CN111497589B - Power transmission system of hybrid electric vehicle and power transmission method thereof - Google Patents
Power transmission system of hybrid electric vehicle and power transmission method thereof Download PDFInfo
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- CN111497589B CN111497589B CN202010281650.3A CN202010281650A CN111497589B CN 111497589 B CN111497589 B CN 111497589B CN 202010281650 A CN202010281650 A CN 202010281650A CN 111497589 B CN111497589 B CN 111497589B
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
- B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/50—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
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Hybrid Electric Vehicles (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
The invention discloses a power transmission system of a hybrid electric vehicle and a power transmission method thereof. The transmission comprises an engine, a transmission case, a torsional vibration damper, a motor output shaft and a motor, wherein the transmission case comprises an input shaft and an output shaft, and the input shaft is fixedly connected with the driven end of the torsional vibration damper; a first driving gear and a second driving gear are sleeved on the input shaft in a hollow mode, the first driving gear and the second driving gear are both provided with joint gear rings, a first bilateral synchronizer is located between the first driving gear and the second driving gear and is connected with the input shaft, and the joint or separation of the input shaft and the first driving gear and the second driving gear is realized through the left-right movement of a first bilateral synchronizer joint sleeve; the invention solves the problem of power interruption in the gear shifting process of the gearbox, and simultaneously realizes 4-gear engine driving, 3-gear pure electric driving, 2-mode parking power generation and engine starting.
Description
Technical Field
The invention belongs to the technical field of power assemblies of hybrid electric vehicles, and particularly relates to a power transmission system of a hybrid electric vehicle and a power transmission method thereof.
Background
In order to realize a plurality of gears and a plurality of working modes, the conventional hybrid electric vehicle has the problems of more parts, complex system and higher cost of a power assembly. Part of the hybrid power transmission system reduces the number of parts and cost by sharing shaft teeth of the engine and the driving motor, but the power interruption phenomenon exists in the gear shifting process.
Disclosure of Invention
The invention aims to solve the defects of the background technology and provides a power transmission system of a hybrid electric vehicle and a power transmission method thereof. The functions of four-gear engine driving, three-gear pure electric driving, two parking power generation modes, engine starting modes and the like are realized, power gear shifting can be realized, and the driving performance of the vehicle is improved.
The technical scheme adopted by the invention is as follows: a hybrid electric vehicle power transmission system comprises an engine, a gearbox, a torsional vibration damper, a motor output shaft and a motor, wherein the gearbox comprises an input shaft and an output shaft; a first driving gear and a second driving gear are sleeved on the input shaft in a hollow mode, the first driving gear and the second driving gear are both provided with joint gear rings, a first bilateral synchronizer is located between the first driving gear and the second driving gear and is connected with the input shaft, and the joint or separation of the input shaft and the first driving gear and the second driving gear is realized through the left-right movement of a first bilateral synchronizer joint sleeve; a first driven gear and a second driven gear are sleeved on the output shaft in an empty mode, and the first driven gear and the second driven gear are meshed with a first driving gear and a second driving gear respectively; and a second bilateral synchronizer is arranged between the first driven gear and the second driven gear and is connected with the output shaft. The engine and the motor provide torque for the driveline; the torsional vibration damper is used for attenuating the torque fluctuation of the engine and reducing the rotation speed fluctuation of the input shaft.
In a further preferred structure, the output shaft is provided with a bypass driven gear and a main reducer driving gear respectively, and the main reducer driving gear is meshed with the main reducer driven gear.
In a further preferred structure, a duplicate gear is sleeved on the output shaft of the motor in an empty manner, a first duplicate gear and a second duplicate gear of the duplicate gear are respectively meshed with the first driven gear and the second driven gear, the bypass driving gear is sleeved on the output shaft of the motor in an empty manner, and the bypass driving gear is meshed with the bypass driven gear.
In a further preferred structure, a third bilateral synchronizer is arranged between a bypass driving gear and a duplicate gear on the output shaft of the motor and is connected with the output shaft of the motor; the bilateral synchronizer can control the bilateral synchronizer to be connected with and disconnected from the bypass driving gear and the duplicate gear by moving left and right.
In a further preferred structure, a joint gear ring is arranged between the bypass driving gear and the duplicate gear.
In a further preferred structure, the first and second double-sided synchronizers are both provided with a synchronizing ring. The third bilateral synchronizer has no synchronizer ring.
