CN107554274B - Multi-mode power transmission structure of hybrid electric vehicle - Google Patents
Multi-mode power transmission structure of hybrid electric vehicle Download PDFInfo
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- CN107554274B CN107554274B CN201710718473.9A CN201710718473A CN107554274B CN 107554274 B CN107554274 B CN 107554274B CN 201710718473 A CN201710718473 A CN 201710718473A CN 107554274 B CN107554274 B CN 107554274B
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/62—Hybrid vehicles
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Abstract
The invention discloses a multi-mode power transmission structure of a hybrid electric vehicle, wherein a first clutch is connected between a motor input shaft and an engine input shaft; the engine input shaft is fixedly connected with an engine input gear, the main speed reducer is fixedly connected with a speed reducer gear, the motor input shaft is fixedly connected with a first gear driving gear and a second gear driving gear, the first gear driving gear and the second gear driving gear transmit power to the speed reducer gear through a motor output gear set, and the engine input gear transmits power to the speed reducer gear through the engine output gear set. By eliminating the generator, the mass of the power assembly is reduced, and the cost of the power assembly is reduced; both the engine and the generator can work in a high-efficiency interval. The starting, accelerating and climbing capabilities of the automobile are improved, and the highest rotating speed of the motor is reduced, so that the cost of the motor is reduced; the engine and the motor are not powered off in the gear shifting process; the transmission device has small size, compact integral structure and convenient arrangement.
Description
Technical Field
The invention relates to the technical field of transmission structures of hybrid electric vehicles, in particular to a multi-mode power transmission structure of a hybrid electric vehicle.
Background
Energy conservation and environmental protection become two major topics of automobile technology development, in recent years, hybrid electric vehicles capable of reducing oil consumption and emission are developed and applied rapidly in the commercialization and industrialization process, and the hybrid electric vehicles which are produced in mass production at present include toyota pluris, mitsubid OUTLANDER PHEV, bididizin and the like.
From the aspect of power coupling, the hybrid electric vehicle mainly has the forms of parallel connection, series-parallel connection and the like.
At present, the hybrid power device of the automobile has a plurality of schemes, and each scheme has advantages and disadvantages. For example, the hybrid vehicle powertrain of shanghai nafofuka transmission limited (chinese patent No. CN205439956U) is a two-motor multi-mode scheme. The generator is connected with the internal combustion engine through a first gear set, a clutch is arranged between the internal combustion engine and the first gear set, the first gear set is connected with the left driving wheel and the right driving wheel through a second gear set, a disconnecting mechanism is arranged between the first gear set and the second gear set, and the second gear set is connected through a synchronizer. The scheme can overcome the defects of high cost, poor automobile acceleration capability and low climbing capability of the high-speed motor of the hybrid electric vehicle, and improve the performance. However, the scheme has more shafting and larger size of the gearbox, and is not beneficial to the arrangement of the power assembly; meanwhile, the power assembly has larger mass and is not beneficial to reducing the oil consumption of the whole vehicle.
Disclosure of Invention
The invention aims to solve the defects of the background technology and provide a multi-mode power transmission structure of a hybrid electric vehicle, which has small size, is beneficial to the arrangement of the whole vehicle and has low oil consumption.
In order to achieve the purpose, the multi-mode power transmission structure of the hybrid electric vehicle comprises a motor, a motor input shaft connected with the motor, an engine input shaft connected with the engine, a driving shaft and a transmission device arranged on the driving shaft; the method is characterized in that: the engine input shaft and the motor input shaft are coaxially arranged, the engine input shaft and the motor input shaft are connected through a first clutch, and power is transmitted between the motor input shaft and the driving shaft through a synchronizer high-low gear switching mechanism; and power is transmitted between the engine input shaft and the driving shaft through a gear reduction mechanism.
Specifically, the synchronizer high-low gear switching mechanism comprises a motor output shaft, a first gear transmission gear set and a second gear transmission gear set which are arranged on the motor output shaft and the motor input shaft, and a synchronizer arranged on the motor output shaft, wherein the synchronizer is positioned between the first gear transmission gear set and the second gear transmission gear set; and power is transmitted between the output shaft of the motor and the driving shaft through the first gear set.
Specifically, the first-gear transmission gear set comprises a first-gear driving gear fixedly connected to the motor input shaft and a first-gear driven gear which is sleeved on the motor output shaft in an empty mode and is meshed with the first-gear driving gear.
