CN111251865B - Hybrid power driving system and vehicle - Google Patents

Hybrid power driving system and vehicle Download PDF

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Publication number
CN111251865B
CN111251865B CN201811456957.1A CN201811456957A CN111251865B CN 111251865 B CN111251865 B CN 111251865B CN 201811456957 A CN201811456957 A CN 201811456957A CN 111251865 B CN111251865 B CN 111251865B
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China
Prior art keywords
gear
clutch
output shaft
driven
driving
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CN111251865A (en
Inventor
廉玉波
凌和平
翟震
梅绍坤
熊雨超
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BYD Co Ltd
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BYD Co Ltd
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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
    • B60K6/24—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
    • B60K6/26—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the motors or the generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—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
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
    • F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
    • F15B21/00—Common features of fluid actuator systems; Fluid-pressure actuator systems or details thereof, not covered by any other group of this subclass
    • F15B21/04—Special measures taken in connection with the properties of the fluid
    • F15B21/042—Controlling the temperature of the fluid
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D23/00—Details of mechanically-actuated clutches not specific for one distinct type
    • F16D23/02—Arrangements for synchronisation, also for power-operated clutches
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/02—Gearboxes; Mounting gearing therein
    • F16H57/023—Mounting or installation of gears or shafts in the gearboxes, e.g. methods or means for assembly
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/26—Generation or transmission of movements for final actuating mechanisms
    • F16H61/28—Generation or transmission of movements for final actuating mechanisms with at least one movement of the final actuating mechanism being caused by a non-mechanical force, e.g. power-assisted
    • F16H61/30—Hydraulic or pneumatic motors or related fluid control means therefor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
    • F16H63/30—Constructional features of the final output mechanisms
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2306/00—Shifting
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Analytical Chemistry (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Structure Of Transmissions (AREA)

Abstract

The invention belongs to the technical field of hybrid power, and relates to a hybrid power driving system and a vehicle. According to the hybrid power driving system and the vehicle, gear shifting is realized through the combination of the hydraulic torque converter and the clutch, a gear shifting synchronizer adopted by the existing transmission is omitted, and the gear shifting smoothness is good. The hydraulic torque converter has the characteristics of smooth and comfortable starting, simple operation of a driver and the like, and is more suitable for urban working conditions or non-road working conditions.

Description

Hybrid power driving system and vehicle
Technical Field
The invention belongs to the technical field of hybrid power, and particularly relates to a hybrid power driving system and a vehicle.
Background
Hybrid powertrain systems may improve vehicle fuel economy in a number of ways. For example, the engine may be turned off during idle, deceleration, or braking, and travel in an electric-only drive mode to eliminate efficiency losses due to engine drag. Additionally, energy stored in the power battery, generated by regenerative braking or generated by the electric machine during engine operation, may be utilized in an electric-only drive mode, or to supplement the torque or power of the engine in a hybrid drive mode.
Hybrid vehicles are capable of being driven by engaging at least two different powers, and most hybrid vehicles today employ a hybrid-electric system that includes an engine powered from fuel and an electric motor driven by electric power. In order to improve the combustion efficiency of the engine to the maximum extent, hybrid power systems developed by many automobile manufacturers all adopt a dual-motor structure, namely, a generator is added besides a driving motor. Because the engine, the generator and the driving motor exist at the same time, the connection and control among the engine, the generator and the driving motor directly influence the performance of the hybrid vehicle.
Chinese patent application No. CN200910199960.4 discloses a vehicle clutch power coupling synchronizer gear shifting hybrid power drive system, which can realize the switching of connection and disconnection between each hybrid power source and a wheel, and realize the change of the working mode and gear of the hybrid power drive system.
The technology adopts a synchronizer and two clutches to perform combined gear shifting, wherein the first clutch is connected or disconnected with the power of an engine and transmits the power of a motor to a transmission device, and the second clutch is connected or disconnected with the power of the motor and transmits the power of the motor to the transmission device. Taking pure electric driving gear shifting as an example, in the process of shifting gears from the first gear to the second gear, the second clutch is disconnected firstly, the synchronizer is disconnected with the first driving gear, then is connected with the second driving gear, and then is connected with the second clutch to finish gear shifting. In the process, the power transmitted to the wheel end can be interrupted briefly, and due to the characteristic of shifting of the synchronizer, the gear shifting process has certain pause, the gear shifting smoothness is poor, and the requirement of a user on the smoothness power performance cannot be met. In addition, the system also increases the cost of the system by using two clutches due to the higher cost of the clutches.
Disclosure of Invention
The technical problem to be solved by the invention is as follows: the hybrid power driving system and the vehicle are provided for solving the problems that a synchronizer and two clutches are adopted to be combined for gear shifting in the prior art, so that certain pause exists in the gear shifting process, and the gear shifting smoothness is poor.
In order to solve the above technical problems, in one aspect, an embodiment of the present invention provides a hybrid drive system, including an engine, an engine output shaft, a first motor, a second motor, a torque converter, a first clutch, and a transmission, where the transmission includes a transmission input shaft, a transmission output shaft, a transmission gear mechanism, and a shift synchronizing mechanism, the torque converter has a lockup clutch, and the shift synchronizing mechanism includes only one or more clutches;
the first motor is connected with the output shaft of the engine, and the second motor is connected with the transmission;
the speed change gear mechanism comprises at least one gear driving gear arranged on the transmission input shaft, at least one gear driven gear arranged on the transmission output shaft and correspondingly meshed with the gear driving gear, and a group of gear driving gears and gear driven gears meshed with each other, wherein one gear is sleeved on the shaft where the gear is positioned in a hollow manner, the other gear is fixed on the shaft where the gear is positioned, the gear shifting synchronous mechanism is used for controlling the connection or disconnection of the gear which is sleeved in a hollow manner and the shaft where the gear is positioned, and the transmission output shaft outputs power to the differential mechanism;
the first clutch is selectively engaged or disengaged to control connection and disconnection of the transmission input shaft to the torque converter;
when the lockup clutch is closed and the first clutch is engaged, the power of the engine is directly transmitted to the transmission input shaft without passing through the torque conversion action of the torque converter; when the lockup clutch is disengaged and the first clutch is engaged, the power of the engine is transmitted to the transmission input shaft through the torque conversion action of the torque converter.
Optionally, the engine output shaft is connected between the engine and the lockup clutch, the first clutch being connected between the torque converter and the transmission;
the first clutch is located between the torque converter and one of the gear drive gears closest to the engine.
Optionally, the engine output shaft, the transmission input shaft and the second electric machine are coaxially arranged, and the transmission input shaft and the transmission output shaft are arranged in parallel and spaced apart.
Optionally, a motor shaft of the first motor is connected to the engine output shaft through a gear set, the gear set includes a first gear and a second gear that are engaged with each other, the first gear is fixed to the motor shaft of the first motor, the second gear is fixed to the engine output shaft, and the engine output shaft and the motor shaft of the first motor are arranged in parallel at intervals.
Optionally, the hybrid drive system further includes a second clutch, a first end of the second clutch is fixedly connected with the rotor assembly of the second electric machine, and a second end of the second clutch is fixedly connected with the transmission input shaft.
Optionally, the second clutch is arranged within a radial space enclosed by a rotor assembly of the second electrical machine.
Optionally, be provided with a plurality of on the derailleur input shaft the fender position driving gear, be provided with on the derailleur output shaft with a plurality of fender position driven gear that the fender position driving gear one-to-one meshing, it is a plurality of fender position driving gear empty cover is in on the derailleur input shaft, it is a plurality of fender position driven gear is fixed on the derailleur output shaft, fixedly connected with on the output shaft with the differential mechanism gear meshed output gear on the differential mechanism.
Optionally, the plurality of gear driving gears include a first gear driving gear and a second gear driving gear, the plurality of gear driven gears include a first gear driven gear and a second gear driven gear, the first gear driving gear and the second gear driving gear are sleeved on the transmission input shaft in a free manner, the first gear driven gear and the second gear driven gear are fixed on the transmission output shaft, the gear shifting synchronization mechanism includes a first gear clutch and a second gear clutch, and the first gear clutch and the second gear clutch are arranged on the transmission input shaft;
the first gear clutch is selectively engaged or disengaged to control the engagement or disengagement of the first gear driving gear and the transmission input shaft, and the second gear clutch is selectively engaged or disengaged to control the engagement or disengagement of the second gear driving gear and the transmission input shaft;
the first clutch, the first gear driving gear, the first gear clutch, the second gear driving gear and the second clutch are sequentially arranged along the axis of the transmission input shaft in the direction away from the engine, and the first gear driven gear, the output gear and the second gear driven gear are sequentially arranged along the axis of the transmission output shaft in the direction away from the engine.
