CN109383265B - Hybrid power gearbox structure and working method thereof - Google Patents
Hybrid power gearbox structure and working method thereof Download PDFInfo
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- CN109383265B CN109383265B CN201811434473.7A CN201811434473A CN109383265B CN 109383265 B CN109383265 B CN 109383265B CN 201811434473 A CN201811434473 A CN 201811434473A CN 109383265 B CN109383265 B CN 109383265B
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- 238000000034 method Methods 0.000 title claims abstract description 18
- 239000003638 chemical reducing agent Substances 0.000 claims description 58
- 230000033001 locomotion Effects 0.000 claims description 10
- 230000005540 biological transmission Effects 0.000 claims description 6
- 238000006243 chemical reaction Methods 0.000 claims description 2
- 230000008569 process Effects 0.000 abstract description 7
- 238000005516 engineering process Methods 0.000 description 7
- 230000008859 change Effects 0.000 description 4
- 230000007246 mechanism Effects 0.000 description 4
- 239000000446 fuel Substances 0.000 description 2
- 241001494479 Pecora Species 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 238000004519 manufacturing process Methods 0.000 description 1
- 239000000463 material Substances 0.000 description 1
- 230000007935 neutral effect Effects 0.000 description 1
- 239000003208 petroleum Substances 0.000 description 1
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Classifications
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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
- B60K6/22—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
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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
- B60K17/00—Arrangement or mounting of transmissions in vehicles
- B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
- B60K17/06—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of change-speed gearing
- B60K17/08—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of change-speed gearing of mechanical type
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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
- B60K17/00—Arrangement or mounting of transmissions in vehicles
- B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
- B60K17/16—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of differential gearing
- B60K17/165—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of differential gearing provided between independent half axles
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
- F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
- F16H3/20—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially using gears that can be moved out of gear
- F16H3/22—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially using gears that can be moved out of gear with gears shiftable only axially
- F16H3/30—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially using gears that can be moved out of gear with gears shiftable only axially with driving and driven shafts not coaxial
- F16H3/32—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially using gears that can be moved out of gear with gears shiftable only axially with driving and driven shafts not coaxial and an additional shaft
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H57/00—General details of gearing
- F16H57/02—Gearboxes; Mounting gearing therein
- F16H57/023—Mounting or installation of gears or shafts in the gearboxes, e.g. methods or means for assembly
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/26—Generation or transmission of movements for final actuating mechanisms
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/68—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for stepped gearings
- F16H61/684—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for stepped gearings without interruption of drive
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H2200/00—Transmissions for multiple ratios
- F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
- F16H2200/0047—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising five forward speeds
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/62—Hybrid vehicles
Landscapes
- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Hybrid Electric Vehicles (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Structure Of Transmissions (AREA)
Abstract
The invention discloses a hybrid power gearbox structure and a working method thereof, wherein the hybrid power gearbox structure comprises an engine driving part, a driven part, a motor driving part, a power output part and a control part, wherein the engine driving part is respectively connected with the engine and the driven part, the driven part is connected with the motor driving part and the power output part, and the control part is connected with the power output part and the point motor driving part, detects the output rotating speed of the control part and controls the motor driving part to operate. According to the invention, the motor driving part is arranged and is always in a working state, so that the power interruption in the gear shifting process is prevented.
Description
Technical Field
The invention relates to the technical field of gearboxes, in particular to a hybrid power gearbox structure and a working method thereof.
Background
Currently, the country is greatly pushing hybrid technologies, because the hybrid technologies have advantages of reducing fuel consumption and emissions, and at the same time, improving vehicle dynamics. And with the increasing price of petroleum, the fuel economy of automobiles is more and more paid attention, and hybrid motor vehicles become the best solution.
Hybrid gearboxes currently on the market structurally comprise: CVT hybrid gearbox, DCT hybrid gearbox and AT hybrid gearbox, the manufacturing of the type of gearbox is complex, the technical difficulty is high, and the cost is high. The AMT transmission system technology has a certain foundation in China relatively, and the AMT technology is changed on the basis of the original manual gearbox, so that the cost investment is very low. Therefore, in the current stage of China, the AMT technology is selected to realize the automatic speed change of the automobile, the actual selection is made according to the national conditions in the current stage of China, the AMT technology is used as a pilot sheep for starting the automatic speed change of the automobile on the automobile produced in China for a long time, and the hybrid electric car realized by the AMT technology is a bright spot in the history of automobile development in China.
However, the conventional AMT gearbox suffers from power interruption during engine independent driving and (driving motor position after clutch, gearbox before) shifting in hybrid drive mode-such as: in the gear shifting process of the engine, the clutch is firstly required to be disconnected, then the 2-gear synchronizer is placed in a neutral gear (the combination of the 2-gear synchronizer and the 2-gear driven gear is disconnected), and in the process, the power of the engine or the motor cannot drive the wheels to rotate, so that power interruption occurs.
Disclosure of Invention
Aiming at the problems in the prior art, the invention aims to provide a hybrid gearbox structure for preventing power interruption during gear shifting and a working method thereof.
