CN109278528B - Hybrid four-speed transmission drive system - Google Patents

Hybrid four-speed transmission drive system Download PDF

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Publication number
CN109278528B
CN109278528B CN201811146748.7A CN201811146748A CN109278528B CN 109278528 B CN109278528 B CN 109278528B CN 201811146748 A CN201811146748 A CN 201811146748A CN 109278528 B CN109278528 B CN 109278528B
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China
Prior art keywords
gear
output shaft
driven gear
assembly
input shaft
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CN201811146748.7A
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Chinese (zh)
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CN109278528A (en
Inventor
惠无垠
梁志海
张兴林
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Kuntye Vehicle System Changzhou Co Ltd
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Kuntye Vehicle System Changzhou Co Ltd
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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
    • 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
    • B60K6/22—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 characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—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 characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • 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
    • B60K6/22—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 characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/38—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 characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
    • B60K6/383—One-way clutches or freewheel devices
    • 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
    • B60K6/22—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 characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/38—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 characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
    • B60K6/387—Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
    • 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
    • B60K6/22—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 characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/40—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 characterised by apparatus, components or means specially adapted for HEVs characterised by the assembly or relative disposition of components
    • 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
    • B60K6/42—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 characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • 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
    • B60K6/42—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 characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B60K6/485—Motor-assist type
    • 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
    • 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
    • B60K6/42—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 characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B60K2006/4825—Electric machine connected or connectable to gearbox input shaft
    • 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 hybrid four-gear transmission driving system, which comprises a differential, wherein a main reduction gear of the differential can be driven by a hybrid driving assembly or/and a pure electric driving assembly; the pure electric drive assembly at least comprises a main drive motor and a third output shaft, wherein an E first-gear driving gear and an E second-gear driving gear are fixedly arranged on a motor shaft of the main drive motor, an E first-gear driven gear meshed with the E first-gear driving gear and an E second-gear driven gear meshed with the E second-gear driving gear are arranged on the third output shaft, and an E synchronizer arranged on the third output shaft is further arranged between the E first-gear driven gear and the E second-gear driven gear. The beneficial effects of the invention are mainly as follows: the system can run under the pure electric condition, the gear is selected by two gears, and gear switching can be performed according to the requirement, so that the requirement on a main driving motor is reduced. The impact feeling can be eliminated, the whole vehicle can not shake during running, and the driving comfort is good.

Description

Hybrid four-speed transmission drive system
Technical Field
The invention relates to the technical field of hybrid electric vehicles, in particular to a hybrid electric four-gear transmission driving system.
Background
With the growing shortage of petroleum supplies and increasing environmental pollution, hybrid transverse transmission drive systems with good fuel economy, low emissions, fuel savings and power are of increasing interest.
The existing hybrid power transverse transmission driving system is mainly characterized in that a permanent magnet synchronous motor provides power to be directly output to a main reduction gear of a differential mechanism or to be input to an input outer shaft of a transmitter, when the whole vehicle runs under a single-engine working condition, namely, when the whole vehicle does not need intervention of the permanent magnet synchronous motor, the permanent magnet synchronous motor rotates, that is, the permanent magnet synchronous motor is towed, a rotor of the permanent magnet synchronous motor brings moment of inertia in the rotating process, the moment of inertia is too large to influence gear shifting, impact feeling can be generated, the whole vehicle shakes, and driving comfort is poor. The existing hybrid power whole vehicle cannot shift gears when running purely, and the gear ratio is single, so that in the process of energy recovery, the speed ratio of the permanent magnet synchronous motor is single, speed ratio conversion cannot be carried out according to road conditions and the energy requirement of the whole vehicle, speed ratio conversion cannot be carried out in real time, that is, energy recovery cannot be carried out in a sectional and quantitative mode according to the road conditions and the energy requirement of the whole vehicle, and therefore energy is not saved, and waste is caused. At this time, if the control system is not accurate, the energy supply required by the whole vehicle is unbalanced, so that the whole vehicle can shake. This is what is usually said to be that the whole vehicle is "cocked".
Disclosure of Invention
The invention aims to overcome the defects in the prior art and provides a hybrid four-gear transmission driving system.
The aim of the invention is achieved by the following technical scheme:
a hybrid four-speed transmission drive system comprising a differential, a main reduction gear of which may be driven by a hybrid drive assembly or/and a full electric drive assembly; the pure electric drive assembly at least comprises a main drive motor and a third output shaft which are arranged on one side of the differential, wherein an E first-gear drive gear and an E second-gear drive gear are fixedly arranged on a motor shaft of the main drive motor, an E first-gear driven gear meshed with the E first-gear drive gear and an E second-gear driven gear meshed with the E second-gear drive gear are arranged on the third output shaft, an E synchronizer which is arranged on the third output shaft is further arranged between the E first-gear driven gear and the E second-gear driven gear, and the E synchronizer is in transmission connection with the E first-gear driven gear or the E second-gear driven gear selectively; and a third connecting gear meshed with the main reduction gear of the differential mechanism is further arranged on the third output shaft.
