CN111497590A - Two-gear variable-speed driving system of plug-in hybrid electric vehicle - Google Patents
Two-gear variable-speed driving system of plug-in hybrid electric vehicle Download PDFInfo
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- CN111497590A CN111497590A CN202010297628.8A CN202010297628A CN111497590A CN 111497590 A CN111497590 A CN 111497590A CN 202010297628 A CN202010297628 A CN 202010297628A CN 111497590 A CN111497590 A CN 111497590A
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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 two-gear variable-speed driving system of a plug-in hybrid electric vehicle, which comprises an engine; a first drive motor; a second drive motor; the transmission comprises a transmission input shafting and a transmission output shafting, wherein the transmission input shafting can be connected with an engine, a first driving motor and a second driving motor and transmits power; the output shaft system of the speed changer is connected with a differential shaft system which can output power to wheels; and power is transmitted between the transmission input shaft system and the transmission output shaft system through the first-gear transmission gear train or the second-gear transmission gear train. The power of the engine and the power of the two motors are coupled through the transmission input shaft system and the transmission output shaft system which are arranged in parallel, so that the power output under different driving modes is realized, the switching between different working modes can be realized according to different working conditions and the electric quantity of the power battery pack, the fuel economy is improved while the power performance of the vehicle is ensured, and the power interruption of gear shifting is avoided.
Description
Technical Field
The invention relates to the technical field of driving systems of hybrid electric vehicles, in particular to a two-gear variable-speed driving system of a plug-in hybrid electric vehicle.
Background
In a driving system of a hybrid electric vehicle, a double-motor and engine structure has pure electric, series and parallel working modes, so that the fuel economy of the engine can be better improved, and the economic zone of the motor is fully utilized. However, the hybrid power system mechanism with three power sources has the following disadvantages: 1. according to the working characteristics of the engine, the adoption of the speed reducer with only one fixed speed ratio from the engine to the wheel edge hardly ensures that the engine works in an economic region for a long time; 2. in order to ensure the driving comfort and the dynamic property of the vehicle, continuous power cannot be provided for the vehicle in the gear shifting process of the transmission, so that the gear shifting power is interrupted; 3. the space requirement for arranging the engine, the clutch, the first driving motor, the second driving motor and the transmission on the vehicle at the same time is large, and the arrangement is difficult.
Disclosure of Invention
The invention aims to solve the defects of the background technology and provide a two-gear speed change driving system of a plug-in hybrid electric vehicle, which has high fuel economy, can continuously provide power for the vehicle and is easy to arrange.
In order to achieve the purpose, the two-gear speed change driving system of the plug-in hybrid electric vehicle comprises a first driving motor, a second driving motor and an engine, and is characterized in that: the transmission device also comprises a transmission input shaft system which can be connected with the first driving motor, the second driving motor and the engine and transmits power, and a transmission output shaft system which is connected with the transmission input shaft system and transmits power; the transmission output shaft system is connected with a differential mechanism shaft system which can output power to wheels; and power is transmitted between the transmission input shaft system and the transmission output shaft system through a first-gear transmission gear train or a second-gear transmission gear train.
Further, the transmission input shaft system comprises a transmission input shaft, a first-gear driving gear and a second-gear driving gear are coaxially sleeved on the transmission input shaft, the transmission output shaft system comprises a transmission output shaft, and a first-gear driven gear and a second-gear driven gear are coaxially and fixedly connected to the transmission output shaft; the first gear driving gear and the first gear driven gear are meshed with each other to form the first gear transmission gear train, and the second gear driving gear and the second gear driven gear are meshed with each other to form the second gear transmission gear train.
Further, an output shaft driven gear is coaxially and fixedly connected to the output shaft of the transmission; the differential shaft system comprises a main reduction gear fixedly connected with a differential, and the differential is connected with the wheels; the output shaft driven gear is meshed with the main reduction gear.
Further, the output shaft driven gear is located between the first gear driven gear and the second gear driven gear.
Further, the transmission input shaft and the transmission output shaft are arranged in parallel.