Optionally, it is a plurality of the fender position driving gear includes first fender position driving gear, second fender position driving gear, third fender position driving gear and fourth fender position driving gear, it is a plurality of fender position driven gear includes first fender position driven gear, second fender position driven gear, third fender position driven gear and fourth fender position driven gear, first fender position driving gear, second fender position driving gear, third fender position driving gear and fourth fender position driving gear empty sleeve are in on the derailleur input shaft, first fender position driven gear, second fender position driven gear, third fender position driven gear and fourth fender position driven gear are fixed on the derailleur output shaft, the lazytongs of shifting includes first fender position clutch, second fender position clutch, third fender position clutch and fourth fender position clutch, first fender position clutch, second fender position clutch, third fender position clutch and fourth fender position clutch, A third gear clutch and a fourth gear clutch are arranged on the transmission input shaft;
the first gear clutch is selectively engaged or disengaged to control engagement or disengagement of the first gear driving gear with the transmission input shaft, the second gear clutch is selectively engaged or disengaged to control engagement or disengagement of the second gear driving gear with the transmission input shaft, the third gear clutch is selectively engaged or disengaged to control engagement or disengagement of the third gear driving gear with the transmission input shaft, and the fourth gear clutch is selectively engaged or disengaged to control engagement or disengagement of the fourth gear driving gear with the transmission input shaft;
first clutch, first fender driving gear, first fender clutch, second fender driving gear, third fender clutch, fourth fender driving gear and second clutch are followed the axis of derailleur input shaft is to keeping away from the direction of engine is arranged in proper order, first fender driven gear, output gear, second fender driven gear, third fender driven gear and fourth fender driven gear follow the axis of derailleur output shaft is to keeping away from the direction of engine is arranged in proper order.
Optionally, a plurality of gear driving gears are arranged on the transmission input shaft, a plurality of gear driven gears meshed with the gear driving gears in a one-to-one correspondence manner are arranged on the transmission output shaft, the gear driving gears are fixed on the transmission input shaft, the gear driven gears are sleeved on the transmission output shaft in an empty manner, and an output gear meshed with a differential gear on a differential is fixedly connected to the output shaft.
Optionally, the plurality of gear driving gears include a first gear driving gear and a second gear driving gear, the plurality of gear driven gears include a first gear driven gear and a second gear driven gear, the first gear driving gear and the second gear driving gear are fixed on the transmission input shaft, the first gear driven gear and the second gear driven gear are sleeved on the transmission output shaft in a free manner, the gear shifting synchronization mechanism includes a first gear clutch and a second gear clutch, and the first gear clutch and the second gear clutch are arranged on the transmission output shaft;
the first gear clutch is selectively engaged or disengaged to control engagement or disengagement of the first gear driven gear with the transmission output shaft, and the second gear clutch is selectively engaged or disengaged to control engagement or disengagement of the second gear driven gear with the transmission output shaft;
the first clutch, the first gear driving gear, the second gear driving gear and the second clutch are sequentially arranged along the axis of the transmission input shaft in the direction of keeping away from the engine, and the first gear driven gear, the first gear clutch, the second gear driven gear and the output gear are sequentially arranged along the axis of the transmission output shaft in the direction of keeping away from the engine.
Optionally, it is a plurality of the fender position driving gear includes first fender position driving gear, second fender position driving gear, third fender position driving gear and fourth fender position driving gear, and is a plurality of fender position driven gear includes first fender position driven gear, second fender position driven gear, third fender position driven gear and fourth fender position driven gear, first fender position driving gear, second fender position driving gear, third fender position driving gear and fourth fender position driving gear are fixed on the derailleur input shaft, first fender position driven gear, second fender position driven gear, third fender position driven gear and fourth fender position driven gear idle cover are in on the derailleur output shaft, the lazytongs of shifting includes first fender position clutch, second fender position clutch, third fender position clutch and fourth fender position clutch, first fender position clutch, second fender position clutch, third fender position clutch and fourth fender position clutch, A third gear clutch and a fourth gear clutch are arranged on the transmission output shaft;
the first gear clutch is selectively engaged or disengaged to control engagement or disengagement of the first gear driving gear with the transmission output shaft, the second gear clutch is selectively engaged or disengaged to control engagement or disengagement of the second gear driving gear with the transmission output shaft, the third gear clutch is selectively engaged or disengaged to control engagement or disengagement of the third gear driving gear with the transmission output shaft, and the fourth gear clutch is selectively engaged or disengaged to control engagement or disengagement of the fourth gear driving gear with the transmission output shaft;
first clutch, first fender driving gear, second fender driving gear, third fender driving gear, fourth fender driving gear and second clutch are followed the axis of derailleur input shaft is to keeping away from the direction of engine is arranged in proper order, first fender driven gear, first fender clutch, second fender driven gear, third fender clutch, fourth fender driven gear and output gear follow the axis of derailleur output shaft is to keeping away from the direction of engine is arranged in proper order.
Optionally, be provided with on the derailleur input shaft a plurality of fender position driving gear, be provided with on the derailleur output shaft with a plurality of fender position driven gear that fender position driving gear one-to-one meshing, part fender position driving gear is empty to be overlapped on the derailleur input shaft, part fender position driving gear is fixed on the derailleur input shaft, part fender position driven gear is empty to be overlapped on the derailleur output shaft, part fender position driven gear is fixed on the derailleur output shaft, fixedly connected with on the output shaft with the differential gear on the differential mechanism the output gear that meshes.
Optionally, the plurality of gear driving gears include a first gear driving gear, a second gear driving gear, a third gear driving gear and a fourth gear driving gear, the plurality of gear driven gears include a first gear driven gear, a second gear driven gear, a third gear driven gear and a fourth gear driven gear, the first gear driving gear and the second gear driving gear are sleeved on the transmission input shaft in an empty manner, the third gear driving gear and the fourth gear driving gear are fixed on the transmission input shaft, the first gear driven gear and the second gear driven gear are fixed on the transmission output shaft, the third gear driven gear and the fourth gear driven gear are sleeved on the transmission output shaft in an empty manner, the gear shifting synchronization mechanism includes a first gear clutch, a second gear clutch, a third gear clutch and a fourth gear clutch, the first gear clutch and the second gear clutch are arranged on the transmission input shaft, and the third gear clutch and the fourth gear clutch are arranged on the transmission output shaft;
the first gear clutch is selectively engaged or disengaged to control engagement or disengagement of the first gear driving gear with the transmission input shaft, the second gear clutch is selectively engaged or disengaged to control engagement or disengagement of the second gear driving gear with the transmission input shaft, the third gear clutch is selectively engaged or disengaged to control engagement or disengagement of the third gear driving gear with the transmission output shaft, and the fourth gear clutch is selectively engaged or disengaged to control engagement or disengagement of the fourth gear driving gear with the transmission output shaft;
first clutch, first fender driving gear, first fender clutch, second fender driving gear and second clutch are followed the axis of derailleur input shaft is to keeping away from the direction of engine is arranged in proper order, first fender driven gear, second fender driven gear, third fender clutch, fourth fender driven gear and output gear follow the axis of derailleur output shaft is to keeping away from the direction of engine is arranged in proper order.
Optionally, the hybrid drive system further includes a hydraulic system, the hydraulic system includes an oil pump, an oil pan, an oil cooler and a pressure adjusting device, the oil inlet of the oil pump is connected to the oil pan, the oil outlet of the oil pump is connected to the oil inlet of the hydraulic torque converter through the pressure adjusting device, the oil inlet of the oil cooler is connected to the oil outlet of the hydraulic torque converter, an oil outlet of the oil cooler is connected to the inlet of the cooling channel of the first motor, another oil outlet of the oil cooler is connected to the inlet of the cooling channel of the second motor, the outlet of the cooling channel of the first motor and the outlet of the cooling channel of the second motor are connected to the oil pan.
