CN112721609B - Transmission mechanism and transmission method of transmission - Google Patents

Transmission mechanism and transmission method of transmission Download PDF

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Publication number
CN112721609B
CN112721609B CN202110079938.7A CN202110079938A CN112721609B CN 112721609 B CN112721609 B CN 112721609B CN 202110079938 A CN202110079938 A CN 202110079938A CN 112721609 B CN112721609 B CN 112721609B
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China
Prior art keywords
gear
synchronizer
shaft
transmission
clutch mechanism
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CN202110079938.7A
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Chinese (zh)
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CN112721609A (en
Inventor
张峰
杨凡
宋兆华
张龙周
宋瑞起
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Zhixin Technology Co Ltd
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Dongfeng Dingxin Power System Technology Co ltd
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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
    • 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
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Structure Of Transmissions (AREA)
  • Hybrid Electric Vehicles (AREA)

Abstract

The invention discloses a transmission mechanism and a transmission method of a transmission, comprising a double clutch, wherein the double clutch is connected with an input inner shaft and an input outer shaft; the input inner shaft is fixedly connected with a first inner shaft gear, a second inner shaft gear and a third inner shaft gear; the input outer shaft is fixedly connected with a first outer shaft gear and a second outer shaft gear; the output shaft is connected with a first synchronizer, a second synchronizer and a plurality of driven gears; the output shaft is sleeved with a composite gear mechanism; according to the invention, on one hand, the motor can realize pure electric and hybrid driving modes of odd-numbered gears and even-numbered gears and full gears, and on the other hand, the main gear of the transmission is expanded through the bridge gear of the composite gear mechanism.

Description

Transmission mechanism and transmission method of transmission
Technical Field
The invention relates to the technical field of automobile transmissions, in particular to a transmission mechanism and a transmission method of a transmission.
Background
Regarding the hybrid vehicle, the hybrid vehicle is generally referred to as a gasoline-electric hybrid vehicle, that is, a conventional internal combustion engine (a diesel engine or a gasoline engine) and an electric motor are used as power sources, and some engines are modified to use other alternative fuels, such as compressed natural gas, propane and ethanol fuel. The hybrid electric vehicle uses an electric power system including a highly efficient and powerful motor, a generator, and a battery. The storage battery uses lead-acid batteries, nickel manganese hydride batteries and lithium batteries, and a hydrogen fuel battery can be used in the future.
The double-clutch transmission is called DCT for short and is called DualcutchTransmission in English, and Chinese translation should be called 'double-clutch transmission' because the double-clutch transmission has two groups of clutches, so that a lot of people can call the double-clutch transmission. The clutch is located between the engine and the speed changer, is a switch for power transmission of the engine and the speed changer, and is a transmission mechanism capable of transmitting power and cutting off the power. The shift can be performed more smoothly than in an automatic transmission without hysteresis.
With respect to the definition of hybrid configuration, the current classification in the industry is based on the position of the electrical components (electric machines), where P is defined as the position of the electric machines, and P2.5 means a hybrid between P2 and P3, i.e. the electric machines are integrated inside the gearbox and are connected to the input shafts of the two shafts of the dual clutch transmission at all times. P2.5 has an advantage in that the motor can be made small and small, and in addition, in comparison with the structural mode of P2, because the clutch controls the power transmission from the engine to the transmission, when the power of the engine and the motor is combined, it can be made more natural and smooth.
With regard to synchronizers, there is a "synchronization" problem with shifting gears because the transmission input shaft and output shaft rotate at their respective speeds. Two gears with different rotating speeds are forcibly meshed, so that impact collision is inevitable, and the gears are damaged. Therefore, the gear shifting of the old transmission adopts a two-foot clutch mode, the upshifting is stopped for a moment in the neutral position, and the downshifting is performed by a throttle in the neutral position so as to reduce the rotating speed difference of the gears. However, this operation is complicated and difficult to grasp accurately. The designer therefore creates a "synchronizer" by which the gears to be engaged are brought to a consistent rotational speed for smooth engagement.
