CN108162743B - Speed variator for hybrid power vehicle - Google Patents
Speed variator for hybrid power vehicle Download PDFInfo
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- CN108162743B CN108162743B CN201711415047.4A CN201711415047A CN108162743B CN 108162743 B CN108162743 B CN 108162743B CN 201711415047 A CN201711415047 A CN 201711415047A CN 108162743 B CN108162743 B CN 108162743B
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- gear
- shaft
- motor
- input shaft
- synchronizer
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
- B60K6/54—Transmission for changing ratio
- B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
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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
Abstract
The invention discloses a speed change device of a hybrid electric vehicle.A clutch is arranged between the middle end of an engine and the input end of an input shaft; the first gear synchronizer can be selectively combined with the intermediate shaft first gear or the intermediate shaft second gear; the reverse gear shaft is arranged in parallel with the input shaft, and is provided with a main gear reduction, a reverse gear and a reverse synchronizer, wherein: the main gear reduction of the reverse gear shaft is fixed on the reverse gear shaft, and the reverse gear is sleeved on the reverse gear shaft in a hollow mode; the motor two-shaft high-grade gear is meshed with the motor one-shaft high-grade gear, the motor two-shaft low-grade gear is meshed with the motor one-shaft low-grade gear, and the reverse gear shaft main gear reduction and the motor one-shaft main gear reduction are both meshed with a differential mechanism assembly which is used as a power output end. The speed change device is based on the existing 6-speed manual speed changer, a 48V motor is integrated through gear transmission, and the motor can be used as a driving motor or a generator, so that the 48V motor can provide driving force.
Description
Technical Field
The invention belongs to the field of hybrid power speed change, and particularly relates to a speed change device of a hybrid power vehicle.
Background
The existing vehicles often adopt gasoline as power and drive an engine to work, the power coming out of the engine realizes speed change in the transmission process, and finally the vehicles are driven to run. With the development of society and technology, the oil consumption of the oil-driven vehicle is high, the requirements of energy conservation and emission reduction cannot be met, and the working mode is single, so that the requirements of users cannot be well met.
Disclosure of Invention
The invention aims to solve the technical problem of providing a hybrid power vehicle speed change device with low oil consumption and diversified working modes.
The technical scheme of the invention is as follows: a hybrid vehicle transmission, characterized in that: comprises an engine (1), a motor two shaft (27) and a motor one shaft (28), wherein a clutch (2) is arranged between the middle end of the engine (1) and the input end of the input shaft (3), so that the engine is selectively combined with or separated from the input shaft (3) through the clutch (2); the input shaft (3) is provided with an input shaft first gear (4), an input shaft second gear (5), an input shaft third gear (6), a third and fourth gear synchronizer (7), an input shaft fourth gear (8), an input shaft idle speed power generation gear (9), a fifth gear synchronizer (10) and an input shaft fifth gear (11) in sequence, wherein: the first gear (4) and the second gear (5) of the input shaft are fixedly sleeved on the input shaft (3), and the third gear (6), the fourth gear (8), the idle power generation gear (9) and the fifth gear (11) of the input shaft are sleeved on the input shaft (3) in an empty mode; the three-four gear synchronizer (7) can be selectively combined with the input shaft three-gear (6) or the input shaft four-gear (8), so that the power of the input shaft (3) is transmitted to the input shaft three-gear (6) or the input shaft four-gear (8) through the three-four gear synchronizer (7); the five-gear synchronizer (10) can be selectively combined with the input shaft five-gear (11) or the input shaft idle power generation gear (9), so that the power of the input shaft (3) is transmitted to the input shaft five-gear (11) or the input shaft idle power generation gear (9) through the five-gear synchronizer (10);
