CN111016616B - Dual-motor multi-mode hybrid transmission and vehicle - Google Patents

Dual-motor multi-mode hybrid transmission and vehicle Download PDF

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Publication number
CN111016616B
CN111016616B CN201911260566.7A CN201911260566A CN111016616B CN 111016616 B CN111016616 B CN 111016616B CN 201911260566 A CN201911260566 A CN 201911260566A CN 111016616 B CN111016616 B CN 111016616B
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China
Prior art keywords
gear
motor
shaft
input
clutch
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CN201911260566.7A
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Chinese (zh)
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CN111016616A (en
Inventor
祝林
付军
孙艳
许正功
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Yiwu Geely Automatic Transmission Co ltd
Zhejiang Geely Holding Group Co Ltd
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Yiwu Geely Automatic Transmission Co ltd
Zhejiang Geely Holding Group Co Ltd
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Priority to CN201911260566.7A priority Critical patent/CN111016616B/en
Publication of CN111016616A publication Critical patent/CN111016616A/en
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—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
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
    • B60K17/16—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of differential gearing
    • 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
    • B60K6/24—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 combustion engines
    • 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
    • B60K6/28—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 electric energy storing means, e.g. batteries or capacitors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
    • Y02T10/92—Energy efficient charging or discharging systems for batteries, ultracapacitors, supercapacitors or double-layer capacitors specially adapted for vehicles

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Hybrid Electric Vehicles (AREA)

Abstract

The invention provides a dual-motor multi-mode hybrid transmission and a vehicle, the dual-motor multi-mode hybrid transmission comprises: the synchronous motor comprises an engine, a first motor, a second motor, a first clutch, a second clutch, an input shaft, an output shaft, three driving gears and three driven gears in one-to-one correspondence, wherein the driven gears are connected with the output shaft through a synchronizer so as to realize power transmission. The three-speed hybrid transmission is adopted, the transmission structure inside the transmission is optimized, and compared with the traditional seven-speed dual-clutch transmission, the hybrid transmission has the advantages of better dynamic property and economical efficiency, more compact structure, lighter weight, smaller volume and lower cost, and is beneficial to carrying of the whole vehicle. The hybrid power transmission has the advantages of fewer elements, higher reliability, capability of reducing the manufacturing cost and the development technical difficulty of the hybrid power transmission, capability of enabling an engine to run more accurately in a power range and ultralow energy consumption.

Description

Dual-motor multi-mode hybrid transmission and vehicle
Technical Field
The invention relates to the technical field of vehicle transmissions, in particular to a dual-motor multi-mode hybrid transmission and a vehicle with the same.
Background
A hybrid electric vehicle is a vehicle that uses multiple energy sources, typically a conventional engine (ICE) using liquid fuel and an electric motor driven vehicle using electric energy. Hybrid vehicles may operate in a variety of drive modes, however, have limited battery capacity and rely primarily on engine combustion to provide power.
Most current hybrid architectures assume the P2 hybrid mode, i.e., the electric motor is placed on the input shaft of the transmission. The technical scheme of the existing hybrid power transmission is as follows: the C1 clutch and the C2 clutch are respectively connected with the engine, the input two shafts are sleeved on the input one shaft in an idle mode, and the motor is connected with the four-six-gear driving gear through a motor transmission shaft assembly. The hybrid power system can execute the operation modes of engine independent driving, motor independent driving 2/4/6/R gear, simultaneous driving of the engine and the motor for 2/4/6/R gear, braking and charging of the motor and the like, the driving motor and the engine can work in a high-efficiency area for a long time by changing gears, the working efficiency is improved, the vehicle dynamic property is increased, the vehicle fuel economy is improved, and the driving pleasure of a traditional vehicle is kept.
Disclosure of Invention
One object of the present invention is to solve the problems of the prior art hybrid transmission that the manufacturing cost is high, the mass is large, the volume is large, the carrying is inconvenient, and the electric motor cannot charge the battery when the engine is driven.
In particular, the present invention provides a dual motor, multi-mode hybrid transmission comprising:
a power source including an engine, a first motor, and a second motor;
the input shaft comprises an input shaft and an input shaft, wherein the input shaft is sleeved on the input shaft and can rotate independently, one end of the input shaft is fixedly connected with the engine and the flywheel system through a first clutch, and the other end of the input shaft is in transmission connection with the second motor;
a clutch including a first clutch for connection and disconnection of the engine to the input two shafts and a second clutch connected between the input two shafts and the input one shaft for connection and disconnection of the input one shaft and the input two shafts;
the first motor is matched with the second clutch outer hub;
the gear assembly comprises two driving gears which are respectively arranged on the input shaft, one driving gear which is arranged on the input shaft and three driven gears which are arranged on the output shaft and are in one-to-one correspondence and constant meshing with the three driving gears;
the output shaft is arranged in parallel with the input shaft, a main reducing gear is installed on the output shaft, and the power source outputs the power to the output shaft through the gear assembly;
and the synchronizer is arranged on the output shaft and is used for connecting the driven gear and the output shaft to realize power transmission.
