CN111271426A - Dual clutch hybrid transmission - Google Patents
Dual clutch hybrid transmission Download PDFInfo
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- CN111271426A CN111271426A CN202010186527.3A CN202010186527A CN111271426A CN 111271426 A CN111271426 A CN 111271426A CN 202010186527 A CN202010186527 A CN 202010186527A CN 111271426 A CN111271426 A CN 111271426A
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- gear
- transmission mechanism
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- synchronizer
- shaft
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- 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
- F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
- F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
- F16H37/06—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts
- F16H37/08—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing
- F16H37/0806—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with a plurality of driving or driven shafts
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
- F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
- F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
- F16H3/085—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts with more than one output shaft
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
- F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
- F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
- F16H3/087—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
- F16H3/093—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears with two or more countershafts
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- 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
- F16H2200/00—Transmissions for multiple ratios
- F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
- F16H2200/0052—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising six forward speeds
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- 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
- F16H2200/00—Transmissions for multiple ratios
- F16H2200/20—Transmissions using gears with orbital motion
- F16H2200/203—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes
- F16H2200/2048—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes with seven engaging means
Abstract
The invention discloses a double-clutch hybrid power transmission, wherein an inner input transmission mechanism is connected with an odd-numbered gear clutch, a first intermediate transmission mechanism is respectively matched with the inner input transmission mechanism and a differential mechanism, a second intermediate transmission mechanism is respectively matched with the inner input transmission mechanism and the differential mechanism, an electric input transmission mechanism is matched with the inner input transmission mechanism, the double-clutch hybrid power transmission also comprises an outer input transmission mechanism, the outer input transmission mechanism is respectively matched with the first intermediate transmission mechanism, the second intermediate transmission mechanism and the electric input transmission mechanism, the outer input transmission mechanism comprises an outer input shaft, a second-gear driving gear and a fourth-gear driving gear, the outer input shaft is a hollow shaft, the outer input shaft is sleeved on the inner input transmission mechanism, the outer input shaft is connected with an even-numbered gear clutch, and the second-gear driving gear and the fourth-gear driving gear are respectively fixed on the outer peripheral surface of the outer. The invention has the advantages of high transmission efficiency and compact structure.
Description
Technical Field
The invention relates to the field of transmissions, in particular to a dual-clutch hybrid transmission.
Background
With the increasing shortage of petroleum supply and the increasing increase of environmental pollution, the development and utilization of new energy vehicles have gradually become a trend. In recent years, hybrid electric vehicles in new energy vehicles are developed at a rapid pace, battery technologies are increasingly improved, control systems are more mature, and research and development efforts are further increased for various large vehicle manufacturers. At present, the intensive mixing route in the hybrid electric vehicle market occupies 90% of the market share, and corresponding enterprises mainly comprise Toyota, Honda and general.
Since the automatic transmission is mainly a dual clutch transmission in China, most of the developed hybrid power is based on the dual clutch transmission. At present, hybrid transmissions aiming at double clutches mainly adopt a P2 structure and a P3 structure, wherein the P2 structure is that a motor is arranged before double clutches, and the P3 structure is that the motor is arranged on a final output shaft of the transmission. The two structures have small modification on the speed changer, but have the defects of heavy weight, high cost, low integration, long axial size and low speed bump.
Disclosure of Invention
The invention provides a double-clutch hybrid power transmission with high transmission efficiency and compact structure.
The technical scheme for realizing the purpose is as follows:
a double-clutch hybrid power transmission comprises an odd-gear clutch, an even-gear clutch, an inner input transmission mechanism, a first intermediate transmission mechanism, a second intermediate transmission mechanism, an electric input transmission mechanism and a differential mechanism, wherein the inner input transmission mechanism is connected with the odd-gear clutch, the first intermediate transmission mechanism is respectively matched with the inner input transmission mechanism and the differential mechanism, the second intermediate transmission mechanism is respectively matched with the inner input transmission mechanism and the differential mechanism, the electric input transmission mechanism is matched with the inner input transmission mechanism, the double-clutch hybrid power transmission also comprises an outer input transmission mechanism, the outer input transmission mechanism is respectively matched with the first intermediate transmission mechanism, the second intermediate transmission mechanism and the electric input transmission mechanism, the outer input transmission mechanism comprises an outer input shaft, a second-gear driving gear and a fourth-gear driving gear, the outer input shaft is a hollow shaft, and the outer input shaft is sleeved on the inner input transmission mechanism, the outer input shaft is connected with the even-numbered gear clutch, and the second-gear driving gear and the fourth-gear driving gear are respectively fixed on the outer peripheral surface of the outer input shaft.
The invention has the advantages that: the invention has the advantages of high transmission efficiency, compact structure, light weight and the like, relieves the problem of power interruption when the conventional transmission is shifted in an engine driving mode and a hybrid driving mode, improves the shifting comfort, ensures that the vehicle has good dynamic property and shifting characteristic, and has a plurality of motor gears under pure electric working condition, and the gears are variable. The good economical efficiency of the vehicle is ensured, and the fuel consumption and the pollutant emission of the vehicle are reduced.