the utility model provides a countershaft (12) and input shaft (3) parallel arrangement, install countershaft owner on this countershaft (12) and subtract tooth (13), jackshaft first gear (14), first gear synchronizer (15), jackshaft second gear (16), jackshaft third gear (17), jackshaft fourth gear (18), jackshaft idle speed power generation gear (19) and jackshaft five-gear (20) in proper order, wherein: the intermediate shaft main gear reducing gear (13) is fixedly sleeved on the intermediate shaft (12), the intermediate shaft first gear (14), the intermediate shaft second gear (16) and the intermediate shaft idle speed power generation gear (19) are sleeved on the intermediate shaft (12) in an empty mode, and the intermediate shaft third gear (17), the intermediate shaft fourth gear (18) and the intermediate shaft fifth gear (20) are fixedly connected with the intermediate shaft (12); the first-gear synchronizer (15) can be selectively combined with the intermediate shaft first-gear (14) or the intermediate shaft second-gear (16), so that the power of the intermediate shaft first-gear (14) or the intermediate shaft second-gear (16) is transmitted to the intermediate shaft (12) through the first-gear synchronizer (15);
the reverse gear shaft (21) is arranged in parallel with the input shaft (3), and a reverse gear shaft main reducing gear (22), a reverse gear (23) and a reverse gear synchronizer (24) are arranged on the reverse gear shaft (21), wherein: the reverse gear shaft main reducing gear (22) is fixed on the reverse gear shaft (21), the reverse gear (23) is sleeved on the reverse gear shaft (21), and the reverse gear synchronizer (24) can be selectively combined with or separated from the reverse gear (23), so that the power of the reverse gear (23) is transmitted to the reverse gear shaft (21) through the reverse gear synchronizer (24);
the motor two shafts (27) are arranged in parallel with the input shaft (3), and a motor two-shaft high-speed gear (25) and a motor two-shaft low-speed gear (26) are fixedly connected to the motor two shafts (27) in sequence; the motor one-axis (28) is arranged in parallel with the motor two-axis (27), a motor one-axis main subtracting gear (33), a motor (32), a motor one-axis high-speed gear (31), a motor one-axis synchronizer (30) and a motor one-axis low-speed gear (29) are sequentially arranged on the motor one-axis (28), wherein: the motor (32) is sleeved on the motor one shaft in an empty mode, the motor one-shaft high-gear (31) is fixedly connected to an output shaft of the motor (32) and sleeved on the motor one shaft (28), and the motor one-shaft low-gear (29) is sleeved on the motor one shaft (28) in an empty mode; the motor-shaft synchronizer (30) can be selectively combined with the motor-shaft high-gear (31) or the motor-shaft low-gear (29) so as to transmit the power of the motor (32) to the motor-shaft (28);
the input shaft first gear (4) is meshed with the intermediate shaft first gear (14), the intermediate shaft first gear is meshed with the reverse gear (23), the input shaft second gear (5) is meshed with the intermediate shaft second gear (16), the input shaft third gear (6) is meshed with the intermediate shaft third gear (17), the input shaft fourth gear (8) is meshed with the intermediate shaft fourth gear (18), the input shaft idle power generation gear (9) is meshed with the intermediate shaft idle power generation gear (19), and the input shaft fifth gear (11) is meshed with the intermediate shaft fifth gear (20); the motor two-shaft high-grade gear (25) is meshed with the motor one-shaft high-grade gear (31), meanwhile, the motor two-shaft high-grade gear (25) is meshed with the intermediate shaft idle speed power generation gear (19), the motor two-shaft low-grade gear (26) is meshed with the motor one-shaft low-grade gear (29), and the intermediate shaft main gear reduction (13), the reverse gear shaft main gear reduction (22) and the motor one-shaft main gear reduction (33) are meshed with the differential mechanism assembly (34) which serves as a power output end.
The speed change device is based on the existing 6-speed manual speed changer and integrates a 48V motor (32) through gear transmission. The motor (32) can be used as a driving motor and a generator, so that the 48V motor can provide driving force to drive a vehicle or assist in driving the vehicle, and can also be used as a generator to realize energy recovery, thereby overcoming the defects of high energy consumption and single working mode of the conventional oil-driven speed change device.