Optionally, the hydraulic system further includes a pressure control device, the lockup clutch, the first clutch, the second clutch and the clutch of the shift synchronizing mechanism are all wet-type multi-plate clutches, an oil outlet of the oil pump is connected to oil inlets of the lockup clutch, the first clutch, the second clutch and the clutch of the shift synchronizing mechanism respectively through the pressure regulating device and the pressure control device, and oil outlets of the lockup clutch, the first clutch, the second clutch and the clutch of the shift synchronizing mechanism are connected to an oil pan.
In another aspect, an embodiment of the present invention further provides a vehicle, which includes the hybrid drive system.
According to the hybrid power driving system and the vehicle provided by the embodiment of the invention, gear shifting is realized through the combination of the hydraulic torque converter and the clutch, a gear shifting synchronizer adopted by the existing transmission is eliminated, and the gear shifting smoothness is good. The hybrid power driving system adopts the hydraulic torque converter, has the characteristics of stable and comfortable starting, simple operation of a driver and the like, and is more suitable for urban working conditions or non-road working conditions. In addition, the system adopts a speed change gear structure with parallel shafts, and compared with the existing speed changer adopting a planetary speed change mechanism, the system realizes the required functions on the premise of simple structure and has lower cost.
Drawings
FIG. 1 is a schematic block diagram of a hybrid drive system according to a first embodiment of the present invention;
FIG. 2 is a schematic block diagram of a hybrid drive system provided in accordance with a second embodiment of the present invention;
FIG. 3 is a schematic block diagram of a hybrid drive system provided in accordance with a third embodiment of the present invention;
FIG. 4 is a block diagram of a hybrid drive system according to a fourth embodiment of the present invention;
FIG. 5 is a schematic block diagram of a hybrid drive system provided in accordance with a fifth embodiment of the present invention;
fig. 6 is a schematic diagram of a hybrid drive system according to a sixth embodiment of the present invention.
The reference numerals in the specification are as follows:
1. an engine; 2. a first motor; 201. a motor shaft of the first motor; 3. a second motor; 301. a rotor assembly of a second electric machine; 4. a hydraulic torque converter; 5. a first clutch; 6. an engine output shaft; 7. a transmission input shaft; 8. a transmission output shaft; 9. a differential gear; 10. a lock-up clutch; 11. a first gear; 12. a second gear; 13. a second clutch; 14. a first gear driving gear; 15. a second stop driving gear; 16. a third gear driving gear; 17. a fourth gear driving gear; 18. a first gear driven gear; 19. a second-gear driven gear; 20. a third gear driven gear; 21. a fourth gear driven gear; 22. a first gear clutch; 23. a second gear clutch; 24. a third gear clutch; 25. a fourth gear clutch; 26. an oil pump; 27. an oil pan; 28. an oil cooler; 29. a pressure regulating device; 30. a pressure control device; 31. a differential mechanism; 32. an output gear.
Detailed Description
In order to make the technical problems, technical solutions and advantageous effects solved by the present invention more apparent, the present invention is further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and are not intended to limit the invention.
As shown in fig. 1 to 6, a hybrid drive system according to an embodiment of the present invention includes an engine 1, a first electric machine 2, a second electric machine 3, a torque converter 4, a first clutch 5, an engine output shaft 6, and a transmission including a transmission input shaft 7, a transmission output shaft 8, a transmission gear mechanism, and a shift synchronizing mechanism, where the torque converter 4 has a lockup clutch 10, and the shift synchronizing mechanism includes only one or more clutches.
The engine output shaft 6 is connected between the engine 1 and the lockup clutch 10, the first clutch 5 is connected between the torque converter 4 and the transmission, the first motor 2 is connected to the engine output shaft 6, and the second motor 3 is connected to the transmission. Preferably, the second electric machine 3 is connected to the transmission input shaft 7.
The speed change gear mechanism comprises at least one gear driving gear arranged on the transmission input shaft 7, at least one gear driven gear arranged on the transmission output shaft 8 and correspondingly meshed with the gear driving gear, and a group of gear driving gears and gear driven gears meshed with each other, wherein one gear is sleeved on a shaft where the gear is located in a hollow mode, the other gear is fixed on the shaft where the gear is located, and the gear shifting synchronous mechanism is used for controlling the connection or disconnection of the gear which is sleeved in the hollow mode and the shaft where the gear is located.
The first clutch 5 is selectively engaged or disengaged to control connection and disconnection of the transmission input shaft 7 to the torque converter 4.
When the lockup clutch 10 is closed and the first clutch 5 is engaged, the power of the engine 1 is directly transmitted to the transmission input shaft 7 without the torque conversion action of the torque converter 4; when the lockup clutch 10 is disengaged and the first clutch 5 is engaged, the power of the engine 1 is transmitted to the transmission input shaft 7 through the torque conversion action of the torque converter 4.
In some embodiments, an output gear 32 engaged with the differential gear 9 is fixedly connected to the transmission output shaft 8. The differential gear 9 is provided on a housing of the differential 31. The differential gear 9 rotates together with the housing of the differential 31. Thereby, the transmission output shaft 8 outputs power to the differential 31. The output gear 32 is also referred to as a main reduction drive gear, and the differential gear 9 is also referred to as a main reduction driven gear.
However, in some other embodiments, the transmission output shaft 8 may output power to the differential 31 in a planetary gear mechanism, a belt transmission mechanism or a chain transmission mechanism.
In some embodiments, the motor shaft 201 of the first motor 2 is connected to the engine output shaft 1 through a gear set.
In some embodiments, the rotor assembly of the first electric machine 2 may also be directly connected to the engine output shaft.
In some embodiments, the hybrid drive system further comprises a second clutch 13, a first end of the second clutch 13 is fixedly connected with the rotor assembly 301 of the second electric machine 3, and a second end of the second clutch 13 is fixedly connected with the transmission input shaft 7.
In some embodiments, the second clutch 13 may be eliminated and the rotor assembly 301 of the second electric machine 3 may be connected directly to the transmission input shaft 7.
In still other embodiments, the second electric machine 3 may also be connected to the transmission input shaft 7 via a gear set.
In some embodiments, the transmission gear mechanism includes a gear driving gear disposed on the transmission input shaft 7 and a gear driven gear disposed on the transmission output shaft 8 and engaged with the gear driving gear.
In some embodiments, the transmission gear mechanism includes at least one gear driving gear disposed on the transmission input shaft 7 and a plurality of gear driven gears disposed on the transmission output shaft 8 and engaged with the gear driving gears.
In some embodiments, a plurality of the gear driving gears are idly sleeved on the transmission input shaft 7, and a plurality of the gear driven gears are fixed on the transmission output shaft 8.
In some embodiments, a plurality of gear driving gears are fixed to the transmission input shaft 7, and a plurality of gear driven gears are idle-sleeved on the transmission output shaft 8.
In still other embodiments, a portion of the gear driving gear is idly sleeved on the transmission input shaft 7, a portion of the gear driving gear is fixed on the transmission input shaft 7, a portion of the gear driven gear is idly sleeved on the transmission output shaft 8, and a portion of the gear driven gear is fixed on the transmission output shaft 8.
According to the hybrid power driving system and the vehicle provided by the embodiment of the invention, gear shifting is realized through the combination of the hydraulic torque converter 4 and the clutch, a gear shifting synchronizer adopted by the existing transmission is eliminated, and the gear shifting smoothness is good. The hybrid power driving system adopts the hydraulic torque converter 4, has the characteristics of stable and comfortable starting, simple operation of a driver and the like, and is more suitable for urban working conditions or non-road working conditions. In addition, the system adopts a speed change gear structure with parallel shafts, and compared with the existing speed changer adopting a planetary speed change mechanism, the system realizes the required functions on the premise of simple structure and has lower cost.
The second clutch 13 may be arranged in a radial space enclosed by the rotor assembly 301 of the second electrical machine 3. Therefore, the axial space occupied by the second clutch 13 is saved, the axial space of the hybrid power driving system can be greatly reduced, the structure is more compact and reasonable, and the carrying performance of the hybrid power driving system is improved.
The lockup clutch 10, the first clutch 5, the second clutch 13, and the clutches of the shift synchronizing mechanism may be wet multi-plate clutches. The wet-type multi-plate clutch is more reliable compared with a dry-type clutch. The cooling mode of the first motor 2 and the second motor 3 adopts oil cooling, the lockup clutch 10, the first clutch 5 and the second clutch 13 and the control of the clutch of the gear shifting synchronizing mechanism and the cooling of the first motor 2 and the second motor 3 share one set of hydraulic system, so that the system cost is saved, the cooling efficiency of the two motors is improved, and the integration level is improved.
