CN109278531B - Transmission drive system with hybrid power - Google Patents

Transmission drive system with hybrid power Download PDF

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Publication number
CN109278531B
CN109278531B CN201811147177.9A CN201811147177A CN109278531B CN 109278531 B CN109278531 B CN 109278531B CN 201811147177 A CN201811147177 A CN 201811147177A CN 109278531 B CN109278531 B CN 109278531B
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China
Prior art keywords
gear
input shaft
assembly
output shaft
driving
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CN201811147177.9A
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CN109278531A (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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Priority to CN201811147177.9A priority Critical patent/CN109278531B/en
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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
    • B60K6/40—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
    • 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
    • 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
    • Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
    • Y02T10/92—Energy efficient charging or discharging systems for batteries, ultracapacitors, supercapacitors or double-layer capacitors specially adapted for vehicles

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

Abstract

The invention discloses a transmission driving system with 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 hybrid driving assembly at least comprises an input shaft assembly and an output shaft assembly, and the input shaft assembly and the output shaft assembly are in transmission connection with the main reduction gear of the differential through a D gear assembly; one end of the input shaft assembly is connected with the engine through the drive connecting assembly, and the other end of the input shaft assembly is connected with an auxiliary motor capable of controlling the input shaft assembly to rotate; the pure electric drive assembly comprises a main drive motor arranged on the other side of the differential mechanism, and the length of the main drive motor is equal to the sum of the lengths of the D gear assembly and the auxiliary motor. The invention is mainly characterized in that: the system has a plurality of working modes such as a pure main driving motor, independent driving of an engine, common driving of the engine and an auxiliary motor, driving charging, braking energy recovery and the like.

Description

Transmission drive system with hybrid power
Technical Field
The invention relates to the technical field of hybrid electric vehicles, in particular to a transmission driving system with hybrid power.
Background
In the face of energy and environmental protection pressures, many countries have come out of the law of related policies to encourage the development and popularization of hybrid vehicles and related mating systems. Hybrid vehicles refer to vehicles that are jointly driven by two or more different types of power sources, wherein the hybrid electric vehicle requires at least one power source to provide electrical energy. The hybrid electric vehicle is the earliest one which is developed and is most widely and mature at present, and is based on the traditional fuel oil vehicle using an engine, an electric motor is added as a second power driving force, and a driving mode is properly selected according to different working conditions.
As disclosed in grant publication CN104742721B, a hybrid system employing dual clutches includes: a dual clutch has first and second clutches for controlling engagement and disengagement of the first and second input shafts with and from the motor output shaft, respectively. The first input shaft is connected with the power output shaft through a motor high-speed gear set. The second input shaft is coupled to the power take-off shaft or the four-speed gearset through the motor low-speed gearset. The output shaft of the motor is connected with one or none of the first gear set, the second gear set, the third gear set and the fourth gear set through a third clutch. The first gear set, the second gear set and the third gear set are all connected with the power output shaft. The four-speed gear set is engaged with the power output shaft or the motor low-speed gear set.
The hybrid power system adopting double clutches has the following defects: 1. the system adopts a longitudinal rear-drive arrangement mode, so that the problem that parts such as a battery pack and the like cannot be placed can be caused; 2. along with the development requirements in the industry, the requirements on comfort level and endurance mileage of automobiles are higher and higher in the face of more and more complicated working condition road conditions, so that motors with larger specifications are required to be matched to meet the requirements on speed ratio and moment, and the specifications of the motors are more difficult to match and select due to the adoption of a longitudinal rear-drive arrangement mode; 3. the driving system has complex structure, large occupied space and inconvenient carrying.
Disclosure of Invention
The invention aims to overcome the defects in the prior art and provides a transmission driving system with hybrid power.
