CN107542917B - A kind of power failure-free gear shift automatic speed changer for machine hybrid drive train - Google Patents

Abstract

The invention discloses a hybrid power assembly system of a mechanical automatic transmission without power interruption, comprising an engine, a main clutch, main and auxiliary transmissions and an electric motor. Constant meshing gear, two synchronizers, driven gear, intermediate shaft, auxiliary transmission including auxiliary transmission input shaft, output shaft, planetary gear mechanism, clutch and brake. The system has three modes, the engine is driven independently: the auxiliary clutch is engaged to provide auxiliary torque during the shifting process, the engine adjusts the torque and speed, and the synchronizer completes the speed synchronization of the gear engaged in the pre-shift position; On the basis of the separate drive mode, the motor is added to provide auxiliary torque and motor torque and speed regulation; pure electric drive: gear switching is performed through the sliding friction of the clutch and brake, and the motor torque and speed can be adjusted in all three modes. No power to interrupt the shift action.

Description

A hybrid powertrain system for shifting mechanical automatic transmission without power interruption

technical field

The invention belongs to the technical field of automobile transmission, and in particular relates to a hybrid power assembly system of a mechanical automatic transmission without power interruption.

Background technique

With the shortage of oil resources and the increasingly serious air pollution problem, today's automobile industry is facing great pressure. Due to the advantages of energy saving and low emission, hybrid electric vehicles have become the focus of automobile research and development.

Mechanical automatic transmission is an automatic transmission formed by adding automatic gear selection and operating clutch device on the basis of manual transmission. During the shifting process, there is inevitably a short power interruption phenomenon. The shock caused by the power interruption not only affects the ride. comfort, but also reduces the efficiency of the transmission.

In order to further optimize the power, economy and environmental protection of the whole vehicle, as well as improve the driving performance and riding comfort, it has gradually become an inevitable development trend to install a mechanical automatic transmission without power interruption on the hybrid vehicle.

Chinese patent (CN103863086B) discloses a hybrid vehicle multi-speed drive device, including an engine, a motor I, an electric motor II, a mechanical transmission, a final reducer, etc. Although it realizes no power interruption during the shifting process, it is driven by pure In the process of switching from the electric power mode to the hybrid mode, the motor II is used to start the engine, and the motor I alone outputs power, and there is a phenomenon of insufficient power, especially in the process of climbing.

China Ming patent (CN106641134A) discloses a dual-input dual-output non-power interruption coupler and its shifting method, including motor A, motor B, two sun gears, six planetary gears, two planet carriers, etc. The patent It can solve the problem of power interruption very well, but motor A and motor B are arranged inside the coupler and soaked in oil for a long time, which has a cooling problem, which affects the service life and performance of the motor.

SUMMARY OF THE INVENTION

Aiming at the deficiencies of the prior art, the present invention proposes a hybrid powertrain system of a mechanical automatic transmission without power interruption, which is mainly applied to hybrid vehicles. High-efficiency area, realize the uninterrupted power transmission during the shifting process, and improve the power and economy.

The present invention is achieved through the following technical solutions:

A hybrid powertrain system for shifting mechanical automatic transmission without power interruption, comprising an engine, a main clutch, a main transmission, an electric motor and an auxiliary transmission,

The main transmission includes a main transmission input shaft, an intermediate shaft I, a main transmission output shaft, and an intermediate shaft II, the main transmission input shaft and the main transmission output shaft are coaxially arranged, and the intermediate shaft I and the intermediate shaft II are relative to the main transmission output shaft. The shafts are arranged in parallel and symmetrically; the output shaft of the engine is connected with the input shaft of the main clutch, the output shaft of the main clutch is connected with the input shaft of the main transmission, the input shaft of the main transmission is fixedly connected with the driving gear, and the driving gear also It is fixedly connected with one end of the auxiliary clutch, and the other end of the auxiliary clutch is fixedly connected with the output shaft of the main transmission; the intermediate shaft I is fixedly connected with the driven gear I and the synchronizer I, and the intermediate shaft II is fixedly connected with the driven gear Gear II, synchronizer II, the driven gear I, driven gear II mesh with the driving gear; the intermediate shaft I is vacantly sleeved with one/sixth gear driving gear and third/eighth gear driving gear, and the synchronizer I is located at a /Between the sixth-speed driving gear and the third/eighth-speed driving gear, the intermediate shaft II is provided with the second/seventh-speed driving gear and the fourth/ninth-speed driving gear, and the synchronizer II is located at the second/seventh-speed driving gear and the fourth-speed driving gear /between the ninth gear driving gear; the first/sixth gear driven gear, the second/seventh gear driven gear, the third/eighth gear driven gear and the fourth/ninth gear driven gear which are fixed in sequence on the output shaft of the main transmission are respectively Meshes with the first/sixth gear drive gear, the second/seventh gear drive gear, the third/eighth gear drive gear and the fourth/ninth gear drive gear;

