 or the faulty second power source 3 can be disconnected from the transmission system without affecting the power output of other power sources in the transmission system. This achieves a fault redundancy design, which is beneficial to improving the reliability of the power system.

[0092] Example 2

[0093] This embodiment relates to a vehicle equipped with the vehicle power unit of Embodiment 1.

[0094] The vehicle described in this utility model, by setting the aforementioned vehicle power device, enables each power source in the vehicle to independently provide power to the output shaft 102. When a power source fails, the faulty power source can be disconnected from the vehicle's transmission system without affecting the power output of the remaining power sources, thus realizing a fault redundancy design and improving the reliability of vehicle use.

[0095] The above description is only a preferred embodiment of the present utility model and is not intended to limit the present utility model. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present utility model should be included within the protection scope of the present utility model.

Claims

1. A vehicle power unit, characterized in that: It includes a power transmission device (1), a first power source (2) and at least two second power sources (3) for providing power to the power transmission device (1); The power transmission device (1) includes an input shaft (101) selectively connected to the first power source (2), an output shaft (102) for outputting power, and a first control device (103) for controlling the input shaft (101) to selectively connect to the output shaft (102); It also includes a second control device (104) that is connected to each of the second power sources (3) in a transmission. The second control device (104) corresponds to each of the second power sources (3). Each of the second control devices (104) is selectively connected to the input shaft (101) and selectively connected to the output shaft (102).

2. The vehicle power unit according to claim 1, characterized in that: Each of the second control devices (104) includes a first transmission assembly (1041), a second transmission assembly (1042), and a shifting mechanism located at the power output end of the corresponding second power source (3); Each of the second power sources (3) is connected to the input shaft (101) through the second transmission assembly (1042), and each of the second power sources (3) is connected to the output shaft (102) through the first transmission assembly (1041); The shifting mechanism is selectively connected to the second transmission assembly (1042), and the shifting mechanism is selectively connected to the first transmission assembly (1041).

3. The vehicle power unit according to claim 2, characterized in that: The first transmission assembly (1041) includes a first gear (10411) disposed on the output shaft (102), a first intermediate shaft (10412) coaxially arranged with the power output end of the second power source (3), and a second gear (10413) disposed on the first intermediate shaft (10412); The second gear (10413) meshes with the first gear (10411) and is selectively connected to the power output end of the second power source (3) through the shifting mechanism.

4. The vehicle power unit according to claim 3, characterized in that: The second transmission assembly (1042) includes a third gear (10421) disposed on the input shaft (101), a second intermediate shaft (10422) coaxially arranged with the power output end of the second power source (3), and a fourth gear (10423) disposed on the second intermediate shaft (10422); The fourth gear (10423) meshes with the third gear (10421) and is selectively connected to the power output end of the second power source (3) through the shifting mechanism.

5. The vehicle power unit according to claim 4, characterized in that: Each of the first transmission components (1041) shares the first gear (10411); and / or, Each of the second transmission components (1042) shares the third gear (10421).

6. The vehicle power unit according to claim 4, characterized in that: The first intermediate shaft (10412) or the second intermediate shaft (10422) is loosely fitted onto the power output end of the second power source (3).

7. The vehicle power unit according to claim 4, characterized in that: The shifting mechanism employs a second synchronizer (1043) located between the second gear (10413) and the fourth gear (10423). The power output end of the second power source (3) is selectively connected to the second gear (10413) via the second synchronizer (1043), and the power output end of the second power source (3) is selectively connected to the fourth gear (10423) via the second synchronizer (1043).

8. The vehicle power unit according to claim 1, characterized in that: The output shaft (102) is arranged coaxially with the input shaft (101); The first control device (103) employs a first synchronizer, which allows the input shaft (101) to be selectively connected to the output shaft (102) via the first synchronizer.

9. The vehicle power unit according to any one of claims 1 to 8, characterized in that: The first power source (2) is an engine, and the second power source (3) is an electric motor; and / or, The input shaft (101) is selectively connected to the first power source (2) via a clutch (4).

10. A vehicle, characterized in that: The vehicle is equipped with a vehicle power unit as described in any one of claims 1 to 9.

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