The aim of the invention is achieved by the following technical scheme:
a transmission drive system with hybrid power includes a differential having a main reduction gear drivable by a hybrid drive assembly or/and a full electric drive assembly,
the mixed driving assembly at least comprises an input shaft assembly and an output shaft assembly which are arranged on one 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; one end of the input shaft assembly is connected with the engine through the drive connecting assembly, and the other end of the input shaft assembly is connected with an auxiliary motor capable of controlling the input shaft assembly to rotate;
The pure electric drive assembly comprises a main drive motor arranged on the other side of the differential mechanism, the main drive motor is in transmission connection with a main reduction gear of the differential mechanism through an E gear assembly, and the length of the main drive motor is equal to the sum of the lengths of the D gear assembly and the auxiliary motor.
Preferably, the input shaft assembly is a solid input shaft which is arranged in the gearbox shell and can rotate automatically; the driving connection assembly comprises a clutch arranged between the solid input shaft and the engine, one end of the clutch is fixedly connected with the solid input shaft, and the other end of the clutch is connected with the engine through a dual-mass flywheel.
Preferably, the input shaft assembly comprises a solid input shaft which is arranged in the gearbox shell and can rotate, and a hollow input shaft which is sleeved on the solid input shaft; the driving connection assembly comprises a clutch arranged between the solid input shaft and the engine, one end of a pressure plate of the clutch is fixedly connected with the solid input shaft, and the other end of the pressure plate of the clutch is connected with the engine through a dual-mass flywheel; the friction plate of the clutch is fixedly connected with the hollow input shaft.
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 input shaft assembly comprises a solid input shaft which is arranged in the gearbox shell and can rotate, one end of the solid input shaft is directly fixedly connected with the engine flywheel system, the other end of the solid input shaft is rigidly connected with a rotor of the auxiliary motor through a driving end of a clutch, and a driven end of the clutch is fixedly connected with a hollow input shaft which is sleeved on the solid input shaft. Preferably, the pure electric drive assembly further comprises a third output shaft which is arranged on the other side of the differential mechanism and is parallel to the central axis of the main drive motor, and a third connecting gear meshed with the 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 the third output shaft or the output shaft assembly.
The beneficial effects of the invention are mainly as follows:
1. 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;
2. the system can realize parallel mixed motion in all gears, has good power performance and good fuel-saving performance, and greatly improves driving comfort;
3. in some embodiments, the auxiliary motor is arranged in an offset manner, is not positioned on the same shaft as the engine, and meets the rotation speed, torque and the like required by the reverse-dragging engine through the transmission gear, 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. the clutch and the auxiliary motor are arranged at two ends of the solid input shaft, so that the mutual influence of the clutch and the auxiliary motor when faults occur can be avoided, and the service lives of the clutch and the auxiliary motor are greatly prolonged;
5. 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;
6. 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;
7. the reverse gear in the traditional sense is removed, and the reverse gear can be realized by reversing the main driving motor;
8. 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 main driving motor or charge the battery pack, and the engine is started to supplement the battery pack with electric quantity under a parking state;
9. when the vehicle brakes, the main driving motor is used for recovering energy, so that the energy waste is avoided;
10. 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;
11. 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;
12. 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;
13. 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;
14. 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;
fig. 5: a schematic structural diagram of a fifth embodiment of the present invention;
fig. 6: a structural schematic diagram of a sixth embodiment of the present invention;
fig. 7: a structural schematic diagram of a seventh embodiment of the present invention;
fig. 8: a structural schematic diagram of an eighth embodiment of the present invention;
fig. 9: a structural schematic diagram of a ninth embodiment of the present invention;
fig. 10: a schematic structural view of a tenth embodiment of the present invention;
fig. 11: a schematic structural view of an eleventh embodiment of the present invention;
fig. 12: a schematic structural view of a twelfth embodiment of the present invention;
fig. 13: a structural schematic diagram of a thirteenth embodiment of the present invention;
fig. 14: a structural schematic diagram of a fourteenth 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 transmission driving system with hybrid power, which comprises a differential gear 100, wherein a main reduction gear 101 of the differential gear 100 can be driven by a hybrid driving assembly or/and a pure electric driving assembly, and two sides of the main reduction gear 101 of the differential gear 100 are connected with a hub of an automobile.
