CN113320376A - AMT single-motor hybrid transmission and drive control method thereof - Google Patents

AMT single-motor hybrid transmission and drive control method thereof Download PDF

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Publication number
CN113320376A
CN113320376A CN202110800520.0A CN202110800520A CN113320376A CN 113320376 A CN113320376 A CN 113320376A CN 202110800520 A CN202110800520 A CN 202110800520A CN 113320376 A CN113320376 A CN 113320376A
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China
Prior art keywords
gear
engine
motor
driving
transmission
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CN202110800520.0A
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Chinese (zh)
Inventor
刘云峰
张会群
刘仕敏
李康康
唐正
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Zhuzhou Gear Co Ltd
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Zhuzhou Gear Co Ltd
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Priority to CN202110800520.0A priority Critical patent/CN113320376A/en
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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
    • B60K6/365—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 with the gears having orbital motion
    • 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
    • B60K6/24—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 combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/26—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the motors or the generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/006—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion power being selectively transmitted by either one of the parallel flow paths
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/20—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially using gears that can be moved out of gear
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/20—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially using gears that can be moved out of gear
    • F16H3/38—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially using gears that can be moved out of gear with synchro-meshing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/02—Gearboxes; Mounting gearing therein
    • F16H57/023—Mounting or installation of gears or shafts in the gearboxes, e.g. methods or means for assembly
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
    • F16H2200/0052—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising six forward speeds
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/0082—Transmissions for multiple ratios characterised by the number of reverse speeds
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/20—Transmissions using gears with orbital motion
    • F16H2200/203—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes
    • F16H2200/2041—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes with four engaging means
    • 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)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

The AMT single-motor hybrid transmission comprises an engine, a driving motor, an engine input shaft connected with the output end of the engine through a clutch, a motor input shaft connected with the output end of the driving motor through a gear and an output shaft connected with a transmission shaft of a vehicle, wherein the output shaft is connected with the motor input shaft through a synchronizer in a coaxial mode, and the engine input shaft is in transmission connection with the motor input shaft or the output shaft through the gear. According to the invention, the engine torque can be compensated through the driving motor in the engine gear shifting process, the power transmission in the gear shifting process is ensured, the problem of power interruption of AMT gear shifting is solved, and the driving feeling of the whole vehicle is improved. When the battery electric quantity is enough and the required power of the whole vehicle is large, the vehicle is driven, the transient working condition of the engine is reduced, and therefore the oil consumption is reduced. The reverse gear is reserved to realize the engine reversing, the problem that the non-plug-in hybrid electric vehicle cannot realize reversing due to insufficient electric quantity after reversing for a long time is solved, and the practicability is high. The invention also provides a drive control method of the AMT single-motor hybrid transmission.

Description

AMT single-motor hybrid transmission and drive control method thereof
Technical Field
The invention relates to an AMT single-motor hybrid transmission and a driving control method thereof, belonging to the technical field of hybrid driving.
Background
With the vigorous implementation of national energy-saving and emission-reduction strategies and the emergence of targets of 2030-year carbon peak reaching and 2060-year carbon neutralization, the automobile industry, as one of carbon emission households, faces a strong emission-reduction task. The automotive industry is currently undergoing electric and hybrid transformation, which is limited by the maturity of the current battery industry and the associated infrastructure and cost constraints, and hybrid power is still a promising technology path in the middle and short term. At present, hybrid schemes applied to passenger vehicles are all in a hundred flowers, including THS, IMMD, DHT, Px and the like, and large-scale mass production application is realized, but the field of commercial vehicles, particularly trucks, is still few in the current mass production hybrid scheme, and how to develop a large-torque hybrid transmission suitable for the commercial vehicles is worth researching.
In order to adapt to the development trend of light truck hybrid and the industrial and technical accumulation in the AMT field in the early period of my department, the AMT-based hybrid transmission is needed to be developed for the AMT automatic transmission of the 350-550Nm commercial vehicle. The traditional single-motor hybrid schemes based on the AMT, such as P0, P1 and P2, are difficult to solve the problem of power interruption in the AMT gear shifting process, and the P3 scheme and the P4 scheme often cause the motor to need overlarge torque and overhigh rotating speed due to the larger torque demand of the commercial vehicle, so that various problems such as noise are caused. The combined scheme of P0+ P2 or P2+ P3 can solve the problem of power interruption of the related gear shifting process, but the cost of the power assembly is high. How to develop a low-cost AMT hybrid power transmission which can simultaneously solve the problem of gear shifting power interruption and is worthy of research. The invention develops a single-motor AMT hybrid transmission based on an AMT transmission, and discusses a control method of the single-motor AMT hybrid transmission to solve the problem of gear shifting power interruption.