Preferably, the three-fourth gear synchronizer (7), the five-gear synchronizer (10), the two-gear synchronizer (15), the reverse gear synchronizer (24) and the motor one-shaft synchronizer (30) have the same structure, the inner gear hubs of the synchronizers are fixedly sleeved on corresponding shafts, and the outer gear sleeves of the synchronizers can axially slide along the corresponding shafts.
The beneficial effects are that: the speed change device is based on the existing 6-speed manual speed change device, a 48V motor is integrated through gear transmission, and the motor can be used as a driving motor or a generator, so that the 48V motor can provide driving force to drive a vehicle or assist in driving the vehicle, and can also be used as a generator to realize energy recovery, and further the defects of high energy consumption and single working mode of the existing oil-driven speed change device are overcome.
Drawings
FIG. 1 is a schematic diagram of the present invention.
FIG. 2 is a schematic diagram of the present invention in E1 mode.
FIG. 3 is a schematic diagram of the present invention in E2 mode.
FIG. 4 is a schematic diagram of the present invention in H11-P3 mode.
FIG. 5 is a schematic diagram of the present invention in H12-P3 mode.
FIG. 6 is a schematic diagram of the present invention in H13-P3 mode.
FIG. 7 is a schematic diagram of the present invention in H23-P3 mode.
FIG. 8 is a schematic diagram of the present invention in H24-P3 mode.
FIG. 9 is a schematic diagram of the present invention in H25-P3 mode.
Fig. 10 is a schematic view of the present invention in an idle power generation mode.
Fig. 11 is a schematic view of the present invention in EV reverse mode.
Fig. 12 is a schematic diagram of the present invention in ICE reverse mode.
FIG. 13 is a schematic view of the present invention in a braking energy recovery mode.
Fig. 14 is a power shift roadmap of the invention.
Detailed Description
The invention is further illustrated by the following examples in conjunction with the accompanying drawings:
as shown in fig. 1, a hybrid vehicle transmission is characterized in that: comprising an engine 1, a motor two shaft 27 and a motor one shaft 28, wherein a clutch 2 is arranged between the output end of the engine 1 and the input end of the input shaft 3, so that the clutch 2 can be selectively combined with or separated from the input shaft 3. An input shaft first gear 4, an input shaft second gear 5, an input shaft third gear 6, a third and fourth gear synchronizer 7, an input shaft fourth gear 8, an input shaft idle speed power generation gear 9, a fifth gear synchronizer 10 and an input shaft fifth gear 11 are sequentially arranged on the input shaft 3, wherein: the input shaft first gear 4 and the input shaft second gear 5 are fixedly sleeved on the input shaft 3, and the input shaft third gear 6, the input shaft fourth gear 8, the input shaft idle speed power generation gear 9 and the input shaft fifth gear 11 are sleeved on the input shaft 3. The third and fourth gear synchronizer 7 may be selectively combined with the input shaft third gear 6 or the input shaft fourth gear 8 so that the power of the input shaft 3 is transmitted to the input shaft third gear 6 or the input shaft fourth gear 8 through the third and fourth gear synchronizer 7. The fifth gear synchronizer 10 may be selectively combined with the input shaft fifth gear 11 or the input shaft idle power generation gear 9 so that the power of the input shaft 3 is transmitted to the input shaft fifth gear 11 or the input shaft idle power generation gear 9 through the fifth gear synchronizer 10.
The intermediate shaft 12 is arranged in parallel with the input shaft 3, and the intermediate shaft 12 is provided with an intermediate shaft main gear reduction 13, an intermediate shaft first gear 14, a first gear synchronizer 15, an intermediate shaft second gear 16, an intermediate shaft third gear 17, an intermediate shaft fourth gear 18, an intermediate shaft idle power generation gear 19 and an intermediate shaft fifth gear 20 in sequence, wherein: the intermediate shaft main gear reducing gear 13 is fixedly sleeved on the intermediate shaft 12, the intermediate shaft first gear 14, the intermediate shaft second gear 16 and the intermediate shaft idle speed power generation gear 19 are sleeved on the intermediate shaft 12 in an empty mode, and the intermediate shaft third gear 17, the intermediate shaft fourth gear 18 and the intermediate shaft fifth gear 20 are fixedly connected with the intermediate shaft 12. A second gear synchronizer 15 may be selectively coupled to the intermediate shaft first gear 14 or the intermediate shaft second gear 16 so that power of the intermediate shaft first gear 14 or the intermediate shaft second gear 16 is transmitted to the intermediate shaft 12 through the second gear synchronizer 15.