The hybrid drive assembly at least comprises an input shaft assembly and an output shaft assembly which are arranged on one side of the differential 100 and are parallel to each other, and the input shaft assembly is a solid input shaft 1 which is arranged in a gearbox shell and can rotate automatically. The driving connection assembly comprises a clutch 2 arranged between the solid input shaft 1 and the engine 3, one end of the clutch 2 is fixedly connected with the solid input shaft 1, the other end of the clutch 2 is connected with the engine 3 through a dual-mass flywheel 23, and the other end of the solid input shaft 1 is connected with a controllable rotation auxiliary motor 4. Specifically, the rotor of the auxiliary motor 4 is fixedly arranged on the solid input shaft 1, and at this time, the central axis of the auxiliary motor 4 and the central axis of the engine 3 are on the same axis. 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 is in transmission connection with a main reduction gear 101 of the differential mechanism 100 through a D gear assembly and an output assembly, specifically, the output assembly comprises a first output shaft 6 and a second output shaft 7 which are arranged in the gearbox housing and positioned at two sides of the solid input shaft 1, a first connecting gear 64 meshed with the 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 11 and a second duplex gear 12 which are fixedly arranged on the solid input shaft 1, a D three-gear driven gear 61 which is in idle sleeve connection with the first duplex gear 11 on the first output shaft 6 and a D four-gear driven gear 62 which is in mesh with the second duplex gear 12, a D three-four synchronizer 63 which is arranged on the first output shaft 6 is arranged between the D three-gear driven gear 61 and the D four-gear driven gear 62, and the D three-four synchronizer 63 is in transmission connection with the D three-gear driven gear 61 or the D four-gear driven gear 62 selectively. The D gear assembly further comprises a D five-gear driven gear 71 which is sleeved on the second output shaft 7 and meshed with the first duplex gear 11, and a D six-gear driven gear 72 which is meshed with the second duplex gear 12, a D five-six synchronizer 73 which is arranged on the second output shaft 7 is further arranged between the D five-gear driven gear 71 and the D six-gear driven gear 72, and the D five-six synchronizer 73 is in transmission connection with the D five-gear driven gear 71 or the D six-gear driven gear 72 selectively. Further, the D three-gear driven gear 61 in the D gear assembly is a starting gear and a reverse gear which can be driven by the auxiliary motor 4/the engine 3, so that the D first gear, the D second gear and the reverse gear are omitted, and the D three-gear driven gear is driven by the engine or/and the auxiliary motor to realize the starting and the reverse of the vehicle, so that the whole structure of the transmission is simplified, the whole quality of the transmission is reduced, and the performance and the cruising ability of the whole vehicle are improved.
In the present invention, a main driving motor 9 and a third output shaft 8 are disposed on the other side of the differential 100, the main driving motor 9 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 100 is disposed on the third output shaft 8. Specifically, the E gear assembly includes an E first gear driving gear 91 fixed on the motor shaft of the main driving motor 9, and an E first gear driven gear 81 fixed on the third output shaft 8 and meshed with the E first gear driving gear 91. Further, the third output shaft 8 may be fixedly provided with a DP driven gear 79, and of course, the DP driven gear 79 may also be disposed on the second input shaft, which is not particularly limited, and is within the scope 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 third-D driven gear 61, the third-fourth synchronizer 63, the first output shaft 6, the first connecting gear 64 and the main reduction gear 101 of the differential mechanism 100 are all connected to complete power transmission.
When the vehicle is in the electric-only 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 third-D driven gear 61, the third-fourth synchronizer 63, the first output shaft 6, the first connecting gear 64 and the main reduction gear 101 of the differential mechanism 100 are all 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 three-gear driven gear 61, the D three-four 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 the present invention, the arrangement of gears is only one embodiment of the present invention 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 above description, the solid input shaft 1 may be configured as a hollow input shaft, and the other hollow input shaft 5 may be fitted thereon, for the sake of distinction, the present invention will be described.
