CN114274757A - Multi-gear high-efficiency hybrid power driving system - Google Patents
Multi-gear high-efficiency hybrid power driving system Download PDFInfo
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- CN114274757A CN114274757A CN202111637943.1A CN202111637943A CN114274757A CN 114274757 A CN114274757 A CN 114274757A CN 202111637943 A CN202111637943 A CN 202111637943A CN 114274757 A CN114274757 A CN 114274757A
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Abstract
The invention relates to a multi-gear high-efficiency hybrid power driving system which comprises an input shaft, an output shaft, an engine, a first driving motor, a multi-gear transmission assembly, a differential assembly and a second driving motor, wherein the engine is in transmission connection with the input shaft through a clutch, the first driving motor is in transmission connection with the input shaft, the multi-gear transmission assembly is arranged between the input shaft and the output shaft, the differential assembly is in transmission connection with the output shaft, and the second driving motor is in transmission connection with the differential assembly. Compared with the prior art, the engine and the first driving motor in the invention partially adopt a multi-gear mode, the second driving motor adopts a single-gear mode, the parallel connection of three power sources can be realized through double motors and the engine to simultaneously output power, the power performance is strong, the gear transmission chain is short, the efficiency is high, the structure of the transmission is simple, the space arrangement is compact, the mode switching and the gear switching can both realize unpowered interruption, and the cost advantage is obvious.
Description
Technical Field
The invention belongs to the technical field of new energy vehicles, and relates to a multi-gear high-efficiency hybrid power driving system.
Background
A hybrid vehicle is a vehicle that uses multiple energy sources, typically a conventional engine (ICE) using liquid fuel and an electric motor driven vehicle using electric energy. Hybrid vehicles may operate in a variety of drive modes, however, have limited battery capacity and rely primarily on engine combustion to provide power. The double-motor P1+ P3 hybrid is one of the mainstream schemes of the current hybrid power structure, such as IMMD in Honda and THS system for power splitting in Toyota. As shown in FIG. 1, a Toyota THS hybrid system is composed of a transmission composed of two rows of planetary mechanisms, a generator, a driving motor, an output shaft, a differential assembly and other components. The generator and the engine are respectively arranged on the sun gear and the planet carrier of the planet row to realize power division, and the driving motor and the other planet mechanism realize speed ratio amplification. The hybrid power system can perform engine power splitting and drive the motor independently. The hybrid scheme has a fixed speed ratio except electric driving, and the engine and the generator form an electronic stepless speed change, so that the engine can be driven at a fixed point and efficiently, the working efficiency is improved, and the fuel consumption of the vehicle is good.
However, the scheme adopts a pure power splitting method, so that the engine can only output power in a power splitting mode without torque amplification, and the power output cannot be amplified, thereby influencing the power acceleration of the vehicle. And when the vehicle runs at a high speed, part of the power of the engine also needs to be shunted to a driving motor or a battery through the generator, so that extra energy loss is generated, and the fuel consumption of the vehicle is deteriorated. And adopt single P3 motor drive vehicle, lead to motor design power and design moment of torsion all great, cost and space requirement are higher. Meanwhile, under the working conditions of high-speed direct drive and the like, the drag torque of the P3 motor is large, and the consumed energy is high.
Disclosure of Invention
The invention aims to provide a multi-gear high-efficiency hybrid power driving system.
The purpose of the invention can be realized by the following technical scheme:
a multi-gear high-efficiency hybrid power driving system comprises an input shaft, an output shaft, an engine and a first driving motor which are in transmission connection with the input shaft, a multi-gear transmission assembly arranged between the input shaft and the output shaft, a differential assembly in transmission connection with the output shaft, and a second driving motor in transmission connection with the differential assembly.
Furthermore, the engine is in transmission connection with the input shaft through a clutch, the clutch comprises a plurality of transmission sheets and friction sheets which are mutually staggered and stacked and provided with gaps, and a pushing piston which is used for applying pressure to the outermost transmission sheet to enable the plurality of staggered transmission sheets and the plurality of staggered friction sheets to be sequentially attached to each other;
the transmission piece is in transmission connection with the output end of the engine, and the friction piece is in transmission connection with the input shaft.
