Power transmission system and vehicle comprising the same

A power transmission system for a vehicle includes: an engine; input shafts, at least one of which configured to selectively engage with the engine, each of the input shafts being provided with a shift driving gear thereon; output shafts, each of the output shafts being provided with a shift driven gear configured to mesh with a corresponding shift driving gear; a motor power shaft configured to rotate together with one of the output shafts; and a first motor generator configured to rotate together with the motor power shaft, wherein when the motor power shaft is rotated together with one of the output shafts, the first motor generator is configured to generate electric power utilizing at least parts of power generated by the engine while the vehicle in a running state or a parking state. A vehicle including the power transmission system is also provided.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application claims priority to and benefits of Chinese Patent Application Nos. 201510024314.X and 201520033349.5, both filed with the State Intellectual Property Office of P. R. China on Jan. 16, 2015. The entire contents of the above-identified applications are incorporated herein by reference.

FIELD

Embodiments of the present disclosure relate to vehicles, and more particularly to a power transmission system for a vehicle, and a vehicle including the power transmission system.

BACKGROUND

To reduce energy consumption, the development and utilization of energy-efficient vehicles have become a trend. As an energy-efficient vehicle, a hybrid vehicle is driven by at least one of an internal combustion engine and a motor and has various operation modes, and consequently may operate with improved transmission efficiency and fuel efficiency.

However, in the related art, the power transmission system in the hybrid vehicle is generally complex in structure, provides fewer transmission modes, and is low in transmission efficiency. Besides, for most hybrid vehicles, the charging process is always carried out during the running of the vehicle. Therefore, a conventional hybrid vehicle has relatively fewer charging modes and charging passage, and lower charging efficiency.

SUMMARY

Embodiments of the present disclosure seek to solve at least one of the problems existing in the prior art to at least some extent.

Embodiments of a broad aspect of the present disclosure provide a power transmission system for a vehicle. The power transmission system for a vehicle according to embodiments of the present disclosure includes: an engine; a plurality of input shafts, at least one of the input shafts being configured to selectively engage with the engine, each of the input shafts being provided with a shift driving gear thereon; a plurality of output shafts, each of the output shafts being provided with a shift driven gear configured to mesh with a corresponding shift driving gear; a motor power shaft configured to rotate together with one of the output shafts; and a first motor generator configured to rotate together with the motor power shaft, when the motor power shaft is rotated together with one of the output shafts, the first motor generator is configured to generate electric power utilizing at least parts of power generated by the engine while a vehicle in a running state or a parking state.

Embodiments of another broad aspect of the present disclosure provide a vehicle. The vehicle, according to embodiments of the present disclosure, includes the above-identified power transmission system for a vehicle.

With the power transmission system and the vehicle according to embodiments of the present disclosure, the transmission modes are increased, and various conditions, such as charging the vehicle while parking or charging the vehicle while driving, may be accomplished.

DETAILED DESCRIPTION

In the specification, it should be understood that the terms such as “central”, “longitudinal”, “lateral”, “width”, “thickness”, “above”, “below”, “front”, “rear”, “right”, “left”, “vertical”, “horizontal”, “top”, “bottom”, “inner”, “outer”, “clockwise”, “counter-clockwise” should be construed to refer to the orientation as then described or as shown in the drawings. These terms are merely for convenience and concision of description and do not alone indicate or imply that the device or element referred to must have a particular orientation. Thus, it cannot be understood to limit the present disclosure.

A power transmission system according to embodiments of the present disclosure may be described below with reference toFIGS. 1-5. The power transmission system according to embodiments of the present disclosure may be used in vehicles such as hybrid vehicles as a power system, which may provide sufficient power and electric power for driving the vehicle.

In some embodiments, a power transmission system100may generally include a power unit and a transmission unit. The power unit may be an engine4, a motor generator, and so on. In some embodiments, the transmission unit101as shown inFIG. 6may transmit power output from the power unit, thus driving or charging the vehicle.

In some embodiments, as shown inFIGS. 1-5, the power transmission system100may include, but is not limited to, an engine4, a first motor generator51and a transmission unit101.

In some embodiments as shown in, for example,FIG. 1, the transmission101unit includes a plurality of input shafts (e.g., a first input shaft11, a second input shaft12), a plurality of output shafts (e.g., a first output shaft21, a second output shaft22), a motor power shaft3, a plurality of gears provided on related shafts (such as the input shaft, the output shaft, and the motor power shaft), and a gear shift member such as a synchronizer.

In some embodiments, the engine4is configured to selectively engage with at least one of the input shafts, when the engine4performs power transmission with the input shaft(s). For example, when the engine4is transmitting power to the input shaft, the engine4may selectively engage with one of the input shafts to transmit power. In some embodiments, the engine4may be selectively engage with two or more of the input shafts simultaneously to transmit power.

In some embodiments, as shown inFIGS. 1-5, the plurality of input shafts include a first input shaft11and a second input shaft12. The engine4may selectively engage with one of the first and second input shafts11,12to transmit power. In some embodiments, the engine4may engage with the first and second input shafts11,12simultaneously to transmit power. It should be noted that the engine4may be disengaged from the first and second input shafts11,12simultaneously.

It is known to a person skilled in the art that the engagement between the engine4and the input shaft(s) is related to specific conditions of the power transmission system100. The engagement between the engine4and the input shaft(s) will be described below in detail with reference to detailed embodiments.

In some embodiments, the power transmission between the input shaft(s) and the output shaft(s) is achieved by shaft gear pairs. For example, each of the input shafts has a shaft driving gear provided thereon, each of the output shafts has a shaft driven gear provided thereon, so that a plurality of gear pairs with different velocity ratios are formed by meshes of corresponding shaft driving gears and shaft driven gears.

In some embodiments, the transmission unit may be a six-speed transmission, i.e., the transmission unit may include a first-gear gear pair, a second-gear gear pair, a third-gear gear pair, a fourth-gear gear pair, a fifth-gear gear pair and a sixth-gear gear pair. There are no particular limits in the present disclosure, a person skilled in the art may increase or reduce the number of gear pairs accordingly based on transmission requirements, and the transmission unit may not be limited to the six-speed transmission as disclosed in the present embodiment.

In some embodiments, as shown in, for example,FIGS. 1-6, the motor power shaft3is configured to rotate together with one of the output shafts, such as the second output shaft22. In some embodiments, when power (such as power transmitted to an output shaft from the engine4) needs to be transmitted to the motor power shaft3, the motor power shaft3can rotate together with the output shaft while receiving the power. In some embodiments, when power (such as power transmitted to the motor power shaft3from a first motor generator51) needs to be transmitted to an output shaft, this output shaft can rotate together with the motor power shaft3while receiving power.

In some specification of the present disclosure, the expression “rotate together with” means that related components (such as two components) may rotate together. In an embodiment where one component rotates together with the other one component, when the one component rotates, the other one component rotates also.

In some embodiments, where a gear rotates together with a shaft, when the gear rotates, the relative rotates together; alternatively, when the shaft rotates, the relative gear rotates also.

In some embodiments, where one shaft rotates together with the other shaft, when one shaft rotates, the other shaft rotates also.

In some embodiments, where one gear rotates together with the other one gear, when the one gear rotates, the other one gear rotates also.

In the following description, the expression “rotate together with” may be understood as described above, unless specified or limited otherwise.

In some embodiments, the first motor generator51may be configured to rotate together with the motor power shaft3. For example, when functioning as a motor, the first motor generator51outputs the power to the motor power shaft3. In some embodiments, when functioning as a generator, power from the motor power shaft3may be transmitted to the first motor generator51, thereby driving the first motor generator51to generate electric power.

In the specification of the present disclosure, a motor generator (such as the first motor generator51) may be understood as an apparatus which can function as a motor and a generator, unless specified or limited otherwise.