Specifically, the two-gear set comprises a two-gear driving gear fixedly connected to the motor input shaft and a two-gear driven gear which is sleeved on the motor output shaft in a hollow mode and is meshed with the two-gear driving gear.
Specifically, transmission is main reducer, first gear train is including linking firmly motor output gear on the motor output shaft and linking firmly on main reducer with the reduction gear of motor output gear meshing.
Specifically, the gear reduction mechanism is a two-stage gear reduction mechanism; the power transmission device comprises an engine output shaft, wherein power is transmitted between the engine output shaft and an engine input shaft through a second gear set; and power is transmitted between the output shaft of the engine and the driving shaft through the third gear set.
Specifically, the second gear set comprises an engine output gear fixedly connected to an engine output shaft and an engine input gear fixedly connected to an engine input shaft and meshed with the engine output gear.
Preferably, a second clutch is connected between the engine input shaft and the transmission device.
Specifically, the transmission device is a main speed reducer, and the third gear set comprises a clutch gear which is sleeved on the output shaft of the motor in a hollow way and a speed reducer gear which is fixedly connected to the main speed reducer and is meshed with the clutch gear; the clutch gear is connected with a second clutch.
Preferably, the motor and the motor are both located forward of the drive shaft.
Further preferably, the engine is located on the opposite side of the motor.
The invention has the beneficial effects that: by eliminating the generator, the mass of the power assembly is reduced, and the cost of the power assembly is reduced; the engine and the motor work in cooperation under various working conditions, so that the engine and the generator of the hybrid electric vehicle with the hybrid power transmission device can work in a high-efficiency interval. When the vehicle starts and runs at a low speed, the vehicle is driven purely electrically, at the moment, the two clutches are disconnected, the synchronizer is combined with the first-gear, and the power of the motor is transmitted to the driving wheel of the main speed reducer through the motor input shaft, the first-gear driving gear, the first-gear driven gear and the synchronizer; when the vehicle speed reaches a certain value, the first clutch is combined, the motor drives the engine to ignite, the engine can be prevented from running in an idling area, the fuel economy of the engine is improved, and the emission is reduced; then the first clutch is disconnected, the motor idles, the engine drives the vehicle, and at the moment, the power of the engine is transmitted to the main speed reducer through the input shaft of the engine and the output shaft of the engine, so that the vehicle is driven; when the output power of the engine is larger than the power required by the vehicle, the motor can be driven to generate electricity at the same time; when the vehicle speed reaches another set value, the synchronizer is combined with the two-gear driven gear, the motor drives the vehicle through the high-speed gear, the second clutch is disconnected, and the engine is flamed out; under various working conditions, when the power required by the vehicle is greater than the output power of the motor or the output power of the engine, the vehicle needs to be driven by the engine and the motor together, at the moment, the second clutch and the synchronizer are combined, the first clutch is disconnected, and the power of the engine and the motor is coupled at the main speed reducer and then transmitted to the wheels to drive the vehicle; when the vehicle decelerates or brakes, the two clutches are disconnected and the synchronizer is combined, and the motor is used as a generator to regenerate energy and convert the kinetic energy of the vehicle into electric energy; when the electric quantity of the power battery is low, the first clutch is combined, the second clutch and the synchronizer are disconnected, and the engine drives the motor to park and generate power. The motor can work in a high-efficiency area, so that the starting, accelerating and climbing capabilities of the automobile are improved, and the maximum rotating speed of the motor is reduced, so that the cost of the motor is reduced; the engine and the motor are not powered off in the gear shifting process; the transmission device has small size, compact integral structure and convenient arrangement. The engine is driven by the vehicle to ignite, the starting of the engine is limited by the speed of the vehicle, the engine power can be involved only when the engine reaches a certain speed of the vehicle, the high efficiency of the engine power is ensured, and the cost is effectively reduced because only one motor is provided.
Drawings
FIG. 1 is a schematic illustration of the power transmission configuration of the present invention;
the system comprises an engine 1, an electric motor 2, a first gear driving gear 3, a motor input shaft 4, a second gear driving gear 5, a first gear driven gear 6, a motor output shaft 7, a synchronizer 8, a second gear driven gear 9, a main reducer 10, a motor output gear 11, an engine input gear 12, a first clutch 13, an engine input shaft 14, an engine output shaft 15, an engine output gear 16, a second clutch 17, a clutch gear 18, a driving shaft 19 and a reducer gear 20.
Detailed Description
The invention is described in further detail below with reference to the figures and the specific embodiments.