Furthermore, a transmission gear is connected to the output end of the engine in a transmission manner, a clutch accommodating ring groove is formed in the side surface of the transmission gear, and a clutch matching seat extending into the clutch accommodating ring groove is arranged on the side wall of the input shaft;
the transmission piece is fixedly connected with the side wall of the clutch accommodating ring groove, and the friction piece is fixedly connected with the clutch matching seat.
Furthermore, the system also comprises a transmission gear seat for supporting the transmission gear, and the pushing piston is arranged on the transmission gear seat;
the clutch accommodating ring groove is characterized in that a through hole is formed in the bottom of the clutch accommodating ring groove, a push rod is connected to the movable end of the push piston in a sliding mode and can penetrate through the through hole under the pushing action of the push piston and abut against the outermost transmission piece.
One end of the push rod is a butt end used for being abutted to the transmission piece, the other end of the push rod is provided with a sliding contact ring which is coaxial with the transmission gear, and the movable end of the push piston is connected with the sliding contact ring in a sliding mode.
Furthermore, the push rod is provided with a reset extension part which extends along the radial direction of the transmission gear, and a clutch reset elastic part is arranged between the reset extension part and the transmission gear.
Furthermore, the clutch return elastic piece is a hydraulic spring.
Furthermore, a release mechanism is arranged between the differential assembly and the output end of the second driving motor, and comprises a release ring seat in transmission connection with the output end of the second driving motor, a release ring groove surrounding the release ring seat and in transmission connection with the differential assembly, and a plurality of balls arranged along the circumferential direction and arranged between the release ring seat and the release ring groove;
the outer side wall of the release ring seat is provided with a smooth ring platform and a ball fixing seat in parallel along the axial direction, and the ball fixing seat comprises a plurality of ball fixing grooves which are distributed on the release ring seat along the circumferential direction; throw off the inside wall of annular on along circumference laid a plurality of ball sliding grooves, the bottom of ball sliding groove outwards slope the setting for
When the ball is embedded between the ball fixing groove and the ball sliding groove, the release ring seat is in transmission connection with the release ring groove; under centrifugal action, when the balls move outwards along the ball sliding grooves, the balls can move from the ball fixing grooves to the smooth ring table, and the disengagement ring seat and the disengagement ring groove are disengaged from transmission connection.
Furthermore, relative to the ball fixing seat, the smooth annular table is arranged on one side close to the bottom of the disengaging annular groove; the disengaging mechanism further comprises a disengaging reset piece used for pushing the balls from the smooth ring table to the ball fixing groove, the disengaging reset piece comprises a disengaging reset elastic piece and a butting piece, the disengaging reset elastic piece is arranged along the axial direction, one end of the disengaging reset elastic piece is abutted to the bottom of the disengaging ring groove, and two ends of the disengaging reset elastic piece are respectively abutted to the disengaging reset elastic piece and the disengaging reset elastic piece.
Alternatively, the present invention may employ a synchronizer or dog tooth clutch as the disengagement mechanism.
Furthermore, the multi-gear transmission assembly comprises a plurality of gear driving gears arranged on the input shaft, a plurality of corresponding gear driven gears arranged on the output shaft, and a gear synchronizer arranged on the input shaft and matched with the corresponding gear driving gears or arranged on the output shaft and matched with the corresponding gear driven gears.
Further, a first motor driving gear is in transmission connection with the first driving motor; the first motor driving gear is in transmission connection with the transmission gear or the gear driving gear.
Furthermore, the gear synchronizer is replaced by a dog gear clutch, that is, the multi-gear transmission assembly comprises a plurality of gear driving gears arranged on the input shaft, a plurality of corresponding gear driven gears arranged on the output shaft, and a dog gear clutch arranged on the input shaft and adapted to the corresponding gear driving gears or arranged on the output shaft and adapted to the corresponding gear driven gears.
Preferably, the shaft assembly such as the input shaft, the output shaft and the second motor intermediate shaft is supported by a thrust bearing.