The inertial synchronizer is composed of engaging sleeve and synchronous locking ring, and features that it relies on friction to realize synchronization. The gear ring of the gear to be jointed, the joint sleeve and the synchronous lock ring are all provided with chamfers (lock angles), and the inner conical surface of the synchronous lock ring is in contact with the outer conical surface of the gear ring of the gear to be jointed to generate friction. The locking angle and the conical surface are properly selected during design, and the friction of the conical surface enables the gear sleeve to be meshed and the gear ring to be rapidly synchronized, and simultaneously, a locking effect can be generated to prevent the gears from being meshed before synchronization. When the inner conical surface of the synchronous lock ring is contacted with the outer conical surface of the gear ring of the gear to be engaged, the rotating speed of the gear is rapidly reduced (or increased) to be equal to the rotating speed of the synchronous lock ring under the action of friction torque, the gear and the synchronous lock ring rotate synchronously, the rotating speed of the gear relative to the synchronous lock ring is zero, so that the inertia torque disappears simultaneously, and at the moment, under the pushing of acting force, the engaging sleeve is engaged with the gear ring of the synchronous lock ring without being blocked and is further engaged with the gear ring of the gear to be engaged to complete the gear shifting process.
At present, based on the hybrid design of a dual-clutch transmission, a P2.5 mode is mostly adopted, a motor is connected to an input inner shaft or an input outer shaft of the transmission, the motor drive of partial odd gears or even gears is realized, and the power flow of the motor only passes through partial gears in a pure electric drive mode or a hybrid mode. Under the motor drive working condition, there is room for improvement in the carrying capacity and cost of the transmission.
Disclosure of Invention
The invention aims to provide a transmission mechanism and a transmission method of a transmission, aiming at the problems in the prior art. Through the axle gear shifting function, the motor can realize pure electric drive and hybrid power drive modes of odd gears and even gears and full gears. Meanwhile, the bridge gear structure can be combined with the output shaft of the double-clutch transmission to realize virtual gear of the double-clutch transmission body, and gear of the transmission body is expanded.
In order to realize the purpose, the invention adopts the technical scheme that:
a transmission drive mechanism for motor full-gear drive comprises
The double clutch comprises a first clutch mechanism and a second clutch mechanism, the first clutch mechanism is used for connecting the power shaft of the engine and the input inner shaft, the second clutch mechanism is used for connecting the power shaft of the engine and the input outer shaft, and the input outer shaft is sleeved with the input inner shaft;
the input inner shaft is fixedly connected with a first inner shaft gear, a second inner shaft gear and a third inner shaft gear;
the input outer shaft is fixedly connected with a first outer shaft gear and a second outer shaft gear;
the output shaft is fixedly connected with a first synchronizer and a second synchronizer; a first driven gear and a second driven gear are sleeved on the two sides of the output shaft, which are positioned on the first synchronizer, respectively; a third driven gear and a fourth driven gear are sleeved on the two sides of the output shaft, which are positioned on the second synchronizer, respectively;
the output shaft is sleeved with a composite gear mechanism; the compound gear mechanism comprises a third synchronizer, a motor idler wheel fixedly connected with the third synchronizer, and a bridge gear positioned on one side of the third synchronizer; the third synchronizer is used for power transmission between the output secondary shaft and the bridge gear.
The first inner shaft gear is meshed with the first driven gear, the second inner shaft gear is meshed with the second driven gear, and the third inner shaft gear is meshed with the motor idler gear;
the first outer shaft gear is meshed with the fourth driven gear, and the second outer shaft gear is respectively meshed with the bridge gear and the third driven gear.
Furthermore, the third synchronizer and the motor idle wheel are respectively connected with the output two shafts through bearings, and the motor idle wheel is welded or screwed with the third synchronizer or fixedly connected with the third synchronizer through a gear sleeve.
Further, the bridge gear is rotatably connected with the output shaft or the gear sleeve through a bearing.
Furthermore, a parking ratchet wheel is fixedly connected to the output shaft.
Furthermore, a differential is arranged on the outer side of the transmission, power output gears are arranged on the first output shaft and the second output shaft, and the two power output gears are meshed with a power input gear of the differential.
Furthermore, the device comprises a motor, wherein a power shaft of the motor is fixedly connected with a reduction gear, and the reduction gear is meshed with an idle gear of the motor.
Further, the system comprises an engine, and a power shaft of the engine is connected with the double clutches.
