CN110145571B - Non-power-interruption hybrid power transmission - Google Patents
Non-power-interruption hybrid power transmission Download PDFInfo
- Publication number
- CN110145571B CN110145571B CN201910468952.9A CN201910468952A CN110145571B CN 110145571 B CN110145571 B CN 110145571B CN 201910468952 A CN201910468952 A CN 201910468952A CN 110145571 B CN110145571 B CN 110145571B
- Authority
- CN
- China
- Prior art keywords
- input shaft
- gear
- clutch
- motor
- shaft
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
Images
Classifications
-
- 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
- B60K6/26—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 motors or the generators
-
- 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
- B60K6/543—Transmission for changing ratio the transmission being a continuously variable transmission
-
- 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
- F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
- F16H3/12—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts with means for synchronisation not incorporated in the clutches
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- General Engineering & Computer Science (AREA)
- Hybrid Electric Vehicles (AREA)
- Structure Of Transmissions (AREA)
Abstract
The invention discloses a power-interruption-free hybrid power transmission, which comprises an input shaft and an output shaft, wherein the input shaft comprises a first input shaft and a second input shaft, the second input shaft is sleeved on the first input shaft in a hollow shaft mode, and the first input shaft and the second input shaft can rotate independently, and the power-interruption-free hybrid power transmission also comprises: the first clutch, two clutching devices, drive assembly. The hybrid electric vehicle can exert the advantages of the hybrid electric vehicle to the greatest extent by changing the arrangement mode of the engine and the motor, can realize the gear shifting without power interruption, can realize the combination of the motor and the engine with odd gears and even gears so as to fully utilize all gears, respectively work in an efficient interval, improve the use efficiency of energy, reduce unnecessary waste and pollution, and have lighter quality and smaller occupied space.
Description
Technical Field
The invention relates to the technical field of hybrid transmissions of hybrid vehicle power systems, in particular to a power-interruption-free hybrid transmission.
Background
In recent years, in consideration of various limitations of fossil energy, many countries and regions around the world are actively developing new energy technologies to replace or improve adverse effects caused by the use of fossil energy, and research and application of various new energy technologies have been first developed in the field of automobiles, and hybrid automobiles are receiving wide attention as a very efficient driving scheme at present.
There is also a problem of power interruption at gear shifting for conventional transmissions, but it has been possible to avoid or mitigate the problem of power interruption at gear shifting after technological advances have been experienced, such as transmissions such as CVTs or DCTs. In a single-energy-driven internal combustion engine automobile or a pure electric automobile, a transmission can realize unpowered interruption by using a known technology in the gear shifting process, however, the hybrid electric automobile is provided with two sets of driving devices, the conditions of internal combustion engine driving, pure electric driving and hybrid power driving can occur in various driving modes of the automobile, and on the basis of not increasing the complexity of the hybrid power transmission, how to realize unpowered interruption gear shifting can be realized no matter any power source is used for driving or the power sources are used for driving together is a problem which is worthy of being solved at present.
Hybrid transmissions can generally be divided into two types, from the structural point of view of the power coupling device: planetary disk and parallel shaft. The Honda THS hybrid power configuration named daylily is centered on planetary gear transmission and belongs to a power coupling type hybrid power system; the other popular PX configuration belongs to a parallel shaft type, is additionally provided with a set of electric driving device based on the traditional transmission, is transmitted to an additional type hybrid power transmission, generally belongs to a torque coupling type, and is widely applied due to good inheritance to the traditional technology; meanwhile, the PX configuration can only realize power coupling on a transmission input shaft (P2) or a transmission output shaft (P3) generally, and the advantages of the transmission input shaft (P2) and the transmission output shaft (P3) cannot be combined. When more than two planetary discs are used, the planetary gear structure is complex in structure and high in control difficulty, the parallel shaft type structure and control are usually simpler, the torque coupling characteristic of the planetary gear structure can reduce fuel economy and meanwhile has stronger power, and the planetary gear structure is generally applied at present.
The patent with application number 201810282936.6 discloses a hybrid power transmission which reduces the axial occupied space by arranging an intermediate shaft and a gear on the intermediate shaft, thereby shortening the axial length of a driving system and realizing multi-gear transmission; in the invention, the motor drive can realize the switching among a plurality of gears, but the power interruption generated in the gear shifting process cannot be avoided, if the engine is started to continuously output power to the output shaft at the gear shifting instant, the oil consumption of the engine is increased, more pollutants and larger oil consumption can be generated when the engine is started in a cold state, and if the motor is frequently shifted, pure electric driving can not be realized at all, and the engine is required to be kept in an idle state all the time.