The specific technical scheme is as follows:
The utility model provides a hybrid gearbox structure, includes engine drive portion, driven portion, motor drive portion, power take off portion and control division, wherein engine drive portion connects engine and driven portion respectively, driven portion with motor drive portion and power take off portion link to each other, control division with power take off portion and some motor drive portion link to each other to detect its rotational speed of output, and control motor drive portion operation.
Preferably, the motor driving part comprises a third shaft, a motor, a first motor gear, a second motor gear and a motor synchronizer, wherein the motor is connected with the third shaft to drive the third shaft to operate, the first motor gear and the second motor gear are movably sleeved on the third shaft, and the motor synchronizer is arranged on the third shaft and located between the first motor gear and the second motor gear and is respectively matched with the first motor gear or the second motor gear independently.
Preferably, the driven part comprises a second shaft, a first driven gear, a second driven gear, a third driven gear, a main reducer driving gear and a second gear synchronizer, wherein the main reducer driving gear, the first driven gear and the third driven gear are all fixedly arranged on the second shaft, the first driven gear is positioned between the main reducer driving gear and the third driven gear, and the first driven gear is meshed with the second gear of the motor; the second driven gear is movably sleeved on the second shaft, is positioned between the first driven gear and the third driven gear, and is meshed with the first gear of the motor; the second gear synchronizer is arranged between the first driven gear and the second driven gear and is matched with the second driven gear.
Preferably, the engine driving part comprises a first shaft, a second driving gear, a third driving gear and a three-four gear synchronizer, one end of the first shaft is connected with the engine through a clutch, the third driving gear is movably arranged on the first shaft, the second driving gear is fixedly arranged on the second shaft and is positioned between the third driving gear and the clutch, the three-four gear synchronizer is arranged at the other end of the first shaft, the second driving gear is meshed with a second driven gear, and the third driving gear is meshed with a third driven gear.
Preferably, the power output part comprises a differential mechanism, a main reducer driven gear and an output half shaft, wherein the main reducer driven gear is arranged on the differential mechanism and meshed with the main reducer driving gear to input motion to the differential mechanism, and the differential mechanism is connected with the output half shaft and outputs the motion through the output half shaft.
Preferably, the control part is connected with the output half shaft and the motor synchronizer, and is used for checking the rotation speed of the output half shaft and simultaneously controlling the operation of the motor synchronizer.
In addition, a working method of the hybrid power gearbox is also provided, which comprises pure electric drive and hybrid power drive,
When the pure electric motor is driven, the motor drives a third shaft to move, power is transmitted to the engine driving part through a first driven gear or a second driven gear, and the second shaft is driven to rotate through the engine driving part to drive the power output part to operate;
When the hybrid power is driven, the motor drives the third shaft to move, power is transmitted to the engine driving part through the first driven gear or the second driven gear, meanwhile, the engine is operated to drive the engine driving part to operate, and the second shaft is driven to rotate through the engine driving part to drive the power output part to operate.
Preferably, the electric motor drive includes: a first gear output, a second gear output and a third gear output,
When the first gear is output, the clutch is disconnected, the motor synchronizer is combined with the motor second gear, and other gear synchronizers are disconnected;
When the second gear is output, the clutch is disconnected, the first gear of the motor is combined with the motor synchronizer, the second gear synchronizer is combined with the second driven gear, and other gear synchronizers are disconnected;
when the three-gear output is performed, the clutch is disconnected, the first gear of the motor is combined with the motor synchronizer, the three-gear synchronizer is combined with the third driving gear, and other gear synchronizers are disconnected.
Preferably, the hybrid driving includes: the motor outputs in one gear, the engine changes in multiple gears, and the motor and the engine are both in multiple gears;
the motor one-gear output and engine multi-gear change comprises: the motor is in first gear, the engine is in second gear, and the motor is in first gear and the engine is in third gear;
The motor and the engine are multi-gear conversion comprising: and the motor is in second gear, the engine is in second gear, the motor is in third gear, and the engine is in third gear.
Preferably, when the motor is in first gear and the engine is in second gear for output, the clutch is closed, the motor synchronizer is combined with the motor second gear, the second gear synchronizer is combined with the second driven gear, and other gear synchronizers are all disengaged;
when the motor is in first gear and the engine is in third gear for output, the clutch is closed, the motor synchronizer is combined with the second gear of the motor, the three-gear synchronizer is combined with the third driving gear, and other gear synchronizers are all disconnected;
when the motor is in second gear and the engine is in second gear output, the clutch is closed, the motor synchronizer is combined with the first gear of the motor, the second gear synchronizer is assembled with the second driven gear, and other gear synchronizers are all disengaged;
when the motor is in three-gear and the engine is in two-gear output, the clutch is closed, the motor synchronizer is combined with the first gear of the motor, the three-gear synchronizer is combined with the third driving gear, and other gear synchronizers are all disengaged.