As shown in fig. 2, in the second embodiment of the present invention, compared with the first embodiment, the difference is that the specific structure of the E gear assembly is specific, the E gear assembly includes an E first gear driving gear 91 and an E second gear driving gear 92 fixed on the motor shaft of the main driving motor 9, and 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 that are sleeved on the third output shaft 8, and an E synchronizer 83 disposed on the third output shaft 8 is further disposed between the E first gear driven gear 81 and the E second gear driven gear 82, where the E synchronizer 83 is selectively connected with the E first gear driven gear 81 or the E second gear driven gear 82 in a transmission manner.
The operation of the second 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 third-D driven gear 61, the third-fourth synchronizer 63, the first output shaft 6, the first connecting gear 64 and the main reduction gear 101 of the differential mechanism 100 are all 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 third-D driven gear 61, the third-fourth synchronizer 63, the first output shaft 6, the first connecting gear 64 and the main reduction gear 101 of the differential mechanism 100 are all 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 third-D driven gear 61, the third-fourth synchronizer 63, the first output shaft 6, the first connecting gear 64 and the main reduction gear 101 of the differential mechanism 100 are all 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 three-gear driven gear 61, the D three-four 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.
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 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.
As shown in fig. 3, in the third 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 specific, a first transmission gear 41 is fixedly arranged on the motor shaft of the auxiliary motor 4, a second transmission gear 13 meshed with the first transmission gear 41 is fixedly arranged on the solid input shaft 1, and at this time, the central axis of the auxiliary motor 4 and the central axis of the engine 3 are on the same axis.
As shown in fig. 4, the difference between the fourth embodiment of the present invention and the third embodiment is that the specific structure of the E-gear assembly is the same as that of the second embodiment, so that the detailed description thereof will not be repeated.
As shown in fig. 5, the third embodiment of the present invention is different from the first embodiment in that the gear assembly is structured, specifically, the output assembly includes a first output shaft 6 and a second output shaft 7 disposed at both sides of the solid input shaft 1 in the transmission housing, the first output shaft 6 is provided with a first connecting gear 64 engaged with a main reduction gear 101 of the differential 100, and the second output shaft 7 is provided with a second connecting gear 74 engaged 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 solid input shaft 1, a D three-gear driven gear 61 which is in idle sleeve connection with the first duplex gear 11 on the first output shaft 6 and a D four-gear driven gear 62 which is in mesh with the second duplex gear 12, a D three-four synchronizer 63 which is arranged on the first output shaft 6 is arranged between the D three-gear driven gear 61 and the D four-gear driven gear 62, and the D three-four synchronizer 63 is in transmission connection with the D three-gear driven gear 61 or the D four-gear driven gear 62 selectively. The D gear assembly further comprises a D five-gear driven gear 71 which is sleeved on the second output shaft 7 and meshed with the first duplex gear 11, and a DP-gear driven gear 72 which is meshed with the second duplex gear 12, a D five-six synchronizer 73 which is arranged on the second output shaft 7 is further arranged between the D five-gear driven gear 71 and the DP-gear driven gear 79, and the D five-six synchronizer 73 is in transmission connection with the D five-gear driven gear 71 or the DP-gear driven gear 79. Further, the D three-gear driven gear 61 in the D gear assembly is a starting gear and a reverse gear which can be driven by the auxiliary motor 4/the engine 3, so that the D first gear, the D second gear and the reverse gear are omitted, and the D three-gear driven gear is driven by the engine or/and the auxiliary motor to realize the starting and the reverse of the vehicle, so that the whole structure of the transmission is simplified, the whole quality of the transmission is reduced, and the performance and the cruising ability of the whole vehicle are improved.
As shown in fig. 6, the difference between the sixth embodiment of the present invention and the fifth embodiment is that the specific structure of the E-gear assembly is the same as that of the second embodiment, so that the detailed description thereof will not be repeated.