The patent specification with the application number of 201710803745.5 discloses a multi-mode hybrid power transmission device with double clutches, wherein the double clutches are connected with an engine and have the functions of single input and double output, the working modes of hybrid power can be expanded by switching high, medium and low gears by using the double clutches, the high efficiency of the engine is realized, but a motor of the multi-mode hybrid power transmission device cannot completely utilize all gears of the system, and the motor needs to cover various vehicle speed ranges if the motor is not shifted during pure electric driving, can only be in power connection with wheels at a constant transmission ratio, has higher requirements on the capability of the motor, and can have the condition of power interruption if the gear is shifted; in the structure that the engine and the motor are coaxially arranged, if the engine is driven independently and the gear on the hollow shaft is used for transmitting power, the hollow shaft is always connected with the motor, but the motor does not work, so that unnecessary rotary inertia generated by the engine when the engine is driven in the two gears is increased.
In the hybrid power system with application number 201710591429.6, a motor can be connected with odd gears and even gears through a synchronizing mechanism and an idler gear on a motor shaft, the motor and an engine can realize power-off-free gear shifting through advantage complementation, the invention realizes full utilization of multiple working modes, the odd gears and the even gears by additionally arranging a synchronizer and the idler gear on the motor and a double-clutch device on the engine, but the invention has the advantages of complex structure and excessive parts, reduces the reliability of the whole transmission by introducing an intermediate shaft, a plurality of parallel input shafts and output shafts, increases the cost, and increases the volume of the transmission to be not beneficial to the development of a vehicle to light weight.
Therefore, in order to solve the above problems, if a transmission dedicated for a hybrid system is redesigned by combining the characteristics of two power sources in a hybrid vehicle, the advantages of the hybrid vehicle can be exerted to the greatest extent, gear shifting without power interruption can be realized, and meanwhile, a motor and an engine can be combined with odd gears and even gears to fully utilize all gears, work in an efficient interval respectively, improve the use efficiency of energy, and reduce unnecessary waste and pollution. Meanwhile, the special hybrid power transmission is developed based on the structure of the traditional transmission, so that the research and development cost can be reduced, good technical inheritance can be realized, and the advantages of the special hybrid power transmission are continued. The special hybrid power transmission can meet the use requirement by using fewer gears due to the characteristics of two power sources in advance, so that the special hybrid power transmission has lighter weight and smaller occupied space.
Disclosure of Invention
In view of the above, the present invention aims to overcome the defects in the prior art, and provide an unpowered interrupt hybrid transmission, which can exert the advantages of a hybrid vehicle to the greatest extent, can realize unpowered interrupt gear shifting, and can simultaneously realize that both a motor and an engine can be combined with odd gears and even gears so as to fully utilize all gears, and each of the motors and the engine can work in an efficient range, thereby improving the use efficiency of energy and reducing unnecessary waste and pollution.
The invention discloses an unpowered interruption hybrid power transmission, which comprises an input shaft and an output shaft, wherein the input shaft comprises a first input shaft and a second input shaft, the second input shaft is sleeved on the first input shaft in a hollow shaft manner, and the first input shaft and the second input shaft can rotate independently, and the unpowered interruption hybrid power transmission also comprises:
a first clutch connected between the first input shaft and an engine output shaft;
the double-clutch device comprises a second clutch and a third clutch which work independently, the third clutch is connected between the first input shaft and the motor shaft, the second clutch is connected between the second input shaft and the hollow motor shaft, and the motor shaft and the hollow motor shaft are both connected with a rotor of the motor;
a transmission assembly for uninterrupted variable speed transmission of power between the input shaft and the output shaft.
Further, the third clutch of the double clutch device is disc-shaped, the second clutch is a ring-shaped ring surrounding the periphery of the third clutch, and the second clutch and the third clutch can be engaged alone or simultaneously to transmit power.
Further, the transmission assembly includes a plurality of sets of gears that mesh in a one-to-one correspondence, the gears including:
the first driving gear and the third driving gear are arranged on the second input shaft in an adjacent mode along the axial direction and rotate synchronously with each other;
the second driving gear is sleeved on the first input shaft in an empty mode;
the second driven gear is arranged on the output shaft and meshed with the second driving gear to form a second gear;
the first driven gear is meshed with the first driving gear to form a first-gear, and the third driven gear is meshed with the third driving gear to form a third-gear.