The auxiliary transmission includes an auxiliary transmission input shaft and an auxiliary transmission output shaft, the auxiliary transmission input shaft is connected with the output shaft of the electric motor, and the input shaft of the electric motor is connected with the main transmission output shaft; the auxiliary transmission input shaft is fixedly connected to one end of the clutch , the other end of the clutch is fixedly connected with the planet carrier, four planetary gears are installed on the planetary carrier, and the four planetary gears are evenly arranged around the sun gear, and the outer and inner rings of the four planetary gears are respectively The ring gear and the sun gear are in internal and external meshing, the planet carrier is fixedly connected with the output shaft of the auxiliary transmission, and the sun gear is fixedly connected with the input shaft of the auxiliary transmission; the auxiliary transmission is equipped with a brake, and the rotating part of the brake is connected with the ring gear Fixed connection.

In the above solution, the synchronizer I and the synchronizer II have three position states: the intermediate position disengagement state, the leftward sliding engagement state and the rightward sliding engagement state.

In the above solution, the main clutch may be a dry clutch or an electromagnetic clutch, and the clutch and the auxiliary clutch may be a wet clutch or an electromagnetic clutch.

In the above solution, the brake can be a mechanical brake or an electromagnetic brake.

In the above scheme, the hybrid powertrain system has three drive modes: engine independent drive, pure electric drive, and engine and electric motor hybrid drive; in the engine independent drive mode, the auxiliary clutch is engaged during the shifting process to provide auxiliary torque, and the engine torque is adjusted. , speed regulation, the synchronizer completes the speed synchronization of the meshing gear in the pre-shift position, and realizes the shifting action without power interruption; in the pure electric drive mode, the system has two forward gears and two reverse gears. The sliding friction of the brake switches the gears, and at the same time, the electric motor adjusts the torque and speed to complete the shifting action without power interruption; in the hybrid drive mode of the engine and the electric motor, the electric motor and the auxiliary clutch jointly provide auxiliary torque during the shifting process, and the electric motor simultaneously provides the auxiliary torque. Adjusting torque and speed together with the engine, the synchronizer completes the speed synchronization of the meshing gears in the pre-shift position, and realizes the shifting action without power interruption.

The technical effect that the present invention has is:

1) Compared with ordinary mechanical transmissions, the present invention is composed of a main transmission with an auxiliary clutch and an auxiliary transmission of a planetary gear mechanism without power interruption. Automatic transmission shift power interruption problem.

2) The hybrid powertrain system of the present invention has three drive modes: engine single drive, pure electric drive, and engine and electric motor hybrid drive, and all three drive modes can complete the shift action without power interruption, and achieve smooth and fast shifting. ; And there are ten forward gears in the engine independent drive, engine and electric motor hybrid drive mode, so that the vehicle powertrain works more in the high-efficiency area, improving the power and economy of the vehicle.

Description of drawings

1 is a schematic structural diagram of a hybrid powertrain system of a mechanical automatic transmission without power interruption of the present invention;

FIG. 2 is a schematic diagram of the transmission route of the next gear of the transmission of the present invention in the engine alone drive or the engine and the electric motor hybrid drive mode;

3 is a schematic diagram of the second-speed power transmission route of the transmission of the present invention under the engine alone drive or the engine and the motor hybrid drive mode;

FIG. 4 is a schematic diagram of a third-speed power transmission route of the transmission of the present invention when the engine is driven alone or the engine and the motor are mixed;

FIG. 5 is a schematic diagram of a fourth-speed power transmission route of the transmission of the present invention under the engine alone drive or the engine and the electric motor hybrid drive mode;

6 is a schematic diagram of the five-speed power transmission route of the transmission of the present invention under the engine alone drive or the engine and the motor hybrid drive mode;

FIG. 7 is a schematic diagram of a six-speed power transmission route of the transmission of the present invention under the engine alone drive or the engine and the motor hybrid drive mode;

FIG. 8 is a schematic diagram of a seven-speed power transmission route of the transmission of the present invention when the engine is driven alone or the engine and the motor are mixed;

9 is a schematic diagram of an eight-speed power transmission route of the transmission of the present invention under the engine alone drive or the engine and the motor hybrid drive mode;

10 is a schematic diagram of a nine-speed power transmission route of the transmission of the present invention under the engine alone drive or engine and motor hybrid drive mode;

