CN110843501A - Hybrid power speed change mechanism and vehicle - Google Patents
Hybrid power speed change mechanism and vehicle Download PDFInfo
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- CN110843501A CN110843501A CN201810954446.6A CN201810954446A CN110843501A CN 110843501 A CN110843501 A CN 110843501A CN 201810954446 A CN201810954446 A CN 201810954446A CN 110843501 A CN110843501 A CN 110843501A
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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
- 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
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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
- B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
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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)
- Hybrid Electric Vehicles (AREA)
Abstract
The invention relates to a hybrid power speed change mechanism and a vehicle, wherein the hybrid power speed change mechanism comprises a clutch system, a motor, a mechanical transmission assembly, an electric drive assembly, a reverse gear/charging gear assembly and a differential assembly; the mechanical transmission assembly comprises: the mechanical input shaft sleeve is provided with a mechanical driving gear and a reverse gear/charging gear; the mechanical intermediate shaft is provided with a mechanical driven gear and a mechanical gear main speed reduction driving gear; the electric drive assembly comprises: the electric input shaft is provided with an electric driving gear; the electric intermediate shaft is provided with an electric driven gear and an electric gear main reduction driving gear; the reverse gear/charging gear assembly comprises a reverse gear/charging gear shaft and an intermediate gear, and the intermediate gear can be meshed with the reverse gear/charging gear and the electric driven gear; the mechanical gear main speed reduction driving gear and the electric gear main speed reduction driving gear are both meshed with a main speed reduction driven gear of the differential assembly. The hybrid power speed change mechanism has the advantages of simple structure and low cost while improving the fuel economy and the capacity utilization rate.
Description
Technical Field
The invention belongs to the technical field of vehicles, and particularly relates to a hybrid power speed change mechanism and a vehicle.
Background
The hybrid power technology has the advantages of improving the power performance of the vehicle and reducing oil consumption and emission, but the existing hybrid power vehicle power assembly has the defects of large occupied space, low matching efficiency of an engine and a motor, poor fuel economy and the like.
The invention discloses a parallel hybrid power speed change mechanism with the publication number of CN106183774A, which is used for improving the fuel economy, improving the capacity utilization rate, saving energy and reducing emission. However, the scheme of the invention has the defects of complex structure, long power transmission route, low efficiency and the like.
Therefore, it is a technical problem to be solved by those skilled in the art to provide a hybrid transmission mechanism that can improve fuel economy and improve capacity utilization ratio, and that has a simple structure and low cost.
Disclosure of Invention
The invention aims to provide a hybrid power speed change mechanism and a vehicle, which can improve fuel economy and capacity utilization rate, and have simple structure and low cost.
In order to solve the technical problem, the invention provides a hybrid power speed change mechanism, which comprises a clutch system, a motor, a mechanical transmission assembly, an electric drive assembly, a reverse gear/charging gear assembly and a differential assembly, wherein the clutch system is connected with the motor; the mechanical transmission assembly comprises: the mechanical input shaft is in transmission connection with the clutch system, a mechanical driving gear and a reverse gear/charging gear are sleeved on the mechanical input shaft along the axial direction of the mechanical input shaft in an idle mode, and the mechanical driving gear and the reverse gear/charging gear are in synchronous transmission with the mechanical input shaft through synchronizers respectively; the mechanical intermediate shaft is parallel to the mechanical input shaft, and is fixedly provided with a mechanical driven gear meshed with the mechanical driving gear and a mechanical gear main reduction driving gear; the electric drive assembly includes: the electric input shaft is in transmission connection with the motor, and an electric driving gear is fixedly arranged on the electric input shaft along the axial direction of the electric input shaft; the electric intermediate shaft is parallel to the electric input shaft, an electric driven gear meshed with the electric driving gear is sleeved on the electric intermediate shaft along the axial direction of the electric intermediate shaft in an empty mode, the electric driven gear is in synchronous transmission with the electric intermediate shaft through a synchronizer, and an electric gear main speed reduction driving gear is fixedly arranged on the electric intermediate shaft; the reverse gear/charging gear assembly comprises a reverse gear/charging gear shaft and an intermediate gear fixedly arranged on the reverse gear/charging gear shaft, and the intermediate gear can be meshed with the reverse gear/charging gear and the electric driven gear; and the mechanical gear main speed reduction driving gear and the electric gear main speed reduction driving gear are both meshed with a main speed reduction driven gear of the differential assembly.