Further, the transmission assembly further comprises:
the first synchronous meshing mechanism is fixedly arranged on the first input shaft and is positioned between the second driving gear and the second input shaft, the first synchronous meshing mechanism can be jointed with the second driving gear or the second input shaft or is arranged at a null joint position, the motor can be selectively in transmission connection with the first input shaft or/and the second input shaft through the double-clutch device and the first synchronous meshing mechanism, and the engine can be selectively in transmission connection with the first input shaft or in transmission connection with the first input shaft and the second input shaft through the first clutch and the first synchronous meshing mechanism.
Further, the transmission assembly further comprises:
the second synchronous meshing mechanism is fixedly arranged on the output shaft and is positioned between the first driven gear and the third driven gear, the second synchronous meshing mechanism can be jointed with the first driven gear or the third driven gear or is arranged at a null joint position, and the input shaft can be matched with the first synchronous meshing mechanism and the second synchronous meshing mechanism to select a gear/two-gear/three-gear to carry out power transmission between the input shaft and the output shaft.
Further, the motor and the engine are detachably connected to both ends of the input shaft.
Furthermore, the motor is a double-output motor, and the power output end of the motor is a motor shaft and an empty sleeve motor shaft.
Further, the motor shaft and the hollow motor shaft rotate synchronously and in the same direction.
Further, the motor is a generator motor, and the engine can drive a rotor of the motor via the first clutch and the dual clutch device to generate power.
Further, an output gear is fixedly arranged at the output end of the output shaft to output power.
The beneficial effects of the invention are: the invention discloses an unpowered interrupt hybrid power transmission, which can exert the advantages of a hybrid power automobile to the greatest extent by changing the arrangement modes of an engine and a motor, realize unpowered interrupt gear shifting, simultaneously realize that the motor and the engine can be combined with odd gears and even gears so as to fully utilize all gears, work in efficient regions respectively, improve the use efficiency of energy and reduce unnecessary waste and pollution.
Drawings
The invention is further described below with reference to the following figures and examples:
FIG. 1 is a schematic structural diagram of the present invention.
Detailed Description
Fig. 1 is a schematic structural diagram of the present invention, and as shown in the figure, an input shaft and an output shaft 3 of an unpowered interrupt hybrid transmission in the present embodiment include a first input shaft 2 and a second input shaft 4, where the second input shaft 4 is a hollow shaft sleeved on the first input shaft 2, and the first input shaft 2 and the second input shaft 4 can rotate independently from each other, and further include:
a first clutch C1, said first clutch C1 being connected between said first input shaft 2 and an engine ICE output shaft;
a double clutch device D, which includes a second clutch C2 and a third clutch C3 that work independently of each other, the third clutch C3 is connected between the first input shaft 2 and the motor shaft 1, the second clutch C2 is connected between the second input shaft 4 and the free sleeve motor shaft 5, and the motor shaft 1 and the free sleeve motor shaft 5 are both connected with a rotor of the motor EM;
a transmission assembly for transmitting power between the input shaft and the output shaft 3 at a variable speed without interruption.
In this embodiment, the third clutch C3 of the dual clutch device D is in a disc shape, the second clutch C2 is in a ring shape surrounding the outer periphery of the third clutch C3, and the second clutch C2 and the third clutch C3 can be engaged separately or simultaneously to transmit power, the conventional clutch can only be engaged separately to meet the clutch requirement, and only one clutch can be engaged to transmit power when the dual clutches are in operation, but the dual clutches in the present invention can be engaged simultaneously to enable the motor shaft 1 and the motor shaft 5 to transmit power to the input shaft simultaneously, so as to increase the transmission torque.
In this embodiment, the transmission assembly includes a plurality of sets of gears that mesh in a one-to-one correspondence, and the gears include:
the first driving gear 1-1 and the third driving gear 3-1 are arranged on the second input shaft 4, and the first driving gear 1-1 and the third driving gear 3-1 are arranged adjacently along the axial direction and rotate synchronously with each other;
a second driving gear 2-1 which is sleeved on the first input shaft 2 in an empty way;
a second driven gear 2-2 mounted on the output shaft 3, wherein the second driven gear 2-2 is engaged with the second driving gear 2-1 to form a second gear;
the first driven gear 1-2 and the third driven gear 3-2 are sleeved on the output shaft 3 in a non-slip mode, the first driven gear 1-2 is meshed with the first driving gear 1-1 to form a first-gear, the third driven gear 3-2 is meshed with the third driving gear 3-1 to form a third-gear, the number of teeth from the first driving gear, the second driving gear to the third driving gear is increased progressively to form three-gear power transmission, the torque is gradually reduced from the first gear to the third gear, and the rotating speed is increased.