Drawings
FIG. 1 is a schematic illustration of a dual clutch hybrid transmission of the present invention;
FIG. 2 is a schematic diagram of a first-gear transmission route in a pure electric mode of the hybrid power unit of the invention;
FIG. 3: two-gear transmission route schematic diagram in pure electric mode
FIG. 4: schematic diagram of three-gear transmission route in pure electric mode
FIG. 5: four-gear transmission route schematic diagram in pure electric mode
FIG. 6: five-gear transmission route schematic diagram in pure electric mode
FIG. 7: six-gear transmission route schematic diagram in pure electric mode
FIG. 8: the invention is a mode one (pure electric first gear/engine first gear) transmission route map in a hybrid power mode;
FIG. 9: the invention is a mode two (pure electric first gear/engine third gear) transmission route map in a hybrid power mode;
FIG. 10: the invention is a mode III (pure electric second gear/engine third gear) transmission route map in a hybrid power mode;
FIG. 11: the invention is a mode four (pure electric second gear/engine fifth gear) transmission route map in a hybrid power mode;
FIG. 12: the invention is a mode five (pure electric third gear/engine fifth gear) transmission route map in a hybrid power mode;
FIG. 13: the invention is a mode six (pure electric fourth gear/engine second gear) transmission route map in a hybrid power mode;
FIG. 14: the invention is a mode seven (pure fifth gear/engine second gear) transmission route map in a hybrid power mode;
FIG. 15: the invention is a mode eight (pure five-gear/engine four-gear) transmission route map in a hybrid power mode;
FIG. 16: the invention is a mode nine (pure six-gear/engine four-gear) transmission route map in a hybrid power mode;
FIG. 17: the invention is a ten-mode (pure six-gear/engine six-gear) transmission route map in a hybrid power mode;
reference in the drawings of the specification:
in the figure: 1 is an engine, 2 is an odd-numbered gear clutch, 3 is an even-numbered gear clutch, 4 is an outer input shaft, 5 is a second-gear driving gear, 6 is a fourth-gear driving gear, 7 is a third-gear driving gear, 8 is a fifth-gear driving gear, 9 is an inner input shaft, 10 is a first-gear driving gear, 11 is a first output gear, 12 is a reverse driven gear, 13 is a fourth-gear synchronizer, 14 is a fourth-gear driven gear, 15 is a first-gear synchronizer, 16 is a first intermediate shaft, 17 is a first-gear driven gear, 18 is a second output gear, 19 is a differential output gear, 20 is a second-gear driven gear, 21 is a second six-gear synchronizer, 22 is a sixth-gear driven gear, 23 is a third-gear driven gear, 24 is a fifth-gear driven gear, 25 is a third-fifth-gear synchronizer, 26 is a second intermediate shaft, 27 is a first-gear of a motor, 28 is a second-gear synchronizer, 29 is a second-gear of the motor, 30 is a motor, 31 is a motor output gear, 32 is a motor input shaft, 33 is a motor input gear, and 34 is a motor.
Detailed Description
As shown in fig. 1, the dual clutch hybrid transmission of the present invention includes an odd-numbered gear clutch 2, an even-numbered gear clutch 3, an internal input transmission mechanism, a first intermediate transmission mechanism, a second intermediate transmission mechanism, an electric input transmission mechanism, a differential mechanism, and an external input transmission mechanism, wherein the odd-numbered gear clutch 2 and the even-numbered gear clutch 3 are both connected to an output end of an engine 1, the internal input transmission mechanism is connected to the odd-numbered gear clutch 2, the first intermediate transmission mechanism is respectively matched with the internal input transmission mechanism and the differential mechanism, the second intermediate transmission mechanism is respectively matched with the internal input transmission mechanism and the differential mechanism, and the electric input transmission mechanism is matched with the internal input transmission mechanism. The external input transmission mechanism is respectively matched with the first intermediate transmission mechanism, the second intermediate transmission mechanism and the electric input transmission mechanism.
As shown in fig. 1, the internal input transmission mechanism includes an internal input shaft 9, and a first gear driving gear 10, a third gear driving gear 7, and a fifth gear driving gear 8 fixed to the internal input shaft 9. The first gear driving gear 10, the third gear driving gear 7, the fifth gear driving gear 8 and the inner input shaft 9 rotate synchronously. The outer input transmission mechanism comprises an outer input shaft 4, a second-gear driving gear 5 and a fourth-gear driving gear 6, the outer input shaft 4 is a hollow shaft, the outer input shaft 4 is sleeved on the inner input transmission mechanism, the outer input shaft 4 is sleeved on the inner input shaft 9, the outer input shaft 4 is connected with the even-number-gear clutch 3, and the second-gear driving gear 5 and the fourth-gear driving gear 6 are respectively fixed on the peripheral surface of the outer input shaft 4. The second gear drive gear 5 and the fourth gear drive gear 6 rotate in synchronism with the outer input shaft 4.