The multi-mode power transmission structure of the hybrid electric vehicle shown in fig. 1 includes a motor 2, a motor input shaft 4 connected with the motor 2, an engine 1, an engine input shaft 14 connected with the engine 1, a drive shaft 19, and a final drive 10 provided on the drive shaft 19; the motor 2 is located on the opposite side of the engine 1.
A first clutch 13 is connected between the motor input shaft 4 and the engine input shaft 14; an engine input gear 12 is fixedly connected to an engine input shaft 14, a speed reducer gear 20 is fixedly connected to a main speed reducer 10, a first-gear driving gear 3 and a second-gear driving gear 5 are fixedly connected to a motor input shaft 4, the first-gear driving gear 3 and the second-gear driving gear 5 transmit power to the speed reducer gear 20 through a motor output gear set, and the engine input gear 12 transmits power to the speed reducer gear 20 through the engine output gear set.
The motor output gear set is arranged on the motor output shaft 7. The motor output gear set comprises a synchronizer high-low gear switching mechanism meshed with the first gear driving gear 3 and the second gear driving gear 5 and a motor output gear 11 fixedly connected to the motor output shaft 7 and meshed with the speed reducer gear 20.
The synchronizer high-low gear switching mechanism comprises a first gear driven gear 6 and a second gear driven gear 9 which are sleeved on a motor output shaft 7 in an empty mode, wherein the first gear driven gear 6 is meshed with a first gear driving gear 3, the second gear driven gear 9 is meshed with a second gear driving gear 5, and a synchronizer 8 is arranged between the first gear driven gear 6 and the second gear driven gear 9.
The engine output gear set is provided on the engine output shaft 15. The engine output gear set comprises an engine output gear 16 which is fixedly connected to an engine output shaft 15 and is meshed with the engine input gear 12, and a clutch gear 18 which is freely sleeved on the engine output shaft 15 and is meshed with a speed reducer gear 20, wherein the clutch gear 18 is connected with a second clutch 17.
The operating states of the various operating modes of the transmission system of the present invention are as follows:
pure electric low speed mode: in the pure electric mode, when the vehicle is started or runs at a low speed, the first clutch 13 and the second clutch 17 are in a separated state, the synchronizer 8 is combined with the first-gear driven gear 6, the power of the motor 2 is transmitted to the motor output shaft 7 through the motor input shaft 4, the first-gear driving gear 3 and the first-gear driven gear 6, and is finally transmitted to the main speed reducer 10 through the motor output gear 11 and the speed reducer gear 20, and at the moment, the motor drives the vehicle to run at a low speed.
An engine drive mode: when the vehicle accelerates to a certain value, the vehicle switches to the engine drive mode. At the moment, the synchronizer 8 is combined with the first-gear driven gear 6, the clutch 13 is combined, the motor 2 drives the engine 1 to ignite and start, after the engine 1 runs stably, the first clutch 13 is disconnected, the motor 2 does not output power any more when idling, the second clutch 17 is combined, and the power of the engine 1 is transmitted to the reducer gear 20 through the engine input gear 12, the engine output gear 16 and the engine output shaft 15 so as to be transmitted to the main reducer 10 to drive the vehicle; during the switching to the engine-driven mode, the electric machine 2 supplies the power required by the vehicle, so that no power interruption occurs.
Pure electric high-speed mode: and when the vehicle continues to accelerate to another value, the vehicle is switched to a pure electric high-speed driving mode. The synchronizer 8 is switched to be combined with the second gear driven gear 9 from the first gear driven gear 6, in the switching process of the synchronizer 8, the engine 1 outputs power, after the synchronizer 8 is switched, the engine 1 is flamed out and does not run any more, the power is transmitted to the motor output shaft 7 by the motor 2 through the motor input shaft 4, the second gear driving gear 5 and the second gear driven gear 9, and finally is transmitted to the main speed reducer 10 through the motor output gear 11 and the speed reducer gear 20 to drive the vehicle,
Parallel driving mode: during acceleration and climbing, when the required power and torque of the vehicle exceed the rated values of the motor 2 or the engine 1, the engine 1 and the motor 2 work together, at the moment, the second clutch 17 is combined, the first clutch 13 is disconnected, the synchronizer 10 is combined with a first gear or a second gear driven gear, and the power of the engine 1 and the power of the motor 2 are coupled through the reducer gear 20 to drive the vehicle to run, so that the vehicle is driven by the engine and the motor simultaneously.