11 is a schematic diagram of the ten-speed power transmission route of the transmission of the present invention under the engine alone drive or engine and motor hybrid drive mode;

12 is a schematic diagram of the power transmission route of the transmission of the present invention in the next gear and the slow reverse gear in the pure electric drive mode;

13 is a schematic diagram of the power transmission route of the second gear and the fast reverse gear of the transmission of the present invention in a pure electric drive mode;

Among them, 1-engine, 2-main clutch, 3-main transmission input shaft, 4-drive gear, 5-driven gear I, 6-first/sixth gear drive gear, 7-synchronizer I, 8-three/eighth Drive gear, 9-Intermediate shaft I, 10-First/Sixth driven gear, 11-Second/Seven driven gear, 12-Three/Eight driven gear, 13-Fourth/Ninth driven gear, 14- electric motor, 15- main transmission output shaft, 16- auxiliary transmission input shaft, 17- clutch, 18- auxiliary transmission, 19- fourth/ninth gear driving gear, 20- synchronizer II, 21- second/seven gear driving gear , 22- Intermediate shaft II, 23- Driven gear II, 24- Main transmission, 25- Auxiliary clutch, 26- Brake, 27- Ring gear, 28- Planetary gear, 29- Planet carrier, 30- Auxiliary transmission output shaft, 31 - Sun wheel.

Detailed ways

The present invention will be described below in detail, clearly and completely with reference to the embodiments and the accompanying drawings.

As shown in FIG. 1 , a hybrid powertrain system of a mechanical automatic transmission without power interruption, including an engine 1 , a main clutch 2 , a main transmission 24 , an electric motor 14 and an auxiliary transmission 18 ;

The main transmission 24 includes the main transmission input shaft 3, the driving gear 4, the driven gear I5, the first/sixth gear driving gear 6, the synchronizer I7, the third/eighth gear driving gear 8, the intermediate shaft I9, the first/sixth gear slave. Driven gear 10, second/seventh gear driven gear 11, third/eighth gear driven gear 12, fourth/ninth gear driven gear 13, main transmission output shaft 15, intermediate shaft II 22, driven gear II 23, second/seventh gear The driving gear 21, the fourth/ninth gear driving gear 19, the synchronizer II 20 and the auxiliary clutch 25; the main transmission input shaft 3 is arranged coaxially with the main transmission output shaft 15, and the intermediate shaft I9 and the intermediate shaft II 22 are relative to the main transmission output shaft 15. Parallel and symmetrical arrangement; the output shaft of the engine 1 is connected with the input shaft of the main clutch 2, the output shaft of the main clutch 2 is connected with the input shaft 3 of the main transmission, the input shaft 3 of the main transmission is fixedly connected with the driving gear 4, and the driving gear 4 is also connected with the auxiliary One end of the clutch 25 is fixedly connected, and the other end of the auxiliary clutch 25 is fixedly connected with the output shaft 15 of the main transmission; the intermediate shaft I9 is fixedly connected with the driven gear I5 and the synchronizer I7, and the intermediate shaft II22 is fixedly connected with the driven gear II23 and the synchronizer II20, the driven gear I5, the driven gear II23 mesh with the driving gear 4; the first/sixth gear drive gear 6 and the third/eighth gear drive gear 8 are sleeved on the intermediate shaft I9, and the synchronizer I7 is located at the first/sixth gear drive gear 6 Between the third/eighth gear drive gear 8, the second/seventh gear drive gear 21 and the fourth/ninth gear drive gear 19 are sleeved on the intermediate shaft II 22, and the synchronizer II 20 is located at the second/seventh gear drive gear 21 and the fourth/ninth gear Between the driving gears 19; the main transmission output shaft 15 is sequentially connected to the first/sixth gear driven gear 10, the second/seventh gear driven gear 11, the third/eighth gear driven gear 12 and the fourth/ninth gear driven gear 13, The first/sixth gear driven gear 10 meshes with the first/sixth gear driving gear 6, the second/seventh gear driven gear 11 meshes with the second/seventh gear driving gear 21, and the third/eighth gear driven gear 12 meshes with the third/eighth gear drive Gear 8 meshes, and the fourth/ninth gear driven gear 13 meshes with the fourth/ninth gear driving gear 19;