Optionally, the mechanical driving gear comprises a first driving gear and a second driving gear, and the mechanical driven gear comprises a first driven gear meshed with the first driving gear and a second driven gear meshed with the second driving gear; a first bilateral synchronizer is arranged between the first driving gear and the second driving gear.
Optionally, the mechanical driving gear further comprises a third driving gear, and the mechanical driven gear further comprises a third driven gear meshed with the third driving gear; and a second bilateral synchronizer is arranged between the third driving gear and the reverse gear/charging gear.
Optionally, the mechanical driving gear further includes at least one gear set, the gear set includes two mechanical driving gears, and a bilateral synchronizer is disposed between the two mechanical driving gears of the same gear set.
Optionally, the electric driving gear includes a fourth driving gear and a fifth driving gear, the electric driven gear includes a fourth driven gear engaged with the fourth driving gear and a fifth driven gear engaged with the fifth driving gear, and a third bilateral synchronizer is disposed between the fourth driven gear and the fifth driven gear.
Optionally, the electric machine is a permanent magnet synchronous machine.
Optionally, the number of the intermediate gears is one; or the number of the intermediate gears is two, one of the intermediate gears is meshed with the reverse gear/charging gear, and the other intermediate gear is meshed with the electric driven gear.
Alternatively, the reverse/charging gear, the intermediate gear, and the electrically driven gear that meshes with the intermediate gear are all helical gears.
The hybrid power speed change mechanism comprises the following technical effects: the transmission device has the advantages that the structure is compact, the transmission efficiency is high, the power matching among a plurality of gears is better, and further the power performance and the fuel economy of the whole vehicle can be greatly improved; the reverse gear transmission mode is improved, the structure is simple and compact, and the whole volume can be reduced; the reverse gear shifting noise is low, and the reverse gear driving noise is low. .
In addition, the invention also provides a vehicle which comprises the hybrid speed change mechanism.
The technical effect of the vehicle with the hybrid transmission mechanism is similar to that of the hybrid transmission mechanism, and for saving space, the detailed description is omitted here.
Drawings
FIG. 1 is a schematic structural diagram of a hybrid transmission mechanism provided in an embodiment of the present invention;
fig. 2 is a power transmission route diagram of the hybrid transmission mechanism in the hybrid forward drive mode;
FIG. 3 is a power transmission route diagram of the hybrid transmission mechanism in the idle charge mode;
FIG. 4 is a power transmission route diagram of the hybrid transmission mechanism in the idle start mode;
fig. 5 is a power transmission route diagram of the hybrid transmission mechanism in the hybrid drive reverse mode.
In the accompanying fig. 1-5, the reference numerals are illustrated as follows:
1-a first driving gear, 2-a first double-sided synchronizer, 3-a second driving gear, 4-a third driving gear, 5-a second double-sided synchronizer, 6-reverse/charge gear, 7-a first driven gear, 8-a second driven gear, 9-a third driven gear, 10-an intermediate gear, 11-reverse/charge gear, 12-motor, 13-main reduction driven gear, 14-differential assembly, 15-a third double-sided synchronizer, 16-a fourth driven gear, 17-a fourth driving gear, 18-a fifth driving gear, 19-electric intermediate shaft, 20-electric input shaft, 21-mechanical intermediate shaft, 22-mechanical input shaft, 23-fifth driven gear, 24-mechanical gear main reduction driving gear, 25-electric gear main speed reduction driving gear, 26-clutch system and 27-engine.
Detailed Description
In order to make the technical solutions of the present invention better understood by those skilled in the art, the present invention will be further described in detail with reference to the accompanying drawings and specific embodiments.
Referring to fig. 1-5, fig. 1 is a schematic structural diagram of a hybrid transmission mechanism according to an embodiment of the present invention; fig. 2 is a power transmission route diagram of the hybrid transmission mechanism in the hybrid forward drive mode; FIG. 3 is a power transmission route diagram of the hybrid transmission mechanism in the idle charge mode; FIG. 4 is a power transmission route diagram of the hybrid transmission mechanism in the idle start mode; fig. 5 is a power transmission route diagram of the hybrid transmission mechanism in the hybrid drive reverse mode.
The embodiment of the invention provides a hybrid speed change mechanism and a vehicle, wherein the vehicle comprises the hybrid speed change mechanism, and specifically, the hybrid speed change mechanism comprises a clutch system 26, an electric motor 12, a mechanical transmission assembly, an electric drive assembly, a reverse gear/charging gear assembly and a differential assembly 14.