The technical scheme has the positive effects that:
According to the invention, the motor driving part is arranged and is always in a working state, so that the power interruption in the gear shifting process is prevented.
The motor driving part is internally provided with a motor synchronizer which can be respectively matched with the first motor gear and the second motor gear, the gear can be adjusted when the motor synchronizer is combined with the first motor gear, and the second motor gear can be directly powered by the second shaft when the motor synchronizer is combined with the second motor gear.
The invention combines the operation modes of P2 mixing and P3 mixing (the position of the driving motor is behind the gearbox and before the main speed reducer) in the prior art, and simultaneously prevents the problem of power supply interruption in the P2 mixing mode.
Meanwhile, reverse gear function of the gearbox can be achieved through motor reverse rotation.
And meanwhile, when the vehicle is in a stop state, the engine charges the battery pack.
Drawings
FIG. 1 is a schematic structural view of a hybrid transmission of the present invention.
In the attached drawings, 1, an engine; 2. a clutch; 3. a bearing; 4. a second gear synchronizer; 5. a second drive gear; 6. a third drive gear; 7. a three-four gear synchronizer; 8. a fourth driving gear; 9. a fifth driving gear; 10. a fifth gear synchronizer; 11. a first shaft; 12. a second shaft; 13. a fifth driven gear; 14. a fourth driven gear; 15. a motor; 16. a third driven gear; 17. a second driven gear; 18. a motor first gear; 19. a motor synchronizer; 20. a differential; 21. an output half shaft; 22. a third shaft; 23. a motor second gear; 24. a main reducer driven gear; 25. a main reducer drive gear; 26. a first driven gear.
Detailed Description
In order to make the technical means, the creation features, the achievement of the purpose and the effect of the present invention easy to understand, the following embodiments provide specific description of the present invention with reference to the accompanying drawings.
Fig. 1 is a schematic structural diagram of a hybrid gearbox structure of the present invention, please refer to fig. 1, which shows a preferred hybrid gearbox structure, including an engine driving portion, a driven portion, a motor driving portion, a power output portion, and a control portion, wherein the engine driving portion is respectively connected to the engine 1 and the driven portion, the driven portion is connected to the motor driving portion and the power output portion, and the control portion is checked with the power output portion and controls the motor driving portion to operate.
When the vehicle runs, the motor driving part is always in a running state, so that power is always output through the driven part by the power output part, and when the engine driving part runs, if gear shifting is needed, the phenomenon of power interruption is avoided.
The operation process of the invention is as follows: when the motor driving part operates independently, the driven part is driven by the engine driving part to operate simultaneously, and then the power output part outputs movement; when the engine 1 and the motor driving part are operated simultaneously, both drive the driven part to operate, and the power output part outputs movement.
In the invention, the motor driving part is arranged in the structure of the hybrid gearbox, and is always in a running state, so that when the motor driving part and the engine 1 are in mixed motion, if the engine driving part needs to change gear, the engine 1 can not drive the engine driving part to run, the motor driving part can provide power, and the power interruption is avoided.
In the following, a specific embodiment is described, and it should be noted that the structures, processes, and materials described in the following embodiments are only used to illustrate the feasibility of the embodiments, and are not intended to limit the scope of the invention.
More specifically, the motor driving part includes a third shaft 22, a motor 15, a motor first gear 18, a motor second gear 23 and a motor synchronizer 19, where the motor 15 is connected with the third shaft 22 to drive the third shaft 22 to operate, the motor first gear 18 and the motor second gear 23 are movably sleeved on the third shaft 22, and the motor synchronizer 19 is disposed on the third shaft 22 and between the motor first gear 18 and the motor second gear 23, and separately cooperates with the motor first gear 18 or the motor second gear 23, and when the motor first gear 18, the motor second gear 23 and the third shaft 22 synchronously move.
Further, the driven part includes a second shaft 12, a first driven gear 26, a second driven gear 17, a third driven gear 16, a main reducer driving gear 25 and a second gear synchronizer 4, the main reducer driving gear 25, the first driven gear 26 and the third driven gear 16 are all fixedly arranged on the second shaft 12, the first driven gear 26 is located between the main reducer driving gear 25 and the third driven gear 16, and the first driven gear 26 is meshed with the motor second gear 23. The second driven gear 17 is movably sleeved on the second shaft 12, is positioned between the first driven gear 26 and the third driven gear 16, and is meshed with the motor first gear 18. The second gear synchronizer 4 is disposed between the first driven gear 26 and the second driven gear 17, and is further matched with the second driven gear 17 to drive the second driven gear 17 to rotate synchronously with the second shaft 12.
The driven part further includes a fourth driven gear 14 and a fifth driven gear 13, the fifth driven gear 13 is fixed to the second shaft 12 at an opposite end to the end where the main reduction driving gear is disposed, and the fourth driven gear 14 is also fixed to the second shaft 12 and is located between the fifth driven gear 13 and the third driven gear 16.