A regeneration recovery mode: when the automobile slides or is braked and decelerated, the motor 2 is used as a generator to regenerate the capacity, and the kinetic energy of the automobile is converted into electric energy and stored in a power battery pack. At this time, the first clutch 13 and the second clutch 17 are disengaged, and the synchronizer 8 is engaged with the first-gear or second-gear driven gear.
Parking power generation mode: when necessary, if the power battery pack has low electric quantity, the engine 1 can drive the motor 2 to generate electricity to charge the power battery pack. At this time, the second clutch 17 and the synchronizer 8 are in the disengaged state, and the first clutch 13 is engaged.
A reverse gear mode: the motor 2 rotates reversely, the synchronizer 8 is combined with the first-gear driven gear 6, the second clutch 17 is disconnected, the power of the motor 2 is transmitted to the motor output shaft 7 through the first-gear driving gear 3 and the first-gear driven gear 6, and the motor output shaft 7 is finally transmitted to the main speed reducer 10 through the motor output gear 11 and the speed reducer gear 20 to drive the vehicle.
According to the hybrid power transmission device, the motor 2 has two gears of low speed and high speed, and compared with only one gear, the motor 2 can work in a high-efficiency area, so that the starting, accelerating and climbing capabilities of an automobile can be improved, the highest rotating speed of the motor 2 is reduced, and the cost of the motor 2 is reduced; the engine 1 and the motor 2 work in a matching way under various working conditions, so that the engine 1 and the motor 2 can work in a high-efficiency region most of the time, and no power interruption is caused in the gear shifting process; the engine input shaft 14 and the motor input shaft 4 are coaxially arranged, so that the size of the transmission device can be shortened, the whole structure is compact, and the arrangement is convenient; meanwhile, a generator is eliminated, and the weight and the cost of the power assembly are reduced.
The above description is only for the preferred embodiment of the present invention, and is not intended to limit the structure of the present invention in any way. Any simple modification, equivalent change and modification made to the above embodiments according to the technical spirit of the present invention still fall within the scope of the technical solution of the present invention.
Claims (9)
1. A multi-mode power transmission structure of a hybrid electric vehicle comprises a motor (2), a motor input shaft (4) connected with the motor (2), an engine (1), an engine input shaft (14) connected with the engine (1), a driving shaft (19) and a transmission device arranged on the driving shaft (19); the method is characterized in that: the engine input shaft (14) and the motor input shaft (4) are coaxially arranged, the engine input shaft (14) and the motor input shaft (4) are connected through a first clutch (13), and power is transmitted between the motor input shaft (4) and the driving shaft (19) through a synchronizer high-low gear switching mechanism; the power is transmitted between the engine input shaft (14) and the driving shaft (19) through a gear reduction mechanism;
the gear reduction mechanism is a secondary gear reduction mechanism; the transmission device comprises an engine output shaft (15), wherein power is transmitted between the engine output shaft (15) and an engine input shaft (14) through a second gear set; and power is transmitted between the engine output shaft (15) and the driving shaft (19) through a third gear set.
2. The multi-mode power transmission structure of a hybrid vehicle according to claim 1, characterized in that: the high-low gear switching mechanism of the synchronizer comprises a motor output shaft (7), a first gear transmission gear set and a second gear transmission gear set which are arranged on the motor output shaft (7) and a motor input shaft (4), and the synchronizer (8) arranged on the motor output shaft (7), wherein the synchronizer (8) is positioned between the first gear transmission gear set and the second gear transmission gear set; and power is transmitted between the motor output shaft (7) and the driving shaft (19) through the first gear set.
3. The multi-mode power transmission structure of a hybrid vehicle according to claim 2, characterized in that: the first-gear transmission gear set comprises a first-gear driving gear (3) fixedly connected to the motor input shaft (4) and a first-gear driven gear (6) which is sleeved on the motor output shaft (7) in an empty mode and meshed with the first-gear driving gear (3).
4. The multi-mode power transmission structure of a hybrid vehicle according to claim 2, characterized in that: the two-gear set comprises a two-gear driving gear (5) fixedly connected to the motor input shaft (4) and a two-gear driven gear (9) which is sleeved on the motor output shaft (7) in a hollow mode and is meshed with the two-gear driving gear (5).