Further, the dual-motor multi-mode hybrid transmission further includes:
and the differential is provided with a differential gear ring, and the main reduction gear on the output shaft is normally meshed with the differential gear ring.
Further, the first motor includes two, two first motor respectively with second clutch outer hub interference fit.
Further, the second electric machine is disposed on a side of the input shaft away from the engine, and includes:
the supporting shaft is offset at the output end of the second motor and is arranged in parallel with the input shaft;
and a driving gear mounted on the support shaft.
Further, the drive gear includes:
the first gear driving gear is arranged on the input shaft;
the second gear driving gear is arranged at one end, far away from the clutch, of the input second shaft and meshed with the driving gear;
the third-gear driving gear is arranged at one end, far away from the clutch, of the input shaft and is positioned between the first-gear driving gear and the second-gear driving gear;
the first gear driving gear, the second gear driving gear and the third gear driving gear are arranged at intervals along the axial direction.
Further, the driven gear includes:
the first-gear driven gear is sleeved on the output shaft and is meshed with the first-gear driving gear;
a second-gear driven gear sleeved on the output shaft and meshed with the second-gear driving gear
The third-gear driven gear is sleeved on the output shaft and is meshed with the third-gear driving gear;
the first-gear driven gear, the second-gear driven gear and the third-gear driven gear are arranged at intervals along the axial direction.
Further, the synchronizer includes:
a first synchronizer mounted on the output shaft and located between the first-gear driven gear and the third-gear driven gear, selectively engaged with the first-gear driven gear or the third-gear driven gear;
a second synchronizer mounted on the output shaft and located between the second and third driven gears for engagement with the second driven gear.
Further, the dual-motor multi-mode hybrid transmission further includes:
the P-gear parking device is mounted on the output shaft; the dual-motor multi-mode hybrid transmission realizes a reverse gear function by reverse rotation of the first motor or the second motor.
Further, the first motor and the second motor are connected with a power storage battery, and the dual-motor multi-mode hybrid transmission comprises any one or more of the following working modes:
a first operating mode in which the engine is not operated, the first electric machine serving as a generator to charge the power storage battery or the second electric machine serving as a generator to charge the power storage battery or the first electric machine and the second electric machine serving as generators to charge the power storage battery;
a second operating mode in which the engine operates, the first electric machine serving as a motor for charging the power storage battery with electric energy from the power storage battery and the second electric machine serving as a generator;
a third operating mode in which the engine is operated, the first electric machine using electric energy from the power storage battery as a motor and the second electric machine is not operated or also uses electric energy from the power storage battery as a motor;
in a fourth working mode, the engine works, and the first motor and the second motor do not work;
in a fifth operating mode, the engine is not operated, the first electric machine is used as a generator to charge the power storage battery, and the second electric machine is not operated.
The present invention also provides a vehicle including the dual-motor multi-mode hybrid transmission according to the above embodiment.
The dual-motor multi-mode hybrid power transmission mainly comprises an input shaft, an output shaft, a clutch, a gear component, a synchronizer, an engine, a first motor and a second motor; the transmission device comprises a gear assembly, a synchronizer and a transmission mechanism, wherein the gear assembly comprises three groups of gear sets, each group of gear sets comprises three driving gears and three driven gears in one-to-one correspondence, and the driven gears are connected with an output shaft through the synchronizer so as to realize power transmission; the three-speed hybrid transmission is adopted, the transmission structure inside the transmission is optimized, and compared with the traditional seven-speed dual-clutch transmission, the hybrid transmission has the advantages of better dynamic property and economical efficiency, more compact structure, lighter weight, smaller volume and lower cost, and is beneficial to carrying of the whole vehicle. The hybrid power transmission has the advantages of fewer elements, higher reliability, capability of reducing the manufacturing cost and the development technical difficulty of the hybrid power transmission, capability of enabling an engine to run more accurately in a power range and ultralow energy consumption.
Furthermore, the first motor and the second motor can be used as generators to charge the power storage battery or used as motors to use energy in the power storage battery in different working modes, so that the aim of charging the storage battery at the stage of the optimal working efficiency of the engine is fulfilled by arranging the double motors.
Furthermore, the dual-motor multi-mode hybrid transmission adopts a three-speed hybrid transmission, compared with the existing seven-speed hybrid transmission, the dual-motor multi-mode hybrid transmission equivalently removes an 4/5/6/7/R gear mechanism, simplifies the gear structure, has fewer gear structures, only needs one output shaft, and greatly optimizes the space of a transmission system.