The auxiliary transmission 18 includes the auxiliary transmission input shaft 16, the clutch 17, the brake 26, the ring gear 27, the planetary gear 28, the planet carrier 29, the auxiliary transmission output shaft 30 and the sun gear 31; the auxiliary transmission input shaft 16 is connected with the output shaft of the electric motor 14 , the input shaft of the electric motor 14 is connected with the main transmission output shaft 15; the auxiliary transmission input shaft 16 is fixedly connected to one end of the clutch 17, and the other end of the clutch 17 is fixedly connected to the planet carrier 29, on which four planetary gears 28 are installed, and The four planetary gears 28 are evenly arranged around the sun gear 31, the outer rings of the four planetary gears 28 mesh with the ring gear 27 internally, the inner rings of the four planetary gears 28 mesh with the sun gear 31 externally, and the planet carrier 29 meshes with the auxiliary gear 27. The transmission output shaft 30 is fixedly connected, and the sun gear 31 is fixedly connected with the auxiliary transmission input shaft 16 ;

The main clutch 2 can be a dry clutch or an electromagnetic clutch, the auxiliary clutch 25 and the clutch 17 can be a wet clutch or an electromagnetic clutch, and the brake 26 can be a mechanical brake or an electromagnetic brake. Both the synchronizer I7 and the synchronizer II20 include three position states: a neutral position separation state, a leftward sliding engagement state, and a rightward sliding engagement state.

The hybrid powertrain system has three drive modes: engine-only drive, pure electric drive, and engine-motor hybrid drive, and all three drive modes can complete shifting without power interruption to achieve smooth shifting. The following is a detailed description of the shift action without power interruption in the three drive modes, specifically:

(1) Shift action without power interruption under the hybrid drive mode of engine and electric motor:

When the driving mode is the hybrid driving mode, the shift action without power interruption is completed by controlling the disengagement and engagement of the synchronizer I7, the synchronizer II20, the auxiliary clutch 25, the clutch 17 and the brake 26. Since the upshifts between 2nd to 4th and 6th to 9th are similar to the powerless shifts between 1st and 2nd, the shifts between 4th and 5th are similar to 9th The shift process without power interruption between gears and tenth is similar, the main clutch 2 remains engaged at all times, the clutch 17 remains disengaged during the first to fifth gears, the brake 26 remains engaged, and the sixth to tenth gears. The clutch 17 remains engaged. , the brake 26 is kept disengaged, only the description of the hybrid drive mode from the first gear to the second gear, the fourth gear to the fifth gear, the fifth gear to the sixth gear, the second gear to the first gear, the fifth gear to the fourth gear, the sixth gear to the fifth gear is described here. No power to interrupt the shift action. details as follows:

(1) Shift action without power interruption for first gear to second gear:

Synchronizer I7 moves from the engaging position to the intermediate disengaging position, while the auxiliary clutch 25 is engaged in a slipping state, and the engine 1 and the motor 14 jointly adjust the torque and speed. When the synchronizer II 20 is engaged, the synchronizer II 20 slides to the left to the second/seventh gear driving gear 21, and the auxiliary clutch 25 is disengaged at the same time to complete the first gear and the second gear without power interruption.

(2) The shift action of the fourth gear up to the fifth gear without power interruption:

Synchronizer II 20 moves from the engaging position to the middle disengaging position, and at the same time, the auxiliary clutch 25 starts to engage in a slipping state, and the engine 1 and the electric motor 14 jointly adjust the torque and speed. When the speed and torque of the engine 1 and the electric motor 14 meet the current driving requirements , the auxiliary clutch 25 transitions from the slipping state to the fully engaged state, and completes the shifting action of the fourth gear up to the fifth gear without power interruption.

(3) The shift action of the fifth gear up to the sixth gear without power interruption:

The brake 26 is switched from the engaged state to the disengaged state, while the clutch 17 is switched from the disengaged state to the engaged state, the auxiliary clutch 25 is switched from the fully engaged state to the slipping state, and the engine 1 and the motor 14 jointly adjust the torque and speed. When the speed difference between the gear drive gear 6 and the intermediate shaft I9 reaches the requirement of the engagement of the synchronizer I7, the synchronizer I7 slides to the left to the first/sixth gear drive gear 6, and at the same time the auxiliary clutch 25 is disengaged, completing the fifth gear and the sixth gear without power interruption. Shift Shift action.

(4) The second gear down to the first gear shift action without power interruption:

Synchronizer II20 is moved from the engagement position to the intermediate release position, and the auxiliary clutch 25 is engaged in a slipping state. The engine 1 and the motor 14 jointly adjust the torque and speed. When the speed difference between the first/sixth gear 6 and the intermediate shaft I9 reaches When the synchronizer I7 is engaged, the synchronizer I7 slides to the left to the first/sixth gear driving gear 6, and at the same time the auxiliary clutch 25 is disengaged to complete the second gear down to the first gear without power interruption.