The hybrid drive system according to the embodiment of the present invention will be described in detail with reference to fig. 1 to 6.
First embodiment
As shown in fig. 1, a hybrid drive system according to a first embodiment of the present invention includes an engine 1, a first electric machine 2, a second electric machine 3, a torque converter 4, a first clutch 5, a second clutch 13, an engine output shaft 6, and a transmission including a transmission input shaft 7, a transmission output shaft 8, a transmission gear mechanism, and a shift synchronization mechanism.
An output gear 32 meshed with the differential gear 9 is fixedly connected to the transmission output shaft 8. The differential gear 9 is provided on a housing of the differential 31. The differential gear 9 rotates together with the housing of the differential 31. Thereby, the transmission output shaft 8 outputs power to the differential 31.
The torque converter 4 is provided with a lockup clutch 10, and the gear shifting synchronizing mechanism includes a first gear clutch 22 and a second gear clutch 23.
The engine output shaft 6 is connected between the engine 1 and the lockup clutch 10, the first clutch 5 is connected between the torque converter 4 and one end of the transmission input shaft 7, the second motor 3 is connected to the other end of the transmission input shaft 7, and the first motor 2 is connected to the engine output shaft 6.
The first clutch 5 is selectively engaged or disengaged to control connection and disconnection of the transmission input shaft 7 to the torque converter 4.
Power from the engine 1 is input through an engine output shaft 6, and is transmitted to a transmission input shaft 7 through a torque converter 4 with a lockup clutch 10 and a first clutch 5. When the lockup clutch 10 is engaged and the first clutch 5 is engaged, the power of the engine 1 is directly transmitted to the transmission input shaft 7 via the first clutch 5 without a torque conversion action of the torque converter 4. When the lockup clutch 10 is disengaged and the first clutch 5 is engaged, the power of the engine 1 is transmitted to the transmission input shaft 7 via the first clutch 5 after undergoing the torque conversion action of the torque converter 4. When the locking clutch 10 is closed, the efficiency of the hydraulic torque converter 4 under the working condition of high rotating speed ratio and the fuel economy of the vehicle during normal running can be improved.
A single mass flywheel, a dual mass flywheel, a torsional damper or the like may be provided between the crankshaft of the engine 1 and the engine output shaft 6.
Preferably, the first clutch 5 is located between the torque converter 4 and one of the gear drive gears closest to the engine 1.
Preferably, the engine 1, the engine output shaft 6, the transmission input shaft 7 and the second electric machine 3 are coaxially arranged, and the transmission input shaft 7 and the transmission output shaft 8 are arranged in parallel and spaced apart.
Preferably, the motor shaft 201 of the first motor 2 is connected to the engine output shaft 6 through a gear set, the gear set includes a first gear 11 and a second gear 12 which are engaged with each other, the first gear 11 is fixed on the motor shaft 201 of the first motor 2, the second gear 12 is fixed on the engine output shaft 6, and the engine output shaft 6 and the motor shaft 201 of the first motor 2 are arranged in parallel at intervals.
A first end of the second clutch 13 is fixedly connected with the rotor assembly 301 of the second electric machine 3, and a second end of the second clutch 13 is fixedly connected with the transmission input shaft 7.
Preferably, the second clutch 13 is arranged in the radial space enclosed by the rotor assembly 301 of the second electric machine 3. Therefore, the axial space occupied by the second clutch 13 is saved, the axial space of the hybrid power driving system can be greatly reduced, the structure is more compact and reasonable, and the carrying performance of the hybrid power driving system is improved.
The transmission input shaft 7 is provided with a plurality of gear driving gears, the transmission output shaft 8 is provided with a plurality of gear driven gears which are meshed with the gear driving gears in a one-to-one correspondence mode, the gear driving gears are sleeved on the transmission input shaft 7 in a hollow mode, and the gear driven gears are fixed on the transmission output shaft 8.
As shown in fig. 1, specifically, the plurality of gear driving gears include a first gear driving gear 14 and a second gear driving gear 15, the plurality of gear driven gears include a first gear driven gear 18 and a second gear driven gear 19, the first gear driving gear 14 and the second gear driving gear 15 are freely sleeved on the transmission input shaft 7, and the first gear driven gear 18 and the second gear driven gear 19 are fixed on the transmission output shaft 8. The gear shifting synchronization mechanism comprises a first gear clutch 22 and a second gear clutch 23, and the first gear clutch 22 and the second gear clutch 23 are arranged on the transmission input shaft 7.
The first gear clutch 22 is selectively engaged or disengaged to control engagement or disengagement of the first gear drive gear 14 with the transmission input shaft 7, and the second gear clutch 23 is selectively engaged or disengaged to control engagement or disengagement of the second gear drive gear 15 with the transmission input shaft 7.
The first clutch 5, the first gear driving gear 14, the first gear clutch 22, the second gear clutch 23, the second gear driving gear 15 and the second clutch 13 are sequentially arranged along the axis of the transmission input shaft 7 in the direction away from the engine 1, and the first gear driven gear 18, the output gear 32 and the second gear driven gear 19 are sequentially arranged along the axis of the transmission output shaft 8 in the direction away from the engine 1.
According to the hybrid power driving system of the first embodiment of the invention, gear shifting is realized through the combination of the hydraulic torque converter 4 and the clutch, a gear shifting synchronizer adopted by the existing transmission is eliminated, and the gear shifting smoothness is good. The hybrid power driving system adopts the hydraulic torque converter 4, has the characteristics of stable and comfortable starting, simple operation of a driver and the like, and is more suitable for urban working conditions or non-road working conditions. In addition, the system adopts a speed change gear structure with parallel shafts, and compared with the existing speed changer adopting a planetary speed change mechanism, the system realizes the required functions on the premise of simple structure and has lower cost.
The hybrid power driving system of the first embodiment is provided with two gears, and two gear selections are provided under various working modes such as driving of the engine 1, driving of the second motor 3, hybrid power driving and the like, so that matching of the engine 1, the first motor 2 and the second motor 3 is facilitated, requirements on the engine 1 and the motors are reduced, matching of the engine 1 and the motors is facilitated, and an economic operation range of the engine 1 and the motors is expanded. On the other hand, the gears with large speed ratio meet the gear with higher torque demand of the vehicle, such as working conditions of uphill, rapid acceleration and the like, and the gears with small speed ratio are suitable for the working conditions with lower torque demand and higher vehicle speed, such as high-speed cruising working conditions.
The hybrid drive system according to the first embodiment can realize a neutral parking mode, a parking charging mode, a rapid acceleration and shift mode, a pure electric drive and shift mode, a hybrid parallel drive and shift mode, a driving charge and shift series mode, a driving charge and shift parallel mode, a braking deceleration energy recovery mode, and a vehicle reverse mode by selectively engaging or disengaging the respective clutches (the first clutch 5, the second clutch 13, the lockup clutch 10, the first gear clutch 22, and the second gear clutch 23). The method comprises the following specific steps:
(1) neutral park mode
When a vehicle applied to the hybrid power driving system is in a neutral parking mode, three power sources of the engine 1, the first motor 2 and the second motor 3 are disconnected from the power of wheels, and in the mode, the first clutch 5, the second clutch 13 and the lockup clutch 10 are controlled to be disconnected, so that the engine 1, the first motor 2 and the second motor 3 are controlled to stop working. Therefore, the power connection between a power source of the hybrid power driving system and the wheels is disconnected, the neutral parking function of the vehicle is realized, and the motor and the inverter are prevented from being damaged due to overhigh potential when the vehicle is in fault and needs to be towed.
(2) Parking charging mode
When a vehicle applied to the hybrid power drive system is in a parking charging mode, the first motor 2 charges a battery pack by using power output by the engine 1 when the vehicle stops, and the first clutch 5, the lockup clutch 10 and the second clutch 13 are controlled to be disconnected in the mode, so that the vehicle controller controls the first motor 2 to firstly enter a starting mode to ignite the engine 1, then the first motor 2 enters a power generation working mode to charge the battery pack, and the second motor 3 does not work. When the vehicle control unit detects that the battery pack is low in charge, for example, the vehicle is parked for a long time and the air conditioner is in an operating state, it is necessary to enter the parking charging mode.