The above and other objects, advantages and features of the present invention will become more apparent to those skilled in the art from the following detailed description of specific embodiments thereof, taken in conjunction with the accompanying drawings.
Drawings
Some specific embodiments of the invention will be described in detail hereinafter, by way of illustration and not limitation, with reference to the accompanying drawings. The same reference numbers in the drawings identify the same or similar elements or components. Those skilled in the art will appreciate that the drawings are not necessarily drawn to scale. In the drawings:
FIG. 1 is a schematic diagram of a two-motor, multi-mode hybrid transmission according to an embodiment of the present invention.
Reference numerals:
an engine 100; a flywheel system 101; a first clutch 102; a first motor 103; a second clutch 104; a first gear driving gear 105; a second motor 106; a support shaft 107; a drive gear 108; a second gear driving gear 109; an input two-shaft 110; a third gear drive gear 111; a second-speed driven gear 112; an output shaft 113; a first synchronizer 121; p-range parking 115; a third driven gear 116; a first-speed driven gear 117; a differential gear 118; a differential ring gear 119; a main reduction gear 120; a second synchronizer 114; an input shaft 122.
Detailed Description
Referring to fig. 1, the dual-motor multi-mode hybrid transmission of the present invention mainly comprises an engine 100, a flywheel system 101, a first motor 103, a second motor 106, an input shaft, an output shaft 113, a clutch, a synchronizer, a gear assembly, a main reduction gear 120, and a P-range parking 115. The engine 100, the first motor 103 and the second motor 106 are used as power sources, an input shaft is in transmission connection with an output shaft 113 through a transmission assembly, the clutch comprises a first clutch 102 and a second clutch 104, the first clutch 102 is used for connecting and disconnecting the engine 100 with the input shaft 110, the second clutch 104 is used for connecting and disconnecting the input shaft 122 with the input shaft 110, the synchronizer is used for connecting driven gears with the output shaft to realize power transmission, the gear assembly comprises two driving gears arranged on the input shaft 122, one driving gear arranged on the input shaft 110 and three driven gears arranged on the output shaft 113, and the three driving gears and the three driven gears are in one-to-one correspondence and are in constant meshing; the output shaft 113 is provided with a main reduction gear 120 and a P-gear parking 115, and the power source outputs power to the output shaft 113 through a transmission assembly and transmits the power to the main reduction gear 120; specifically, the input shaft includes a first input shaft 122 and a second input shaft 110, the first input shaft 122 is a hollow shaft, the second input shaft 110 is a solid shaft, one end of the second input shaft 110, i.e., the right end as shown in fig. 1, is fixedly connected to the flywheel system 101 and the output end of the engine 100 through the first clutch 102, and the first input shaft 122 is sleeved on the second input shaft 110. That is to say, adopt three-speed hybrid transmission, optimized the inside transmission structure of derailleur for the dynamic nature and the economic nature of hybrid transmission compare current traditional seven speed dual clutch transmissions more excellent, and the structure is compacter, and light in weight, the volume is littleer, the cost is lower, is favorable to whole car to carry on. The hybrid power transmission has the advantages of fewer elements, simplified gear shifting structure, contribution to reducing the manufacturing cost and the development technical difficulty of the hybrid power transmission, higher reliability, capability of enabling an engine to run more accurately in a power range and realization of ultralow energy consumption. Wherein the engine 100 is an ICE engine, the first electric machine 103 and the second electric machine 106 are EM electric machines, and the flywheel system 101 is a DMF flywheel; the specific structure and operation are understood and can be implemented by those skilled in the art, and are not described in detail in this application.
Referring to fig. 1, the dual-motor multi-mode hybrid transmission of the present invention is arranged with a dual clutch module and a dual motor module. Specifically, the dual clutch module includes a first clutch 102 and a second clutch 104, the dual motor module includes a first motor 103 and a second motor 106, the first motor 103 is engaged with an outer hub (not shown) of the second clutch 104; more specifically, the first motor 103 and the outer hub of the second clutch 104 are in interference fit, the interference fit arrangement and connection structure is simple, the load of torque, axial force or the combination of the torque and the axial force can be borne, the bearing capacity is high, and the reliable work can be realized under the impact vibration load; the second electric machine 106 is disposed at an end far from the engine 100, i.e., the left end as shown in fig. 1, and is in transmission connection with the input second shaft 110 through a second-gear driving gear 109; the dual clutch module is integrated by a first clutch 102, a second clutch 104 and a first motor 103, and one end of an input secondary shaft 110, namely the right end as shown in fig. 1, is fixedly connected with a flywheel system 101 and an engine 100 through the first clutch 102; the second clutch 104 is disposed on the left side of the first clutch 102; the first clutch 102 connects or interrupts power transmission between the engine 100 and the input two shafts 110, and the second clutch 104 connects or interrupts power transmission between the input one shaft 122 and the input two shafts 110.
