CN113619377A - Transmission system and vehicle with same - Google Patents
Transmission system and vehicle with same Download PDFInfo
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- CN113619377A CN113619377A CN202110873040.7A CN202110873040A CN113619377A CN 113619377 A CN113619377 A CN 113619377A CN 202110873040 A CN202110873040 A CN 202110873040A CN 113619377 A CN113619377 A CN 113619377A
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- clutch
- gear
- clutch shaft
- shaft
- transmission system
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- 230000005540 biological transmission Effects 0.000 title claims abstract description 94
- 230000007246 mechanism Effects 0.000 claims abstract description 3
- 230000009467 reduction Effects 0.000 claims description 23
- 238000001816 cooling Methods 0.000 claims description 9
- 230000009977 dual effect Effects 0.000 claims description 6
- 230000001050 lubricating effect Effects 0.000 claims description 5
- 239000010687 lubricating oil Substances 0.000 claims description 3
- 238000004519 manufacturing process Methods 0.000 abstract description 19
- 239000003921 oil Substances 0.000 description 10
- 238000013016 damping Methods 0.000 description 3
- 238000005461 lubrication Methods 0.000 description 3
- 239000000463 material Substances 0.000 description 2
- 238000010248 power generation Methods 0.000 description 2
- 230000001133 acceleration Effects 0.000 description 1
- 230000009471 action Effects 0.000 description 1
- 230000004075 alteration Effects 0.000 description 1
- 230000004323 axial length Effects 0.000 description 1
- 230000009286 beneficial effect Effects 0.000 description 1
- 230000009194 climbing Effects 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 238000009434 installation Methods 0.000 description 1
- 238000011031 large-scale manufacturing process Methods 0.000 description 1
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- 238000011084 recovery Methods 0.000 description 1
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- 238000006467 substitution reaction Methods 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
- B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
- B60K6/54—Transmission for changing ratio
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Hybrid Electric Vehicles (AREA)
- Arrangement Of Transmissions (AREA)
Abstract
The invention discloses a transmission system and a vehicle with the same, wherein the transmission system comprises: a first clutch shaft and a second clutch shaft; the crankshaft is in transmission connection with an engine and the first clutch shaft respectively; a first clutch provided at an end of the first clutch shaft; a second clutch provided at an end of the second clutch shaft; a differential in driving connection with the second clutch shaft; the motor is in transmission connection with the differential mechanism; the generator is in transmission connection with the first clutch shaft. The transmission system disclosed by the embodiment of the invention has the advantages of high production efficiency and the like.
Description
Technical Field
The invention relates to the technical field of vehicle engineering, in particular to a transmission system and a vehicle with the transmission system.
Background
In the hybrid transmission in the related art, the clutch is complicated to manufacture and install, and is not suitable for mass production.
Disclosure of Invention
The present invention is directed to solving at least one of the problems of the prior art. Therefore, the invention provides a transmission system which has the advantages of high production efficiency and the like.
The invention also provides a vehicle with the transmission system.
To achieve the above object, an embodiment according to a first aspect of the present invention proposes a transmission system including: a first clutch shaft and a second clutch shaft; the crankshaft is in transmission connection with an engine and the first clutch shaft respectively; a first clutch provided at an end of the first clutch shaft; a second clutch provided at an end of the second clutch shaft; a differential in driving connection with the second clutch shaft; the motor is in transmission connection with the differential mechanism; the generator is in transmission connection with the first clutch shaft.
The transmission system disclosed by the embodiment of the invention has the advantages of high production efficiency and the like.
In addition, the transmission system according to the above embodiment of the invention may also have the following additional technical features:
according to one embodiment of the invention, the transmission system further comprises: the first clutch shaft output gear and the first clutch are respectively positioned at two ends of the first clutch shaft, the first clutch shaft output gear is in transmission connection with the generator, and the first clutch shaft output gear is positioned at one end, far away from the engine, of the first clutch shaft; and the second clutch shaft output gear and the second clutch are respectively positioned at two ends of the second clutch shaft, the second clutch shaft output gear is in transmission connection with the differential, and the second clutch shaft output gear is positioned at one end, close to the engine, of the second clutch shaft.