Furthermore, a synchronizer is arranged between the first gear driving gear and the second gear driving gear.
Further, the engine is connected with the transmission input shaft through a clutch.
Furthermore, the first driving motor is connected with a first motor reduction gear, and the first motor reduction gear is meshed with the first gear driving gear.
Furthermore, the second driving motor is connected with a second motor reduction gear, and a second motor transmission gear meshed with the second motor reduction gear is coaxially and fixedly connected to the transmission input shaft.
The invention has the beneficial effects that: the power of the engine and the power of the two motors are coupled through the transmission input shaft system and the transmission output shaft system which are arranged in parallel, so that the power output under different driving modes is realized, and the switching between different working modes can be realized according to different working conditions and the electric quantity of the power battery pack. The engine and the second driving motor are both provided with two gears of power which can be selected. The engine and the motor can work in respective economic areas through gear switching, and the fuel economy is improved while the dynamic property of the vehicle is ensured. The torque can be supplemented by the second driving motor in the gear shifting process of the engine and the motor, so that the power interruption of gear shifting is avoided, and the driving performance of the whole vehicle is improved. In conclusion, the hybrid power driving system has the advantages of simple structure, low cost, high transmission efficiency and easiness in arrangement, and the structure of the hybrid power driving system is simplified.
Drawings
FIG. 1 is a schematic structural connection diagram of a two-speed transmission drive system of a plug-in hybrid vehicle according to the present invention;
the transmission comprises a first driving motor, a second driving motor, an engine, a 4-transmission input shaft, a 5-first-gear driving gear, a 6-first-gear driven gear, a 7-second-gear driving gear, a 8-second-gear driven gear, a 9-transmission output shaft, a 10-output shaft driven gear, a 11-differential, a 12-main reducing gear, a 13-wheel, a 14-synchronizer, a 15-clutch, a 16-first-motor reducing gear, a 17-second-motor reducing gear and a 18-second-motor transmission gear.
Detailed Description
The invention is described in further detail below with reference to the figures and the specific embodiments.
The two-speed transmission drive system of the plug-in hybrid vehicle shown in fig. 1 includes a first drive motor 1; a second drive motor 2; an engine 3; the transmission comprises a transmission input shafting and a transmission output shafting, wherein the transmission input shafting can be connected with the first driving motor 1, the second driving motor 2 and the engine 3 and transmits power; the output shaft system of the speed changer is connected with a differential shaft system which can output power to wheels; and power is transmitted between the transmission input shaft system and the transmission output shaft system through the first-gear transmission gear train or the second-gear transmission gear train.
The transmission input shaft system comprises a transmission input shaft 4, a first-gear driving gear 5 and a second-gear driving gear 7 are coaxially sleeved on the transmission input shaft 4, the transmission output shaft system comprises a transmission output shaft 9, and a first-gear driven gear 6 and a second-gear driven gear 8 are coaxially and fixedly connected to the transmission output shaft 9; the first gear driving gear 5 and the first gear driven gear 6 are meshed with each other to form a first gear transmission gear train, and the second gear driving gear 7 and the second gear driven gear 8 are meshed with each other to form a second gear transmission gear train. The transmission input shaft 4 and the transmission output shaft 9 are arranged in parallel. A synchronizer 14 is provided between the first gear drive gear 5 and the second gear drive gear 7. The engine 3 and the transmission input shaft 4 are connected by a clutch 15.
An output shaft driven gear 10 is coaxially and fixedly connected to the transmission output shaft 9; the output shaft driven gear 10 is located between the first-stage driven gear 6 and the second-stage driven gear 8.
The differential shaft system comprises a main reduction gear 12 fixedly connected with a differential 11, and the differential 11 is connected with wheels 13; the output shaft driven gear 10 meshes with a main reduction gear 12.
The first driving motor 1 is connected with a first motor reduction gear 16, and the first motor reduction gear 16 is meshed with the first gear driving gear 5. The second driving motor 2 is connected with a second motor reduction gear 17, and a second motor transmission gear 18 meshed with the second motor reduction gear 17 is coaxially and fixedly connected to the transmission input shaft 4.