According to one embodiment of the invention, referring to fig. 1, the dual-motor multimode hybrid transmission of the invention further comprises a differential 118, a differential ring gear 119 is arranged on the differential 118, and a main reduction gear 120 of the output shaft 113 is in constant mesh with the differential ring gear 119 to realize power output. Specifically, the main reduction gear 120 and the output shaft 113 are of an integral structure. Optionally, a bearing (not shown) may be disposed on the output shaft 113 at the left end of the main reduction gear 120, and the main reduction gear 120 is disposed behind the bearing to improve the rigidity of the output shaft 113.
According to an embodiment of the present invention, referring to fig. 1, the second motor 106 is disposed away from the engine 100 side, that is, the second motor 106 is disposed on the left side as viewed in fig. 1, and the second motor 106 includes a support shaft 107 of an output end and a drive gear 108. Specifically, the supporting shaft 107 is an eccentric shaft and is disposed in parallel with the input shaft up and down, that is, the supporting shaft 107 is disposed at the output end of the second motor 106 with an axis of an output shaft (not shown) of the second motor 106 offset so as to perform a cam motion when the second motor 106 is started. Specifically, the support shaft 107 is located at the lower end of the axial center of an output shaft (not shown) of the second motor 106, and the drive gear 108 is fixedly connected to the support shaft 107; such as by spline/weld/integral securement.
According to an embodiment of the present invention, as shown in fig. 1, the driving gears include a first gear driving gear 105, a second gear driving gear 109 and a third gear driving gear 111, the first gear driving gear 105, the second gear driving gear 109 and the third gear driving gear 111 are coaxially disposed, the third gear driving gear 111 is located between the first gear driving gear 105 and the second gear driving gear 109, the first gear driving gear 105 is disposed close to the clutch, i.e., disposed on the right side as shown in fig. 1, and the second gear driving gear 109 is disposed on the left side as shown in fig. 1. Specifically, the second gear driving gear 109 is fixedly connected to the left side of the input second shaft 110 through spline/welding/integration and is meshed with the driving gear 108; the first gear drive gear 105 and the third gear drive gear 111 are fixed to the input shaft 122 by spline/welding/integration.
According to a preferred embodiment of the present invention, as shown in fig. 1, the driven gears include a first-speed driven gear 117, a second-speed driven gear 112 and a third-speed driven gear 116, the first-speed driven gear 117, the second-speed driven gear 112 and the third-speed driven gear 116 being coaxially disposed; the third driven gear 116 is located between the first driven gear 117 and the second driven gear 112, the first driven gear 117 being disposed close to the clutch, that is, on the right side as viewed in fig. 1, and the second driven gear 112 being disposed on the left side as viewed in fig. 1. Specifically, the first-gear driven gear 117, the second-gear driven gear 112, and the third-gear driven gear 116 are sleeved on the output shaft 113 at intervals, for example, sleeved on the output shaft 113 through needle bearings. The first-gear driven gear 117, the second-gear driven gear 112 and the third-gear driven gear 116 are in one-to-one correspondence constant meshing with the first-gear driving gear 105, the second-gear driving gear 109 and the third-gear driving gear 111, so that a transmission route is optimized, the power performance and the smoothness of gear shifting mode switching are improved, and the possibility of failure of the transmission is reduced.
In some embodiments of the present invention, referring to fig. 1, the synchronizer includes a first synchronizer 121 and a second synchronizer 114, the first synchronizer 121 and the second synchronizer 114 are both mounted on the output shaft 113, the first synchronizer 121 is disposed between the first-speed driven gear 117 and the third-speed driven gear 116, and selectively engaged with the first-speed driven gear 117 or the third-speed driven gear 116, and the second synchronizer 114 is disposed between the second-speed driven gear 112 and the third-speed driven gear 116, and engaged with the second-speed driven gear 112. Specifically, for example, the first synchronizer 121 and the second synchronizer 114 are both fixed to the output shaft 113 by splines.
In some preferred embodiments of the present invention, referring to fig. 1, the P-position parking 115 is fixed to the output shaft 113 through splines, and is installed between the second synchronizer 114 and the third-position driven gear 116, so that the vehicle can realize the parking function through the P-position parking 115.
According to a preferred embodiment of the invention, referring to fig. 1, the first electric machine 103 and the second electric machine 106 are connected to a power accumulator (not shown), and in different operating modes, the first electric machine 103 and/or the second electric machine 106 act as generators to charge the power accumulator or as motors to use the electric energy in the power accumulator.
According to a preferred embodiment of the present invention, the first motor 103 or the second motor 106 is reversed to achieve reverse gear, and the reverse gear mechanism is removed.