The engine driving part comprises a first shaft 11, a second driving gear 5, a third driving gear 6 and a three-four-gear synchronizer 7, wherein one end of the first shaft 11 is connected with the engine 1 through a clutch 2, the third driving gear 6 is movably arranged on the first shaft 11, the second driving gear 5 is fixedly arranged on a second shaft 12 and is positioned between the three driving gears and the clutch 2, and the three-four-gear synchronizer 7 is arranged at the other end of the first shaft 11. Wherein the second driving gear 5 is meshed with a second driven gear 17, and the third driving gear 6 is meshed with the third driven gear 16.
In addition, the engine driving part further comprises a fourth driving gear 8, a fifth driving gear 9 and a fifth gear synchronizer 10, wherein the fifth gear synchronizer 10 is arranged on the first shaft 11 and is positioned at one side of the third-fourth gear synchronizer, which is opposite to the third driving gear 6, the fifth driving gear 9 is movably arranged on the first shaft 11 and is positioned between the fifth gear synchronizer 10 and the third-fourth gear synchronizer 7, and the fourth driving gear 8 is movably arranged on the first shaft 11 and is positioned between the fifth driving gear 9 and the third-fourth gear synchronizer 7. The fifth driving gear 9 is meshed with the fifth driven gear 13, and the fourth driving gear 8 is meshed with the fourth driven gear 14.
The power output part comprises a differential 20, a main reducer driven gear 24 and an output half shaft 21, wherein the main reducer driven gear 24 is arranged on the differential 20 and meshed with a main reducer driving gear 25, motion is input to the differential 20, and the differential 20 is connected with the output half shaft 21 and outputs the motion through the output half shaft 21. The control part is connected with the output half shaft 21 and the motor synchronizer 19, and is used for checking the rotation speed of the output half shaft 21 and simultaneously controlling the operation of the motor synchronizer 19.
In addition, the output half shaft 21, the third shaft 22, the second shaft 12 and the first shaft 11 are provided with 2 bearings 3 for reducing friction with the outside when the shafts rotate.
The specific operation method of the invention comprises the following steps:
When the hybrid power gearbox is driven by a pure electric motor and outputs for one gear, the clutch 2 is disconnected, the motor synchronizer 19 is combined with the second driving gear 5 of the motor 15, and other gear synchronizers are disconnected;
at this time, the motor 15 power drives the motor synchronizer 19 by the third shaft 22 and further drives the motor 15 second driving gear 5 to rotate, the motor second gear 23 is meshed with the first driven gear 26, the power is transmitted to the second shaft 12 through the first driven gear 26, the second shaft 12 drives the main reducer driving gear 25, the main reducer driving gear 25 is meshed with the main reducer driven gear 24 and transmits the power to the differential 20, and finally the output half shaft 21 drives the wheels to rotate. By reversing the motor 15, the reverse gear function of the vehicle can be achieved.
When the hybrid power gearbox is driven by a pure electric motor and outputs for two gears, the clutch 2 is disconnected, the first gear 18 of the motor is combined with the motor synchronizer 19, the second gear synchronizer 4 is combined with the second driven gear 17, and other gear synchronizers are disconnected;
At this time, the motor 15 drives the third shaft 22 to rotate by power, driving the motor synchronizer 19 and the motor first gear 18 to rotate, the motor first gear 18 is meshed with the second driven gear 17, power is transmitted to the second shaft 12 through the second driven gear 17, the second shaft 12 drives the main reducer driving gear 25, and the main reducer driving gear 25 transmits power to the differential 20 by meshing with the main reducer driven gear 24, and finally the output half shaft 21 drives the wheels to rotate.
When the hybrid power gearbox is driven by a pure electric motor and outputs three gears, the clutch 2 is disconnected, the first gear 18 of the motor is combined with the motor synchronizer 19, the third gear synchronizer 7 is combined with the third driving gear 6, and other gear synchronizers are disconnected;
At this time, the motor 15 is driven to rotate by the third shaft 22, the motor synchronizer 19 and the motor first gear 18, the motor first gear 18 is meshed with the second driven gear 17, then power is transmitted to the first shaft 11 through the second driving gear 5, then power is transmitted to the third driving gear 6 through the third-fourth gear synchronizer 7, the third driving gear 6 is meshed with the third driven gear 16, power is transmitted to the second shaft 12 through the third driven gear 16, the second shaft 12 drives the main reducer driving gear 25, the main reducer driving gear 25 is meshed with the main reducer driven gear 24, power is transmitted to the differential 20, and finally the output half shaft 21 drives the wheels to rotate. The second driven gear 17 does not rotate the second shaft 12 because the second gear synchronizer 4 is not combined with the second driven gear 17.
