CN113492667B - Hybrid power driving system and vehicle - Google Patents
Hybrid power driving system and vehicle Download PDFInfo
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- CN113492667B CN113492667B CN202010201152.3A CN202010201152A CN113492667B CN 113492667 B CN113492667 B CN 113492667B CN 202010201152 A CN202010201152 A CN 202010201152A CN 113492667 B CN113492667 B CN 113492667B
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- 230000002441 reversible effect Effects 0.000 claims abstract description 67
- 230000005540 biological transmission Effects 0.000 claims abstract description 50
- 230000009467 reduction Effects 0.000 claims abstract description 7
- 238000000926 separation method Methods 0.000 claims description 13
- 230000001360 synchronised effect Effects 0.000 claims description 4
- 230000004323 axial length Effects 0.000 abstract description 4
- 230000000694 effects Effects 0.000 abstract description 3
- 238000004134 energy conservation Methods 0.000 abstract description 3
- 238000005265 energy consumption Methods 0.000 abstract description 3
- 238000011084 recovery Methods 0.000 description 6
- 238000010248 power generation Methods 0.000 description 4
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- 230000009977 dual effect Effects 0.000 description 2
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- 230000009286 beneficial effect Effects 0.000 description 1
- 230000018109 developmental process Effects 0.000 description 1
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
- B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
- B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
- B60K6/44—Series-parallel type
- B60K6/445—Differential gearing distribution type
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
- B60K6/54—Transmission for changing ratio
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- 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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- 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
- Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
- Y02T10/92—Energy efficient charging or discharging systems for batteries, ultracapacitors, supercapacitors or double-layer capacitors specially adapted for vehicles
Abstract
The invention belongs to the technical field of vehicle transmissions, and provides a hybrid power driving system and a vehicle, wherein the hybrid power driving system comprises an engine, a motor and a seven-gear hybrid power transmission, and the seven-gear hybrid power transmission comprises a clutch K1, a clutch K0, a first main reducing gear, a 2-gear driven gear, a 6-gear driven gear, a 3-gear driven gear, a first output shaft, a 5-gear driving gear, a 3-gear driving gear, a 1-gear driving gear, an inner input shaft, a 1-gear driven gear, a second output shaft, a 5-gear driven gear, a 4-gear driven gear, a reverse gear, a second main reducing gear, a differential gear ring, a 4/6-gear driving gear, a 2-gear driving gear, an outer input shaft, a clutch K2 and a synchronizing device. The hybrid power driving system provided by the embodiment of the invention realizes pure electric and hybrid driving with a simple structure, achieves the effects of energy conservation and emission reduction, and has the advantages of short axial length, high efficiency, low energy consumption and the like.
Description
Technical Field
The invention belongs to the technical field of vehicle transmissions, and particularly relates to a hybrid power driving system and a vehicle.
Background
With the development of the automobile industry, the national importance of environmental protection is increasingly attached, the automobile emission regulations are also becoming stricter, the requirements of users on the safety, comfort and fuel economy of the whole automobile are also becoming higher, and the hybrid electric vehicle is becoming the mainstream trend during the transition from the traditional power driven vehicle to the pure electric driven vehicle.
The hybrid power driven automobile generally adopts a double-clutch automatic transmission, the existing double-clutch automatic transmission is complex in structure, and can only realize pure electric and hybrid driving of partial gears, and has the advantages of low efficiency, high manufacturing cost and high oil consumption, and cannot meet increasingly severe emission standards.
Disclosure of Invention
The technical problems to be solved by the invention are as follows: aiming at the problems that the existing double-clutch automatic transmission can only realize pure and hybrid drive of partial gears, has low efficiency and high oil consumption and cannot meet increasingly severe emission standards, the hybrid power driving system and the vehicle are provided.