Preferably, the hybrid driving assembly at least comprises an input shaft assembly and an output shaft assembly which are arranged on the other side of the differential mechanism and are parallel to each other, and the input shaft assembly and the output shaft assembly are in transmission connection with a main reduction gear of the differential mechanism through a D gear assembly.
Preferably, the input shaft assembly is a solid input shaft which is arranged in the gearbox shell and can rotate, one end of the solid input shaft is connected with the engine through a clutch and a dual-mass flywheel, and the other end of the solid input shaft is connected with an auxiliary motor capable of controlling the solid input shaft to rotate.
Preferably, the rotor of the auxiliary motor is fixedly arranged on the input shaft.
Preferably, a first transmission gear is fixedly arranged on a motor shaft of the auxiliary motor, and a second transmission gear meshed with the first transmission gear is fixedly arranged on the input shaft.
Preferably, the output shaft assembly comprises a first output shaft and a second output shaft which are arranged in the gearbox shell and positioned at two sides of the input shaft, a first connecting gear meshed with a main reduction gear of the differential mechanism is arranged on the first output shaft, and a second connecting gear meshed with the main reduction gear of the differential mechanism is arranged on the second output shaft; the D gear assembly at least comprises a first duplex gear and a second duplex gear which are fixedly arranged on the input shaft, a D first-gear driven gear which is sleeved on the first output shaft and meshed with the first duplex gear, and a D second-gear driven gear which is meshed with the second duplex gear, a D second synchronizer which is arranged on the first output shaft is arranged between the D first-gear driven gear and the D second-gear driven gear, and the D second synchronizer is in transmission connection with the D first-gear driven gear or the D second-gear driven gear selectively; the D gear assembly further comprises a D three-gear driven gear which is sleeved on the second output shaft and meshed with the first duplex gear, and a D four-gear driven gear which is meshed with the second duplex gear, a D three-four synchronizer which is arranged on the second output shaft is further arranged between the D three-gear driven gear and the D four-gear driven gear, and the D three-four synchronizer is selectively connected with the D three-gear driven gear or the D four-gear driven gear in a transmission mode.
Preferably, the input shaft assembly is a solid input shaft which is arranged in the gearbox shell and can rotate, one end of the solid input shaft is fixedly connected with the engine through a dual-mass flywheel, the other end of the solid input shaft is rigidly connected with a rotor of the auxiliary motor through a pressure plate of a clutch, and a friction plate of the clutch is fixedly connected with a hollow input shaft which is sleeved on the solid input shaft in an empty mode.
Preferably, the input shaft assembly comprises a solid input shaft arranged in the gearbox shell, one end of the solid input shaft is fixedly connected with the engine through a pressure plate of a clutch and a dual-mass flywheel, and the other end of the solid input shaft is connected with a rotor of an auxiliary motor; and a hollow input shaft fixedly connected with a friction disc of the clutch is sleeved on the solid input shaft.
Preferably, the output shaft assembly comprises a first output shaft and a second output shaft which are arranged in the gearbox shell and positioned at two sides of the input shaft, a first connecting gear meshed with a main reduction gear of the differential mechanism is arranged on the first output shaft, and a second connecting gear meshed with the main reduction gear of the differential mechanism is arranged on the second output shaft; the D gear assembly at least comprises a first duplex gear and a second duplex gear which are fixedly arranged on the hollow input shaft, and a D first-gear driven gear which is sleeved on the first output shaft and meshed with the first duplex gear, and a D second-gear driven gear which is meshed with the second duplex gear, wherein a D second synchronizer which is arranged on the first output shaft is arranged between the D first-gear driven gear and the D second-gear driven gear, and the D second synchronizer is in transmission connection with the D first-gear driven gear or the D second-gear driven gear; the D gear assembly further comprises a D three-gear driven gear which is sleeved on the second output shaft and meshed with the first duplex gear, and a D four-gear driven gear which is meshed with the second duplex gear, a D three-four synchronizer which is arranged on the second output shaft is further arranged between the D three-gear driven gear and the D four-gear driven gear, and the D three-four synchronizer is selectively connected with the D three-gear driven gear or the D four-gear driven gear in a transmission mode.
Preferably, the parking ratchet wheel is further included, and the parking ratchet wheel can be arranged on any end of the third output shaft.
The beneficial effects of the invention are mainly as follows:
1. the system can run under the pure electric condition, the gear is selected by two gears, and gear switching can be performed according to the requirement, so that the requirement on a main driving motor is reduced. In addition, when the system runs under the working condition of a single engine, the E synchronizer is not in gear, the main driving motor is not dragged, the rotor of the main driving motor is not rotated, the moment of inertia is not generated, the gear shifting is not influenced, the impact sense is eliminated, the whole vehicle is not dithered, and the driving comfort is good;
2. the main driving motor is arranged on the other side of the differential mechanism, so that the arrangement is more flexible, and the space in the gearbox shell can be more reasonably utilized. Meanwhile, the length of the main driving motor is equal to the sum of the lengths of the D gear assembly and the auxiliary motor, namely the main driving motor can be designed into a larger size so as to improve the power of the auxiliary motor, and the main driving motor has better power performance under pure electric power;
3. in the second embodiment, the auxiliary motor is arranged in a biased manner, is not located on the same shaft with the engine, and meets the requirements of the reverse-dragging engine on rotating speed, torque and the like through the transmission assembly, so that the auxiliary motor with smaller specification can be selected, the cost is reduced, and meanwhile, the design layout is facilitated, so that the layout is more reasonable.