According to one embodiment of the invention, the transmission system further comprises a second clutch shaft input gear, the first clutch having a first clutch gear, the second clutch having a second clutch gear, the first clutch gear meshing with the second clutch shaft input gear, the second clutch gear meshing with the first clutch shaft output gear.
According to one embodiment of the invention, the transmission system further comprises: an intermediate shaft; the intermediate shaft input gear is arranged on the intermediate shaft and is in transmission connection with the motor; an intermediate shaft output gear provided on the intermediate shaft; a main reduction gear meshed with the countershaft output gear and in driving connection with the differential.
According to one embodiment of the invention, the transmission system further comprises a torque limiting device, the crankshaft and the first clutch shaft being connected by the torque limiting device.
According to one embodiment of the invention, the torque limiting device comprises a single mass flywheel and a torque limiter integrated into one.
According to one embodiment of the invention, the power rating of the generator is less than the power rating of the electric machine.
According to one embodiment of the invention, the rated power of the generator is 50% -80% of the rated power of the motor.
According to one embodiment of the invention, the transmission system further comprises: a hydraulic control system for controlling the first clutch and the second clutch; a cooling and lubricating system for supplying lubricating oil to the transmission system; a dual motor controller for controlling the motor and the generator.
An embodiment according to a second aspect of the invention proposes a vehicle comprising a transmission system according to an embodiment of the first aspect of the invention.
According to the vehicle of the embodiment of the invention, by utilizing the transmission system according to the embodiment of the first aspect of the invention, the advantages of high production efficiency and the like are achieved.
Additional aspects and advantages of the invention will be set forth in part in the description which follows and, in part, will be obvious from the description, or may be learned by practice of the invention.
Drawings
The above and/or additional aspects and advantages of the present invention will become apparent and readily appreciated from the following description of the embodiments, taken in conjunction with the accompanying drawings of which:
fig. 1 is a schematic structural diagram of a transmission system according to an embodiment of the invention.
Reference numerals: the transmission system 1, the first clutch shaft 10, the first clutch shaft output gear 11, the second clutch shaft 20, the second clutch shaft output gear 21, the second clutch shaft input gear 22, the crankshaft 30, the torque limiting device 31, the first clutch 40, the first clutch gear 41, the second clutch 50, the second clutch gear 51, the differential 60, the final drive gear 61, the motor 70, the motor gear 71, the generator 80, the generator gear 81, the counter shaft 90, the counter shaft input gear 91, the counter shaft output gear 92, the hydraulic control system 101, the cooling and lubricating system 102, the dual-motor controller 103, and the engine 2.
Detailed Description
The present application is based on the discovery and recognition by the inventors of the following facts and problems:
in the hybrid transmission in the related art, the clutch is complicated to manufacture and install, and is not suitable for mass production.
Specifically, the hybrid transmission in the related art has a plurality of clutches, and the plurality of clutches need to be installed at different positions of the shaft, so that the manufacturing process and the assembly manner of the plurality of clutches are different, and the plurality of clutches are difficult to be applied to the same production line, thereby affecting the production efficiency in mass production.
In the hybrid transmission of the related art, the arrangement of the gear engaged with the differential affects the installation space of the driving motor, affects the rated power of the driving motor, and thus affects the upper limit of the power in the electric driving.
In addition, in the hybrid transmission in the related art, the engine crankshaft is directly connected to the transmission input shaft, and if the engine torque is too large, the normal operation of the subsequent hybrid power generation function of the transmission and the like is affected.
Reference will now be made in detail to embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to the same or similar elements or elements having the same or similar function throughout. The embodiments described below with reference to the accompanying drawings are illustrative only for the purpose of explaining the present invention, and are not to be construed as limiting the present invention.
In the description of the present invention, it is to be understood that the terms "central," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," "circumferential," and the like are used in the orientations and positional relationships indicated in the drawings for convenience in describing the invention and to simplify the description, and are not intended to indicate or imply that the referenced devices or elements must have a particular orientation, be constructed and operated in a particular orientation, and are therefore not to be considered limiting of the invention. Furthermore, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of the present invention, "a plurality" means two or more unless otherwise specified.
In the description of the present invention, it should be noted that, unless otherwise explicitly specified or limited, the terms "mounted," "connected," and "connected" are to be construed broadly, e.g., as meaning either a fixed connection, a removable connection, or an integral connection; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meanings of the above terms in the present invention can be understood in specific cases to those skilled in the art.