In order to solve the technical problems, in one aspect, the embodiment of the invention provides a hybrid power driving system, which comprises an engine, a motor and a seven-gear hybrid power transmission, wherein the seven-gear hybrid power transmission comprises a clutch K1, a clutch K0, a first main reducing gear, a 2-gear driven gear, a 6-gear driven gear, a 3-gear driven gear, a first output shaft, a 5-gear driving gear, a 3-gear driving gear, a 1-gear driving gear, an inner input shaft, a 1-gear driven gear, a second output shaft, a 5-gear driven gear, a 4-gear driven gear, a reverse gear, a second main reducing gear, a differential gear ring, a 4/6-gear driving gear, a 2-gear driving gear, an outer input shaft, a clutch K2 and a synchronizing device:
the outer input shaft is coaxially sleeved outside the inner input shaft, the inner input shaft is connected with a motor through a clutch K1, the outer input shaft is connected with the motor through a clutch K2, and the motor is connected with the engine through a clutch K0; the inner input shaft is sequentially fixed with the 5-gear driving gear, the 3-gear driving gear and the 1-gear driving gear in the direction away from the engine, and the outer input shaft is sequentially fixed with the 2-gear driving gear and the 4/6-gear driving gear in the direction away from the engine;
the first output shaft, the second output shaft and the outer input shaft are arranged at intervals in parallel, the first output shaft is sequentially sleeved with the 2-gear driven gear, the 6-gear driven gear and the 3-gear driven gear in a hollow mode in the direction away from the engine, and the second output shaft is sequentially sleeved with the reverse gear, the 4-gear driven gear, the 5-gear driven gear and the 1-gear driven gear in a hollow mode in the direction away from the engine; the gear 1 driving gear is meshed with the gear 1 driven gear, the gear 2 driven gear is meshed with the gear 2 driving gear and the gear reverse, the gear 3 driving gear is meshed with the gear 3 driven gear, the gear 4/6 driving gear is meshed with the gear 4 driven gear and the gear 6 driven gear, and the gear 5 driving gear is meshed with the gear 5 driven gear; the first main reducing gear is fixed on the first output shaft, the second main reducing gear is fixed on the second output shaft, the first main reducing gear and the second main reducing gear are simultaneously meshed with the differential gear ring, and the differential gear ring is arranged on the differential;
the synchronous device is used for controlling the combination and separation of all idler gears and the output shaft where the idler gears are positioned so as to realize 7 forward gears and reverse gears.
According to the hybrid power driving system provided by the embodiment of the invention, the clutch K0 for combining and disconnecting the motor and the control motor and the engine is added on the basis of the original double clutch type automatic transmission, so that 7 working modes of a pure electric driving mode, an engine direct driving and motor driving parallel mode, a pure engine driving mode, a driving charging mode, a braking energy recovery mode, a starting engine mode and a parking power generation mode can be realized, seven forward gears and one reverse gear are realized, pure electric and hybrid driving is realized by a simple structure, the effects of energy conservation and emission reduction are achieved, and the advantages of short axial length, fewer parts, compact structure, high efficiency, low energy consumption and the like are realized.
In addition, the first output shaft is used as an idler shaft for reverse gear transmission, the 2-gear driven gear is used as a reverse gear transmission part, a special reverse gear shaft is saved, the repeated utilization of gears is increased, the weight is reduced, and the cost is saved. The reverse gear transmission path is simple, only the 2-gear driven gear is used as the idler gear for reversing, the gear engagement quantity is reduced, the transmission is stable, and the efficiency is high. The 7-gear driving gear and the 7-gear driven gear are canceled, 7-gear transmission is realized by means of other gear gears, the number of gears is reduced, the structure is more compact, and the cost is saved.
In gear arrangement, the low-speed gears are arranged at two ends of the output shaft and far away from the middle, so that the overlarge deflection of the shaft is avoided.
In addition, the embodiment of the invention also provides a vehicle which comprises the hybrid power driving system.
Drawings
Fig. 1 is a block diagram of a hybrid drive system according to an embodiment of the present invention.
Reference numerals in the drawings of the specification are as follows:
1. an engine; 2. a clutch K1; 3. clutch K0; 4. a motor; 5. a first main subtraction gear; 6. a 2-gear driven gear; 7. 2/6 gear synchronizer; 8. 6-gear driven gear; 9. a 3-gear synchronizer; 10. a 3-gear driven gear; 11. a first output shaft; 12. a 5-gear driving gear; 13. a 3-gear driving gear; 14. a 1 st gear driving gear; 15. an inner input shaft; 16. a 1 st gear driven gear; 17. a second output shaft; 18. 1/5 gear synchronizer; 19. a 7-gear synchronizer; 20. a 5-gear driven gear; 21. 4-gear driven gear; 22. 4/reverse synchronizer; 23. a reverse gear; 24. a second main subtraction gear; 25. a differential; 26. a differential ring gear; 27. 4/6 gear driving gear; 28. a 2-gear driving gear; 29. an outer input shaft; 30. clutch K2.
Detailed Description
In order to make the technical problems, technical schemes and beneficial effects solved by the invention more clear, the invention is further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are for purposes of illustration only and are not intended to limit the scope of the invention.