4. When the vehicle is started, the clutch is in a separation state and is driven by the main driving motor, and when the vehicle is driven to a vehicle speed at which the engine can work in a high-efficiency economic zone, the auxiliary motor starts the engine in advance and drives the engine in the vehicle speed in the high-efficiency economic zone, so that parallel mixed motion is realized, the driving of the main driving motor can be gradually replaced, the oil consumption can be greatly reduced, and the cost is greatly saved;
5. the power difference value is supplemented by the main driving motor in the gear shifting process of the engine, so that the power is not interrupted when the system shifts gears, and the driving comfort is improved;
6. the reverse gear in the traditional sense is removed, and the reverse gear can be realized by reversing the main driving motor;
7. under the condition that the main driving motor works independently, if the battery pack electric quantity is lower than a certain set value, the auxiliary motor starts the engine, the engine is started to a high-efficiency economic zone, the auxiliary motor generates electricity to directly drive the driving motor or charge the battery pack, and when the vehicle is stopped, the vehicle starts to supplement the battery pack with electric quantity;
8. when the vehicle brakes, the main driving motor is used for recovering energy, so that the energy waste is avoided;
9. the engine can work in any gear, so that a large range of intervention is realized, and the engine is suitable for more complex working conditions;
10. when the auxiliary motor works in parallel with the intervention system of the engine, the load can be generated to enable the engine to approach to the work of a college area as much as possible, and the generated load can be used for generating electricity, so that the energy is saved;
11. in the first embodiment and the second embodiment, under the condition that the output of the main driving motor is insufficient when the special working conditions, such as sudden acceleration, large-gradient starting and the like, require large torque input, the auxiliary motor can work cooperatively with the main driving motor through a shafting;
12. the system is more compact, light in weight and small in size, and is favorable for carrying the whole vehicle.
Drawings
The technical scheme of the invention is further described below with reference to the accompanying drawings:
fig. 1: a schematic structural diagram of a first embodiment of the present invention;
fig. 2: a structural schematic diagram of a second embodiment of the present invention;
fig. 3: a structural schematic diagram of a third embodiment of the present invention;
fig. 4: a structural schematic diagram of a fourth embodiment of the present invention.
Detailed Description
The present invention will be described in detail below with reference to specific embodiments shown in the drawings. The embodiments are not limited to the present invention, and structural, methodological, or functional modifications of the invention from those skilled in the art are included within the scope of the invention.
As shown in fig. 1, the present invention discloses a hybrid four-speed transmission driving system, which comprises a differential 100, wherein a main reduction gear 101 of the differential 100 can be driven by a hybrid driving assembly or/and a pure electric driving assembly, and the main reduction gear 101 of the differential 100 is connected with a hub of a vehicle.
In the invention, the pure electric drive assembly at least comprises a main drive motor 9 and a third output shaft 8 which are arranged on one side of the differential 100, wherein an E first gear driving gear 91 and an E second gear driving gear 92 are fixedly arranged on a motor shaft of the main drive motor 9, an E first gear driven gear 81 meshed with the E first gear driving gear 91 and an E second gear driven gear 82 meshed with the E second gear driving gear 92 are arranged on the third output shaft 8, an E synchronizer 83 which is arranged on the third output shaft 8 is also arranged between the E first gear driven gear 81 and the E second gear driven gear 82, and the E synchronizer 83 is in transmission connection with the E first gear driven gear 81 or the E second gear driven gear 82; the three output shafts 8 are further provided with a third connecting gear 84 which is meshed with a main reduction gear 101 of the differential 100. The technical effects of the distinguishing technical characteristics are as follows: when the vehicle runs under the drive of hybrid power, the E synchronizer is not in transmission connection with the E first-gear driven gear or the E second-gear driven gear, that is, the E synchronizer feeds back the power of the main driving motor through the third output shaft when the engine is cut off from rotating. Therefore, the main driving motor can not be dragged, the main driving motor rotor can not rotate, can not generate rotational inertia, can not influence gear shifting, eliminates impact sense in the prior art, can not shake the whole vehicle, and has good driving comfort.
