CN109278530B - Hybrid-power-based four-gear transmission power system - Google Patents

Hybrid-power-based four-gear transmission power system Download PDF

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Publication number
CN109278530B
CN109278530B CN201811147093.5A CN201811147093A CN109278530B CN 109278530 B CN109278530 B CN 109278530B CN 201811147093 A CN201811147093 A CN 201811147093A CN 109278530 B CN109278530 B CN 109278530B
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China
Prior art keywords
gear
output shaft
assembly
transmission
motor
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CN201811147093.5A
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Chinese (zh)
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CN109278530A (en
Inventor
梁志海
张兴林
吴春耘
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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
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    • 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

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Structure Of Transmissions (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Hybrid Electric Vehicles (AREA)

Abstract

The invention discloses a four-gear transmission power system based on hybrid power, 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 mixed driving assembly at least comprises an input shaft, a first output shaft and a second output shaft which are mutually parallel, and the input shaft is in transmission connection with the first output shaft and the second output shaft through a D gear assembly; one end of the input shaft is coaxially connected with the engine through the separation clutch, the other end of the input shaft is in transmission connection with the auxiliary motor through the transmission assembly, and the central axis of the auxiliary motor is arranged in a deviated manner with the central axis of the engine and is positioned on a non-same axis. The beneficial effects of the invention are mainly as follows: simple structure, the design is exquisite, and auxiliary motor adopts the biasing, is not in on same epaxially with the engine, satisfies reverse rotation speed, the moment of torsion etc. that drags the engine through drive assembly, and optional auxiliary motor of less specification reduces cost, simultaneously, the design layout of being convenient for makes the overall arrangement more reasonable.

Description

Hybrid-power-based four-gear transmission power system
Technical Field
The invention relates to the technical field of hybrid electric vehicles, in particular to a four-gear transmission power system based on hybrid power.
Background
Along with the world energy shortage and the enhancement of people's environmental awareness, safety, energy conservation and environmental protection become the subjects of automobile development, and simultaneously, due to the bottleneck restriction of key technologies of pure electric automobiles and fuel cell automobiles, hybrid electric automobiles become a desirable choice, and the fact proves that the choice can obtain more satisfactory results. The development of electric vehicles involves a great deal of key technologies including batteries, high-performance motors, power synthesis and control technologies, comprehensive engine control and the like. However, all these studies have been carried out with a good transmission system as the subject, so that the choice of the dynamic synthesis method and the design is directly related to the positioning of the target vehicle. At present, a plurality of parallel and hybrid electric vehicle transmission systems in China are only improved designs on prototype vehicles, and have the advantages of complex structure, non-compact arrangement, high cost, few working modes and certain limitation in developing products. Moreover, for the hybrid electric vehicle adopting the mechanical automatic transmission, the problem of gear shifting power interruption exists, and the performance of the whole vehicle is affected to a certain extent.
Chinese patent application CN101434191a discloses a hybrid powertrain that includes an engine operatively connected to an input member. The powertrain includes a transmission having first and second motor/generators, a differential gear set having a plurality of members, and a selectively engagable torque-transmitting mechanism. The input member, output member, engine and motor/generator are selectively interconnected through differential gear sets by combinations of different combinations of torque-transmitting mechanisms. The electronic controller controls the motor/generators, the engine and the torque-transmitting mechanisms to provide a plurality of modes of operation between the input members, including a purely electric mode of operation in which the engine is off and one motor/generator acts as a generator to charge a battery pack or directly power the drive motor and the other motor/generator provides torque at the output member. Still another electric-only operating mode is included in which both motor/generators are operated as motors to provide torque at the output member. By adopting the structure, various combination forms of hybrid power are realized, emission is reduced, but the gear setting of the transmission is tedious, if the structure is additionally arranged on the basis of the existing six-gear structure, the size of the transmission is increased, the load of a vehicle is increased, and the cruising performance of the automobile in the running process is influenced. In addition, the motor and the engine in the above patent are designed coaxially, that is, the motor is required to reversely drag the engine to the high-efficiency economic zone, and the motor with larger specification is required to be matched with the motor with larger specification, and the motor with larger specification is relatively expensive, so the problem is one of the problems to be solved in the industry.
Disclosure of Invention
The invention aims to overcome the defects in the prior art and provides a four-gear transmission power system based on hybrid power.