The transmission method applying the transmission mechanism of the transmission comprises the following steps:
s1: acquiring the current power mode of the automobile, wherein the power mode comprises a pure electric mode, a hybrid power mode and an engine driving mode;
s2: if the current power mode of the automobile is the pure electric mode, controlling the first clutch mechanism and the second clutch mechanism of the double clutches to be disconnected;
s3: the method comprises the steps of obtaining a target gear of an automobile, and automatically controlling a first synchronizer, a second synchronizer and a third synchronizer to perform the following operations according to the current target gear:
when the obtained target gear is in the second gear, the first synchronizer is hung in the first driven gear, and the second synchronizer and the third synchronizer are positioned in the middle position;
when the acquired target gear is a third gear, the first synchronizer is located at the middle position, the second synchronizer is connected with the third driven gear, and the third synchronizer is connected with the bridge gear;
when the acquired target gear is a fourth gear, the first synchronizer is engaged into the first driven gear, and the second synchronizer and the third synchronizer are located at the middle positions;
when the acquired target gear is a fifth gear, the first synchronizer is located at the middle position, the second synchronizer is connected with the fourth driven gear, and the third synchronizer is connected with the bridge gear.
Compared with the prior art, the invention has the beneficial effects that:
1. the transmission mechanism of the transmission can realize the switching of four gears including two gears, three gears, four gears and five gears in the pure electric driving mode, and compared with the pure electric driving mode in the traditional transmission P2.5 structure, the pure electric driving mode of the transmission has wider gear switching range.
2. The invention provides a bridge gear, which realizes a speed reduction ratio function when a power transmission path comprises a shaft from an input outer shaft to an input inner shaft under a pure engine driving mode and a hybrid power mode, and realizes a speed increasing ratio function when power is transmitted from the input inner shaft to the input outer shaft; the bridge gear is combined with the output two shafts to realize the virtual gear of the double-clutch transmission body and expand the gears of the transmission body.
3. According to the invention, the rotating speed output of six gears is realized by only using the output shaft, the parking ratchet wheel is only arranged on the output shaft for realizing the parking locking function of the automobile transmission, and compared with the P2.5 mode of the traditional double-clutch transmission, the structure of the output shaft is optimized, and the size of the output shaft is reduced, so that the carrying performance of the transmission is improved, and the space cost occupied by the transmission is reduced.
Drawings
FIG. 1 is a logic diagram of a transmission mechanism for a full-range motor drive of the present invention;
in the figure: 1. a first clutch mechanism; 2. a second clutch mechanism; 3. an input inner shaft; 4. inputting the outer shaft; 5. a first inner shaft gear; 6. a second inner shaft gear; 7. a third inner shaft gear; 8. a first outer shaft gear; 9. a second external shaft gear; 10. an output shaft; 11. a first synchronizer; 12. a second synchronizer; 13. g2/1 driven gear; 14. g4 driven gear; 15. g5/6 driven gear; 16. g3 driven gear; 17. an output biaxial; 18. a third synchronizer; 19. a motor idler wheel; 20. a bridge gear; 21. a parking ratchet wheel; 22. a differential mechanism; 23. a power output gear; 24. a power input gear; 25. a motor; 26. a reduction gear.
Detailed Description
The technical solutions of the present invention will be described clearly and completely with reference to the accompanying drawings, and it is obvious that the described embodiments are only some embodiments of the present invention, not all embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
Example 1
As shown in fig. 1, a transmission mechanism includes a dual clutch, the dual clutch includes a first clutch mechanism 1 and a second clutch mechanism 2, the first clutch mechanism 1 is used for connecting an engine power shaft with an input inner shaft 3, the second clutch mechanism 2 is used for connecting the engine power shaft with an input outer shaft 4, and the input outer shaft 4 is sleeved with the input inner shaft 3;
a first inner shaft gear 5, a second inner shaft gear 6 and a third inner shaft gear 7 are fixedly connected to the input inner shaft 3;
a first outer shaft gear 8 and a second outer shaft gear 9 are fixedly connected to the input outer shaft 4;
the output shaft 10 is connected with a first synchronizer 11 and a second synchronizer 12; a G2/1 driven gear 13 and a G4 driven gear 14 are sleeved at the positions, located at the two sides of the first synchronizer 11, of the output shaft 10 respectively; a G5/6 driven gear 15 and a G3 driven gear 16 are sleeved on the two sides of the second synchronizer 12 of the output shaft 10 respectively;
the output secondary shaft 17 is sleeved with a composite gear mechanism; the compound gear mechanism comprises a third synchronizer 18, a motor idle gear 19 fixedly connected with the third synchronizer, and an axle gear 20 positioned on one side of the third synchronizer 18; the third synchronizer 18 is used for power transmission between the output secondary shaft 17 and the bridge gear 20.