In this embodiment, the transmission assembly further includes:
a first synchromesh mechanism S1 fixedly disposed on the first input shaft 2, the first synchromesh mechanism S1 is located between the second driving gear 2-1 and the second input shaft 4, the first synchromesh mechanism S1 can be engaged with the second driving gear 2-1 or the second input shaft 4 or placed in a neutral engagement position, the electric machine EM can be selectively in transmission connection with the first input shaft 2 or/and the second input shaft 4 via the dual clutch device D in cooperation with the first synchromesh mechanism S1, the engine ICE can be selectively in transmission connection with the first input shaft 2 or/and the second input shaft 4 via the first clutch C1 in cooperation with the first synchromesh mechanism S1, the first synchromesh mechanism S1 can be a synchronizer capable of achieving synchromesh such as a normal pressure synchronizer, an inertia synchronizer or a self-boosting synchronizer, during power transmission, the first synchromesh mechanism S1 can be engaged with the second driving gear 2-1 of the empty sleeve by shifting the fork to the left, and can be engaged with the second input shaft 4 by shifting to the right, or can return to the empty engagement position.
In this embodiment, the transmission assembly further includes:
a second synchronous meshing mechanism S2 fixedly arranged on the output shaft 3, wherein the second synchronous meshing mechanism S2 is positioned between the first driven gear 1-2 and the third driven gear 3-2, the second synchronous meshing mechanism S2 can be engaged with the first driven gear 1-2 or the third driven gear 3-2 or placed at a neutral engagement position, the input shaft can be matched with the first synchronous meshing mechanism S1 and the second synchronous meshing mechanism S2 to select a first gear/a second gear/a third gear to perform power transmission between the input shaft and the output shaft 3, the second synchronous meshing mechanism S2 can adopt a synchronizer capable of realizing synchronous meshing such as a normal pressure synchronizer, an inertia synchronizer or a self-boosting synchronizer, and when power is transmitted, the second synchronous meshing mechanism S2 can be shifted left under shifting of a shifting fork to be engaged with the third driven gear 3-2 of an empty sleeve, the right shift may engage the first driven tooth 1-2 of the empty sleeve or return to the empty engaged position.
In this embodiment, the electric machine EM and the engine ICE are detachably connected to two ends of the input shaft, and the electric machine EM and the engine ICE are located at two ends of the input shaft to realize power coupling through rotating speed adjustment, so that a larger torque can be provided for the input shaft.
In this embodiment, the motor EM is a dual-output motor, and the power output end thereof is a motor shaft 1 and an empty sleeve motor shaft 5.
In this embodiment, the motor shaft 1 and the hollow motor shaft 5 rotate synchronously and in the same direction.
In the present embodiment, the electric machine EM is a generator-motor, and the engine ICE can drive the rotor of the electric machine EM via the first clutch C1 and the double clutch device D to generate electric power.
In this embodiment, an output gear 0-1 is fixedly arranged at the output end of the output shaft 3 to output power.
The power-interruption-free hybrid power transmission can realize the working modes of pure electric drive, engine and motor hybrid drive, running charging, parking charging, reverse running, starting an engine for hybrid drive and kinetic energy recovery during pure electric running, has the characteristic of power-interruption-free gear shifting, and introduces each working mode to be helpful for understanding the invention.
Pure electric drive: under the working condition of starting or low speed, the motor EM is powered by a vehicle-mounted energy storage device to be started, the second synchronous meshing mechanism S2 is connected with the first driven gear 1-2 to connect the first driven gear 1-2 with the output shaft 3, the first clutch C1 is in a separated state, the first synchronous meshing mechanism S1 is in an idle joint position, the second clutch C2 is kept jointed to transmit the output power of the idle sleeve motor shaft 5 to the second input shaft 4, and the power transmission path is as follows: the motor EM, the hollow motor shaft 5, the second clutch C2, the second input shaft 4, the first driving gear 1-1, the first driven gear 1-2 and the output shaft 3 to the output gear 0-1.
When the pure electric driving is switched from the first gear to the second gear, the first gear transmission mode is kept unchanged, the first synchronous meshing mechanism S1 is connected to the gear 2-1, so that the gear 2-1 is connected with the first input shaft 2, the second clutch C2 is gradually released, the third clutch C3 is simultaneously connected, the rotating speed of the motor is properly adjusted, the second synchronous meshing mechanism S2 is disconnected from the first driven gear 1-2 after the second clutch C2 is completely disengaged and the third clutch C3 is completely connected, and the unpowered interrupted gear shifting from the first gear to the second gear is completed.