As shown in fig. 1, the hybrid power driving system provided by the embodiment of the invention comprises an engine 1, a motor 4 and a seven-gear hybrid power transmission, wherein the seven-gear hybrid power transmission comprises a clutch K12, a clutch K03, a first main reducing gear 5, a 2-gear driven gear 6, a 6-gear driven gear 8, a 3-gear driven gear 10, a first output shaft 11, a 5-gear driving gear 12, a 3-gear driving gear 13, a 1-gear driving gear 14, an inner input shaft 15, a 1-gear driven gear 16, a second output shaft 17, a 5-gear driven gear 20, a 4-gear driven gear 21, a reverse gear 23, a second main reducing gear 24, a differential 25, a differential gear ring 26, a 4/6-gear driving gear 27, a 2-gear driving gear 28, an outer input shaft 29, a clutch K230 and a synchronization device.
The outer input shaft 29 is coaxially sleeved outside the inner input shaft 15 (the outer input shaft 29 is a hollow shaft and is nested on the inner input shaft 15), the inner input shaft 15 is connected with the motor 4 through a clutch K12, the outer input shaft 29 is connected with the motor 4 through a clutch K230, the motor 4 is connected with the engine 1 through a clutch K03, the clutch K03 controls the power connection and disconnection of the motor 4 and the engine 1, the clutch K12 controls the power connection and disconnection of the inner input shaft 15 and the motor 4, and the clutch K230 controls the power connection and disconnection of the outer input shaft 29 and the motor 4; the 5-gear driving gear 12, the 3-gear driving gear 13 and the 1-gear driving gear 14 are sequentially fixed on the inner input shaft 15 in a direction away from the engine 1, and the 2-gear driving gear 28 and the 4/6-gear driving gear 27 are sequentially fixed on the outer input shaft 29 in a direction away from the engine 1.
The first output shaft 11, the second output shaft 17 and the outer input shaft 29 are arranged in parallel at intervals, the first output shaft 11 is sequentially sleeved with the 2-gear driven gear 6, the 6-gear driven gear 8 and the 3-gear driven gear 10 in a direction away from the engine 1, and the second output shaft 17 is sequentially sleeved with the reverse gear 23, the 4-gear driven gear 21, the 5-gear driven gear 20 and the 1-gear driven gear 16 in a direction away from the engine 1; the 1 st gear driving gear 14 and the 1 st driven gear 16 are meshed, the 2 nd driven gear 6 is meshed with the 2 nd driving gear 28 and the reverse gear 23 at the same time, the 3 rd driving gear 13 is meshed with the 3 rd driven gear 10, the 4/6 th driving gear 27 is meshed with the 4 th driven gear 21 and the 6 th driven gear 8 at the same time, and the 5 th driving gear 12 is meshed with the 5 th driven gear 20; the first main reducing gear 5 is fixed on the first output shaft 11, the second main reducing gear 24 is fixed on the second output shaft 17, the first main reducing gear 5 and the second main reducing gear 24 are simultaneously meshed with the differential gear ring 26, and the differential gear ring 26 is arranged on the differential 25.
The synchronous device is used for controlling the combination and separation of all idler gears and the output shaft where the idler gears are positioned so as to realize 7 forward gears and reverse gears.
In one embodiment, the synchronization device comprises a 2/6 gear synchronizer 7, a 3 gear synchronizer 9, a 1/5 gear synchronizer 18, a 7 gear synchronizer 19 and a 4/reverse gear synchronizer 22, wherein the 2/6 gear synchronizer 7 and the 3 gear synchronizer 9 are arranged on the first output shaft 11, and the 1/5 gear synchronizer 18, the 7 gear synchronizer 19 and the 4/reverse gear synchronizer 22 are arranged on the second output shaft 17. The 2/6 gear synchronizer 7 is located between the 2 gear driven gear 6 and the 6 gear driven gear 8, and is used for controlling the combination and separation of the 2 gear driven gear 6 and the 6 gear driven gear 8 and the first output shaft 11. The 3 rd gear synchronizer 9 is located between the 3 rd gear driven gear 10 and the 6 th gear driven gear 8, and is used for controlling the combination and separation of the 3 rd gear driven gear 10 and the first output shaft 11. The 1/5-gear synchronizer 18 is located between the 1-gear driven gear 16 and the 5-gear driven gear 20, and is used for controlling the combination and separation of the 1-gear driven gear 16 and the 5-gear driven gear 20 with the second output shaft 17. The 7-gear synchronizer 19 is located between the 4-gear driven gear 21 and the 5-gear driven gear 20, and is used for controlling the combination and separation of the 4-gear driven gear 21 and the 5-gear driven gear 20. The 4/reverse synchronizer 22 is located between the 4-speed driven gear 21 and the reverse gear 23, and is used for controlling the combination and separation of the 4-speed driven gear 21 and the reverse gear 23 with the second output shaft 17.