A transmission system 1 according to an embodiment of the invention is described below with reference to the drawings.
As shown in fig. 1, a transmission system 1 according to an embodiment of the present invention includes a first clutch shaft 10, a second clutch shaft 20, a crankshaft 30, a first clutch 40, a second clutch 50, a differential 60, a motor 70, and a generator 80.
The crankshaft 30 is drivingly connected to the engine 2 and the first clutch shaft 10, respectively. The first clutch 40 is provided at an end of the first clutch shaft 10. The second clutch 50 is provided at an end of the second clutch shaft 20. The differential 60 is in driving connection with the second clutch shaft 20. The motor 70 is drivingly connected to the differential 60. The generator 80 is in driving connection with the first clutch shaft 10.
According to the transmission system 1 of the embodiment of the present invention, the first clutch 40 is provided at the end of the first clutch shaft 10, and the second clutch 50 is provided at the end of the second clutch shaft 20, whereby the clutches of the transmission system 1 can be all provided at the ends of the shafts. Compared with the speed changers with different manufacturing and mounting modes in the clutch in the related art, the first clutch 40 and the second clutch 50 can adopt the same manufacturing and mounting process and the same production line, so that the mass production of the speed changer system 1 is facilitated, and the production efficiency of the speed changer system 1 is improved.
Therefore, the transmission system 1 according to the embodiment of the invention has advantages such as high production efficiency.
A transmission system 1 according to a specific embodiment of the present invention is described below with reference to the drawings.
In some specific embodiments of the present invention, as shown in fig. 1, a transmission system 1 according to an embodiment of the present invention includes a first clutch shaft 10, a second clutch shaft 20, a crankshaft 30, a first clutch 40, a second clutch 50, a differential 60, a motor 70, and a generator 80.
Specifically, the transmission system 1 may further include more clutches, such as a third clutch, a fourth clutch, and … …, to realize a multi-gear hybrid power transmission, which may be set by those skilled in the art according to actual needs.
Advantageously, as shown in fig. 1, the transmission system 1 further includes a first clutch shaft output gear 11, the first clutch shaft output gear 11 and the first clutch 40 are respectively located at two ends of the second clutch shaft 20, the first clutch shaft output gear 11 is in transmission connection with the generator 80, and the first clutch shaft output gear 11 is located at one end of the first clutch shaft 10 far away from the engine 2. The second clutch shaft output gear 21 and the second clutch 50 are respectively located at two ends of the second clutch shaft 20, the second clutch shaft output gear 21 is in transmission connection with the differential 60, and the second clutch shaft output gear 21 is located at one end of the second clutch shaft 20 close to the engine 2. Specifically, the second clutch 50 is closer to the motor 70 than the first clutch 40. Therefore, the output gear 21 of the second clutch shaft in transmission connection with the differential 60 is moved to the end, close to the engine 2, of the second clutch shaft 20, which is beneficial to shortening the axial length of the associated gear on one side of the motor 70, leaving a larger axial space for the motor 70, facilitating the increase of the volume of the motor 70 and facilitating the increase of the driving power of the motor 70.
In addition, the arrangement and transmission of the first clutch 40 and the second clutch 50 can be conveniently realized by reversely arranging the structure on the first clutch shaft 10 and the structure on the second clutch shaft 20, the space in the transmission system 1 is reasonably utilized, and the space utilization rate of the transmission system 1 is improved.
More advantageously, as shown in fig. 1, the transmission system 1 further includes a second clutch shaft output gear 21, the first clutch 40 has a first clutch gear 41, the second clutch 50 has a second clutch gear 51, the first clutch gear 41 is engaged with the second clutch shaft input gear 22, and the second clutch gear 51 is engaged with the first clutch shaft output gear 11. This enables a driving connection of the first clutch 40 and the second clutch 50.
Specifically, the first clutch 40 and the second clutch 50 may each include an inner hub and an outer hub, the outer hub of the first clutch 40 is connected to the first clutch shaft 10 and the inner hub is connected to the first clutch gear 41, the outer hub of the second clutch 50 is connected to the second clutch shaft 20 and the inner hub is connected to the second clutch gear 51. When the inner hub and the outer hub of the first clutch 40 are coupled, the first clutch gear 41 rotates together with the first clutch shaft 10, and when the inner hub and the outer hub of the second clutch 50 are coupled, the second clutch gear 51 rotates together with the second clutch shaft 20.