As shown in fig. 1, the first intermediate transmission mechanism includes a first intermediate shaft 16, and a first-speed synchronizer 15, a fourth-speed synchronizer 13, a first output gear 11, a first-speed driven gear 17, a fourth-speed driven gear 14, and a reverse driven gear 12 that are provided on the first intermediate shaft 16. The first-speed synchronizer 15, the fourth-reverse synchronizer 13 and the first output gear 11 are fitted on the first countershaft 16 and rotate in synchronization with the first countershaft 16. The first-gear driven gear 17, the fourth-gear driven gear 14 and the reverse driven gear 12 are freely sleeved on the first intermediate shaft 16, and when the first-gear driven gear 17, the fourth-gear driven gear 14 and the reverse driven gear 12 are respectively matched with corresponding synchronizers and then synchronously rotate with the synchronizers, for example, after the first-gear driven gear 17 is combined with the first-gear synchronizers 15, the first-gear driven gear 17 and the first-gear synchronizers 15 synchronously rotate.
As shown in fig. 1, the first-gear driven gear 17 is meshed with the first-gear driving gear 10 on the inner input shaft 9 to form a first-gear pair; the fourth gear driven gear 14 is meshed with the fourth gear driving gear 6 on the outer input shaft 4 to form a fourth gear pair; the reverse driven gear 12 is meshed with a second-gear driving gear 5 on the outer input shaft 4 to form a reverse gear pair; the first output gear 11 is engaged with a differential, and the first output gear 11 is meshed with a differential output gear 19.
As shown in fig. 1, the second intermediate transmission mechanism includes a second intermediate shaft 26, and a third fifth-speed synchronizer 25, a second sixth-speed synchronizer 21, a second output gear 18, a second-speed driven gear 20, a third-speed driven gear 23, a fifth-speed driven gear 24, and a sixth-speed driven gear 22 provided on the second intermediate shaft 26. The third fifth gear synchronizer 25, the second sixth gear synchronizer 21 and the second output gear 18 are fixed on the second countershaft 26 and rotate synchronously with the second countershaft 26. The second-gear driven gear 20, the third-gear driven gear 23, the fifth-gear driven gear 24 and the sixth-gear driven gear 22 are freely sleeved on the second intermediate shaft 26, the second-gear driven gear 20, the third-gear driven gear 23, the fifth-gear driven gear 24 and the sixth-gear driven gear 22 are respectively matched with corresponding synchronizers and then synchronously rotate with the synchronizers, for example, the second-gear driven gear 20 or the sixth-gear driven gear 22 is combined with the second-sixth-gear synchronizers 21, and the second-gear driven gear 20 or the sixth-gear driven gear 22 and the second-sixth-gear synchronizers 21 synchronously rotate.
As shown in fig. 1, the second-gear driven gear 20 is engaged with the second-gear driving gear 5 on the outer input shaft 4 to form a second-gear pair; the third gear driven gear 23 is meshed with a third gear driving gear 7 on the inner input shaft 9 to form a third gear pair; the fifth-gear driven gear 24 is meshed with a fifth-gear driving gear 8 on the inner input shaft 9 to form a fifth-gear pair; the six-gear driven gear 22 is meshed with the four-gear driving gear 6 on the outer input shaft 4 to form a six-gear pair, the second output gear 18 is matched with a differential, and the second output gear 18 is meshed with the differential output gear 19
As shown in fig. 1, the electric input transmission mechanism includes a motor shaft 30, a first-gear synchronizer 28, a second-gear synchronizer 31, a first-gear 27, and a second-gear 29, which are disposed on the motor shaft 30, the first-gear synchronizer 28 and the second-gear synchronizer 31 are fixed on the motor shaft 30 and rotate synchronously with the motor shaft, the first-gear 27 and the second-gear 29 are sleeved on the motor shaft 30, and when the first-gear 27 or the second-gear 29 is matched with the first-gear synchronizer 28, the first-gear synchronizer 28 and the second-gear synchronizer 28 rotate synchronously.
As shown in fig. 1, the first-gear 27 of the motor is engaged with the fourth-gear driving gear 6 on the outer input shaft 4 to form a first-gear pair of the motor; the second gear 29 of the motor is meshed with the third gear driving gear 7 on the inner input shaft 9 to form a second gear pair of the motor. The motor 34 is fixedly connected with the motor input shaft 32 to synchronously rotate, a motor input gear 33 synchronously rotating with the motor input shaft 32 is arranged on the motor input shaft 32, and the motor input gear 33 and the motor output gear 31 are meshed with each other.