(5) Shift action of fifth gear down to fourth gear without power interruption:

The auxiliary clutch 25 begins to separate and is in a slipping state, and the engine 1 and the electric motor 14 jointly adjust the torque and speed. When the speed difference between the fourth/ninth gear driving gear 19 and the intermediate shaft II22 reaches the requirement of the engagement of the synchronizer II20, the synchronizer II20 turns to Sliding right to the fourth/ninth gear driving gear 19, and at the same time, the auxiliary clutch 25 transitions from the slipping state to the completely disengaging state, completing the fifth-gear down and fourth-gear shift without power interruption.

(6) Shift action of sixth gear down to fifth gear without power interruption:

Synchronizer I7 moves from the engaged position to the middle disengagement position, while the auxiliary clutch 25 is engaged in a slipping state, the clutch 17 is transferred from the engaged state to the disengaged state, and the brake 26 is transferred from the disengaged state to the engaged state, and the engine 1 and the motor 14 are adjusted together. torque and speed regulation, the auxiliary clutch 25 is converted from the slipping state to the fully engaged state, and the sixth gear down and the fifth gear shift are completed without power interruption.

(2) Shift action without power interruption in engine independent drive mode:

The engine-only drive mode is based on the engine-motor hybrid drive mode without a power source motor 14, so the torque and speed regulation of the motor 14 is lacking during the shifting process, but the synchronizer I7, synchronizer II20, The disengagement and engagement actions of the auxiliary clutch 25, the clutch 17, and the brake 26 are the same as the shifting actions in the hybrid driving mode of the engine and the electric motor. Refer to the shifting action without power interruption in the hybrid driving mode of the engine and the electric motor, which will not be repeated here. narrative.

(3) Shift action without power interruption in pure electric drive mode:

When the drive mode is the pure electric drive mode, the main clutch 2 is disengaged, the auxiliary clutch 25 is disengaged, the synchronizer I7 and the synchronizer II20 are in the intermediate disengagement state, and the first gear is realized by controlling the disengagement and engagement of the clutch 17 and the brake 26 during the shifting process. Shift action without power interruption to and from second gear. details as follows:

(1) Shift action without power interruption for first gear to second gear:

The brake 26 is switched from the engaged state to the disengaged state, while the clutch 17 is switched from the disengaged state to the engaged state.

(2) There is no power interruption in the process of downshifting from the second gear to the first gear:

The clutch 17 is switched from the engaged state to the disengaged state, while the brake 26 is switched from the disengaged state to the engaged state.

The engine alone drive mode and the engine and electric motor hybrid drive can provide ten forward gears. The engine alone drive mode power source is engine 1, and the engine and motor hybrid drive mode power source in addition to the engine 1. The main transmission output shaft 15 and Electric motor 14 between auxiliary transmission input shafts 16 . Therefore, the engine-only drive transmission route reduces the power source motor 14 between the output shaft 15 and the subtransmission input shaft 16 based on the engine-motor hybrid drive power transmission route.

The power transmission routes of the engine and electric motor hybrid driving mode and the pure electric motor driving mode are described in detail below.

(1) Hybrid drive mode of engine and electric motor, as follows:

(1) Level 1:

The main clutch 2 is engaged, the auxiliary clutch 25 is disengaged, the synchronizer I7 slips left and the first/sixth gear driving gear 6 is engaged, the synchronizer II20 is in the middle disengagement position, the clutch 17 is disengaged, and the brake 26 is engaged, the power transmission route:

As shown in Fig. 2, engine 1 → main clutch 2 → main transmission input shaft 3 → driving gear 4 → driven gear I5 → synchronizer I7 → first/sixth drive gear 6 → first/sixth driven gear 10 → master Transmission output shaft 15 → electric motor 14 → auxiliary transmission input shaft 16 → sun gear 31 → four planetary gears 28 → planet carrier 29 → auxiliary transmission output shaft 30 .

(2) Second gear:

The main clutch 2 is engaged, the auxiliary clutch 25 is disengaged, the synchronizer I7 is in the middle disengagement position, the synchronizer II20 slips left and engages with the second/seventh gear driving gear 21, the clutch 17 is disengaged, and the brake 26 is engaged, the power transmission route:

As shown in Fig. 3, engine 1 → main clutch 2 → main transmission input shaft 3 → driving gear 4 → driven gear II 23 → synchronizer II 20 → second/seventh speed driving gear 21 → second/seventh speed driven gear 11 → master Transmission output shaft 15 → electric motor 14 → auxiliary transmission input shaft 16 → sun gear 31 → four planetary gears 28 → planet carrier 29 → auxiliary transmission output shaft 30 .