Fig. 1 shows a transmission system 1 according to one specific example of the invention. As shown in fig. 1, the transmission system 1 further includes an intermediate shaft 90, an intermediate shaft input gear 91, an intermediate shaft output gear 92, and a final reduction gear 61. The intermediate shaft input gear 91 is arranged on the intermediate shaft 90 and is in transmission connection with the motor 70. A countershaft output gear 92 is provided on countershaft 90. The final drive gear 61 meshes with the countershaft output gear 92 and is drivingly connected to the differential 60. Therefore, the transmission connection between the motor 70 and the differential 60 can be realized conveniently, the arrangement flexibility of the transmission system 1 is improved, and the space utilization rate of the transmission system 1 is improved.
Specifically, the transmission system 1 further includes a damper, and an arc spring is installed inside the damper, so as to attenuate torque and rotational speed vibration transmitted from the engine 2, but the transmission system 1 cannot be completely protected, and the damping effect is poor when the torque of the engine 2 is too large.
Specifically, as shown in fig. 1, the transmission system 1 further includes a torque limiting device 31, and the crankshaft 30 and the first clutch shaft 10 are connected through the torque limiting device 31. In this way, the torque limiter 31 can limit the relative torque between the crankshaft 30 and the first clutch shaft 10, limit the output torque of the engine 2 within a required range, reduce the torsional vibration of the engine, and avoid the influence of excessive torque on the normal operation of the subsequent hybrid power generation and other functions.
More specifically, the torque limiting device 31 includes a single-mass flywheel and a torque limiter integrated together. Specifically, the torque limiter is connected to the single mass flywheel through bolts. The torque limiter comprises a disc spring, a friction plate, a driving pressure plate and a driven pressure plate, the driven pressure plate is connected with an arc spring for damping, the pre-pressure of the disc spring can enable friction transmission to be generated among the friction plate, the driving pressure plate and the driven pressure plate, the engine 2 is connected with the driving pressure plate, the second clutch shaft 20 is connected with the driven pressure plate, when the torque exceeds the limit of the friction transmission, the torque is limited by slipping, overload protection is carried out on a shaft tooth structure of the transmission system 1, and if the torque does not exceed the limit, the damper can normally play a damping role.
Through a great deal of research, the inventor of the application finds that the design and the type of the motor are selected, the battery capacity can be maintained to a certain extent under the condition that the continuous long distance running is realized under the condition that the average power consumption of the vehicle per hundred kilometers is 15KW and the rated power of the generator is greater than the average power consumed by the running of the vehicle. A generator with the rated power of 20-30 KW is selected to supply power to the motor, and meanwhile, the electric quantity of the battery can be supplemented, and the electric quantity of the battery is improved to be more than 60%. Thus, sufficient power reserve is provided, and high-performance speed increase can be ensured. The range-extended generator only needs to be near rated power, quiet and high-efficiency operation is achieved, and therefore only a high-efficiency area needs to be concentrated in a small range.
The design and the model selection of the driving motor are realized, and because an electric driving system is not matched with a multi-gear transmission by the traditional power, only single-gear speed reduction is realized, and the rotating speed of the driving motor reaches more than 10000rpm under the condition of meeting the highest speed requirement, the speed regulation range of the driving motor is required to be wide; in order to meet the requirements of short-time acceleration performance and climbing performance of the whole vehicle, the backup power is required to be higher, and the peak power of a driving motor is generally required to be more than 100 kW. The driving motor needs to realize the functions of reversing and backing a car and recovering braking energy, bears alternating impact load, and has enough strength due to structural design. In order to ensure the endurance mileage of the whole vehicle and the low power consumption and low oil consumption indexes, the driving motor has very wide efficiency in a wider rotating speed and torque range.
Advantageously, the power rating of the generator 80 is less than the power rating of the motor 70. Therefore, the hybrid system can save oil and reduce consumption, simplify the structure, reduce the cost, improve the system reliability and is suitable for large-scale production.
Specifically, the volume of the generator 80 is smaller than the volume of the motor 70. This may facilitate a power rating of the generator 80 that is less than a power rating of the motor 70.