(3) Fast acceleration and shift mode
When the vehicle applied to the hybrid power driving system is in a rapid acceleration and gear shifting mode, the hybrid power driving system drives the vehicle to run and perform a gear shifting function by using the power output by the engine 1, the first motor 2 and the second motor 3, controls the engine 1, the first motor 2 and the second motor 3 to perform power output work in the mode, controls the first motor 2 or the second motor 3, and further controls the engagement or the disengagement of the lockup clutch 10, the hydraulic torque converter 4, the first clutch 5, the first gear clutch 22, the second gear clutch 23 and the second clutch 13, so as to realize a first gear or second gear shifting function of the hybrid power driving system. Specifically, the lockup clutch 10, the first clutch 5 and the second clutch 13 are controlled to be engaged, and the first gear clutch 22 is engaged to control the first gear driving gear 14 to be engaged with the transmission input shaft 7, so that the first gear function in the mode is realized. And controlling the locking clutch 10, the first clutch 5 and the second clutch 13 to be engaged, and controlling the second gear clutch 23 to be engaged to control the second gear driving gear 15 to be engaged with the transmission input shaft 7, so as to realize the second gear function in the mode. When the vehicle needs a rapid acceleration mode, when the required power of the vehicle is greater than the efficiency optimization power of the engine 1, the first motor 2 and the second motor 3 work together to output power to drive the vehicle, and the power of the hybrid power driving system is output to the maximum.
(4) Pure electric drive and gear shifting mode
When the vehicle applied to the hybrid power driving system is in a pure electric driving and gear shifting mode, the hybrid power driving system drives the vehicle to run and shift gears by using the power output by the second motor 3, the second motor 3 is controlled to output power in the mode, the engine 1 and the first motor 2 stop working, the second motor 3 is controlled, the locking clutch 10, the hydraulic torque converter 4, the first clutch 5, the first gear clutch 22, the second gear clutch 23 and the second clutch 13 are further controlled to be connected or disconnected, and the first gear or second gear shifting function of the hybrid power driving system is realized. Specifically, the lockup clutch 10, the first clutch 5 are controlled to be disengaged, the second clutch 13 is controlled to be engaged, and the first gear clutch 22 is controlled to be engaged to control the first gear driving gear 14 to be engaged with the transmission input shaft 7, so that the first gear function in the mode is realized. And controlling the lockup clutch 10 and the first clutch 5 to be disconnected, controlling the second clutch 13 to be connected, and controlling the second gear clutch 23 to be connected so as to control the second gear driving gear 15 to be connected with the transmission input shaft 7, thereby realizing the second gear function in the mode. When the required power of the vehicle is lower than the driving power which can be provided by the second motor 3 and the electric quantity of the battery pack is enough, the second motor 3 drives the vehicle alone, the battery pack provides electric energy for the second motor 3, and the hybrid power driving system outputs the power output by the second motor 3 to the wheels.
(5) Hybrid parallel drive and shift pattern
When a vehicle applied to the hybrid power driving system is in a hybrid power parallel driving and gear shifting mode, the hybrid power driving system drives the vehicle to run and shift gears by using power output by the engine 1 and the first motor 2 or the second motor 3, and in the mode, the hybrid power driving system controls one of the engine 1 and the first motor 2 or the second motor 3 (judged by a vehicle controller according to overall efficiency) to output power and control the first motor 2 or the second motor 3 to control the locking clutch 10, the hydraulic torque converter 4, the first clutch 5, the second clutch 13, the first gear clutch 22 and the second gear clutch 23 to be connected or disconnected, so that a first gear or a second gear shifting function of the hybrid power driving system is realized. Specifically, the lockup clutch 10, the first clutch 5 and the second clutch 13 are controlled to be engaged, and the first gear clutch 22 is engaged to control the first gear driving gear 14 to be engaged with the transmission input shaft 7, so that the first gear function in the mode is realized. And controlling the locking clutch 10, the first clutch 5 and the second clutch 13 to be engaged, and controlling the second gear clutch 23 to be engaged to control the second gear driving gear 15 to be engaged with the transmission input shaft 7, so as to realize the second gear function in the mode. During long-distance normal running of the vehicle, the engine 11 and one of the two motors of the first motor 2 and the second motor 3 drive the vehicle together, and the hybrid power driving system outputs the power of the engine 1 and one of the two motors of the first motor 2 and the second motor 3 to wheels.
(6) Driving charging and gear shifting series mode
When the vehicle applied to the hybrid power driving system is in a driving charging and gear shifting series mode, the hybrid power driving system charges a battery pack of the hybrid power automobile by using the power output by the engine 1, and drives the automobile to run by using the power output by the second motor 3 and shifts gears. In this mode, the engine 1 is controlled to drive the first motor 2 to generate power, the second motor 3 outputs power, and controls the second motor 3 to control the engagement or disengagement of the lockup clutch 10, the torque converter 4, the first clutch 5, the second clutch 13, the first gear clutch 22, and the second gear clutch 23, thereby realizing the first gear or second gear shifting function of the hybrid power drive system. Specifically, the lockup clutch 10, the first clutch 5 are controlled to be disengaged, the second clutch 13 is controlled to be engaged, and the first gear clutch 22 is controlled to be engaged to control the first gear driving gear 14 to be engaged with the transmission input shaft 7, so that the first gear function in the mode is realized. And controlling the lockup clutch 10 and the first clutch 5 to be disconnected, controlling the second clutch 13 to be connected, and controlling the second gear clutch 23 to be connected so as to control the second gear driving gear 15 to be connected with the transmission input shaft 7, thereby realizing the second gear function in the mode. When the vehicle runs at a low speed for a long time (such as under a congested road condition), due to the limitation of a mechanical speed ratio and the lowest working speed of the engine 1, the second motor 3 drives the vehicle, the first motor 2 enters a power generation mode, electric energy required by the second motor 3 is provided by the first motor 2, insufficient or redundant part is provided or absorbed by a battery pack, and the hybrid power driving system outputs the power of the second motor 3 to wheels.
(7) Driving charging and gear shifting parallel mode
When the vehicle applied to the hybrid power driving system is in a parallel mode of driving charging and gear shifting, the hybrid power driving system drives the vehicle to run by using the power output by the engine 1 and the second motor 3, and simultaneously, the first motor 2 is used for generating power to charge a battery pack of the hybrid power vehicle and performing gear shifting. In the mode, the engine 1 and the second motor 3 are controlled to output power, the first motor 2 generates power, the second motor 3 or the first motor 2 is controlled to control the engagement or the disengagement of the lockup clutch 10, the hydraulic torque converter 4, the first clutch 5, the second clutch 13, the first gear clutch 22 and the second gear clutch 23, and the first gear or the second gear shifting function of the hybrid power drive system is realized. Specifically, the lockup clutch 10, the first clutch 5 and the second clutch 13 are controlled to be engaged, and the first gear clutch 22 is engaged to control the first gear driving gear 14 to be engaged with the transmission input shaft 7, so that the first gear function in the mode is realized. And controlling the locking clutch 10, the first clutch 5 and the second clutch 13 to be engaged, and controlling the second gear clutch 23 to be engaged to control the second gear driving gear 15 to be engaged with the transmission input shaft 7, so as to realize the second gear function in the mode. Under the working condition, the power part of the engine 1 and the second motor 3 directly participate in driving, and the rest part is used for charging the battery after being generated by the first motor 2. Under the long-distance climbing working condition, the power required by the second motor 3 is insufficient due to the limited power or energy of the battery, or the torque provided by the first motor 2 is insufficient to drive the vehicle alone to overcome the resistance, and the whole vehicle controller controls the hybrid power driving system to enter the working mode.
(8) Braking deceleration energy recovery mode
When the vehicle to which the hybrid drive system is applied is in a braking deceleration energy recovery mode, the vehicle controller determines that the first electric machine 2 and/or the second electric machine 3 performs energy recovery through first gear or second gear according to the engagement states (engagement or disengagement) of the lockup clutch 10, the torque converter 4, the first clutch 5, the second clutch 13, the first gear clutch 22, and the second gear clutch 23, the braking power demand, the power generation efficiency, and the charging power allowed by the battery. In this mode, the first electric machine 2 and/or the second electric machine 3 are controlled to generate electric power. When the vehicle is in a braking deceleration mode, the motor controller of the hybrid power driving system controls the first motor 2 and/or the second motor 3 to recover energy and charge the battery pack when the vehicle brakes.
