CN111497594B - Series-parallel hybrid power transmission - Google Patents
Series-parallel hybrid power transmission Download PDFInfo
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- CN111497594B CN111497594B CN202010312058.5A CN202010312058A CN111497594B CN 111497594 B CN111497594 B CN 111497594B CN 202010312058 A CN202010312058 A CN 202010312058A CN 111497594 B CN111497594 B CN 111497594B
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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
- B60K6/42—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 the architecture of the hybrid electric vehicle
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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
- B60K6/22—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
- B60K6/38—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 driveline clutches
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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
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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
A series-parallel hybrid power transmission comprises a speed change device, a wire harness, a shock absorber, an internal combustion engine and a controller, wherein the speed change device comprises a battery and a battery management system, the battery is connected with a first inverter and a second inverter, the first inverter is connected with a first motor, the output end of the first motor is provided with a first gear, the first gear is connected with a second input shaft through a first idle wheel, the second inverter is connected with a second motor, the output end of the second motor is provided with a second gear, the second gear is connected with the first input shaft through a second idle wheel, the first input shaft is provided with a first synchronizer and a fourth gear master gear, the first input shaft is connected with the second input shaft through a master clutch, and the second input shaft is connected with the internal combustion engine through the shock absorber. By adopting the structure, the oil consumption is reduced as much as possible, the gear shifting impact is reduced, and the power performance is improved.
Description
Technical Field
The invention relates to the field of automobile manufacturing, in particular to a series-parallel hybrid power transmission.
Background
The hybrid power technology can well reduce oil consumption and emission, the traditional vehicle technology is well continued, the technical threshold is relatively low, and the motor control technology is mature day by day. Hybrid vehicles come in many embodiments, and the most common in the market are parallel hybrid systems and series-parallel hybrid systems. The parallel hybrid power system is formed by adding one to two power motors on the basis of a conventional transmission, transmitting power to a vehicle axle in parallel and generally configuring a charging device to form a plug-in hybrid power transmission.
The parallel hybrid power transmission can be divided into different configurations such as P0, P1, P2, P2.5, P3 and P4 according to different positions of a power motor or a coupling element, wherein the P2.5 configuration is specially used for the structure of a double-clutch transmission (DCT) and a motor, and the total cost is high; the P0 configuration replaces the original conventional generator with a power motor, and the P1 configuration places the motor between an internal combustion engine and a main clutch, and the two configurations have the defects of low braking energy recovery efficiency, no independent electric driving capability or low driving efficiency; the P2 configuration places the power motor between the main clutch and the speed changer, and is mostly used with an automatic speed changer (AT) with a hydraulic torque converter or a CVT with a transmission belt, and still has the problems of high manufacturing cost and low efficiency; when the gear shifting power transmission is matched with an Automatic Mechanical Transmission (AMT) and a double-clutch transmission (DCT) (P2.5 configuration), the problem of gear shifting power interruption exists; the P3 configuration places the motor at the tail end of the transmission, the P4 configuration places the motor on another drive axle, and in the case of using a single motor, the P3 and P4 configurations cannot realize the parking charging function, and the torque requirement of the power motor is high.
Disclosure of Invention
The invention aims to solve the technical problem of providing a series-parallel hybrid power transmission, which adopts pure electric drive or series drive when a vehicle is at a low speed and adopts parallel drive or internal combustion engine independent drive when the vehicle is at a high speed, thereby reducing the oil consumption as much as possible, having no gear shift impact and good power performance of the whole vehicle and being a series-parallel hybrid power transmission with development prospect.
In order to solve the technical problems, the technical scheme adopted by the invention is as follows: a series-parallel hybrid power transmission comprises a speed change device, a wire harness, a shock absorber, an internal combustion engine and a controller, wherein the speed change device comprises a battery and a battery management system, the battery is connected with a first inverter and a second inverter, the first inverter is connected with a first motor, the output end of the first motor is provided with a first gear, the first gear is connected with a second input shaft through a first idle wheel, the second inverter is connected with a second motor, the output end of the second motor is provided with a second gear, the second gear is connected with the first input shaft through a second idle wheel, the first input shaft is provided with a first synchronizer and a fourth gear master gear, the first input shaft is connected with the second input shaft through a master clutch, the second input shaft is connected with the internal combustion engine through the shock absorber, the first input shaft is connected with the output shaft through a duplicate gear, the output shaft is provided with an auxiliary clutch, a second synchronizer and a differential mechanism, the output shaft is also connected with a first-gear driven gear, a second-gear driven gear, a third-gear driven gear and a fourth-gear driven gear, and the fourth-gear driven gear is connected with a fourth-gear master gear.