5. The multi-mode power transmission structure of a hybrid vehicle according to claim 2, characterized in that: the transmission device is a main speed reducer (10), and the first gear set comprises a motor output gear (11) fixedly connected to a motor output shaft (7) and a speed reducer gear (20) fixedly connected to the main speed reducer (10) and meshed with the motor output gear (11).
6. The multi-mode power transmission structure of a hybrid vehicle according to claim 1, characterized in that: the second gear set comprises an engine output gear (16) fixedly connected to an engine output shaft (15) and an engine input gear (12) fixedly connected to an engine input shaft (14) and meshed with the engine output gear (16).
7. The multi-mode power transmission structure of a hybrid vehicle according to claim 1, characterized in that: the transmission device is a main speed reducer (10), and the third gear set comprises a clutch gear (18) which is sleeved on the output shaft (7) of the motor in a hollow way and a speed reducer gear (20) which is fixedly connected to the main speed reducer (10) and is meshed with the clutch gear (18); the clutch gear (18) is connected with a second clutch (17).
8. The multi-mode power transmission structure of a hybrid vehicle according to claim 1, characterized in that: the engine (1) and the motor (2) are both positioned in front of the driving shaft (19).
9. The multi-mode power transmission structure of a hybrid vehicle according to claim 8, characterized in that: the engine (1) is positioned on the opposite side of the motor (2).
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| CN201710718473.9A CN107554274B (en) | 2017-08-21 | 2017-08-21 | Multi-mode power transmission structure of hybrid electric vehicle |
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| CN201710718473.9A CN107554274B (en) | 2017-08-21 | 2017-08-21 | Multi-mode power transmission structure of hybrid electric vehicle |
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| CN107554274B true CN107554274B (en) | 2020-04-07 |
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Families Citing this family (3)
| Publication number | Priority date | Publication date | Assignee | Title |
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| CN109080432B (en) * | 2018-08-17 | 2022-04-08 | 奇瑞汽车股份有限公司 | Power coupling method and system |
| CN109278529B (en) * | 2018-09-29 | 2023-12-19 | 坤泰车辆系统（常州）有限公司 | Hybrid transmission drive system |
| CN114368275A (en) * | 2021-11-08 | 2022-04-19 | 浙江零跑科技股份有限公司 | Hybrid power assembly structure and working method thereof |
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| JP2000278814A (en) * | 1999-03-26 | 2000-10-06 | Mazda Motor Corp | Vehicle drive |
| US7185722B1 (en) * | 2000-02-04 | 2007-03-06 | Hitachi, Ltd. | Power transmission apparatus of motor vehicles |
| CN102444713A (en) * | 2010-10-15 | 2012-05-09 | 上海汽车集团股份有限公司 | Electromechanical automatic transmission device, automobile and speed-change control method thereof |
| CN102806837A (en) * | 2011-05-31 | 2012-12-05 | 上海华普汽车有限公司 | Hybrid power transmission and hybrid power transmission system |
| CN102844210A (en) * | 2010-04-16 | 2012-12-26 | 雷诺股份公司 | Hybrid drive system |
Family Cites Families (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP5087805B2 (en) * | 2008-03-25 | 2012-12-05 | 本田技研工業株式会社 | Power equipment |
| CN106080162B (en) * | 2016-08-26 | 2019-02-26 | 上海中科深江电动车辆有限公司 | Mixed power plant |
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- 2017-08-21 CN CN201710718473.9A patent/CN107554274B/en active Active
Patent Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2000278814A (en) * | 1999-03-26 | 2000-10-06 | Mazda Motor Corp | Vehicle drive |
| US7185722B1 (en) * | 2000-02-04 | 2007-03-06 | Hitachi, Ltd. | Power transmission apparatus of motor vehicles |
| CN102844210A (en) * | 2010-04-16 | 2012-12-26 | 雷诺股份公司 | Hybrid drive system |
| CN102444713A (en) * | 2010-10-15 | 2012-05-09 | 上海汽车集团股份有限公司 | Electromechanical automatic transmission device, automobile and speed-change control method thereof |
| CN102806837A (en) * | 2011-05-31 | 2012-12-05 | 上海华普汽车有限公司 | Hybrid power transmission and hybrid power transmission system |
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Address after: 430056 No. 1 Dongfeng Avenue, Wuhan economic and Technological Development Zone, Hubei, Wuhan Patentee after: DONGFENG MOTOR Corp. Address before: 430056 No. 1 Dongfeng Avenue, Wuhan economic and Technological Development Zone, Hubei, Wuhan Patentee before: Dongfeng Motor Corp. |