Optionally, the power rating of the generator 80 is 50% -80% of the power rating of the motor 70. This may allow for a more reasonable power ratio between the generator 80 and the electric machine 70, improving the performance of the transmission system 1.
Fig. 1 shows a transmission system 1 according to one specific example of the invention. As shown in fig. 1, the transmission system 1 further includes a hydraulic control system 101, a cooling and lubricating system 102, and a dual motor controller 103. The hydraulic control system 101 is used to control the first clutch 40 and the second clutch 50. The cooling and lubricating system 102 is used to supply lubricating oil to the transmission system 1. The dual motor controller 103 is used to control the motor 70 and the generator 80.
It will be appreciated by those skilled in the art that the motor 70 and generator 80 may be switched between generating and providing power by controlling the operating state of the motor 70 and generator 80.
Specifically, the hydraulic control system 101 is used to control the first clutch 40 and the second clutch 50 to perform an engaging/disengaging action, so as to achieve two-speed transmission in both the direct-drive and the hybrid modes of the engine 2. The cooling and lubrication system 102 is used to provide oil required for cooling and lubrication of the motor 70, the engine 2, the first clutch 40, the second clutch 50, and associated bearings. The dual motor controller 103 is used to control the motor 70 and the generator 80 to achieve the desired speed and torque output in different modes.
Further, the hydraulic control system 101 integrates an oil filter, a mechanical oil pump, a main oil passage control valve, a main oil passage clutch valve, a clutch solenoid valve, and the like. The cooling and lubrication system 102 integrates components such as an oil suction filter, an electric oil pump, an oil cooler, a pressure filter, and a bypass valve. The dual motor controller 103 integrates a high voltage input unit, a low voltage input unit, a signal control unit, a cooling unit, and the like.
The motor 70 can realize transmission by the engagement of a motor gear 71 arranged on a motor shaft thereof with an intermediate shaft input gear 91. The generator 80 can be driven by engagement of a generator gear 81 provided on its generator shaft with the first clutch shaft output gear 11. The differential 60 may include a left side gear, a right side gear, and planetary gears.
The second clutch shaft 20 is mounted on the chassis of the vehicle by bolts and is connected with the vehicle control unit by a plurality of wiring harnesses with plug connectors.
The different operating modes of the transmission system 1 according to the embodiment of the invention are described below with reference to the drawings.
Pure electric drive mode: the motor 70 transmits power to the left side gear and the right side gear of the differential 60 through a motor shaft of the motor 70, a motor gear 71, a counter input gear 91, a counter shaft 90, a counter output gear 92, a main reduction gear 61, and a planetary gear of the differential 60, respectively.
Series mode: the engine 2 transmits power to the generator 80 via the crankshaft 30, the torque limiter 31, the first clutch shaft 10, the first clutch shaft output gear 11, the generator gear 81, and a generator shaft of the generator 80, and generates power for the generator 80. The motor 70 transmits power to the left side gear and the right side gear of the differential 60 through a motor shaft of the motor 70, a motor gear 71, a counter input gear 91, a counter shaft 90, a counter output gear 92, a main reduction gear 61, and a planetary gear of the differential 60, respectively.
And (3) generating mode: the engine 2 transmits power to the generator 80 via the crankshaft 30, the torque limiter 31, the first clutch shaft 10, the first clutch shaft output gear 11, the generator gear 81, and the generator shaft of the generator 80, generates power for the generator 80, and charges the power battery.
The engine directly drives mode first gear: the first clutch shaft 10 is coupled, and the engine 2 transmits power to the left side gear and the right side gear of the differential 60 via the crankshaft 30, the torque limiter device 31, the first clutch shaft 10, the first clutch 40, the first clutch gear 41, the second clutch shaft input gear 22, the second clutch shaft 20, the second clutch shaft output gear 21, the main reduction gear 61, and the planetary gears of the differential 60, respectively.
The engine direct drive mode has a second gear: the second clutch 50 is engaged, and the engine 2 transmits power to the left side gear and the right side gear of the differential 60 via the crankshaft 30, the torque limiter device 31, the first clutch shaft 10, the first clutch shaft output gear 11, the second clutch gear 51, the second clutch 50, the second clutch shaft 20, the second clutch shaft output gear 21, the main reduction gear 61, and the planetary gears of the differential 60, respectively.