Compared with the prior art, the invention has the following characteristics:
1) the engine and the first driving motor part adopt a multi-gear mode, the second driving motor adopts a single-gear mode, the parallel connection of three power sources can be realized through double motors and the engine to simultaneously output power, the power performance is strong, the gear transmission chain is short, the efficiency is high, the structure of the transmission is simple, the space arrangement is compact, the mode switching and the gear switching can both realize unpowered interruption, and the cost advantage is obvious;
2) the clutch and the release mechanism are arranged in the gear and synchronously rotate with the gear, and meanwhile, a thrust bearing and a high-pressure piston scheme are adopted, so that the space is saved, the leakage loss is reduced, and the carrying performance and the system efficiency are improved;
3) the invention provides a mechanical high-efficiency release mechanism, which utilizes centrifugal force generated by high-speed rotation to control combination and separation, can obtain the effect of timely releasing transmission compared with a release mechanism adopting a synchronizer or a dog-tooth clutch, and has simpler and more reliable structure.
Drawings
FIG. 1 is a schematic diagram of a Toyota THS hybrid system;
FIG. 2 and FIG. 3 are schematic structural diagrams of a multi-gear high-efficiency hybrid power-driven system in the embodiment 1;
FIG. 4 is an enlarged view of a portion of FIG. 3 at A;
FIG. 5 is an enlarged view of a portion of FIG. 3 at B; the upper part is a structural schematic diagram of the release mechanism in a transmission state, and the lower part is a structural schematic diagram of the release mechanism in a release state;
FIG. 6 is a schematic view of the release mechanism in the drive state;
FIG. 7 is a schematic view of the release mechanism in a semi-released state;
FIG. 8 is a schematic view of the release mechanism in a released condition;
FIG. 9 is a schematic structural diagram of a multi-speed high-efficiency hybrid drive system according to embodiment 2;
FIG. 10 is a schematic structural diagram of a multi-speed high-efficiency hybrid drive system according to embodiment 3;
FIG. 11 is a schematic structural diagram of a multi-speed high efficiency hybrid drive system according to embodiment 4;
FIG. 12 is a schematic structural diagram of a multi-speed high efficiency hybrid drive system according to embodiment 5;
the notation in the figure is:
1-engine, 2-torque limiter, 3-transmission gear, 301-clutch accommodating ring groove, 4-first motor driving gear, 5-first driving motor, 6-2 gear driving gear, 7-1 gear driving gear, 8-3 gear driving gear, 9-2 gear synchronizer, 10-2 gear driven gear, 11-1 gear driven gear, 12-1/3 gear synchronizer, 13-3 gear driven gear, 14-main reducing gear, 15-differential assembly, 16-second motor intermediate shaft, 17-output shaft, 18-second driving motor, 19-second motor driving gear, 20-clutch, 2001-driving plate, 2002-friction plate, 2003-pushing piston, 2004-pushing rod, 2005-clutch resetting elastic component, 21-input shaft, 2101-clutch matching seat, 22-disengaging mechanism, 2201-disengaging ring seat, 2202-disengaging ring groove, 2203-ball, 2204-smooth ring table, 2205-ball fixing groove, 2206-ball sliding groove, 2207-abutting part, 2208-disengaging reset elastic part, 23-transmission gear seat and 24-auxiliary transmission gear.
Detailed Description
The invention is described in detail below with reference to the figures and specific embodiments. The present embodiment is implemented on the premise of the technical solution of the present invention, and a detailed implementation manner and a specific operation process are given, but the scope of the present invention is not limited to the following embodiments.
Example 1:
as shown in fig. 2 and fig. 3, the multi-gear high-efficiency hybrid power driving system includes an input shaft 21 and an output shaft 17, a transmission gear 3 in transmission connection with the input shaft 21 through a clutch 20, a first driving motor 5 and an engine 1 in transmission connection with the transmission gear 3, a multi-gear transmission assembly disposed between the input shaft 21 and the output shaft 17, a main reduction gear 14 disposed on the output shaft 17, a differential assembly 15 in transmission connection with the main reduction gear 14, and a second driving motor 18 in transmission connection with the differential assembly 15.
As shown in fig. 4, the clutch 20 includes a plurality of transmission plates 2001 and friction plates 2002 stacked alternately with each other, and an urging piston 2003. The transmission plate 2001 and the friction plate 2002 are both annular plates, and a gap is formed between the adjacent transmission plate 2001 and the friction plate 2002, so that the transmission effect between the transmission gear 3 and the input shaft 21 does not exist in a normal state; pushing the piston 2003 presses the outermost drive webs 2001 to remove the gap and maintain good contact between the drive webs 2001 and the friction plates 2002, thereby producing a drive effect.