When pure electric driving is switched from two-gear to three-gear transmission, during the two-gear transmission, the second synchronous meshing mechanism S2 is jointed with the third driven gear 3-2 under the action of a shifting fork, so that the third driven gear 3-2 is connected with the output shaft 3, the third clutch C3 is gradually released, and is jointed with the second clutch C2, the rotating speed of the motor is properly adjusted, after the third clutch C3 is completely separated and the second clutch C2 is completely jointed, the first synchronous meshing mechanism S1 returns to an idle jointing position, and the unpowered interrupted gear shifting from the two-gear to the three-gear is completed.
In the pure electric driving process, the gear shifting principle of shifting from the second gear to the first gear is the same as that of shifting from the second gear to the third gear, and the gear shifting process is similar; the gear shifting principle of shifting from the third gear to the second gear is the same as that of shifting from the first gear to the second gear, and the gear shifting process is similar.
Starting an engine to perform hybrid driving during pure electric driving: assuming that the electric machine EM is in a first gear to drive the vehicle to run, if the engine ICE needs to be started to work, the electric machine EM is controlled to be in a proper rotating speed so that the electric machine EM can be in power coupling with the engine ICE after the first clutch C1 and the third clutch C3 are engaged, the vehicle is continuously driven to run through the first gear to increase torque output, the dynamic property of the vehicle is improved, and the second clutch C2 or the second clutch C3 can be disconnected according to the requirement after the engine ICE is completely started so as to match a more proper power requirement; in the first gear driving mode, the first clutch C1 and the second clutch C2 are engaged, the first synchromesh mechanism S1 is engaged with the second input shaft 4, and the second synchromesh mechanism S2 is engaged with the first driven gear 1-2; when the first gear is switched to the second gear, the first clutch C1 is disconnected, the first synchronous meshing mechanism S1 is connected with the second driving gear 2-1, at the moment, the second clutch C2 is disconnected, the first clutch C1 and the third clutch C3 are connected, the second synchronous meshing mechanism S2 is returned to a neutral connection position, and the gearbox is switched from the first gear to the second gear; when the second gear is shifted to the third gear, the second synchronous meshing mechanism S2 is connected with the third driven gear 3-2, the first clutch C1 and the third clutch C3 are disconnected at the same time, the second clutch C2 is connected, the first synchronous meshing mechanism S1 is returned to the idle connection position, and the first clutch C1 can be connected again according to whether power requirements need to be met; when the third gear is switched to the second gear, the first clutch C1 disconnects the first meshing mechanism S1 from being connected with the second driving gear 2-1, the second clutch C2 is disconnected, the first clutch C1 is connected, the third clutch C3 is connected, and the second meshing mechanism S2 returns to the idle connection position; when the first gear is shifted in the second gear, the second engagement mechanism S2 is engaged with the first driven gear 1-2, and at this time, the first clutch C1 and the third clutch C3 are disengaged while the second clutch C2 is engaged, for example, the first synchromesh mechanism S1 is engaged with the second input shaft 4 if the power output of the engine ICE is required, the first clutch C1 is engaged, for example, the first synchromesh mechanism S1 is in the idle engagement position if the power output of the engine ICE is not required, and the first clutch C1 is kept disengaged.
The engine is driven independently: the engine ICE is an internal combustion engine, the rotation direction of the power output shaft of the engine ICE is unchanged, when the engine ICE is driven in the first gear, the second synchronous meshing mechanism S2 is jointed with the first driven gear 1-2 to connect the output shaft 3 with the first driven gear 1-2, the first synchronous meshing mechanism S1 is jointed with the second input shaft 4 in the direction to connect the first input shaft 2 with the second input shaft 4, and after the first clutch C1 is jointed, the other clutches are kept in a separated state; the power of an engine ICE is output through a first clutch C1, a first input shaft 2, a first synchronous meshing mechanism S1, a second input shaft 4, a first driving gear 1-1, a first driven gear 1-2, a second synchronous meshing mechanism S2, an output shaft 3 and an output gear 0-1, when the engine ICE is driven independently and shifts gears independently, unpowered interrupted gear shifting cannot be achieved, and the unpowered interrupted gear shifting can be achieved only by means of the assistance of a motor EM.
Hybrid driving of an engine motor: during first-gear driving, the first clutch C1 is connected, the second clutch C2 is connected, the third clutch C3 is disconnected, the first synchronous meshing mechanism S1 is connected with the second input shaft 4, and the second synchronous meshing mechanism S2 is connected with the first driven gear 1-2; the engine ICE outputs power through a first clutch C1, a first input shaft 2, a first synchronous meshing mechanism S1, a second input shaft 4, a first driving gear 1-1, a first driven gear 1-2, a second synchronous meshing mechanism S2, an output shaft 3 and an output gear 0-1; meanwhile, the torque of the motor EM is coupled with the torque of the engine ICE through the second clutch C2 by the motor EM, and the power of the motor EM is output through the free sleeve motor shaft 5, the second clutch C2, the second input shaft 4, the first driving gear 1-1, the first driven gear 1-2, the second synchronous meshing mechanism S2, the output shaft 3 and the output gear 0-1.
