CN110712515A - Hybrid transmission - Google Patents
Hybrid transmission Download PDFInfo
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- CN110712515A CN110712515A CN201810759695.XA CN201810759695A CN110712515A CN 110712515 A CN110712515 A CN 110712515A CN 201810759695 A CN201810759695 A CN 201810759695A CN 110712515 A CN110712515 A CN 110712515A
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- 230000005540 biological transmission Effects 0.000 title claims abstract description 38
- 230000007246 mechanism Effects 0.000 claims abstract description 35
- 230000001360 synchronised effect Effects 0.000 claims abstract description 9
- 230000009467 reduction Effects 0.000 claims description 38
- 238000000034 method Methods 0.000 claims description 11
- 230000008569 process Effects 0.000 claims description 7
- 238000011084 recovery Methods 0.000 claims description 3
- 230000008878 coupling Effects 0.000 claims 1
- 238000010168 coupling process Methods 0.000 claims 1
- 238000005859 coupling reaction Methods 0.000 claims 1
- 230000007547 defect Effects 0.000 description 4
- 238000005516 engineering process Methods 0.000 description 2
- 238000005452 bending Methods 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 230000005611 electricity Effects 0.000 description 1
- 230000007774 longterm Effects 0.000 description 1
- 238000004519 manufacturing process Methods 0.000 description 1
- 230000009347 mechanical transmission Effects 0.000 description 1
- 238000010248 power generation Methods 0.000 description 1
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
- B60K6/54—Transmission for changing ratio
- B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
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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
- B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
- B60K6/44—Series-parallel type
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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
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Structure Of Transmissions (AREA)
- Hybrid Electric Vehicles (AREA)
Abstract
A hybrid transmission comprising: input shaft, two jackshafts, differential mechanism and electric machanism, wherein: the device controls the transmission direction of the engine power and the motor power through four synchronous mechanisms and comprises five engine driving gears, two pure electric driving gears, one engine reverse gear and one parking charging gear, and the device can enable the engine power and the motor power to be independently controlled in the transmission process, do not interfere with each other, and can make up for each other when needed.
Description
Technical Field
The invention relates to the technology in the field of automobile transmissions, in particular to a hybrid transmission.
Background
The design principle, the production process and the technology of the mechanical automatic transmission are mature and stable after long-term development, but the power loss of an engine exists in the gear shifting process, the defect of the mechanical automatic transmission can be well overcome by adding a driving motor, and meanwhile, the high-efficiency and low-cost advantages of the mechanical transmission can be fully utilized, so that the mechanical automatic transmission is a selected scheme of a plurality of hybrid vehicle types. The existing hybrid power transmissions improved on the basis of the mechanical automatic transmission all have the following defects: 1) when the pure engine drives the vehicle, the motor can not be disengaged, so that the overall efficiency of the transmission is reduced; 2) the pure engine drives the gear to be slightly less or has no reverse gear function of the engine; 3) all functions of a hybrid power transmission such as parking charging, pure electric driving and the like cannot be considered by only one motor; 4) the axial size is large, and the whole vehicle is difficult to arrange.
Disclosure of Invention
The invention provides a transmission for hybrid power, aiming at the defects in the prior art, a sleeve shaft is additionally arranged outside an input shaft, a double-intermediate-shaft structure is arranged in parallel, the on-off of power between the sleeve shaft and the input shaft is realized through a synchronizer mechanism, three synchronization mechanisms realize the ingenious layout of gear control, the transmission directions of engine power and motor power are controlled, the structural arrangement of five engine driving gears, two pure electric driving gears, one engine reverse gear and one parking charging gear is realized, the engine power and the motor power can be independently controlled in the transmission process without mutual interference, and the mutual compensation can be realized when in need.
