CN111365427A - Hybrid four-gear speed changer adopting double-long-wheelbase motor - Google Patents

Hybrid four-gear speed changer adopting double-long-wheelbase motor Download PDF

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Publication number
CN111365427A
CN111365427A CN202010192604.6A CN202010192604A CN111365427A CN 111365427 A CN111365427 A CN 111365427A CN 202010192604 A CN202010192604 A CN 202010192604A CN 111365427 A CN111365427 A CN 111365427A
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CN
China
Prior art keywords
motor
gear
input shaft
shaft
transmission
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Withdrawn
Application number
CN202010192604.6A
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Chinese (zh)
Inventor
梁志海
惠无垠
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Getec Vehicle Technology Suzhou Co ltd
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Getec Vehicle Technology Suzhou Co ltd
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Priority to CN202010192604.6A priority Critical patent/CN111365427A/en
Publication of CN111365427A publication Critical patent/CN111365427A/en
Withdrawn legal-status Critical Current

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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
    • F16H3/20—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially using gears that can be moved out of gear
    • F16H3/22—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially using gears that can be moved out of gear with gears shiftable only axially
    • F16H3/30—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially using gears that can be moved out of gear with gears shiftable only axially with driving and driven shafts not coaxial
    • F16H3/32—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially using gears that can be moved out of gear with gears shiftable only axially with driving and driven shafts not coaxial and an additional shaft
    • 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
    • B60K6/50—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
    • 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
    • F16H61/04—Smoothing ratio shift
    • F16H61/0403—Synchronisation before shifting
    • 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
    • F16H61/32—Electric motors actuators or related electrical 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
    • 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
    • F16H61/04—Smoothing ratio shift
    • F16H61/0403—Synchronisation before shifting
    • F16H2061/0407—Synchronisation before shifting by control of clutch in parallel torque path
    • 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
    • F16H61/04—Smoothing ratio shift
    • F16H61/0403—Synchronisation before shifting
    • F16H2061/0422—Synchronisation before shifting by an electric machine, e.g. by accelerating or braking the input shaft
    • 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
    • F16H61/04—Smoothing ratio shift
    • F16H2061/0455—Smoothing ratio shift during shifts involving three or more shift members, e.g. release of 3-4 clutch, 2-4 brake and apply of forward clutch C1
    • 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
    • F16H61/32—Electric motors actuators or related electrical control means therefor
    • F16H2061/326—Actuators for range selection, i.e. actuators for controlling the range selector or the manual range valve in the transmission
    • 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
    • F16H2200/0043—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising four forward speeds

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

Abstract

The invention discloses a hybrid four-gear transmission adopting a double-long-wheelbase motor, which comprises a solid input shaft, a hollow input shaft, a double clutch, an output shaft, a differential, a first transmission mechanism and a second transmission mechanism, wherein the first transmission mechanism is arranged between the solid input shaft and the output shaft; the second transmission mechanism is arranged between the hollow input shaft and the output shaft; the differential mechanism is characterized by also comprising a first motor and a second motor, wherein the first motor is connected with the differential mechanism through the second transmission mechanism; the second motor is directly connected with the differential, and the first motor and the second motor adopt high-speed high-efficiency long-wheelbase motors with the same wheelbase. According to the invention, the two motors are arranged between two ends of the solid input shaft in the axial direction, and the first motor is close to the input shaft in the radial direction as far as possible, so that the position of the differential is similar to that of the traditional transmission, the space change of the auxiliary frame of the whole vehicle is avoided as much as possible, and the length of the short half shaft of the differential is ensured so as to ensure the design and the configuration of the included angle of the ball cage.