The hybrid drive assembly at least comprises an input shaft assembly and an output shaft assembly which are arranged on the other side of the differential mechanism 100 and are parallel to each other, the input shaft assembly is a solid input shaft 1 which is arranged in a gearbox shell and can rotate, one end of the solid input shaft 1 is fixedly connected with an engine 3 through a clutch 2 and a dual-mass flywheel, and the other end of the solid input shaft is fixedly connected with a rotor of an auxiliary motor 4. In the above, the auxiliary motor 4 is an integrated machine for starting and generating electricity of an automobile, and is integrated on the solid input shaft 1, in short, a motor with larger transient power is directly used for replacing the traditional motor, the function of starting the engine is achieved when the starting stage is short, the idle speed loss and pollution of the engine are reduced, parallel contact can be realized, and the engine 3 is directly dragged to a high-efficiency economic area thereof. When braking, the auxiliary motor 4 can also play a role in regenerating electricity and recovering braking energy. In summary, this is a cost-effective energy-saving and environment-friendly solution between hybrid and conventional vehicles.
The solid input shaft 1 and the output shaft assembly are in transmission connection with a main reduction gear 101 of the differential 100 through a D gear assembly. Specifically, the output shaft assembly includes a first output shaft 6 and a second output shaft 7 disposed in the gearbox housing and located at two sides of the input shaft 1, the first output shaft 6 is provided with a first connecting gear 64 meshed with a main reduction gear 101 of the differential 100, and the second output shaft 7 is provided with a second connecting gear 74 meshed with the main reduction gear 101 of the differential 100; the D gear assembly at least comprises a first duplex gear 11 and a second duplex gear 12 which are fixedly arranged on the input shaft 1, a D first-gear driven gear 61 which is sleeved on the first output shaft 6 and meshed with the first duplex gear 11, and a D second-gear driven gear 62 which is meshed with the second duplex gear 12, a D first-gear synchronizer 63 which is arranged on the first output shaft 6 is arranged between the D first-gear driven gear 61 and the D second-gear driven gear 62, and the D first-gear synchronizer 63 is in transmission connection with the D first-gear driven gear 61 or the D second-gear driven gear 62; the D gear assembly further comprises a D three-gear driven gear 71 which is sleeved on the second output shaft 7 and meshed with the first duplex gear 11, and a D four-gear driven gear 72 which is meshed with the second duplex gear 12, a D three-four synchronizer 73 which is arranged on the second output shaft 7 is further arranged between the D three-gear driven gear 71 and the D four-gear driven gear 72, and the D three-four synchronizer 73 is in transmission connection with the D three-gear driven gear 71 or the D four-gear driven gear 72 selectively.
Furthermore, the present invention further includes a parking ratchet 85, where the parking ratchet 85 may be disposed at any end of the third output shaft 8, and of course, the parking ratchet 85 may also be disposed on the second output shaft or the first output shaft, which is not specifically limited, and is within the scope of protection of the present invention. The main reduction gear of the differential described in the foregoing can be driven by hybrid or/and pure electric power, that is to say that the addition of the power on the engine 3 and the main drive motor 9 can be achieved during the hybrid operation. And because the power is a physical quantity for measuring the highest speed of the automobile, the higher the power is, the higher the highest speed of the automobile is, and the better the climbing performance and the acceleration performance are. Meanwhile, the engine 3 and the main driving motor 9 are separate driving devices, and can output contribution torque independently of each other.
The design key point of the invention is as follows: when the vehicle is driven by the main driving motor alone, the vehicle can be driven to the high-efficiency economizer, when the vehicle enters the vehicle speed of the high-efficiency economic zone, the auxiliary motor starts the engine in advance and drives the engine in the vehicle speed of the high-efficiency economic zone in a medium mode, parallel mixing is achieved, the motor driving can be replaced gradually, oil consumption can be reduced greatly, and cost is saved greatly. Meanwhile, in the gear shifting process of the engine, the main driving motor can supplement the power difference value to ensure that the power is not interrupted when the system shifts gears, and the driving comfort is improved.
The operation of the first embodiment of the present invention will be briefly described as follows:
when the automobile is in the reverse purely electric driving mode, the engine 3 does not perform power transmission. The main drive motor 9 is started and reversed, and the power transmission route is as follows: the power transmission is completed by the main driving motor 9-E first gear driving gear 91-E first gear driven gear 81-third output shaft 8-third connecting gear 84-main reduction gear 101 of the differential 100. If a special working condition is met, such as rapid acceleration, large-gradient start and the like, and a large torque is required to be input, the auxiliary motor 4 can be started, and the power transmission is as follows: the auxiliary motor 4, the solid input shaft 1, the first duplex gear 11, the first-gear driven gear 61, the D-synchronizer 63, the first output shaft 6, the first connecting gear 64 and the main reduction gear 101 of the differential mechanism 100 are connected to complete power transmission.
When the vehicle is in the first-gear electric drive mode, the engine 3 does not perform power transmission. The main driving motor 9 is started, and the power transmission route is as follows: the power transmission is completed by the main driving motor 9-E first gear driving gear 91-E first gear driven gear 81-third output shaft 8-third connecting gear 84-main reduction gear 101 of the differential 100. If a special working condition is met, such as rapid acceleration, large-gradient start and the like, and a large torque is required to be input, the auxiliary motor 4 can be started, and the power transmission is as follows: the auxiliary motor 4, the solid input shaft 1, the first duplex gear 11, the first-gear driven gear 61, the D-synchronizer 63, the first output shaft 6, the first connecting gear 64 and the main reduction gear 101 of the differential mechanism 100 are connected to complete power transmission.