The power transmission method based on the power transmission system of the hybrid electric vehicle can realize unpowered interrupted gear shifting, and the power compensation power transmission method in the specific gear shifting process comprises the following steps: the hybrid power transmission system can be used for switching from one gear to another gear, the bilateral synchronizer can pass through the middle position when the gear box is in a neutral gear, the power of an engine cannot be transmitted to a driving wheel, and the power of an automobile can be interrupted in the process; at the moment, the hybrid power transmission system can complete power compensation through the motor, the bypass driving gear, the bypass driven gear and the third bilateral synchronizer, so that power is stably output in the gear shifting process;
power compensation mode power transmission path: in the gear shifting process of the gear shifting box, when the gear shifting box is in a neutral gear, the third bilateral synchronizer is engaged with the bypass driving gear leftwards, and the output power of the motor is transmitted to wheels through a motor output shaft, the third bilateral synchronizer, the bypass driving gear, a bypass driven gear, an output shaft, a main reducer driving gear and a main reducer driven gear and a differential mechanism, so that power compensation is completed, the power is stably output in the gear shifting process, and the power interruption phenomenon is avoided;
in the power compensation process of gear shifting, the motor can adjust the rotating speed difference between the target gear and the synchronizer at the same time, so that the synchronization time of the synchronizer is reduced; after the synchronizer finishes gear shifting, the third bilateral synchronizer is separated from the bypass driving gear to finish power compensation, the engine is switched to an engine driving mode, and power is continuously output through a target gear of the gearbox.
The invention has the beneficial effects that: the hybrid power transmission system is based on a parallel shaft gear transmission case, a bypass gear set is introduced to the front section of a main speed reducer, a motor and three synchronizers are used, the problem of power interruption in the gear shifting process of the transmission case is solved, and 4-gear engine driving, 3-gear pure electric driving, 2-mode parking power generation and engine starting are achieved simultaneously. The axial-flow type axial flow compressor has the advantages of simple structure, compact axial size, low cost and low technical difficulty.
Drawings
FIG. 1 is a schematic structural diagram of the present invention.
In the figure: 1-an engine; 2, a torsional vibration damper; 3-an input shaft; 4-a first drive gear; 5-a first double-sided synchronizer; 6-a second driving gear; 7-a first driven gear; 8-a second double-sided synchronizer; 9-a second driven gear; 10-a motor; 11-motor output shaft; 12-a duplicate gear second gear; 13-duplicate gear; 14-a duplicate gear first gear; 15-a third bilateral synchronizer; 16-a bypass drive gear; 17-a differential; 18-a final drive driven gear; 19-bypass driven gear; 20-a main reducer drive gear; 21-output shaft.
Detailed Description
The invention will be further described in detail with reference to the following drawings and specific examples, which are not intended to limit the invention, but are for clear understanding.
As shown in fig. 1, the present invention includes an engine 1, a transmission, a torsional vibration damper 2, a motor output shaft 11 and a motor 10, wherein the transmission includes an input shaft 3 and an output shaft 21, and the input shaft 3 is fixedly connected with a driven end of the torsional vibration damper 2; a first driving gear 4 and a second driving gear 6 are sleeved on the input shaft 3 in an empty mode, the first driving gear 4 and the second driving gear 6 are both provided with joint gear rings, a first bilateral synchronizer 5 is located between the first driving gear 4 and the second driving gear 6 and is connected with the input shaft 3, and the joint or separation of the input shaft 3 and the first driving gear 4 and the second driving gear 6 is realized through the left-right movement of a joint sleeve of the first bilateral synchronizer 5; a first driven gear 7 and a second driven gear 9 are sleeved on the output shaft 21 in an empty mode, and the first driven gear 7 and the second driven gear 9 are meshed with a first driving gear 4 and a second driving gear 6 respectively; a second double-sided synchronizer 8 is arranged between the first driven gear 7 and the second driven gear 9, and the second double-sided synchronizer 8 is connected with an output shaft 21.
The output shaft 21 is respectively provided with a bypass driven gear 19 and a main reducer driving gear 20, and the main reducer driving gear 20 is meshed with the main reducer driven gear 18.
The motor is characterized in that a duplicate gear 13 is sleeved on the motor output shaft 11 in an empty mode, a duplicate gear first gear 14 and a duplicate gear second gear 12 of the duplicate gear 13 are meshed with the first driven gear 7 and the second driven gear 9 respectively, a bypass driving gear 16 is sleeved on the motor output shaft 11 in an empty mode, and the bypass driving gear 16 is meshed with a bypass driven gear 19.