Hybrid drive mode first gear: the first clutch 40 is engaged, and the engine 2 transmits power to the main reduction gear 61 through the crankshaft 30, the torque limiter 31, the first clutch shaft 10, the first clutch 40, the first clutch gear 41, the second clutch shaft input gear 22, the second clutch shaft 20, and the second clutch shaft output gear 21; the motor 70 transmits power to the main reduction gear 61 through a motor shaft of the motor 70, the motor gear 71, the intermediate shaft input gear 91 and the intermediate shaft output gear 92, both the two paths of power are transmitted to the main reduction gear 61 and further transmitted to the planetary gear of the differential 60, and the power is transmitted to the left side gear and the right side gear of the differential 60 respectively.
Hybrid drive boost mode first gear: the first clutch 40 is engaged, and the engine 2 transmits power to the main reduction gear 61 through the crankshaft 30, the torque limiter 31, the first clutch shaft 10, the first clutch 40, the first clutch gear 41, the second clutch shaft input gear 22, the second clutch shaft 20, and the second clutch shaft output gear 21; the motor 70 passes through a motor shaft of the motor 70, a motor gear 71, an intermediate shaft input gear 91, an intermediate shaft 90 and an intermediate shaft output gear 92 to the main reduction gear 61; the generator 80 passes through a generator shaft of the generator 80, a generator gear 81, a first clutch shaft output gear 11, a first clutch shaft 10, a first clutch 40, a first clutch gear 41, a second clutch shaft input gear 22, a second clutch shaft 20, a second clutch shaft output gear 21 to the main reduction gear 61; the three paths of power are all transmitted to the main reduction gear 61 and further transmitted to the planetary gear of the differential 60, and the power is transmitted to the left half shaft gear and the right half shaft gear of the differential 60 respectively.
The hybrid drive mode has two gears: the second clutch 50 is engaged, the engine 2 is driven to the main reduction gear 61 through the crankshaft 30, the torque limiter device 31, the first clutch shaft 10, the first clutch shaft output gear 11, the second clutch gear 51, the second clutch 50, the second clutch shaft 20, the second clutch shaft output gear 21, and the motor 70 is driven to the main reduction gear 61 through the motor shaft of the motor 70, the motor gear 71, the counter shaft input gear 91, the counter shaft 90, and the counter shaft output gear 92, and both the powers are transmitted to the main reduction gear 61 and further to the planetary gears of the differential 60, and the powers are transmitted to the left side gear and the right side gear of the differential 60, respectively.
The hybrid drive mode has two gears: the second clutch 50 is engaged, and the engine 2 is connected to the main reduction gear 61 through the crankshaft 30, the torque limiter 31, the first clutch shaft 10, the first clutch shaft output gear 11, the second clutch gear 51, the second clutch 50, the second clutch shaft 20, and the second clutch shaft output gear 21; the motor 70 passes through a motor shaft of the motor 70, a motor gear 71, an intermediate shaft input gear 91, an intermediate shaft 90 and an intermediate shaft output gear 92 to the main reduction gear 61; the generator 80 passes through the generator shaft of the generator 80, the generator gear 81, the first clutch shaft output gear 11, the second clutch gear 51, the second clutch 50, the second clutch shaft 20, the second clutch shaft output gear 21 to the main reduction gear 61; both the two powers are transmitted to the main reduction gear 61 and further to the planetary gears of the differential 60, transmitting the powers to the left and right side gears of the differential 60, respectively.
A braking capability recovery mode: the power is transmitted to the motor 70 through the left and right side gears of the differential 60, the planetary gears of the differential 60, the main reduction gear 61, the intermediate shaft output gear 92, the intermediate shaft 90, the intermediate shaft input gear 91, the motor gear 71, and the motor shaft of the motor 70, so that the motor 70 generates power and charges the power battery.
A vehicle according to an embodiment of the invention is described below. The vehicle according to the embodiment of the invention includes the transmission system 1 according to the above-described embodiment of the invention.
The vehicle according to the embodiment of the invention has the advantages of high production efficiency and the like by using the transmission system 1 according to the above-described embodiment of the invention.
Other configurations and operations of vehicles according to embodiments of the present invention are known to those of ordinary skill in the art and will not be described in detail herein.