As shown in fig. 1, the mechanical transmission assembly comprises a mechanical input shaft 22 and a mechanical intermediate shaft 21, the mechanical input shaft 22 is in transmission connection with an engine 27 through a clutch system 26, the mechanical input shaft 22 is axially sleeved with a mechanical driving gear and a reverse/charging gear 6, and the mechanical driving gear and the reverse/charging gear 6 are respectively in synchronous transmission with the mechanical input shaft 22 through synchronizers; the mechanical intermediate shaft 21 is parallel to the mechanical input shaft 22, and a mechanical driven gear engaged with the mechanical driving gear and a mechanical gear main reduction driving gear 24 are fixedly arranged. The mechanical gear final drive gear 24 may mesh with the final driven gear 13 of the differential assembly 14.
The mechanical driving gear is sleeved on the mechanical input shaft 22 in an idle mode, the specific gear requires that the mechanical driving gear corresponding to the gear is connected with the mechanical input shaft 22 through a synchronizer so that the mechanical driving gear and the mechanical input shaft 22 can be in synchronous transmission, the engine 27 drives the mechanical input shaft 22 to rotate and drives the mechanical intermediate shaft 21 to rotate through the mechanical driving gear and the mechanical driven gear, and then the mechanical gear main speed reduction driving gear 24 is driven to rotate. Specifically, in the engine forward driving mode, as shown in fig. 2, the power transmission route is: engine 27-clutch system 26-mechanical input shaft 22-mechanical driving gear-mechanical driven gear-mechanical intermediate shaft 21-mechanical gear main reduction driving gear 24-main reduction driven gear 13-differential assembly 14.
As shown in fig. 1, the electric drive assembly includes an electric input shaft 20 and an electric intermediate shaft 19, the electric input shaft 20 is in transmission connection with the motor 12, and the electric input shaft 20 is fixedly provided with an electric driving gear along the axial direction thereof; the electric intermediate shaft 19 is parallel to the electric input shaft 20, the electric intermediate shaft 19 is axially sleeved with an electric driven gear engaged with the electric driving gear and an electric gear main reduction driving gear 25, and the electric driven gear is in synchronous transmission with the electric intermediate shaft 19 through a synchronizer. The electric range final drive gear 25 may mesh with the final driven gear 13 of the differential assembly 14.
In the motor forward driving mode, as shown in fig. 2, the power transmission route is: the electric motor 12, the electric input shaft 20, the electric driving gear, the electric driven gear, the electric intermediate shaft 19, the electric gear main reduction driving gear 25, the main reduction driven gear 13 and the differential assembly 14.
When the engine forward driving mode and the motor forward driving mode are simultaneously carried out, the hybrid forward driving mode is obtained. That is, the vehicle may be driven by the engine 27 alone, the motor 12 alone, or a combination of the engine 27 and the motor 12 when the vehicle is moving forward, and the operation may be selected according to the circumstances.
When the vehicle is in a static state, the reverse/charging gear 6 is connected with the mechanical input shaft 22 through the synchronizer to realize synchronous transmission, the electric driven gear and the electric intermediate shaft 19 are in an unconnected state, at this time, the intermediate gear 10 fixed on the reverse/charging gear shaft 11 is meshed with the reverse/charging gear 6, and the intermediate gear 10 of the reverse/charging gear shaft 11 is meshed with the electric driven gear. In this connection state, the motor 12 can be charged by the engine 27, and the motor 12 is controlled to be in the power generation operation mode, as shown in fig. 3, the power transmission path is: the engine 27, the clutch system 26, the mechanical input shaft 22, the reverse gear/charging gear 6, the intermediate gear 10, the electric driven gear, the electric driving gear and the motor 12 are connected in sequence, namely the engine 27 transmits power to the motor 12 through the clutch system 26, and the vehicle idling charging mode is realized. When the driver of the vehicle intends to decelerate or brake, the motor 12 applies reverse torque, and the motor 12 realizes energy recovery (charges the motor 12) while realizing the braking deceleration function.
Likewise, in the same connection state as the above-described idle charge mode of the vehicle, the motor 12 may start the engine 27 through the clutch system 26, and control the motor 12 to be in the power take-off mode, as shown in fig. 4, the power transmission path is just opposite to that of the above-described idle charge mode, that is, the motor 12 transmits power to the engine 27, and the idle start mode is realized. Therefore, in the present embodiment, a dedicated starter motor for the engine 27 is not required, and the overall structure can be simplified.