The reverse gear shaft 21 is arranged in parallel with the input shaft 3, and a reverse gear shaft main reducing gear 22, a reverse gear 23 and a reverse gear synchronizer 24 are arranged on the reverse gear shaft 21, wherein: the reverse gear shaft main reducing gear 22 is fixed on the reverse gear shaft 21, the reverse gear 23 is sleeved on the reverse gear shaft 21, and the reverse gear synchronizer 24 can be selectively combined with or separated from the reverse gear 23, so that the power of the reverse gear 23 is transmitted to the reverse gear shaft 21 through the reverse gear synchronizer 24.
The motor two shafts 27 are arranged in parallel with the input shaft 3, and a motor two-shaft high-gear 25 and a motor two-shaft low-gear 26 are fixedly connected to the motor two shafts 27 in sequence. The motor one shaft 28 and the motor two shaft 27 are arranged in parallel, and a motor one shaft main subtracting gear 33, a motor 32, a motor one shaft high gear 31, a motor one shaft synchronizer 30 and a motor one shaft low gear 29 are sequentially arranged on the motor one shaft 28, wherein: the motor one-shaft high gear 31 is fixedly connected to the output shaft of the motor 32 and is sleeved on the motor one-shaft 28, and the motor one-shaft low gear 29 is also sleeved on the motor one-shaft 28. The motor-shaft synchronizer 30 may be selectively coupled with the motor-shaft high gear 31 or the motor-shaft low gear 29 to transmit the power of the motor 32 to the motor-shaft 28.
The input shaft first gear 4 meshes with the intermediate shaft first gear 14, which meshes with the reverse gear 23, the input shaft second gear 5 meshes with the intermediate shaft second gear 16, the input shaft third gear 6 meshes with the intermediate shaft third gear 17, the input shaft fourth gear 8 meshes with the intermediate shaft fourth gear 18, the input shaft idle generating gear 9 meshes with the intermediate shaft idle generating gear 19, and the input shaft fifth gear 11 meshes with the intermediate shaft fifth gear 20. The motor two-shaft high gear 25 is meshed with the motor one-shaft high gear 31, the motor two-shaft high gear 25 is meshed with the intermediate shaft idle power generation gear 19, the motor two-shaft low gear 26 is meshed with the motor one-shaft low gear 29, and the intermediate shaft main gear reduction 13, the reverse shaft main gear reduction 22 and the motor one-shaft main gear reduction 33 are meshed with a differential assembly 34 which serves as a power output end.
The three-fourth gear synchronizer 7, the five-gear synchronizer 10, the two-gear synchronizer 15, the reverse gear synchronizer 24 and the motor one-shaft synchronizer 30 have the same structure, the inner gear hubs of the synchronizers are fixedly sleeved on corresponding shafts, and the outer gear sleeves of the synchronizers can axially slide along the corresponding shafts.
Referring to fig. 2 in conjunction with fig. 1, it can be seen that the present transmission is in the E1 mode, i.e., the first electric mode, in which the motor-shaft synchronizer 30 is engaged with the motor-shaft low gear 29, and the motor 32 transmits power through the motor-shaft high gear 31, the motor-shaft high gear 25, the motor-shaft 27, the motor-shaft low gear 26, the motor-shaft low gear 29, the motor-shaft synchronizer 30, the motor-shaft 28, and the motor-shaft main reduction gear 33, thereby outputting the power of the motor 32 to the differential assembly 34, and the differential assembly 34 outputs the power.