In a preferred embodiment, the first inverter and the second inverter are connected by an electrical connection assembly.
In a preferred scheme, the internal combustion engine comprises four driving gears, and the first motor and the second motor comprise two driving gears and one motor reverse gear.
The series-parallel hybrid power transmission provided by the invention has the following beneficial effects by adopting the structure:
(1) according to different vehicle speeds, pure electric drive or series drive is used at low speed of the vehicle, and parallel drive or internal combustion engine independent drive is adopted at high speed, so that the oil consumption is reduced to the maximum extent, and the vehicle is more economical and practical;
(2) the series-parallel connection driving coordination is adopted, so that the gear shifting impact is avoided, and the power performance of the whole vehicle is improved;
(3) the driving efficiency is high, the operation is smooth, and the development prospect is great.
Drawings
The invention is further illustrated by the following examples in conjunction with the accompanying drawings:
FIG. 1 is a schematic representation of a transmission drive system of the present invention.
FIG. 2 is a schematic diagram of the path of the cold start engine of the present invention.
Fig. 3 is a schematic diagram of a parking charging path according to the present invention.
FIG. 4 is a schematic diagram of a power transmission path of a pure electric first gear drive according to the present invention.
FIG. 5 is a schematic diagram of a power transmission path of the pure electric second-gear drive of the present invention.
FIG. 6 is a schematic diagram of a pure electric first gear, series, hybrid condition drive power transmission path of the present invention.
FIG. 7 is a schematic diagram of a pure electric second gear series drive power transmission path according to the present invention.
Fig. 8 is a schematic diagram of the first gear drive power transmission path of the internal combustion engine of the present invention.
Fig. 9 is a schematic diagram of a second gear drive power transmission path of the internal combustion engine of the present invention.
Fig. 10 is a schematic diagram of the power transmission path for the third gear drive of the internal combustion engine of the present invention.
Fig. 11 is a schematic diagram of the transmission path of the fourth gear drive of the internal combustion engine of the present invention.
Fig. 12 is a schematic diagram of the first-gear, parallel drive power transmission path of the internal combustion engine of the present invention.
FIG. 13 is a schematic diagram of a second gear, parallel drive power transmission path for an internal combustion engine according to the present invention.
FIG. 14 is a schematic diagram of the three speed, parallel drive power transmission path of the internal combustion engine of the present invention.
FIG. 15 is a schematic diagram of the four speed, parallel drive power transmission path of the internal combustion engine of the present invention.
In the figure: the hybrid power transmission system comprises a battery 1, a shock absorber 2, an internal combustion engine 3, a first inverter 4, a second inverter 5, a first motor 6, a first gear 7, a first idle gear 8, a second motor 9, a second gear 10, a second idle gear 11, a first synchronizer 12, a duplicate gear 13, an electrical connection assembly 14, a fourth-gear main gear 15, a first input shaft 16, a main clutch 17, a second input shaft 18, an auxiliary clutch 19, a second-gear driven gear 20, an output shaft 21, a third-gear driven gear 22, a second synchronizer 23, a first-gear driven gear 24 and a differential 25.
Detailed Description
The first embodiment is as follows:
as shown in fig. 1, a series-parallel hybrid transmission comprises a transmission, a wire harness, a damper 2, an internal combustion engine 3 and a controller, wherein the transmission comprises a battery 1 and a battery management system, the battery 1 is connected with a first inverter 4 and a second inverter 5, the first inverter 4 is connected with a first motor 6, the output end of the first motor 6 is provided with a first gear 7, the first gear 7 is connected with a second input shaft 18 through a first idle gear 8, the second inverter 5 is connected with a second motor 9, the output end of the second motor 9 is provided with a second gear 10, the second gear 10 is connected with a first input shaft 16 through a second idle gear 11, the first input shaft 16 is provided with a first synchronizer 12 and a fourth gear main gear 15, the first input shaft 16 is connected with the second input shaft 18 through a main clutch 17, the second input shaft 18 is connected with the internal combustion engine 3 through the damper 2, the first input shaft 16 is connected with an output shaft 21 through a duplicate gear 13, an auxiliary clutch 19, a second synchronizer 23 and a differential 25 are arranged on the output shaft 21, the output shaft 21 is further connected with a first-gear driven gear 24, a second-gear driven gear 20, a third-gear driven gear 22 and a fourth-gear driven gear 26, and the fourth-gear driven gear 26 is connected with a fourth-gear master gear 15.