The invention is realized by the following technical scheme:
the invention comprises the following steps: input shaft, two jackshafts, differential mechanism and electric machanism, wherein: the input shaft passes through the clutch and links to each other with the engine, be equipped with one/third gear driving gear on the input shaft in proper order, two/fourth gear driving gear, reverse gear driving gear, the fourth synchronous ware, EVI keeps off driving gear and EVII fender driving gear, be equipped with one on the first jackshaft in proper order and keep off driven gear, first synchronous ware, two keep off driven gear, reverse gear driven gear, EVI keeps off driven gear, the third synchronous ware, EVII keeps off driven gear and first main speed reduction driving gear, be equipped with three on the second jackshaft in proper order and keep off driven gear, the second synchronous ware, four keep off driven gear, reverse gear intermediate gear and second main speed reduction driving gear, wherein: a gear in the differential mechanism is simultaneously meshed with a first main reduction driving gear and a second main reduction driving gear, a gear in the electric mechanism is meshed with an EVII gear driving gear, a first/third gear driving gear is respectively meshed with a first gear driven gear and a third gear driven gear, a second/fourth gear driving gear is respectively meshed with a second gear driven gear and a fourth gear driven gear, a reverse gear driving gear, a reverse gear intermediate gear and a reverse gear driven gear are sequentially meshed, an EVI gear driving gear is meshed with the EVI gear driven gear, and the EVII gear driven gear is meshed with the EVII gear driving gear.
The gears on two sides of the first synchronizer, the second synchronizer and the fourth synchronizer are connected with the synchronizers through combination gears.
The EVI gear driving gear and the EVII gear driving gear are coaxially connected through a shaft sleeve, and the shaft sleeve is sleeved on the input shaft in a free mode.
The electric mechanism comprises: the driving motor and set up the motor gear on its motor shaft, this motor gear is connected with EVII fender driving gear through idler mechanism.
The idler mechanism comprises: an idler shaft and an idler gear thereof.
The differential mechanism comprises: the differential mechanism comprises a differential mechanism and a main speed reduction driven gear arranged on a differential shaft of the differential mechanism, wherein the main speed reduction driven gear is meshed with a first main speed reduction driving gear and a second main speed reduction driving gear simultaneously.
The third-gear driven gear, the fourth-gear driven gear and the reverse gear intermediate gear are all sleeved on the second intermediate shaft in a free mode and can rotate freely, and the second synchronizer and the second main reduction driving gear are fixed on the second intermediate shaft.
The first/third gear driving gear, the second/fourth gear driving gear and the fourth synchronizer are all fixed on the input shaft, and the reverse gear driving gear and the sleeve shaft are all sleeved on the input shaft in a free mode and can rotate freely.
The first gear driven gear, the second gear driven gear, the EVI gear driven gear and the EVII gear driven gear are all sleeved on the second intermediate shaft in a free mode and can rotate freely, and the first synchronizer, the third synchronizer and the first main reduction driving gear are fixed on the second intermediate shaft.
The first synchronizer, the second synchronizer, the third synchronizer, the fourth synchronizer and the fourth synchronizer are controlled by a hydraulic shifting system or an electric shifting system, wherein: the first gear of the engine and the second gear of the engine are controlled by a first synchronizer, the third gear of the engine and the fourth gear of the engine are controlled by a second synchronizer, and the fifth gear of the engine is controlled by a fourth synchronizer and a third synchronizer together; the first pure electric gear and the second pure electric gear are controlled by a third synchronizer; and the reverse gear of the engine and the parking charging gear are controlled by the fourth synchronizer.
Technical effects
Compared with the prior art, the invention avoids various technical defects, realizes all modes of the hybrid electric vehicle only by a single motor, realizes hybrid power of a mechanical automatic transmission vehicle type at lower cost and has the following advantages; when the pure engine is driven (not including the fifth gear), the driving motor can be disconnected, and when the pure engine is driven, the engine can be disconnected, so that the high-efficiency transmission of power in the transmission is realized; when the engine is shifted or the motor is shifted, another power can be used for compensating, so that power shifting is realized, and the driving feeling of the whole vehicle is improved; the reverse gear control device has the functions of reversing the reverse gear of the motor, reversing the gear of the engine or reversing the gear of the motor and the engine together; the fourth synchronizer D can be used for realizing parking charging and starting the engine in pure electric running; the structure of five gears of the engine and two gears of the motor can give consideration to the fact that the engine and the motor both work in a high-efficiency area at any speed; the shorter axial dimension of the transmission can meet the arrangement requirement of the front cabin of the traditional vehicle.