The output end of the engine 1 is connected with a torque limiter 2 and is in transmission connection with a transmission gear 3 through the torque limiter 2. A clutch accommodating ring groove 301 is formed in the side face of the transmission gear 3, and a clutch matching seat 2101 extending into the clutch accommodating ring groove 301 is arranged on the input shaft 21; the transmission plate 2001 is fixedly connected with the side wall of the clutch accommodating ring groove 301, the friction plate 2002 is fixedly connected with the clutch matching seat 2101, the transmission plate 2001 is further in transmission connection with the output end of the engine 1, and the friction plate 2002 is in transmission connection with the input shaft 21.
Moreover, the present embodiment further includes a transmission gear seat 23 for supporting the transmission gear 3, and the push piston 2003 is provided in plurality and distributed on the transmission gear seat 23; a plurality of through holes are formed in the bottom of the clutch accommodating ring groove 301, a push rod 2004 is movably arranged in each through hole, one end of each push rod 2004 points to the transmission piece 2001 on the outermost side, and a sliding contact ring connected with the end parts of the rest push rods 2004 is arranged at the other end of each push rod 2004 and is in sliding contact with and in transmission connection with a push piston 2003 through the sliding contact ring; and the sliding contact ring is used as a reset extension part extending inwards along the radial direction at the end part of the push rod 2004, and a clutch reset elastic part 2005 is also arranged between the sliding contact ring and the transmission gear 3.
When the plurality of pushing pistons 2003 synchronously push the sliding contact rings to make the ends of the pushing rods 2004 abut against the outermost transmission plates 2001, the overlapped transmission plates 2001 and the friction plates 2002 are pressed, the gap is eliminated and the friction plates 2002 and the transmission plates 2001 are in contact, so that the power generated by the engine 1 is transmitted to the input shaft 21; when the pushing piston 2003 loses the pushing force on the sliding contact ring, the pushing rod 2004 retracts and returns under the elastic action of the clutch return elastic member 2005, the transmission piece 2001 is separated from the friction plate 2002, and the transmission effect between the input shaft 21 and the engine 1 is lost.
Specifically, the clutch return elastic member 2005 in this embodiment is a hydraulic spring. In addition, a clutch stopper is further provided on a side wall of the clutch accommodating ring groove 301, so that the transmission plate 2001 and the friction plate 2002, which are overlapped, can be clamped between the push rod 2004 and the clutch stopper.
As shown in fig. 2 and 3, a first motor driving gear 4 meshed with the transmission gear 3 is connected to an output end of the first driving motor 5. The multi-gear transmission assembly comprises a 2-gear driving gear 6, a 1-gear driving gear 7 and a 3-gear driving gear 8 which are sequentially arranged on an input shaft 21, a 2-gear driven gear 10, a 1-gear driven gear 11 and a 3-gear driven gear 13 which are correspondingly arranged on an output shaft 17, a 2-gear synchronizer 9 which is arranged on the output shaft 17 and matched with the 2-gear driven gear 10, and an 1/3-gear synchronizer 12 which is arranged between the 1-gear driven gear 11 and the 3-gear driven gear 13 and matched with the same. The clutch fitting 2101 is axially extended and disposed on the 3-gear driving gear 8.
A second motor driving gear 19 is connected to the output end of the second driving motor 18 in a transmission manner, a second motor intermediate shaft 16 is further arranged between the differential assembly 15 and the second driving motor 18, and a first driven wheel in transmission connection with the second motor driving gear 19 and a second driven wheel in transmission connection with the differential assembly 15 are arranged on the second motor intermediate shaft 16. The second driving motor 18 is in transmission connection with the differential assembly 15 through a second motor driving gear 19, a first driven wheel, a second motor intermediate shaft 16 and a second driven wheel in sequence.
As shown in fig. 5, a release mechanism 22 is further disposed between the output end of the second driving motor 18 and the second motor driving gear 19, and the release mechanism 22 includes a release ring seat 2201 connected to the output end of the second driving motor 18 through a radially extending connecting ring plate, a release ring groove 2202 surrounding the release ring seat 2201 and fixedly connected to the second motor driving gear 19, and a plurality of balls 2203 circumferentially arranged between the release ring seat 2201 and a sidewall of the release ring groove 2202.