As shown in fig. 1, the first output gear 11 and the second output gear 18 are arranged so as to be able to mesh with the differential output gear 19 simultaneously; the second driving gearwheel 5 on the outer input shaft 4 is arranged to mesh simultaneously with the reverse driven gearwheel 12 on the first intermediate shaft 16 and with the second driven gearwheel 20 on said second intermediate shaft 26. The fourth driving gear 6 of the outer input shaft 4 is arranged to mesh simultaneously with the fourth driven gear 14 of the first intermediate shaft 16, the sixth driven gear 22 of the second intermediate shaft 26 and the first motor gear 27 of the motor shaft 30. The third driving gear 7 on the inner input shaft 9 is arranged to mesh simultaneously with the third driven gear 23 of the second intermediate shaft 26 and the second motor gear 29 on the motor shaft 30.
The hybrid power transmission is characterized in that the engine 1, the motor 34, the odd-numbered gear clutch 2 and the even-numbered gear clutch are connected with the output end of the engine 1, the motor is used for driving the motor input shaft 32 to rotate and transmit power, the first intermediate shaft 16 and the second intermediate shaft 26 are meshed with an output gear of a differential, and the power is transmitted to wheels through the differential.
The above hybrid transmission operating modes are shown in the following table:
the first-gear synchronizer 28 is engaged with the first-gear motor gear 27 so that the motor shaft 30 rotates together with the first-gear motor gear 27, the second-gear synchronizer 28 is engaged with the second-gear motor gear 29 so that the motor shaft 30 rotates together with the first-gear motor gear 27, and the neutral gear of the second-gear synchronizer 28 is engaged with neither the first-gear motor gear 27 nor the second-gear motor gear 29. The second-sixth gear synchronizer 21 is engaged with the second-gear driven gear 20 so that the second intermediate shaft 26 drives the second-gear driven gear 20 to rotate together, the second-sixth gear synchronizer 21 is engaged with the sixth-gear driven gear 22 so that the second intermediate shaft 26 drives the sixth-gear driven gear 22 to rotate together, and the second-sixth gear synchronizer 21 is engaged with the neutral gear, which means that the second-sixth gear synchronizer 21 is neither engaged with the second-gear driven gear 20 nor the sixth-gear driven gear 22. The third-fifth gear synchronizer 25 is combined with the third-gear driven gear 23 to enable the second intermediate shaft 26 to drive the third-gear driven gear 23 to rotate together, the fifth-gear synchronizer 25 is combined with the fifth-gear driven gear 24 to enable the second intermediate shaft 26 to drive the fifth-gear driven gear 24 to rotate together, and the third-fifth gear synchronizer 25 is combined with the neutral gear, namely the third-fifth gear synchronizer 25 is not combined with the third-gear driven gear 23 or the fifth-gear driven gear 24; the four-reverse synchronizer 13 is combined with the four-gear driven gear 14 so that the first intermediate shaft 16 drives the four-gear driven gear 14 to rotate together, the four-reverse synchronizer 13 is combined with the reverse gear driven gear 12 so that the first intermediate shaft 16 drives the reverse gear driven gear 12 to rotate together, and the four-reverse synchronizer 13 is combined with the neutral gear and the four-reverse synchronizer 13 is neither combined with the four-gear driven gear 14 nor the reverse gear driven gear 12.
When the transmission with the structure is in the pure electric mode:
as shown in fig. 2, the principle of the pure electric first gear operating mode is as follows: the even-numbered gear clutch 3 and the odd-numbered gear clutch 2 are in a disconnected state, the first-gear synchronizer 28 is in a first gear, the second-sixth gear synchronizer 21 is in a second gear, the rest of the synchronizers are in a neutral position, and the power transmission route is as follows: the differential comprises a motor 34, a motor input shaft 32, a motor input gear 33, a motor output gear 31, a motor shaft 30, a first-gear synchronizer 28, a first-gear 27, a fourth-gear driving gear 6, an outer input shaft 4, a second-gear driving gear 5, a second-gear driven gear 20, a second-sixth-gear synchronizer 21, a second intermediate shaft 26, a second output gear 18 and a differential output gear 19, and wheels;
as shown in fig. 3, the principle of the pure electric second gear operating mode is as follows: the even-numbered gear clutch 3 and the odd-numbered gear clutch 2 are in a disconnected state, the first-gear synchronizer 28 is used for engaging the first gear, the fourth-gear synchronizer 13 is used for engaging the fourth gear, the rest of the synchronizers are used for engaging the neutral gear, and the power transmission route is as follows: the method comprises the following steps of (1) driving a motor, namely a motor-motor input shaft 32-a motor input gear 33-a motor output gear 31-a motor shaft 30-a two-gear synchronizer 28-a motor first-gear 27-a four-gear driving gear 6-an outer input shaft 4-a four-gear driving gear 6-a four-gear driven gear 14-a four-reverse gear synchronizer 13-a first intermediate shaft 16-a first output gear 11-a differential output gear 19-a wheel;