During second-gear driving, the first clutch C1 and the third clutch C3 are connected, the second clutch C2 is disconnected, the first synchronous meshing mechanism S1 is connected with the second driving gear 2-1, and the second synchronous meshing mechanism S2 is in a middle idle connection position; the power of an engine ICE is output through a first clutch C1, a first input shaft 2, a first synchronous meshing mechanism S1, a second driving gear 2-1, a second driven gear 2-2, an output shaft 3 and an output gear 0-1; meanwhile, the motor EM is coupled with the engine ICE torque on the first input shaft 2 through the motor shaft 1 and the third clutch C3, and power is output through the motor shaft 1, the third clutch C3, the first input shaft 2, the first synchronous meshing mechanism S1, the second driving gear 2-1, the second driven gear 2-2, the output shaft 3 and the output gear 0-1.
During the third gear driving, the first clutch C1 and the second clutch C2 are engaged, the third clutch C3 is disengaged, the first synchronous meshing mechanism S1 is engaged with the second input shaft 4, and the second synchronous meshing mechanism S2 is engaged with the third driven gear 3-2; the power of an engine ICE is output through a first clutch C1, a first input shaft 2, a first synchronous meshing mechanism S1, a third driving gear 3-1, a third driven gear 3-2, a second synchronous meshing mechanism S2, an output shaft 3 and an output gear 0-1; meanwhile, the power of the motor EM is output through the free sleeve motor shaft 1, the second clutch C2, the third driving gear 3-1, the third driven gear 3-2, the second synchronous meshing mechanism S2, the output shaft 3 and the output gear 0-1.
The power-off shift in the hybrid drive of the engine ICE and the electric machine EM is similar to the shift in the engine drive or the electric machine drive, and the description thereof is omitted.
Parking charging: when the automobile is temporarily parked, the system can be selectively charged according to the residual electric quantity control of the vehicle-mounted power supply; the first clutch C1 and the third clutch C3 are engaged, the second clutch C2 is disengaged, and the first synchromesh mechanism S1 and the second synchromesh mechanism S2 are in an intermediate neutral engagement position; the engine ICE drives the rotor of the motor EM to rotate through the first clutch C1, the first input shaft 2, the third clutch C3 and the motor shaft 1 to generate electricity for the vehicle-mounted power supply, and the motor EM is used as a generator at the moment.
Charging in a running mode: the first clutch C1 and the third clutch C3 are engaged, the second clutch C2 is disengaged, the first synchromesh mechanism S1 is engaged with the second input shaft 4, and the second synchromesh mechanism S2 is engaged with the first driven gear 1-2; the power of an engine ICE is output through a first clutch C1, a first input shaft 2, a first synchronous meshing mechanism S1, a second input shaft 4, a first driving gear 1-1, a first driven gear 1-2, a second meshing mechanism S2, an output shaft 3 and an output gear 0-1; meanwhile, the third clutch C3 is kept in a joint state to drive the rotor of the motor EM to rotate to charge the motor EM, the motor EM works as a generator to charge a vehicle-mounted power supply while the engine ICE drives the vehicle to run, the principle is the same when the rest gears charge the motor EM, and the process is similar.
Kinetic energy recovery: when the automobile slides or is braked and decelerated, kinetic energy can reach the motor EM through the output gear 0-1, the output shaft 3, the first driven gear 1-2, the first driving gear 1-1, the second input shaft 5 and the second clutch C2, and the motor EM works as a generator at the moment and charges a vehicle-mounted power supply by utilizing the transferred kinetic energy; when the automobile is in the second gear or the third gear, the kinetic energy recovery mode is similar, and the kinetic energy recovery path is reasonably changed according to the gear.
And (3) reverse gear driving: according to the scheme during pure electric driving, the reverse running function of the invention can be realized by means of reverse transmission power of the motor EM, and more additional mechanisms for changing the direction of the output power of the engine ICE do not need to be additionally arranged, so that the number of parts of the transmission is reduced, the reliability of the transmission is improved, and the cost is reduced.