Description

Hybrid four-gear speed changer adopting double-long-wheelbase motor
Technical Field
The invention relates to the technical field of hybrid vehicles, in particular to a hybrid four-gear transmission adopting a double-long-wheelbase motor.
Background
At present, hybrid electric vehicles in new energy vehicles in China develop most rapidly. A hybrid vehicle is a vehicle that uses a variety of energy sources, typically a conventional engine that uses liquid fuel and an electric motor driven vehicle that uses electric energy. Hybrid vehicles can be driven in various modes, and hybrid transmissions at present can generally perform operation modes such as engine-only driving, motor-only driving, and simultaneous driving of the engine and the motor.
The hybrid four-gear transmission in the prior art is realized by adding a driving motor on the existing transmission on the premise of minimum change of the existing transmission. However, the hybrid transmission of this type has the following problems that (1) because of the position limitation of the differential, the input shaft and the like and the unreasonable arrangement of the transmission mechanism, the added driving motor and the auxiliary motor adopt two different types, one is a high-speed high-efficiency motor, and the other is a high-torque low-rotation-speed motor, so that the production cost of the whole transmission is too high; (2) adopt 2 or more than 2 output shafts, in addition the driving motor who increases, the appearance profile that can make whole derailleur changes great, and newly-increased motor is more close to the driver's cabin, and when the vehicle collided like this, the derailleur can take place to overturn to the driver's cabin, and then oppresses the steering tube and destroys a steering system, and this will greatly reduce whole car security.
Disclosure of Invention
The invention aims to overcome the defects in the prior art and provides a hybrid four-gear speed changer adopting a double-long-wheelbase motor.
The purpose of the invention is realized by the following technical scheme:
a hybrid four-gear speed changer adopting a double-long-wheelbase motor comprises,
a solid input shaft;
the hollow input shaft is sleeved on the solid input shaft;
the double clutch comprises a clutch I and a clutch II, wherein the clutch I is connected between an engine and the solid input shaft, and the clutch II is connected between the engine and the hollow input shaft;
an output shaft disposed parallel to the solid input shaft;
a first transmission disposed between said solid input shaft and said output shaft;
the second transmission mechanism is arranged between the hollow input shaft and the output shaft;
the differential is used for receiving the power transmitted by the output shaft;
also comprises a first motor and a second motor,
the first motor is connected with the differential mechanism through the second transmission mechanism and transmits electric power to the differential mechanism; the second motor is directly connected with the differential mechanism and transmits electric power to the differential mechanism, and the first motor and the second motor adopt high-speed high-efficiency long-wheelbase motors with the same wheelbase.
Preferably, the high-speed high-efficiency long-wheelbase motor has a wheelbase equivalent to the axle length of the solid input shaft.
Preferably, motor shafts of the first motor and the second motor are parallel to the solid input shaft, the first motor and the second motor are arranged between two ends of the solid input shaft in the axial direction, and the first motor is close to the solid input shaft in the radial direction.
Preferably, the distance between the first electric machine and the solid input shaft is smaller than the distance between the differential and the solid input shaft.
Preferably, the second transmission mechanism comprises a driving gear II and a driving gear IV which are fixedly arranged on the hollow input shaft, and a driven gear II and a driven gear IV which are sleeved on the output shaft and meshed with the driving gear II and the driving gear IV, and a two-fourth-gear synchronizer arranged on the output shaft is arranged between the driven gear II and the driven gear IV; the driving gear II can be in transmission connection with a motor shaft gear I fixedly arranged on a motor shaft of the first motor through a connecting gear I.
Preferably, a transmission gear I is fixedly arranged on the output shaft and meshed with a main reduction gear of the differential.