The invention has the following driving modes:
A. pure electric drive mode:
1. the first drive motor 1 drives alone: the engine 3 is stopped, the second driving motor 2 is stopped, the clutch 4 is in a combined or separated state, and the power output by the first driving motor 1 sequentially passes through the first motor reduction gear 16, the first-gear driving gear 5, the first-gear driven gear 6, the transmission output shaft 9, the output shaft driven gear 10, the main reduction gear 12, the differential 11 and the wheels 13.
2. The second drive motor 2 drives the first gear alone: the engine 3 stops, the first driving motor 1 idles, the clutch 15 is separated, the synchronizer 14 moves left and is combined with the first-gear driving gear 5, and the power of the second driving motor 2 passes through the second motor reduction gear 17, the second motor transmission gear 18, the transmission input shaft 4, the synchronizer 7, the first-gear driving gear 5, the first-gear driven gear 6, the transmission output shaft 9, the output shaft driven gear 10, the main reduction gear 12 and the differential mechanism 11 in sequence and is finally transmitted to the wheels 13.
3. The second drive motor 2 drives the second gear alone: the engine 3 stops, the first driving motor 1 idles, the clutch 15 is separated, the synchronizer 14 moves right to be combined with the second-gear driving gear 7, and the power output by the second driving motor 2 sequentially passes through the second motor reduction gear 17, the second motor transmission gear 18, the transmission input shaft 4, the synchronizer 14, the second-gear driving gear 7, the second-gear driven gear 8, the transmission output shaft 9, the output shaft driven gear 10, the main reduction gear 12, the differential 11 to the wheels 13.
4. Two driving motors drive a gear together: the engine 3 stops, the first driving motor 1 and the second driving motor 2 drive, the clutch 15 separates, the synchronizer 14 moves left to be combined with the first gear driving gear 5, the power of the first driving motor 1 is transmitted to the first gear driving gear 5 through the first motor reduction gear 16, meanwhile, the power of the second driving motor 2 is transmitted to the first gear driving gear 5 through the second motor reduction gear 17, the second motor transmission gear 18, the transmission input shaft 4 and the synchronizer 14, and is superposed with the torque of the second driving motor 2 and then passes through the first gear driven gear 6, the transmission output shaft 9, the output shaft driven gear 10, the main reduction gear 12, the differential mechanism 11 to the wheels 13.
5. Two driving motors drive two grades together: the engine 3 stops, the first driving motor 1 and the second driving motor 2 drive, the clutch 15 is combined, the synchronizer 14 moves right to be combined with the second gear driving gear 7, the power of the first driving motor 1 is transmitted to the transmission output shaft 9 through the first motor reduction gear 16, the first gear driving gear 5 and the first gear driven gear 6, meanwhile, the power of the second driving motor 2 is transmitted to the transmission output shaft 9 through the second motor reduction gear 17, the second motor transmission gear 18, the transmission input shaft 4, the synchronizer 14, the second gear driving gear 7 and the second gear driven gear 8, the power of the two motors is coupled on the transmission output shaft 9 and is transmitted to the wheels 13 through the output shaft driven gear 10, the main reduction gear 12 and the differential mechanism 11.
B. Series drive mode
The clutch 15 is combined, the synchronizer 14 is arranged at the middle position, the power of the engine 3 passes through the clutch 15, the transmission input shaft 4, the second motor transmission gear 18 and the second motor reduction gear 17 and is transmitted to the second driving motor 2 to drive the second driving motor 2 to generate electricity so as to provide electric energy for the first driving motor 1, if redundant electric energy exists, the electric energy is stored in the power battery, and the power of the first driving motor 1 passes through the first motor reduction gear 16, the first gear driving gear 5, the first gear driven gear 6, the transmission output shaft 9, the output shaft driven gear 10, the main reduction gear 12, the differential mechanism 11 and the wheels 13.