The aim of the invention is achieved by the following technical scheme:
a four-gear transmission power system based on hybrid power 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 mixed driving assembly at least comprises an input shaft, a first output shaft and a second output shaft which are arranged on one side of the differential mechanism and are parallel to each other, the input shaft is in transmission connection with the first output shaft and the second output shaft through a D gear assembly, and the first output shaft and the second output shaft are connected with a main reduction gear of the differential mechanism through a connecting assembly; one end of the input shaft is coaxially connected with the engine through a separation clutch, the other end of the input shaft is in transmission connection with the auxiliary motor through a transmission assembly, and the central axis of the auxiliary motor and the central axis of the engine are arranged in a deviated manner and are positioned on different axes.
Preferably, the transmission assembly comprises a first transmission gear fixedly arranged on a motor shaft of the auxiliary motor and a second transmission gear which is arranged on the input shaft and meshed with the first transmission gear.
Preferably, 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 three-gear driven gear which is in meshing engagement with the first duplex gear and a D four-gear driven gear which is in meshing engagement with the second duplex gear which are in hollow sleeve connection on the first output shaft, a D three-four synchronizer which is arranged on the first 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 in transmission connection with the D three-gear driven gear or the D four-gear driven gear.
Preferably, the D three-gear driven gear is a starting gear and a reverse gear under the control of the positive and negative rotation of the engine or/and the auxiliary motor.
Preferably, the D gear assembly further comprises a D five-gear driven gear which is sleeved on the second output shaft and meshed with the first duplex gear, and a D six-gear driven gear which is meshed with the second duplex gear, a D five-six synchronizer which is arranged on the second output shaft is further arranged between the D five-gear driven gear and the D six-gear driven gear, and the D five-six synchronizer is in transmission connection with the D five-gear driven gear or the D six-gear driven gear selectively.
Preferably, the coupling assembly includes a first coupling gear disposed on the first output shaft in engagement with the main reduction gear of the differential, and a second coupling gear disposed on the second output shaft in engagement with the main reduction gear of the differential.
Preferably, the pure electric driving assembly at least comprises a main driving motor and a third output shaft which are arranged on the other side of the differential mechanism, the main driving motor is in transmission connection with the third output shaft through an E gear assembly, and a third connecting gear meshed with a main reduction gear of the differential mechanism is arranged on the third output shaft.
Preferably, the E gear assembly comprises an E first gear driving gear fixedly arranged on a motor shaft of the main driving motor and an E first gear driven gear fixedly arranged on the third output shaft and meshed with the E first gear driving gear.
Preferably, the E gear assembly comprises an E first gear driving gear and an E second gear driving gear which are fixedly arranged on a motor shaft of the main driving motor, an E first gear driven gear which is meshed with the E first gear driving gear and an E second gear driven gear which is meshed with the E second gear driving gear which are sleeved on the third output shaft, and an E synchronizer which is arranged on the third output shaft and is in transmission connection with the E first gear driven gear or the E second gear driven gear is further arranged between the E first gear driven gear and the E second gear driven gear.
Preferably, the parking ratchet wheel is arranged on any one end of the third output shaft or the first output shaft.
The beneficial effects of the invention are mainly as follows:
1. the auxiliary motor is arranged in a biasing way, is not positioned on the same shaft with the central shaft of the engine, and meets the requirements of increasing the rotating speed, torque and the like required by the reverse-pulling engine through a transmission component arranged between the auxiliary motor and the input shaft, namely, the auxiliary motor with smaller specification can be selected, the cost is reduced, and meanwhile, the design layout is convenient, so that the layout is more reasonable;
2. the starting gear and the reverse gear are D three-gear driven gears under the control of forward and reverse rotation of the auxiliary motor, so that a D first-gear, D second-gear and reverse gear set structure is omitted, the D three-gear driven gears are driven by the auxiliary motor to realize reverse gear of the vehicle, and the engine or/and the auxiliary motor are used for driving the D three-gear driven gears to realize vehicle starting, so that the integral structure of the transmission is simplified, the integral quality of the transmission is reduced, and the performance and cruising ability of the whole vehicle are improved;
3. 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;
4. 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;
5. the reverse gear in the traditional sense is removed, and the reverse gear can be realized by reversing the main driving motor;
6. 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 is used for generating electricity to directly drive the main driving motor or generate electricity for the battery pack, and when the vehicle is stopped, the vehicle is started to supplement the battery pack with electric quantity;
6. when the vehicle brakes, the main driving motor is used for recovering energy, so that the energy waste is avoided;
7. 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;
9. 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;
10. when the second embodiment runs under the pure electric condition, the gear is selected by two gears, and the gear can be switched 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;
11. under the condition that the output of the main driving motor is insufficient when the input of large torque is required under special working conditions such as rapid acceleration, large-gradient starting and the like, 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 schematic structural diagram of a second 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, a first embodiment of the present invention discloses a hybrid-based four-speed transmission power 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 an automobile.