as shown in fig. 4, the principle of the pure electric third gear operating mode is as follows: the even-numbered gear clutch 3 and the odd-numbered gear clutch 2 are in a disconnected state, the first-gear synchronizer 28 is in a first gear, the second-sixth synchronizer 21 is in a sixth gear, the rest synchronizers are in a neutral position, and the power transmission route is as follows: a motor-motor input shaft 32-a motor input gear 33-a motor output gear 31-a motor shaft 30-a two-gear synchronizer 28-a motor first-gear 27-a fourth-gear driving gear 6-a sixth-gear driven gear 22-a second six-gear synchronizer 21-a second intermediate shaft 26-a second output gear 18-a differential output gear 19-wheels;
as shown in fig. 5, the principle of the pure electric fourth gear operating mode is as follows: the even-numbered gear clutch 3 and the odd-numbered gear clutch 2 are in a disconnected state, the first-gear synchronizer 28 is in a second gear, the first-gear synchronizer 15 is in a first gear, the other synchronizers are in a neutral position, and the power transmission route is as follows: a motor-motor input shaft 32-a motor input gear 33-a motor output gear 31-a motor shaft 30-a two-gear synchronizer 28-a motor two-gear 29-a three-gear driving gear 7-a first-gear driving gear 10-a first-gear driven gear 17-a first-gear synchronizer 15-a first intermediate shaft 16-a first output gear 11-a differential output gear 19-a wheel;
as shown in fig. 6, the principle of the pure electric fifth gear operating mode is as follows: the even-numbered gear clutch 3 and the odd-numbered gear clutch 2 are in a disconnected state, the first-gear synchronizer 28 is in a second gear, the third-fifth synchronizer 25 is in a third gear, the rest synchronizers are in a neutral position, and the power transmission route is as follows: a motor-motor input shaft 32-a motor input gear 33-a motor output gear 31-a motor shaft 30-a two-gear synchronizer 28-a motor two-gear 29-a three-gear driving gear 7-a three-gear driven gear 23-a three-five-gear synchronizer 25-a second intermediate shaft 26-a second output gear 18-a differential output gear 19-wheels;
as shown in fig. 7, the principle of the pure electric six-gear operating mode is as follows: the even-numbered gear clutch 3 and the odd-numbered gear clutch 2 are in a disconnected state, the second gear synchronizer 28 is in a second gear, the third and fifth gear synchronizer 25 is in a fifth gear, the rest synchronizers are in a neutral position, and the power transmission route is as follows: a motor-motor input shaft 32-a motor input gear 33-a motor output gear 31-a motor shaft 30-a two-gear synchronizer 28-a motor two-gear 29-a three-gear driving gear 7-a five-gear driving gear-a five-gear driven gear 24-a three-five-gear synchronizer 25-a second intermediate shaft 26-a second output gear 18-a differential output gear 19-a wheel;
the engine-only 1 mode is consistent with the conventional dual clutch transmission operating modes, with only the power transmission paths listed below:
first gear: the engine 1, the odd-numbered gear clutch 2, the inner input shaft 9, the first-gear driving gear 10, the first-gear driven gear 17, the first-gear synchronizer 15, the first intermediate shaft 16, the first output gear 11, the differential output gear 19 and wheels.
Second gear: the engine 1, the even-numbered gear clutch 3, the external input shaft 4, the second-gear driving gear 5, the second-gear driven gear 20, the second six-gear synchronizer 21, the second intermediate shaft 26, the second output gear 18, the differential output gear 19 and the wheels.
Third gear: engine 1-odd gear clutch 2-inner input shaft 9-third gear driving gear 7-third gear driven gear 23-third five gear synchronizer 25-second intermediate shaft 26-second output gear 18-differential output gear 19-wheel
Fourth gear: engine 1-even-number gear clutch 3-external input shaft 4-four-gear driving gear 6-four-gear driven gear 14-four-reverse gear synchronizer 13-first intermediate shaft 16-first output gear 11-differential output gear 19-wheel
Fifth gear: engine 1-odd gear clutch 2-inner input shaft 9-five gear driving gear 8-five gear driven gear 24-third five gear synchronizer 25-second intermediate shaft 26-second output gear 18-differential output gear 19-wheel
A sixth gear: engine 1-even number gear clutch 3-external input shaft 4-four gear driving gear 6-six gear driven gear 22-two six gear synchronizer 21-second intermediate shaft 26-second output gear 18-differential output gear 19-wheel
Hybrid mode:
as shown in fig. 8, mode one (pure first gear/first engine 1 gear): the even-numbered gear clutch 3 is in a disconnected state, the odd-numbered gear clutch 2 is in a connected state, the first-gear synchronizer 28 is in a first gear, the second-sixth synchronizer 21 is in a second gear, the first-gear synchronizer is in a first gear, the other synchronizers are in neutral positions, and the power transmission route is as follows: the differential comprises a motor 34, a motor input shaft 32, a motor input gear 33, a motor output gear 31, a motor shaft 30, a first-gear synchronizer 28, a first-gear 27, a fourth-gear driving gear 6, an outer input shaft 4, a second-gear driving gear 5, a second-gear driven gear 20, a second-sixth-gear synchronizer 21, a second intermediate shaft 26, a second output gear 18 and a differential output gear 19, and wheels; the engine 1, the odd-numbered gear clutch 2, the inner input shaft 9, the first-gear driving gear 10, the first-gear driven gear 17, the first-gear synchronizer 15, the first intermediate shaft 16, the first output gear 11, the differential output gear 19 and wheels.