Referring to fig. 3 in conjunction with fig. 1, it can be seen that the present transmission is in the E2 mode, i.e., the second electric mode, in which the motor-shaft synchronizer 30 is combined with the motor-shaft high gear 31, and the motor 32 transmits power through the motor-shaft high gear 31, the motor-shaft synchronizer 30, the motor-shaft 28 and the reduction gear 33, so that the power of the motor 32 is output to the differential assembly 34, and the power output is achieved by the differential assembly 34.
Referring to fig. 4 in conjunction with fig. 1, it can be seen that the present transmission is now in the H11-P3 mode, i.e., the first hybrid mode, in which the motor-first shaft synchronizer 30 is engaged with the motor-first shaft low gear 29, the first-second gear synchronizer 15 is engaged with the intermediate shaft first gear 14, and the motor 32 transmits power to the differential 34 through the motor-first shaft high gear 31, the motor-second shaft high gear 25, the motor-second shaft 27, the motor-second shaft low gear 26, the motor-first shaft low gear 29, the motor-first shaft synchronizer 30, the motor-first shaft 28, and the motor-first shaft main reduction gear 33. The engine 1 transmits power to a differential 34 through a clutch 2, an input shaft 3, an input shaft first gear 4, an intermediate shaft first gear 14, a first gear synchronizer 15, an intermediate shaft 12 and an intermediate shaft main reduction gear 13. Finally, the engine 1 and the motor 32 simultaneously serve as power sources, power is transmitted to the differential assembly 34, and power output is achieved by the differential assembly 34.
Referring to fig. 5 in conjunction with fig. 1, it can be seen that the present transmission is now in the H12-P3 mode, i.e., the second hybrid mode, in which the motor-first shaft synchronizer 30 is engaged with the motor-first shaft low gear 29, the first-second gear synchronizer 15 is engaged with the intermediate shaft second gear 16, and the motor 32 transmits power to the differential 34 through the motor-first shaft high gear 31, the motor-second shaft high gear 25, the motor-second shaft 27, the motor-second shaft low gear 26, the motor-first shaft low gear 29, the motor-first shaft synchronizer 30, the motor-first shaft 28 and the motor-first shaft main reduction gear 33. The engine 1 transmits power to a differential 34 through a clutch 2, an input shaft 3, an input shaft second gear 5, an intermediate shaft second gear 16, a second gear synchronizer 15, an intermediate shaft 12 and an intermediate shaft main reduction gear 13. Finally, the engine 1 and the motor 32 simultaneously serve as power sources, power is transmitted to the differential assembly 34, and power output is achieved by the differential assembly 34.
Referring to fig. 6 in conjunction with fig. 1, it can be seen that the present transmission is in the H13-P3 mode, i.e., the third hybrid mode, in which the motor-first-shaft synchronizer 30 is engaged with the motor-first-shaft low-gear 29, the three-fourth-gear synchronizer 7 is engaged with the input-shaft three-gear 6, and the motor 32 transmits power to the differential 34 through the motor-first-shaft high-gear 31, the motor-second-shaft high-gear 25, the motor-second-shaft 27, the motor-second-shaft low-gear 26, the motor-first-shaft low-gear 29, the motor-first-shaft synchronizer 30, the motor-first-shaft 28, and the motor-first-shaft main-subtracting gear 33. The engine 1 transmits power to the differential assembly 34 through the clutch 2, the input shaft 3, the input shaft third gear 6, the third and fourth gear synchronizer 7, the intermediate shaft third gear 17, the intermediate shaft 12 and the intermediate shaft main reduction gear 13. Finally, the engine 1 and the motor 32 simultaneously serve as power sources, power is transmitted to the differential assembly 34, and power output is achieved by the differential assembly 34.