In the invention, the hybrid driving assembly at least comprises an input shaft 1 arranged on one side of the differential 100 and parallel to each other, one end of the input shaft 1 is coaxially connected with the engine 5 through a separation clutch 4 and a dual-mass flywheel 41 in sequence, and the dual-mass flywheel 41 can provide inertia and stable output for the engine. The other end of the input shaft 1 is in transmission connection with an auxiliary motor 6 through a transmission assembly, and the central axis of the auxiliary motor 6 and the central axis of the engine 5 are arranged in a deviated manner and are positioned on different axes. The auxiliary motor 6 is arranged in an offset manner, is not positioned on the same shaft with the central shaft of the engine, and meets the requirements of increasing the rotating speed, torque and the like required by the reverse-traction engine through the transmission component arranged between the auxiliary motor and the input shaft, so that the auxiliary motor with smaller specification can be selected, the cost is reduced, and meanwhile, the design layout is convenient, and the layout is more reasonable. The transmission assembly comprises a first transmission gear 61 fixedly arranged on a motor shaft of the auxiliary motor 6 and a second transmission gear 11 which is arranged on the input shaft 1 and meshed with the first transmission gear 61. The present invention can satisfy the rotational speed, torque, etc. required for the reverse traction engine by adjusting the number of gears, specifications, etc. of the first transmission gear 61 and the second transmission gear 11. Because in the present invention, the auxiliary motor 6 has an effect of increasing torque when driving the engine to operate; the engine has an acceleration effect when transmitting power to the auxiliary motor.
In the above description, the auxiliary motor 6 is an integrated machine for starting and generating electricity of an automobile, simply speaking, a motor with a certain transient state and larger power is directly used to replace the traditional motor, and plays a role in starting the engine when the starting stage is short, so that the idle speed loss and pollution of the engine are reduced, parallel contact can be realized, and the engine 5 is directly dragged to a high-efficiency economic area thereof. When braking, the auxiliary motor 6 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 two sides of the input shaft 1 are respectively provided with a first output shaft 2 and a second output shaft 3 which are parallel to the input shaft 1, the input shaft 1 is in transmission connection with the first output shaft 2 and the second output shaft 3 through a D gear assembly, the D gear assembly at least comprises a first duplex gear 12 and a second duplex gear 13 which are fixedly arranged on the input shaft 1, a D three-gear driven gear 21 which is meshed with the first duplex gear 12 and a D four-gear driven gear 22 which is meshed with the second duplex gear 13 on the first output shaft 2 in an empty sleeve mode, a D three-four synchronizer 23 which is arranged on the first output shaft 2 is further arranged between the D three-gear driven gear 21 and the D four-gear driven gear 22, and the D three-four synchronizer 23 is in transmission connection with the D three-gear driven gear 21 or the D four-gear driven gear 22. The D gear assembly further comprises a D five-gear driven gear 31 which is sleeved on the second output shaft 3 and meshed with the first duplex gear 12, and a D six-gear driven gear 32 which is meshed with the second duplex gear 13, a D five-six synchronizer 33 which is arranged on the second output shaft is further arranged between the D five-gear driven gear 31 and the D six-gear driven gear 32, and the D five-six synchronizer 33 is in transmission connection with the D five-gear driven gear 31 or the D six-gear driven gear 32. Further, the D three-gear driven gear 21 is a starting gear and a reverse gear which can be controlled by the forward and reverse rotation of the engine 5 or/and the auxiliary motor 6.
Further, the first output shaft 2 and the second output shaft 3 are connected to the main reduction gear 101 of the differential 100 by a connecting assembly including a first connecting gear 24 provided on the first output shaft 2 to be meshed with the main reduction gear 101 of the differential 100, and a second connecting gear 34 provided on the second output shaft 3 to be meshed with the main reduction gear 101 of the differential 100.