(9) Vehicle reverse mode
The speed is lower when backing a car, therefore the system is backed a car and is realized by the reversal of the second motor 3, the first clutch 5 is disconnected, the second clutch 13 is connected, and the second motor 3 reverses to realize the function of backing a car. If necessary, the first motor 2 can also participate in reversing, if the torque requirement of the whole vehicle is large, for example, when the vehicle is reversed on a slope, the first motor 2 and the second motor 3 can be selected to reversely rotate to jointly drive the vehicle to reverse.
Second embodiment
Fig. 2 shows a hybrid system according to a second embodiment of the present invention, which is different from the first embodiment in that the first gear driving gear 14 and the second gear driving gear 15 are fixed on the transmission input shaft 7, the first gear driven gear 18 and the second gear driven gear 19 are freely sleeved on the transmission output shaft 8, and the first gear clutch 22 and the second gear clutch 23 are disposed on the transmission output shaft 8.
The first gear clutch 22 is selectively engaged or disengaged to control engagement or disengagement of the first gear driven gear 18 with the transmission output shaft 8, and the second gear clutch 23 is selectively engaged or disengaged to control engagement or disengagement of the second gear driven gear 19 with the transmission output shaft 8.
The first clutch 5, the first gear driving gear 14, the second gear driving gear 15 and the second clutch 13 are sequentially arranged along the axis of the transmission input shaft 7 in a direction away from the engine 1, and the first gear driven gear 18, the first gear clutch 22, the second gear clutch 23, the second gear driven gear 19 and the output gear 32 are sequentially arranged along the axis of the transmission output shaft 8 in a direction away from the engine 1.
Third embodiment
Fig. 3 shows a hybrid system according to a third embodiment of the present invention, which is different from the first embodiment in the number of gear wheels, and the third embodiment has 4 sets of gear wheels.
As shown in fig. 3, specifically, the plurality of gear driving gears include a first gear driving gear 14, a second gear driving gear 15, a third gear driving gear 16 and a fourth gear driving gear 17, the plurality of gear driven gears include a first gear driven gear 18, a second gear driven gear 19, a third gear driven gear 20 and a fourth gear driven gear 21, the first gear driving gear 14, the second gear driving gear 15, the third gear driving gear 16 and the fourth gear driving gear 17 are loosely sleeved on the transmission input shaft 7, the first gear driven gear 18, the second gear driven gear 19, the third gear driven gear 20 and the fourth gear driven gear 21 are fixed on the transmission output shaft 8, the shifting synchronization mechanism includes a first gear clutch 22, a second gear clutch 23, a third gear clutch 24 and a fourth gear clutch 25, the first gear clutch 22, the second gear clutch 23, the third gear clutch 24 and the fourth gear clutch 25 are arranged on the transmission input shaft 7.
The first gear clutch 22 is selectively engaged or disengaged to control engagement or disengagement of the first gear driving gear 14 with the transmission input shaft 7, the second gear clutch 23 is selectively engaged or disengaged to control engagement or disengagement of the second gear driving gear 15 with the transmission input shaft 7, the third gear clutch 24 is selectively engaged or disengaged to control engagement or disengagement of the third gear driving gear 16 with the transmission input shaft 7, and the fourth gear clutch 25 is selectively engaged or disengaged to control engagement or disengagement of the fourth gear driving gear 17 with the transmission input shaft 7.
The first clutch 5, the first gear driving gear 14, the first gear clutch 22, the second gear clutch 23, the second gear driving gear 15, the third gear driving gear 16, the third gear clutch 24, the fourth gear clutch 25, the fourth gear driving gear 17 and the second clutch 13 are sequentially arranged along the axis of the transmission input shaft 7 in a direction away from the engine 1, and the first gear driven gear 18, the output gear 32, the second gear driven gear 19, the third gear driven gear 20 and the fourth gear driven gear 21 are sequentially arranged along the axis of the transmission output shaft 8 in a direction away from the engine 1.
Fourth embodiment
Fig. 4 shows a hybrid system according to a fourth embodiment of the present invention, which is different from the third embodiment in that the first gear driving gear 14, the second gear driving gear 15, the third gear driving gear 16, and the fourth gear driving gear 17 are fixed on the transmission input shaft 7, and the first gear driven gear 18, the second gear driven gear 19, the third gear driven gear 20, and the fourth gear driven gear 21 are freely sleeved on the transmission output shaft 8. The first gear clutch 22, the second gear clutch 23, the third gear clutch 24 and the fourth gear clutch 25 are arranged on the transmission output shaft 8.
The first gear clutch 22 is selectively engaged or disengaged to control engagement or disengagement of the first gear driven gear 18 with the transmission output shaft 8, the second gear clutch 23 is selectively engaged or disengaged to control engagement or disengagement of the second gear driven gear 19 with the transmission output shaft 8, the third gear clutch 24 is selectively engaged or disengaged to control engagement or disengagement of the third gear driven gear 20 with the transmission output shaft 8, and the fourth gear clutch 25 is selectively engaged or disengaged to control engagement or disengagement of the fourth gear driven gear 21 with the transmission output shaft 8.
The first clutch 5, the first gear driving gear 14, the second gear driving gear 15, the third gear driving gear 16, the fourth gear driving gear 17 and the second clutch 13 are sequentially arranged along the axis of the transmission input shaft 7 in the direction away from the engine 1, and the first gear driven gear 18, the first gear clutch 22, the second gear clutch 23, the second gear driven gear 19, the third gear driven gear 20, the third gear clutch 24, the fourth gear clutch 25, the fourth gear driven gear 21 and the output gear 32 are sequentially arranged along the axis of the transmission output shaft 8 in the direction away from the engine 1.
Fifth embodiment
Fig. 5 shows a hybrid system according to a fifth embodiment of the present invention, which is different from the fourth embodiment in that a part of the gear driving gear is idly sleeved on the transmission input shaft 7, a part of the gear driving gear is fixed on the transmission input shaft 7, a part of the gear driven gear is idly sleeved on the transmission output shaft 8, and a part of the gear driven gear is fixed on the transmission output shaft 8. Specifically, the first gear driving gear 14 and the second gear driving gear 15 are loosely sleeved on the transmission input shaft 7, and the third gear driving gear 16 and the fourth gear driving gear 17 are fixed on the transmission input shaft 7. The first gear driven gear 18 and the second gear driven gear 19 are fixed on the transmission output shaft 8, and the third gear driven gear 20 and the fourth gear driven gear 21 are freely sleeved on the transmission output shaft 8. The first gear clutch 22 and the second gear clutch 23 are arranged on the transmission input shaft 7, and the third gear clutch 24 and the fourth gear clutch 25 are arranged on the transmission output shaft 8.
The first gear clutch 22 is selectively engaged or disengaged to control engagement or disengagement of the first gear driving gear 14 with the transmission input shaft 7, the second gear clutch 23 is selectively engaged or disengaged to control engagement or disengagement of the second gear driving gear 15 with the transmission input shaft 7, the third gear clutch 24 is selectively engaged or disengaged to control engagement or disengagement of the third gear driving gear 16 with the transmission output shaft 8, and the fourth gear clutch 25 is selectively engaged or disengaged to control engagement or disengagement of the fourth gear driving gear 17 with the transmission output shaft 8.
The first clutch 5, the first gear driving gear 14, the first gear clutch 22, the second gear clutch 23, the second gear driving gear 15 and the second clutch 13 are sequentially arranged along the axis of the transmission input shaft 7 in the direction away from the engine 1, and the first gear driven gear 18, the second gear driven gear 19, the third gear driven gear 20, the third gear clutch 24, the fourth gear clutch 25, the fourth gear driven gear 21 and the output gear 32 are sequentially arranged along the axis of the transmission output shaft 8 in the direction away from the engine 1.
Sixth embodiment
Fig. 6 shows a hybrid system according to a sixth embodiment of the invention, which is different from the first embodiment in that the hybrid system further includes a hydraulic system.
As shown in fig. 6, the hydraulic system includes an oil pump 26, an oil pan 27, an oil cooler 28 and a pressure adjusting device 29, an oil inlet of the oil pump 26 is connected to the oil pan 27, an oil outlet of the oil pump 26 is connected to an oil inlet of the hydraulic torque converter 4 via the pressure adjusting device 29, an oil inlet of the oil cooler 28 is connected to an oil outlet of the hydraulic torque converter 4, an oil outlet of the oil cooler 28 is connected to an inlet of a cooling channel of the first motor 2, another oil outlet of the oil cooler 28 is connected to an inlet of a cooling channel of the second motor 3, and an outlet of the cooling channel of the first motor 2 and an outlet of the cooling channel of the second motor 3 are connected to the oil pan 27.