TABLE 1 working mode and corresponding working mode table
Figure BDA0002311490570000071
Referring to table 1, the dual-motor multi-mode hybrid transmission of the present invention may adopt different operation modes, including five operation modes, i.e., a pure engine driving mode, a pure electric driving mode, a hybrid driving mode, and a pure engine driving simultaneous driving motor charging and braking energy recovery mode.
Pure electric drive mode: powered by the first motor 103 or by the second motor 106 or by both the first motor 103 and the second motor 106; hybrid drive mode: powered jointly by the engine 100 and the first electric machine 103 or by the engine 100, the first electric machine 103 and the second electric machine 106.
The power transmission process in the first mode, the pure electric drive mode, is as follows:
(1) the first motor 103 serves as a power input:
the engine 100 and the second motor 106 are in an off state, the first clutch 102 and the second clutch 104 are disconnected, the first synchronizer 121 is engaged with the first-speed driven gear 117 or the third-speed driven gear 116, the second synchronizer 114 is disconnected or engaged with the second-speed driven gear 112, the input second shaft 110 and the input first shaft 122 are separated from each other, and the hybrid transmission is in a separated operation state. The first motor 103 outputs power to the first-gear driving gear 105 or the third-gear driving gear 111, the first-gear driving gear 105 drives the first-gear driven gear 117 or the third-gear driving gear 111 to drive the third-gear driven gear 116, the first-gear driven gear 117 or the third-gear driven gear 116 is engaged with the output shaft 113 through the first synchronizer 121, the power is transmitted to the output shaft 113, and the power is output through the output shaft 113 and the main reduction gear 120. The pure electric reverse mode, similar to the above case, differs in that the first electric machine 103 is reversed and the rotation speed is different.
(2) The second motor 106 serves as a power input:
the engine 100 and the first motor 103 are in an off state, the first clutch 102 and the second clutch 104 are disconnected, the first synchronizer 121 is disconnected or engaged with the first-speed driven gear 117 or the third-speed driven gear 116, the second synchronizer 114 is engaged with the second-speed driven gear 112, the input second shaft 110 and the input first shaft 122 are separated from each other, and the hybrid transmission is in a separated operation state. The second motor 106 outputs power to the driving gear 108, the driving gear 108 drives the second driving gear 109, the second driving gear 109 drives the second driven gear 112, the second driven gear 112 is engaged with the output shaft 113 through the second synchronizer 114, the power is transmitted to the output shaft 113, and the power is output through the output shaft 113 and the main reduction gear 120. The electric reverse mode, similar to the above, differs in that the second electric machine 106 is reversed and at a different rotational speed.
(3) The first motor 103 and the second motor 106 jointly serve as power inputs:
the engine 100 is in the off state, the first clutch 102 and the second clutch 104 are disengaged, the first synchronizer 121 is engaged with the first-speed driven gear 117 or the third-speed driven gear 116, the second synchronizer 114 is engaged with the second-speed driven gear 112, the input shaft 110 and the input shaft 122 are separated from each other, and the hybrid transmission is in the disengaged operating state. The first motor 103 outputs power to the first-gear driving gear 105 or the third-gear driving gear 111, the first-gear driving gear 105 drives the first-gear driven gear 117 or the third-gear driving gear 111 to drive the third-gear driven gear 116, the first-gear driven gear 117 or the third-gear driven gear 116 is engaged with the output shaft 113 through the first synchronizer 121, the power is transmitted to the output shaft 113, and the power is output through the output shaft 113 and the main reduction gear 120; the second motor 106 outputs power to the driving gear 108, the driving gear 108 drives the second driving gear 109, the second driving gear 109 drives the second driven gear 112, the second driven gear 112 is engaged with the output shaft 113 through the second synchronizer 114, the power is transmitted to the output shaft 113, and the power is output through the output shaft 113 and the main reduction gear 120.
Second mode-engine-only drive mode:
(1) the first motor 103 and the second motor 106 are in an off state, the first clutch 102 connects the engine 100 with the input shaft 110, the second clutch 104 is disconnected, the first synchronizer 121 is disconnected, the second synchronizer 114 is engaged with the second-gear driven gear 112, the input shaft 122 and the input shaft 110 are separated from each other, and the hybrid transmission is in a separated working state. Power is input by the engine 100 and transmitted to the input secondary shaft 110, the input secondary shaft 110 drives the secondary driving gear 109 to rotate, the power is transmitted to the secondary driven gear 112, the secondary driven gear 112 is engaged with the second synchronizer 114, the power is transmitted to the output shaft 113 through the second synchronizer 114, and the power is output through the output shaft 113 and the main reduction gear 120;
(2) the first motor 103 and the second motor 106 are in a closed state, the second clutch 104 connects the input shaft 122 with the input shaft 110, the first clutch 102 is disconnected, the first synchronizer 121 is disconnected, the second synchronizer 114 is engaged with the second-gear driven gear 112, the input shaft 122 and the input shaft 110 are coupled with each other, and the hybrid transmission is in a coupling working state. The engine 100 outputs power to the second clutch 104, the second clutch 104 transmits power to the input shaft 122, the input shaft 122 drives the input shaft 110 to rotate to transmit power to the second gear driving gear 109 due to the coupling of the input shaft 110 and the input shaft 122, the second gear driving gear 109 drives the second gear driven gear 112, the second gear driven gear 112 is engaged with the second synchronizer 114 to transmit power to the output shaft 113, and the power is output through the output shaft 113 and the main reduction gear 120.