In a preferred embodiment, the first inverter 4 and the second inverter 5 are connected by an electrical connection assembly 14.
In a preferred scheme, the internal combustion engine 3 comprises four driving gears, and the first motor 6 and the second motor 9 comprise two driving gears and one motor reverse gear.
In use, the first inverter 4, the first motor 6, the first gear 7, the first idler gear 8, etc. constitute a power transmission path of the first motor 6; the second inverter 5, the second motor 9, the second gear 10, the second idler gear 11, and the like constitute a power transmission path of the second motor 9;
when the vehicle is driven at low speed, pure electric drive or series drive is used, and when the vehicle is driven at high speed, parallel drive or internal combustion engine independent drive is used;
when the vehicle starts, the SOC is detected to be less than a specified value, and the brake plate is stepped down, the internal combustion engine 3 can be cold started by combining the clutch, so that the vehicle enters a charging state;
the vehicle can enter the parking process through backing without gear shifting, the braking energy can be recovered in the process, and the vehicle enters a charging state after parking.
Example two:
as in fig. 2, the cold start internal combustion engine transmission path: when the SOC is detected to be less than the predetermined value, the main clutch 17 and the sub clutch 19 are disengaged, the first synchronizer 12 is in the neutral position, and the battery 1 → the first inverter 4 → the first motor 6 → the first gear 7 → the first idle gear 8 → the second input shaft 18 → the damper 2 → the internal combustion engine 3.
As in fig. 3, parking charging path: the main clutch 17 and the sub clutch 19 are disengaged, the first synchronizer 12 is in the neutral position, and the internal combustion engine 3 → the damper 2 → the second input shaft 18 → the first idle gear 8 → the first gear 7 → the first electric motor 6 → the first inverter 4 → the battery 1.
As in fig. 4, the pure electric first gear drive power transmission path: the main clutch 17 and the sub clutch 19 are disengaged, the first synchronizer 12 is turned to the right, the second synchronizer 23 is turned to the left, and the battery 1 → the second inverter 5 → the second motor 9 → the second gear 10 → the second idler 11 → the double gear 13 → the first input shaft 16 → the first-speed drive gear → the first-speed driven gear 24 → the output shaft 21 → the main reduction gear → the differential 25.
As in fig. 5, the pure electric second gear drive power transmission path: the main clutch 17 and the sub clutch 19 are disengaged, the first synchronizer 12 is turned to the right, the second synchronizer 23 is turned to the left, and the battery 1 → the second inverter 5 → the second motor 9 → the second gear 10 → the second idler 11 → the double gear 13 → the second input shaft 18 → the first-speed drive gear → the first-speed driven gear 24 → the output shaft 21 → the main reduction gear → the differential 25.
As in fig. 6, the pure electric first gear, series, hybrid operating mode path: the main clutch 17 and the auxiliary clutch 19 are disconnected, the first synchronizer 12 rotates to the right, the second synchronizer 23 rotates to the left, and the power transmission path is as follows:
As in fig. 7, the pure electric second gear, series, hybrid operating mode path: the main clutch 17 is disconnected, the auxiliary clutch 19 is connected, the first synchronizer 12 and the second synchronizer are in the middle position, and the power transmission path is as follows:
As in fig. 8, the internal combustion engine first gear drive power transmission path: the main clutch 17 is engaged, the sub clutch 19 is disengaged, the first synchronizer 12 is rotated to the center, the second synchronizer 23 is in the left position, and the internal combustion engine 3 → the damper 2 → the second input shaft 18 → the main clutch 17 → the first-speed drive gear → the first-speed driven gear 24 → the output shaft 21 → the main reduction gear → the differential 25.
As in fig. 9, the internal combustion engine second gear drive power transmission path: the main clutch 17 and the sub clutch 19 are engaged, the first synchronizer 12 is in the neutral position, the second synchronizer 23 is turned left, and the internal combustion engine 3 → the damper 2 → the second input shaft 18 → the main clutch 17 → the first synchronizer 12 → the double gear 13 → the second driven gear 20 → the sub clutch 19 → the output shaft 21 → the main reduction gear → the differential 25.