Disclosure of Invention
According to the AMT single-motor hybrid transmission provided by the invention, the torque of an engine can be compensated through the driving motor in the gear shifting process of the engine, the power transmission in the gear shifting process is ensured, the problem of power interruption of AMT gear shifting is solved, and the driving feeling of the whole vehicle is improved. The electric quantity of the battery is enough, and the required power of the whole vehicle is large, so that the driving is participated in, the required power of the whole vehicle is guaranteed through the gear shifting of the driving motor, and meanwhile, the transient working condition of the engine is reduced, and the oil consumption is reduced. The reverse gear is reserved, the engine backing is achieved, the problem that the non-plug-in hybrid electric vehicle cannot be backed due to insufficient electric quantity for backing for a long time and cannot be backed is solved, and the practicability is high. The invention also provides a drive control method of the AMT single-motor hybrid transmission.
In order to achieve the purpose, the invention adopts the technical scheme that:
AMT single motor hybrid transmission, including engine, driving motor, the engine input shaft who is connected through clutch and engine output, the motor input shaft who is connected through gear and driving motor output and the output shaft who is connected with vehicle transmission shaft, its characterized in that: the output shaft is connected with the motor input shaft through a synchronizer in a coaxial mode, and the engine input shaft is in transmission connection with the motor input shaft or the output shaft through a gear.
Preferably, the driving motor has two driving gears, namely a driving gear Tm1 and a driving gear Tm2, the motor input shaft and the motor output shaft are in transmission connection through a motor driving gear one corresponding to the driving gear Tm1 or a motor driving gear two corresponding to the driving gear Tm2, the output shaft is coaxially arranged on the right side of the motor input shaft, the motor driving gear one is located on the right side of the synchronizer one, and the motor driving gear two is located on the left side of the synchronizer one.
Preferably, the motor driving gear II is arranged on the motor input shaft, the motor driving gear I is arranged on the output shaft, the engine input shaft is rotatably sleeved with the hollow sleeve shaft, and the hollow sleeve shaft is provided with the hollow sleeve gear I meshed with the motor driving gear I and the hollow sleeve gear II meshed with the driving gear II.
Preferably, the engine is provided with a multi-gear driving gear, an engine driving gear corresponding to the driving gear is mounted on the engine input shaft, the engine driving gear is located on two sides of the hollow shaft, the engine driving gear mounted on the left side of the hollow shaft is in transmission connection with the motor input shaft, and the engine driving gear mounted on the right side of the hollow shaft is in transmission connection with the output shaft.
Preferably, the number of the engine driving gears arranged on the left side of the empty sleeve shaft is two, namely a first engine driving gear and a second engine driving gear, a left synchronizer sleeve shaft is installed on the motor input shaft, one end of the left synchronizer sleeve shaft is fixedly provided with a first transmission gear corresponding to the first engine driving gear, the other end of the left synchronizer sleeve shaft is fixedly provided with a second transmission gear corresponding to the second engine driving gear, a second synchronizer is installed in the middle of the left synchronizer sleeve shaft, and the second synchronizer is shifted to enable the first engine driving gear to be synchronous with the first transmission gear or enable the second engine driving gear to be synchronous with the second transmission gear.
Preferably, the number of the engine driving gears arranged on the right side of the empty sleeve shaft is two, namely an engine driving gear three and an engine driving gear four, a right synchronizer sleeve shaft is fixed on an engine input shaft, the engine driving gear three and the engine driving gear four are respectively arranged at two ends of the right synchronizer sleeve shaft, a transmission gear three corresponding to the engine driving gear three and a transmission gear four corresponding to the engine driving gear four are fixed on an output shaft, a synchronizer three is arranged in the middle of the right synchronizer sleeve shaft, and the synchronizer three is shifted to enable the engine driving gear three to be synchronous with the transmission gear three or the engine driving gear four to be synchronous with the transmission gear four.
Preferably, the tail end of the engine input shaft is fixedly provided with a tail end synchronizer sleeve shaft, one end of the tail end synchronizer sleeve shaft is fixedly provided with a reverse gear driving gear, the other end of the tail end synchronizer sleeve shaft is provided with a synchronizer IV, and the reverse gear driving gear is in transmission connection with a reverse gear transmission gear on the output shaft through a reverse gear middle shaft component.