Third mode-series mode (engine driven while generator charging):
the first clutch 102 is engaged with the input second shaft 110, the second clutch 104 is disengaged, the first synchronizer 121 is engaged with the first-gear driven gear 117 or the third-gear driven gear 116, the second synchronizer 114 is disengaged, the input second shaft 110 and the input first shaft 122 are separated from each other, and the hybrid transmission is in a disengaged operation state. The first motor 103 outputs power to an input shaft 122, the input shaft 122 drives a first-gear driving gear 105 or a third-gear driving gear 111 to rotate, the first-gear driving gear 105 drives a first-gear driven gear 117 or a third-gear driving gear 111 to drive a third-gear driven gear 116 to rotate, the power is transmitted to an output shaft 113 which is engaged with the first-gear driven gear 117 or the third-gear driven gear 116 through a first synchronizer 121, and the power is output through the output shaft 113 and a main reduction gear 120; meanwhile, as the first clutch 102 is kept in an engaged state, the power input by the engine 100 can drive the rotor of the second motor 106 to rotate through the first clutch 102, the input second shaft 110, the second-gear driving gear 109, the driving gear 108 and the support shaft 107 so as to charge the second motor 106, the second motor 106 works as a generator, the power storage battery is charged while the engine 100 and the first motor 103 drive the vehicle to run so as to achieve the purpose of range extension, and simultaneously, as the first synchronizer 121 can be selectively engaged with the first-gear driven gear 117 or the third-gear driven gear 116, the first motor 103 can drive the vehicle in the first gear and the third gear.
Fourth mode-parallel mode (hybrid mode):
(1) the first clutch 102 is engaged with the input second shaft 110, the second clutch 104 is disengaged, the first synchronizer 121 is engaged with the first-speed driven gear 117 or with the third-speed driven gear 116, the second synchronizer 114 is engaged with the second-speed driven gear 112, the input first shaft 122 and the input second shaft 110 are separated from each other, and the hybrid transmission is in a separated operation state. The engine 100 transmits power to the input secondary shaft 110 through the first clutch 102, the engine 100 drives the secondary driving gear 109 to rotate through the input secondary shaft 110, and the secondary driving gear 109 drives the output shaft 113 through the secondary driven gear 112; meanwhile, the first motor 103 transmits power to the input shaft 122 through the second clutch 104, the first motor 103 drives the first-gear driving gear 105 or the third-gear driving gear 111 to rotate through the input shaft 122, the first-gear driving gear 105 drives the output shaft 113 through the first-gear driven gear 117 or the third-gear driving gear 111 drives the output shaft 113 through the third-gear driven gear 116, and the power of the engine 100 and the first motor 103 is output through the output shaft 113 and the main reduction gear 120. When the second motor 106 is used as the driving power together with the engine 100 and the first motor 103, the process is similar to the above process except that the second motor 106 transmits the power to the second driving gear 109 through the driving gear 108, the second motor 106 drives the second driving gear 109 through the driving gear 108, the second driving gear 109 drives the output shaft 113 through the second driven gear 112, and the powers of the engine 100, the first motor 103, and the second motor 106 are output together through the output shaft 113 and the main reduction gear 120.