As shown in fig. 5 and 6, a smooth annular table 2204 and a ball fixing seat are axially arranged on the outer side wall of the release annular seat 2201 in parallel, the smooth annular table 2204 is arranged on one side relatively close to the bottom of the release annular groove 2202, and the ball fixing seat comprises a plurality of ball fixing grooves 2205 which are circumferentially and tightly distributed on the release annular seat 2201; a plurality of ball sliding grooves 2206 are circumferentially arranged on the inner side wall of the disengagement ring groove 2202. The bottom of the ball sliding groove 2206 is arranged obliquely outwards, the inclined outer end of the ball sliding groove is corresponding to the smooth annular table 2204, the inclined inner end of the ball sliding groove is corresponding to the ball fixing groove 2205, and the ball 2203 is embedded in the ball sliding groove 2206 in a sliding mode and is abutted to the smooth annular table 2204 or the ball fixing seat.
An elastic reset assembly is also arranged between the ball 2203 and the bottom of the disengagement ring groove 2202, and comprises an abutting part 2207 with a cross section shaped like a Chinese character 'ji', and a disengagement reset elastic part 2208 arranged along the axial direction. One end of the abutting piece 2207 is in sliding contact with the ball 2203, the other end of the abutting piece bypasses the end part of the disconnecting ring seat 2201 and extends to the position of the connecting ring plate, and the two ends of the disconnecting return elastic piece 2208 are respectively abutted with the extending end and the bottom part of the disconnecting ring groove 2202. The disengagement return elastic member 2208 is a spring in this embodiment.
When the ball 2203 is embedded between the ball fixing groove 2205 and the ball sliding groove 2206 (as shown in the upper part of fig. 5), the ball fixing groove 2205 is clamped with the ball sliding groove 2206 through the ball 2203, and the disengagement ring seat 2201 is in transmission connection with the disengagement ring groove 2202 (as shown in fig. 6-7); under centrifugal action, when the ball 2203 moves outwards along the ball sliding groove 2206 until the ball 2203 moves from the ball fixing groove 2205 to the smooth annular table 2204 (as shown in the lower part of fig. 5), the ball 2203 rolls between the smooth annular table 2204 and the ball fixing groove 2205, and the release annular table 2201 is in transmission connection with the release annular groove 2202; when the rotating speed is reduced and the centrifugal action is reduced, the smooth ring table 2204 moves into the ball fixing groove 2205 under the pushing action of the disengagement return elastic element 2208, and the transmission effect is restored between the disengagement ring seat 2201 and the disengagement ring groove 2202.
Pure electric drive: the P3 motor, i.e. the second driving motor 18, is connected with the differential assembly 15 through the second motor driving gear 19 and the second motor intermediate shaft 16, so that pure electric driving can be realized.
Reverse gear driving: under pure electric drive state, through P3 motor reversal drive direction change, can realize fast that whole car reverses gear operating mode and travel.
Parallel driving: the engine 1 is sequentially connected with an input shaft 21, a 1-gear driving gear 7, a 1-gear driven gear 11, an 1/3-gear synchronizer 12 and an output shaft 17 through a clutch 20, and is in transmission connection with a differential assembly 15, so that 1-gear running can be realized; similarly, the 2-speed or 3-speed driving can be realized through a transmission path including the 2-speed driving gear 6, the 2-speed driven gear 10, and the 2-speed synchronizer 9, or a transmission path including the 3-speed driving gear 8, the 3-speed driven gear 11, and the 1/3-speed synchronizer 12.
At this time, the P1 motor, i.e. the first driving motor 5, can be charged or driven by the transmission gear 3, the first motor driving the gear 4. The P3 motor is driven or charged by a second motor driven gear 19, and a second motor intermediate shaft 16 connected to the differential assembly 15.
Example 2:
as shown in fig. 9, in the present embodiment, a P2X motor is adopted as the first driving motor 5, that is, a P2X + P3 structure is adopted; the first motor driving gear 4 on the first driving motor 5 is engaged with the 2 nd gear driving gear 6 instead of the transmission gear 3, and an 1/2 th gear synchronizer is adopted to replace the 1/3 th gear synchronizer 12 and correspondingly adjust the positions of the gear driving gear and the gear driven gear, so that the axial size is smaller, the space utilization rate is higher, and the rest of the embodiment is the same as that of the embodiment 1.