Preferably, the reverse gear intermediate shaft assembly comprises a reverse gear intermediate shaft, a reverse gear intermediate gear I and a reverse gear intermediate gear II, wherein the reverse gear intermediate gear I is arranged above the output shaft in parallel, corresponds to the reverse gear driving gear, and is meshed with the reverse gear driving gear, the reverse gear intermediate gear I and the reverse gear intermediate gear are respectively fixed at two ends of the reverse gear intermediate shaft, and the synchronizer is shifted in four gears to enable the reverse gear driving gear and the reverse gear intermediate gear I to be synchronous.
The drive control method of the AMT single-motor hybrid transmission comprises an engine control unit EMS for controlling the operation of an engine, a driving motor control unit MCU for controlling the operation of a driving motor, a hybrid transmission control unit HTCU for controlling the action of the AMT single-motor hybrid transmission, a battery management controller BMS for controlling a steam power battery and a hybrid transmission complete vehicle control unit HCU for carrying out drive control on a complete vehicle, wherein the hybrid transmission complete vehicle control unit HCU is respectively in signal connection with the engine control unit EMS, the driving motor control unit MCU, the hybrid transmission control unit HTCU and the battery management controller BMS through a CAN bus, and is characterized in that: the hybrid transmission control unit HTCU controls the engine control unit EMS and/or the driving motor control unit MCU to operate, an engine transmission path formed by the transmission connection of an engine input shaft and an output shaft and/or a pure electric transmission path formed by the transmission connection of a motor input shaft and an output shaft are formed, and the engine transmission path and the electric transmission path can be independently shifted.
Preferably, the hybrid transmission whole vehicle control unit HCU judges a reverse drive mode according to a power battery electric quantity signal of the battery management controller BMS, and when the battery electric quantity is enough, a pure electric drive path is adopted for reversing and a drive motor gives negative torque for reversing, so that the vehicle can be backed; when the hybrid transmission is backed for a long time and the battery power is insufficient, the HCU controls the synchronizer to shift to the reverse gear to enable the reverse gear driving gear and the reverse gear intermediate gear to be synchronous, and the EMS starts the engine and controls the clutch to be combined to realize the backing of the engine.
The invention has the beneficial effects that:
the AMT single-motor hybrid transmission has the advantages that the number of the driving motors is single, the output shafts are coaxially connected with the motor input shafts through the synchronizer, the engine input shaft is in transmission connection with the motor input shaft or the output shaft through the gear, a pure electric transmission path from the driving motor, the electric input shaft to the output shaft and an engine transmission path from the engine, the engine input shaft to the output shaft are formed, the two transmission paths can be synchronously or independently transmitted, when one transmission path is in gear shifting, the transmission of the other transmission path is not influenced, the torque of the engine can be compensated through the driving motor in the gear shifting process of the engine, the power transmission in the gear shifting process is ensured, the problem of power interruption of AMT gear shifting is solved, and the driving feeling of the whole automobile is improved. The electric quantity of the battery is enough, and the required power of the whole vehicle is large, so that the driving is participated in, the required power of the whole vehicle is guaranteed through the gear shifting of the driving motor, and meanwhile, the transient working condition of the engine is reduced, and the oil consumption is reduced.
Realize being connected of motor input shaft and output shaft through synchronizer one, realize driving motor's the transmission of shifting through synchronizer two and synchronous three actions, realize the transmission of backing a car through synchronizer four actions, simple structure compactness, with low costs, economical and practical.
The reverse gear transmission gear is installed on the output shaft, the reverse gear driving gear is in transmission connection with the reverse gear transmission gear through a reverse gear middle shaft component, a pure electric reverse gear transmission path and an engine reverse gear transmission path are formed, when the electric quantity of a battery is enough, the driving motor is adopted to drive the vehicle to reverse, the driving motor gives negative torque to reverse at the moment, power is transmitted to the output shaft through the motor input shaft, the vehicle is backed, when the vehicle is backed for a long time and the electric quantity of the battery is insufficient, the engine is started after the synchronizer is in reverse gear engagement for four times, the reverse gear is kept by gradually combining with the clutch, the engine is backed, the reverse gear is kept, the problem that the long-time electric quantity of the non-plug-in hybrid vehicle is insufficient to reverse the vehicle is solved, and the vehicle cannot be backed is achieved, and the practicability is high.
Drawings
Fig. 1 is a schematic structural diagram of an AMT single-motor hybrid transmission.
Fig. 2 is a schematic diagram of an electric-only transmission path of the Tm1 gear of the AMT single-motor hybrid transmission in the electric-only driving mode.