In some embodiments, the motor power shaft3may rotate together with one of the output shafts, such as the second output shaft22. In some embodiments, when the motor power shaft3is rotating together with the one of the output shafts, the first motor generator51may use at least a part of power output by the engine4so as to generate electric power when the vehicle is parking or running.

In some embodiments, when the vehicle is in a running state and the motor power shaft3is rotating together with one of the output shafts, a part of power output by the engine4may be transmitted to the first motor generator51via the motor power shaft3such that the first motor generator51is driven to generate electric power, thus accomplishing a condition of charging the vehicle battery while driving the vehicle. In some embodiments, when the vehicle is in a parking state (e.g., the vehicle stops running but the engine is still working) and the motor power shaft3is rotating together with one of the input shafts, a part of power output by the engine4may be transmitted to the first motor generator51via the motor power shaft3such that the first motor generator51is driven to generate electric power, thus accomplishing a condition of charging the vehicle while parking (such as charging the vehicle while the vehicle is not running).

In some embodiments, the motor power shaft3may be a motor shaft of the first motor generator51. In some embodiments, the motor power shaft3may be a shaft different from the motor shaft of the first motor generator51.

With the power transmission system100according to embodiments of the present disclosure, the number of charging modes of the vehicle can be increased. For example, the charging of a vehicle battery can take place either when the vehicle is running or when the vehicle is parked. Therefore, different charging modes can be provided, and charging efficiency can be improved.

The detailed configuration of the transmission unit101may be described in detail below with reference to detailed embodiments as shown inFIGS. 1-6.

In some embodiments, as shown inFIGS. 1-6, the output unit may rotate with one of the output shafts, such as the second output shaft22, at a different speed. In other words, the output unit221and the corresponding output shaft may rotate at different speeds independently.

In some embodiments, the output unit221may selectively engage one of the output shafts and rotate together with the output shaft. In other words, the output unit221may engage one of the output shafts and rotate together with the output shaft thereof. In some embodiments, the output unit221and one of the output shafts may rotate at different speeds.

In some embodiments, as shown inFIGS. 1-6, the output unit221may fit over one of the output shafts without particular limits in the present disclosure. In some embodiments, as shown inFIGS. 1-5, the output unit221may fit over the second output shaft22. In other words, the output unit221and the second output shaft22may rotate at different speeds.

In some embodiments, as mentioned above. Corresponding output unit synchronizers221cmay configure to synchronizing the output unit221with one of the output shafts.

In some embodiments, the output unit synchronizer221cmay dispose on one of the output shafts and engage the output unit221. In other words, as shown inFIG. 1, when the output unit synchronizer221cis in a disengaged state, the output unit221and the second output shaft22may rotate at different speeds. When the output unit synchronizer221cis in an engaged state, the output unit221may rotate together with the second output shaft22.

In some embodiments, the output unit221may be an output idler gear, and the output idler gear221may fit over one of the output shafts. The output idler gear221may mesh with the shift driven gear74of a main reducer. In the present embodiments, the output unit synchronizer221cmay be the output idler gear221c, and the output idler gear221cmay configure to synchronize the output idler gear221with one of the output shafts, such as the second output shaft22.

It should be noted that the output idler gear221as the output unit221and the output idler gear221cas the output unit synchronizer221care being applied in specific cases may be schematic examples provided for better understanding the present disclosure, which may not be construed a limitation.

In some embodiments, the fixed output gear211may configure to fix on the other output shafts. In the present embodiments, the output shafts include a first output shaft21and a second output shaft22. The output unit221may fit over the second output shaft22, and the fixed output gear211may be fixed on the first output shaft21, which may not be construed as a limitation.

The motor power shaft3may rotate together with one of the output shafts according to embodiments of the present disclosure may be described below with reference toFIGS. 1-6.

In some embodiments of the present disclosure, the motor power shaft3may rotate together with one of the output shafts via a gear pair. The gear mechanism has simple structure and is convenient for using in power transmission. In addition, with the gear mechanism, a required transmission ration may be obtained and the power transmission may be reliable. The gear pair may include two meshed gears, a generator gear73and a motor power shaft gear31.

In some embodiments, the generator gear73may be fixed on one of the output shafts. In other words, the generator gear73is fixed on an output shaft. The output shaft and the output unit221may rotate at different speeds or rotate together with each other. In some embodiments, the generator gear73may be fixed on the second output shaft22without particular limits in the present disclosure. The motor power shaft gear31may be disposed on the motor power shaft3, and the motor power shaft gear31may configure to mesh with the generator gear73. In other words, power may transmit from the motor power shaft gear31to the generator gear73.

A reverse unit of the power transmission system100according to embodiments of the present disclosure may be described below in detail.

In some embodiments, the reverse unit includes a reverse output gear72and a reverse idler gear. The reverse output gear72may configure to rotate together or disengage from one of the shift driving gears, such as a shift driving gear2a. In some embodiments, the reverse output gear72may rotate together with the shift driving gear, the power generated by the engine4and/or the power generated by the first motor generator51may transmit to the reverse output gear72. In some embodiments, the reverse output gear72may disengage from the shift driving gear, and power may not transmit to the reverse output gear72.

In some embodiments, the reverse output gear72may selectively rotate together with the shift driving gear via reverse idler gears, such as a first reverse idler gear711, a second reverse idler gear712and a third reverse idler gear713.

In the present embodiments, the reverse idler gear may configure to rotate together with one of the shift driven gears and the reverse output gear may selectively rotate together with the reverse idler gear. In other words, in some embodiments, the reverse output gear72may rotate together with the reverse idler gear, the power generated by the engine4and/or the power generated by the first motor generator51may transmit to the reverse output gear72. In some embodiments, the reverse output gear72may disengage from the reverse idler gear, and power may not transmit to the reverse output gear72.

In some embodiments, the reverse output gear72may synchronize with the reverse idler gear via the reverse synchronizer72c. In the embodiments of the present disclosure, the reverse output gear72may configure to rotate together with the reverse idler gear via a synchronization of the reverse synchronizer72. In some embodiments, the reverse output gear72and the reverse idler gear may rotate at different speeds when the reverse synchronizer72cis in a disengage state.

In some embodiments, the reverse synchronizer72cand the output unit synchronizer221cmay share a shift fork mechanism. The reverse synchronizer72cmay synchronize the reverse output gear72with the reverse idler gear. At the same time, the output unit synchronizer221cis in a disengaged state. The output unit synchronizer221cmay synchronize the output unit21with one of the output shafts. At the same time, the reverse synchronizer72cis in a disengaged state. In some embodiments, as shown inFIG. 1, the engaging sleeve of the reverse synchronizer72cmay move to right to engage the third reverse idler gear713, and the output unit synchronizer221cis in a disengaged state. In some embodiments, the engaging sleeve of the output unit synchronizer221cmay move to the left to engage the output unit221, and the reverse synchronizer72cis in a disengaged state.

Therefore, both of the synchronization of the reverse synchronizer72and the output unit synchronizer221ccan be controlled by one shift fork mechanism. The number of the shift fork mechanisms can be saved, and the power transmission system100can have a more compact structure, a smaller axial and diametric size, and thus more convenient to arrange on vehicles.

In some embodiments, as shown inFIGS. 1-5, the reverse idler gear may include the first reverse idler gear711, the second reverse idler gear712and the third reverse idler gear713. Specially, the first reverse idler gear711may configure to mesh with one of the shift driving gears, such as the second-gear shift driving gear2a. The first reverse idler gear711may rotate together with the second reverse idler gear712in the same direction and the same velocity. The second reverse idler gear712may rotate together with the third reverse idle gear713, and the reverse synchronizer72cmay configure to selectively synchronize the reverse output gear72with the third reverse idler gear713.