Referring to fig. 7 in conjunction with fig. 1, it can be seen that the present transmission is in the H23-P3 mode, i.e., the fourth hybrid mode, in which the motor-shaft synchronizer 30 is combined with the motor-shaft up gear 31, the three-four gear synchronizer 7 is combined with the input shaft three-gear 6, and the motor 32 transmits power to the differential 34 through the motor-shaft up gear 31, the motor-shaft synchronizer 30, the motor-shaft 28 and the motor-shaft main reduction gear 33. The engine 1 transmits power to the differential assembly 34 through the clutch 2, the input shaft 3, the input shaft third gear 6, the third and fourth gear synchronizer 7, the intermediate shaft third gear 17, the intermediate shaft 12 and the intermediate shaft main reduction gear 13. Finally, the engine 1 and the motor 32 simultaneously serve as power sources, power is transmitted to the differential assembly 34, and power output is achieved by the differential assembly 34.
Referring to fig. 8 in conjunction with fig. 1, it can be seen that the present transmission is now in the H24-P3 mode, i.e., the fifth hybrid mode, in which the motor-shaft synchronizer 30 is engaged with the motor-shaft high gear 31, the three-four speed synchronizer 7 is engaged with the input-shaft four-speed gear 8, and the motor 32 transmits power to the differential 34 through the motor-shaft high gear 31, the motor-shaft synchronizer 30, the motor-shaft 28, and the motor-shaft main reduction gear 33. The engine 1 transmits power to the differential assembly 34 through the clutch 2, the input shaft 3, the input shaft four-gear 8, the three-four-gear synchronizer 7, the intermediate shaft four-gear 18, the intermediate shaft 12 and the intermediate shaft main reduction gear 13. Finally, the engine 1 and the motor 32 simultaneously serve as power sources, power is transmitted to the differential assembly 34, and power output is achieved by the differential assembly 34.
Referring to fig. 9 in conjunction with fig. 1, it can be seen that the present transmission is now in the H25-P3 mode, i.e., the sixth hybrid mode, in which the motor-shaft synchronizer 30 is engaged with the motor-shaft high gear 31 and the fifth gear synchronizer 10 is engaged with the input-shaft fifth gear 11; the motor 32 transmits power to the differential 34 through the motor-shaft high gear 31, the motor-shaft synchronizer 30, the motor-shaft 28, and the motor-shaft main reduction gear 33. The engine 1 transmits power to a differential assembly 34 through a clutch 2, an input shaft 3, an input shaft five-gear 11, a five-gear synchronizer 10, an intermediate shaft five-gear 20, an intermediate shaft 12 and an intermediate shaft main reduction gear 13. Finally, the engine 1 and the motor 32 simultaneously serve as power sources, power is transmitted to the differential assembly 34, and power output is achieved by the differential assembly 34.
As can be seen by referring to fig. 10 in conjunction with fig. 1, the present transmission is in an idle power generation mode in which the fifth gear synchronizer 10 is combined with the input shaft idle power generation gear 9, and the engine 1 transmits power to the motor 32 through the clutch 2, the input shaft 3, the fifth gear synchronizer 10, the input shaft idle power generation gear 9, the intermediate shaft idle power generation gear 19, the motor two-shaft high gear 25 and the motor one-shaft high gear 31, thereby idling the motor 32 to generate power.
Referring to fig. 11 in conjunction with fig. 1, it can be seen that the present transmission is in the EV reverse mode, i.e., the electric reverse mode, in which the motor-shaft synchronizer 30 is engaged with the motor-shaft low gear 29, the motor 32 is reversed, and power is transmitted to the differential 34 through the motor-shaft high gear 31, the motor-shaft high gear 25, the motor-shaft 27, the motor-shaft low gear 26, the motor-shaft low gear 29, the motor-shaft synchronizer 30, the motor-shaft 28, and the motor-shaft main reduction gear 33, so that power is transmitted, and the vehicle is in the reverse mode due to the motor reversal.
Referring to fig. 12 in conjunction with fig. 1, it can be seen that the present transmission is in the ICE reverse mode, i.e., the oil-driven reverse mode, in which the reverse synchronizer 24 is engaged with the reverse gear 23, and the engine 1 transmits power through the clutch 2, the input shaft 3, the input shaft first gear 4, the intermediate shaft first gear 14, the reverse gear 23, the reverse synchronizer 24, the reverse shaft 21 and the reverse shaft main reduction gear 22, transmits the power to the differential assembly 34, and realizes power output by the differential assembly 34.