Fig. 3 is a schematic diagram of the transmission path of the AMT single-motor hybrid transmission in a hybrid driving mode in which the engine is driven with the gear Eng1 and the driving motor is driven with the gear Tm 1.
FIG. 4 is a schematic diagram of the reverse power transmission path of an AMT single-motor hybrid transmission.
Fig. 5 is a schematic diagram of the torque variation of the engine and the driving motor during the gear change from the gear Eng1 to the gear Eng 2.
Detailed Description
Embodiments of the present invention will be described in detail with reference to fig. 1 to 5.
AMT single motor hybrid transmission, including engine 1, driving motor 2, through clutch 3 and engine output end connection's engine input shaft 4, through gear and driving motor output end connection's motor input shaft 5 and the output shaft 6 of being connected with the vehicle transmission shaft, its characterized in that: the output shaft 6 is coaxially connected with the motor input shaft 5 through a synchronizer I7, and the engine input shaft 4 is in transmission connection with the motor input shaft 7 or the output shaft 6 through a gear.
The number of the driving motors in the AMT single-motor hybrid transmission is single, the output shaft 6 is coaxially connected with the motor input shaft 5 through the synchronous device 7, the engine input shaft 4 is in transmission connection with the motor input shaft 5 or the output shaft 6 through the gear, a pure electric transmission path from the driving motor to the electric input shaft to the output shaft and an engine transmission path from the engine to the engine input shaft to the output shaft are formed, the two transmission paths can be synchronously or independently transmitted, when one transmission path is in gear shifting, the transmission of the other transmission path is not influenced, the torque of the engine can be compensated through the driving motor in the gear shifting process of the engine, the power transmission in the gear shifting process is ensured, the problem of power interruption of AMT gear shifting is solved, and the driving feeling of the whole automobile is improved. The electric quantity of the battery is enough, and the required power of the whole vehicle is large, so that the driving is participated in, the required power of the whole vehicle is guaranteed through the gear shifting of the driving motor, and meanwhile, the transient working condition of the engine is reduced, and the oil consumption is reduced.
The driving motor 2 has two driving gears, namely a driving gear Tm1 and a driving gear Tm2, the motor input shaft 5 and the output shaft 6 are in transmission connection through a motor driving gear i 8 corresponding to the driving gear Tm1 or a motor driving gear ii 9 corresponding to the driving gear Tm2, the output shaft 6 is coaxially arranged on the right side of the motor input shaft 5, the motor driving gear i 8 is located on the right side of the synchronizer i 7, and the motor driving gear ii 9 is located on the left side of the synchronizer i 7. Two gears Tm1 and Tm2 exist during the motor driving, and the right side of the synchronizer I7 corresponds to the gear Tm1, and the left side corresponds to the gear Tm 2. The motor drive gear one 8 rotates the drive motor 2 to operate in the gear Tm1 when the synchronizer one 7 is shifted to the right, and the motor drive gear two 9 rotates the drive motor 2 to operate in the gear Tm2 when the synchronizer one 7 is shifted to the left.
The motor input shaft 6 is rotatably sleeved with a hollow shaft 10, and the hollow shaft 10 is provided with a hollow gear 11 meshed with the motor drive gear 8 and a hollow gear 12 meshed with the drive gear 9. When the whole vehicle starts, a pure electric driving mode is adopted, if the driving motor is in a Tm1 gear, namely the synchronizer I7 is shifted to the right, the power transmission path is that the driving motor 2 is sequentially transmitted to the driving gear II 9, the idle gear II 12 and the idle gear I11 through the motor input shaft 5, is transmitted to the idle gear I11 and the motor driving gear I8 through the synchronizer I7, and is transmitted to the output shaft 6, and the power transmission path is shown in figure 2. If the driving motor is in a Tm2 gear, namely the first synchronizer 7 is shifted to the left, the motor input shaft 5 and the output shaft 7 are synchronized, power is directly transmitted from the motor input shaft 5 to the output shaft 7, the gear of the driving motor is shifted and selected by the first synchronizer 7, the first synchronizer 7 is in a Tm1 gear to the right, and is in a Tm2 gear to the left.