Example 3:
as shown in fig. 10, in the present embodiment, the transmission gear 3 is directly sleeved on the input shaft 21; the torque limiter 2 is drivingly connected to the input shaft 21, and the 1/3-stage synchronizer 12 is provided on the input shaft 21, as in embodiment 1. In other embodiments, the 1/3 gear synchronizer 12 is replaced with a dog tooth clutch.
Example 4:
as shown in fig. 11, in the present embodiment, the first motor drive gear 4 of the first drive motor 5 is engaged with the 3 rd gear drive gear 8, the 1/3 th gear synchronizer 12 is replaced by a dog clutch, the transmission gear 3 is removed, and the torque limiter 2 is in transmission connection with the input shaft 21, which is otherwise the same as embodiment 1.
Example 5:
as shown in fig. 12, in the present embodiment, a P2X motor is adopted as the first driving motor 5, that is, a P2X + P3 structure is adopted, a secondary transmission gear 24 is further provided on the input shaft 21, and the first motor driving gear 4 on the first driving motor 5 is engaged with the secondary transmission gear 24 instead of the transmission gear 3, which is the same as that of embodiment 1.
Example 6:
in this embodiment, a dog tooth clutch is selected instead of the 1/3 gear synchronizer 12 and the 2 gear synchronizer 9, and the rest is the same as embodiment 1.
Example 7:
in this embodiment, a dog-tooth clutch is selected instead of the release mechanism, and the rest is the same as embodiment 1.
Example 8:
the present embodiment employs a P1 motor as the first drive motor 5, a P3 motor as the second drive motor 18, and removes the clutch, and employs a torque limiter 2 directly coupled to the input shaft 7, and a dog clutch as the disengagement mechanism to drivingly connect the P3 motor to the second motor drive gear 19, as in embodiment 2.
The embodiments described above are described to facilitate an understanding and use of the invention by those skilled in the art. It will be readily apparent to those skilled in the art that various modifications to these embodiments may be made, and the generic principles described herein may be applied to other embodiments without the use of the inventive faculty. Therefore, the present invention is not limited to the above embodiments, and those skilled in the art should make improvements and modifications within the scope of the present invention based on the disclosure of the present invention.
Claims (10)
1. The utility model provides a high-efficient hybrid drive system of many grades, its characterized in that, this system includes input shaft (21) and output shaft (17), engine (1) and first driving motor (5) with input shaft (21) transmission connection, locate the multi-gear transmission subassembly between input shaft (21) and output shaft (17), differential mechanism assembly (15) with output shaft (17) transmission connection to and second driving motor (18) with differential mechanism assembly (15) transmission connection.
2. The system of claim 1, wherein the engine (1) is in transmission connection with the input shaft (21) through a clutch (20), the clutch (20) comprises a plurality of transmission plates (2001) and friction plates (2002) which are arranged in a staggered and stacked mode and provided with gaps, and a pushing piston (2003) for pressing the outermost transmission plate (2001) to enable the staggered transmission plates (2001) and the friction plates (2002) to be sequentially attached to each other;
the transmission piece (2001) is in transmission connection with the output end of the engine (1), and the friction plate (2002) is in transmission connection with the input shaft (21).
3. The multi-gear high-efficiency hybrid driving system as claimed in claim 2, wherein a transmission gear (3) is connected to the output end of the engine (1) in a transmission manner, a clutch accommodating ring groove (301) is formed in the side surface of the transmission gear (3), and a clutch matching seat (2101) extending into the clutch accommodating ring groove (301) is arranged on the input shaft (21);
the transmission plate (2001) is fixedly connected with the side wall of the clutch accommodating ring groove (301), and the friction plate (2002) is fixedly connected with the clutch matching seat (2101).
4. A multi-gear high efficiency hybrid drive system according to claim 3, further comprising a transmission gear seat (23) for supporting the transmission gear (3), said push piston (2003) being provided on the transmission gear seat (23);
the bottom of the clutch accommodating ring groove (301) is provided with a through hole, the movable end of the pushing piston (2003) is also connected with a pushing rod (2004) in a sliding mode, and the pushing rod (2004) can penetrate through the through hole under the pushing action of the pushing piston (2003) and is abutted to the outermost transmission piece (2001).