Referring to fig. 13 in conjunction with fig. 1, the present transmission is now in a braking energy recovery mode in which the motor-shaft synchronizer 30 is engaged with the motor-shaft high gear 31, braking energy is transferred to the motor-shaft main reduction gear 33 through the differential assembly 34, and is transferred to the motor 32 through the motor-shaft 28, the motor-shaft synchronizer 30 and the motor-shaft high gear 31, thereby achieving energy recovery.
In fig. 2 to 10 of the drawings, the power transmitting members are indicated by thick lines, and the power non-transmitting members are indicated by thin lines.
Referring to fig. 14 in conjunction with fig. 1 to 13, it can be seen that power is interrupted when switching between E1 and E2 modes, and power can be switched between the remaining modes.
The foregoing description of the preferred embodiments of the invention is not intended to be limiting, but rather is intended to cover all modifications, equivalents, and alternatives falling within the spirit and principles of the invention.
Claims (2)
1. A hybrid vehicle transmission, characterized in that: comprises an engine (1), a motor two shaft (27) and a motor one shaft (28), wherein a clutch (2) is arranged between the output end of the engine (1) and the input end of the input shaft (3), so that the engine is selectively combined with or separated from the input shaft (3) through the clutch (2); the input shaft (3) is provided with an input shaft first gear (4), an input shaft second gear (5), an input shaft third gear (6), a third and fourth gear synchronizer (7), an input shaft fourth gear (8), an input shaft idle speed power generation gear (9), a fifth gear synchronizer (10) and an input shaft fifth gear (11) in sequence, wherein: the first gear (4) and the second gear (5) of the input shaft are fixedly sleeved on the input shaft (3), and the third gear (6), the fourth gear (8), the idle power generation gear (9) and the fifth gear (11) of the input shaft are sleeved on the input shaft (3) in an empty mode; the three-four gear synchronizer (7) can be selectively combined with the input shaft three-gear (6) or the input shaft four-gear (8), so that the power of the input shaft (3) is transmitted to the input shaft three-gear (6) or the input shaft four-gear (8) through the three-four gear synchronizer (7); the five-gear synchronizer (10) can be selectively combined with the input shaft five-gear (11) or the input shaft idle power generation gear (9), so that the power of the input shaft (3) is transmitted to the input shaft five-gear (11) or the input shaft idle power generation gear (9) through the five-gear synchronizer (10);
the jackshaft (12) and input shaft (3) parallel arrangement, install jackshaft owner in proper order on this jackshaft (12) and subtract tooth (13), jackshaft first gear (14), first gear synchronous ware (15), jackshaft second gear (16), jackshaft third gear (17), jackshaft fourth gear (18), jackshaft idle speed electricity generation gear (19) and jackshaft fifth gear (20), wherein: the intermediate shaft main gear reducing gear (13) is fixedly sleeved on the intermediate shaft (12), the intermediate shaft first gear (14), the intermediate shaft second gear (16) and the intermediate shaft idle speed power generation gear (19) are sleeved on the intermediate shaft (12) in an empty mode, and the intermediate shaft third gear (17), the intermediate shaft fourth gear (18) and the intermediate shaft fifth gear (20) are fixedly connected with the intermediate shaft (12); the first-gear synchronizer (15) can be selectively combined with the intermediate shaft first-gear (14) or the intermediate shaft second-gear (16), so that the power of the intermediate shaft first-gear (14) or the intermediate shaft second-gear (16) is transmitted to the intermediate shaft (12) through the first-gear synchronizer (15);
the reverse gear shaft (21) is arranged in parallel with the input shaft (3), and a reverse gear shaft main reducing gear (22), a reverse gear (23) and a reverse gear synchronizer (24) are arranged on the reverse gear shaft (21), wherein: the reverse gear shaft main reducing gear (22) is fixed on the reverse gear shaft (21), the reverse gear (23) is sleeved on the reverse gear shaft (21), and the reverse gear synchronizer (24) can be selectively combined with or separated from the reverse gear (23), so that the power of the reverse gear (23) is transmitted to the reverse gear shaft (21) through the reverse gear synchronizer (24);