(3) Third gear:

The main clutch 2 is engaged, the auxiliary clutch 25 is disengaged, the synchronizer I7 slides right and the third/eighth gear driving gear 8 is engaged, the synchronizer II20 is in the middle disengagement position, the clutch 17 is disengaged, and the brake 26 is engaged, the power transmission route:

As shown in Fig. 4, engine 1 → main clutch 2 → main transmission input shaft 3 → driving gear 4 → driven gear I5 → synchronizer I7 → third/eighth speed driving gear 8 → third/eighth speed driven gear 12 → main Transmission output shaft 15 → electric motor 14 → auxiliary transmission input shaft 16 → sun gear 31 → four planetary gears 28 → planet carrier 29 → auxiliary transmission output shaft 30 .

(4) Fourth gear:

The main clutch 2 is engaged, the auxiliary clutch 25 is disengaged, the synchronizer I7 is in the middle disengagement position, the synchronizer II20 slips right and engages the fourth/ninth gear driving gear 19, the clutch 17 is disengaged, and the brake 26 is engaged, the power transmission route:

As shown in FIG. 5 , engine 1 → main clutch 2 → main transmission input shaft 3 → driving gear 4 → driven gear II 23 → synchronizer II 20 → fourth/ninth speed driving gear 19 → fourth/ninth speed driven gear 13 → master Transmission output shaft 15 → electric motor 14 → auxiliary transmission input shaft 16 → sun gear 31 → four planetary gears 28 → planet carrier 29 → auxiliary transmission output shaft 30 .

(5) Fifth gear:

The main clutch 2 is engaged, the auxiliary clutch 25 is engaged, the synchronizer I7 and the synchronizer II20 are in the middle disengagement position, the clutch 17 is disengaged, and the brake 26 is engaged, and its power transmission route:

As shown in FIG. 6 , engine 1 → main clutch 2 → main transmission input shaft 3 → driving gear 4 → auxiliary clutch 25 → main transmission output shaft 15 → electric motor 14 → auxiliary transmission input shaft 16 → sun gear 31 → four planetary gears 28→planetary carrier 29→auxiliary transmission output shaft 30.

(6) Sixth gear:

The main clutch 2 is engaged, the auxiliary clutch 25 is disengaged, the synchronizer I7 slips left and the first/sixth gear driving gear 6 is engaged, the synchronizer II20 is in the middle disengagement position, the clutch 17 is engaged, and the brake 26 is disengaged. The power transmission route:

As shown in FIG. 7 , engine 1 → main clutch 2 → main transmission input shaft 3 → driving gear 4 → driven gear I5 → synchronizer I7 → first/sixth drive gear 6 → first/sixth driven gear 10 → master Transmission output shaft 15 → electric motor 14 → subtransmission input shaft 16 → planetary carrier 29 → subtransmission output shaft 30 .

(7) Seven gears:

The main clutch 2 is engaged, the auxiliary clutch 25 is disengaged, the single synchronizer I7 is in the middle disengagement position, the synchronizer II20 slips left and engages with the second and seventh gears 21, the clutch 17 is engaged, and the brake 26 is disengaged. The power transmission route:

As shown in FIG. 8 , engine 1 → main clutch 2 → main transmission input shaft 3 → driving gear 4 → driven gear II 23 → synchronizer II 20 → second/seventh speed drive gear 21 → second/seventh speed driven gear 11 → master Transmission output shaft 15 → electric motor 14 → subtransmission input shaft 16 → planetary carrier 29 → subtransmission output shaft 30 .

(8) Eighth gear:

The main clutch 2 is engaged, the auxiliary clutch 25 is disengaged, the synchronizer I7 slips right and the third/eighth gear driving gear 8 is engaged, the synchronizer II20 is in the middle disengagement position, the clutch 17 is engaged, and the brake 26 is disengaged. The power transmission route:

As shown in FIG. 9, engine 1→main clutch 2→main transmission input shaft 3→drive gear 4→slave gear I5→synchronizer I7→third/eighth speed drive gear 8→third/eighth speed driven gear 12→main Transmission output shaft 15 → electric motor 14 → subtransmission input shaft 16 → planetary carrier 29 → subtransmission output shaft 30 .

(9) Nine gears:

The main clutch 2 is engaged, the auxiliary clutch 25 is disengaged, the synchronizer I7 is in the middle disengagement position, the synchronizer II20 slips right and engages the fourth and ninth gear driving gears 19, the clutch 17 is engaged, and the brake 26 is disengaged. The power transmission route:

As shown in Fig. 10, engine 1 → main clutch 2 → main transmission input shaft 3 → driving gear 4 → driven gear II 23 → synchronizer II 20 → fourth/ninth speed driving gear 19 → fourth/ninth speed driven gear 13 → master Transmission output shaft 15 → electric motor 14 → subtransmission input shaft 16 → planetary carrier 29 → subtransmission output shaft 30 .