In some embodiments, the reverse output gear72and the third reverse idler gear713may be arranged coaxially. The reverse synchronizer72cmay be disposed on the reverse output gear72to engage with the third reverse idler gear713or the reverse synchronizer72cmay be disposed on the third reverse idler gear713to engage with the reverse output gear72. In some embodiments of the present disclosure, as shown inFIGS. 1-5, both of the reverse output gear72and the third reverse idler gear713are fitted over the motor power shaft3, such that the reverse shaft can be saved and the transmission unit101can have a more compact structure. In some embodiments, the reverse synchronizer72cmay be disposed on the reverse output gear72to engage the third reverse idler gear713, which may not be construed as a limitation.

In some embodiments, as shown inFIGS. 1-6, the first reverse idler gear711and the second reverse idler gear712may form an integrated structure so as to be a joint gear structure, such that the axial size of the first reverse idler gear711and the second idler gear712may be reduced and arranged on vehicles more conveniently.

The input shaft(s), the output shaft(s), the shift driving gears and the shift driven gears of the power transmission system100will be described below with reference to embodiments shown inFIGS. 1-6.

In some embodiments, as shown inFIGS. 1-5, two input shafts are provided. In the present embodiment, the plurality of input shafts includes a first input shaft11and a second input shaft12. The second input shaft12may be hollow and the first input shaft11may be solid. One part of the first input shaft11may be inserted within the second input shaft12, and the other part of the first input shaft11may extend out of the second input shaft12along an axial direction of the second input shaft12. The first input shaft11and the second input shaft12may be arranged coaxially.

In some embodiments, two output shafts are provided. In the present embodiment, the plurality of output shafts may include a first output shaft21and a second output shaft22. The first output shaft21and the second output shaft22may be arranged coaxially with the input shafts (such as the first input shaft11and the second input shaft12). Both the first output shaft21and the second output shaft22may be solid.

In some embodiments, the power transmission system100according to embodiments of the present disclosure may have six gear transmission types. Specifically, odd number-gear shift driving gears may be arranged on the first input shaft11, while even number-gear shift driving gear may be arranged on the second input shaft12. The first input shaft11may transmit power from gear pairs of odd-numbered gear, and the second input shaft12may transmit power from gear pairs of even-numbered gear.

In some embodiments, as shown inFIGS. 1-5, a first-gear shift driving gear1a, a third-gear shift driving gear3aand a fifth-gear shift driving gear5amay be arranged on the first input shaft11, and a second-gear shift driving gear2aand a fourth-sixth-gear shift driving gear46amay be arranged on the second input shaft12. Each of the first-gear to fourth-sixth-gear shift driving gears1a,2a,3a,46a, and5amay rotate together with a corresponding input shaft.

In some embodiments, a first-gear shift driven gear1b, a second-gear shift driven gear2b, a third-gear shift driven gear3band a fourth-gear shift driven gear4bmay be disposed on the first output shaft21, and a fifth-gear shift driven gear5band a sixth-gear shift driven6bmay be disposed on the second output shaft22. Each of the shift driven gears1b,2b,3b,4b,5band6bmay be fitted over a corresponding output shaft. Each of the shift driven gears and the corresponding output shafts thereof may rotate at different speeds.

In some embodiments, the first-gear shift driving gear1amay mesh with the first-gear shift driven gear1bto form one gear pair, the second-gear shift driving gear2amay mesh with the second-gear shift driven gear2bto form one gear pair, the third-gear shift driving gear3amay mesh with the second-gear shift driven gear3bto form one gear pair, the fourth-sixth-gear shift driving gear46amay mesh with the fourth-gear shift driven gear4bto form one gear pair, the fifth-gear shift driving gear5amay mesh with the fifth-gear shift driven gear5bto form one gear pair, and the fourth-and-sixth-gear shift driving gear46amay mesh with the fifth-gear shift driven gear6bto form one gear pair and six pairs of gear pairs can be formed.

In the present embodiment, the fourth-gear gear pair and the sixth-gear gear pair share the fourth-sixth shift driving gear46a, so that the number of shift driving gears can be reduced to make the power transmission system100have a more compact structure.

As the shift driven gear is fitted over the corresponding output shaft, a synchronizer is provided to synchronize the shift driven gear and the corresponding output shaft, thus achieving the object of power transmission.

In some embodiments, as shown inFIGS. 1-5, the power transmission system100includes a first-third gear synchronizer13c, a second-fourth gear synchronizer24c, and a fifth-sixth gear synchronizer56c.

In some embodiments, as shown inFIG. 1, the first-third gear synchronizer13cis disposed on the first output shaft21and between the first-gear shift driven gear1band the third-gear shift driven gear3b. The first-third gear synchronizer13cmay engage the first output shaft21with the first-gear shift driven gear1bor the third-gear shift driven gear3b, such that the shift driven gear may rotate together with the corresponding output shaft, e.g., the first-gear shift driven gear1band may rotate together with the first output shaft21, and the third-gear shift driven gear3band may rotate together with the first output shaft21.

In some embodiments, as shown inFIG. 1, the first-third gear synchronizer13cincludes an engaging sleeve. In some embodiments, the engaging sleeve of the first-third gear synchronizer13cmay move to the left so as to engage the third-gear shift driven gear3bwith the first output shaft21, such that the third-gear shift driven gear3bmay rotate together with the first output shaft21. In some embodiments, the engaging sleeve of the first-third gear synchronizer13cmay move to the right so as to engage first-gear shift driven gear1bwith the first output shaft21, such that the first-gear shift driven gear1bmay rotate together with the first output shaft21.

In some embodiments, as shown inFIG. 1, the second-fourth gear synchronizer24cis disposed on the first output shaft21and between the second-gear shift driven gear2band the fourth-gear shift driven gear4b. The second-fourth gear synchronizer24cmay engage the second-gear shift driven gear2bwith the first output shaft21or engage the fourth-gear shift driven gear4bwith the first output shaft21, such that the shift driven gear may rotate together with the corresponding output shaft, e.g. the second-gear shift driven gear2bmay rotate together with the first output shaft21, and the fourth-gear shift driven gear4bmay rotate together with the first output shaft21.

In some embodiments, as shown inFIG. 1, the second-fourth gear synchronizer24cincludes an engaging sleeve. In some embodiments, the engaging sleeve of the second-fourth gear synchronizer24cmay move to the left so as to engage the second-gear shift driven gear2bwith the first output shaft21, such that the second-gear shift driven gear2bmay rotate together with the first output shaft21. In some embodiments, the engaging sleeve of the second-fourth gear synchronizer24cmay move to the right so as to engage fourth-gear shift driven gear4bwith the first output shaft21, such that the fourth-gear shift driven gear4bmay rotate together with the first output shaft21.

In some embodiments, as shown inFIG. 1, the fifth-sixth gear synchronizer56cis disposed on the second output shaft22and between the fifth-gear shift driven gear5band the sixth-gear shift driven gear6b. The fifth-sixth gear synchronizer56cmay engage the fifth-gear shift driven gear5bwith the second output shaft22or engage the sixth-gear shift driven gear6bwith the second output shaft22. The fifth-sixth gear synchronizer56cincludes an engaging sleeve. In some embodiments, the engaging sleeve of the fifth-sixth gear synchronizer56cmay move to the left so as to engage the sixth-gear shift driven gear6bwith the second output shaft22, such that the sixth-gear shift driven gear6bmay rotate together with the second output shaft22. In some embodiments, the engaging sleeve of the fifth-sixth gear synchronizer56cmay move to the right so as to engage fifth-gear shift driven gear5bwith the second output shaft22, such that the fifth-gear shift driven gear5bmay rotate together with the second output shaft22.

In some embodiments of the present disclosure, the engine4may transmit power to, or disengage from, the first input shaft11and the second input shaft12via a dual clutch2d.