When the hybrid power gearbox is driven by a pure motor and outputs for four gears, the clutch 2 is disconnected, the motor first gear 18 is combined with the motor synchronizer 19, and the three-gear synchronizer 7 is combined with the fourth driving gear 8 (other gear synchronizers are all disconnected);
At this time, the motor 15 is driven to rotate by the third shaft 22 to drive the motor synchronizer 19 and the motor first gear 18, the motor first gear 18 is meshed with the second-gear driven gear, the power is transmitted to the first shaft 11 through the second driving gear 5, then the power is transmitted to the fourth driving gear 8 through the three-four-gear synchronizer 7, the fourth driving gear 8 is meshed with the fourth driven gear 14, the power is transmitted to the second shaft 12 through the fourth driven gear 14, the second shaft 12 drives the main reducer driving gear 25, the main reducer driving gear 25 is meshed with the main reducer driven gear 24 to transmit the power to the differential 20, and finally the output half shaft 21 drives the wheels to rotate. The second driven gear 17 does not rotate the second shaft 12 because the second gear synchronizer 4 is not combined with the second driven gear 17.
When the hybrid power gearbox is driven by a pure electric motor and outputs in five gears, the clutch 2 is disconnected, the motor first gear 18 is combined with the motor synchronizer 19, and the five-gear synchronizer 10 is combined with the fifth driving gear 9 (other gear synchronizers are all disconnected);
At this time, the motor 15 is driven to rotate by the third shaft 22 to drive the motor synchronizer 19 and the motor first gear 18, the motor first gear 18 is meshed with the second-gear driven gear, the power is transmitted to the first shaft 11 through the second driving gear 5, the power is transmitted to the fifth driving gear 9 through the fifth-gear synchronizer 10, the fifth driving gear 9 is meshed with the fifth driven gear 13, the power is transmitted to the second shaft 12 through the fifth driven gear 13, the second shaft 12 drives the main reducer driving gear 25, the main reducer driving gear 25 is meshed with the main reducer driven gear 24 to transmit the power to the differential 20, and finally the output half shaft 21 drives the wheels to rotate. The second driven gear 17 does not rotate the second shaft 12 because the second gear synchronizer 4 is not combined with the second driven gear 17.
When the hybrid gearbox is in hybrid driving, namely the motor 15 and the engine 1 are driven simultaneously, and the first gear of the motor 15 is output, and the second gear of the engine 1 is output, the clutch 2 is closed, the motor synchronizer 19 is combined with the second driving gear 5 of the motor 15, the second gear synchronizer 4 is combined with the second driven gear 17, and other gear synchronizers are all disconnected;
At this time, the power of the engine 1 is transmitted to the first shaft 11 through the clutch 2 to drive the second driving gear 5 to rotate, the second driving gear 5 is meshed with the second driven gear 17, the power is transmitted to the second shaft 12 through the second gear synchronizer 4, the motor 15 drives the third shaft 22 to rotate, the motor synchronizer 19 further drives the motor 15 to rotate the second driving gear 5, the motor second gear 23 is meshed with the first driven gear 26, the power is transmitted to the second shaft 12 through the first driven gear 26, the second shaft 12 drives the main reducer driving gear 25, the main reducer driving gear 25 is meshed with the main reducer driven gear 24 to transmit the power to the differential 20, and finally the output half shaft 21 drives the wheels to rotate.
When the hybrid power gearbox is in hybrid power driving and is used for outputting the first gear of the motor 15 and outputting the third gear of the engine 1, the clutch 2 is closed, the motor synchronizer 19 is combined with the second driving gear 5 of the motor 15, the third gear synchronizer 7 is combined with the third driving gear 6, and other gear synchronizers are all disconnected;
At this time, the power of the engine 1 is transmitted to the first shaft 11 through the clutch 2, the power is transmitted to the third driving gear 6 through the third-fourth gear synchronizer 7, the third driving gear 6 is meshed with the third driven gear 16, the power is transmitted to the second shaft 12 through the third driven gear 16, the motor 15 drives the third shaft 22 to rotate, the motor 15 is further driven to rotate by the motor synchronizer 19, the motor second gear 23 is meshed with the first driven gear 26, the power is transmitted to the second shaft 12 through the first driven gear 26, the second shaft 12 drives the main reducer driving gear 25, the main reducer driving gear 25 is meshed with the main reducer driven gear 24, the power is transmitted to the differential 20, and finally the output half shaft 21 drives the wheels to rotate.
When the hybrid power gearbox is in hybrid power driving and is used for outputting the first gear of the motor 15 and outputting the fourth gear of the engine 1, the clutch 2 is closed, the motor synchronizer 19 is combined with the second driving gear 5 of the motor 15, the third gear synchronizer 7 is combined with the fourth driving gear 8, and other gear synchronizers are all disconnected;
At this time, the power of the engine 1 is transmitted to the first shaft 11 through the clutch 2, the power is transmitted to the fourth driving gear 8 through the third-fourth gear synchronizer 7, the fourth driving gear 8 is meshed with the fourth driven gear 14, the power is transmitted to the second shaft 12 through the fourth driven gear 14, the motor 15 drives the third shaft 22 to rotate, the motor 15 is further driven to rotate by the motor synchronizer 19, the motor second gear 23 is meshed with the first driven gear 26, the power is transmitted to the second shaft 12 through the first driven gear 26, the second shaft 12 drives the main reducer driving gear 25, the main reducer driving gear 25 is meshed with the main reducer driven gear 24, the power is transmitted to the differential 20, and finally the output half shaft 21 drives the wheels to rotate.