Drawings
FIG. 1 is a schematic structural view of the present invention;
FIG. 2 is a shafting structure diagram of the hybrid transmission of the embodiment;
FIG. 3 is a top plan view of the hybrid transmission housing concealing the second intermediate shafting of FIG. 2;
FIG. 4 is a bottom plan view of the hybrid transmission illustrating only the second intermediate shafting and the differential mechanism of FIG. 2;
in the figure: a first/third-gear driving gear 1, a second/fourth-gear driving gear 2, an EVI-gear driving gear 3, an EVII-gear driving gear 4, a differential 5, a differential bearing 6, a first-gear driven gear 7, a second-gear driven gear 8, a third-gear driven gear 9, a fourth-gear driven gear 10, an EVI-gear driven gear 11, an EVII-gear driven gear 12, a reverse-gear driving gear 13, a sleeve shaft 14, a reverse-gear driven gear 15, a reverse-gear intermediate gear 16, a second intermediate shaft 17, a second bearing 18, a second main reduction driving gear 19, a first bearing 20, a first main reduction driving gear 21, a motor gear 22, a motor shaft 23, an idler gear 24, idler both-end bearings 25, an idler shaft 26, a clutch 27, a driving motor 28, an input shaft 29, an input shaft bearing 30, a main reduction driven gear 31, an engine 32, a first intermediate shaft 33, a first synchronizer a, a second synchronizer B, a third, A third synchronizer C and a fourth synchronizer D.
Detailed Description
As shown in fig. 1, the present embodiment relates to a hybrid transmission, which includes: a first/third-gear driving gear 1, a second/fourth-gear driving gear 2, an EVI-gear driving gear 3, an EVII-gear driving gear 4, a differential 5, a differential bearing 6, a first-gear driven gear 7, a second-gear driven gear 8, a third-gear driven gear 9, a fourth-gear driven gear 10, an EVI-gear driven gear 11, an EVII-gear driven gear 12, a reverse-gear driving gear 13, a sleeve shaft 14, a reverse-gear driven gear 15, a reverse-gear intermediate gear 16, a second intermediate shaft 17, a second bearing 18, a second main reduction driving gear 19, a first bearing 20, a first main reduction driving gear 21, a motor gear 22, a motor shaft 23, an idler gear 24, idler both-end bearings 25, an idler shaft 26, a clutch 27, a driving motor 28, an input shaft 29, an input shaft bearing 30, a main reduction driven gear 31, an engine 32, a first intermediate shaft 33, a first synchronizer a, a second synchronizer B, a third, A third synchronizer C and a fourth synchronizer D.
As shown in fig. 2 to 4, preferred dimensional parameters of the transmission of the present embodiment include:
i. the center distance between the input shaft and the first intermediate shaft is 93.7mm, and the center distance between the input shaft and the second intermediate shaft is 84.4 mm;
the center distance between the first intermediate shaft and the second intermediate shaft is 125mm, and the center distance between the first intermediate shaft and the differential mechanism is 141.2 mm;
the center distance between the second intermediate shaft and the center of the differential mechanism is 160.5 mm;
and iv, the center distance between the idler shaft and the input shaft is 99mm, and the center distance between the idler shaft and the motor shaft is 67 mm.
The bending strength of each shaft can be guaranteed through the optimized size, and meanwhile the number and the diameter of the teeth of each gear can be reasonably set, so that the smoothness of output torque is guaranteed in the sequential switching process of the gears of the whole vehicle.
The hybrid gear combination mode and the speed ratio of the transmission are as follows:
the present embodiment relates to a method for controlling the above apparatus, including: the system comprises a pure electric mode, a pure engine mode, a hybrid power mode, a reverse gear mode, a parking charging mode, a parking starting engine mode, a pure electric drive starting engine mode, a pure engine drive charging mode and a pure electric drive or hybrid power drive braking energy recovery mode.