(10) Tenth gear:

The main clutch 2 is engaged, the auxiliary clutch 25 is engaged, the synchronizer I7 and the synchronizer II20 are in the middle disengagement position, the clutch 17 is engaged, and the brake 26 is disengaged. The power transmission route:

As shown in FIG. 11 , engine 1 → main clutch 2 → main transmission input shaft 3 → driving gear 4 → auxiliary clutch 25 → main transmission output shaft 15 → electric motor 14 → auxiliary transmission input shaft 16 → planet carrier 29 → auxiliary transmission output shaft 30.

(2) Pure electric drive can provide two forward gears, as follows:

(1) Level 1:

The main clutch 2 is disengaged, the auxiliary clutch 25 is disengaged, the synchronizer I7 and the synchronizer II20 are both in the middle disengagement position, the clutch 17 is disengaged, and the brake 26 is engaged, and its power transmission route:

As shown in FIG. 12 , the electric motor 14 → the subtransmission input shaft 16 → the sun gear 31 → the four planetary gears 28 → the carrier 29 → the subtransmission output shaft 30 .

(2) Second gear:

The main clutch 2 is disengaged, the auxiliary clutch 25 is disengaged, the synchronizer I7 and the synchronizer II20 are both in the middle disengagement position, the clutch 17 is engaged, and the brake 26 is disengaged. The power transmission route:

As shown in FIG. 13 , the electric motor 14 → the subtransmission input shaft 16 → the planet carrier 29 → the subtransmission output shaft 30 .

(3) Pure electric drive can provide two reverse gears

The reverse gear is provided by the reverse drive of the motor 14, but the rotation direction of the motor 14 is opposite to the rotation direction of the forward gear, and the working states of other components are the same.

(1) Slow reverse gear:

The main clutch 2 is disengaged, the auxiliary clutch 25 is disengaged, the synchronizer I7 and the synchronizer II20 are both in the middle disengagement position, the clutch 17 is disengaged, and the brake 26 is engaged, and its power transmission route:

As shown in FIG. 12 , the electric motor 14 → the subtransmission input shaft 16 → the sun gear 31 → the four planetary gears 28 → the carrier 29 → the subtransmission output shaft 30 .

(2) Fast reverse gear:

The main clutch 2 is disengaged, the auxiliary clutch 25 is disengaged, the synchronizer I7 and the synchronizer II20 are both in the middle disengagement position, the clutch 17 is engaged, and the brake 26 is disengaged. The power transmission route:

As shown in FIG. 13 , the electric motor 14 → the subtransmission input shaft 16 → the planet carrier 29 → the subtransmission output shaft 30 .

The braking modes with energy recovery are described in detail below:

When the driver steps on the brake pedal, the vehicle enters the braking mode, the engine 1 does not output power, the motor 14 acts as a generator at this time, and the power from the wheels drives the motor 14 to charge the battery to realize energy recovery. The braking action is described in detail below:

(1) Small braking resistance:

When braking, no matter what the original state is, the main clutch 2 is disengaged, the auxiliary clutch 25 is disengaged, the synchronizer I7 and the synchronizer II20 are in the middle disengagement position, the clutch 17 is engaged, and the brake 26 is disengaged;

(2) Large braking resistance:

When braking, regardless of the original state, the main clutch 2 is disengaged, the auxiliary clutch 25 is disengaged, the synchronizer I7 and the synchronizer II20 are in the intermediate disengagement position, the clutch 17 is disengaged, and the brake 26 is engaged.

The embodiments are the preferred embodiments of the present invention, but the present invention is not limited to the above-mentioned embodiments, and any obvious improvements and replacements that can be made by those skilled in the art without departing from the essence of the present invention are acceptable. It belongs to the protection scope of the present invention.

Claims (9)