The first inner shaft gear 5 is meshed with the G2/1 driven gear 13, the second inner shaft gear 6 is meshed with the G4 driven gear 14, and the third inner shaft gear 7 is meshed with the motor idler gear 19;
the first outer shaft gear 8 is engaged with the G3 driven gear 16, and the second outer shaft gear 9 is engaged with the bridge gear 20, G5/6 driven gear 15, respectively.
In the above scheme, the first synchronizer 11 is used to implement switching between the second gear and the fourth gear, the second synchronizer 12 is used to implement switching between the third gear and the fifth gear, and the bridge gear 20 has multiple functions, and on one hand, as an intermediate component of power transmission, it is a necessary loop in a path for implementing multi-gear power output of the motor in the pure electric drive mode and the hybrid drive mode; on the other hand, in the engine-only drive mode and the hybrid mode, when the power transmission path includes the gear from the input outer shaft 4 to the input inner shaft 3, the speed reduction ratio function is realized, whereas when the power is transmitted from the input inner shaft 3 to the input outer shaft 4, the speed increase ratio function is realized, so that when the first synchronizer 11 engages the G2/1 driven gear 13, the first gear and the second gear are switched by whether the second synchronizer 12 engages the G5/6 driven gear 15, and similarly, the fifth gear and the sixth gear are switched by whether the second synchronizer 12 engages the G5/6 driven gear 15.
Further, the first inner shaft gear 5, the second inner shaft gear 6 and the third inner shaft gear 7 are respectively welded, screwed or splined with the input inner shaft 3; the first outer shaft gear 8 and the second outer shaft gear 9 are respectively welded, screwed or splined with the input outer shaft 4; the first synchronizer 11 and the second synchronizer 12 are respectively welded or screwed or splined with the output shaft 10; the G2/1 driven gear, the G4 driven gear, the G5/6 driven gear and the G3 driven gear are respectively in rotary connection with the output shaft 10 through bearings. Namely, the gear adopting the fixed connection mode can rotate along with the corresponding connecting shaft or directly drive the connecting shaft to rotate; the gears connected in the bearing mode cannot rotate along with the corresponding connecting shaft or directly drive the connecting shaft to rotate.
Further, the third synchronizer 18 and the motor idle gear 19 are respectively connected with the output secondary shaft 17 through a bearing, the motor idle gear 19 is fixedly connected with the third synchronizer 18 through a gear sleeve, and the gear sleeve is sleeved on the outer side of the output secondary shaft 17. That is, the third synchronizer 18 and the motor idle gear 19 are mutually driven, and neither the third synchronizer 18 nor the motor idle gear 19 is directly in driving relation with the output shaft 17.
Further, the bridge gear 20 is sleeved outside the gear sleeve and is rotatably connected with the gear sleeve through a bearing. I.e. the idler gear 20 and the output shaft 17 are not in direct driving relationship with each other.
Further, a parking ratchet wheel 21 is fixedly connected to the output shaft 17. The parking ratchet wheel 21 is used for locking the transmission when parking, and the function of preventing the automobile from sliding is achieved.
Further, a differential 22 is arranged on the outer side of the transmission, power output gears 23 are arranged on the first output shaft and the second output shaft, and the two power output gears 23 are meshed with a power input gear 24 of the differential 22.
Further, the device comprises a motor 25, wherein a power shaft of the motor 25 is fixedly connected with a reduction gear 26, and the reduction gear 26 is meshed with the motor idle gear 19.
Further, the system comprises an engine, and a power shaft of the engine is connected with the double clutches.