In the description herein, references to the description of the term "one embodiment," "some embodiments," "an illustrative embodiment," "an example," "a specific example," or "some examples" or the like mean that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the invention. In this specification, the schematic representations of the terms used above do not necessarily refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.
While embodiments of the invention have been shown and described, it will be understood by those of ordinary skill in the art that: various changes, modifications, substitutions and alterations can be made to the embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the claims and their equivalents.
Claims (10)
1. A transmission system, comprising:
a first clutch shaft and a second clutch shaft;
the crankshaft is in transmission connection with an engine and the first clutch shaft respectively;
a first clutch provided at an end of the first clutch shaft;
a second clutch provided at an end of the second clutch shaft;
a differential in driving connection with the second clutch shaft;
the motor is in transmission connection with the differential mechanism;
the generator is in transmission connection with the first clutch shaft.
2. The transmission system of claim 1, further comprising:
the first clutch shaft output gear and the first clutch are respectively positioned at two ends of the first clutch shaft, the first clutch shaft output gear is in transmission connection with the generator, and the first clutch shaft output gear is positioned at one end, far away from the engine, of the first clutch shaft;
and the second clutch shaft output gear and the second clutch are respectively positioned at two ends of the second clutch shaft, the second clutch shaft output gear is in transmission connection with the differential, and the second clutch shaft output gear is positioned at one end, close to the engine, of the second clutch shaft.
3. The transmission system of claim 2, further comprising a second clutch shaft input gear, the first clutch having a first clutch gear, the second clutch having a second clutch gear, the first clutch gear meshing with the second clutch shaft input gear, the second clutch gear meshing with the first clutch shaft output gear.
4. The transmission system of claim 1, further comprising:
an intermediate shaft;
the intermediate shaft input gear is arranged on the intermediate shaft and is in transmission connection with the motor;
an intermediate shaft output gear provided on the intermediate shaft;
a main reduction gear meshed with the countershaft output gear and in driving connection with the differential.
5. The transmission system of claim 1, further comprising a torque limiting device, the crankshaft and the first clutch shaft being connected by the torque limiting device.
6. A transmission system as recited in claim 5, wherein the torque limiting device comprises an integrated single mass flywheel and torque limiter.
7. A transmission system as recited in claim 1, wherein the power rating of the generator is less than the power rating of the electric machine.
8. A transmission system as claimed in claim 7, characterised in that the generator is rated at 50-80% of the rated power of the electric machine.
9. The transmission system of claim 1, further comprising:
a hydraulic control system for controlling the first clutch and the second clutch;
a cooling and lubricating system for supplying lubricating oil to the transmission system;
a dual motor controller for controlling the motor and the generator.
10. A vehicle, characterized by comprising a transmission system according to any one of claims 1-9.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110873040.7A CN113619377A (en) | 2021-07-30 | 2021-07-30 | Transmission system and vehicle with same |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110873040.7A CN113619377A (en) | 2021-07-30 | 2021-07-30 | Transmission system and vehicle with same |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN113619377A true CN113619377A (en) | 2021-11-09 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202110873040.7A Pending CN113619377A (en) | 2021-07-30 | 2021-07-30 | Transmission system and vehicle with same |
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| CN (1) | CN113619377A (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
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| CN114194020A (en) * | 2021-12-15 | 2022-03-18 | 奇瑞汽车股份有限公司 | Hybrid power system and vehicle |
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| CN112824123A (en) * | 2019-11-20 | 2021-05-21 | 广州汽车集团股份有限公司 | Dual-motor electromechanical coupling system and vehicle |
| CN215850721U (en) * | 2021-07-30 | 2022-02-18 | 北京海纳川汽车部件股份有限公司 | Transmission system and vehicle with same |
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| CN111055672A (en) * | 2018-10-16 | 2020-04-24 | 广州汽车集团股份有限公司 | Two keep off hybrid coupling system and vehicle |
| CN112277619A (en) * | 2019-07-24 | 2021-01-29 | 广州汽车集团股份有限公司 | Two grades of hybrid coupling systems and vehicle |
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| CN114194020A (en) * | 2021-12-15 | 2022-03-18 | 奇瑞汽车股份有限公司 | Hybrid power system and vehicle |
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