As shown in fig. 9, mode two (pure electric first gear/engine 1 third gear): the even-numbered gear clutch 3 is in a disconnected state, the odd-numbered gear clutch 2 is in a connected state, the first-gear synchronizer 28 is in a first gear, the second-sixth synchronizer 21 is in a second gear, the third-fifth synchronizer is in a third gear, the rest of the synchronizers are in a neutral position, and the power transmission route is as follows: a motor-motor input shaft 32-a motor input gear 33-a motor output gear 31-a motor shaft 30-a two-gear synchronizer 28-a motor first-gear 27-a four-gear driving gear 6-an external input shaft 4-a second-gear driving gear 5-a second-gear driven gear 20-a second six-gear synchronizer 21-a second intermediate shaft 26-a second output gear 18 differential output gear 19-a wheel; the engine 1, the odd-numbered gear clutch 2, the inner input shaft 9, the third-gear driving gear 7, the third-gear driven gear 23, the third-fifth-gear synchronizer 25, the second intermediate shaft 26, the second output gear 18, the differential output gear 19 and wheels.
As shown in fig. 10, mode three (pure electric second gear/engine 1 third gear): the even-numbered gear clutch 3 is in a disconnected state, the odd-numbered gear clutch 2 is in a connected state, the first-gear synchronizer 28 is used for engaging the first gear, the fourth-reverse synchronizer 13 is used for engaging the fourth gear, the third-fifth synchronizer is used for engaging the third gear, the rest of the synchronizers are used for engaging the neutral gear, and the power transmission route is as follows: the method comprises the following steps of (1) driving a motor, namely a motor-motor input shaft 32-a motor input gear 33-a motor output gear 31-a motor shaft 30-a two-gear synchronizer 28-a motor first-gear 27-a four-gear driving gear 6-an outer input shaft 4-a four-gear driving gear 6-a four-gear driven gear 14-a four-reverse gear synchronizer 13-a first intermediate shaft 16-a first output gear 11-a differential output gear 19-a wheel; the engine 1, the odd-numbered gear clutch 2, the inner input shaft 9, the third-gear driving gear 7, the third-gear driven gear 23, the third-fifth-gear synchronizer 25, the second intermediate shaft 26, the second output gear 18, the differential output gear 19 and wheels.
As shown in fig. 11, mode four (pure electric second gear/engine 1 fifth gear): the even-numbered gear clutch 3 is in a disconnected state, the odd-numbered gear clutch 2 is in a connected state, the first-gear synchronizer 28 is in a first gear, the fourth-reverse synchronizer 13 is in a fourth gear, the third-fifth synchronizer is in a fifth gear, the rest of the synchronizers are in neutral positions, and the power transmission route is as follows: the method comprises the following steps of (1) driving a motor, namely a motor-motor input shaft 32-a motor input gear 33-a motor output gear 31-a motor shaft 30-a two-gear synchronizer 28-a motor first-gear 27-a four-gear driving gear 6-an outer input shaft 4-a four-gear driving gear 6-a four-gear driven gear 14-a four-reverse gear synchronizer 13-a first intermediate shaft 16-a first output gear 11-a differential output gear 19-a wheel; the engine 1, the odd-numbered gear clutch 2, the inner input shaft 9, the five-gear driving gear 8, the five-gear driven gear 24, the third and fifth-gear synchronizer 25, the second intermediate shaft 26, the second output gear 18, the differential output gear 19 and the wheels.
As shown in fig. 12, mode five (pure third/engine 1 fifth): the even-numbered gear clutch 3 is in a disconnected state, the odd-numbered gear clutch 2 is in a connected state, the first-gear synchronizer 28 is in a first gear, the second-sixth synchronizer 21 is in a sixth gear, the third-fifth synchronizer is in a fifth gear, the rest of the synchronizers are in a neutral position, and the power transmission route is as follows: a motor-motor input shaft 32-a motor input gear 33-a motor output gear 31-a motor shaft 30-a two-gear synchronizer 28-a motor first-gear 27-a fourth-gear driving gear 6-a sixth-gear driven gear 22-a second six-gear synchronizer 21-a second intermediate shaft 26-a second output gear 18-a differential output gear 19-wheels; the engine 1, the odd-numbered gear clutch 2, the inner input shaft 9, the five-gear driving gear 8, the five-gear driven gear 24, the third and fifth-gear synchronizer 25, the second intermediate shaft 26, the second output gear 18, the differential output gear 19 and the wheels.