As shown in fig. 10, the internal combustion engine third gear drive power transmission path main clutch 17 is engaged, the sub clutch 19 is disengaged, the first synchronizer 12 is turned to the left, the second synchronizer 23 is in the neutral position, and the internal combustion engine 3 → the damper 2 → the second input shaft 18 → the main clutch 17 → the third gear drive gear → the third gear driven gear 22 → the first synchronizer 12 → the output shaft 21 → the main reduction gear → the differential 25.
As in fig. 11, the internal combustion engine fourth gear drive power transmission path: the main clutch 17 is engaged, the sub clutch 19 is disengaged, the first synchronizer 12 is in the neutral position, the second synchronizer 23 is shifted to the right, and the internal combustion engine 3 → the damper 2 → the second input shaft 18 → the main clutch 17 → the second synchronizer 23 → the fourth gear driving gear 15 → the fourth gear driven gear → the output shaft 21 → the main reduction gear → the differential 25.
As in fig. 12, the engine first gear, parallel drive path: the main clutch 17 is engaged, the auxiliary clutch 19 is disengaged, the first synchronizer 12 rotates to the right, the second synchronizer 23 rotates to the left, and the power transmission path is as follows:
first-speed drive gear → first-speed driven gear 24 → output shaft 21 → main reduction gear → differential 25.
As in fig. 13, the engine second gear, parallel drive path: the main clutch 17 and the auxiliary clutch 19 are combined, the first synchronizer 12 is in a middle position, the second synchronizer 23 rotates to a left position, and the power transmission path is as follows:
second-gear driven gear 20 → sub-clutch 19 → output shaft 21 → main reduction gear → differential 25.
As in fig. 14, the engine third gear, parallel drive path: the main clutch 17 and the auxiliary clutch 19 are combined, the first synchronizer 12 rotates to the left, the second synchronizer 23 is in the middle position, and the power transmission path is as follows:
As shown in fig. 15, the internal combustion engine fourth gear, parallel drive path main clutch 17 and auxiliary clutch 19 are engaged, the first synchronizer 12 is in the neutral position, the second synchronizer 23 is in the right position, and the power transmission paths are:
Example three:
as shown in fig. 1-15, the operating conditions for the two-motor embodiment are illustrated in the tables, ON: the internal combustion engine 3 is running; OFF: the internal combustion engine 3 is switched off; o: a middle position of the synchronizer or the disconnection of a clutch or the idling of a motor; x: combining a clutch; →: the synchronizer is engaged to the right; and (3) to: the synchronizer is engaged to the left; m: the output power of the motor; g: the motor receives power and generates electricity.
Claims (9)
1. The utility model provides a series-parallel hybrid transmission, includes speed change gear, pencil, bumper shock absorber (2), internal-combustion engine (3), controller, its characterized in that: the speed change device comprises a battery (1) and a battery management system, wherein the battery (1) is connected with a first inverter (4) and a second inverter (5), the first inverter (4) is connected with a first motor (6), the output end of the first motor (6) is provided with a first gear (7), the first gear (7) is connected with a second input shaft (18) through a first idle wheel (8), the second inverter (5) is connected with a second motor (9), the output end of the second motor (9) is provided with a second gear (10), the second gear (10) is connected with a first input shaft (16) through a second idle wheel (11), the first input shaft (16) is provided with a first synchronizer (12) and a fourth gear main gear (15), the first input shaft (16) is connected with the second input shaft (18) through a main clutch (17), and the second input shaft (18) is connected with an internal combustion engine (3) through a shock absorber (2), the first input shaft (16) is connected with an output shaft (21) through a duplicate gear (13), an auxiliary clutch (19), a second synchronizer (23) and a differential (25) are arranged on the output shaft (21), the output shaft (21) is further connected with a first-gear driven gear (24), a second-gear driven gear (20), a third-gear driven gear (22) and a fourth-gear driven gear (26), and the fourth-gear driven gear (26) is connected with a fourth-gear master gear (15).
2. A series-parallel hybrid transmission as set forth in claim 1, wherein: the first inverter (4) and the second inverter (5) are connected through an electrical connection assembly (14).
3. A series-parallel hybrid transmission as set forth in claim 1, wherein: the internal combustion engine (3) comprises four driving gears, and the first motor (6) and the second motor (9) comprise two driving gears and one motor reverse gear.