The pure electric mode specifically comprises the following steps: EVI gear power flow: and the third synchronizer C is shifted to the left, so that the power of the driving motor is output through a motor shaft and then is transmitted to the wheel driving vehicle through a motor gear, an idler gear, an EVII gear driving gear, a sleeve shaft, an EVI gear driving gear, an EVI gear driven gear with a combined gear, the third synchronizer C, a first intermediate shaft, a first main reducing driving gear, a main reducing driven gear and a differential mechanism in sequence.
EVII-gear power flow: and the third synchronizer C is shifted to the right, so that the power of the driving motor is output through a motor shaft and then is transmitted to the wheel driving vehicle through a motor gear, an idler gear, an EVII gear driving gear, an EVII gear driven gear with a combined gear, the third synchronizer C, a first intermediate shaft, a first main reduction driving gear, a main reduction driven gear and a differential mechanism in sequence.
The pure engine mode is specifically as follows: the first gear power flow of the engine: the first synchronizer A is shifted to the left, the clutch is closed, and then the power of the engine is transmitted to the input shaft through the clutch and is transmitted to the wheel driving vehicle through the first/third gear driving gear, the first gear driven gear with the combined gear, the first synchronizer A, the first intermediate shaft, the first main reduction driving gear, the main reduction driven gear and the differential mechanism in sequence.
Two-stage power flow of the engine: the first synchronizer A is shifted to the right, the clutch is closed, and then the power of the engine is transmitted to the input shaft through the clutch and is transmitted to the wheel driving vehicle through the second/fourth gear driving gear, the second gear driven gear with the combined gear, the first synchronizer A, the first intermediate shaft, the first main reduction driving gear, the main reduction driven gear and the differential mechanism in sequence.
The engine has three-gear power flow: the second synchronizer B is shifted to the left, the clutch is closed, and then the power of the engine is transmitted to the input shaft through the clutch and is transmitted to the wheel driving vehicle through the first/third gear driving gear, the third gear driven gear with the combined gear, the second synchronizer B, the second intermediate shaft, the main speed reduction driving gear 2, the main speed reduction driven gear and the differential mechanism in sequence.
Engine four-speed power flow: the second synchronizer B is shifted to the right, the clutch is closed, and then the power of the engine is transmitted to the input shaft through the clutch and is transmitted to the wheel driving vehicle through the second/fourth gear driving gear, the fourth gear driven gear with the combined gear, the second synchronizer B, the second intermediate shaft, the main speed reduction driving gear 2, the main speed reduction driven gear and the differential mechanism in sequence.
The engine has five-gear power flow: the fourth synchronizer D is shifted to the right, the third synchronizer C is shifted to the right at the same time, the clutch is closed, and then the power of the engine is transmitted to the input shaft through the clutch and is transmitted to the wheel driving vehicle through the fourth synchronizer D, the sleeve shaft with the combined gear, the EVII gear driving gear, the EVII gear driven gear with the combined gear, the third synchronizer C, the first intermediate shaft, the first main speed reduction driving gear, the main speed reduction driven gear and the differential mechanism in sequence.
The hybrid power mode specifically comprises the following steps: the combination modes comprise EVI gear/engine first gear, EVI gear/engine second gear, EVI gear/engine third gear, EVII gear/engine fourth gear and EVII gear/engine fifth gear.
The reverse gear mode specifically comprises the following steps:
pure electric reverse gear: when the driving motor rotates reversely, the power of the motor drives the vehicle reversely through the power flow of the EVI gear.
Reverse gear of the engine: the fourth synchronizer D is shifted to the left, the clutch is closed, and then the power of the engine is transmitted to the input shaft through the clutch and is transmitted to the wheel reverse drive vehicle through the fourth synchronizer D, the reverse driving gear with the combined gear, the reverse intermediate gear, the reverse driven gear, the first intermediate shaft, the first main reduction driving gear, the main reduction driven gear and the differential mechanism in sequence.
The reverse gear of the motor and the reverse gear of the engine are driven simultaneously, and the hybrid reverse gear is realized.