Preferably, the first transmission mechanism comprises a driving gear I and a driving gear III which are fixedly arranged on the solid input shaft, and a driven gear I and a driven gear III which are sleeved on the output shaft and meshed with the driving gear I and the driving gear III, and a three-gear synchronizer arranged on the output shaft is arranged between the driven gear I and the driven gear III.
Preferably, the first transmission mechanism comprises a driving gear I and a driving gear III which are sleeved on the solid input shaft in an empty mode, and a driven gear I and a driven gear III which are fixedly arranged on the output shaft and meshed with the driving gear I and the driving gear III, and a three-gear synchronizer arranged on the solid input shaft is arranged between the driving gear I and the driving gear III.
Preferably, a motor shaft gear II is fixedly arranged on a motor shaft of the second motor, the motor shaft gear II is in transmission connection with a connecting gear fixedly arranged on a short idler shaft, a transmission gear II is further fixedly arranged on the short idler shaft, and the transmission gear II is meshed with a main reduction gear of the differential.
Preferably, a damping piece is further arranged between the engine and the double clutches.
The invention has the following beneficial effects:
1. two motors with the same size and specification are adopted, so that the cost of the transmission is greatly reduced;
2. the two motors are arranged between two ends of the solid input shaft in the axial direction, and the first motor is close to the input shaft in the radial direction as much as possible, so that the position of the differential is similar to that of a traditional transmission, the space change of an auxiliary frame of the whole vehicle is avoided as much as possible, and the length of a short half shaft of the differential is ensured so as to ensure the design and the configuration of a ball cage included angle;
3. the special position of the motor can ensure that the center of gravity of the whole transmission can move downwards, and when a vehicle collides, the transmission can not press a steering pipe even if the transmission overturns towards a cab, so that the safety of the whole vehicle is greatly improved;
4. the special gear arrangement structure ensures that the motor has enough space to ensure the driving power of the motor;
5. the odd gears and the even gears can be alternately combined and separated under the cooperation of the clutch I and the clutch II so as to avoid the phenomenon of power interruption during the gear shifting. When two continuous gears are odd gears or even gears, the two continuous gears cannot be pre-combined, and the pre-combination and combination states are controlled by the TCU;
6. reverse gear in the traditional sense is removed, and the transmission gear II is driven by the second motor to realize reverse gear.
Drawings
The technical scheme of the invention is further explained by combining the accompanying drawings as follows:
FIG. 1: the structure of the first embodiment of the invention is shown schematically;
FIG. 2: the structure of the second embodiment of the present invention is schematically illustrated.
Detailed Description
The present invention will be described in detail below with reference to specific embodiments shown in the drawings. These embodiments are not intended to limit the present invention, and structural, methodical, or functional changes that may be made by one of ordinary skill in the art in light of these embodiments are intended to be within the scope of the present invention.
In the description of the present invention, it is to be understood that the terms "center", "longitudinal", "lateral", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", and the like, indicate orientations or positional relationships based on those shown in the drawings, and are used only for convenience in describing the present invention and for simplicity in description, and do not indicate or imply that the referenced devices or elements must have a particular orientation, be constructed and operated in a particular orientation, and thus, are not to be construed as limiting the present invention. Furthermore, the terms "first", "second", etc. are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first," "second," etc. may explicitly or implicitly include one or more of that feature. In the description of the present invention, "a plurality" means two or more unless otherwise specified.