In the invention, the pure electric drive assembly at least comprises a main drive motor 7 and a third output shaft 8 which are arranged on the other side of the differential mechanism 100, the main drive motor 7 is in transmission connection with the third output shaft 8 through an E gear assembly, and a third connecting gear 84 meshed with a main reduction gear 101 of the differential mechanism 100 is arranged on the third output shaft 8. Specifically, the E gear assembly includes an E first gear driving gear 71 fixedly disposed on a motor shaft of the main driving motor 7, and an E first gear driven gear 81 fixedly disposed on the third output shaft 8 and meshed with the E first gear driving gear 71. Because the motor shaft of the main driving motor is provided with the E-gear driving gear 71 only in a sleeved mode, the axial distance of the E-gear driving gear is relatively narrow, that is, a main driving motor with larger volume can be selected in the same space, the moment of inertia of the main driving motor is better, and the operation is smoother.
The invention further comprises a parking ratchet wheel 9, wherein the parking ratchet wheel 9 is arranged at any one end of the third output shaft 8 and can also be arranged at any one end of the first output shaft 2, and the invention does not specifically limit the parking ratchet wheel 9 and is within the protection scope of the invention.
The main reduction gear of the differential described in the foregoing may be driven by a hybrid drive assembly or/and a pure electric drive assembly, that is, the addition of power on the engine 5 and the main drive motor 7 may 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 5 and the main driving motor 7 are separate driving devices, and can output contribution torque independently of each other.
One of the characteristics of the invention is that: 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 gear pure electric driving mode, the disconnect clutch 4 is in a disconnected state, and the engine 5 does not perform power transmission. The main drive motor 7 is started and reversed, and the power transmission route is as follows: the power transmission is completed by the main driving motor 7-E first gear driving gear 71-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, requiring large torque input, the auxiliary motor 6 can also be started, and the power transmission is as follows: the auxiliary motor 6, the first transmission gear 61, the second transmission gear 11, the input shaft 1, the first duplex gear 12, the D three-gear driven gear 21, the D three-four synchronizer 23, the first output shaft 2, the first connecting gear 24 and the main reduction gear 101 of the differential 100 are connected to complete power transmission.
When the vehicle is in the first-gear electric drive mode, the disconnect clutch 4 is in a disconnected state, and the engine 5 does not perform power transmission. The main driving motor 7 is started, and the power transmission route is as follows: the power transmission is completed by the main driving motor 7-E first gear driving gear 71-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, requiring large torque input, the auxiliary motor 6 can also be started, and the power transmission is as follows: the auxiliary motor 6, the first transmission gear 61, the second transmission gear 11, the input shaft 1, the first duplex gear 12, the D three-gear driven gear 21, the D three-four synchronizer 23, the first output shaft 2, the first connecting gear 24 and the main reduction gear 101 of the differential 100 are connected to complete power transmission.
When the automobile is in a first-gear hybrid power driving mode, the separation clutch 4 is in a closed state, the auxiliary motor 6 reversely drags the engine 5 to a high-efficiency economy area, the engine 5 is started, and power transmission is carried out. The power transmission route is as follows: the power transmission is completed by the engine 5, the dual mass flywheel 41, the separating clutch 4, the input shaft 1, the first duplex gear 12, the D three-gear driven gear 21, the D three-four synchronizer 23, the first output shaft 2, the first connecting gear 24 and the main reduction gear 101 of the differential 100. Meanwhile, in the gear shifting process, the main driving motor 7 can be started, the power is not interrupted when the system is shifted by 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 7-E first gear driving gear 71-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, the second embodiment of the present invention is different from the first embodiment in that: the E gear assembly comprises an E first-gear driving gear 71 and an E second-gear driving gear 72 which are fixedly arranged on a motor shaft of the main driving motor 7, an E first-gear driven gear 81 which is in meshing engagement with the E first-gear driving gear 71 and an E second-gear driven gear 82 which is in meshing engagement with the E second-gear driving gear 72 which are sleeved on the third output shaft 8, an E synchronizer 83 which is arranged on the third output shaft 8 is further 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 operation of the second embodiment of the present invention will be briefly described as follows:
when the automobile is in the reverse gear pure electric driving mode, the disconnect clutch 4 is in a disconnected state, and the engine 5 does not perform power transmission. The main drive motor 7 is started and reversed, and the power transmission route is as follows: the power transmission is completed by the main driving motor 7-E first gear driving gear 71-E first gear driven gear 81-E synchronizer 83-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, requiring large torque input, the auxiliary motor 6 can also be started, and the power transmission is as follows: the auxiliary motor 6, the first transmission gear 61, the second transmission gear 11, the input shaft 1, the first duplex gear 12, the D three-gear driven gear 21, the D three-four synchronizer 23, the first output shaft 2, the first connecting gear 24 and the main reduction gear 101 of the differential 100 are connected to complete power transmission.