The hybrid power transmission without power interruption realizes the driving of hybrid power under various modes under the condition of keeping simple structure, and the multi-mode and multi-gear functions can ensure that an engine ICE and a motor EM can work in a high-efficiency region to the maximum extent, reduce pollution emission, improve fuel economy and improve working efficiency; the invention is based on the fixed shaft type double-clutch transmission, has better inheritance to the prior art and simultaneously reduces the development and manufacturing cost.
Finally, although the present invention has been described in detail with reference to the preferred embodiments, it should be understood by those skilled in the art that various changes and modifications may be made therein without departing from the spirit and scope of the invention as defined by the appended claims.
Claims (8)
1. An unpowered hybrid transmission characterized by: including input shaft and output shaft, the input shaft includes first input shaft and second input shaft, the second input shaft is hollow axle sleeve dress in first input shaft and second input shaft can independent rotation each other, still includes:
a first clutch connected between the first input shaft and an engine output shaft;
the double-clutch device comprises a second clutch and a third clutch which work independently, the third clutch is connected between the first input shaft and the motor shaft, the second clutch is connected between the second input shaft and the free sleeve motor shaft, and the motor shaft and the free sleeve motor shaft are both connected with a rotor of the motor;
a transmission assembly for uninterrupted variable speed transmission of power between the input shaft and the output shaft;
the transmission assembly comprises a plurality of groups of gear sets which are meshed in a one-to-one correspondence mode, and each gear set comprises:
the first driving gear and the third driving gear are arranged on the second input shaft, are adjacent to each other along the axial direction and rotate synchronously with each other;
the second driving gear is sleeved on the first input shaft in an empty mode;
the second driven gear is arranged on the output shaft and meshed with the second driving gear to form a second gear;
the first driven gear and the third driven gear are sleeved on the output shaft in an empty mode, the first driven gear is meshed with the first driving gear to form a first-gear, and the third driven gear is meshed with the third driving gear to form a third-gear;
the transmission assembly further includes:
the first synchronous meshing mechanism is fixedly arranged on the first input shaft and is positioned between the second driving gear and the second input shaft, the first synchronous meshing mechanism can be jointed with the second driving gear or the second input shaft or is arranged at a null joint position, the motor can be selectively in transmission connection with the first input shaft or/and the second input shaft through the double-clutch device and the first synchronous meshing mechanism, and the engine can be selectively in transmission connection with the first input shaft or in transmission connection with the first input shaft and the second input shaft through the first clutch and the first synchronous meshing mechanism.
2. The non-powercut hybrid transmission of claim 1, wherein: the third clutch of the double-clutch device is disc-shaped, the second clutch is annular and surrounds the periphery of the third clutch, and the second clutch and the third clutch can be connected independently or simultaneously to transmit power.
3. The non-powercut hybrid transmission of claim 1, wherein: the transmission assembly further includes:
the second synchronous meshing mechanism is fixedly arranged on the output shaft and is positioned between the first driven gear and the third driven gear, the second synchronous meshing mechanism can be jointed with the first driven gear or the third driven gear or is arranged at a null joint position, and the input shaft can be matched with the first synchronous meshing mechanism and the second synchronous meshing mechanism to select the first gear/the second gear/the third gear to carry out power transmission between the input shaft and the output shaft.
4. The unpowered interrupt hybrid transmission of claim 3, wherein: the motor and the engine are connected to two ends of the input shaft in a clutchable manner.
5. The unpowered interrupt hybrid transmission of claim 4, wherein: the motor is a double-output motor, and the power output end of the motor is a motor shaft and a hollow motor shaft.
6. The unpowered interrupt driven hybrid transmission of claim 5 wherein: the motor shaft and the hollow motor shaft rotate synchronously in the same direction.
7. The unpowered interrupt hybrid transmission of claim 6, wherein: the motor is a generator motor, and the rotor of the motor can be driven by the engine through the first clutch and the double-clutch device to generate electricity.