Example 2
As shown in table 1, a transmission method of a transmission mechanism of a transmission includes the steps of:
s1: acquiring a current power mode and a target gear of an automobile, wherein the power mode comprises a pure electric drive mode, a hybrid power mode and a pure engine drive mode;
s2: if the current power mode of the automobile is the pure electric mode, controlling the first clutch mechanism 1 and the second clutch mechanism 2 of the double clutches to be disconnected (not transmitting torque);
s3: according to the current target gear, the first synchronizer 11, the second synchronizer 12 and the third synchronizer 18 are controlled to perform the following operations:
when the target gear is in the second gear, the first synchronizer 11 is engaged with the G2/1 driven gear 13, and the second synchronizer 12 and the third synchronizer 18 are in the intermediate positions (i.e., the non-engaged state);
when the target gear is the third gear, the first synchronizer 11 is in the middle position, the second synchronizer 12 is engaged with the driven gear 16 of G3, and the third synchronizer 18 is engaged with the bridge gear 20;
when the target gear is the fourth gear, the first synchronizer 11 is engaged with the G4 driven gear, and the second synchronizer 12 and the third synchronizer 18 are in the middle position;
when the target gear is attained to the fifth gear, the first synchronizer 11 is in the neutral position, the second synchronizer 12 is engaged with the G5/6 driven gear 15, and the third synchronizer is engaged with the bridge gear 20.
In the above pure electric drive technical scheme, the power transmission path of the motor is: when the third synchronizer 18 is engaged with the bridge gear 20, the torque of the motor can be transmitted to the motor idle gear 19 through the reduction gear 26, and then the transmission torque is transmitted to the bridge gear 20 through the third synchronizer 18, and the power torque is transmitted to the input outer shaft 4 through the second outer shaft gear 9 because the bridge gear 20 is engaged with the second outer shaft gear 9; when the third synchronizer 18 is in the neutral position (not in gear) the torque of the electric machine is transferred through the reduction gear 26 to the motor idler gear 19 and then through the third internal shaft gear 7 to the input internal shaft 3.
After the motor transmits power torque to the input inner shaft 3 or the input outer shaft 4, the double clutches are in a disconnected state, the first synchronizer 11 and the second synchronizer 12 on the output shaft 10 are connected with the corresponding driven gears, so that the power of the motor can be transmitted to the output shaft 10, and the rotating speeds of the actual output shaft 10 are different due to different transmission ratios of the different driven gears, so that the switching of different gears is realized.
By combining the transmission method of the embodiment with the transmission mechanism of embodiment 1, in the pure electric drive mode of the embodiment, switching of four gears including two gears, three gears, four gears and five gears can be achieved, and compared with the pure electric drive mode in the P2.5 mode of the conventional transmission, the embodiment has a wider gear switching range.
Figure BDA0002908796510000081
TABLE 1
Example 3
As shown in table 2, a transmission method of a transmission mechanism of a transmission includes the following steps:
s1: acquiring a current power mode and a target gear of an automobile, wherein the power mode comprises a pure electric drive mode, a hybrid power mode and a pure engine drive mode;
s2: if the current power mode of the automobile is a pure engine driving mode, controlling the first synchronizer 11, the second synchronizer 12, the third synchronizer 18 and the double clutches to perform the following operations according to the target gear:
when the target gear is the first gear, the first synchronizer 11 is engaged with the G2/1 driven gear 13, the second synchronizer 12 is in the middle position (i.e., not engaged), and the third synchronizer 18 is engaged with the bridge gear 20; the first clutch mechanism 1 is open (torque is not transmitted), and the second clutch mechanism 2 is closed (torque is transmitted);
when the acquired target gear is in the second gear, the first synchronizer 11 is hung in a G2/1 driven gear, the second synchronizer 12 is in the middle position, and the third synchronizer 18 is in the middle position; the first clutch mechanism 1 is closed, and the second clutch mechanism 2 is opened;
when the target gear is the third gear, the first synchronizer 11 is in the middle position, the second synchronizer 12 is engaged with the driven gear 16 of G3, and the third synchronizer 18 is in the middle position; the first clutch mechanism 1 is disconnected, and the second clutch mechanism 2 is closed;
when the target gear is the fourth gear, the first synchronizer 11 is engaged with the G4 driven gear 14, the second synchronizer 12 is in the middle position, and the third synchronizer 18 is in the middle position; the first clutch mechanism 1 is closed, and the second clutch mechanism 2 is opened;
when the target gear is the fifth gear, the first synchronizer 11 is in the middle position, the second synchronizer 12 is engaged with the G5/6 driven gear 15, and the third synchronizer 18 is in the middle position; the first clutch mechanism 1 is disconnected, and the second clutch mechanism 2 is closed;
when the target gear is the sixth gear, the first synchronizer 11 is in the middle position, the second synchronizer 12 is connected with the G5/6 driven gear 15, and the third synchronizer 18 is connected with the bridge gear 20; the first clutch mechanism 1 is closed and the second clutch mechanism 2 is opened.