When the automobile is in the second-gear pure electric driving mode, the engine 3 does not carry out power transmission. The main driving motor 9 is started, and the power transmission route is as follows: the power transmission is completed by the main driving motor 9-E second gear driving gear 92-E second gear driven gear 82-E synchronizer 83-third output shaft 8-third connecting gear 84-main reduction gear 101 of differential 100. If a special working condition is met, such as rapid acceleration, large-gradient start and the like, and a large torque is required to be input, the auxiliary motor 4 can be started, and the power transmission is as follows: the auxiliary motor 4, the solid input shaft 1, the first duplex gear 11, the first-gear driven gear 61, the D-synchronizer 63, the first output shaft 6, the first connecting gear 64 and the main reduction gear 101 of the differential mechanism 100 are connected to complete power transmission.
When the automobile is in the first-gear hybrid driving mode, the auxiliary motor 4 starts the engine 3 in advance and drags it back to the high-efficiency economy region, at this time, the clutch 2 is closed, and the power transmission route thereof is as follows: the power transmission is completed by the engine 3, the dual mass flywheel, the clutch 2, the solid input shaft 1, the first duplex gear 11, the D first gear driven gear 61, the D second synchronizer 63, the first output shaft 6, the first connecting gear 64 and the main reduction gear 101 of the differential 100. Meanwhile, in the gear shifting process, the main driving motor can be started, the power is not interrupted when the system shifts gears due to the supplementary power difference value, the driving comfort is improved, and the power transmission route is as follows: the power transmission is completed by the main driving motor 9-E first gear driving gear 91-E first gear driven gear 81-third output shaft 8-third connecting gear 84-main reduction gear 101 of the differential 100.
When the automobile is in the two-gear, three-gear and four-gear hybrid power driving mode, the power transmission route is identical to the power transmission route when the automobile is in the first-gear hybrid power driving mode, and redundant description is omitted. In addition, in the present invention, the arrangement of gears is only one embodiment of the present invention, so as to facilitate understanding. Of course, other arrangements are possible, and all other arrangements are within the protection scope of the present invention, so that redundant description is not needed.
As shown in fig. 2, in the second embodiment of the present invention, compared with the first embodiment, the difference is that the connection structure between the solid input shaft and the auxiliary motor is that, specifically, a first transmission gear 41 is fixed on the motor shaft of the auxiliary motor 4, and a second transmission gear 13 meshed with the first transmission gear 41 is fixed on the input shaft 1. At this time, the central axis of the auxiliary motor 4 and the central axis of the engine 3 are on the non-same axis, and the technical effect is that the specifications of the first transmission gear 41 and the second transmission gear 13 are reasonably adjusted, so that the specifications of the first transmission gear 41 and the second transmission gear 13 can meet the requirements of the reverse-pulling engine, and the auxiliary motor with smaller specifications can be selected, thereby reducing the cost, simultaneously facilitating the design layout and enabling the layout to be more reasonable.
As shown in fig. 3, a third embodiment of the present invention discloses a hybrid four-speed transmission driving system, which comprises a differential 100, wherein a main reduction gear 101 of the differential 100 can be driven by a hybrid driving assembly or/and a pure electric driving assembly, the hybrid driving assembly at least comprises an input shaft assembly and an output shaft assembly which are arranged on the other side of the differential 100 and are parallel to each other, the input shaft assembly is a solid input shaft 1 which is arranged in a gearbox housing and can rotate, one end of the solid input shaft 1 is fixedly connected with an engine 3 through a dual-mass flywheel, the other end of the solid input shaft is rigidly connected with a rotor of an auxiliary motor 4 through a pressure plate 21 of a clutch 2, and a friction plate 22 of the clutch 2 is fixedly connected with a hollow input shaft 5 which is sleeved on the solid input shaft 1.
Further, the output shaft assembly comprises a first output shaft 6 and a second output shaft 7 which are arranged in the gearbox housing and are positioned at two sides of the input shaft 1, a first connecting gear 64 meshed with a main reduction gear 101 of the differential 100 is arranged on the first output shaft 6, and a second connecting gear 74 meshed with the main reduction gear 101 of the differential 100 is arranged on the second output shaft 7; the D gear assembly at least comprises a first duplex gear 51 and a second duplex gear 52 which are fixedly arranged on the hollow input shaft 5, and a D first-gear driven gear 61 which is sleeved on the first output shaft 6 and meshed with the first duplex gear 51, and a D second-gear driven gear 62 which is meshed with the second duplex gear 52, a D first-gear driven gear 63 which is arranged on the first output shaft 6 is arranged between the D first-gear driven gear 61 and the D second-gear driven gear 62, and the D first-gear and second-gear synchronizers 63 are in transmission connection with the D first-gear driven gear 61 or the D second-gear driven gear 62; the D gear assembly further comprises a D three-gear driven gear 71 which is sleeved on the second output shaft 7 and meshed with the first duplex gear 51, and a D four-gear driven gear 72 which is meshed with the second duplex gear 52, a D three-four synchronizer 73 which is arranged on the second output shaft 7 is further arranged between the D three-gear driven gear 71 and the D four-gear driven gear 72, and the D three-four synchronizer 73 is in transmission connection with the D three-gear driven gear 71 or the D four-gear driven gear 72 selectively.