In some embodiments of the present disclosure, as shown inFIGS. 1-5, the dual clutch2dincludes an input terminal23d, a first output terminal21dand a second output terminal22d. The engine4is connected with the input terminal23dof the dual clutch2d. In some embodiments, the engine4is connected with the input terminal23dby at least one selected from a group consisting of a flywheel, a damper, a torsional disk, etc.

In some embodiments, the first output terminal21dis connected with the first input shaft11, such that the first output terminal21dmay rotate together with the first input shaft11. In some embodiments, the second output terminal22dis connected with the second input shaft12, such that the second output terminal22dmay rotate together with the second input shaft12.

In some embodiments, the input terminal23dmay include a shell of the dual clutch2d, and each of the first output terminal21dand the second output terminal22dmay include one driven disk of the dual clutch2d. In some embodiments, the shell is disengaged from the driven disk, i.e., the input terminal23dis disengaged from the first output terminal21dand is disengaged from the second output terminal22d. When the shell is to be engaged with one driven disk, the shell can be controlled to engage with a corresponding driven disk, thus the shell and this driven disk may rotate together. In the present embodiment, the input terminal23dmay engage with one of the first output terminal21dand the second output terminal22dto transmit power from the input terminal23dto one of the first output terminal21dand the second output terminal22d, to output the transmitted power.

In some embodiments, the shell may be engaged with two driven disks simultaneously. In the present embodiment, the input terminal23dis engaged with both the first output terminal21dand the second output terminal22d, and thereby power from the input terminal23dmay be transmitted to the first output terminal21dand the second output terminal22dso as to be output.

A person with ordinary skill in the art will appreciate that the engaging state of the dual clutch2dmay be controlled according to practical condition, and that the engaging state may also be adjusted accordingly based on a current transmission mode. In some embodiments, the input terminal23dmay disengage from the two output terminals including, for example, the first output terminal21dand the second output terminal22d. In some embodiments, the input terminal23dmay engage with at least one of the two output terminals including, for example, the first output terminal21dand the second output terminal22d.

In some embodiments, the power transmission system100further includes three power output shafts, i.e., a first output shaft21, a second output shaft22, and a motor power shaft3. These power output shafts, a differential75, and relationships therebetween may be described below in detail with reference toFIGS. 1-5.

In some embodiments, the differential75may be disposed between a pair of front wheels76of the vehicle. In some embodiments, the differential75may be disposed between a pair of rear wheels77of the vehicle. The differential75may drive the wheels to the left or to the right when the vehicle is turning or running on a rough road, such that the wheels may roll with different angular speeds, and therefore driving wheels at both sides of the vehicle may perform only rolling on the ground. In some embodiments, a shift driven gear74of a main reducer may be disposed on the differential75, for example, the shift driven gear74may be disposed on a shell of the differential75. In some embodiments, the shift driven gear74may be a bevel gear, which may not be construed a limitation.

In some embodiments, as mentioned above, the fixed output gear211and the output unit221, i.e. the output idler gear221, may output the power transmitted to the output shafts, such that both of the fixed output gear211and the output unit may mesh with the shift driven gear of a main reducer.

In some embodiments, as the output reverse output gear72may output the reverse power, the reverse output gear72may mesh with the shift driven gear74.

The power transmission system100according to embodiments of the present disclosure may be used in various different conditions, such as a parking-charging condition (for example, charging the vehicle while the vehicle is parking), a running-charging condition (for example, charging the vehicle while the vehicle is running and both clutch parts of dual clutch2dare engaged), and the reverse mode.

In the parking-charging condition, the engine4is configured to generate power and output the power to the first motor generator51via the generator gear73and the motor power shaft gear31, thereby driving the first motor generator51to generate electric power.

In some embodiments, as shown inFIGS. 1-5, in the parking-charging state, the engine4generates power and transmits the power to the second output shaft22via the first input shaft11, one component of the fifth-gear gear pair and the second input shaft12therebetween and the six-gear gear pair sequentially. The first motor generator51may be driven to generate electric power as a generator by the power generated by the engine4transmitted by the generator gear73, the motor power shaft gear31and the motor power shaft3sequentially.

Therefore, charging the vehicle when the vehicle is parking may be achieved, and the number of charging modes is increased. In the parking-charging mode, the vehicle is not running, all power from the engine4may be used to charge the vehicle, thus providing a fast charging performance and enhancing the charging efficiency.

In the running-charging condition, the input terminal23dis engaged with the first output terminal21dand engaged with the second output terminal22dsimultaneously, a part of power generated by the engine4may be output to one of the output shafts to drive the wheels of the vehicle, and the other part of power may be transmitted to the first motor generator51via the generator gear73and the motor power shaft gear31, thus driving the first motor generator51to generate electric power.

In the running-charging condition, as shown inFIGS. 1-5, a part of power generated by the engine4may be transmitted to the first motor generator51via the first input shaft11, the fifth-gear gear pair, the generator gear73and the motor power shaft gear31sequentially, thus driving the first motor generator51to generate electric power. The other part of the power generated by the engine4may be output via the second input shaft12and one component of the second-gear gear pair and the fourth-gear gear pair therebetween.

In the running-charging condition, as shown inFIG. 1, a part of power generated by the engine4may be transmitted to the first motor generator51via the second input shaft12, the sixth-gear gear pair, the generator gear73and the motor power shaft gear31sequentially, thus driving the first motor generator51to generate electric power. The other part of the power generated by the engine4may be output via the first input shaft11and one component of the first-gear gear pair and the third-gear gear pair therebetween.

It is known to those skilled in the art that a conventional dual clutch generally has two gear parts, and only one gear part is used when the dual clutch is working. In the power transmission system100according to embodiments of the present disclosure, however, two gears parts of the dual clutch2dmay be both engaged (for example, the input terminal23dis engaged with the first output terminal21dand engaged with the second output terminal22dsimultaneously) when the dual clutch2dis working. In the present embodiment, a part of power from the engine4may be output to wheels of the vehicle via one output shaft to drive the vehicle to run, and the other part of power from the engine4may be transmitted to the first motor generator51to drive the first motor generator51to generate electric power. In this way, transmission modes of the vehicle are increased, and charging the vehicle while the vehicle is running may be achieved.

In the power transmission system100according to embodiments of the present disclosure, a mechanical reverse mode, an electric reverse mode and a hybrid (both mechanic and electric) reverse mode may be achieved.

In the mechanical reverse mode, the reverse of the vehicle is accomplished with power from the engine4. Specifically, the engine4generates power and transmits the power to the reverse idler gear, and then transmits to the reverse output gear72via synchronization of reverse synchronizer72c(synchronizing the reverse idler gear).

In the mechanical reverse mode, as shown inFIG. 1, power generated by the engine4may transmit to the third reverse idler gear713via the second input shaft12, the first reverse idler gear711and the second reverse idler gear712. The engaging sleeve of the reverse synchronizer72cmay move to the right to engage with the third reverse idler gear713, thus transmitting the power generated by the engine4to the reverse output gear72via the reverse idler gear.

In the mechanical reverse mode, as shown inFIG. 1, the reverse synchronizer72cmay engage with the third reverse idler gear713.

In the electric reverse mode, the reverse of the vehicle can be enabled with power from the first motor generator51. Specifically, the first motor generator51may generate power and transmit the power to an output shaft via the generator gear73, so as to be output. The generator gear73may dispose on the output shaft. In some embodiments, as shown inFIGS. 1-5, the output unit synchronizer221cmay engage with the output unit221. Power generated by the first motor generator51may transmit to the output unit221via the motor power shaft gear31, the generator gear73and the second output shaft22, so as to be output. Only the output unit synchronizer221cis in an engaged state in this transmission passage.