When the vehicle is in the first-gear electric drive mode, the disconnect clutch 4 is in a disconnected state, and the engine 5 does not perform power transmission. The main driving motor 7 is started, and the power transmission route is as follows: the power transmission is completed by the main driving motor 7-E first gear driving gear 71-E first gear driven gear 81-E synchronizer 83-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, requiring large torque input, the auxiliary motor 6 can also be started, and the power transmission is as follows: the auxiliary motor 6, the first transmission gear 61, the second transmission gear 11, the input shaft 1, the first duplex gear 12, the D three-gear driven gear 21, the D three-four synchronizer 23, the first output shaft 2, the first connecting gear 24 and the main reduction gear 101 of the differential 100 are connected to complete power transmission.
When the automobile is in the second-gear pure electric driving mode, the separation clutch 4 is in a separation state, and the engine 5 does not carry out power transmission. The main driving motor 7 is started, and the power transmission route is as follows: the power transmission is completed by the main driving motor 7-E second gear driving gear 72-E second gear driven gear 82-E synchronizer 83-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, requiring large torque input, the auxiliary motor 6 can also be started, and the power transmission is as follows: the auxiliary motor 6, the first transmission gear 61, the second transmission gear 11, the input shaft 1, the first duplex gear 12, the D three-gear driven gear 21, the D three-four synchronizer 23, the first output shaft 2, the first connecting gear 24 and the main reduction gear 101 of the differential 100 are connected to complete power transmission.
When the automobile is in a first-gear hybrid power driving mode, the separation clutch 4 is in a closed state, the auxiliary motor 6 reversely drags the engine 5 to a high-efficiency economy area, the engine 5 is started, and power transmission is carried out. The power transmission route is as follows: the power transmission is completed by the engine 5, the dual mass flywheel 41, the separating clutch 4, the input shaft 1, the first duplex gear 12, the D three-gear driven gear 21, the D three-four synchronizer 23, the first output shaft 2, the first connecting gear 24 and the main reduction gear 101 of the differential 100. Meanwhile, in the gear shifting process, the main driving motor 7 can be started, the power is not interrupted when the system is shifted by 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 7-E first gear driving gear 71-E first gear driven gear 81-E synchronizer-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.
In the present invention, the second embodiment is designed to have the following points: 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 7 is not dragged, the main driving motor rotor does not rotate, does not generate rotational inertia, does not influence gear shifting, eliminates impact sense in the prior art, does not shake the whole vehicle, and has good driving comfort.
The beneficial effects of the invention are mainly as follows:
1. the auxiliary motor is biased, is not positioned on the same shaft with the central shaft of the engine, and meets the requirements of increasing the rotating speed, torque and the like required by the reverse-pulling engine through a transmission component arranged between the auxiliary motor and the input shaft, namely, the auxiliary motor with smaller specification can be selected, the cost is reduced, and meanwhile, the auxiliary motor is convenient to design and layout and is more reasonable;
2. the starting gear and the reverse gear are D three-gear driven gears under the control of forward and reverse rotation of the auxiliary motor, so that a D first-gear, D second-gear and reverse gear set structure is omitted, the D three-gear driven gears are driven by the auxiliary motor to realize reverse gear of the vehicle, and the engine or/and the auxiliary motor are used for driving the D three-gear driven gears to realize vehicle starting, so that the integral structure of the transmission is simplified, the integral quality of the transmission is reduced, and the performance and cruising ability of the whole vehicle are improved;
3. 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;
4. 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;
5. the reverse gear in the traditional sense is removed, and the reverse gear can be realized by reversing the main driving motor;
6. 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 is used for generating electricity to directly drive the active motor or generate electricity for the battery pack, and when the vehicle is stopped, the vehicle is started to supplement the battery pack with electric quantity;
6. when the vehicle brakes, the main driving motor is used for recovering energy, so that the energy waste is avoided;
7. 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;
9. 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;
10. the second embodiment can run under the pure electric condition, the gear is selected by two gears, and the gear can be switched 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 automobile is not dithered, and the driving comfort is good. Meanwhile, the motor shaft of the main driving motor is provided with a gear in a sleeved mode, the axial distance of the gear is relatively narrow, namely, the main driving motor with larger volume can be selected in the same space, and the moment of inertia of the main driving motor is better, so that the operation is smoother;
11. under the condition that the output of the main driving motor is insufficient when the input of large torque is required under special working conditions such as rapid acceleration, large-gradient starting and the like, 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.