(2) The first clutch 102 is engaged, the second clutch 104 is engaged, the first synchronizer 121 is engaged with the first-gear driven gear 117 or the third-gear driven gear 116, the second synchronizer 114 is disengaged, the input shaft 122 and the input shaft 110 are coupled with each other, and the hybrid transmission is in a coupling working state. The engine 100 transmits power to the input secondary shaft 110 through the first clutch 102, the first motor 103 transmits power to the input primary shaft 122 through the second clutch 104, the engine 100 and the first motor 103 simultaneously drive the input primary shaft 122 and the input secondary shaft 110 coupled to each other due to the coupling of the input secondary shaft 110 with the input primary shaft 122, transmit power of the engine 100 and the first motor 103 together to the first gear driving gear 105 or the third gear driving gear 111, and output through the first gear driving gear 105 and the first gear driven gear 117 or the third gear driving gear 111 and the third gear driven gear 116 engaged with each other and the output shaft 113 and the main reduction gear 120. When the second motor 106 is used as the driving power together with the engine 100 and the first motor 103, similar to the above-mentioned process, the difference is that the second motor 106 transmits the power to the second gear driving gear 109 through the driving gear 108, the second gear driving gear 109 drives the input second shaft 110, and since the input second shaft 110 and the input first shaft 122 are coupled to each other, the engine 100, the first motor 103 and the second motor 106 simultaneously drive the input first shaft 122 and the input second shaft 110 coupled to each other, and transmit the power of the engine 100, the first motor 103 and the second motor 106 to the first gear driving gear 105 or the third gear driving gear 111, and output the power through the first gear driving gear 105 and the first gear driven gear 117 or the third gear driving gear 111 and the third gear driven gear 116, and the output shaft 113 and the main reduction gear 120, which are engaged with each other.
(3) The first clutch 102 is engaged, the second clutch 104 is engaged, the first synchronizer 121 is disengaged, the second synchronizer 114 is engaged, the input shaft 122 and the input shaft 110 are coupled with each other, and the hybrid transmission is in a coupling working state. The engine 100 transmits power to the input secondary shaft 110 through the first clutch 102, the first motor 103 transmits power to the input primary shaft 122 through the second clutch 104, the engine 100 and the first motor 103 simultaneously drive the input primary shaft 122 and the input secondary shaft 110 coupled to each other due to the coupling of the input secondary shaft 110 with the input primary shaft 122, transmit power of the engine 100 and the first motor 103 together to the secondary driving gear 109, and output through the secondary driving gear 109 and the secondary driven gear 112, which are engaged with each other, and the output shaft 113 and the main reduction gear 120. When the second motor 106 is used as the driving power together with the engine 100 and the first motor 103, similar to the above process, except that the second motor 106 transmits the power to the second gear driving gear 109 through the driving gear 108, the second gear driving gear 109 drives the input second shaft 110, and since the input second shaft 110 and the input first shaft 122 are coupled to each other, the engine 100, the first motor 103 and the second motor 106 simultaneously drive the input first shaft 122 and the input second shaft 110 coupled to each other, and the power of the engine 100, the first motor 103 and the second motor 106 is transmitted to the second gear driving gear 109 together, and is output through the second gear driving gear 109 and the second gear driven gear 112, and the output shaft 113 and the main reduction gear 120, which are engaged with each other.
Fifth mode-braking energy recovery mode:
the engine 100 and the second motor 106 are in an off state, the first synchronizer 121 is engaged with the first-speed driven gear 117 or the third-speed driven gear 116, and the second synchronizer 114 is disengaged or engaged with the second-speed driven gear 112; the whole vehicle kinetic energy passes through the main reduction gear 120, the output shaft 113, the first-gear driven gear 117 or the third-gear driven gear 116, the first-gear driving gear 105 or the third-gear driving gear 111, the input shaft 122 and the second clutch 104 to the first motor 103 through wheels (not shown), and at the moment, the first motor 103 works as a generator to charge a vehicle power storage battery so as to recover part of the kinetic energy of the vehicle in the braking process.
In summary, in the dual-motor multi-mode hybrid transmission of the present invention, the engine 100, the first motor 103 and the second motor 106 can selectively complete the connection of the input shaft 122 and the input shaft 110 through the first clutch 102 or the combination of the first clutch 102 and the second clutch 104, so as to realize no power interruption; the first clutch 102 is connected with the engine 100 and the first motor 103, and the second clutch 104 is disconnected, so that the engine 100 can drive the first motor 103 to charge the storage battery, and the storage battery is charged by utilizing the optimal working efficiency stage of the engine; and adopt the mixed-action speed changer of three-speed, simplify the gear structure, the gear structure is still less to only need an output shaft 113, transmission system space is more optimized.
The invention also provides a vehicle comprising the dual-motor multi-mode hybrid transmission in the above embodiment. Since the two-motor multi-mode hybrid transmission according to the embodiment of the invention has the above technical effects, the vehicle according to the embodiment of the invention also has a corresponding technical effect, that is, the vehicle of the invention can realize unpowered interruption by adopting the three-speed hybrid transmission of the two-motor multi-mode. Namely, the vehicle provided by the invention is provided with the dual-motor multi-mode hybrid power transmission, has a more compact structure, light weight and small volume, and is beneficial to carrying the whole vehicle; the engine can more accurately run in a power range, ultra-low energy consumption is realized, and the production and manufacturing cost is low.
Other structures and operations of the vehicle according to the embodiment of the present invention will be understood and readily implemented by those skilled in the art, and thus will not be described in detail.