The operation of the third embodiment of the present invention will be briefly described as follows:
when the automobile is in the reverse purely electric driving mode, the engine 3 does not perform power transmission. The main drive motor 9 is started and reversed, and the power transmission route is as follows: the power transmission is completed by the main driving motor 9-E first gear driving gear 91-E first gear driven gear 81-third output shaft 8-third connecting gear 84-main reduction gear 101 of the differential 100.
When the vehicle is in the first-gear electric drive mode, the engine 3 does not perform power transmission. The main driving motor 9 is started, and the power transmission route is as follows: the power transmission is completed by the main driving motor 9-E first gear driving gear 91-E first gear driven gear 81-third output shaft 8-third connecting gear 84-main reduction gear 101 of the differential 100.
When the automobile is in the second-gear pure electric driving mode, the engine 3 does not carry out power transmission. The main driving motor 9 is started, and the power transmission route is as follows: the power transmission is completed by the main driving motor 9-E second gear driving gear 92-E second gear driven gear 82-E synchronizer 83-third output shaft 8-third connecting gear 84-main reduction gear 101 of differential 100.
When the automobile is in the first-gear hybrid driving mode, the auxiliary motor 4 starts the engine 3 in advance and drags it back to the high-efficiency economy region, at this time, the clutch 2 is closed, and the power transmission route thereof is as follows: the power transmission is completed by an engine 3, a dual-mass flywheel, a solid input shaft 1, an auxiliary motor 4, a clutch 2, the solid input shaft 1, a first duplex gear 51, a D first gear driven gear 61, a D second synchronizer 63, a first output shaft 6, a first connecting gear 64 and a main reduction gear 101 of the differential 100. Meanwhile, in the gear shifting process, the main driving motor can be started, the power is not interrupted when the system shifts gears due to the supplementary power difference value, the driving comfort is improved, and the power transmission route is as follows: the power transmission is completed by the main driving motor 9-E first gear driving gear 91-E first gear driven gear 81-third output shaft 8-third connecting gear 84-main reduction gear 101 of the differential 100.
When the automobile is in the two-gear, three-gear and four-gear hybrid power driving mode, the power transmission route is identical to the power transmission route when the automobile is in the first-gear hybrid power driving mode, and redundant description is omitted. In addition, in the present invention, the arrangement of gears is only one embodiment of the present invention, so as to facilitate understanding. Of course, other arrangements are possible, and all other arrangements are within the protection scope of the present invention, so that redundant description is not needed.
As shown in fig. 4, a hybrid four-speed transmission driving system is disclosed for a fourth embodiment of the present invention, and comprises a differential 100, wherein a main reduction gear 101 of the differential 100 can be driven by a hybrid driving assembly or/and a pure electric driving assembly, the hybrid driving assembly at least comprises an input shaft assembly and an output shaft assembly which are arranged on the other side of the differential 100 and are parallel to each other, the input shaft assembly comprises a solid input shaft 1 arranged in a gearbox housing, one end of the solid input shaft 1 is fixedly connected with an engine 3 through a pressure plate 21 of a clutch 2 and a dual-mass flywheel, and the other end of the solid input shaft 1 is connected with a rotor of an auxiliary motor 4; a hollow input shaft 5 fixedly connected with a friction disc 22 of the clutch 2 is sleeved above the solid input shaft 1. Further, the output shaft assembly comprises a first output shaft 6 and a second output shaft 7 which are arranged in the gearbox housing and are positioned at two sides of the input shaft 1, a first connecting gear 64 meshed with a main reduction gear 101 of the differential 100 is arranged on the first output shaft 6, and a second connecting gear 74 meshed with the main reduction gear 101 of the differential 100 is arranged on the second output shaft 7; the D gear assembly at least comprises a first duplex gear 51 and a second duplex gear 52 which are fixedly arranged on the hollow input shaft 5, and a D first-gear driven gear 61 which is sleeved on the first output shaft 6 and meshed with the first duplex gear 51, and a D second-gear driven gear 62 which is meshed with the second duplex gear 52, a D first-gear driven gear 63 which is arranged on the first output shaft 6 is arranged between the D first-gear driven gear 61 and the D second-gear driven gear 62, and the D first-gear and second-gear synchronizers 63 are in transmission connection with the D first-gear driven gear 61 or the D second-gear driven gear 62; the D gear assembly further comprises a D three-gear driven gear 71 which is sleeved on the second output shaft 7 and meshed with the first duplex gear 51, and a D four-gear driven gear 72 which is meshed with the second duplex gear 52, a D three-four synchronizer 73 which is arranged on the second output shaft 7 is further arranged between the D three-gear driven gear 71 and the D four-gear driven gear 72, and the D three-four synchronizer 73 is in transmission connection with the D three-gear driven gear 71 or the D four-gear driven gear 72 selectively.