The engine 1 is provided with a multi-gear driving gear, an engine driving gear corresponding to the driving gear is mounted on the engine input shaft 4 and is located on two sides of the hollow sleeve shaft 10, the engine driving gear mounted on the left side of the hollow sleeve shaft 10 is in transmission connection with the motor input shaft 5, and the engine driving gear mounted on the right side of the hollow sleeve shaft 10 is in transmission connection with the output shaft 6. The engine driving gear on the left side of the hollow sleeve shaft 10 is firstly transmitted to the motor input shaft 5 and then transmitted to the output shaft 6 through the motor input shaft 5, the engine driving gear on the right side of the hollow sleeve shaft 10 is directly transmitted to the output shaft 5, and each engine driving gear corresponds to a non-through engine driving gear to form a plurality of engine transmission paths from the engine input shaft 4 to the output shaft 5.
The two engine driving gears arranged on the left side of the hollow sleeve shaft 10 are respectively an engine driving gear I13 and an engine driving gear II 14, a left synchronizer sleeve shaft 15 is installed on the motor input shaft, one end of the left synchronizer sleeve shaft 15 is fixedly provided with a transmission gear I16 corresponding to the engine driving gear I13, the other end of the left synchronizer sleeve shaft 15 is fixedly provided with a transmission gear II 17 corresponding to the engine driving gear II 14, a synchronizer II 18 is installed in the middle of the left synchronizer sleeve shaft 15, and the synchronizer II 18 is shifted to enable the engine driving gear I13 to be synchronous with the transmission gear I16 or the engine driving gear II 14 to be synchronous with the transmission gear II 17.
Two engine driving gears are arranged on the right side of the hollow sleeve shaft 10 and are respectively an engine driving gear three 19 and an engine driving gear four 20, a right synchronizer sleeve shaft 21 is fixed on the engine input shaft 4, the engine driving gear three 19 and the engine driving gear four 20 are respectively arranged at two ends of the right synchronizer sleeve shaft 21, a transmission gear three 22 corresponding to the engine driving gear three 19 and a transmission gear four 23 corresponding to the engine driving gear four 20 are fixed on the output shaft 6, a synchronizer three 24 is arranged in the middle of the right synchronizer sleeve shaft 21, and the synchronizer three 24 is shifted to enable the engine driving gear three 19 and the transmission gear three 22 to be synchronous or the engine driving gear four 20 and the transmission gear four 23 to be synchronous.
As shown in fig. 1, the AMT single-motor hybrid transmission has 6 driving gears, which are Eng1, Eng2, Eng3, Eng4, Eng5 and Eng6 respectively, when the engine is driven, the gears Eng1 and Eng2 share the synchronizer three 24, the gears Eng3 and Eng4, the gears Eng5 and Eng6 share the synchronizer two 18, the driving gear three 19 corresponds to the gear Eng1, the engine driving gear four 20 corresponds to the gear Eng2, the engine driving gear two 14 corresponds to the gears Eng3 and Eng5, and the engine driving gear one 13 corresponds to the gears Eng4 and Eng 6. For example, when the engine is driven by the gear Eng1 and the driving motor is driven by the gear Tm1, the transmission path is as shown in fig. 3, the synchronizer three 24 shifts the gear to the driving gear three 19 to make the driving gear three 19 and the transmission gear three 22 synchronized, and the power of the engine is transmitted to the output shaft 6 through the engagement of the engine input shaft 24, the engine driving gear three 19 and the transmission gear three 22; and the synchronizer I7 shifts to the motor driving gear I8 to be shifted, the power of the driving motor is transmitted to the driving gear II 9, the idle gear II 12 and the idle gear I11 by 5 times through the motor input shaft, the idle gear I11 and the motor driving gear I8 are synchronized through the synchronizer I, and the power is transmitted to the output shaft 6 to form a hybrid driving mode.
The tail end of the engine input shaft 4 is fixed with a tail end synchronizer sleeve shaft 25, one end of the tail end synchronizer sleeve shaft 25 is fixed with a reverse gear driving gear 26, the other end of the tail end synchronizer sleeve shaft 25 is provided with a synchronizer IV 27, and the reverse gear driving gear 26 is in transmission connection with a reverse gear transmission gear 28 on the output shaft 6 through a reverse gear middle shaft assembly. Install synchronizer four 24 and reverse gear drive gear 26 at 4 tail ends of engine input shaft, install reverse gear drive gear 28 on the output shaft, reverse gear drive gear 26 is connected with reverse gear drive gear 28 transmission through reverse gear intermediate shaft subassembly, form pure electric reverse gear transmission route and engine reverse gear transmission route, when backing a car for a long time and battery electric quantity is not enough, start the engine and hang the back of reversing the gear back at synchronizer four, gradually combine the clutch, realize that the engine backs a car, solve the problem that the long-time electric quantity of backing a car of non-plug-in hybrid vehicle is not enough and then can't realize backing a car, therefore, the clothes hanger is strong in practicability. Realize being connected of motor input shaft and output shaft through a 7 synchronizer, realize driving motor's the transmission of shifting through the action of a 7 synchronizer, realize the engine transmission of shifting through the action of two 18 and three synchronous wares 23 of synchronizer, realize the transmission of backing a car through four 27 actions of synchronizer, simple structure is compact, and is with low costs, economical and practical.