In some embodiments, the first motor generator51may generate power and transmit the power to the reverse output gear72via the reverse idler gear and a synchronization of the reverse synchronizer72c. In some embodiments, as shown inFIGS. 1-5, the output unit synchronizer221cmay disengage from the output unit221, and the fifth-sixth gear synchronizer56cmay engage with the sixth-gear shift driven gear6b, at the same time, the reverse synchronizer72cmay engage with the third reverse idler gear713, thus transmitting power generated by the first motor generator51to reverse output gear72via the motor power shaft gear31, the generator gear73, the sixth-gear gear pair, the second input shaft12and the reverse idler gear, so as to be output. The reverse synchronizer72cis in an engaged state and the fifth-sixth gear synchronizer56cmay engage with the sixth-gear shift driven gear6bin this transmission passage.

In the hybrid reverse mode, the reverse of the vehicle may be achieved with the engine4and the first motor generator51. The hybrid reverse mode may be a combination of the above mechanical reverse mode and the electric reverse mode.

In the hybrid reverse mode, the engine4may generate first power and transmit the first power to the reverse idler gear, and then the first power may be transmitted to the reverse output gear72via a synchronization of the reverse synchronizer72c(synchronizing the reverse idler gear), so as to be output.

In addition, the first motor generator51may generate second power and transmit the second power to the reverse idler gear via the generator gear73, and then the second power may be transmitted to reverse output gear72via a synchronization of the reverse synchronizer72c. The reverse synchronizer72cis in an engaged state and the fifth-sixth gear synchronizer56cmay engage with the sixth-gear shift driven gear6bin this transmission passage.

In some embodiments as shown in, for example,FIG. 1, when the power transmission system100in the hybrid reverse mode, combines the above mechanical reverse mode and the electric reverse mode. The engine4may transmit the first power to the second input shaft12as the above mechanical reverse mode described. The first motor generator51may transmit the second power to the second output shaft12as the above electric reverse mode described. The first power and the second power may be coupled together before being output to the wheels. In some embodiments, the first power and the second power may be coupled at the second input shaft12, and the coupled power may be transmitted to the wheels via the reverse idler gear and the reverse output gear72so as to reverse the vehicle.

In the hybrid reverse mode, the first motor generator51may adjust the speed, such that the second input shaft12may synchronously receive the first power from the engine4and the second power from the first motor generator51, to provide a smooth and harmonious power transmission.

As described, with the power transmission system100according to embodiments of the present disclosure, three reverse modes including the mechanical reverse mode, the electric reverse mode and the hybrid reverse mode may be achieved, thus increasing the reverse modes and facilitating a user to shift within the three reverse modes according to a practical condition, and therefore different driving requirements may be satisfied.

When the vehicle has sufficient electric power, the electric reverse mode may be used. In the electric reverse mode, harmful exhaust gases can be minimized, and the energy consumption can be reduced. It is known to those skilled in the art that an unskilled driver will take longer time and more maneuvers to park the vehicle at a predetermined position. Considering that the engine4may generate more harmful gases during a low-speed reverse process and that the engine4has relatively higher fuel consumption, because the engine is at an uneconomical rotating speed during the reverse process, the electric reverse mode of the present disclosure is highly effective in reducing fuel consumption during such a low-speed reverse process. In addition, with the generator being used as a power source, harmful exhaust gases can be minimized, and the energy consumption in a low-speed reverse process can also be decreased. Therefore, the fuel economy of the engine4may be enhanced.

When the vehicle has insufficient or relatively less electric power, the mechanical reverse mode may be used. In a case that the vehicle needs to be reversed quickly or that the vehicle needs to be reversed with a larger power, the hybrid reverse mode may be used, thus enhancing the power of the vehicle and providing better driving experience to the user.

It should be noted that the above three reverse modes being applied in specific cases may be schematic examples provided for better understanding the present disclosure, which may not be construed that the described reverse mode should be applied when the vehicle is in the corresponding case. It is well known to those skilled in the art that, in a specific condition, a corresponding reverse mode may be selected according to specific requirements and a practical condition.

With the power transmission system100according to embodiments of the present disclosure, a number of the reverse modes of the vehicle are increased, which provide a driver more options to reverse the vehicle. In this way, the driver may be provided with more driving fun and reverse of the vehicle in different road conditions may be satisfied.

In some embodiments, the power transmission system100further includes a second motor generator52. With the second motor generator52, the power of the power transmission system100may be improved, and more transmission modes can be provided.

In some embodiments, the second motor generator52may perform power transmission with the shift driven gear74of the main reducer. For example, a gear may be disposed on a motor shaft of the second motor generator52, and the gear is configured to directly mesh with the shift driven gear74so as to perform power transmission. In some embodiments, the second motor generator52is configured to connect with the first input shaft11or the first output shaft21. In some embodiments, the second motor generator52may be integral with the differential75. In some embodiments, the engine4and the first motor generator51are configured to drive front wheels of the vehicle, and the second motor generator52may be a wheel-side motor and configured to drive rear wheels. In some embodiments, the second motor generator52may drive the pair of rear wheels via a reducing mechanism. In some embodiments, two second motor generators52are provided, and each second motor generator52is configured to drive one rear wheel via a reducing mechanism.

In some embodiments, as shown inFIGS. 2-5, the power transmission system100may include an electric differential lock unit. The electric differential lock unit may lock a pair of driving wheels when the vehicle is skidding, thus enhancing the antiskid performance and the pass performance of the vehicle.

In some embodiments, as shown inFIGS. 2-5, the electric differential lock unit may include a third motor generator201, a fourth motor generator301and an antiskid synchronizer503. The engine4and/or the first motor generator51is configured to drive a first pair of wheels76, the third motor generator201and the fourth motor generator301are configured to driven a second pair of wheels77, the first pair of wheels76are one pair of the pair of front wheels and the pair of the rear wheels, and the second pair of wheels77are the other one pair of the pair of front wheels and the pair of the rear wheels. In some embodiments, as shown inFIGS. 2-5, the engine and the first motor generator51may drive the pair of front wheels, and the third motor generator201and the fourth motor generator301may drive the pair of rear wheels.

In some embodiments, as shown in Figs.2-5, the third motor generator201is configured to rotate together with one of the second pair of wheels77. In the present embodiment, the third motor generator201may output power to this one wheel so as to drive this one wheel to rotate. In some embodiments, power from this one wheel may be transmitted to the third motor generator201, thus driving the third motor generator201to generate electric power.

In some embodiments, the fourth motor generator301is configured to rotate together with the other one of the second pair of wheels77. In the present embodiment, the fourth motor generator301may output power to the other one wheel so as to drive the other wheel to rotate. In some embodiments, power from the other wheel may be transmitted to the fourth motor generator301, thus driving the fourth motor generator301to generate electric power. In some embodiments, as shown inFIG. 2-5, the third motor generator201is configured to rotate together with a left rear wheel of the vehicle, and the fourth motor generator301is configured to rotate together with a right rear wheel of the vehicle. This embodiment is provided as an example, and the present disclosure should not be construed to be limited by this embodiment.

In some embodiments, the antiskid synchronizer503is configured to selectively synchronize the second pair of wheels77, such that the second pair of wheels77may rotate together. In the present embodiment, the antiskid synchronizer503may synchronize the second pair of wheels77, i.e., the antiskid synchronizer503is in an engaged state, such that the second pair of wheels77may form a fixed engagement. In this way, the second pair of wheels77may rotate together, without rotating at different rotating speeds.

In some embodiments, when the antiskid synchronizer503is in a disengaged state, and the third motor generator201and the fourth motor generator301may drive corresponding wheels respectively, such that the corresponding wheels may rotate at different rotating speeds, thus the object that different wheels rotates at different speeds may be achieved. In some embodiments, when the antiskid synchronizer503is in a disengaged state, the third motor generator201and the fourth motor generator301may drive the second pair of wheels77to rotate at a same rotating speed.