Namely, the 2-gear driven gear 6 and the 6-gear driven gear 8 are selectively connected by the 2/6-gear synchronizer 7 to realize 2-gear and 6-gear power output; the 3-gear driven gear 10 is selectively combined by the 3-gear synchronizer 9 to realize 3-gear power output; the 1 st gear driven gear 16 and the 5 th gear driven gear 20 are selectively combined by the 1/5 th gear synchronizer 18 to realize 1 st and 5 th power output; the 4-gear driven gear 21 and the 5-gear driven gear 20 are selectively combined by a 7-gear synchronizer to realize 7-gear power output; the 4-gear driven gear 21 and the reverse gear 23 are selectively combined by the 4/reverse synchronizer 22 to realize 4-gear and reverse power output.
In addition, the 4 gear and the 6 gear share one driving gear (4/6 gear driving gear 27), the 2 gear and the reverse gear share one driving gear (2 gear driving gear 28), the use amount of the driving gears is reduced, the axial length of the transmission is shortened, and the weight of the transmission is reduced.
In an embodiment, the first main reducing gear 5, the 2-gear driven gear 6, the 2/6-gear synchronizer 7, the 6-gear driven gear 8, the 3-gear synchronizer 9 and the 3-gear driven gear 10 are sequentially arranged on the first output shaft 11 in a direction away from the engine 1. The second output shaft 17 is sequentially provided with the second main reducing gear 24, the reverse gear 23, the 4/reverse gear synchronizer 22, the 4-gear driven gear 21, the 5-gear driven gear 20, the 1/5-gear synchronizer 18 and the 1-gear driven gear 16 in a direction away from the engine 1.
In one embodiment, the gear hubs of the 2/6 gear synchronizer 7 and the 3 gear synchronizer 9 are connected to the first output shaft 11 through splines. The gear hub of the 1/5 gear synchronizer 18 and the 4/reverse gear synchronizer 22 is connected to the second output shaft 17 through a spline. The gear hub of the 7-gear synchronizer 19 is fixed to the 5-gear driven gear 20, so that when the 7-gear synchronizer 19 is combined with the 4-gear driven gear 21, the 4-gear driven gear 21 is combined with the 5-gear driven gear 20 and rotates synchronously.
In an embodiment, the 2 nd driven gear 6, the 2 nd driving gear 28 and the reverse gear 23 are co-planar gear sets, the 4/6 th driving gear 27, the 4 th driven gear 21 and the 6 th driven gear 8 are co-planar gear sets, and the first main reducing gear 5, the second main reducing gear 24 and the differential gear ring 26 are co-planar gear sets. The axial dimension of the transmission can be reduced and the volume of the transmission can be reduced by constructing the coplanar gear sets.
In one embodiment, the two ends of the inner input shaft 15 and the outer input shaft 29 are rotatably supported on the transmission housing by bearings, the two ends of the first output shaft 11 are rotatably supported on the transmission housing by bearings, and the two ends of the second output shaft 17 are rotatably supported on the transmission housing by bearings. To achieve stable support of the respective shafts.
In an embodiment, the 5-gear driving gear 12, the 3-gear driving gear 13, and the 1-gear driving gear 14 are fixed on the inner input shaft 15 by welding, spline connection, interference press fitting, or integral molding. The 2-gear driving gear 28 and the 4/6-gear driving gear 27 are fixed on the outer input shaft 29 through welding, spline connection, interference press fitting or integral molding and the like.
In one embodiment, the 2-gear driven gear 6, the 6-gear driven gear 8 and the 3-gear driven gear 10 are sleeved on the first output shaft 11 through bearings; the reverse gear 23, the 4-gear driven gear 21, the 5-gear driven gear 20 and the 1-gear driven gear 16 are sleeved on the second output shaft 17 through bearings.
In an embodiment, the clutch K12 and the clutch K230 are integrated into a dual clutch, the dual clutch and the clutch K03 are coaxially arranged, one end of the clutch K03 is fixedly connected with the rotor of the motor 4 by means of welding or the like, and the other end of the clutch K03 is fixedly connected with the output shaft of the engine 1 by means of welding or the like.
According to the hybrid power driving system provided by the embodiment of the invention, the combination and disconnection clutch K03 of the motor and the control motor 4 and the engine 1 is added on the basis of the original double-clutch type automatic transmission, so that 7 working modes of a pure electric driving mode, an engine direct driving and motor driving parallel mode, a pure engine driving mode, a driving charging mode, a braking energy recovery mode, a starting engine mode and a parking power generation mode can be realized, seven forward gears and one reverse gear are realized, pure electric and hybrid driving is realized by a simple structure, the effects of energy conservation and emission reduction are achieved, and the advantages of short axial length, fewer parts, compact structure, high efficiency, low energy consumption and the like are achieved.