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 (5)

1. A hybrid-based four-speed transmission powertrain, comprising a differential (100), a main reduction gear (101) of the differential (100) being driven by a hybrid drive assembly or/and a pure electric drive assembly; the method is characterized in that: the hybrid driving assembly at least comprises an input shaft (1), a first output shaft (2) and a second output shaft (3) which are arranged on one side of the differential mechanism (100) and are parallel to each other, the input shaft (1) is in transmission connection with the first output shaft (2) and the second output shaft (3) through a D gear assembly, and the first output shaft (2) and the second output shaft (3) are connected with a main reduction gear (101) of the differential mechanism (100) through a connecting assembly; one end of the input shaft (1) is coaxially connected with the engine (5) through the separation clutch (4), the other end of the input shaft is in transmission connection with the auxiliary motor (6) through the transmission assembly, and the central axis of the auxiliary motor (6) is deviated from the central axis of the engine (5) and is positioned on a non-same axis; the transmission assembly comprises a first transmission gear (61) fixedly arranged on a motor shaft of the auxiliary motor (6), and a second transmission gear (11) which is arranged on the input shaft (1) and meshed with the first transmission gear (61); the D gear assembly at least comprises a first duplex gear (12) and a second duplex gear (13) which are fixedly arranged on the input shaft (1), a D three-gear driven gear (21) which is in meshing engagement with the first duplex gear (12) and a D four-gear driven gear (22) which is in meshing engagement with the second duplex gear (13) which are sleeved on the first output shaft (2), a D three-four synchronizer (23) which is arranged on the first output shaft (2) is further arranged between the D three-gear driven gear (21) and the D four-gear driven gear (22), and the D three-four synchronizer (23) is in transmission connection with the D three-gear driven gear (21) or the D four-gear driven gear (22) selectively; the D gear assembly further comprises a D five-gear driven gear (31) which is sleeved on the second output shaft (3) and meshed with the first duplex gear (12) and a D six-gear driven gear (32) which is meshed with the second duplex gear (13), a D five-six synchronizer (33) which is arranged on the second output shaft (3) is further arranged between the D five-gear driven gear (31) and the D six-gear driven gear (32), and the D five-six synchronizer (33) is in transmission connection with the D five-gear driven gear (31) or the D six-gear driven gear (32) selectively; the pure electric drive assembly at least comprises a main drive motor (7) and a third output shaft (8) which are arranged on the other side of the differential mechanism (100), the main drive motor (7) is in transmission connection with the third output shaft (8) through an E gear assembly, and a third connecting gear (84) meshed with a main reduction gear (101) of the differential mechanism (100) is arranged on the third output shaft (8); the hybrid-based four-speed transmission power system further comprises a parking ratchet wheel (9), wherein the parking ratchet wheel (9) is arranged at any one end of the third output shaft (8) or the first output shaft (2).
2. The hybrid-based four-speed transmission powertrain of claim 1, wherein: the D three-gear driven gear (21) is a starting gear and a reverse gear under the forward and reverse rotation control of the auxiliary motor (6).
3. The hybrid-based four-speed transmission powertrain of claim 2, wherein: the connecting assembly comprises a first connecting gear (24) which is arranged on the first output shaft (2) and meshed with a main reduction gear (101) of the differential mechanism (100), and a second connecting gear (34) which is arranged on the second output shaft (3) and meshed with the main reduction gear (101) of the differential mechanism (100).
4. A hybrid-based four-speed transmission powertrain according to claim 3, wherein: the E gear assembly comprises an E first-gear driving gear (71) fixedly arranged on a motor shaft of the main driving motor (7), and an E first-gear driven gear (81) fixedly arranged on the third output shaft (8) and meshed with the E first-gear driving gear (71).
5. A hybrid-based four-speed transmission powertrain according to claim 3, wherein: the E gear assembly comprises an E first-gear driving gear (71) and an E second-gear driving gear (72) which are fixedly arranged on a motor shaft of the main driving motor (7), an E first-gear driven gear (81) which is meshed with the E first-gear driving gear (71) and an E second-gear driven gear (82) which is meshed with the E second-gear driving gear (72) which are sleeved on the third output shaft (8), an E synchronizer (83) which is arranged on the third output shaft (8) is further 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.
CN201811147093.5A 2018-09-29 2018-09-29 Hybrid-power-based four-gear transmission power system Active CN109278530B (en)

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