In the description of the present invention, it should be noted that the terms "mounted," "connected," and "connected" are to be construed broadly and may be, for example, fixedly connected, detachably connected, or integrally connected unless otherwise explicitly stated or limited. Either mechanically or electrically. They may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meaning of the above terms in the present invention can be understood by those of ordinary skill in the art through specific situations.
The present invention will be described in detail below with reference to the embodiments with reference to the attached drawings.
As shown in fig. 1, the present invention discloses a hybrid four-gear transmission using a dual long-wheelbase motor, which includes a solid input shaft 1 and a hollow input shaft 3 that are arranged in a transmission housing and can rotate, wherein the hollow input shaft 3 is sleeved on the solid input shaft 1, both the solid input shaft 1 and the hollow input shaft 3 are connected with a dual clutch 2, specifically, the dual clutch 2 includes a clutch I21 and a clutch II22, the clutch I21 is connected between an engine and the solid input shaft 1, and the clutch II22 is connected between the engine and the hollow input shaft 3. In this embodiment, both the solid input shaft 1 and the hollow input shaft 3 can be used to receive engine power. As in the prior art, a damping member 10 such as a damping disc or a flywheel is provided as required in the power transmission path of the engine to provide inertia and stable output.
In the invention, only one output shaft 4 parallel to the solid input shaft 1 is arranged in a transmission housing, a first transmission mechanism 8 is arranged between the solid input shaft 1 and the output shaft 4, the first transmission mechanism 8 comprises the first transmission mechanism 8, a driving gear I81 and a driving gear III82 which are fixedly arranged on the solid input shaft 1, a driven gear I83 and a driven gear III84 which are sleeved on the output shaft 4 and meshed with the driving gear I81 and the driving gear III82, and a three-gear synchronizer 85 arranged on the output shaft 4 is arranged between the driven gear I83 and the driven gear III 84.
In this embodiment, a transmission gear I41 is further fixedly disposed on the output shaft 4, and the transmission gear I41 is meshed with the main reduction gear 51 of the differential 5, so that the differential 5 receives the power output by the output shaft 4.
In the invention, the device also comprises a first motor 6 and a second motor 7, wherein the first motor 6 is connected with the differential 5 through a second transmission mechanism 9 arranged between the hollow input shaft 3 and the output shaft 4, and transmits electric power to the differential 5. The second motor 7 is directly connected with the differential 5 and transmits electric power to the differential 5, preferably, a motor shaft gear II71 is fixedly arranged on a motor shaft of the second motor 7, the motor shaft gear II71 is in transmission connection with a connecting gear 73 fixedly arranged on a short idler shaft 72, a transmission gear II74 is further fixedly arranged on the short idler shaft 72, and the transmission gear II74 is meshed with a main speed reduction gear 51 of the differential 5.
The first motor 6 and the second motor 7 adopt high-speed high-efficiency long-wheelbase motors with the same wheelbase. Preferably, the wheelbase of the high-speed high-efficiency long-wheelbase motor is equivalent to the axle length of the solid input shaft 1. Because two motors with the same size and specification are adopted, the cost of the transmission is greatly reduced. And under the pure EV working condition, the two motors can provide larger pure EV driving power through cooperative work, so that the single power of the motors can be reduced, the space requirement and the cost pressure are further reduced, and the cost of the motors is linearly increased along with the increase of the space.
Preferably, motor shafts of the first motor 6 and the second motor 7 are parallel to the solid input shaft 1, the first motor 6 and the second motor 7 are arranged between two ends of the solid input shaft 1 in the axial direction, and the first motor 6 is close to the solid input shaft 1 in the radial direction. The distance between the first electric machine 6 and the solid input shaft 1 is smaller than the distance between the differential 5 and the solid input shaft 1. The structure can ensure that the position of the differential is similar to that of the traditional transmission, avoid the space change of the auxiliary frame of the whole vehicle as much as possible, ensure the length of the short half shaft of the differential so as to ensure the design and the configuration of the included angle of the ball cage, and ensure the effective space and the power of the motor. The gravity center of the whole transmission can be ensured to move downwards, and when a vehicle collides, the steering tube cannot be pressed even if the transmission overturns towards the cab, so that the safety of the whole vehicle is greatly improved.