In the present embodiment, the reverse gear/charging gear assembly includes a reverse gear/charging gear shaft 11 and an intermediate gear 10 fixed to the reverse gear/charging gear shaft 11, and the intermediate gear 10 is capable of meshing with the reverse gear/charging gear 6 and the electric driven gear. That is, the vehicle can be driven by the engine 27 alone, the motor 12 alone, or a combination of the engine 27 and the motor 12 during reverse, and the operation can be selected according to specific situations.
Specifically, the reverse/charging gear 6 is connected to the mechanical input shaft 22 through a synchronizer, the electric driven gear meshed with the intermediate gear 10 is connected to the electric intermediate shaft 19 through a synchronizer, and the electric motor 12 is controlled to be in a power output mode, at this time, as shown in fig. 5, a power transmission path for driving the electric motor 12 to reverse is as follows: the differential mechanism comprises a motor 12, an electric input shaft 20, an electric driving gear, an electric driven gear, an electric intermediate shaft 19, an electric gear main reduction driving gear 25, a main reduction driven gear 13 and a differential assembly 14; the power transmission path for the engine 27 to drive reverse is: engine 27-clutch system 26-mechanical input shaft 22-reverse/charging gear 6-intermediate gear 10-electric driven gear-electric intermediate shaft 19-electric gear main reduction driving gear 25-main reduction driven gear 13-differential assembly 14. When the two reverse power transmission paths are simultaneously carried out, a hybrid power driven reverse mode can be realized; in the hybrid power driven reverse mode, if the motor 12 is controlled not to output power, the mode is the pure engine 27 driven reverse mode; in the hybrid drive reverse mode, if the reverse/charging gear 6 is not connected to the input shaft of the engine 27 or the engine 27 has no power output, the pure electric machine 12 is driven to the reverse mode.
That is, the vehicle transmits power to the electric intermediate shaft 19 and then to the differential assembly 14 through the electric range main reduction driving gear 25 and the main reduction driven gear 13 to realize each reverse mode, and the hybrid transmission mechanism is simple and compact in structure and reduces the overall size.
In the above embodiment, the mechanical driving gear includes the first driving gear 1 and the second driving gear 3, i.e. the mechanical input shaft 22 is sleeved with the first driving gear 1 and the second driving gear 3, correspondingly, the mechanical driven gear includes the first driven gear 7 and the second driven gear 8, i.e. the mechanical intermediate shaft 21 is provided with the first driven gear 7 and the second driven gear 8, wherein the first driving gear 1 is engaged with the first driven gear 7, the second driving gear 3 is engaged with the second driven gear 8, and the first bilateral synchronizer 2 is arranged between the first driving gear 1 and the second driving gear 3. In this case, the reverse/charging gear 6 can be connected to the mechanical input shaft 22 by a separately provided synchronizer, which may be a single-side synchronizer or a double-side synchronizer.
Further, the mechanical driving gear further comprises a third driving gear 4, that is, the mechanical input shaft 22 is further sleeved with the third driving gear 4 in an empty manner, correspondingly, the mechanical driven gear further comprises a third driven gear 9, that is, the mechanical intermediate shaft 21 is further provided with the third driven gear 9, the third driven gear 9 is meshed with the third driving gear 4, and a second bilateral synchronizer 5 is arranged between the third driving gear 4 and the reverse gear/charging gear 6.
In the present embodiment, as shown in fig. 1, the mechanical transmission assembly has three mechanical driving gears and three mechanical driven gears, that is, the hybrid transmission mechanism has three gears (the number of mechanical gears is three) driven by the pure engine 27.
Furthermore, in the mechanical transmission assembly of the above embodiment, the mechanical input shaft 22 may further be provided with at least one gear set, the gear set includes two mechanical driving gears, correspondingly, the mechanical intermediate shaft 21 is also provided with a mechanical driven gear engaged with the mechanical driving gears, and a double-sided synchronizer is provided between the two mechanical driving gears in each gear set. The first driving gear 1 and the second driving gear 3 also correspond to a gear set. That is, in the present embodiment, the number of the mechanical driving gears may be an even number of mechanical driving gears increased on the basis of two or three mechanical driving gears, so as to increase the number of gears of the hybrid transmission mechanism driven by the pure engine 27.