C. Engine only drive mode
1. Pure engine driving first gear: the clutch 15 is combined, the synchronizer 14 moves left and is combined with the first-gear driving gear 5, the first driving motor 1 and the second driving motor 2 are in an idle running state, and the power of the engine 3 passes through the clutch 15, the transmission input shaft 4, the synchronizer 14, the first-gear driving gear 5, the first-gear driven gear 6, the transmission output shaft 9, the output shaft driven gear 10, the main reduction gear 12 and the differential 11 to the wheels 13.
2. Pure engine drive two grades: the clutch 15 is combined, the synchronizer 14 moves right to be combined with the second-gear driving gear 7, the first driving motor 1 and the second driving motor 2 are in an idle running state, and power of the engine 3 passes through the clutch 15, the transmission input shaft 4, the synchronizer 14, the second-gear driving gear 7, the second-gear driven gear 8, the transmission output shaft 9, the output shaft driven gear 10, the main reduction gear 12 and the differential 11 to the wheels 13.
D. Parallel drive mode
1. The engine 3 and the second driving motor 2 are connected in parallel to drive a first gear: the clutch 15 is engaged, the first drive motor 1 idles, and the synchronizer 14 moves to the left to engage with the first drive gear 5. The power of the engine 3 is transmitted to the transmission input shaft 4 through the clutch 15; meanwhile, the power of the second driving motor 2 is coupled on the transmission input shaft 4 through a second motor reduction gear 17, a second motor transmission gear 18, the transmission input shaft 4, the engine 3 and the power of the second driving motor 2, and is transmitted to the transmission output shaft 9, the output shaft driven gear 10, the main reduction gear 11, the differential 11 and the wheels 13 through the synchronizer 14, the first gear driving gear 5 and the first gear driven gear 6. In the process, when the output torque of the second driving motor 2 is a positive value, the engine 3 and the second driving motor 2 are driven together, and if the output torque of the second driving motor 2 is a negative value, the driving power generation condition of the engine 3 and the second driving motor 2 is set.
2. The engine 3 and the second driving motor 2 are connected in parallel to drive the second gear: the clutch 15 is engaged, the first driving motor 1 idles, and the synchronizer 14 moves right to be engaged with the second gear driving gear 7. The power of the engine 3 is transmitted to the transmission input shaft 4 through the clutch 15; meanwhile, the power of the second driving motor 2 is coupled on the transmission input shaft 4 through the second motor reduction gear 17, the second motor transmission gear 17, the transmission input shaft 4, the engine 3 and the power of the second driving motor 2, and is transmitted to the transmission output shaft 9, the output shaft driven gear 10, the main reduction gear 12, the differential 11 and the wheels 13 through the synchronizer 14, the second gear driving gear 7 and the second gear driven gear 8. In the process, when the output torque of the second driving motor 2 is a positive value, the engine 3 and the second driving motor 2 are driven together, and if the output torque of the second driving motor 2 is a negative value, the running power generation working condition of the engine 3 and the second driving motor 2 is adopted.
3. The engine 3 and the first drive motor 1 are driven in parallel: the clutch 15 is combined, the second driving motor 2 idles, the synchronizer 14 moves left to be combined with the first-gear driving gear 5 when the engine 3 outputs in the first gear, and the power of the engine 3 is transmitted to the first-gear driving gear 5 through the clutch 15, the transmission input shaft 4 and the synchronizer 14; meanwhile, the power of the first driving motor 1 is transmitted to the first-gear driving gear 5 through the first motor reduction gear 16, and the power of the engine 3 and the first driving motor 1 is superposed on the first-gear driving gear 5 and then transmitted to the wheels 13 through the first-gear driven gear 6, the transmission output shaft 9, the output shaft driven gear 10, the main reduction gear 12 and the differential mechanism 11.
When the engine 3 outputs in the second gear, the synchronizer 14 moves right to be combined with the second-gear driving gear 7, and the power of the engine 3 is transmitted to the transmission output shaft 9 through the clutch 15, the transmission input shaft 4, the second-gear driving gear 7 and the second-gear driven gear 8; meanwhile, the power of the first driving motor 1 is coupled on the output shaft 9 of the transmission through the first motor reduction gear 16, the first gear driving gear 5, the first gear driven gear 6, the engine 3 and the power of the first driving motor 1, and is finally transmitted to the wheels 13 through the output shaft driven gear 10, the main reduction gear 12 and the differential 11. In the process, when the output torque of the first driving motor 1 is a positive value, the engine 3 and the first driving motor 1 are driven together, and if the output torque of the first driving motor 1 is a negative value, the driving power generation condition of the engine 3 and the first driving motor 1 is adopted.