The oil pump 26 may be an electric pump or a mechanical pump, preferably an electric pump.
The hydraulic system further comprises a pressure control device 30, the lockup clutch 10, the first clutch 5, the second clutch 13 and the clutches of the gear shifting synchronizing mechanism are wet multi-plate clutches, an oil outlet of the oil pump 26 is connected with oil inlets of the lockup clutch 10, the first clutch 5, the second clutch 13 and the clutches of the gear shifting synchronizing mechanism through the pressure adjusting device 29 and the pressure control device 30, and oil outlets of the lockup clutch 10, the first clutch 5, the second clutch 13 and the clutches of the gear shifting synchronizing mechanism are connected with an oil bottom shell 27.
The wet-type multi-plate clutch is more reliable compared with a dry-type clutch. The cooling mode of the first motor 2 and the second motor 3 adopts oil cooling, the hydraulic torque converter 4, the control of each clutch, and the cooling of the first motor 2 and the second motor 3 share one set of hydraulic system, so that the system cost is saved, and the cooling efficiency of the two motors is improved.
The working principle of the hydraulic system is as follows:
after the pressure of the hydraulic oil pumped from the oil outlet of the oil pump 26 is adjusted by the pressure adjusting device 29, a part of the hydraulic oil enters the torque converter 4, and the other part of the hydraulic oil is controlled by the pressure controlling device 30 and then is led to each clutch (the lockup clutch 10, the first clutch 5, the second clutch 13, the first gear clutch 22, and the second gear clutch 23), and the hydraulic oil of each clutch overflows back to the oil pan 27 through a pipeline. An oil outlet of the hydraulic torque converter 4 is connected with an oil cooler 28, the hydraulic oil is cooled by the oil cooler 28 and then flows to the first motor 2 and the second motor 3, and the hydraulic oil flows back to the oil pan 27 after cooling the first motor 2 and the second motor 3.
The second to sixth embodiments can also implement the neutral parking mode, the parking charging mode, the rapid acceleration and shift mode, the pure electric drive and shift mode, the hybrid parallel drive and shift mode, the driving charging and shift series mode, the driving charging and shift parallel mode, the braking deceleration energy recovery mode and the vehicle reverse mode of the first embodiment. The processes of the second to sixth embodiments for achieving the above-described operating conditions are similar to those of the first embodiment.
Seventh embodiment
In addition, a seventh embodiment of the invention also provides a vehicle that includes the hybrid drive system of the above embodiment.
The above description is only for the purpose of illustrating the preferred embodiments of the present invention and is not to be construed as limiting the invention, and any modifications, equivalents and improvements made within the spirit and principle of the present invention are intended to be included within the scope of the present invention.

Claims (17)

1. A hybrid power driving system is characterized by comprising an engine, an engine output shaft, a first motor, a second motor, a hydraulic torque converter, a first clutch and a transmission, wherein the transmission comprises a transmission input shaft, a transmission output shaft, a speed change gear mechanism and a gear shifting synchronous mechanism, the hydraulic torque converter is provided with a locking clutch, and the gear shifting synchronous mechanism only comprises one or more clutches;
the first motor is connected with the output shaft of the engine, and the second motor is connected with the transmission;
the speed change gear mechanism comprises at least one gear driving gear arranged on the transmission input shaft, at least one gear driven gear arranged on the transmission output shaft and correspondingly meshed with the gear driving gear, and a group of gear driving gears and gear driven gears meshed with each other, wherein one gear is sleeved on the shaft where the gear is positioned in a hollow manner, the other gear is fixed on the shaft where the gear is positioned, the gear shifting synchronous mechanism is used for controlling the connection or disconnection of the gear which is sleeved in a hollow manner and the shaft where the gear is positioned, and the transmission output shaft outputs power to the differential mechanism;
the first clutch is selectively engaged or disengaged to control connection and disconnection of the transmission input shaft to the torque converter;
when the lockup clutch is closed and the first clutch is engaged, the power of the engine is directly transmitted to the transmission input shaft without passing through the torque conversion action of the torque converter; when the lockup clutch is disengaged and the first clutch is engaged, the power of the engine is transmitted to the transmission input shaft through the torque conversion action of the torque converter.
2. The hybrid drive system of claim 1, wherein the engine output shaft is connected between the engine and the lockup clutch, the first clutch being connected between the torque converter and the transmission;
the first clutch is located between the torque converter and one of the gear drive gears closest to the engine.
3. The hybrid drive system of claim 1, wherein said engine, engine output shaft, transmission input shaft and second electric machine are coaxially disposed, said transmission input shaft being spaced apart from and parallel to said transmission output shaft.
4. The hybrid drive system of claim 1, wherein the motor shaft of the first motor is coupled to the engine output shaft through a gear train, the gear train including a first gear and a second gear in mesh, the first gear being fixed to the motor shaft of the first motor and the second gear being fixed to the engine output shaft, the engine output shaft being spaced apart from and parallel to the motor shaft of the first motor.
5. The hybrid drive system of claim 1, further comprising a second clutch having a first end fixedly connected to the rotor assembly of the second electric machine and a second end fixedly connected to the transmission input shaft.
6. The hybrid drive system of claim 5 wherein said second clutch is disposed within a radial space encompassed by a rotor assembly of said second electric machine.
7. The hybrid power drive system according to any one of claims 1 to 6, wherein a plurality of the gear driving gears are arranged on the transmission input shaft, a plurality of the gear driven gears which are engaged with the plurality of the gear driving gears in a one-to-one correspondence are arranged on the transmission output shaft, the plurality of the gear driving gears are idly sleeved on the transmission input shaft, the plurality of the gear driven gears are fixed on the transmission output shaft, and the output shaft is fixedly connected with an output gear which is engaged with a differential gear on a differential.
8. The hybrid drive system of claim 7, wherein the plurality of gear drive gears includes a first gear drive gear and a second gear drive gear, the plurality of gear driven gears includes a first gear driven gear and a second gear driven gear, the first gear drive gear and the second gear drive gear are idly sleeved on the transmission input shaft, the first gear driven gear and the second gear driven gear are fixed on the transmission output shaft, the shift synchronizing mechanism includes a first gear clutch and a second gear clutch, and the first gear clutch and the second gear clutch are disposed on the transmission input shaft;
the first gear clutch is selectively engaged or disengaged to control the engagement or disengagement of the first gear driving gear and the transmission input shaft, and the second gear clutch is selectively engaged or disengaged to control the engagement or disengagement of the second gear driving gear and the transmission input shaft;
the first clutch, the first gear driving gear, the first gear clutch, the second gear driving gear and the second clutch are sequentially arranged along the axis of the transmission input shaft in the direction away from the engine, and the first gear driven gear, the output gear and the second gear driven gear are sequentially arranged along the axis of the transmission output shaft in the direction away from the engine.
9. The hybrid drive system according to claim 7, wherein the plurality of gear drive gears include a first gear drive gear, a second gear drive gear, a third gear drive gear, and a fourth gear drive gear, the plurality of gear driven gears include a first gear driven gear, a second gear driven gear, a third gear driven gear, and a fourth gear driven gear, the first gear drive gear, the second gear drive gear, the third gear drive gear, and the fourth gear drive gear are loosely fitted over the transmission input shaft, the first gear driven gear, the second gear driven gear, the third gear driven gear, and the fourth gear driven gear are fixed to the transmission output shaft, the shift synchronizing mechanism includes a first gear clutch, a second gear clutch, a third gear clutch, and a fourth gear clutch, the first gear clutch, the second gear clutch, the third gear clutch and the fourth gear clutch are arranged on the transmission input shaft;
the first gear clutch is selectively engaged or disengaged to control engagement or disengagement of the first gear driving gear with the transmission input shaft, the second gear clutch is selectively engaged or disengaged to control engagement or disengagement of the second gear driving gear with the transmission input shaft, the third gear clutch is selectively engaged or disengaged to control engagement or disengagement of the third gear driving gear with the transmission input shaft, and the fourth gear clutch is selectively engaged or disengaged to control engagement or disengagement of the fourth gear driving gear with the transmission input shaft;
first clutch, first fender driving gear, first fender clutch, second fender driving gear, third fender clutch, fourth fender driving gear and second clutch are followed the axis of derailleur input shaft is to keeping away from the direction of engine is arranged in proper order, first fender driven gear, output gear, second fender driven gear, third fender driven gear and fourth fender driven gear follow the axis of derailleur output shaft is to keeping away from the direction of engine is arranged in proper order.