In addition, the first output shaft 11 is used as an idler shaft for reverse gear transmission, the 2-gear driven gear 6 is used as a reverse gear transmission part, a special reverse gear shaft is saved, the repeated utilization of gears is increased, the weight is reduced, and the cost is saved. The reverse gear transmission path is simple, only the 2-gear driven gear is used as the idler gear for reversing, the gear engagement quantity is reduced, the transmission is stable, and the efficiency is high. The 7-gear driving gear and the 7-gear driven gear are canceled, 7-gear transmission is realized by means of other gear gears, the number of gears is reduced, the structure is more compact, and the cost is saved.
1. Reverse gear is controlled by two different clutches respectively (1 st gear is controlled by a clutch K12 and reverse gear is controlled by a clutch K2 30), and the service life of the clutch is prolonged.
In gear arrangement, the low-speed gears are arranged at two ends of the output shaft, close to the bearing for supporting the rotation of the shaft, far away from the middle, so that the overlarge deflection of the shaft is avoided, the transmission error of the gear gears is reduced, and the improvement of the NVH performance of the whole transmission is facilitated.
Seven working modes can be suitable for various road conditions, ensure that the engine 1 always operates in an optimal working area, improve the operation efficiency of the engine 1, save energy and reduce emission.
Seven forward gears and one reverse gear can be realized by controlling different working states of the clutch K12, the clutch K230, the clutch K03 and each synchronizer (namely, the 2/6 gear synchronizer 7, the 3 gear synchronizer 9, the 1/5 gear synchronizer 18 and the 4/reverse gear synchronizer 22), so that the hybrid power driving system is constructed.
The present embodiment has 7 modes of operation: the engine can be driven in a pure electric mode, an engine direct-drive and motor-drive parallel mode, a pure engine driving mode, a driving charging mode, a braking energy recovery mode, an engine starting mode and a parking power generation mode, and seven forward gears and one reverse gear can be realized.
The working conditions of each working mode are as follows:
pure electric drive mode: under the working condition, the clutch K03 is disconnected, the engine 1 does not participate in driving, and the motor 4 is used as a pure electric mode of a driving motor and can be used for low-speed working conditions such as vehicle starting, traffic jam and the like; clutch K12 and clutch K230 are selectively closed to achieve odd-even gears driven by motor 4. Or when the vehicle runs stably on a good road surface, the clutch K03 is disconnected, so that the load of an engine in running of the vehicle is reduced, and the running resistance in running of the vehicle is reduced.
And the engine direct drive and motor parallel drive mode is as follows: under the working condition, the clutch K03 is combined, so that the engine 1 and the motor 4 can be driven in parallel, and the motor 4 can be used as a generator or a driving motor according to specific requirements of the vehicle and the engine operating condition. When the power provided by the engine 1 is insufficient, additional torque can be provided by the motor 4, so that a parallel driving mode is realized, and the system power is improved; when the engine 1 is in an economy area operation, the motor 4 does not provide power drive, so that a pure engine driving mode is realized; when the output power of the engine is excessive, the motor 4 is used as a generator to charge a battery, so that the energy of the engine 1 is utilized to the maximum extent, and a driving charging mode is realized. Clutch K12 and clutch K230 are selectively closed to achieve even and odd gears in which motor 4 and engine 1 are driven simultaneously.
And in the braking energy recovery mode, under the working condition, the clutch K03 is disconnected, and the braking energy recovery device is mainly used for storing energy regenerated by the brake in a battery through the power converter when the high-speed running vehicle brakes for a long time, so that braking energy recovery is realized.
Starting an engine mode: under the working condition, the clutch K03 is combined, the motor 4 can replace a starter in a traditional vehicle, the motor 4 is utilized to realize engine starting, and the clutch K03 is combined to start the engine 1 when the power is insufficient to meet the driving power requirement of the vehicle or the battery power is low in a pure electric mode and the engine 1 is required to be introduced; or when the long braking process is about to be completed and the engine 1 needs to be restarted, the braking energy may be used to restart the engine 1.
Parking power generation mode: under the working condition, the clutch K03 is combined, and when the vehicle is in a parking condition and the battery power is low, the motor 4 can be driven by the engine 1 to generate electricity.
The hybrid power drive system provided in this embodiment can realize 7 forward gears and one reverse gear.