In the pure engine drive technical scheme, the power transmission path of the first gear is as follows: the engine torque is transmitted to the bridge gear 20 through the second external shaft gear 9 on the input external shaft 4, at the moment, the third synchronizer 18 is hung in the bridge gear 20, the power torque is transmitted to the motor idle gear 19 through the third synchronizer 18 by the bridge gear 20 and then transmitted to the input internal shaft 3 through the third internal shaft gear 7, at the moment, the first synchronizer 11 is hung in the G2/1 driven gear 13, the first internal shaft gear 5 is meshed with the G2/1 driven gear 13, the power torque is transmitted to the first synchronizer 11 through the G2/1 driven gear 13 by the first internal shaft gear 5 of the input internal shaft 3, the first synchronizer 11 is fixedly connected with the output shaft 10, and the power torque is finally transmitted to the output shaft 10, so that the transmission speed ratio of one gear is realized.
In the first gear power transmission path, the engine power passes from the input outer shaft 4 to the output shaft 10 through the carrier gear 20, the G2/1 driven gear 13; in the second-gear power transmission path, the engine power is transmitted from the input shaft 3 to the G2/1 driven gear 13 and then to the output shaft 10; compared with the above, the second gear power transmission path does not pass through the second gear 20, and the second gear 20 in the first gear power transmission path has the function of realizing the speed reduction ratio, so that the rotation speed of the output shaft 10 which is originally the second gear is reduced to the rotation speed of the first gear.
The power transmission path of the sixth gear is as follows: the engine torque is transmitted to the motor idle gear 19 through the third inner shaft gear 7 on the input inner shaft 3, the third synchronizer 18 is hung in the bridge gear 20, the power torque is transmitted to the bridge gear 20 through the third synchronizer 18 by the motor idle gear 19 and then transmitted to the input outer shaft 4 through the second outer shaft gear 9, and since the second outer shaft gear 9 on the input outer shaft 4 is simultaneously meshed with the G5/6 driven gear 15 and the second synchronizer is hung in the G5/6 driven gear 15, the power torque is transmitted to the G5/6 driven gear 15 from the input outer shaft 10 and then transmitted to the output shaft 10, and the transmission speed ratio of six gears is realized.
In the sixth gear power transmission path, the power torque is transmitted from the input inner shaft 3 to the output shaft 10 through the bridge gear 20 and the G5/6 driven gear 15, and in the fifth gear power transmission path, the power torque is transmitted from the input outer shaft 4 to the output shaft 10 through the G5/6 driven gear 15; compared with the prior art, the fifth-gear power transmission path does not pass through the second gear 20, and the function of the second gear 20 in the sixth-gear power transmission path realizes the function of increasing the speed ratio, so that the rotating speed of the output shaft 10 which is originally in the fifth gear is increased to the rotating speed of the sixth gear.
Furthermore, in the power transmission path, the motor idle gear 19 is driven in the power torque transmission path of the engine, and the motor idle gear 19 reversely transmits the power torque to the motor, namely, the motor is actually used as a generator to charge the storage battery at the moment, so that the function of power recovery is realized.
Figure BDA0002908796510000101
TABLE 2
Example 4
As shown in table 3, a transmission method of a transmission mechanism of a transmission includes the steps of:
s1: acquiring a current power mode and a target gear of an automobile, wherein the power mode comprises a pure electric drive mode, a hybrid power mode and a pure engine drive mode;
s2: if the current power mode of the automobile is hybrid power, controlling the first synchronizer 11, the second synchronizer 12, the third synchronizer 18 and the double clutches to perform the following operations according to the target gear:
when the target gear is the first gear, the first synchronizer 11 is engaged with the G2/1 driven gear 13, the second synchronizer 12 is in the middle position (i.e., not engaged), and the third synchronizer 18 is engaged with the bridge gear 20; the first clutch mechanism 1 is open (torque is not transmitted), and the second clutch mechanism 2 is closed (torque is transmitted);
when the target gear is two-gear, the first synchronizer 11 is engaged with the G2/1 driven gear 13, the second synchronizer 12 is at the middle position, and the third synchronizer 18 is at the middle position; the first clutch mechanism 1 is closed, and the second clutch mechanism 2 is opened;
when the target gear is the third gear, the first synchronizer 11 is in the middle position, the second synchronizer 12 is engaged with the driven gear 16 of G3, and the third synchronizer 18 is engaged with the bridge gear 20; the first clutch mechanism 1 is disconnected, and the second clutch mechanism 2 is closed;
when the target gear is the fourth gear, the first synchronizer 11 is engaged with the G4 driven gear 14, the second synchronizer 12 is in the middle position, and the third synchronizer 18 is in the middle position; the first clutch mechanism 1 is closed, and the second clutch mechanism 2 is opened;
when the target gear is the fifth gear, the first synchronizer 11 is in the middle position, the second synchronizer 12 is connected with the G5/6 driven gear 15, and the third synchronizer 18 is connected with the bridge gear 20; the first clutch mechanism 1 is disconnected, and the second clutch mechanism 2 is closed;
when the target gear is the sixth gear, the first synchronizer 11 is in the middle position, the second synchronizer 12 is connected with the G5/6 driven gear 15, and the third synchronizer 18 is connected with the bridge gear 20; the first clutch mechanism 1 is closed and the second clutch mechanism 2 is opened.