In this embodiment, the second transmission mechanism 9 includes a driving gear II91 and a driving gear IV92 fixedly disposed on the hollow input shaft 3, and a driven gear II93 and a driven gear IV94 that are sleeved on the output shaft 4 and engaged with the driving gear II91 and the driving gear IV92, and a two-fourth gear synchronizer 95 disposed on the output shaft 4 is disposed between the driven gear II93 and the driven gear IV 94. The driving gear II91 can be in transmission connection with a motor shaft gear I97 fixedly arranged on the motor shaft of the first motor 6 through a connecting gear I96. The odd gears and the even gears can be alternately combined and separated under the matching of the clutch I and the clutch II, so that the phenomenon of power interruption in the gear shifting process is avoided. When two continuous gears are odd gears or even gears, the two continuous gears cannot be pre-combined, and the pre-combination and combination states are controlled through the TCU.
The working process of the invention is briefly described as follows:
when the vehicle starts, the second electric machine 7 is electrically driven. Meanwhile, the clutch I21 is in a separation state, the clutch II22 is in an engagement state, the first motor 6 is started, the first motor 6 starts the engine in advance, when the engine runs to a vehicle speed of working in an efficient economic area, the clutch II22 is separated, the clutch I21 is engaged, at the moment, the engine drives the solid input shaft 1 to rotate, and the solid input shaft rotates to transmit power to the differential 5 through the driving gear I81, the driven gear I83, the three-gear synchronizer 85, the output shaft 4 and the transmission gear I41 in sequence, so that parallel hybrid motion is started.
When the vehicle is hung at the second gear, the clutch I21 is in a separated state, the clutch II22 is in an engaged state, the engine drives the hollow input shaft 3 to rotate, and the hollow input shaft 3 transmits power to the differential 5 through the driving gear II91, the driven gear II93, the second-fourth gear synchronizer 95, the output shaft 4 and the transmission gear I41 in sequence. Meanwhile, the first motor 6 can also be started, and power is transmitted to the differential 5 through the motor shaft gear I97, the connecting gear I96, the driving gear II91, the driven gear II93, the two-fourth speed synchronizer 95, the output shaft 4 and the transmission gear I41 in sequence. When the vehicle is in other gears, the working process is similar to the above working process, and therefore, the description is not repeated herein.
As shown in fig. 2, a second embodiment of the present invention is disclosed, which is different from the first embodiment in the structure of the first transmission mechanism 8, in the second embodiment, the first transmission mechanism 8 includes a driving gear I81 and a driving gear III82 that are freely sleeved on the solid input shaft 1, and a driven gear I83 and a driven gear III84 that are fixedly arranged on the output shaft 4 and meshed with the driving gear I81 and the driving gear III82, and a three-gear synchronizer 85 arranged on the solid input shaft 1 is arranged between the driving gear I81 and the driving gear III 82. The working process is the same as that of the first embodiment, and therefore, will not be described herein.
It should be understood that although the present description refers to embodiments, not every embodiment contains only a single technical solution, and such description is for clarity only, and those skilled in the art should make the description as a whole, and the technical solutions in the embodiments can also be combined appropriately to form other embodiments understood by those skilled in the art.
The above-listed detailed description is only a specific description of a possible embodiment of the present invention, and they are not intended to limit the scope of the present invention, and equivalent embodiments or modifications made without departing from the technical spirit of the present invention should be included in the scope of the present invention.