The power transmission path of the hybrid drive system of the embodiment when operating in each gear (hereinafter, the power source is a hybrid assembly of the motor 4 and the engine 1) will be described with reference to fig. 1:
a first gear power transmission route: clutch K12 is closed (clutch K230 is opened), the 1/5-gear synchronizer 18 is engaged with the 1-gear driven gear 16, and torque supplied from the power source is transmitted to the 1-gear driving gear 14 on the inner input shaft 15 through clutch K1 (2), and is transmitted to the 1-gear driven gear 16 through the 1-gear driving gear 14. Torque is transferred to the second main reducing gear 24 on the second output shaft 17 through the combination of the 1/5 speed synchronizer 18 and the 1-speed driven gear 16, then through the differential ring gear 26, and finally the power is output by the differential 25.
A second gear power transmission route: the clutch K230 is closed (the clutch K12 is opened), the 2/6-gear synchronizer 7 is combined with the 2-gear driven gear 6, and torque provided by the power source is transmitted to the 2-gear driving gear 28 on the outer input shaft 29 through the clutch K230, and is transmitted to the 2-gear driven gear 6 through the 2-gear driving gear 28. Torque is transmitted to the first main reducing gear 5 on the first output shaft 11 through the combination of the 2/6 speed synchronizer 7 and the 2 speed driven gear 6, then through the differential ring gear 26, and finally power is output by the differential 25.
Three-gear power transmission route: the clutch K12 is closed (the clutch K230 is opened), the 3-gear synchronizer 9 is combined with the 3-gear driven gear 10, and torque provided by the power source is transmitted to the 3-gear driving gear 13 on the inner input shaft 15 through the clutch K12, and is transmitted to the 3-gear driven gear 10 through the 3-gear driving gear 13. Torque is transmitted to the first final reduction gear 5 on the first output shaft 11 through the combination of the 3-speed synchronizer 9 and the 3-speed driven gear 10, then through the differential ring gear 26, and finally power is output by the differential 25.
Four-gear power transmission route: the clutch K230 is closed (the clutch K12 is opened), the 4/reverse synchronizer 22 is engaged with the 4-speed driven gear 21, and torque supplied from the power source is transmitted to the 4/6-speed driving gear 27 on the outer input shaft 29 through the clutch K230, and is transmitted to the 4-speed driven gear 21 through the 4/6-speed driving gear 27. Torque is transmitted to a second main reducing gear 24 on the second output shaft 17 through the combination of the 4/reverse synchronizer 22 and the 4-speed driven gear 21, then through a differential ring gear 26, and finally power is output by a differential 25.
Five-gear power transmission route: the clutch K12 is closed (the clutch K230 is opened), the 1/5-gear synchronizer 18 is combined with the 5-gear driven gear 20, and torque provided by the power source is transmitted to the 5-gear driving gear 12 on the inner input shaft 15 through the clutch K12, and is transmitted to the 5-gear driven gear 20 through the 5-gear driving gear 12. Torque is transferred to a second main reducing gear 24 on the second output shaft 17 through the combination of the 1/5 speed synchronizer 18 and the 5 speed driven gear 20, then through a differential ring gear 26, and finally power is output by a differential 25.
Six-gear power transmission route: the clutch K230 is closed (the clutch K12 is opened), the 2/6-gear synchronizer 7 is combined with the 6-gear driven gear 8, and torque provided by the power source is transmitted to the 4/6-gear driving gear 27 on the outer input shaft 29 through the clutch K230, and is transmitted to the 6-gear driven gear 8 through the 4/6-gear driving gear 27. Torque is transmitted to the first main reducing gear 5 on the first output shaft 11 through the combination of the 2/6 speed synchronizer 7 and the 6 speed driven gear 8, then through the differential ring gear 26, and finally power is output by the differential 25.
Seven-gear power transmission route: the clutch K12 is closed (the clutch K230 is opened), the 7-gear synchronizer 19 is combined with the 4-gear driven gear 21, the 2/6-gear synchronizer 7 is combined with the 6-gear driven gear 8, torque provided by a power source is transmitted to the 5-gear driving gear 12 on the inner input shaft 15 through the clutch K12, and is transmitted to the 5-gear driven gear 20 and the 7-gear synchronizer 19 through the 5-gear driving gear 12. The combination of the 7-gear synchronizer 19 and the 4-gear driven gear 21 is transmitted to the 4-gear driven gear 21,4, the torque is transmitted to the 4/6-gear driving gear 27,4/6-gear driving gear 27, the torque is transmitted to the 6-gear driven gear 8, the combination of the 2/6-gear synchronizer 7 and the 6-gear driven gear 8 is transmitted to the first main reducing gear 5 on the first output shaft 11, the differential gear ring 26 is further transmitted, and finally the differential 25 outputs power.