A third bilateral synchronizer 15 is arranged between the bypass driving gear 16 and the duplicate gear 13 on the motor output shaft 11, and the third bilateral synchronizer 15 is connected with the motor output shaft 11; the bilateral synchronizer 15 moves left and right to control the engagement and disengagement with the bypass driving gear 16 and the duplicate gear 13.
And a joint gear ring is arranged between the bypass driving gear 16 and the duplicate gear 13.
The first and second double- sided synchronizers 5 and 8 are provided with a synchronizing ring. The third bilateral synchronizer 15 does not have a synchronizer ring.
The working process of the invention is as follows:
1. engine-only drive mode:
during the process, the engine 1 is started, the torsional damper 2 is engaged, and the gear shifting of the gearbox 4 is realized through the actions of the first bilateral synchronizer 5 and the second bilateral synchronizer 8.
The power transmission path of each gear of the engine driving mode of the hybrid power system is as follows:
first gear: the first bilateral synchronizer 5 is engaged with the first driving gear 4 to the left, the second bilateral synchronizer 8 is engaged with the second driven gear 9 to the right, and the third bilateral synchronizer 15 is in the intermediate position. Power is input from an engine 1, passes through a torsional damper 2, an input shaft 3, a first double-sided synchronizer 5, a first driving gear 4, a first driven gear 7, a double-sided gear 13, a second driven gear 9, a second double-sided synchronizer 8, an output shaft 21, a main reducer driving gear 20, a main reducer driven gear 18, and passes through a differential 17 (wherein the main reducer comprises a main reducer driving gear 20 and a main reducer driven gear 18, and the main reducer driven gear 18 is fixed on a shell of the differential 17) to be transmitted to driving wheels.
Second gear: the first bilateral synchronizer 5 is engaged to the left with the first driving gear 4, the second bilateral synchronizer 8 is engaged to the left with the first driven gear 7, and the third bilateral synchronizer 15 is in the neutral position. Power is input from an engine 1, passes through a torsional damper 2, an input shaft 3, a first double synchronizer 5, a first driving gear 4, a first driven gear 7, a second double synchronizer 8, an output shaft 21, a main reducer driving gear 20, a main reducer driven gear 18, and then is transmitted to a driving wheel through a differential 17.
Third gear: the first double synchronizer 5 is engaged with the second driving gear 6 to the right, the second double synchronizer 8 is engaged with the second driven gear 9 to the right, and the third double synchronizer 15 is in the intermediate position. Power is input from the engine 1, passes through the torsional damper 2, the input shaft 3, the first double synchronizer 5, the second driving gear 6, the second driven gear 9, the second double synchronizer 8, the output shaft 21, the main reducer driving gear 20, the main reducer driven gear 18, and then is transmitted to the driving wheels through the differential 17.
Fourth gear: the first bilateral synchronizer 5 is engaged with the second driving gear 6 to the right, the second bilateral synchronizer 8 is engaged with the first driven gear 7 to the left, and the third bilateral synchronizer 15 is in the intermediate position. Power is input from an engine 1, passes through a torsional damper 2, an input shaft 3, a first double-sided synchronizer 5, a second driving gear 6, a second driven gear 9, a double-sided gear 13, a first driven gear 7, a second double-sided synchronizer 8, an output shaft 21, a main reducer driving gear 20, a main reducer driven gear 18, and is transmitted to driving wheels through a differential 17.
2. Engine start/stop power generation mode:
the hybrid power system has two engine start/stop power generation working modes:
mode A: in this mode, the first bilateral synchronizer 5 is engaged to the left with the first drive gear 4, the second bilateral synchronizer 8 is in the neutral position, and the third bilateral synchronizer 15 is engaged to the right with the dual gear 13.
Engine start mode: the motor 10 is used as a starter, and output torque is transmitted to the engine 1 through a motor output shaft 11, a third double-sided synchronizer 15, a double gear 13, a first driven gear 7, a first driving gear 4, a first double-sided synchronizer 5, an input shaft 3 and a torsional damper 2 to drive the engine crankshaft to rotate, so that the engine is started quickly.
A parking power generation mode: in this mode the electric machine 10 acts as a generator, converting the mechanical energy of the engine into electrical energy of the battery. The power transmission path is reversed from the engine start mode.
And (3) mode B: in this mode, the first double synchronizer 5 is engaged with the second driving gear 6 to the right, the second double synchronizer 8 is in the neutral position, and the third double synchronizer 15 is engaged with the double gear 13 to the right.