Thus, it should be appreciated by those skilled in the art that while a number of exemplary embodiments of the invention have been illustrated and described in detail herein, many other variations or modifications consistent with the principles of the invention may be directly determined or derived from the disclosure of the present invention without departing from the spirit and scope of the invention. Accordingly, the scope of the invention should be understood and interpreted to cover all such other variations or modifications.

Claims (10)

1. A dual motor, multi-mode hybrid transmission, comprising:
a power source including an engine, a first motor, and a second motor;
the input shaft comprises an input shaft and an input shaft, wherein the input shaft is sleeved on the input shaft and can rotate independently, one end of the input shaft is fixedly connected with the engine and the flywheel system through a first clutch, and the other end of the input shaft is in transmission connection with the second motor;
a clutch including a first clutch for connection and disconnection of the engine to the input two shafts and a second clutch connected between the input two shafts and the input one shaft for connection and disconnection of the input one shaft and the input two shafts;
the first motor is matched with the second clutch outer hub;
the gear assembly comprises two driving gears which are respectively arranged on the input shaft, one driving gear which is arranged on the input shaft and three driven gears which are arranged on the output shaft and are in one-to-one correspondence and constant meshing with the three driving gears;
the output shaft is arranged in parallel with the input shaft, a main reducing gear is mounted on the output shaft, the power source outputs the power to the output shaft through the gear assembly, and the number of the output shafts is one;
and the synchronizer is arranged on the output shaft and is used for connecting the driven gear and the output shaft to realize power transmission.
2. The dual-motor multi-mode hybrid transmission of claim 1, further comprising:
and the differential is provided with a differential gear ring, and the main reduction gear on the output shaft is normally meshed with the differential gear ring.
3. The dual-motor multi-mode hybrid transmission of claim 1, wherein the first electrical machines comprise two, the first electrical machines each having an interference fit with the second clutch outer hub.
4. The dual-motor, multi-mode hybrid transmission of claim 1, wherein the second electric machine is disposed on a side of the input shaft remote from the engine, comprising:
the supporting shaft is offset at the output end of the second motor and is arranged in parallel with the input shaft;
and a driving gear mounted on the support shaft.
5. The dual-motor multi-mode hybrid transmission of claim 4, wherein said drive gear comprises:
the first gear driving gear is arranged on the input shaft;
the second gear driving gear is arranged at one end, far away from the clutch, of the input second shaft and meshed with the driving gear;
the third-gear driving gear is arranged at one end, far away from the clutch, of the input shaft and is positioned between the first-gear driving gear and the second-gear driving gear;
the first gear driving gear, the second gear driving gear and the third gear driving gear are arranged at intervals along the axial direction.
6. The dual-motor multi-mode hybrid transmission of claim 5, wherein the driven gear comprises:
the first-gear driven gear is sleeved on the output shaft and is meshed with the first-gear driving gear;
a second-gear driven gear sleeved on the output shaft and meshed with the second-gear driving gear
The third-gear driven gear is sleeved on the output shaft and is meshed with the third-gear driving gear;
the first-gear driven gear, the second-gear driven gear and the third-gear driven gear are arranged at intervals along the axial direction.
7. The dual-motor multi-mode hybrid transmission of claim 6, wherein the synchronizer comprises:
a first synchronizer mounted on the output shaft and located between the first-gear driven gear and the third-gear driven gear, selectively engaged with the first-gear driven gear or the third-gear driven gear;
a second synchronizer mounted on the output shaft and located between the second and third driven gears for engagement with the second driven gear.
8. The dual-motor multi-mode hybrid transmission of claim 1, further comprising:
the P-gear parking device is mounted on the output shaft; the dual-motor multi-mode hybrid transmission realizes a reverse gear function by reverse rotation of the first motor or the second motor.
9. The dual-motor multi-mode hybrid transmission of claim 1, wherein the first and second electric machines are connected to a power battery, the dual-motor multi-mode hybrid transmission including any one or more of the following operating modes:
a first operating mode in which the engine is not operated, the first electric machine serving as a generator to charge the power storage battery or the second electric machine serving as a generator to charge the power storage battery or the first electric machine and the second electric machine serving as generators to charge the power storage battery;
a second operating mode in which the engine operates, the first electric machine serving as a motor for charging the power storage battery with electric energy from the power storage battery and the second electric machine serving as a generator;
a third operating mode in which the engine is operated, the first electric machine using electric energy from the power storage battery as a motor and the second electric machine is not operated or also uses electric energy from the power storage battery as a motor;
in a fourth working mode, the engine works, and the first motor and the second motor do not work;
in a fifth operating mode, the engine is not operated, the first electric machine is used as a generator to charge the power storage battery, and the second electric machine is not operated.
10. A vehicle comprising the two-motor, multi-mode hybrid transmission of any one of claims 1-9.
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