Reverse power transmission route: the clutch K230 is closed (the clutch K12 is opened), the 4/reverse synchronizer 22 is combined with the reverse gear 23, torque provided by the power source is transmitted to the 2-gear driving gear 28 on the outer input shaft 29 through the clutch K230, is transmitted to the 2-gear driven gear 6 through the 2-gear driving gear 28, is transmitted to the reverse gear 23 through the 2-gear driven gear 6, is transmitted to the second main reducing gear 24 on the second output shaft 17 through the combination of the 4/reverse synchronizer 22 and the reverse gear 23, is transmitted to the differential gear ring 26, and finally is output by the differential 25.
In addition, an embodiment of the present invention also provides a vehicle including the hybrid drive system of the above embodiment.
The foregoing description of the preferred embodiments of the invention is not intended to be limiting, but rather is intended to cover all modifications, equivalents, and alternatives falling within the spirit and principles of the invention.
Claims (9)
1. The utility model provides a hybrid drive system, a serial communication port, including engine (1), motor (4) and seven keep off hybrid transmission, seven keep off hybrid transmission includes clutch K1 (2), clutch K0 (3), first owner subtracts gear (5), 2 keep off driven gear (6), 6 keep off driven gear (8), 3 keep off driven gear (10), first output shaft (11), 5 keep off driving gear (12), 3 keep off driving gear (13), 1 keep off driving gear (14), interior input shaft (15), 1 keep off driven gear (16), second output shaft (17), 5 keep off driven gear (20), 4 keep off driven gear (21), reverse gear (23), second owner subtracts gear (24), differential mechanism (25), differential gear ring (26), 4/6 keep off driving gear (27), 2 keep off driving gear (28), outer input shaft (29), clutch K2 (30) and synchronizer:
the outer input shaft (29) is coaxially sleeved outside the inner input shaft (15), the inner input shaft (15) is connected with the motor (4) through a clutch K1 (2), the outer input shaft (29) is connected with the motor (4) through a clutch K2 (30), and the motor (4) is connected with the engine (1) through a clutch K0 (3); the inner input shaft (15) is sequentially fixed with the 5-gear driving gear (12), the 3-gear driving gear (13) and the 1-gear driving gear (14) in a direction away from the engine (1), and the outer input shaft (29) is sequentially fixed with the 2-gear driving gear (28) and the 4/6-gear driving gear (27) in a direction away from the engine (1);
the first output shaft (11), the second output shaft (17) and the outer input shaft (29) are arranged at intervals in parallel, the first output shaft (11) is sequentially sleeved with the 2-gear driven gear (6), the 6-gear driven gear (8) and the 3-gear driven gear (10) in a hollow mode in a direction away from the engine (1), and the second output shaft (17) is sequentially sleeved with the reverse gear (23), the 4-gear driven gear (21), the 5-gear driven gear (20) and the 1-gear driven gear (16) in a hollow mode in a direction away from the engine (1); the gear 1 driving gear (14) is meshed with the gear 1 driven gear (16), the gear 2 driven gear (6) is meshed with the gear 2 driving gear (28) and the gear reversing gear (23) at the same time, the gear 3 driving gear (13) is meshed with the gear 3 driven gear (10), the gear 4/6 driving gear (27) is meshed with the gear 4 driven gear (21) and the gear 6 driven gear (8) at the same time, and the gear 5 driving gear (12) is meshed with the gear 5 driven gear (20); the first main reducing gear (5) is fixed on the first output shaft (11), the second main reducing gear (24) is fixed on the second output shaft (17), the first main reducing gear (5) and the second main reducing gear (24) are simultaneously meshed with the differential gear ring (26), and the differential gear ring (26) is arranged on the differential (25);
the synchronous device is used for controlling the combination and separation of all idler gears and the output shaft where the idler gears are positioned so as to realize 7 forward gears and reverse gears;
the synchronous device comprises a 2/6 gear synchronizer (7), a 3 gear synchronizer (9), a 1/5 gear synchronizer (18), a 7 gear synchronizer (19) and a 4/reverse gear synchronizer (22), wherein the 2/6 gear synchronizer (7) and the 3 gear synchronizer (9) are arranged on the first output shaft (11), and the 1/5 gear synchronizer (18), the 7 gear synchronizer (19) and the 4/reverse gear synchronizer (22) are arranged on the second output shaft (17);
the 2/6 gear synchronizer (7) is positioned between the 2 gear driven gear (6) and the 6 gear driven gear (8) and is used for controlling the combination and separation of the 2 gear driven gear (6) and the 6 gear driven gear (8) and the first output shaft (11);
the 3-gear synchronizer (9) is positioned between the 3-gear driven gear (10) and the 6-gear driven gear (8) and is used for controlling the combination and separation of the 3-gear driven gear (10) and the first output shaft (11);
the 1/5 gear synchronizer (18) is positioned between the 1 gear driven gear (16) and the 5 gear driven gear (20) and is used for controlling the combination and separation of the 1 gear driven gear (16) and the 5 gear driven gear (20) and the second output shaft (17);
the 7-gear synchronizer (19) is positioned between the 4-gear driven gear (21) and the 5-gear driven gear (20) and is used for controlling the combination and separation of the 4-gear driven gear (21) and the 5-gear driven gear (20);
the 4/reverse gear synchronizer (22) is located between the 4-gear driven gear (21) and the reverse gear (23) and is used for controlling the combination and separation of the 4-gear driven gear (21) and the reverse gear (23) and the second output shaft (17).