the motor two shafts (27) are arranged in parallel with the input shaft (3), and a motor two-shaft high-speed gear (25) and a motor two-shaft low-speed gear (26) are fixedly connected to the motor two shafts (27) in sequence; the motor one-axis (28) is arranged in parallel with the motor two-axis (27), a motor one-axis main subtracting gear (33), a motor (32), a motor one-axis high-speed gear (31), a motor one-axis synchronizer (30) and a motor one-axis low-speed gear (29) are sequentially arranged on the motor one-axis (28), wherein: the motor (32) is sleeved on the motor one shaft in an empty mode, the motor one-shaft high-gear (31) is fixedly connected to an output shaft of the motor (32) and sleeved on the motor one shaft (28), and the motor one-shaft low-gear (29) is sleeved on the motor one shaft (28) in an empty mode; the motor-shaft synchronizer (30) can be selectively combined with the motor-shaft high-gear (31) or the motor-shaft low-gear (29) so as to transmit the power of the motor (32) to the motor-shaft (28);
the input shaft first gear (4) is meshed with the intermediate shaft first gear (14), the intermediate shaft first gear is meshed with the reverse gear (23), the input shaft second gear (5) is meshed with the intermediate shaft second gear (16), the input shaft third gear (6) is meshed with the intermediate shaft third gear (17), the input shaft fourth gear (8) is meshed with the intermediate shaft fourth gear (18), the input shaft idle power generation gear (9) is meshed with the intermediate shaft idle power generation gear (19), and the input shaft fifth gear (11) is meshed with the intermediate shaft fifth gear (20); the motor two-shaft high-grade gear (25) is meshed with the motor one-shaft high-grade gear (31), meanwhile, the motor two-shaft high-grade gear (25) is meshed with the intermediate shaft idle speed power generation gear (19), the motor two-shaft low-grade gear (26) is meshed with the motor one-shaft low-grade gear (29), and the intermediate shaft main gear reduction (13), the reverse gear shaft main gear reduction (22) and the motor one-shaft main gear reduction (33) are meshed with the differential mechanism assembly (34) which serves as a power output end.
2. The hybrid vehicle transmission according to claim 1, characterized in that: the three-gear and four-gear synchronizer (7), the five-gear synchronizer (10), the two-gear synchronizer (15), the reverse gear synchronizer (24) and the motor one-shaft synchronizer (30) have the same structure, the inner gear hubs of the synchronizers are fixedly sleeved on corresponding shafts, and the outer gear sleeves of the synchronizers can axially slide along the corresponding shafts.
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| Application Number | Priority Date | Filing Date | Title |
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| CN201711415047.4A CN108162743B (en) | 2017-12-22 | 2017-12-22 | Speed variator for hybrid power vehicle |
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| Application Number | Priority Date | Filing Date | Title |
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| CN201711415047.4A CN108162743B (en) | 2017-12-22 | 2017-12-22 | Speed variator for hybrid power vehicle |
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| CN108162743A CN108162743A (en) | 2018-06-15 |
| CN108162743B true CN108162743B (en) | 2023-08-04 |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| CN111098693B (en) | 2018-10-26 | 2021-06-18 | 比亚迪股份有限公司 | Hybrid power driving system and vehicle |
| CN111791695A (en) * | 2019-04-08 | 2020-10-20 | 北京汽车动力总成有限公司 | Hybrid power transmission and automobile |
| CN111098648B (en) * | 2020-01-09 | 2021-06-04 | 大连浦州航空科技有限公司 | High-speed amphibious vehicle transmission system with double water-jet propellers |
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Address after: 402760 No.100, Jianshan Road, Biquan street, Bishan District, Chongqing Applicant after: Landai Technology Group Co.,Ltd. Address before: 402760 No.100, Jianshan Road, Biquan street, Bishan District, Chongqing Applicant before: CHONGQING LANDAI POWERTRAIN Corp.,Ltd. |
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