The parking charging mode specifically comprises the following steps: and the fourth synchronizer D is shifted to the right, the clutch is closed, and the power of the engine is transmitted to the input shaft through the clutch and is input to the driving motor to generate electricity through the fourth synchronizer D, the sleeve shaft with the combined gear, the EVII gear driving gear, the idler gear and the motor gear in sequence.
The modes of stopping and starting the engine are as follows: the driving motor outputs power and reversely transmits the power flow of parking charging, so that the mode of stopping and starting the engine is realized.
The pure electric drive middle-starting engine mode specifically comprises the following steps: in the process of driving the vehicle in the EVI gear or driving the vehicle in the EVII gear, when the engine needs to be started, the fourth synchronizer D is shifted to the right, the clutch is closed, and the engine is started through the fourth synchronizer D, the input shaft and the clutch while the motor drives the vehicle.
The pure engine drive charging mode specifically comprises the following steps: when the fourth synchronizer D is shifted to the right, the engine drives the vehicle, and meanwhile, power sequentially passes through the fourth synchronizer D, the sleeve shaft with the combination gear, the EVII gear driving gear, the idler gear and the motor gear, is input into the driving motor, and power is generated.
The braking energy recovery mode in the pure electric drive or the hybrid drive is as follows: and in the braking process of the wheels, power flows through a pure electric gear in meshing and is reversely input into the driving motor, so that braking power generation is realized.
The control method further comprises the following steps that in the process of hybrid power driving, when the gear of the motor or the gear of the engine needs to be lifted, the switching of the target gear of the required power is carried out under the condition that the gear of the other power is required to be kept unchanged, and:
in the pure electric drive or pure engine drive process, when the gear of the motor or the gear of the engine needs to be lifted, another power needs to be started first, the corresponding hybrid power drive mode is switched, then the target gear is lifted, and then the power which is not needed is cut off.
The foregoing embodiments may be modified in many different ways by those skilled in the art without departing from the spirit and scope of the invention, which is defined by the appended claims and all changes that come within the meaning and range of equivalency of the claims are therefore intended to be embraced therein.
Claims (12)
1. A hybrid transmission, comprising: input shaft, two jackshafts, differential mechanism and electric machanism, wherein: the input shaft passes through the clutch and links to each other with the engine, be equipped with one/third gear driving gear on the input shaft in proper order, two/fourth gear driving gear, reverse gear driving gear, the fourth synchronous ware, EVI keeps off driving gear and EVII fender driving gear, be equipped with one on the first jackshaft in proper order and keep off driven gear, first synchronous ware, two keep off driven gear, reverse gear driven gear, EVI keeps off driven gear, the third synchronous ware, EVII keeps off driven gear and first main speed reduction driving gear, be equipped with three on the second jackshaft in proper order and keep off driven gear, the second synchronous ware, four keep off driven gear, reverse gear intermediate gear and second main speed reduction driving gear, wherein: a gear in the differential mechanism is simultaneously meshed with a first main reduction driving gear and a second main reduction driving gear, a gear in the electric mechanism is meshed with an EVII gear driving gear, a first/third gear driving gear is respectively meshed with a first gear driven gear and a third gear driven gear, a second/fourth gear driving gear is respectively meshed with a second gear driven gear and a fourth gear driven gear, a reverse gear driving gear, a reverse gear intermediate gear and a reverse gear driven gear are sequentially meshed, an EVI gear driving gear is meshed with the EVI gear driven gear, and the EVII gear driven gear is meshed with the EVII gear driving gear.
2. The transmission for hybrid power according to claim 1, wherein the gears on both sides of the first to fourth synchronizers are connected to the synchronizers through coupling gears.
3. The transmission as claimed in claim 1, wherein the EVI gear drive gear and the EVII gear drive gear are coaxially connected by a sleeve, and the sleeve is freely sleeved on the input shaft.
4. The hybrid transmission as defined in claim 1, wherein said electric mechanism comprises: the driving motor and set up the motor gear on its motor shaft, this motor gear links to each other with EVII fender driving gear through idler mechanism.
5. The hybrid transmission as defined in claim 4, wherein said idler mechanism comprises: an idler shaft and an idler gear thereof.