The reverse gear intermediate shaft assembly comprises a reverse gear intermediate shaft 29, a reverse gear intermediate gear 30 and a reverse gear intermediate gear 31, the reverse gear intermediate gear 30 is installed above the output shaft in parallel, the reverse gear intermediate gear 30 corresponds to the reverse gear driving gear 26, the reverse gear intermediate gear 31 is meshed with the reverse gear transmission gear 28, the reverse gear intermediate gear 30 and the reverse gear intermediate gear 31 are separately fixed to two ends of the reverse gear intermediate shaft 29, and the synchronizer four 27 is shifted to enable the reverse gear driving gear 26 to be synchronous with the reverse gear intermediate gear 30. When the electric quantity of the battery is enough, the driving motor 2 is adopted to drive the vehicle to move backwards, the driving motor gives negative torque to rotate reversely, and power is transmitted to the output shaft 6 from the motor input shaft 5, so that the vehicle moves backwards. When the vehicle is backed for a long time and the battery power is insufficient, the engine is started, the synchronous motor is in reverse gear to enable the synchronizer four 27 to be in gear and poked to enable the reverse gear driving gear 26 and the reverse gear intermediate gear one 30 to be synchronous, then the clutch 3 is gradually combined to adopt the engine to back the vehicle, the engine power input shaft 4 is transmitted to the output shaft 6 through the reverse gear driving gear 26, the reverse gear intermediate shaft assembly and the reverse drive transmission gear 28, the finding of the vehicle to back the vehicle is realized, and the reverse gear power transmission path is shown in fig. 4.
The drive control method of the AMT single-motor hybrid transmission comprises an engine control unit EMS for controlling the operation of an engine, a driving motor control unit MCU for controlling the operation of a driving motor, a hybrid transmission control unit HTCU for controlling the action of the AMT single-motor hybrid transmission, a battery management controller BMS for controlling a steam power battery and a hybrid transmission complete vehicle control unit HCU for carrying out drive control on a complete vehicle, wherein the hybrid transmission complete vehicle control unit HCU is respectively in signal connection with the engine control unit EMS, the driving motor control unit MCU, the hybrid transmission control unit HTCU and the battery management controller BMS through a CAN bus, and is characterized in that: the hybrid transmission control unit HTCU controls the engine control unit EMS and/or the driving motor control unit MCU to operate, an engine transmission path formed by the transmission connection of an engine input shaft and an output shaft and/or a pure electric transmission path formed by the transmission connection of a motor input shaft and an output shaft are formed, and the engine transmission path and the electric transmission path can be independently shifted.
The two transmission paths in the drive control method can be synchronously or independently driven, when one transmission path is in gear shifting, the transmission of the other transmission path is not influenced, the torque of the engine can be compensated through the driving motor in the gear shifting process of the engine, the power transmission in the gear shifting process is ensured, the problem of power interruption of AMT gear shifting is solved, and the driving feeling of the whole vehicle is improved. The electric quantity of the battery is enough, and the required power of the whole vehicle is large, so that the driving is participated in, the required power of the whole vehicle is guaranteed through the gear shifting of the driving motor, and meanwhile, the transient working condition of the engine is reduced, and the oil consumption is reduced.
In order to solve the problem of power interruption in the gear shifting process, the engine in the AMT single-motor hybrid transmission is switched from the gear Eng1 to the gear Eng2, and the synchronizer is always kept in the engaged state in the gear shifting process. The gear shifting steps are as follows:
1. the hybrid transmission vehicle control unit HCU sends a command of shifting from a gear Eng1 to a gear Eng2 to the CAN bus;
2. the hybrid transmission control unit HTCU controls the clutch to be gradually separated, the engine control unit EMS controls the output torque of the engine to prevent galloping, and the driving motor control unit MCU controls the driving motor to compensate the reduced torque of the engine;
3. the clutch 3 is completely separated, and the synchronizer III 24 is shifted from the right to the left, so that the engine driving gear IV 20 is synchronous with the transmission gear IV 23;
4. the hybrid transmission control unit HTCU sends an engine rotating speed control request to an engine control unit EMS, synchronizes rotating speeds at two ends of the clutch 3 and then combines the clutch 3;
5. the engine output torque and the driving motor torque are adjusted, and the engine enters the Eng2 gear.