In the above-mentioned hybrid drive's technical scheme, the power transmission route of third gear is: the power torque of the engine is transmitted to the output shaft 10 through the input outer shaft 4, the first outer shaft gear 8, the G3 driven gear 16 and the second synchronizer 12 in sequence; the power torque of the motor is transmitted to the output shaft 10 through the reduction gear 26, the motor idle gear 19, the third synchronizer 18, the bridge gear 20, the second outer shaft gear 9, the input outer shaft 4, the first outer shaft gear 8, the G3 driven gear 16 and the second synchronizer 12 in sequence.
In the above transmission path, the bridge gear 20 is used to transmit the power torque of the motor to the input outer shaft 4 and further to the output shaft 10, so as to realize the output rotation speed of the third gear transmission ratio, that is, the bridge gear 20 plays a role of intermediate bridging; other gear power transmission is similar to the third gear power transmission path described above and will not be described herein.
Figure BDA0002908796510000111
TABLE 3
According to the technical scheme of the four embodiments in all of the embodiments 1, 2, 3 and 4, the transmission mechanism of the transmission realizes a pure electric drive mode comprising four gears, a pure engine drive mode comprising six gears and a hybrid drive mode comprising six gears, and has the function of power recovery; in the transmission mechanism of the transmission, the composite gear mechanism on the output secondary shaft 17 is used as an intermediate transmission member, the rotating speed output of six gears is realized by only using four driven gears on the output primary shaft 10, the output secondary shaft 17 is not provided with driven gear shifting gears, and only the parking ratchet 21 is arranged for realizing the parking locking function of the automobile transmission, compared with the P2.5 mode of the traditional double-clutch transmission, on one hand, the gear number in a pure electric driving mode is increased, on the other hand, the structure of the output secondary shaft 17 is optimized, and the size of the output secondary shaft 17 is reduced, so that the carrying performance of the transmission is improved, and the space cost occupied by the transmission is reduced.
Although embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that changes, modifications, substitutions and alterations can be made in these embodiments without departing from the principles and spirit of the invention, the scope of which is defined in the appended claims and their equivalents.