As shown in fig. 7, in a sixth embodiment of the present invention, the hybrid driving assembly at least includes an input shaft assembly and an output shaft assembly that are disposed on one side of the differential 100 and parallel to each other, where the input shaft assembly includes a solid input shaft 1 that is disposed in a transmission housing and is rotatable, one end of the input shaft assembly is connected to an engine 3 through a driving connection assembly, the other end of the solid input shaft 1 is connected to a rotor of an auxiliary motor 4, and 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, simply, a motor with a certain transient power is directly used to replace a conventional motor, and plays a role in starting the engine when a starting stage is short, so that idle speed loss and pollution of the engine can be reduced, parallel contact can be realized, and the engine 3 is directly dragged to a high-efficiency economic zone 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.
Further, the driving connection assembly comprises a clutch 2 arranged between the solid input shaft 1 and the engine 3, one end of a pressure plate of the clutch 2 is fixedly connected with the solid input shaft 1, the other end of the pressure plate of the clutch 2 is connected with the engine 3 through a dual-mass flywheel 23, a friction plate of the clutch 2 is fixedly connected with a hollow input shaft 5 sleeved on the solid input shaft 1, and the hollow input shaft 5 is in transmission connection with a main reduction gear 101 of the differential 100 through a D gear assembly and an output assembly. Specifically, the output assembly at least includes a first output shaft 6 disposed at one side of the hollow input shaft 5, the D gear assembly at least includes a first duplex gear 51 and a second duplex gear 52 fixed on the hollow input shaft 5, a D first gear driven gear 61 meshed with the first duplex gear 51 and a D second gear driven gear 62 meshed with the second duplex gear 52 on the first output shaft 6, a D two synchronizer 63 disposed on the first output shaft 6 is further disposed between the D first gear driven gear 61 and the D two gear driven gear 62, and the D two synchronizer 63 is selectively connected with the D first gear driven gear 61 or the D two gear driven gear 62 in a transmission manner. The output assembly further comprises a second output shaft 7 arranged on the other side of the hollow input shaft 5, the gear assembly 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 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 D-gear assembly further comprises a first connecting gear 64 arranged on the first output shaft 6 in engagement with the main reduction gear 101 of the differential 100, and a second connecting gear 74 arranged on the second output shaft 7 in engagement with the main reduction gear 101 of the differential 100.
In the present invention, a main driving motor 9 and a third output shaft 8 are disposed on the other side of the differential 100, the main driving motor 9 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 100 is disposed on the third output shaft 8. The E gear assembly includes an E first gear driving gear 91 fixed on the motor shaft of the main driving motor 9, and an E first gear driven gear 81 fixed on the third output shaft 8 and meshed with the E first gear driving gear 91.
The third output shaft 8 may also be provided with a parking ratchet 85, or may be provided on other shaft systems, which are not particularly limited, and are all within the scope of the present invention.
The main reduction gear of the differential described in the foregoing may be driven by hybrid or/and by pure electric power, that is, the addition of the power on the engine 3 and the main drive motor 9 may be achieved during the mixing. 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 seventh 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 electric-only 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 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, 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.
As shown in fig. 8, in the eighth embodiment of the present invention, compared with the first embodiment, the difference is that the specific structure of the E gear assembly is specific, the E gear assembly includes an E first gear driving gear 91 and an E second gear driving gear 92 fixed on the motor shaft of the main driving motor 9, and 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 that are sleeved on the third output shaft 8, and an E synchronizer 83 disposed on the third output shaft 8 is further disposed between the E first gear driven gear 81 and the E second gear driven gear 82, where the E synchronizer 83 is selectively connected with the E first gear driven gear 81 or the E second gear driven gear 82 in a transmission manner.
The operation of the eighth embodiment of the present invention will be briefly described below:
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, 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.
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 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.