6. The hybrid transmission as defined in claim 1, wherein said differential mechanism comprises: the differential mechanism comprises a differential mechanism and a main speed reduction driven gear arranged on a differential shaft of the differential mechanism, wherein the main speed reduction driven gear is simultaneously connected with a first main speed reduction driving gear and a second main speed reduction driving gear.
7. The transmission as claimed in claim 1, wherein the third-gear driven gear, the fourth-gear driven gear and the reverse intermediate gear are all freely mounted on the second countershaft, and the second synchronizer and the second final drive gear are fixed to the second countershaft.
8. The transmission as claimed in claim 1, wherein the first/third gear driving gear, the second/fourth gear driving gear, and the fourth synchronizer are fixed to the input shaft, and the reverse driving gear and the sleeve shaft are freely rotatably sleeved on the input shaft.
9. The transmission for hybrid power according to claim 1, wherein the first-gear driven gear, the second-gear driven gear, the EVI-gear driven gear, and the EVII-gear driven gear are all freely fitted to the second countershaft, and the first synchronizer, the third synchronizer, and the first final drive gear are fixed to the second countershaft.
10. The hybrid transmission as defined in claim 1, wherein said first through fourth synchronizers are controlled using a hydraulic shift system or an electric shift system, wherein: the first gear of the engine and the second gear of the engine are controlled by a first synchronizer, the third gear of the engine and the fourth gear of the engine are controlled by a second synchronizer, and the fifth gear of the engine is controlled by a fourth synchronizer and a third synchronizer together; the first pure electric gear and the second pure electric gear are controlled by a third synchronizer; and the reverse gear of the engine and the parking charging gear are controlled by the fourth synchronizer.
11. A control method of a hybrid transmission according to any one of the preceding claims, characterized by comprising: the system comprises a pure electric mode, a pure engine mode, a hybrid power mode, a reverse gear mode, a parking charging mode, a parking starting engine mode, a pure electric drive starting engine mode, a pure engine drive charging mode, and a pure electric drive or hybrid power drive braking energy recovery mode.
12. The method as claimed in claim 11, wherein during the hybrid driving, when the gear of the motor or the gear of the engine needs to be lifted, the switching of the target gear of the required power is performed under the condition that the gear of the other power needs to be kept unchanged;
in the pure electric drive or pure engine drive process, when the gear of the motor or the gear of the engine needs to be lifted, another power needs to be started first, the corresponding hybrid power drive mode is switched, then the target gear is lifted, and then the power which is not needed is cut off.
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201810759695.XA CN110712515B (en) | 2018-07-11 | 2018-07-11 | Transmission for hybrid power |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201810759695.XA CN110712515B (en) | 2018-07-11 | 2018-07-11 | Transmission for hybrid power |
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| CN110712515A true CN110712515A (en) | 2020-01-21 |
| CN110712515B CN110712515B (en) | 2024-07-26 |
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Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112224012A (en) * | 2020-10-23 | 2021-01-15 | 东风汽车集团有限公司 | Driving system of multi-mode hybrid power vehicle |
| CN112389185A (en) * | 2020-11-25 | 2021-02-23 | 中国第一汽车股份有限公司 | Hybrid power driving system and hybrid power automobile |
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| CN201953923U (en) * | 2011-02-22 | 2011-08-31 | 长城汽车股份有限公司 | Mechanical all synchromesh five-gear transmission |
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Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
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| CN112224012A (en) * | 2020-10-23 | 2021-01-15 | 东风汽车集团有限公司 | Driving system of multi-mode hybrid power vehicle |
| CN112224012B (en) * | 2020-10-23 | 2022-03-01 | 东风汽车集团有限公司 | Driving system of multi-mode hybrid power vehicle |
| CN112389185A (en) * | 2020-11-25 | 2021-02-23 | 中国第一汽车股份有限公司 | Hybrid power driving system and hybrid power automobile |
| CN112389185B (en) * | 2020-11-25 | 2021-12-10 | 中国第一汽车股份有限公司 | Hybrid power driving system and hybrid power automobile |
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| CN110712515B (en) | 2024-07-26 |
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