As shown in fig. 13, mode six (pure fourth gear/engine 1 second gear): the even-numbered gear clutch 3 is in an engaged state, the odd-numbered gear clutch 2 is in a disconnected state, the first-gear synchronizer 28 is in a second gear, the first-gear synchronizer 15 is in a first gear, the second-sixth synchronizer 21 is in a second gear, the other synchronizers are in a neutral position, and the power transmission route is as follows: a motor-motor input shaft 32-a motor input gear 33-a motor output gear 31-a motor shaft 30-a two-gear synchronizer 28-a motor two-gear 29-a three-gear driving gear 7-a first-gear driving gear 10-a first-gear driven gear 17-a first-gear synchronizer 15-a first intermediate shaft 16-a first output gear 11-a differential output gear 19-a wheel; the engine 1, the even-numbered gear clutch 3, the external input shaft 4, the second-gear driving gear 5, the second-gear driven gear 20, the second six-gear synchronizer 21, the second intermediate shaft 26, the second output gear 18, the differential output gear 19 and the wheels.
As shown in fig. 14, mode seven (pure fifth gear/engine 1 second gear): the even-numbered gear clutch 3 is in an engaged state, the odd-numbered gear clutch 2 is in a disconnected state, the first-gear synchronizer 28 is in a second gear, the third-fifth synchronizer 25 is in a third gear, the second-sixth synchronizer 21 is in a second gear, the rest of the synchronizers are in a neutral position, and the power transmission route is as follows: a motor-motor input shaft 32-a motor input gear 33-a motor output gear 31-a motor shaft 30-a two-gear synchronizer 28-a motor two-gear 29-a three-gear driving gear 7-a three-gear driven gear 23-a three-five-gear synchronizer 25-a second intermediate shaft 26-a second output gear 18-a differential output gear 19-wheels; the engine 1, the even-numbered gear clutch 3, the external input shaft 4, the second-gear driving gear 5, the second-gear driven gear 20, the second six-gear synchronizer 21, the second intermediate shaft 26, the second output gear 18, the differential output gear 19 and the wheels.
As shown in fig. 15, mode eight (pure fifth gear/engine 1 fourth gear): the even-numbered gear clutch 3 is in an engaged state, the odd-numbered gear clutch 2 is in a disconnected state, the first-gear synchronizer 28 is in a second gear, the third-fifth synchronizer 25 is in a third gear, the fourth-reverse synchronizer 13 is in a fourth gear, the rest of the synchronizers are in a neutral position, and the power transmission route is as follows: a motor-motor input shaft 32-a motor input gear 33-a motor output gear 31-a motor shaft 30-a two-gear synchronizer 28-a motor two-gear 29-a three-gear driving gear 7-a three-gear driven gear 23-a three-five-gear synchronizer 25-a second intermediate shaft 26-a second output gear 18-a differential output gear 19-wheels; the engine 1, the even-numbered gear clutch 3, the outer input shaft 4, the fourth-gear driving gear 6, the fourth-gear driven gear 14, the fourth reverse synchronizer 13, the first intermediate shaft 16, the first output gear 11, the differential output gear 19 and the wheels.
As shown in fig. 16, mode nine (pure sixth gear/engine 1 fourth gear): the even-numbered gear clutch 3 is in an engaged state, the odd-numbered gear clutch 2 is in a disconnected state, the first-gear synchronizer 28 is in a second gear, the third-gear synchronizer 25 is in a fifth gear, the fourth-gear synchronizer 13 is in a fourth gear, the rest of the synchronizers are in neutral positions, and the power transmission route is as follows: a motor-motor input shaft 32-a motor input gear 33-a motor output gear 31-a motor shaft 30-a two-gear synchronizer 28-a motor two-gear 29-a three-gear driving gear 7-a five-gear driving gear-a five-gear driven gear 24-a three-five-gear synchronizer 25-a second intermediate shaft 26-a second output gear 18-a differential output gear 19-a wheel; the engine 1, the even-numbered gear clutch 3, the outer input shaft 4, the fourth-gear driving gear 6, the fourth-gear driven gear 14, the fourth reverse synchronizer 13, the first intermediate shaft 16, the first output gear 11, the differential output gear 19 and the wheels.
As shown in fig. 17, mode nine (pure sixth/engine 1 sixth): the even-numbered gear clutch 3 is in an engaged state, the odd-numbered gear clutch 2 is in a disconnected state, the first-gear synchronizer 28 is in a second gear, the third-fifth synchronizer 25 is in a fifth gear, the second-sixth synchronizer 21 is in a sixth gear, the rest of the synchronizers are in a neutral position, and the power transmission route is as follows: a motor-motor input shaft 32-a motor input gear 33-a motor output gear 31-a motor shaft 30-a two-gear synchronizer 28-a motor two-gear 29-a three-gear driving gear 7-a five-gear driving gear-a five-gear driven gear 24-a three-five-gear synchronizer 25-a second intermediate shaft 26-a second output gear 18-a differential output gear 19-a wheel; the engine 1, the even-numbered gear clutch 3, the outer input shaft 4, the fourth-gear driving gear 6, the sixth-gear driven gear 22, the second sixth-gear synchronizer 21, the second intermediate shaft 26, the second output gear 18, the differential output gear 19 and the wheels.