As shown in fig. 9, the ninth embodiment of the present invention is different from the first embodiment in that the D gear assembly is configured, specifically, the output assembly includes at least a first output shaft 6 disposed on one side of the hollow input shaft 5, the D gear assembly includes at least a first duplex gear 51 and a second duplex gear 52 fixed on the hollow input shaft 5, a D first gear driven gear 61 meshed with the first duplex gear 51 and a D second gear driven gear 62 meshed with the second duplex gear 52 that are sleeved on the first output shaft 6, a D first gear driven gear 61 and a D second gear driven gear 62 are further disposed between the D first output shaft 6, and the D first and second synchronizers 63 are selectively connected with the D first gear driven gear 61 or the D second gear driven gear 62 in a driving manner. The output assembly further comprises a second output shaft 7 arranged on the other side of the hollow input shaft 5, the D gear assembly 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 P-gear driven gear 79 which is meshed with the second duplex gear 52, a D three-gear synchronizer 73 arranged on the second output shaft 7 is further arranged between the D three-gear driven gear 71 and the P-gear driven gear 79, and the D three-gear synchronizer 73 is optionally connected with the D three-gear driven gear 71 or the P-gear driven gear 79 in a transmission manner.
As shown in fig. 10, in the tenth embodiment of the present invention, compared with the third embodiment, the difference is that the specific structure of the E-gear assembly is the same as that of the second embodiment, and therefore, the description thereof will not be repeated.
As shown in fig. 11, in comparison with the seventh embodiment, the eleventh embodiment of the present invention is distinguished in that the connection relationship between the input shaft assembly and the flywheel system of the engine 3 and the auxiliary motor 4 is that the input shaft assembly includes a solid input shaft 1 that is rotatably disposed in the gearbox housing, one end of the solid input shaft 1 is directly fixedly connected with the flywheel system of the engine 3, and the flywheel system of the engine 3 further includes a dual mass flywheel fixedly connected with the engine 3, and the dual mass flywheel can provide inertia and stable output for the engine. The other end of the solid input shaft is rigidly connected with a rotor of an auxiliary motor 4 through a driving end of a clutch 2, a driven end of the clutch 2 is fixedly connected with a hollow input shaft 5 which is sleeved on the solid input shaft 1, the clutch can be disconnected in a parking state by the design, and the power of the engine drives the auxiliary motor to generate electricity through the solid input shaft, so that the parking power generation function is realized.
As shown in fig. 12, in the twelfth embodiment of the present invention, compared with the eleventh embodiment, the difference is that the specific structure of the E gear assembly is the same as that of the E gear assembly of the eighth embodiment, and thus the description thereof will not be repeated.
As shown in fig. 13, in the thirteenth embodiment of the present invention, compared with the eleventh embodiment, the difference is that the specific structure of the D gear assembly is the same as that of the D gear assembly of the ninth embodiment, and therefore, the description thereof will not be repeated.
As shown in fig. 14, in the fourteenth embodiment of the present invention, compared with the thirteenth embodiment, the difference is that the specific structure of the E gear assembly is the same as that of the E gear assembly of the eighth embodiment, and thus the description thereof will not be repeated.
The beneficial effects of the invention are mainly as follows:
1. 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;
2. The system can realize parallel mixed motion in all gears, has good power performance and good fuel-saving performance, and greatly improves driving comfort;
3. in some embodiments, the auxiliary motor is arranged in an offset manner, is not positioned on the same shaft as the engine, and meets the rotation speed, torque and the like required by the reverse-dragging engine through the transmission gear, 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. the clutch and the auxiliary motor are arranged at two ends of the solid input shaft, so that the mutual influence of the clutch and the auxiliary motor when faults occur can be avoided, and the service lives of the clutch and the auxiliary motor are greatly prolonged;
5. 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;
6. 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;
7. The reverse gear in the traditional sense is removed, and the reverse gear can be realized by reversing the main driving motor;
8. 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 main driving motor or charge the battery pack, and the engine is started to supplement the battery pack with electric quantity under a parking state;
9. when the vehicle brakes, the main driving motor is used for recovering energy, so that the energy waste is avoided;