Engine start mode: the motor 10 is used as a starter, and output torque is transmitted to the engine 1 through a motor output shaft 11, a third double-sided synchronizer 15, a double gear 13, a second driven gear 9, a second driving gear 6, a first double-sided synchronizer 5, an input shaft 3 and a torsional damper 2 to drive the engine crankshaft to rotate, so that the engine is started quickly.
A parking power generation mode: in this mode the electric machine 10 acts as a generator, converting the mechanical energy of the engine into electrical energy of the battery. The power transmission path is reversed from the engine start mode.
3. Pure electric drive mode:
in the pure electric drive mode, the first bilateral synchronizer is in the middle position, 3 gears can be formed by left and right movement of the third bilateral synchronizer 15 and the second bilateral synchronizer 9, and the power transmission paths are as follows:
first gear: the third bilateral synchronizer 15 is engaged with the duplicate gear rightwards, the second bilateral synchronizer 8 is engaged with the first driven gear 7 leftwards, and power is output from the motor 10 and is transmitted to the driving wheel through the motor output shaft 11, the third bilateral synchronizer 15, the duplicate gear 13, the first driven gear 7, the second bilateral synchronizer 8, the output shaft 21, the main reducer driving gear 20, the main reducer driven gear 18 and the differential 17.
And (2) second: the third bilateral synchronizer 15 is connected with the duplicate gear rightwards, the second bilateral synchronizer 8 is connected with the second driven gear 9 rightwards, and power is output from the motor 10 and is transmitted to the driving wheel through the motor output shaft 11, the third bilateral synchronizer 15, the duplicate gear 13, the second driven gear 9, the second bilateral synchronizer 8, the output shaft 21, the main reducer driving gear 20, the main reducer driven gear 18 and the differential 17.
Third gear: the third bilateral synchronizer 15 is engaged with the bypass driving gear 16 leftwards, the second bilateral synchronizer 8 is in the middle position, and power is output from the motor 10 and is transmitted to the driving wheel through the motor output shaft 11, the third bilateral synchronizer 15, the bypass driving gear 16, the bypass driven gear 19, the output shaft 21, the main reducer driving gear 20, the main reducer driven gear 18 and the differential 17.
4. And power compensation in the gear shifting process:
the hybrid power transmission system can be used in the process of shifting gears in an engine driving mode, and in the process of switching from a certain gear to another gear, the bilateral synchronizer can pass through the middle position, the gearbox is in a neutral gear at the moment, the power of the engine can not be transmitted to the driving wheels, and the phenomenon of power interruption can occur to an automobile in the process. At this time, the hybrid power transmission system can complete power compensation through the motor 10, the bypass gear sets 16 and 19 and the third bilateral synchronizer 15, so that power is stably output in the gear shifting process.
Power compensation mode power transmission path: in the gear shifting process of the gearbox, when the gearbox is in a neutral gear, the third bilateral synchronizer 15 is engaged with the bypass driving gear 16 leftwards, and the power output by the motor 10 is transmitted to wheels through the motor output shaft 11, the third bilateral synchronizer 15, the bypass driving gear 16, the bypass driven gear 19, the output shaft 21, the main reducer gears 20 and 18 and the differential 17 to complete power compensation, so that the power is stably output in the gear shifting process, and the power interruption phenomenon is avoided.
In the power compensation of the gear shifting process, the motor can adjust the rotating speed difference between the target gear and the synchronizer at the same time, and the synchronization time of the synchronizer is reduced. After the synchronizer finishes gear shifting, the third bilateral synchronizer 15 is separated from the bypass driving gear 16, power compensation is finished, the engine driving mode is switched, and power is continuously output through a target gear of the gearbox.
Those not described in detail in this specification are within the skill of the art.