When the hybrid gearbox is in hybrid drive and is used for outputting first gear of the motor 15 and outputting fifth gear of the engine 1, the clutch 2 is closed, the motor synchronizer 19 is combined with the second driving gear 5 of the motor 15, the fifth gear synchronizer 10 is combined with the fifth driving gear 9, and other gear synchronizers are all disengaged;
At this time, the power of the engine 1 is transmitted to the first shaft 11 through the clutch 2, the power is transmitted to the fifth driving gear 9 through the fifth gear synchronizer 10, the fifth driving gear 9 is meshed with the fifth driven gear 13, the power is transmitted to the second shaft 12 through the fifth driven gear 13, the motor 15 drives the third shaft 22 to rotate, the motor synchronizer 19 drives the motor 15 to further drive the second driving gear 5 to rotate, the motor second gear 23 is meshed with the first driven gear 26, the power is transmitted to the second shaft 12 through the first driven gear 26, the second shaft 12 drives the main reducer driving gear 25, the main reducer driving gear 25 is meshed with the main reducer driven gear 24, the power is transmitted to the differential 20, and finally the output half shaft 21 drives the wheels to rotate.
When the hybrid power gearbox is in hybrid power and is used for outputting the second gear of the motor 15 and outputting the second gear of the engine 1, the clutch 2 is closed, the motor synchronizer 19 is combined with the first gear 18 of the motor, the second gear synchronizer 4 is combined with the second driven gear 17, and other gear synchronizers are all disengaged;
At this time, the power of the engine 1 is transmitted to the first shaft 11 through the clutch 2 to drive the second driving gear 5 to rotate, the second driving gear 5 is meshed with the second driven gear 17, the power is transmitted to the second shaft 12 through the second gear synchronizer 4, meanwhile, the motor 15 drives the third shaft 22 to rotate to drive the motor synchronizer 19 and the motor first gear 18 to rotate, the power is transmitted to the second shaft 12 through the second driven gear 17, the main reducer driving gear 25 is meshed with the main reducer driven gear 24 to transmit the power to the differential 20, and finally the output half shaft 21 drives the wheels to rotate.
When the hybrid power gearbox is in hybrid power and is used for outputting three gears of the motor 15 and outputting three gears of the engine 1, the clutch 2 is closed, the motor synchronizer 19 is combined with the motor first gear 18, the three-gear synchronizer 7 is combined with the third driving gear 6, and other gear synchronizers are all disengaged;
at this time, the power of the engine 1 is transmitted to the first shaft 11 through the clutch 2, the power is transmitted to the third driving gear 6 through the third-fourth gear synchronizer 7, the motor 15 drives the motor synchronizer 19 and the motor first gear 18 to rotate by the third shaft 22, the power is transmitted to the first shaft 11 through the second driving gear 5 meshed with the second driven gear 17, the power is transmitted to the third driving gear 6 through the third-fourth gear synchronizer 7, the power is transmitted to the second shaft 12 through the third driven gear 16 because the third driving gear 6 is meshed with the third driven gear 16, the main reducer driving gear 25 drives the wheels to rotate by the output half shaft 21 through the meshing with the main reducer driven gear 24, and the power is transmitted to the differential 20.
When the hybrid power gearbox is in hybrid power and outputs for the motor 15 in four gears, and the engine 1 outputs for four gears, the clutch 2 is closed, the motor synchronizer 19 is combined with the motor first gear 18, the three-gear synchronizer 7 is combined with the fourth driving gear 8, and other gear synchronizers are all disengaged;
At this time, the power of the engine 1 is transmitted to the first shaft 11 through the clutch 2, the power is transmitted to the fourth driving gear 8 through the three-four speed synchronizer 7, the motor 15 drives the motor synchronizer 19 and the motor first gear 18 to rotate by the third shaft 22, the power is transmitted to the first shaft 11 through the second driving gear 5 meshed with the second driven gear 17, the power is transmitted to the fourth driving gear 8 through the three-four speed synchronizer 7, the power is transmitted to the second shaft 12 through the fourth driven gear 14 because the fourth driving gear 8 is meshed with the fourth driven gear 14, the main reducer driving gear 25 drives the wheels to rotate by the output half shaft 21 through the meshing with the main reducer driven gear 24, and the power is transmitted to the differential 20.
When the hybrid power gearbox is in hybrid power and outputs for five gears of the motor 15 and outputs for five and four gears of the engine 1, the clutch 2 is closed, the motor synchronizer 19 is combined with the motor first gear 18, the five gears synchronizer 10 is combined with the fifth driving gear 9, and other gears synchronizers are all disconnected;
At this time, the power of the engine 1 is transmitted to the first shaft 11 through the clutch 2, the power is transmitted to the fifth driving gear 9 through the fifth gear synchronizer 10, the motor 15 drives the motor synchronizer 19 and the motor first gear 18 to rotate by the third shaft 22, the power is transmitted to the first shaft 11 through the second driving gear 5 meshed with the second driven gear 17, the power is transmitted to the fifth driving gear 9 through the fifth gear synchronizer 10, the power is transmitted to the second shaft 12 through the fifth driven gear 13 due to the meshing of the fifth driving gear 9 and the fifth driven gear 13, the main reducer driving gear 25 transmits the power to the differential 20 through the meshing with the main reducer driven gear 24, and finally the output half shaft 21 drives the wheels to rotate.