4. The engine 3 and two driving motors are connected in parallel to drive a first gear: the clutch 15 is engaged, the first drive motor 1 and the second drive motor 2 are both driven, and the synchronizer 14 is moved to the left to be engaged with the first gear driving gear 5. The power of the engine 3 is transmitted to the transmission input shaft 4 through the clutch 15, the power of the second driving motor 2 is transmitted to the transmission input shaft 4 through the second motor reduction gear 17 and the second motor transmission gear 18 to be superposed with the torque of the engine 3, meanwhile, the power of the first driving motor 1 is transmitted to the first gear driving gear 5 through the first motor reduction gear 16 to be superposed with the torque of the engine 3 and the second driving motor 2 transmitted through the transmission input shaft 4 and the synchronizer 14, and the torque of the three power sources is transmitted to the transmission output shaft 9, the output shaft driven gear 10, the main reduction gear 12, the differential 11 to the wheels 13 through the first gear driven gear 6. In the process, the torques of the first driving motor 1 and the second driving motor 2 are positive, and the vehicle is in a full-throttle acceleration condition.
5. The engine and the two motors are connected in parallel to drive the second gear: the clutch 15 is engaged, the first driving motor 1 and the second driving motor 2 are both driven, and the synchronizer 14 is moved right to be engaged with the second gear driving gear 7. The power of the engine 3 is transmitted to the transmission input shaft 4 through the clutch 15, then transmitted to the transmission output shaft 9 through the synchronizer 14, the second-gear driving gear 7 and the second-gear driven gear 8, meanwhile, the power of the first driving motor 1 is superposed with the torques of the engine 3 and the second driving motor 2 through the first motor reduction gear 16, the first-gear driving gear 5 and the first-gear driven gear 6 to the transmission output shaft 9, and finally the power of the three power sources is transmitted to the wheels 13 through the transmission output shaft 9, the output shaft driven gear 10, the main reduction gear 12 and the differential 11. In the process, the torques of the first driving motor 1 and the second driving motor 2 are positive, and the vehicle is in a full-throttle acceleration condition.
E. Energy feedback mode
1. Braking feedback of the first driving motor 1: the clutch 15 is separated or combined, the transmission is in neutral, the engine 3 and the second driving motor 2 are stopped, the power of the wheels 13 is transmitted to the first driving motor 1 through the differential 11, the main reducing gear 12, the output shaft driven gear 10, the transmission output shaft 9, the first gear driven gear 6, the first gear driving gear 5 and the first motor reducing gear 16, the first driving motor 1 carries out energy feedback, and the generated energy enters the power battery pack.
2. The second driving motor 2 performs first-gear braking feedback: the clutch 15 is disengaged, the synchronizer 14 is engaged with the first gear drive gear 5, and the engine 3 is stopped. The power of the wheel 13 finally reaches the second driving motor 2 through the differential 11, the main reducing gear 12, the output shaft driven gear 10, the transmission output shaft 9, the first gear driven gear 6, the first gear driving gear 5, the synchronizer 14, the transmission input shaft 4, the second motor transmission gear 18 and the second motor reducing gear 17, and the second driving motor 2 carries out energy feedback to charge a power storage battery.
3. Second drive motor 2 second gear brake feedback: the clutch 15 is separated, the synchronizer 14 is meshed with the second-gear driving gear 7, the engine 3 is stopped, the power of the wheels 13 passes through the differential 11, the main reducing gear 12, the output shaft driven gear 10 and the transmission output shaft 9 and then is transmitted to the second-gear driven gear 8 and the second-gear driving gear 7, the synchronizer 14, the transmission input shaft 4, the second motor transmission gear 18, the second motor reducing gear 17 and the second driving motor 2 to carry out second-gear energy feedback driving, and the power storage battery is charged.