Claims (9)

1. A transmission method of a transmission mechanism of a speed changer is characterized by comprising
The double clutch comprises a first clutch mechanism and a second clutch mechanism, the first clutch mechanism is used for connecting the power shaft of the engine and the input inner shaft, the second clutch mechanism is used for connecting the power shaft of the engine and the input outer shaft, and the input outer shaft is sleeved with the input inner shaft;
the input inner shaft is fixedly connected with a first inner shaft gear, a second inner shaft gear and a third inner shaft gear;
a first outer shaft gear and a second outer shaft gear are fixedly connected to the input outer shaft;
the output shaft is connected with a first synchronizer and a second synchronizer; a first driven gear and a second driven gear are sleeved on the two sides of the output shaft, which are positioned on the first synchronizer, respectively; a third driven gear and a fourth driven gear are sleeved on the two sides of the output shaft, which are positioned on the second synchronizer, respectively;
the output shaft is sleeved with a composite gear mechanism; the compound gear mechanism comprises a third synchronizer, a motor idler wheel fixedly connected with the third synchronizer, and a bridge gear positioned on one side of the third synchronizer; the third synchronizer is used for power transmission between the output secondary shaft and the bridge gear:
the first inner shaft gear is meshed with the first driven gear, the second inner shaft gear is meshed with the second driven gear, and the third inner shaft gear is meshed with the motor idler gear;
the first outer shaft gear is meshed with the fourth driven gear, and the second outer shaft gear is respectively meshed with the bridge gear and the third driven gear;
the method comprises the following steps:
s1: acquiring the current power mode of the automobile, wherein the power mode comprises a pure electric mode, a hybrid power mode and an engine driving mode;
s2: if the current power mode of the automobile is the pure electric mode, controlling the first clutch mechanism and the second clutch mechanism of the double clutches to be disconnected;
s3: the method comprises the steps of obtaining a target gear of an automobile, and automatically controlling a first synchronizer, a second synchronizer and a third synchronizer to perform the following operations according to the current target gear:
when the obtained target gear is at the second gear, the first synchronizer is hung in the first driven gear, and the second synchronizer and the third synchronizer are positioned in the middle position;
when the acquired target gear is a third gear, the first synchronizer is located at the middle position, the second synchronizer is connected with the fourth driven gear in a hanging mode, and the third synchronizer is connected with the bridge gear in a hanging mode;
when the acquired target gear is a fourth gear, the first synchronizer is engaged into the second driven gear, and the second synchronizer and the third synchronizer are located at the middle positions;
when the acquired target gear is a fifth gear, the first synchronizer is located at the middle position, the second synchronizer is connected with the third driven gear, and the third synchronizer is connected with the bridge gear.
2. The transmission method of a transmission mechanism according to claim 1, wherein the third synchronizer and the motor idler are respectively connected with the output two shafts through bearings, and the motor idler is welded or screwed or splined with the third synchronizer.
3. The method of claim 2, wherein the carrier gear is rotatably coupled to the output shaft by a bearing.
4. A method of operating a variator transmission as claimed in claim 2, wherein the idler gear is rotatably connected to the motor idler gear by a bearing.
5. The transmission method of claim 1, wherein a parking ratchet is fixedly connected to the output shaft.
6. The method for driving a transmission mechanism of a transmission according to claim 1, wherein a differential is arranged on the outer side of the transmission, the output primary shaft and the output secondary shaft are both provided with power output gears, and both power output gears are meshed with the power input gear of the differential.
7. The transmission method of a transmission mechanism according to claim 1, comprising a motor, wherein a power shaft of the motor is fixedly connected with a reduction gear, and the reduction gear is meshed with an idler gear of the motor.
8. The method of claim 1, further comprising coupling a dual clutch to the engine via a power shaft of the engine.
9. A method of operating a variator drive train as claimed in claim 1, comprising the steps of:
s1: acquiring a current power mode and a target gear of an automobile, wherein the power mode comprises a pure electric drive mode, a hybrid power mode and a pure engine drive mode;
s2: if the current power mode of the automobile is a pure engine driving mode, controlling a first synchronizer, a second synchronizer, a third synchronizer and a double clutch to perform the following operations according to a target gear:
when the acquired target gear is a first gear, the first synchronizer is engaged into the first driven gear, the second synchronizer is positioned at the middle position, and the third synchronizer is engaged into the bridge gear; the first clutch mechanism is disconnected, and the second clutch mechanism is closed;
when the obtained target gear is in the second gear, the first synchronizer is hung in the first driven gear, the second synchronizer is in the middle position, and the third synchronizer is in the middle position; the first clutch mechanism is closed, and the second clutch mechanism is opened;
when the acquired target gear is a third gear, the first synchronizer is in the middle position, the second synchronizer is hung in the fourth driven gear, and the third synchronizer is in the middle position; the first clutch mechanism is disconnected, and the second clutch mechanism is closed;
when the acquired target gear is a fourth gear, the first synchronizer is engaged into the second driven gear, the second synchronizer is located at the middle position, and the third synchronizer is located at the middle position; the first clutch mechanism is closed, and the second clutch mechanism is opened;
when the acquired target gear is a fifth gear, the first synchronizer is in the middle position, the second synchronizer is hung in the third driven gear, and the third synchronizer is in the middle position; the first clutch mechanism is disconnected, and the second clutch mechanism is closed;
when the acquired target gear is a sixth gear, the first synchronizer is located at the middle position, the second synchronizer is connected with the third driven gear, and the third synchronizer is connected with the bridge gear; the first clutch mechanism is closed, and the second clutch mechanism is opened.
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