The torque change of the gear shifting process is shown in fig. 5, and the torque of the engine can be compensated through the driving motor in the gear shifting process, so that the power transmission in the gear shifting process can be ensured, the problem of power interruption in the gear shifting process is solved, and the driving feeling of the whole vehicle is improved.
The hybrid transmission whole vehicle control unit HCU judges a reverse driving mode according to a power battery electric quantity signal of the battery management controller BMS, and when the battery electric quantity is enough, a pure electric driving path is adopted for reversing and a driving motor gives negative torque to reverse, so that the vehicle can reverse; when the hybrid transmission is backed for a long time and the battery power is insufficient, the HCU controls the synchronizer to shift to the reverse gear to enable the reverse gear driving gear and the reverse gear intermediate gear to be synchronous, and the EMS starts the engine and controls the clutch to be combined to realize the backing of the engine. Adopt driving motor 2 drive to back a car when the battery electric quantity is enough, when backing a car for a long time, when just the battery electric quantity is not enough, start the engine and hang the reverse gear back at the synchronous ware four, gradually combine the clutch, realize that the engine backs a car, solve the non-plug-in hybrid vehicle electric quantity of backing a car for a long time not enough and then can not realize the problem of backing a car, the practicality is strong.
After the whole vehicle is started, the engine is started when the electric quantity of the battery is insufficient, the vehicle is driven by the engine, for example, the control process of switching the AMT single-motor hybrid transmission from the pure electric drive mode to the engine drive is as follows:
1. the hybrid transmission vehicle control unit HCU sends a mode switching instruction;
2. starting the engine 1;
3. and controlling the second synchronizer 18 or the third synchronizer 24 to shift gears. Synchronizing the rotating speed of an input shaft 4 of the engine and the rotating speed of an output shaft 6, and controlling the torque of a driving motor 2 in the synchronizing process;
4. the hybrid transmission vehicle control unit HCU sends a rotating speed request to the engine control unit EMS, synchronizes the rotating speeds at two ends of the clutch 3 and then combines the clutch 3;
5. adjusting the output torque of the engine and the torque of the driving motor, and switching the pure electric driving mode to the engine driving mode;
6. the decision whether to put synchronizer one 7 into neutral is made depending on the engine power transmission path.
The technical solutions of the embodiments of the present invention are fully described above with reference to the accompanying drawings, and it should be noted that the described embodiments are only some embodiments of the present invention. All other embodiments, which can be obtained by a person skilled in the art without any inventive step based on the embodiments of the present invention, are within the scope of the present invention.

Claims (10)

  1. AMT single motor hybrid transmission, including engine, driving motor, the engine input shaft of being connected through clutch and engine output, the motor input shaft of being connected through gear and driving motor output and the output shaft of being connected with the vehicle transmission shaft, its characterized in that: the output shaft is connected with the motor input shaft through a synchronizer in a coaxial mode, and the engine input shaft is in transmission connection with the motor input shaft or the output shaft through a gear.
  2. 2. The AMT single-motor hybrid transmission according to claim 1, wherein: the driving motor is provided with two driving gears, namely a driving gear Tm1 and a driving gear Tm2, a motor input shaft and an output shaft are in transmission connection through a motor driving gear I corresponding to the driving gear Tm1 or a motor driving gear II corresponding to the driving gear Tm2, the output shaft is coaxially arranged on the right side of the motor input shaft, the motor driving gear I is located on the right side of the synchronizer I, and the motor driving gear II is located on the left side of the synchronizer I.
  3. 3. The AMT single-motor hybrid transmission of claim 2, wherein: the motor driving gear II is arranged on the motor input shaft, the motor driving gear I is arranged on the output shaft, the engine input shaft is rotatably sleeved with the hollow sleeve shaft, and the hollow sleeve shaft is provided with the hollow sleeve gear I meshed with the motor driving gear I and the hollow sleeve gear II meshed with the driving gear II.
  4. 4. The AMT single-motor hybrid transmission of claim 3, wherein: the engine is provided with a multi-gear driving gear, an engine driving gear corresponding to the driving gear is installed on an engine input shaft, the engine driving gear is located on two sides of the hollow shaft, the engine driving gear installed on the left side of the hollow shaft is in transmission connection with the motor input shaft, and the engine driving gear installed on the right side of the hollow shaft is in transmission connection with an output shaft.