F reverse gear mode
1. The first driving motor 1 is purely electrically driven and is in reverse gear: the clutch 15 is engaged or disengaged, the synchronizer 14 is placed in the neutral position, and the engine 3 and the second drive motor 2 are stopped. The first driving motor 1 is driven by reverse positive torque and finally transmitted to wheels 13 through a first motor reduction gear 16, a first gear driving gear 5, a first gear driven gear 6, a transmission output shaft 9, an output shaft driven gear 10, a main reduction gear 12 and a differential 11.
2. 2 first-gear pure electric reverse gears of the second driving motor: the clutch 15 is disengaged, the synchronizer 14 is engaged with the first drive gear 5, and the engine 3 and the first drive motor 1 are idle. The second driving motor 2 is driven by reverse rotation and positive torque, and is finally transmitted to wheels 13 through a second motor reduction gear 17, a second motor transmission gear 18, a transmission input shaft 4, a synchronizer 14, a first gear driving gear 5, a first gear driven gear 6, a transmission output shaft 9, an output shaft driven gear 10, a main reduction gear 12 and a differential 11.
3. The second driving motor 2 keeps off pure electric reverse gear: the clutch 15 is disengaged, the synchronizer 14 is engaged with the second gear drive gear 7, and the engine 3 and the first drive motor 1 are stopped. The second driving motor 2 is driven by reverse rotation and positive torque, and is finally transmitted to the wheels 13 through a second motor reduction gear 17, a second motor transmission gear 18, the transmission input shaft 4, the synchronizer 14, a second gear driving gear 7, a second gear driven gear 8, a transmission output shaft 9, an output shaft driven gear 10, a main reduction gear 12 and a differential 11.
4. Driving and backing in series: the clutch 15 is engaged and the synchronizer 14 is placed in a neutral position. The engine 3 drives the second driving motor 2 to generate power to supply to the first driving motor 1 through the clutch 15, the transmission input shaft 4, the second motor transmission gear 18 and the second motor reduction gear 17, the first driving motor 1 is driven by reverse positive torque, and the power is finally transmitted to the wheels 13 through the first motor reduction gear 16, the first-gear driving gear 5, the first-gear driven gear 6, the transmission output shaft 9, the output shaft driven gear 10, the main reduction gear 12 and the differential mechanism 11.
G. A parking power generation mode: the clutch 15 is engaged, the synchronizer 14 is in the middle position, the engine 3 drives the second driving motor 2 to generate electricity to charge the power battery, and the first driving motor 1 is in a stop state.
H. Power-off-less shifting: the gear shifting process under pure engine driving and parallel driving modes is that the clutch 15 is separated, the synchronizer 14 is arranged at a middle position, the first driving motor 1 drives the vehicle to ensure that the power is not interrupted in the process, and the power transmission route of the first driving motor 1 is the first motor reduction gear 16, the first gear driving gear 5, the first gear driven gear 6, the transmission output shaft 9, the output shaft driven gear 10, the main reduction gear 12 and the differential mechanism 11 are finally transmitted to the wheels 13. The second driving motor 2 is set to a rotation speed control mode, the rotation speed of the synchronizer 14 is adjusted through a second motor reduction gear 17, a second motor transmission gear 18 and the transmission input shaft 4, the synchronizer 14 is matched with the gear rotation speed of the target gear, namely the rotation speed of the synchronizer is the same as that of the first-gear driving gear 5 or the second-gear driving gear 7, and after the gear engaging process of the target gear is completed, the clutch 15 is combined.
The above description is only for the preferred embodiment of the present invention, and is not intended to limit the structure of the present invention in any way. Any simple modification, equivalent change and modification made to the above embodiments according to the technical spirit of the present invention still fall within the scope of the technical solution of the present invention.