2. The hybrid power drive system according to claim 1, wherein the first main reduction gear (5), the 2-gear driven gear (6), the 2/6-gear synchronizer (7), the 6-gear driven gear (8), the 3-gear synchronizer (9) and the 3-gear driven gear (10) are sequentially arranged on the first output shaft (11) in a direction away from the engine (1);
the second output shaft (17) is sequentially provided with a second main reducing gear (24), a reverse gear (23), a 4/reverse gear synchronizer (22), a 4-gear driven gear (21), a 5-gear driven gear (20), a 1/5-gear synchronizer (18) and a 1-gear driven gear (16) in a direction away from the engine (1).
3. Hybrid drive system according to claim 1, characterized in that the hubs of the 2/6 gear synchronizer (7) and the 3 gear synchronizer (9) are splined to the first output shaft (11);
the gear hub of the 1/5 gear synchronizer (18) and the gear hub of the 4/reverse gear synchronizer (22) are connected to the second output shaft (17) through a spline;
the gear hub of the 7-gear synchronizer (19) is fixed with the 5-gear driven gear (20).
4. The hybrid drive system of claim 1, wherein the 2-speed driven gear (6), the 2-speed drive gear (28), and the reverse gear (23) are co-planar gear sets, the 4/6-speed drive gear (27), the 4-speed driven gear (21), and the 6-speed driven gear (8) are co-planar gear sets, and the first main reduction gear (5), the second main reduction gear (24), and the differential ring gear (26) are co-planar gear sets.
5. Hybrid drive system according to claim 1, characterized in that both ends of the inner input shaft (15) and the outer input shaft (29) are rotatably supported on the transmission housing by means of bearings, both ends of the first output shaft (11) are rotatably supported on the transmission housing by means of bearings, and both ends of the second output shaft (17) are rotatably supported on the transmission housing by means of bearings.
6. The hybrid drive system of claim 1, wherein the seven-speed hybrid transmission has a seven-speed power transmission path of:
the clutch K1 (2) is closed, the 7-gear synchronizer (19) is combined with the 4-gear driven gear (21), the 2/6-gear synchronizer (7) is combined with the 6-gear driven gear (8), torque provided by the engine (1) and/or the motor (4) is transmitted to the 5-gear driving gear (12) on the inner input shaft (15) through the clutch K1 (2), the torque is transmitted to the 5-gear driven gear (20) and the 7-gear synchronizer (19) through the 5-gear driving gear (12), the torque is transmitted to the 4-gear driven gear (21) through the combination of the 7-gear synchronizer (19) and the 4-gear driven gear (21), the 4/6-gear driving gear (27) transmits the torque to the 6-gear driven gear (8), the torque is transmitted to the first main gear (5) on the first output shaft (11) through the combination of the 2/6-gear synchronizer (7) and the 6-gear driven gear (8), and the final power is output through the differential (25).
7. The hybrid drive system of claim 1, wherein the reverse power transmission path of the seven-speed hybrid transmission is:
the clutch K2 (30) is closed, the 4/reverse synchronizer (22) is combined with the reverse gear (23), torque provided by the engine (1) and/or the motor (4) is transmitted to the 2-gear driving gear (28) on the outer input shaft (29) through the clutch K2 (30), is transmitted to the 2-gear driven gear (6) through the 2-gear driving gear (28), is transmitted to the reverse gear (23) through the 2-gear driven gear (6), and is transmitted to the second main reducing gear (24) on the second output shaft (17) through the combination of the 4/reverse synchronizer (22) and the reverse gear (23), and is transmitted to the differential gear ring (26) through the differential gear (25) to finally output power.
8. Hybrid drive system according to claim 1, characterized in that the clutch K1 (2) is integrated with the clutch K2 (30) as a double clutch, which is arranged coaxially with the clutch K0 (3), one end of the clutch K0 (3) being fixedly connected with the rotor of the electric machine (4), the other end of the clutch K0 (3) being fixedly connected with the output shaft of the engine (1).
9. A vehicle comprising the hybrid drive system of any one of claims 1-8.
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