Claims (10)

1. A hybrid four-gear speed changer adopting a double-long-wheelbase motor comprises,
a solid input shaft (1);
the hollow input shaft (3) is sleeved on the solid input shaft (1);
a dual clutch (2) comprising a clutch I (21) and a clutch II (22), said clutch I (21) being connected between the engine and the solid input shaft (1), said clutch II (22) being connected between said engine and the hollow input shaft (3);
an output shaft (4) arranged parallel to the solid input shaft (1);
a first transmission mechanism (8) arranged between the solid input shaft (1) and the output shaft (4);
a second transmission mechanism (9) arranged between the hollow input shaft (3) and the output shaft (4);
a differential (5) for receiving the power transmitted by the output shaft (4);
the method is characterized in that: also comprises a first motor (6) and a second motor (7),
the first motor (6) is connected with the differential (5) through the second transmission mechanism (9) and transmits electric power to the differential (5); the second motor (7) is directly connected with the differential (5) and transmits electric power to the differential (5), and the first motor (6) and the second motor (7) adopt high-speed high-efficiency long-wheelbase motors with the same wheelbase.
2. The hybrid four-speed transmission using a dual long-wheelbase motor according to claim 1, wherein: the wheel base of the high-speed high-efficiency long-wheel-base motor is equivalent to the wheel base of the solid input shaft (1).
3. The hybrid four-speed transmission using a dual long-wheelbase motor according to claim 1, wherein: the motor shafts of the first motor (6) and the second motor (7) are parallel to the solid input shaft (1), the first motor (6) and the second motor (7) are arranged between two ends of the solid input shaft (1) in the axial direction, and the first motor (6) is close to the solid input shaft (1) in the radial direction.
4. The hybrid four-speed transmission using a dual long-wheelbase motor according to claim 1, wherein: the distance between the first electric machine (6) and the solid input shaft (1) is smaller than the distance between the differential (5) and the solid input shaft (1).
5. The hybrid four-speed transmission using a motor with a double long wheel base according to any one of claims 1 to 4, wherein: the second transmission mechanism (9) comprises a driving gear II (91) and a driving gear IV (92) which are fixedly arranged on the hollow input shaft (3), and a driven gear II (93) and a driven gear IV (94) which are sleeved on the output shaft (4) in a hollow way and meshed with the driving gear II (91) and the driving gear IV (92), wherein a two-four-gear synchronizer (95) arranged on the output shaft (4) is arranged between the driven gear II (93) and the driven gear IV (94); the driving gear II (91) can be in transmission connection with a motor shaft gear I (97) fixedly arranged on a motor shaft of the first motor (6) through a connecting gear I (96).
6. The hybrid four-speed transmission using a dual long-wheelbase motor according to claim 5, wherein: the output shaft (4) is further fixedly provided with a transmission gear I (41), and the transmission gear I (41) is meshed with a main reduction gear (51) of the differential (5).
7. The hybrid four-speed transmission using a dual long-wheelbase motor according to claim 6, wherein: the first transmission mechanism (8) comprises a driving gear I (81) and a driving gear III (82) which are fixedly arranged on the solid input shaft (1), and a driven gear I (83) and a driven gear III (84) which are sleeved on the output shaft (4) and meshed with the driving gear I (81) and the driving gear III (82), wherein a three-gear synchronizer (85) arranged on the output shaft (4) is arranged between the driven gear I (83) and the driven gear III (84).
8. The hybrid four-speed transmission using a dual long-wheelbase motor according to claim 6, wherein: the first transmission mechanism (8) comprises a driving gear I (81) and a driving gear III (82) which are sleeved on the solid input shaft (1) in an empty mode, a driven gear I (83) and a driven gear III (84) which are fixedly arranged on the output shaft (4) and meshed with the driving gear I (81) and the driving gear III (82), and a three-gear synchronizer (85) arranged on the solid input shaft (1) is arranged between the driving gear I (81) and the driving gear III (82).
9. The hybrid four-speed transmission using a motor with a double long wheel base according to any one of claims 1 to 4, wherein: a motor shaft gear II (71) is fixedly arranged on a motor shaft of the second motor (7), the motor shaft gear II (71) is in transmission connection with a connecting gear (73) fixedly arranged on a short idle wheel shaft (72), a transmission gear II (74) is further fixedly arranged on the short idle wheel shaft (72), and the transmission gear II (74) is meshed with a main speed reduction gear (51) of the differential (5).
10. The hybrid four-speed transmission using a motor with a double long wheel base according to any one of claims 1 to 4, wherein: and a damping piece (10) is also arranged between the engine and the double clutch (2).
CN202010192604.6A 2020-03-18 2020-03-18 Hybrid four-gear speed changer adopting double-long-wheelbase motor Withdrawn CN111365427A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN202010192604.6A CN111365427A (en) 2020-03-18 2020-03-18 Hybrid four-gear speed changer adopting double-long-wheelbase motor

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CN202010192604.6A CN111365427A (en) 2020-03-18 2020-03-18 Hybrid four-gear speed changer adopting double-long-wheelbase motor

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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN112065987A (en) * 2020-08-21 2020-12-11 东风汽车集团有限公司 Hybrid four-gear transmission driving system
CN113147354A (en) * 2021-05-07 2021-07-23 一汽解放汽车有限公司 Hybrid power system

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN112065987A (en) * 2020-08-21 2020-12-11 东风汽车集团有限公司 Hybrid four-gear transmission driving system
CN113147354A (en) * 2021-05-07 2021-07-23 一汽解放汽车有限公司 Hybrid power system

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Application publication date: 20200703