The second shaft is directly driven to rotate by the motor driving part in a first gear state no matter in a pure electric driving state or a hybrid driving state, and is always in a motion state.
When the hybrid gearbox is in a pure electric driving state and a gear shift with more than two gears is needed, the motor synchronizer 19 is always combined with the motor first gear 18 due to the fact that the gear shift with more than two gears is needed, so that when the speed is detected by the control part, the motor synchronizer 19 is separated from the motor first gear 18 and combined with the motor second gear 23 when the speed reaches a shifting condition, the motor second gear 23 drives the first driven gear 26 to rotate, power is transmitted to the second shaft 12, the main reducer driving gear 25 is meshed with the main reducer driven gear 24, the power is transmitted to the differential 20, and finally the output half shaft 21 drives wheels to rotate. After the gear shifting is finished, the motor synchronizer 19 is separated from the gear of the second motor 15, combined with the first gear 18 of the motor, and operated in corresponding gear.
The design does not have the phenomenon of power interruption when the gear is shifted in the pure electric motor driving state, and ensures the continuity of the power output of the second shaft 12.
Similarly, when the hybrid gearbox is in hybrid drive and more than two gears need to be switched, the motor synchronizer 19 is always combined with the motor first gear 18, so that when the speed is detected by the control part, and when the speed reaches a switching condition, the motor synchronizer 19 is controlled to be separated from the motor first gear 18 and combined with the motor second gear 23, so that when the engine driving part is in gear shifting, the motor driving part always provides power for the second shaft 12, and the power interruption during gear shifting is avoided.
In the invention, the motor driving part is arranged and is always in a working state, so that the power interruption in the gear shifting process is prevented. Specifically, the motor driving part is provided with a motor synchronizer 19, which can be respectively matched with the first motor gear 18 and the second motor 15 gear, the gear of the motor synchronizer 19 can be adjusted when the motor synchronizer 19 is combined with the first motor gear 18, and the second motor 12 can be directly powered by the second shaft 12 when the motor synchronizer is combined with the second motor 15 gear. The invention combines the P2 mixing mode and the P3 mixing mode in the prior art, and simultaneously prevents the problem of power supply interruption in the P2 mixing mode. Meanwhile, the reverse gear function of the gearbox can be realized through motor reverse rotation, and in addition, when the vehicle is in a stop state, the engine charges a battery pack.
The foregoing is merely illustrative of the preferred embodiments of the present invention and is not intended to limit the embodiments and scope of the present invention, and it should be appreciated by those skilled in the art that equivalent substitutions and obvious variations may be made using the description and illustrations of the present invention, and are intended to be included in the scope of the present invention.
Claims (7)
1. The hybrid power gearbox structure is characterized by comprising an engine driving part, a driven part, a motor driving part, a power output part and a control part, wherein the engine driving part is respectively connected with an engine (1) and the driven part, the driven part is connected with the motor driving part and the power output part, and the control part is connected with the power output part and the motor driving part, detects the output rotating speed of the motor driving part and controls the motor driving part to operate; the motor driving part comprises a third shaft (22), a motor (15), a motor first gear (18), a motor second gear (23) and a motor synchronizer (19), wherein the motor (15) is connected with the third shaft (22) to drive the third shaft (22) to operate, the motor first gear (18) and the motor second gear (23) are movably sleeved on the third shaft (22), and the motor synchronizer (19) is arranged on the third shaft (22) and located between the motor first gear (18) and the motor second gear (23) and is respectively matched with the motor first gear (18) or the motor second gear (23) independently; the driven part comprises a second shaft (12), a first driven gear (26), a second driven gear (17), a third driven gear (16), a main reducer driving gear (25) and a second gear synchronizer (4), wherein the main reducer driving gear (25), the first driven gear (26) and the third driven gear (16) are fixedly arranged on the second shaft (12), the first driven gear (26) is positioned between the main reducer driving gear (25) and the third driven gear (16), and the first driven gear (26) is meshed with the motor second gear (23); the second driven gear (17) is movably sleeved on the second shaft (12), is positioned between the first driven gear (26) and the third driven gear (16), and is meshed with the first motor gear (18); the second gear synchronizer (4) is arranged between the first driven gear (26) and the second driven gear (17) and is matched with the second driven gear (17); the engine driving part comprises a first shaft (11), a second driving gear (5), a third driving gear (6) and a three-four gear synchronizer (7), one end of the first shaft (11) is connected with the engine (1) through a coupler, the third driving gear (6) is movably arranged on the first shaft (11), the second driving gear (5) is fixedly arranged on the first shaft (11) and is positioned between the third driving gear (6) and the clutch (2), the three-four gear synchronizer (7) is arranged at the other end of the first shaft (11), the second driving gear (5) is meshed with a second driven gear (17), and the third driving gear (6) is meshed with a third driven gear (16); when the hybrid gearbox is in hybrid drive, namely the motor (15) and the engine (1) are driven simultaneously, and the first gear of the motor (15) is output, the clutch (2) is closed when the engine (1) is in second gear output, the motor synchronizer (19) is combined with the second driving gear (5) of the motor (15), the second gear synchronizer (4) is combined with the second driven gear (17), and other gear synchronizers are all disconnected.