The operation of the fourth embodiment of the present invention will be briefly described as follows:
when the automobile is in the reverse purely electric driving mode, the engine 3 does not perform power transmission. The main drive motor 9 is started and reversed, and the power transmission route is as follows: the power transmission is completed by the main driving motor 9-E first gear driving gear 91-E first gear driven gear 81-third output shaft 8-third connecting gear 84-main reduction gear 101 of the differential 100.
When the vehicle is in the first-gear electric drive mode, the engine 3 does not perform power transmission. The main driving motor 9 is started, and the power transmission route is as follows: the power transmission is completed by the main driving motor 9-E first gear driving gear 91-E first gear driven gear 81-third output shaft 8-third connecting gear 84-main reduction gear 101 of the differential 100.
When the automobile is in the second-gear pure electric driving mode, the engine 3 does not carry out power transmission. The main driving motor 9 is started, and the power transmission route is as follows: the power transmission is completed by the main driving motor 9-E second gear driving gear 92-E second gear driven gear 82-E synchronizer 83-third output shaft 8-third connecting gear 84-main reduction gear 101 of differential 100.
When the automobile is in the first-gear hybrid driving mode, the auxiliary motor 4 starts the engine 3 in advance and drags it back to the high-efficiency economy region, at this time, the clutch 2 is closed, and the power transmission route thereof is as follows: the power transmission is completed by the engine 3, a dual mass flywheel, a solid input shaft 1, a pressure plate 21, a friction plate 22, a hollow input shaft 5, a first duplex gear 51, a D first gear driven gear 61, a D second synchronizer 63, a first output shaft 6, a first connecting gear 64 and a main reduction gear 101 of the differential 100. Meanwhile, in the gear shifting process, the main driving motor can be started, the power is not interrupted when the system shifts gears due to the supplementary power difference value, the driving comfort is improved, and the power transmission route is as follows: the power transmission is completed by the main driving motor 9-E first gear driving gear 91-E first gear driven gear 81-third output shaft 8-third connecting gear 84-main reduction gear 101 of the differential 100.
When the automobile is in the two-gear, three-gear and four-gear hybrid power driving mode, the power transmission route is identical to the power transmission route when the automobile is in the first-gear hybrid power driving mode, and redundant description is omitted. In addition, in the present invention, the arrangement of gears is only one embodiment of the present invention, so as to facilitate understanding. Of course, other arrangements are possible, and all other arrangements are within the protection scope of the present invention, so that redundant description is not needed.
The beneficial effects of the invention are mainly as follows:
1. the system can run under the pure electric condition, the gear is selected by two gears, and gear switching can be performed according to the requirement, so that the requirement on a main driving motor is reduced. In addition, when the system runs under the working condition of a single engine, the E synchronizer is not in gear, the main driving motor is not dragged, the rotor of the main driving motor is not rotated, the moment of inertia is not generated, the gear shifting is not influenced, the impact sense is eliminated, the whole vehicle is not dithered, and the driving comfort is good;
2. the main driving motor is arranged on the other side of the differential mechanism, so that the arrangement is more flexible, and the space in the gearbox shell can be more reasonably utilized. Meanwhile, the length of the main driving motor is equal to the sum of the lengths of the D gear assembly and the auxiliary motor, namely the main driving motor can be designed into a larger size so as to improve the power of the auxiliary motor, and the main driving motor has better power performance under pure electric power;
3. in the second embodiment, the auxiliary motor is arranged in a biased manner, is not located on the same shaft with the engine, and meets the requirements of the reverse-dragging engine on rotating speed, torque and the like through the transmission assembly, so that the auxiliary motor with smaller specification can be selected, the cost is reduced, and meanwhile, the design layout is facilitated, so that the layout is more reasonable.
4. When the vehicle is started, the clutch is in a separation state and is driven by the main driving motor, and when the vehicle is driven to a vehicle speed at which the engine can work in a high-efficiency economic zone, the auxiliary motor starts the engine in advance and drives the engine in the vehicle speed in the high-efficiency economic zone, so that parallel mixed motion is realized, the driving of the main driving motor can be gradually replaced, the oil consumption can be greatly reduced, and the cost is greatly saved;
5. the power difference value is supplemented by the main driving motor in the gear shifting process of the engine, so that the power is not interrupted when the system shifts gears, and the driving comfort is improved;
6. the reverse gear in the traditional sense is removed, and the reverse gear can be realized by reversing the main driving motor;
7. under the condition that the main driving motor works independently, if the battery pack electric quantity is lower than a certain set value, the auxiliary motor starts the engine, the engine is started to a high-efficiency economic zone, the auxiliary motor generates electricity to directly drive the driving motor or charge the battery pack, and when the vehicle is stopped, the vehicle starts to supplement the battery pack with electric quantity;
8. when the vehicle brakes, the main driving motor is used for recovering energy, so that the energy waste is avoided;
9. the engine can work in any gear, so that a large range of intervention is realized, and the engine is suitable for more complex working conditions;
10. when the auxiliary motor works in parallel with the intervention system of the engine, the load can be generated to enable the engine to approach to the work of a college area as much as possible, and the generated load can be used for generating electricity, so that the energy is saved;
11. in the first embodiment and the second embodiment, under the condition that the output of the main driving motor is insufficient when the special working conditions, such as sudden acceleration, large-gradient starting and the like, require large torque input, the auxiliary motor can work cooperatively with the main driving motor through a shafting;
12. the system is more compact, light in weight and small in size, and is favorable for carrying the whole vehicle.