5. The multi-gear high-efficiency hybrid driving system according to claim 4, wherein the push rod (2004) is provided with a return extension portion extending along the radial direction of the transmission gear (3), and a clutch return elastic member (2005) is arranged between the return extension portion and the transmission gear (3).
6. The system according to claim 1, wherein a release mechanism (22) is disposed between the differential assembly (15) and the output end of the second driving motor (18), the release mechanism (22) comprises a release ring seat (2201) in transmission connection with the output end of the second driving motor (18), a release ring groove (2202) surrounding the release ring seat (2201) and in transmission connection with the differential assembly (15), and a plurality of balls (2203) circumferentially arranged and disposed between the release ring seat (2201) and the release ring groove (2202);
a smooth annular table (2204) and a ball fixing seat are arranged on the outer side wall of the release annular seat (2201) in parallel along the axial direction, and the ball fixing seat comprises a plurality of ball fixing grooves (2205) which are circumferentially distributed on the release annular seat (2201); a plurality of ball sliding grooves (2206) are distributed on the inner side wall of the disengagement ring groove (2202) along the circumferential direction, and the bottoms of the ball sliding grooves (2206) are outwards obliquely arranged, so that
When the balls (2203) are embedded between the ball fixing grooves (2205) and the ball sliding grooves (2206), the disengaging ring seat (2201) is in transmission connection with the disengaging ring groove (2202); when the ball (2203) moves outwards along the ball sliding groove (2206) under the centrifugal action, the ball (2203) can move from the ball fixing groove (2205) to the smooth ring platform (2204) and the disengagement ring seat (2201) and the disengagement ring groove (2202) are disengaged from transmission connection.
7. The system according to claim 6, wherein said smooth ring land (2204) is located near the bottom of the disengagement ring groove (2202) with respect to the ball retainer;
the disengaging mechanism (22) further comprises a disengaging reset piece used for pushing the ball (2203) from the smooth annular table (2204) to the ball fixing groove (2205), the disengaging reset piece comprises a disengaging reset elastic piece (2208) which is arranged along the axial direction and one end of which is abutted against the bottom of the disengaging annular groove (2202), and an abutting piece (2207) of which the two ends are respectively abutted against the disengaging reset elastic piece (2208) and the disengaging reset elastic piece (2208).
8. A multi-gear high efficiency hybrid drive system according to claim 3, wherein said multi-gear transmission assembly comprises a plurality of gear driving gears provided on the input shaft (21), a plurality of corresponding gear driven gears provided on the output shaft (17), and a gear synchronizer provided on the input shaft (21) and adapted to the corresponding gear driving gears or provided on the output shaft (17) and adapted to the corresponding gear driven gears.
9. The system according to claim 8, wherein the first motor driving gear (4) is in transmission connection with the first driving motor (5); and the first motor driving gear (4) is in transmission connection with the transmission gear (3) or the gear driving gear.
10. A multi-speed high efficiency hybrid drive system as defined in claim 9 wherein said gear synchronizer is replaced with a dog tooth clutch.
Priority Applications (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202111637943.1A CN114274757A (en) | 2021-12-29 | 2021-12-29 | Multi-gear high-efficiency hybrid power driving system |
| CN202223364707.XU CN218876876U (en) | 2021-12-29 | 2022-12-11 | Multi-gear high-efficiency hybrid power driving system |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
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| CN202111637943.1A CN114274757A (en) | 2021-12-29 | 2021-12-29 | Multi-gear high-efficiency hybrid power driving system |
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| CN114274757A true CN114274757A (en) | 2022-04-05 |
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| CN202111637943.1A Pending CN114274757A (en) | 2021-12-29 | 2021-12-29 | Multi-gear high-efficiency hybrid power driving system |
| CN202223364707.XU Active CN218876876U (en) | 2021-12-29 | 2022-12-11 | Multi-gear high-efficiency hybrid power driving system |
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| CN202223364707.XU Active CN218876876U (en) | 2021-12-29 | 2022-12-11 | Multi-gear high-efficiency hybrid power driving system |
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| Country | Link |
|---|---|
| CN (2) | CN114274757A (en) |
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2021
- 2021-12-29 CN CN202111637943.1A patent/CN114274757A/en active Pending
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2022
- 2022-12-11 CN CN202223364707.XU patent/CN218876876U/en active Active
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| CN218876876U (en) | 2023-04-18 |
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Application publication date: 20220405 |