8. The unpowered interrupted hybrid transmission as set forth in claim 7 wherein: and an output end of the output shaft is fixedly provided with an output gear to output power.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201910468952.9A CN110145571B (en) | 2019-05-31 | 2019-05-31 | Non-power-interruption hybrid power transmission |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201910468952.9A CN110145571B (en) | 2019-05-31 | 2019-05-31 | Non-power-interruption hybrid power transmission |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN110145571A CN110145571A (en) | 2019-08-20 |
| CN110145571B true CN110145571B (en) | 2022-07-26 |
Family
ID=67589949
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201910468952.9A Active CN110145571B (en) | 2019-05-31 | 2019-05-31 | Non-power-interruption hybrid power transmission |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN110145571B (en) |
Families Citing this family (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN110525194B (en) * | 2019-09-26 | 2023-11-07 | 吉孚汽车技术(苏州)有限公司 | Power drive system for hybrid vehicle and control method thereof |
| CN111791686A (en) * | 2020-06-05 | 2020-10-20 | 重庆交通大学 | Single-motor hybrid power speed change system capable of realizing multiple PX functions |
| CN114571982A (en) * | 2021-03-25 | 2022-06-03 | 长城汽车股份有限公司 | Hybrid transmission, hybrid transmission system and vehicle |
Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2007042109A1 (en) * | 2005-10-13 | 2007-04-19 | Volkswagen Aktiengesellschaft | Twin clutch gearbox for a motor vehicle, in particular provided with a hybrid drive and a method for controlling said twin clutch gearbox |
| CN103388655A (en) * | 2012-05-09 | 2013-11-13 | 格特拉格传动机构和齿轮工厂赫尔曼·哈根迈尔有限公司&两合公司 | Dual coupling gear mechanism |
| CN106891713A (en) * | 2017-04-14 | 2017-06-27 | 重庆青山工业有限责任公司 | A kind of mixed power automobile driving system |
| CN108662094A (en) * | 2018-04-02 | 2018-10-16 | 舍弗勒技术股份两合公司 | Hybrid gearbox, hybrid drive train and hybrid vehicle |
Family Cites Families (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP3558264B2 (en) * | 1999-03-29 | 2004-08-25 | 株式会社日立ユニシアオートモティブ | Electric generator unit |
| AT8336U1 (en) * | 2004-09-27 | 2006-06-15 | Magna Steyr Fahrzeugtechnik Ag | DRIVE UNIT FOR MOTOR VEHICLE WITH HYBRID DRIVE IN LENGTH ORDER |
-
2019
- 2019-05-31 CN CN201910468952.9A patent/CN110145571B/en active Active
Patent Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2007042109A1 (en) * | 2005-10-13 | 2007-04-19 | Volkswagen Aktiengesellschaft | Twin clutch gearbox for a motor vehicle, in particular provided with a hybrid drive and a method for controlling said twin clutch gearbox |
| CN103388655A (en) * | 2012-05-09 | 2013-11-13 | 格特拉格传动机构和齿轮工厂赫尔曼·哈根迈尔有限公司&两合公司 | Dual coupling gear mechanism |
| CN106891713A (en) * | 2017-04-14 | 2017-06-27 | 重庆青山工业有限责任公司 | A kind of mixed power automobile driving system |
| CN108662094A (en) * | 2018-04-02 | 2018-10-16 | 舍弗勒技术股份两合公司 | Hybrid gearbox, hybrid drive train and hybrid vehicle |
Also Published As
| Publication number | Publication date |
|---|---|
| CN110145571A (en) | 2019-08-20 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN108909426B (en) | Double-motor coupling planetary gear type two-gear variable speed drive axle | |
| US8523734B2 (en) | Multi-mode hybrid transmission | |
| US8241173B2 (en) | Single motor hybrid transmission | |
| US10899219B2 (en) | Power drive system and vehicle | |
| US20100197436A1 (en) | Power transmission unit for vehicle | |
| EP2345829A1 (en) | Transmission | |
| CN110145571B (en) | Non-power-interruption hybrid power transmission | |
| CN110525194B (en) | Power drive system for hybrid vehicle and control method thereof | |
| JP2007326422A (en) | Hybrid vehicle driving device | |
| CN201992008U (en) | Transmission and vehicle including same | |
| CN102720809B (en) | A kind of speed changer and comprise the vehicle of this speed changer | |
| CN211106931U (en) | Three-clutch hybrid power system | |
| CN102966706A (en) | Three-shaft double-clutch speed changer | |
| CN201651186U (en) | Dual-clutch transmission for vehicle | |
| CN111016618A (en) | Hybrid power driving system and hybrid power automobile | |
| CN208646588U (en) | Speed changer drive system with dual gear structure | |
| CN112776585A (en) | Three-clutch hybrid power system | |
| CN214874199U (en) | Hybrid power driving system and automobile | |
| CN214564580U (en) | Dual-motor hybrid power driving system | |
| CN114165563A (en) | Longitudinal rear-drive hybrid transmission structure | |
| CN209870092U (en) | Dual-motor hybrid power system | |
| CN111791686A (en) | Single-motor hybrid power speed change system capable of realizing multiple PX functions | |
| CN209738801U (en) | Hybrid power system, synchronous gear shifting mechanism and vehicle | |
| CN115214340A (en) | Hybrid power driving system and automobile | |
| CN114953961A (en) | Hybrid power coupling mechanism and vehicle |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| GR01 | Patent grant | ||
| GR01 | Patent grant |