Claims (9)
1. The utility model provides a plug-in hybrid vehicle's two keep off variable speed actuating system, includes first driving motor (1), second driving motor (2) and engine (3), its characterized in that: the transmission device also comprises a transmission input shafting and a transmission output shafting, wherein the transmission input shafting can be connected with the first driving motor (1), the second driving motor (2) and the engine (3) and transmits power, and the transmission output shafting is connected with the transmission input shafting and transmits power; the transmission output shaft system is connected with a differential mechanism shaft system which can output power to wheels; and power is transmitted between the transmission input shaft system and the transmission output shaft system through a first-gear transmission gear train or a second-gear transmission gear train.
2. The two-speed variable drive system of a plug-in hybrid vehicle according to claim 1, characterized in that: the transmission input shaft system comprises a transmission input shaft (4), a first-gear driving gear (5) and a second-gear driving gear (7) are coaxially sleeved on the transmission input shaft (4), the transmission output shaft system comprises a transmission output shaft (9), and a first-gear driven gear (6) and a second-gear driven gear (8) are coaxially and fixedly connected to the transmission output shaft (9); the first gear driving gear (5) and the first gear driven gear (6) are meshed with each other to form the first gear transmission gear train, and the second gear driving gear (7) and the second gear driven gear (8) are meshed with each other to form the second gear transmission gear train.
3. The two-speed transmission drive system of a plug-in hybrid vehicle according to claim 2, characterized in that: an output shaft driven gear (10) is coaxially and fixedly connected to the transmission output shaft (9); the differential shaft system comprises a main reduction gear (12) fixedly connected with a differential (11), and the differential (11) is connected with the wheels (13); the output shaft driven gear (10) is meshed with the main reduction gear (12).
4. The two-speed variable drive system of a plug-in hybrid vehicle according to claim 3, characterized in that: the output shaft driven gear (10) is positioned between the first gear driven gear (6) and the second gear driven gear (8).
5. The two-speed transmission drive system of a plug-in hybrid vehicle according to claim 2, characterized in that: the transmission input shaft (4) and the transmission output shaft (9) are arranged in parallel.
6. The two-speed transmission drive system of a plug-in hybrid vehicle according to claim 2, characterized in that: a synchronizer (14) is arranged between the first gear driving gear (5) and the second gear driving gear (7).
7. The two-speed transmission drive system of a plug-in hybrid vehicle according to claim 2, characterized in that: the engine (3) is connected with the transmission input shaft (4) through a clutch (15).
8. The two-speed transmission drive system of a plug-in hybrid vehicle according to claim 2, characterized in that: the first driving motor (1) is connected with a first motor reduction gear (16), and the first motor reduction gear (16) is meshed with the first gear driving gear (5).
9. The two-speed transmission drive system of a plug-in hybrid vehicle according to claim 2, characterized in that: the second driving motor (2) is connected with a second motor reduction gear (17), and a second motor transmission gear (18) meshed with the second motor reduction gear (17) is coaxially and fixedly connected to the transmission input shaft (4).
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| CN112406508A (en) * | 2020-10-29 | 2021-02-26 | 东风汽车集团有限公司 | Hybrid power driving method and device, power system, vehicle and related equipment |
| CN113147349A (en) * | 2021-04-08 | 2021-07-23 | 蔺壮壮 | Hybrid drive for a hybrid vehicle |
| CN113815401A (en) * | 2021-10-19 | 2021-12-21 | 柳州赛克科技发展有限公司 | Two-gear hybrid transmission |
| 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 |
| CN114228474A (en) * | 2021-12-08 | 2022-03-25 | 东风汽车集团股份有限公司 | Hybrid transmission, hybrid driving system and vehicle |
| CN114604078A (en) * | 2022-01-27 | 2022-06-10 | 重庆青山工业有限责任公司 | Three-shaft type double-clutch hybrid power system |
| CN114872538A (en) * | 2022-05-27 | 2022-08-09 | 中国第一汽车股份有限公司 | Multimode electromechanical coupling speed change mechanism and vehicle |
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| CN114872538A (en) * | 2022-05-27 | 2022-08-09 | 中国第一汽车股份有限公司 | Multimode electromechanical coupling speed change mechanism and vehicle |
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Application publication date: 20200807 |