With the power transmission system100according to embodiment of the present disclosure, the third motor generator201and the fourth motor generator301are provided and configured to drive the second pair of wheels77respectively, and therefore the second pair of wheels77rotating at different rotating speeds may be achieved. When one of the second pair of wheels77is skidding, the antiskid synchronizer503may synchronize the second pair of wheels77such that the second pair of wheels77rotate together. In this way, powers output by two motors (for example, the third motor generator201and the fourth motor generator301) or one motor (for example, the third motor generator201or the fourth motor generator301) may be coupled to drive the second pair of wheels77together, thus enhancing the antiskid capability and passing performance of the vehicle.

The power transmission system100, according to embodiments of the present disclosure, includes the antiskid synchronizer503, and therefore a mechanical self-locking differential mechanism commonly used in an axle (such as a rear axle) a conventional power transmission system may be avoided. In addition to the functions of the antiskid synchronizer503itself, the function of a mechanical self-locking differential mechanism is performed by the antiskid synchronizer503, and therefore the power transmission system100according to embodiments of the present disclosure may have a more compact structure and relatively lower cost.

The third motor generator201, the fourth motor generator301, and transmission method thereof will be described below in detail with references toFIGS. 2-5.

In some embodiments, as shown inFIGS. 2-4, the third motor generator201may perform power transmission with the corresponding wheel via a gear mechanism. In some embodiments, the fourth motor generator301may perform power transmission with the corresponding wheel via a gear mechanism.

The gear mechanism has a simple structure and is convenient for use in power transmission. In addition, with the gear mechanism, a required transmission ratio may be obtained and the power transmission may be reliable. In some embodiments, the third motor generator201and the fourth motor generator301may perform power transmission with corresponding wheel(s) via a same gear mechanism. In the present embodiment, the gear mechanism is common, and the power transmission system100may be highly symmetric, thus avoiding the center of gravity moving to one side. With one common gear mechanism, the center of gravity may be located right in the middle or substantially the middle of the two wheels, and both the stability and reliability of the power transmission system100may be improved.

In some embodiments, as shown inFIGS. 3-5, the gear mechanism between the third motor generator201and the corresponding wheel may include a first gear401, a second gear402, a third gear403, and a fourth gear404.

In some embodiments, the first gear401may be disposed on the first output shaft202corresponding to the third motor generator201, and the first gear401is configured to rotate together with the first output shaft202. In some embodiments, the first output shaft202may output power generated by the third motor generator201. In some embodiments, the first output shaft202may transmit power generated by the corresponding wheel to the third motor generator201. In some embodiments, the first output shaft202and the third motor generator201may share a same motor shaft. In some embodiments, the motor shaft of the first output shaft202and the motor shaft of the third motor generator201may be two individual parts different from each other. In the present embodiment, the motor shaft of the first output shaft202and the motor shaft of the third motor generator201may be connected to each other.

In some embodiments, a first drive shaft204is connected with a wheel corresponding to the third motor generator201, and the second gear402is disposed on the first drive shaft204and configured to rotate together with the first drive shaft204. The third gear403and the first gear401are configured to mesh with each other, and the fourth gear404and the second gear402are configured to mesh with each other. The third gear403and the fourth gear404are coaxially arranged and may rotate together.

In some embodiments, as shown inFIGS. 2-4, the gear mechanism between the fourth motor generator301and the corresponding wheel may include a fifth gear405, a sixth gear406, a seventh gear407, and an eighth gear408. The fifth gear405may be disposed on the second output shaft302corresponding to the fourth motor generator301, and the fifth gear405is configured to rotate together with the second output shaft302. In some embodiments, the second output shaft302may output power generated by the fourth motor generator301. In some embodiments, the second output shaft302may transmit power generated by the corresponding wheel to the fourth motor generator301. In some embodiments, the second output shaft302and the fourth motor generator301may share one motor shaft. In some embodiments, the motor shaft of the second output shaft302and the motor shaft of the fourth motor generator301may be two individual parts different from each other. In the present embodiment, the motor shaft of the second output shaft302and the motor shaft of the fourth motor generator301may be connected to each other.

In some embodiments, a second drive shaft304is connected with a wheel corresponding to the fourth motor generator301, and the sixth gear406is disposed on the second drive shaft304and configured to rotate together with the second drive shaft304. The seventh gear407and the fifth gear405are configured to mesh with each other, and the eighth gear408and the sixth gear406are configured to mesh with each other. The seventh gear407and the eighth gear408are coaxially arranged and may rotate together.

In some embodiments, the first gear401and the fifth gear405may have a same structure, such as having the same size and a same teeth number. In some embodiments, the second gear402and the sixth gear406may have a same structure, such as having the same size and the same teeth number. In some embodiments, the third gear403and the seventh gear407may have a same structure, such as having the same size and the same teeth number. In some embodiments, the fourth gear404and the eighth gear408may have a same structure, such as having the same size and the same teeth number. Therefore, versatility of the gear mechanism may be improved.

In some embodiments, the third gear403and the fourth gear404may be fixed on the first gear shaft501, and the seventh gear407and the eighth gear408may be fixed on the second gear shaft502. In some embodiments, the third gear403and the fourth gear404may form a substantial ladder shape or a joint gear structure. In some embodiments, the seventh gear407and the eighth gear408may form a substantial ladder shape or a joint gear structure.

In some embodiments, as shown inFIG. 2, the antiskid synchronizer503may be disposed on the first drive shaft204and configured to selectively engage with the sixth gear406. In some embodiments, a gear ring may be provided on a side of the sixth gear406facing the antiskid synchronizer503, and the antiskid synchronizer503may include an engaging sleeve to adapt to the gear ring. With the engagement of the antiskid synchronizer503, the second pair of wheels77may rotate together.

In some embodiments, as shown inFIG. 3, the antiskid synchronizer503may be disposed on the first output shaft202and configured to selectively engage with the fifth gear405. In some embodiments, a gear ring may be provided on a side of the fifth gear405facing the antiskid synchronizer503, and the antiskid synchronizer503may include an engaging sleeve to adapt to the gear ring. With the engagement of the antiskid synchronizer503, the second pair of wheels77may rotate together.

In some embodiments, as shown inFIG. 4, the antiskid synchronizer503may be disposed on the first gear shaft501and configured to selectively engage with the seventh gear407. In some embodiments, a gear ring may be provided on a side of the seventh gear407facing the antiskid synchronizer503, and the antiskid synchronizer503may include an engaging sleeve to adapt to the gear ring. With the engagement of the antiskid synchronizer503, the second pair of wheels77may rotate together.

In some embodiments, as shown inFIG. 5, the third motor generator201may be connected coaxially with a corresponding wheel, and the fourth motor generator301may be connected coaxially with a corresponding wheel. In some embodiments, both the third motor generator201and the fourth motor generator301may be wheel-side motors, thus shortening the transmission passage, reducing the power transmission loss and enhancing the transmission efficiency.

In some embodiments, as shown inFIGS. 5, the antiskid synchronizer503may be disposed on the first output shaft202corresponding to the third motor generator201, and configured to selectively engage with the second output shaft302corresponding to the fourth motor generator301. With the engagement of the antiskid synchronizer503, the second pair of wheels77may rotate together.

The power transmission system100and the condition the power transmission system100may be used will be described below with reference toFIGS. 1-5.

As shown inFIG. 1, the engine4is connected with the input terminal23dof the dual clutch2d, the first output terminal21dof the dual clutch2dis connected with the first input shaft11, and the second output terminal22dof the dual clutch2dis connected with the second input shaft12. The input terminal23dmay be disengaged from both the first output terminal21dand the second output terminal22d, or the input terminal23dmay be engaged with one of the first output terminal21dand the second output terminal22d, or the input terminal23dmay be engaged with both the first output terminal21dand the second output terminal22d.

The second input shaft12may be a hollow shaft, and the first input shaft11may be a solid shaft. The second input shaft12is coaxially fitted over the first input shaft11, and a part of the first input shaft11extends outside of the second input shaft12along an axial direction of the second input shaft12.