2. The hybrid transmission structure according to claim 1, wherein the power output portion includes a differential (20), a main reducer driven gear (24), and an output half shaft (21), the main reducer driven gear (24) being provided on the differential (20) and meshed with a main reducer driving gear (25) to input motion to the differential (20), the differential (20) being connected to the output half shaft (21) and outputting motion through the output half shaft (21).
3. A hybrid gearbox arrangement according to claim 2, characterised in that the control part is connected to the output half shaft (21) and to the motor synchronizer (19), and that the rotational speed of the output half shaft (21) is checked and the operation of the motor synchronizer (19) is controlled at the same time.
4. A method of operating a hybrid transmission arrangement according to any one of claims 1 to 3, comprising: the pure motor driving and the hybrid power driving are carried out,
When the pure electric motor is driven, the motor (15) drives the third shaft (22) to move, power is transmitted to the engine driving part through the first driven gear (26) or the second driven gear (17), and the second shaft (12) is driven to rotate through the engine driving part to drive the power output part to operate;
When the hybrid power is driven, the motor (15) drives the third shaft (22) to move, power is transmitted to the engine driving part through the first driven gear (26) or the second driven gear (17), and meanwhile the engine (1) operates to drive the engine driving part to operate, and the second shaft (12) is driven to rotate through the engine driving part to drive the power output part to operate.
5. The method of operating a hybrid transmission architecture of claim 4, wherein the electric-only drive comprises: a first gear output, a second gear output and a third gear output,
When the first gear is output, the clutch (2) is disconnected, the motor synchronizer (19) is combined with the motor second gear (23), and other gear synchronizers are disconnected;
When the second gear is output, the clutch (2) is disconnected, the motor first gear (18) is combined with the motor synchronizer (19), the second gear synchronizer (4) is combined with the second driven gear (17), and other gear synchronizers are disconnected;
during three-gear output, the clutch (2) is disconnected, the motor first gear (18) is combined with the motor synchronizer (19), the three-gear synchronizer (7) is combined with the third driving gear (6), and other gear synchronizers are all disconnected.
6. The method of operating a hybrid transmission architecture of claim 4, wherein the hybrid drive comprises: the motor (15) outputs in one gear, and the engine (1) changes in multiple gears, and the motor (15) and the engine (1) are in multiple gears;
the motor (15) outputs in one gear and the engine (1) changes in multiple gears comprises: the motor (15) is in first gear, the engine (1) is in second gear output, the motor (15) is in first gear, and the engine (1) is in third gear output;
the motor (15) and the engine (1) are multi-gear conversion comprising: the motor (15) is in a second gear, the engine (1) is in a second gear output, the motor (15) is in a third gear, and the engine (1) is in a third gear output.
7. The working method of the hybrid gearbox structure according to claim 6, wherein when the motor (15) is in first gear and the engine (1) is in second gear output, the clutch (2) is closed, the motor synchronizer (19) is combined with the motor second gear (23), the second gear synchronizer (4) is combined with the second driven gear (17), and other gear synchronizers are all disengaged;
When the motor (15) is in first gear and the engine (1) is in third gear for output, the clutch (2) is closed, the motor synchronizer (19) is combined with the motor second gear (23), the third-fourth gear synchronizer (7) is combined with the third driving gear (6), and other gear synchronizers are all disconnected;
When the motor (15) is in a second gear and the engine (1) is in a second gear output state, the clutch (2) is closed, the motor synchronizer (19) is combined with the motor first gear (18), the second gear synchronizer (4) is combined with the second driven gear (17), and other gear synchronizers are all disconnected;
When the motor (15) is in three-gear and the engine (1) is in two-gear output, the clutch (2) is closed, the motor synchronizer (19) is combined with the motor first gear (18), the three-gear synchronizer (7) is combined with the third driving gear (6), and other gear synchronizers are all disengaged.
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| CN2017113244949 | 2017-12-13 |
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| CN110116616B (en) * | 2019-04-24 | 2021-04-02 | 联合轲麟新能源科技(济宁)有限公司 | Hybrid power system based on AMT (automated mechanical Transmission) and control method thereof |
| CN110293834A (en) * | 2019-07-11 | 2019-10-01 | 广西玉柴机器股份有限公司 | The dynamic power shift gear box system of hybrid power parallel connection bi-motor |
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