As shown in fig. 1, the electric driving gear includes a fourth driving gear 17 and a fifth driving gear 18, i.e. the electric input shaft 20 is provided with the fourth driving gear 17 and the fifth driving gear 18, and correspondingly, the electric driven gear includes a fourth driven gear 16 and a fifth driven gear 23, i.e. the electric intermediate shaft 19 is sleeved with the fourth driven gear 16 and the fifth driven gear 23, and a third bilateral synchronizer 15 is provided between the fourth driven gear 16 and the fifth driven gear 23, wherein the fourth driven gear 16 is engaged with the fourth driving gear 17, and the fifth driving gear 18 is engaged with the fifth driven gear 23.
That is, in the present embodiment, the electric drive assembly is provided with two electric drive gears and two electric driven gears, and the hybrid transmission mechanism is provided with two gears (the number of electric gears is two) under the drive of the pure electric machine 12. Of course, in this embodiment, the number of electric gears can also be set to one, that is, the electric drive assembly is only provided with one electric driving gear and one electric driven gear, and two electric gears are provided for only being provided with one electric gear, while the number of gears driven by the pure motor 12 is increased, the number of hybrid gears can also be increased, the number of gears can be effectively increased only by additionally arranging two meshed gears, the overall structure is improved to be compact, the driving efficiency of the engine 27 and the motor 12 is high, the power matching among multiple gears is better, and further, the power performance and the fuel economy of the whole vehicle can be greatly improved.
Alternatively, in this embodiment, the number of electric gears may be set to three or more, which is not limited herein, and the number of electric gears may be set to two, so that the control requirement for driving the motor 12 can be simplified when the requirement of the number of gears is satisfied, as compared with the case of setting three or more electric gears.
In the above embodiment, the motor 12 is a permanent magnet synchronous motor, or the motor 12 may also be an asynchronous motor, and the permanent magnet synchronous motor is selected to meet the same requirements, and has a small volume and high efficiency.
In the above embodiment, the number of the intermediate gears 10 may be one or two, and if only one intermediate gear 10 is provided, the intermediate gear 10 is engaged with both the reverse/charging gear 6 and the one electrically driven gear, and if two intermediate gears 10 are provided, one of the intermediate gears is engaged with the reverse/charging gear 6 and the other is engaged with the electrically driven gear, and the number is not limited herein, and may be specifically set according to the spatial arrangement of the hybrid transmission mechanism. In addition, when the number of the electric driven gears is two or more, the intermediate gear 10 may be engaged with one of the electric driven gears.
In the above embodiment, the reverse/charging gear 6, the intermediate gear 10, and the electric driven gear meshing with the intermediate gear 10 are all helical gears, and accordingly, the electric driving gear meshing with this electric driven gear is also a helical gear. That is to say, in this embodiment, when the vehicle is in reverse, each gear pair of reverse gear transmission is a helical gear, and vibration and noise generated by gear transmission can be effectively reduced.
The foregoing is only a preferred embodiment of the present invention, and it should be noted that it is obvious to those skilled in the art that various modifications and improvements can be made without departing from the principle of the present invention, and these modifications and improvements should also be considered as the protection scope of the present invention.
Claims (9)
1. A hybrid transmission mechanism comprising a clutch system (26), an electric machine (12), a mechanical transmission assembly, an electric drive assembly, a reverse/charging gear assembly and a differential assembly (14);
the mechanical transmission assembly comprises:
the mechanical input shaft (22) is in transmission connection with the clutch system (26), a mechanical driving gear and a reverse gear/charging gear (6) are sleeved on the mechanical input shaft (22) along the axial direction of the mechanical input shaft in a free mode, and the mechanical driving gear and the reverse gear/charging gear (6) are in synchronous transmission with the mechanical input shaft (22) through synchronizers respectively;
the mechanical intermediate shaft (21) is parallel to the mechanical input shaft (22), and a mechanical driven gear meshed with the mechanical driving gear and a mechanical gear main reduction driving gear (24) are fixedly arranged;
the electric drive assembly includes:
the electric input shaft (20) is in transmission connection with the motor (12), and an electric driving gear is fixedly arranged on the electric input shaft (20) along the axial direction of the electric input shaft;
the electric intermediate shaft (19) is parallel to the electric input shaft (20), an electric driven gear meshed with the electric driving gear is sleeved on the electric intermediate shaft (19) along the axial direction of the electric intermediate shaft in an empty mode, the electric driven gear is in synchronous transmission with the electric intermediate shaft (19) through a synchronizer, and an electric gear main reducing driving gear (25) is fixedly arranged on the electric intermediate shaft (19);
the reverse gear/charging gear assembly comprises a reverse gear/charging gear shaft (11) and an intermediate gear (10) fixedly arranged on the reverse gear/charging gear shaft (11), wherein the intermediate gear (10) can be meshed with the reverse gear/charging gear (6) and the electric driven gear;
the mechanical gear main speed reduction driving gear (24) and the electric gear main speed reduction driving gear (25) are meshed with a main speed reduction driven gear (13) of the differential assembly (14).