The first-gear shift driving gear1a, the third-gear shift driving gear3aand the fifth-gear shift driving gear5aare disposed on the first input shaft11and configured to rotate together with the first input shaft11. The first-gear shift driving gear1ais positioned in the right of the fifth-gear shift driving gear5a, and the third-gear shift driving gear3ais positioned in the left of the fifth-gear shift driving gear5a.

The second-gear shift driving gear2aand the fourth-sixth-gear shift driving gear46aare disposed on the second input shaft12and configured to rotate together with the second input shaft12.

The first output shaft21is arranged parallel to the two input shafts, i.e., the first and second input shafts11,12. The first-gear shift driven gear1b, the second-gear shift driven gear2b, the third-gear shift driven gear3band the fourth-gear shift driven gear4bare fitted over the first output shaft21. The first-gear shift driven gear1bis configured to mesh directly with the first-gear shift driving gear1a, the second-gear shift driving gear2ais configured to mesh directly with the second-gear shift driven gear2b, the third-gear shift driving gear3ais configured to mesh directly with the third-gear shift driven gear3b, and the fourth-sixth-gear shift driving gear46ais configured to mesh directly with the fourth-gear shift driven gear4b.

The first-third gear synchronizer13c, the second-fourth gear synchronizer24care disposed on the first output shaft21, and the first-third gear synchronizer13cis positioned between the first-gear shift driven gear1band the third-gear shift driven gear3band configured to selectively synchronize the first output shaft21with the first-gear shift driven gear1bor the third-gear shift driven gear3b. The second-fourth gear synchronizer24cis positioned between the second-gear shift driven gear2band the fourth-gear shift driven gear4band configured to selectively synchronize the first output shaft21with the second-gear shift driven gear2bor the fourth-gear shift driven gear4b.

The second output shaft22is arranged parallel to the two input shafts, i.e., the first and second input shafts11,12. The fifth-gear shift driven gear5band the sixth-gear6bare fitted over the second output shaft22. The fifth-gear shift driven gear5bmay mesh with the fifth-gear shift driving gear5adirectly. The sixth-gear shift driven gear6bmay mesh with the fourth-sixth-gear shift driving gear46adirectly. The fifth-sixth gear synchronizer56cis disposed on the second output shaft22and is configured to synchronize the second output gear with the fifth-gear shift driven gear5bor the sixth-gear shift driven gear6b.

The fixed output gear211is fixed on the first output shaft21and configured to mesh with the shift driven gear74. The output unit221, i.e., output idler gear221, is fixed on the second output shaft22and configured to mesh with the shift driven gear74.

The output unit synchronizer221c, i.e., the output idler gear synchronizer221c, is positioned to the right of the output idler gear221and may engage with the output idler gear and with the second output shaft22. The generator gear73is fixed on the second output shaft22.

The first reverse idler gear711and the second reverse idler gear712are both fitted over the second output gear22to form a duplex gear. The first reverse idler gear71may mesh with the second-gear shift driving gear2a.

The motor power shaft3is disposed coaxially with the two input shafts such as the first and second input shafts11,12and the two output shafts such as the first and second output shafts21,22. The reverse output gear72and the third reverse idler gear713are fitted over the motor power shaft3. The first motor gear31is fixed on the motor power shaft3and may mesh with the generator gear73. The reverse synchronizer72cis disposed on the reverse output gear72and may engage with the third reverse idler gear713. The third idler gear713may mesh with the second reverse idler gear712. The first motor generator51and the motor power shaft3are coaxially connected.

A condition in which the power transmission system100according to embodiments of the present disclosure may be used will be discussed below in detail with reference toFIG. 1.

In the parking-charging condition, the engine4can drive the first motor generator51via two different transmission passages.

The fifth-sixth gear synchronizer56cmay engage with the fifth-gear shift driven gear5b. Power generated by the engine4may transmit to the first motor generator51via the first input shaft11, the fifth-gear gear pair, the second output shaft22, the generator gear73and the motor power shaft gear31, thus driving the first motor generator51to generate electric power.

The fifth-sixth gear synchronizer56cmay engage with the sixth-gear shift driven gear6b. Power generated by the engine4may transmit to the first motor generator51via the second input shaft12, the sixth-gear gear pair, the second output shaft22, the generator gear73and the motor power shaft gear31, thus driving the first motor generator51to generate electric power.

In the parking-charging condition, charging the vehicle with a fixed velocity ratio may be achieved, and the power transmission efficiency may be increased. Those with ordinary skill in the art will appreciate that the velocity ratio relates to parameters such as the rotating speed of the engine4in the parking state, the type of the first motor generator51, and maximum rotating speed acceptable by the peripheral parts such as bearings, and so on. In the present disclosure, the velocity ratio may be designed according to the above parameters and the power transmission ratio may be flexibly designed, thus making maximum use of the power from the engine4and achieving the object of fast charging. In the parking-charging condition, power from the engine4may be transmitted via a transmission passage consisting of the first input shaft11, the fifth-gear gear pair and the generator gear73or a transmission passage consisting of the second output shaft22, the sixth-gear gear pair and the generator gear73, and therefore the object of charging with an optimal fixed velocity ratio may be achieved, and both the charging efficiency and the fuel economy of the engine are improved.

Pure Electric Condition

First Electric Condition

The output unit synchronizer221cengages the output unit221, and power generated by the first motor generator51is transmitted to the output unit221via the motor power shaft gear31and the generator gear73. This transmission passage has less transmission components and higher efficacy.

Second Electric Condition

Power generated by the first motor generator51is transmitted to the second-gear gear pair or the fourth-gear gear pair via the generator gear73, the sixth-gear gear pair and the second input shaft12.

Third Electric Condition

Power generated by the first motor generator51is transmitted to the first-gear gear pair or the third-gear gear pair via the generator gear73, the fifth-gear gear pair and the first input shaft11.

In the electric condition such as the first electric condition or the second electric condition, power from the first motor generator51may be transmitted to wheels of the vehicle via three power transmission passages having different velocity ratios, thus driving the vehicle to run. In cases when the first motor generator51is used to start, to accelerate, to climb or to run, different velocity ratios may be selected accordingly to ensure that the first motor generator51has the highest operation efficiency.

First First-Gear Hybrid Condition

The output unit synchronizer221cengages the output unit221, and power generated by the first motor generator51is transmitted to the output unit221via the motor power shaft gear31and the generator gear73. This transmission passage has less transmission components and higher efficacy.

The first power generated by the engine4can be transmitted to any of the first-gear to fourth-gear gear pairs. The first power and second power are coupled at the driven gear74, and then output together to the wheels of the vehicle.

The first power generated by the engine4can be transmitted to either the fifth-gear or the sixth-gear gear pair. The first power and the second power are coupled at the second output shaft22and then output together to the wheels of the vehicle.

In the hybrid reverse mode, the first motor generator51may adjust the speed, such that the shift driven gear74or the second output shaft22may synchronously receive the first power from the engine4and the second power from the first motor generator51, to provide a smooth and harmonious power transmission.

First Second-Gear Hybrid Condition

In the first second-gear hybrid condition, the output unit synchronizer221cis in a disengaged state. The power generated by the first motor generator51may transmit to the second input shaft12via the generator gear73and the sixth-gear gear pair. The power generated by the engine4may transmit to the second input shaft12. The first power and the second power generated by the first motor generator51are coupled at the second input shaft12, and then transmitted to either the second-gear gear pair or the fourth-gear gear pair, so as to be output. In some embodiments, the power generated by the engine4may transmit to either the first-gear gear pair or the third-gear gear pair via the first input shaft11. Two powers are coupled at the first output shaft21and then output together.

In the hybrid reverse mode, the first motor generator51may adjust the speed, such that the second input shaft12or the first output shaft21may synchronously receive the first power from the engine4and the second power from the first motor generator51, to provide a smooth and harmonious power transmission.