4. A method of using a series-parallel hybrid transmission as described in claim 1, characterized by: when the internal combustion engine is started in a cold mode, the SOC is controlled and detected to be smaller than a specified value, the main clutch (17) and the auxiliary clutch (19) are disconnected, the first synchronizer (12) is located at a middle position, power is transmitted from the battery (1) to the first inverter (4) to the first motor (6) to the first gear (7) to the first idle gear (8) to the second input shaft (18) to the shock absorber (2) to the internal combustion engine (3), and the operation is finished.
5. A method of using a series-parallel hybrid transmission as described in claim 1, characterized by: when the vehicle is stopped and charged, the main clutch (17) and the auxiliary clutch (19) are controlled to be disconnected, the first synchronizer (12) is positioned at a middle position, and power is transmitted from the internal combustion engine (3), the shock absorber (2), the second input shaft (18), the first idle gear (8), the first gear (7), the first motor (6), the first inverter (4) and the battery (1) to end.
6. A method of using a series-parallel hybrid transmission as described in claim 1, characterized by: when pure electric first gear is driven, the main clutch (17) and the auxiliary clutch (19) are controlled to be disconnected, the first synchronizer (12) rotates to the right, the second synchronizer (23) rotates to the left, power is transmitted, and then the battery (1) to the second inverter (5) to the second motor (9) to the second gear (10) to the second idle gear (11) to the duplicate gear (13) to the first input shaft (16) to the first gear driving gear to the first gear driven gear (24) to the output shaft (21) to the main reduction gear to the differential (25).
7. A method of using a series-parallel hybrid transmission as described in claim 1, characterized by: when pure electric first gear, series connection and hybrid drive are carried out, a main clutch (17) and an auxiliary clutch (19) are controlled to be disconnected firstly, a first synchronizer (12) rotates to the right, a second synchronizer (23) rotates to the left, power is transmitted from a second inverter (5) to a second motor (9) to a second gear (10) to a second idle gear (11) to a duplicate gear (13) to a first input shaft (16) to a first gear driving gear to a first gear driven gear (24) to an output shaft (21) to a main reduction gear to a differential (25) and then the operation is finished.
8. A method of using a series-parallel hybrid transmission as described in claim 1, characterized by: when the internal combustion engine is driven in a first gear, the main clutch (17) is operated to be combined, the auxiliary clutch (19) is disconnected, the first synchronizer (12) rotates to a middle position, the second synchronizer (23) is in a left position, power is transmitted from the internal combustion engine (3), the shock absorber (2), the second input shaft (18), the main clutch (17), the first gear driving gear, the first gear driven gear (24), the output shaft (21), the main reducing gear and the differential (25) to end.
9. A method of using a series-parallel hybrid transmission as described in claim 1, characterized by: when the internal combustion engine is driven in a first gear and in parallel, the main clutch (17) is operated to be combined, the auxiliary clutch (19) is disconnected, the first synchronizer (12) rotates to the right, the second synchronizer (23) rotates to the left, and power is transmitted from the first-gear driving gear to the first-gear driven gear (24) to the output shaft (21) to the main reduction gear to the differential (25).
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| CN104972890B (en) * | 2015-07-07 | 2017-06-20 | 安徽纽恩卡自控科技有限公司 | A kind of double-motor hybrid automatic transmission |
| CN107487173A (en) * | 2016-11-08 | 2017-12-19 | 宝沃汽车（中国）有限公司 | Hybrid power system and hybrid vehicle |
| CN209012343U (en) * | 2018-08-01 | 2019-06-21 | 株洲欧格瑞传动股份有限公司 | More power hybrid transmissions, more power combination drive assemblies and more power hybrid vehicles |
| CN209904516U (en) * | 2019-03-18 | 2020-01-07 | 西安法士特汽车传动有限公司 | Hybrid power system for vehicle for realizing multi-power source coupling |
| CN110103698A (en) * | 2019-04-25 | 2019-08-09 | 中汽研（天津）汽车工程研究院有限公司 | A kind of hybrid power system and working method of electric machine built-in double clutch |
| CN110466341B (en) * | 2019-07-30 | 2023-11-14 | 麦格纳动力总成(江西)有限公司 | Hybrid transmission and hybrid drive system |
| CN110978989B (en) * | 2019-11-25 | 2021-05-18 | 苏州格特钠汽车技术有限公司 | Novel hybrid power transmission |
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