Claims (4)
1. The utility model provides a hybrid vehicle power transmission system, includes engine (1), gearbox, torsional damper (2), motor output shaft (11) and motor (10), its characterized in that: the gearbox comprises an input shaft (3) and an output shaft (21), wherein the input shaft (3) is fixedly connected with the driven end of the torsional vibration damper (2); a first driving gear (4) and a second driving gear (6) are sleeved on the input shaft (3) in an empty mode, the first driving gear (4) and the second driving gear (6) are respectively provided with a joint gear ring, a first bilateral synchronizer (5) is located between the first driving gear (4) and the second driving gear (6) and is connected with the input shaft (3), and the joint or separation of the input shaft (3) and the first driving gear (4) and the second driving gear (6) is realized through the left-right movement of a joint sleeve of the first bilateral synchronizer (5); a first driven gear (7) and a second driven gear (9) are sleeved on the output shaft (21) in a hollow mode, and the first driven gear (7) and the second driven gear (9) are meshed with a first driving gear (4) and a second driving gear (6) respectively; a second double-sided synchronizer (8) is arranged between the first driven gear (7) and the second driven gear (9), and the second double-sided synchronizer (8) is connected with the output shaft (21);
a bypass driven gear (19) and a main reducer driving gear (20) are respectively arranged on the output shaft (21), and the main reducer driving gear (20) is meshed with a main reducer driven gear (18);
a duplicate gear (13) is sleeved on the motor output shaft (11) in an empty mode, a duplicate gear first gear (14) and a duplicate gear second gear (12) of the duplicate gear (13) are meshed with the first driven gear (7) and the second driven gear (9) respectively, a bypass driving gear (16) is sleeved on the motor output shaft (11) in an empty mode, and the bypass driving gear (16) is meshed with a bypass driven gear (19);
a third bilateral synchronizer (15) is arranged between a bypass driving gear (16) and the duplicate gear (13) on the motor output shaft (11), and the third bilateral synchronizer (15) is connected with the motor output shaft (11); the third bilateral synchronizer (15) moves left and right to control the connection and disconnection of the third bilateral synchronizer with a bypass driving gear (16) and a duplicate gear (13).
2. A hybrid vehicle driveline system according to claim 1, wherein: and a joint gear ring is arranged between the bypass driving gear (16) and the duplicate gear (13).
3. A hybrid vehicle driveline system according to claim 1, wherein: and the first bilateral synchronizer (5) and the second bilateral synchronizer (8) are both provided with a synchronous ring.
4. The power transmission method of the power transmission system of the hybrid electric vehicle according to claim 1, which can realize power-interruption-free gear shifting, and the power compensation power transmission method in the specific gear shifting process comprises the following steps: the hybrid power transmission system can be used for switching from one gear to another gear, the bilateral synchronizer can pass through the middle position when the gear box is in a neutral gear, the power of an engine cannot be transmitted to a driving wheel, and the power of an automobile can be interrupted in the process; at the moment, the hybrid power transmission system can complete power compensation through the motor (10), the bypass driving gear (16), the bypass driven gear (19) and the third bilateral synchronizer (15), so that power is stably output in the gear shifting process;
power compensation mode power transmission path: in the gear shifting process of the gearbox, when the gearbox is in a neutral gear, the third bilateral synchronizer (15) is engaged with the bypass driving gear (16) leftwards, and the output power of the motor (10) is transmitted to wheels through a motor output shaft (11), the third bilateral synchronizer (15), the bypass driving gear (16), a bypass driven gear (19), an output shaft (21), a main reducer driving gear (20) and a main reducer driven gear (18) and a differential (17) to complete power compensation, so that the power is stably output in the gear shifting process, and the power interruption phenomenon is avoided;
in the power compensation process of gear shifting, the motor can adjust the rotating speed difference between the target gear and the synchronizer at the same time, so that the synchronization time of the synchronizer is reduced; after the synchronizer finishes gear shifting, the third bilateral synchronizer (15) is separated from the bypass driving gear (16) to finish power compensation, the engine is switched to an engine driving mode, and power is continuously output through a target gear of the gearbox.
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| CN202010281650.3A CN111497589B (en) | 2020-04-10 | 2020-04-10 | Power transmission system of hybrid electric vehicle and power transmission method thereof |
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| CN112224009A (en) * | 2020-10-23 | 2021-01-15 | 东风汽车集团有限公司 | Hybrid power transmission system capable of preventing energy waste |
| CN112224010B (en) * | 2020-10-23 | 2022-05-17 | 东风汽车集团有限公司 | Driving system of single-motor hybrid power vehicle |
| CN112224011B (en) * | 2020-10-23 | 2022-06-17 | 东风汽车集团有限公司 | Single-motor hybrid power speed change system |
| CN112193050A (en) * | 2020-10-23 | 2021-01-08 | 东风汽车集团有限公司 | Single motor transmission system |
| CN114228473A (en) * | 2021-11-16 | 2022-03-25 | 东风汽车集团股份有限公司 | Hybrid four-gear transmission, hybrid driving system and hybrid vehicle |
| CN114274758B (en) * | 2021-12-31 | 2023-05-09 | 东风汽车集团股份有限公司 | Hybrid gearbox, hybrid driving system and vehicle |
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