10. The hybrid drive system according to any one of claims 1 to 6, wherein a plurality of gear driving gears are provided on the transmission input shaft, a plurality of gear driven gears engaged with the plurality of gear driving gears in a one-to-one correspondence are provided on the transmission output shaft, the plurality of gear driving gears are fixed on the transmission input shaft, the plurality of gear driven gears are freely sleeved on the transmission output shaft, and the output shaft is fixedly connected with an output gear engaged with a differential gear on a differential.
11. The hybrid drive system of claim 10, wherein the plurality of gear drive gears includes a first gear drive gear and a second gear drive gear, the plurality of gear driven gears includes a first gear driven gear and a second gear driven gear, the first gear drive gear and the second gear drive gear are fixed to the transmission input shaft, the first gear driven gear and the second gear driven gear are loosely sleeved on the transmission output shaft, the shift synchronizing mechanism includes a first gear clutch and a second gear clutch, and the first gear clutch and the second gear clutch are disposed on the transmission output shaft;
the first gear clutch is selectively engaged or disengaged to control engagement or disengagement of the first gear driven gear with the transmission output shaft, and the second gear clutch is selectively engaged or disengaged to control engagement or disengagement of the second gear driven gear with the transmission output shaft;
the first clutch, the first gear driving gear, the second gear driving gear and the second clutch are sequentially arranged along the axis of the transmission input shaft in the direction of keeping away from the engine, and the first gear driven gear, the first gear clutch, the second gear driven gear and the output gear are sequentially arranged along the axis of the transmission output shaft in the direction of keeping away from the engine.
12. The hybrid drive system of claim 10, wherein the plurality of gear drive gears includes a first gear drive gear, a second gear drive gear, a third gear drive gear, and a fourth gear drive gear, the plurality of gear driven gears includes a first gear driven gear, a second gear driven gear, a third gear driven gear, and a fourth gear driven gear, the first gear drive gear, the second gear drive gear, the third gear drive gear, and the fourth gear drive gear are fixed to the transmission input shaft, the first gear driven gear, the second gear driven gear, the third gear driven gear, and the fourth gear driven gear are idly sleeved to the transmission output shaft, and the shift synchronizing mechanism includes a first gear clutch, a second gear clutch, a third gear clutch, and a fourth gear clutch, the first gear clutch, the second gear clutch, the third gear clutch and the fourth gear clutch are arranged on the transmission output shaft;
the first gear clutch is selectively engaged or disengaged to control engagement or disengagement of the first gear driving gear with the transmission output shaft, the second gear clutch is selectively engaged or disengaged to control engagement or disengagement of the second gear driving gear with the transmission output shaft, the third gear clutch is selectively engaged or disengaged to control engagement or disengagement of the third gear driving gear with the transmission output shaft, and the fourth gear clutch is selectively engaged or disengaged to control engagement or disengagement of the fourth gear driving gear with the transmission output shaft;
first clutch, first fender driving gear, second fender driving gear, third fender driving gear, fourth fender driving gear and second clutch are followed the axis of derailleur input shaft is to keeping away from the direction of engine is arranged in proper order, first fender driven gear, first fender clutch, second fender driven gear, third fender clutch, fourth fender driven gear and output gear follow the axis of derailleur output shaft is to keeping away from the direction of engine is arranged in proper order.
13. The hybrid drive system according to any one of claims 1 to 6, wherein a plurality of the gear driving gears are provided on the transmission input shaft, a plurality of gear driven gears that mesh with the plurality of gear driving gears in a one-to-one correspondence are provided on the transmission output shaft, a part of the gear driving gears are idly sleeved on the transmission input shaft, a part of the gear driving gears are fixed on the transmission input shaft, a part of the gear driven gears are idly sleeved on the transmission output shaft, a part of the gear driven gears are fixed on the transmission output shaft, and an output gear that meshes with a differential gear on a differential is fixedly connected on the output shaft.
14. The hybrid drive system of claim 13, wherein the plurality of gear drive gears includes a first gear drive gear, a second gear drive gear, a third gear drive gear, and a fourth gear drive gear, and the plurality of gear driven gears includes a first gear driven gear, a second gear driven gear, a third gear driven gear, and a fourth gear driven gear, the first gear drive gear and the second gear drive gear are loosely fitted over the transmission input shaft, the third gear drive gear and the fourth gear drive gear are fixed to the transmission input shaft, the first gear driven gear and the second gear driven gear are fixed to the transmission output shaft, the third gear driven gear and the fourth gear driven gear are loosely fitted over the transmission output shaft, and the shift synchronization mechanism includes a first gear clutch, The first gear clutch and the second gear clutch are arranged on the transmission input shaft, and the third gear clutch and the fourth gear clutch are arranged on the transmission output shaft;
the first gear clutch is selectively engaged or disengaged to control engagement or disengagement of the first gear driving gear with the transmission input shaft, the second gear clutch is selectively engaged or disengaged to control engagement or disengagement of the second gear driving gear with the transmission input shaft, the third gear clutch is selectively engaged or disengaged to control engagement or disengagement of the third gear driving gear with the transmission output shaft, and the fourth gear clutch is selectively engaged or disengaged to control engagement or disengagement of the fourth gear driving gear with the transmission output shaft;
first clutch, first fender driving gear, first fender clutch, second fender driving gear and second clutch are followed the axis of derailleur input shaft is to keeping away from the direction of engine is arranged in proper order, first fender driven gear, second fender driven gear, third fender clutch, fourth fender driven gear and output gear follow the axis of derailleur output shaft is to keeping away from the direction of engine is arranged in proper order.
15. The hybrid drive system according to any one of claims 1 to 6, further comprising a hydraulic system, wherein the hydraulic system includes an oil pump, an oil pan, an oil cooler, and a pressure regulating device, an oil inlet of the oil pump is connected to the oil pan, an oil outlet of the oil pump is connected to an oil inlet of the hydraulic torque converter via the pressure regulating device, an oil inlet of the oil cooler is connected to an oil outlet of the hydraulic torque converter, an oil outlet of the oil cooler is connected to an inlet of the cooling passage of the first motor, another oil outlet of the oil cooler is connected to an inlet of the cooling passage of the second motor, and an outlet of the cooling passage of the first motor and an outlet of the cooling passage of the second motor are connected to the oil pan.
16. The hybrid drive system according to claim 15, wherein the hydraulic system further includes a pressure control device, the lockup clutch, the first clutch, the second clutch, and the clutch of the shift synchronizing mechanism are all wet multi-plate clutches, an oil outlet of the oil pump is connected to oil inlets of the lockup clutch, the first clutch, the second clutch, and the clutch of the shift synchronizing mechanism through the pressure adjusting device and the pressure control device, respectively, and oil outlets of the lockup clutch, the first clutch, the second clutch, and the clutch of the shift synchronizing mechanism are connected to an oil pan.
17. A vehicle characterized by comprising the hybrid drive system of any one of claims 1 to 16.
CN201811456957.1A 2018-11-30 2018-11-30 Hybrid power driving system and vehicle Active CN111251865B (en)

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CN114132167B (en) * 2020-09-29 2024-03-01 蜂巢传动科技河北有限公司 Mixed-motion continuously variable transmission, power assembly and vehicle
CN112622871B (en) * 2020-12-28 2022-03-08 蜂巢传动科技河北有限公司 Gear shifting control method of hybrid power system
CN113059991B (en) * 2021-04-27 2022-07-19 浙江吉利控股集团有限公司 Hybrid transmission and automobile
CN113978230A (en) * 2021-09-10 2022-01-28 义乌吉利自动变速器有限公司 Dual-motor hybrid power system, vehicle, and drive control method and device
CN113738833B (en) * 2021-09-13 2023-04-21 凯博易控车辆科技(苏州)股份有限公司 Take out of order to keep off speed change system
CN113844250A (en) * 2021-09-30 2021-12-28 上海汽车变速器有限公司 Hybrid transmission, automobile power system and automobile

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