  5. 5. The AMT single-motor hybrid transmission of claim 4, wherein: the two engine driving gears are arranged on the left side of the empty sleeve shaft and are respectively an engine driving gear I and an engine driving gear II, a left synchronizer sleeve shaft is arranged on the motor input shaft, one end of the left synchronizer sleeve shaft is fixedly provided with a transmission gear I corresponding to the engine driving gear I, the other end of the left synchronizer sleeve shaft is fixedly provided with a transmission gear II corresponding to the engine driving gear II, a synchronizer II is arranged in the middle of the left synchronizer sleeve shaft, and the synchronizer II is shifted to enable the engine driving gear I to be synchronous with the transmission gear I or the engine driving gear II to be synchronous with the transmission gear II.
  6. 6. The AMT single-motor hybrid transmission of claim 5, wherein: the engine driving gears arranged on the right side of the empty sleeve shaft are two, namely an engine driving gear three and an engine driving gear four respectively, a right synchronizer sleeve shaft is fixed on an engine input shaft, the engine driving gear three and the engine driving gear four are respectively arranged at two ends of the right synchronizer sleeve shaft, a transmission gear three corresponding to the engine driving gear three and a transmission gear four corresponding to the engine driving gear four are fixed on an output shaft, a synchronizer three is arranged in the middle of the right synchronizer sleeve shaft, and the synchronizer three is shifted to enable the engine driving gear three and the transmission gear three to be synchronous or enable the engine driving gear four and the transmission gear four to be synchronous.
  7. 7. The AMT single-motor hybrid transmission of claim 2, wherein: the tail end of the engine input shaft is fixedly provided with a tail end synchronizer sleeve shaft, one end of the tail end synchronizer sleeve shaft is fixedly provided with a reverse gear driving gear, the other end of the tail end synchronizer sleeve shaft is provided with a synchronizer IV, and the reverse gear driving gear is in transmission connection with a reverse gear transmission gear on the output shaft through a reverse gear middle shaft component.
  8. 8. The AMT single-motor hybrid transmission of claim 7, wherein: the reverse gear intermediate shaft assembly comprises a reverse gear intermediate shaft, a reverse gear intermediate gear I and a reverse gear intermediate gear II, wherein the reverse gear intermediate shaft is arranged above the output shaft in parallel, the reverse gear intermediate gear I corresponds to the reverse gear driving gear, the reverse gear intermediate gear II is meshed with the reverse gear driving gear, the reverse gear intermediate gear I and the reverse gear intermediate gear II are fixedly arranged at two ends of the reverse gear intermediate shaft in a two-part mode, and the synchronizer is shifted in four gears to enable the reverse gear driving gear and the reverse gear intermediate gear I to be synchronous.
  9. 9. The method for controlling the driving of the AMT single-motor hybrid transmission according to any one of claims 1 to 8, comprising an engine control unit EMS for controlling the operation of the engine, a driving motor control unit MCU for controlling the operation of the driving motor, a hybrid transmission control unit HTCU for controlling the operation of the AMT single-motor hybrid transmission, a battery management controller BMS for controlling the pneumatic battery, and a hybrid transmission vehicle control unit HCU for controlling the driving of the vehicle, wherein the hybrid transmission vehicle control unit HCU is in signal connection with the engine control unit EMS, the driving motor control unit MCU, the hybrid transmission control unit HTCU and the battery management controller BMS via CAN buses, respectively, characterized in that: the hybrid transmission control unit HTCU controls the engine control unit EMS and/or the driving motor control unit MCU to operate, an engine transmission path formed by the transmission connection of an engine input shaft and an output shaft and/or a pure electric transmission path formed by the transmission connection of a motor input shaft and an output shaft are formed, and the engine transmission path and the electric transmission path can be independently shifted.
  10. 10. The drive control method of an AMT single-motor hybrid transmission according to claim 9, characterized in that: the hybrid transmission whole vehicle control unit HCU judges a reverse driving mode according to a power battery electric quantity signal of the battery management controller BMS, and when the battery electric quantity is enough, a pure electric driving path is adopted for reversing and a driving motor gives negative torque to reverse, so that the vehicle can reverse; when the hybrid transmission is backed for a long time and the battery power is insufficient, the HCU controls the synchronizer to shift to the reverse gear to enable the reverse gear driving gear and the reverse gear intermediate gear to be synchronous, and the EMS starts the engine and controls the clutch to be combined to realize the backing of the engine.
CN202110800520.0A 2021-07-15 2021-07-15 AMT single-motor hybrid transmission and drive control method thereof Pending CN113320376A (en)

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