2. Hybrid transmission according to claim 1, characterized in that said mechanical driving gear comprises a first driving gear (1) and a second driving gear (3), said mechanical driven gear comprises a first driven gear (7) meshing with said first driving gear (1) and a second driven gear (8) meshing with said second driving gear (3);
a first bilateral synchronizer (2) is arranged between the first driving gear (1) and the second driving gear (3).
3. Hybrid transmission according to claim 2, characterized in that said mechanical driving gear further comprises a third driving gear (4) and said mechanical driven gear further comprises a third driven gear (9) meshing with said third driving gear (4);
and a second bilateral synchronizer (5) is arranged between the third driving gear (4) and the reverse gear/charging gear (6).
4. The hybrid transmission mechanism according to claim 2 or 3, wherein said mechanical drive gear further comprises at least one gear set, said gear set comprising two said mechanical drive gears, and a double synchronizer is disposed between two said mechanical drive gears of the same gear set.
5. A hybrid transmission according to any one of claims 1 to 3, wherein said electric drive gear comprises a fourth drive gear (17) and a fifth drive gear (18), and said electric driven gear comprises a fourth driven gear (16) meshing with said fourth drive gear (17) and a fifth driven gear (23) meshing with said fifth drive gear (18), and a third double-sided synchronizer (15) is provided between said fourth driven gear (16) and said fifth driven gear (23).
6. A hybrid transmission according to any one of claims 1 to 3, characterized in that the electric machine (12) is a permanent magnet synchronous machine.
7. The hybrid transmission mechanism according to any one of claims 1 to 3,
the number of the intermediate gears (10) is one;
or the number of the intermediate gears (10) is two, one is meshed with the reverse gear/charging gear (6), and the other is meshed with the electric driven gear.
8. A hybrid transmission according to any one of claims 1 to 3, wherein said reverse/charging gear (6), said intermediate gear (10) and an electrically driven gear meshing with said intermediate gear (10) are all helical gears.
9. A vehicle characterized by comprising the hybrid transmission mechanism according to any one of claims 1 to 8.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201810954446.6A CN110843501A (en) | 2018-08-21 | 2018-08-21 | Hybrid power speed change mechanism and vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201810954446.6A CN110843501A (en) | 2018-08-21 | 2018-08-21 | Hybrid power speed change mechanism and vehicle |
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| Publication Number | Publication Date |
|---|---|
| CN110843501A true CN110843501A (en) | 2020-02-28 |
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| Application Number | Title | Priority Date | Filing Date |
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| CN201810954446.6A Pending CN110843501A (en) | 2018-08-21 | 2018-08-21 | Hybrid power speed change mechanism and vehicle |
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| US20160137049A1 (en) * | 2014-11-18 | 2016-05-19 | Saic Motor Corporation Limited | Hybrid-power driving system for a vehicle and a transmission thereof |
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| CN108162741A (en) * | 2017-12-22 | 2018-06-15 | 重庆蓝黛动力传动机械股份有限公司 | A kind of hybrid vehicle speed changing structure |
| CN108327513A (en) * | 2017-01-20 | 2018-07-27 | 铃木株式会社 | Power transmission and the vehicle for having power transmission |
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| US20160137049A1 (en) * | 2014-11-18 | 2016-05-19 | Saic Motor Corporation Limited | Hybrid-power driving system for a vehicle and a transmission thereof |
| CN107539094A (en) * | 2016-06-29 | 2018-01-05 | 比亚迪股份有限公司 | Power-driven system and vehicle |
| CN106183774A (en) * | 2016-07-15 | 2016-12-07 | 上汽通用汽车有限公司 | Hybrid power speed change system and install its automobile |
| CN108327513A (en) * | 2017-01-20 | 2018-07-27 | 铃木株式会社 | Power transmission and the vehicle for having power transmission |
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Application publication date: 20200228 |