The solid shafts found in the embodiments of the present invention may be replaced by hollow shafts in order to reduce overall mass.
It should be understood that although the present disclosure describes embodiments, not every embodiment is provided with a separate embodiment, and that this description is for clarity only, and that the skilled artisan should recognize that the embodiments may be combined as appropriate to form other embodiments that will be understood by those skilled in the art.
The above list of detailed descriptions is only specific to practical embodiments of the present invention, and they are not intended to limit the scope of the present invention, and all equivalent embodiments or modifications that do not depart from the spirit of the present invention should be included in the scope of the present invention.

Claims (1)

1. The hybrid four-speed transmission driving system comprises a differential (100), wherein a main reduction gear (101) of the differential (100) is driven by a hybrid driving assembly or/and a pure electric driving assembly; the method is characterized in that: the pure electric drive assembly at least comprises a main drive motor (9) and a third output shaft (8) which are arranged on one side of the differential mechanism (100), an E first-gear drive gear (91) and an E second-gear drive gear (92) are fixedly arranged on a motor shaft of the main drive motor (9), an E first-gear driven gear (81) meshed with the E first-gear drive gear (91) and an E second-gear driven gear (82) meshed with the E second-gear drive gear (92) are arranged on the third output shaft (8), an E synchronizer (83) arranged between the E first-gear driven gear (81) and the E second-gear driven gear (82) is arranged between the E first-gear driven gear (81) and the E second-gear driven gear (82), and the E synchronizer (83) is in transmission connection with the E first-gear driven gear (81) or the E second-gear driven gear (82) selectively; a third connecting gear (84) meshed with a main reduction gear (101) of the differential mechanism (100) is further arranged on the third output shaft (8);
the hybrid driving assembly at least comprises an input shaft assembly and an output shaft assembly which are arranged on the other side of the differential mechanism (100) and are parallel to each other, and the input shaft assembly and the output shaft assembly are in transmission connection with a main reduction gear (101) of the differential mechanism (100) through a D gear assembly;
the input shaft assembly is a solid input shaft (1) which is arranged in the gearbox shell and can rotate, one end of the solid input shaft (1) is fixedly connected with an engine (3) through a dual-mass flywheel, the other end of the solid input shaft is rigidly connected with a rotor of an auxiliary motor (4) through a pressure plate (21) of a clutch (2), the auxiliary motor (4) is an automobile starting and power generation integrated machine and is integrated on the solid input shaft (1), and a friction disc (22) of the clutch (2) is fixedly connected with a hollow input shaft (5) which is sleeved on the solid input shaft (1);
the output shaft assembly comprises a first output shaft (6) and a second output shaft (7) which are arranged in the gearbox shell and positioned at two sides of the solid input shaft (1), a first connecting gear (64) meshed with a main reduction gear (101) of the differential mechanism (100) is arranged on the first output shaft (6), and a second connecting gear (74) meshed with the main reduction gear (101) of the differential mechanism (100) is arranged on the second output shaft (7); the D gear assembly at least comprises a first duplex gear (51) and a second duplex gear (52) which are fixedly arranged on the hollow input shaft (5), a D first-gear driven gear (61) which is sleeved on the first output shaft (6) and meshed with the first duplex gear (51) and a D second-gear driven gear (62) which is meshed with the second duplex gear (52), a D second synchronizer (63) which is arranged on the first output shaft (6) is arranged between the D first-gear driven gear (61) and the D second-gear driven gear (62), and the D second synchronizer (63) is in transmission connection with the D first-gear driven gear (61) or the D second-gear driven gear (62) selectively; the D gear assembly further comprises a D three-gear driven gear (71) which is sleeved on the second output shaft (7) and meshed with the first duplex gear (51) and a D four-gear driven gear (72) which is meshed with the second duplex gear (52), a D three-four synchronizer (73) which is arranged on the second output shaft (7) is further arranged between the D three-gear driven gear (71) and the D four-gear driven gear (72), and the D three-four synchronizer (73) is in transmission connection with the D three-gear driven gear (71) or the D four-gear driven gear (72) selectively;
the hybrid four-speed transmission driving system further comprises a parking ratchet wheel (85), and the parking ratchet wheel (85) is arranged at any end of the third output shaft (8).
CN201811146748.7A 2018-09-29 2018-09-29 Hybrid four-speed transmission drive system Active CN109278528B (en)

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