First Third-Gear Hybrid Condition

In the first third-gear hybrid condition, the output unit synchronizer221cis in a disengaged state. The power generated by the first motor generator51may transmit to the first input shaft11via the generator gear73and the fifth-gear gear pair. The power generated by the engine4may transmit to the first input shaft11. The first power and the second power generated by the first motor generator51are coupled at the first input shaft11, and then transmitted to either the first-gear gear pair or the third-gear gear pair. In some embodiments, the power generated by the engine4may transmit to either the second-gear gear pair or the fourth-gear gear pair via the first output shaft21. Two powers are coupled at the first output shaft21and then output together.

In the hybrid reverse mode, the first motor generator51may adjust the speed, such that the first input shaft11or the first output shaft21may synchronously receive the first power from the engine4and the second power from the first motor generator51, to provide a smooth and harmonious power transmission.

In the present disclosure, a person skilled in the art may flexibly select any of the above hybrid conditions and power transmission passages thereof according to practical requirements. With these hybrid conditions, more driving fun may be provided to the users. In addition, the vehicle may be used in different road conditions, thus enhancing both the power and the fuel economy of the vehicle.

In the first first-gear driving-charging condition, the power generated by the engine4can be transmitted to any of the first-gear to fourth-gear gear pairs. The output unit synchronizer221cmay engage with the output unit221. Power generated by the corresponding wheel via the output unit221and the second output shat22may configure the generator gear73and the motor power shaft gear31rotate together with the motor power shaft3. In some embodiments, the first motor generator51may drive to generate electric power by the power generated by corresponding wheel.

In some embodiments, the first power generated by the engine4can be transmitted to either the fifth-gear or the six-gear gear pair. At the same time, the output unit synchronizer221cmay engage with the output unit221. The first power generated by the engine4may transmit to the second output shaft22via the fifth-gear gear pair or the sixth-gear gear pair. One part of the power may transmit to the output unit221to drive the wheels of the vehicle. The other part of the power may transmit to the first motor generator51via the generator gear73, the motor power shaft gear31and the motor power shaft3, thus driving the first motor generator51to generate electric power.

In the first-gear driving-charging condition, one of the two gear parts of the dual clutch2dis engaged when performing power transmission, for example, the input terminal23dis engaged with the first output terminal21dor engaged with the second output terminal22d. In the third first-gear driving-charging condition, the input terminal23dis engaged with both the first output terminal21dand the second output terminal22d, thus achieving a new driving-charging condition.

In the first second-gear driving—charging condition, the fifth-sixth gear synchronizer56cmay engage with the fifth-gear shift driven gear5b. The output unit synchronizer221cis in a disengaged state. A part of the power generated by the engine4may transmit to the first motor generator51via the first input shaft11, the fifth-gear gear pair, the second output shaft22, the generator gear73and the motor power shaft gear31, thus driving the first motor generator51to generate electric power. The other part of the power generated by the engine4may transmit to the first output shaft21to drive the wheels of the vehicle via the second input shaft12, the second-gear gear pair or the fourth-gear gear pair.

In the first second-gear driving—charging condition, the fifth-sixth gear synchronizer56cmay engage with the sixth-gear shift driven gear6b. The output unit synchronizer221cis in a disengaged state. A part of the power generated by the engine4may transmit to the first motor generator51via the second input shaft12, the sixth-gear gear pair, the second output shaft22, the generator gear73and the motor power shaft gear31, thus driving the first motor generator51to generate electric power. The other part of the power generated by the engine4may transmit to the first output shaft21to drive the wheels of the vehicle via the first input shaft11, the second-gear gear pair or the fourth-gear gear pair.

In the present disclosure, a person skilled in the art may flexibly select any of the above hybrid conditions and power transmission passages thereof according to practical requirements. With these hybrid conditions, more driving fun may be provided to the users. In addition, the vehicle may be used in different road conditions, thus enhancing both the power and the fuel economy of the vehicle.

In the driving-charging conditions, a part of power from the engine4may be transmitted via a passage consisting of the first input shaft11, the fifth-gear gear pair, and the generator gear73, or a passage consisting of the second input shaft12, the sixth-gear gear pair and the generator gear73, and therefore the object of charging with an optimal fixed velocity ratio may be achieved, and both the charging efficiency and the fuel economy of the engine4are improved.

Mechanical Reverse Condition

In the mechanical reverse condition, the reverse synchronizer72cmay engage with the third reverse idler gear713, such that the power generated by the engine4may transmit to the reverse output gear72via the second input shaft12, the second-gear shift driving gear2a, the first reverse idler gear711, the second reverse idler gear712and the third reverse idler gear713.

Electric Reverse Condition

In the electric reverse mode, the output unit synchronizer221cmay engage with the output unit221, and the power generated by the first motor generator51may transmit to the output unit via the motor power shaft gear31, the generator gear73and the second output shaft22.

In the electric reverse mode, the output unit synchronizer221cis in a disengaged state, and the fifth-sixth gear synchronizer56cmay engage with the sixth-gear shift driven gear6b. At the same time, the reverse synchronizer72cmay engage with the third reverse idler gear713, such that the power generated by the first motor generator51may transmit to the reverse output gear72via the generator gear73, the sixth-gear gear pair, the second input shaft12and the reverse idler gear.

Hybrid (Electric-Mechanic) Reverse Condition

In the hybrid reverse mode, the reverse synchronizer72cis in an engaged state and the fifth-sixth gear synchronizer56cmay engage with the sixth-gear shift driven gear6b. The power generated by the engine4may transmit to the second input shaft12, and the power generated by the first motor generator51may transmit to the second input shaft12via the generator gear73and the sixth-gear gear pair. The first power and the second power are coupled at the second input shaft12, and then output together via the reverse idler gear. In the hybrid reverse mode, the first motor generator51may adjust the speed, such that the shift driven gear74may synchronously receive the first power from the engine4and the second power from the first motor generator51, to provide a smooth and harmonious power transmission.

In the parking-charging condition and the running-charging condition, the power generated by the engine4may transmit to the first motor generator51via the generator gear73and the motor power shaft gear31. The first motor generator51may always rotate along the original rotating direction (the predetermined rotating direction such as the clockwise direction). When the first generator is regarded as the power producer, such as the pure electric conditions and the hybrid conditions, the first motor generator51may always rotate along the original rotating direction (the predetermined rotating direction such as the clockwise direction). In the reverse conditions, when the power generated by the first motor generator51may output via a transmission passage consisting of the generator gear73, the reverse idler gear and the reverse output gear72, the first motor generator51may always rotate along the original rotating direction (the predetermined rotating direction such as the clockwise direction).

With the power transmission system100according to embodiments of the present disclosure, the first motor generator51may rotate along the predetermined rotating direction in all the above-mentioned conditions. In other words, the first motor generator51may always rotate along the predetermined rotating direction when functioning as a motor or as a generator. Even during the power transmission system100switching from one condition to the reverse condition, the rotating direction of the first motor generator51needs not to be changed. Therefore, the first motor generator51may always rotate along the predetermined rotating direction in all related conditions, such that problems of shock and interruption due to direction change of the motor may be avoided, and the life of the power transmission system100may be prolonged.

As shown inFIGS. 2-5, the power transmission system100in the present embodiment is substantially the same as that in Embodiment 1, with the following exceptions that a rear-wheel driving mechanism, a third motor generator201, a fourth motor generator301and an antiskid synchronizer503are added respectively.

As shown inFIG. 6, the power transmission system100in the present embodiment is substantially the same as that in Embodiment 1, with the following exceptions that the engine4, the dual clutch2d, the first motor generator51and the differential may be avoided.

Embodiments of the present disclosure further provide a vehicle including the above-identified power transmission system100. Other configuration such as the driving system, the turning system and the braking system may be well known to those skilled in the art, thus details thereof are omitted herein.