1. A hybrid powertrain system for shifting mechanical automatic transmission without power interruption, characterized in that: comprising an engine (1), a main clutch (2), a main transmission (24), an electric motor (14) and an auxiliary transmission (18) , The main transmission (24) includes a main transmission input shaft (3), an intermediate shaft I (9), a main transmission output shaft (15), and an intermediate shaft II (22). The main transmission input shaft (3) and the main transmission output shaft The shaft (15) is arranged coaxially, and the intermediate shaft I (9) and the intermediate shaft II (22) are arranged symmetrically in parallel with respect to the main transmission output shaft (15); The output shaft of the engine (1) is connected with the input shaft of the main clutch (2), the output shaft of the main clutch (2) is connected with the main transmission input shaft (3), and the main transmission input shaft (3) is connected with the main transmission input shaft (3). The driving gear (4) is fixedly connected, the driving gear (4) is also fixedly connected with one end of the auxiliary clutch (25), and the other end of the auxiliary clutch (25) is fixedly connected with the main transmission output shaft (15); The intermediate shaft I (9) is fixedly connected to the driven gear I (5) and the synchronizer I (7), and the intermediate shaft II (22) is fixedly connected to the driven gear II (23) and the synchronizer II (20). ), the driven gear I (5) and the driven gear II (23) mesh with the driving gear (4); the intermediate shaft I (9) is sleeved with a first/sixth gear drive gear (6) and a third/eighth gear gear (8), and synchronizer I (7) is located between the first/sixth gear drive gear (6) and the third/eighth gear drive gear (8), the intermediate shaft II (22) is hollowed with a second/sixth gear (8). The seventh-speed driving gear (21) and the fourth/ninth-speed driving gear (19), and the synchronizer II (20) is located between the second/seventh-speed driving gear (21) and the fourth/ninth-speed driving gear (19); The first/sixth gear driven gear (10), the second/seventh gear driven gear (11), the third/eighth gear driven gear (12) and the fourth/ninth gear are sequentially fixed to the output shaft (15) of the main transmission The driven gear (13) meshes with the first/sixth gear driving gear (6), the second/seventh gear driving gear (21), the third/eighth gear driving gear (8) and the fourth/ninth gear driving gear (19) respectively; The auxiliary transmission (18) comprises an auxiliary transmission input shaft (16) and an auxiliary transmission output shaft (30), the auxiliary transmission input shaft (16) is connected with the output shaft of the electric motor (14), and the input shaft of the electric motor (14) Connected with the main transmission output shaft (15); the auxiliary transmission input shaft (16) is fixedly connected to one end of the clutch (17), and the other end of the clutch (17) is fixedly connected to the planet carrier (29), the planet carrier Four planetary gears (28) are installed on (29), and the four planetary gears (28) are evenly arranged around the sun gear (31). (27) The sun gear (31) is in internal and external meshing, the planet carrier (29) is fixedly connected with the auxiliary transmission output shaft (30), and the sun gear (31) is fixedly connected with the auxiliary transmission input shaft (16) ; The auxiliary transmission (18) is provided with a brake (26), and the rotating part of the brake (26) is fixedly connected with the ring gear (27). 2. A hybrid powertrain system of a mechanical automatic transmission without power interruption according to claim 1, wherein the synchronizer I (7) and the synchronizer II (20) have three position states: The neutral position disengagement state, the leftward sliding engagement state, and the rightward sliding engagement state. 3 . The hybrid powertrain system for shifting mechanical automatic transmission without power interruption according to claim 1 , wherein the main clutch ( 2 ) adopts a dry clutch or an electromagnetic clutch. 4 . 4 . The hybrid powertrain system for shifting mechanical automatic transmission without power interruption according to claim 1 , wherein the clutch ( 17 ) and the auxiliary clutch ( 25 ) are wet clutches or electromagnetic clutches. 5 . 5 . The hybrid powertrain system for shifting mechanical automatic transmission without power interruption according to claim 1 , wherein the brake ( 26 ) adopts a mechanical brake or an electromagnetic brake. 6 . 6 . The hybrid powertrain system of a mechanical automatic transmission without power interruption according to claim 1 , wherein the hybrid powertrain system has three functions: engine alone drive, pure electric drive, and engine and electric motor hybrid drive. 7 . drive modes. 7. The hybrid powertrain system for shifting mechanical automatic transmission without power interruption according to claim 6, characterized in that: in the engine independent driving mode, the auxiliary clutch (25) is engaged during the shifting process to provide auxiliary torque, The engine (1) adjusts the torque and speed, and the synchronizer completes the speed synchronization of the meshing gears in the pre-shift position, and realizes the shift action without power interruption. 8 . The hybrid powertrain system of a mechanical automatic transmission without power interruption according to claim 6 , wherein the system has two forward gears and two reverse gears in the pure electric drive mode, and the gear shifting process In the middle, gears are switched through the sliding friction of the clutch (17) and the brake (26), and at the same time the electric motor (14) adjusts the torque and speed to complete the shifting action without power interruption. 9. A hybrid powertrain system for shifting mechanical automatic transmission without power interruption according to claim 6, characterized in that: in the hybrid driving mode of the engine and the electric motor, the electric motor (14) and the auxiliary clutch (25) are in the shifting process. ) jointly provide auxiliary torque, while the motor (14) and the engine (1) jointly adjust the torque and speed, and the synchronizer completes the speed synchronization of the meshing gears in the pre-shift position, and realizes the shift action without power interruption.