Claims (5)
1. A double-clutch hybrid power transmission comprises an odd-gear clutch (2), an even-gear clutch (3), an inner input transmission mechanism, a first intermediate transmission mechanism, a second intermediate transmission mechanism, an electric input transmission mechanism and a differential mechanism, wherein the inner input transmission mechanism is connected with the odd-gear clutch (2), the first intermediate transmission mechanism is respectively matched with the inner input transmission mechanism and the differential mechanism, the second intermediate transmission mechanism is respectively matched with the inner input transmission mechanism and the differential mechanism, the electric input transmission mechanism is matched with the inner input transmission mechanism, the double-clutch hybrid power transmission is characterized by further comprising an outer input transmission mechanism, the outer input transmission mechanism is respectively matched with the first intermediate transmission mechanism, the second intermediate transmission mechanism and the electric input transmission mechanism, the outer input transmission mechanism comprises an outer input shaft (4), a second-gear driving gear (5) and a fourth-gear driving gear (6), the outer input shaft (4) is a hollow shaft, the outer input shaft (4) is sleeved on the inner input transmission mechanism, the outer input shaft (4) is connected with the even-number gear clutch (3), and the second-gear driving gear (5) and the fourth-gear driving gear (6) are respectively fixed on the outer peripheral surface of the outer input shaft (4).
2. The dual clutch hybrid transmission of claim 1, wherein the inner input drive mechanism comprises:
the internal input shaft (9) and a first gear driving gear (10), a third gear driving gear (7) and a fifth gear driving gear (8) which are fixed on the internal input shaft (9).
3. The dual-clutch hybrid transmission of claim 2, wherein the first intermediate gear train comprises: the transmission comprises a first intermediate shaft (16), and a first-gear synchronizer (15), a fourth-gear synchronizer (13), a first output gear (11), a first-gear driven gear (17), a fourth-gear driven gear (14) and a reverse driven gear (12) which are arranged on the first intermediate shaft (16);
a first-gear driven gear (17) is meshed with a first-gear driving gear (10) on the inner input shaft 9 to form a first-gear pair; the four-gear driven gear (14) is meshed with a four-gear driving gear (6) on the outer input shaft (4) to form a four-gear pair; the reverse driven gear (12) is meshed with a second-gear driving gear (5) on the outer input shaft (4) to form a reverse gear pair; the first output gear (11) cooperates with a differential.
4. The dual-clutch hybrid transmission of claim 2, wherein the second intermediate gear train comprises: a second intermediate shaft (26), and a third-fifth gear synchronizer (25), a second-sixth gear synchronizer (21), a second output gear (18), a second-gear driven gear (20), a third-gear driven gear (23), a fifth-gear driven gear (24) and a sixth-gear driven gear (22) which are arranged on the second intermediate shaft (26);
the second-gear driven gear (20) is meshed with a second-gear driving gear (5) on the outer input shaft (4) to form a second-gear pair; the third gear driven gear (23) is meshed with a third gear driving gear (7) on the inner input shaft (9) to form a third gear pair; a fifth-gear driven gear (24) is meshed with a fifth-gear driving gear (8) on the inner input shaft (9) to form a fifth-gear pair; the six-gear driven gear (22) is meshed with a four-gear driving gear (6) on the outer input shaft (4) to form a six-gear pair, and the second output gear (18) is matched with a differential.
5. The dual clutch hybrid transmission of claim 2, wherein the electric input drive mechanism comprises: the motor comprises a motor shaft (30), a first-gear synchronizer (28), a second-gear synchronizer (31), a first-gear (27) and a second-gear (29) which are arranged on the motor shaft (30), wherein the first-gear (27) of the motor is meshed with a fourth-gear driving gear (6) on an outer input shaft (4) to form a first-gear pair of the motor; the second gear (29) of the motor is meshed with the third gear driving gear (7) on the inner input shaft (9) to form a second gear pair of the motor.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010186527.3A CN111271426A (en) | 2020-03-17 | 2020-03-17 | Dual clutch hybrid transmission |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010186527.3A CN111271426A (en) | 2020-03-17 | 2020-03-17 | Dual clutch hybrid transmission |
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| Publication Number | Publication Date |
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| CN111271426A true CN111271426A (en) | 2020-06-12 |
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| Application Number | Title | Priority Date | Filing Date |
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| CN202010186527.3A Pending CN111271426A (en) | 2020-03-17 | 2020-03-17 | Dual clutch hybrid transmission |
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| CN112389186A (en) * | 2020-11-27 | 2021-02-23 | 重庆青山工业有限责任公司 | Hybrid power assembly and control method thereof |
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