10. 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;
11. 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;
12. 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;
13. 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;
14. 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 (6)

1. Transmission drive system with hybrid power, comprising a differential (100), the main reduction gear (101) of the differential (100) being driven by a hybrid drive assembly or/and a pure electric drive assembly, characterized in that:
The hybrid driving assembly at least comprises an input shaft assembly and an output shaft assembly which are arranged on one 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 output shaft assembly comprises a first output shaft (6) and a second output shaft (7) which are arranged in a gearbox shell, 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); one end of the input shaft assembly is connected with the engine (3) through the drive connecting assembly, and the other end of the input shaft assembly is connected with an auxiliary motor (4) for controlling the rotation of the input shaft assembly;
the pure electric drive assembly comprises a main drive motor (9) arranged on the other side of the differential mechanism (100), the main drive motor (9) is in transmission connection with a main reduction gear (101) of the differential mechanism (100) through an E gear assembly, and the length of the main drive motor (9) is equal to the sum of the lengths of the D gear assembly and the auxiliary motor (4); the pure electric drive assembly further comprises a third output shaft (8) which is arranged on the other side of the differential mechanism (100) and parallel to the central axis of the main drive motor (9), and a third connecting gear (84) which is meshed with a main reduction gear (101) of the differential mechanism (100) is arranged on the third output shaft (8); the E gear assembly comprises an E first-gear driving gear (91) fixedly arranged on a motor shaft of the main driving motor (9), 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 (91); or the E gear assembly comprises an E first-gear driving gear (91) and an E second-gear driving gear (92) which are fixedly arranged on a motor shaft of the main driving motor (9), an E first-gear driven gear (81) which is sleeved on the third output shaft (8) and meshed with the E first-gear driving gear (91) and an E second-gear driven gear (82) which is meshed with the E second-gear driving gear (92), 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) optionally; the device further comprises a parking ratchet wheel (85), wherein the parking ratchet wheel (85) is arranged on the third output shaft (8) or the output shaft assembly.
2. The transmission drive system with hybrid power of claim 1, wherein: the input shaft assembly is a solid input shaft (1) which is arranged in the gearbox shell and can rotate automatically; the driving connection assembly comprises a clutch (2) arranged between the solid input shaft (1) and the engine (3), one end of the clutch (2) is fixedly connected with the solid input shaft (1), and the other end of the clutch is connected with the engine (3) through a dual-mass flywheel (23).
3. The transmission drive system with hybrid power of claim 2, wherein: the input shaft assembly comprises a solid input shaft (1) which is arranged in the gearbox shell and can rotate, and a hollow input shaft (5) which is sleeved on the solid input shaft (1); the driving connection assembly comprises a clutch (2) arranged between the solid input shaft (1) and the engine (3), one end of a pressure plate of the clutch (2) is fixedly connected with the solid input shaft (1), and the other end of the pressure plate is connected with the engine (3) through a dual-mass flywheel (23); the friction plate of the clutch (2) is fixedly connected with the hollow input shaft (5).
4. A transmission drive system with hybrid power as claimed in claim 2 or 3, characterized in that: the rotor of the auxiliary motor (4) is fixedly arranged on the solid input shaft (1).
5. A transmission drive system with hybrid power as claimed in claim 2 or 3, characterized in that: a first transmission gear (41) is fixedly arranged on a motor shaft of the auxiliary motor (4), and a second transmission gear (13) meshed with the first transmission gear (41) is fixedly arranged on the solid input shaft (1).
6. The transmission drive system with hybrid power of claim 1, wherein: the input shaft assembly comprises a solid input shaft (1) which is arranged in a gearbox shell and can rotate, one end of the solid input shaft (1) is directly fixedly connected with a flywheel system of an engine (3), the other end of the solid input shaft is rigidly connected with a rotor of an auxiliary motor (4) through a driving end of a clutch (2), and a driven end of the clutch (2) is fixedly connected with a hollow input shaft (5) which is sleeved on the solid input shaft (1).
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CN111005998A (en) * 2019-12-18 2020-04-14 吉泰车辆技术（苏州）有限公司 Auxiliary motor rear-mounted hybrid transmission
CN111016621A (en) * 2019-12-18 2020-04-17 吉泰车辆技术（苏州）有限公司 Hybrid transmission
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