CN114619865A - Hybrid power transmission system and hybrid electric vehicle - Google Patents
Hybrid power transmission system and hybrid electric vehicle Download PDFInfo
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- CN114619865A CN114619865A CN202110189027.XA CN202110189027A CN114619865A CN 114619865 A CN114619865 A CN 114619865A CN 202110189027 A CN202110189027 A CN 202110189027A CN 114619865 A CN114619865 A CN 114619865A
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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
- B60K6/42—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
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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
- B60K6/543—Transmission for changing ratio the transmission being a continuously variable transmission
Abstract
The invention provides a hybrid power transmission system and a hybrid power automobile, belonging to the field of vehicle transmission systems, and comprising an engine, an intermediate shaft, a first transmission structure, a first motor and a second motor; the intermediate shaft is suitable for being connected with a load; the first transmission structure is in transmission connection with the intermediate shaft through a first on-off mechanism; a rotating shaft of the first motor is in transmission connection with an output shaft of the engine through a second transmission structure, and the first motor is suitable for being electrically connected with the power battery; a rotating shaft of the second motor is in transmission connection with the intermediate shaft through a third transmission structure, and the second motor is suitable for being electrically connected with the power battery; under the deceleration state, the load transmits power to the second motor through the intermediate shaft and the third transmission structure, so that the second motor generates electricity. The hybrid power transmission system and the hybrid power automobile provided by the invention have various working modes, so that the driving feeling is improved; under the state of the energy recovery mode, the kinetic energy of the load in the deceleration process can be converted into electric energy, and the utilization rate of the energy is improved.
Description
Technical Field
The invention belongs to the technical field of vehicle transmission systems, and particularly relates to a hybrid power transmission system and a hybrid electric vehicle.
Background
With the deepening of energy crisis and the worsening of natural environment, new energy automobiles are more and more emphasized by society, and in order to reduce oil consumption, a hybrid power transmission system introduces a hybrid mode of new energy. However, in the conventional hybrid power transmission system, the types of the working modes are few, and the recycling of energy is insufficient, so that the driving feeling and the energy utilization rate are not improved.
Disclosure of Invention
The invention aims to provide a hybrid power transmission system and a hybrid electric vehicle, and aims to solve the technical problems that the hybrid power transmission system has few working modes and insufficient energy recycling in the technical center of subsidiary security.
In order to achieve the purpose, the invention adopts the technical scheme that: there is provided a hybrid powertrain system comprising:
an engine;
an intermediate shaft adapted to be connected to a load;
the engine is in transmission connection with the intermediate shaft through a first on-off mechanism, and when the first on-off mechanism is in a closed state, the engine can provide power for the intermediate shaft through the first transmission structure;
the rotating shaft of the first motor is in transmission connection with the output shaft of the engine through a second transmission structure, the first motor is suitable for being electrically connected with a power battery, the first motor and the engine can jointly provide power for the intermediate shaft through the second transmission structure, or the engine can provide power for power generation of the first motor through the second transmission structure; and
the rotating shaft of the second motor is in transmission connection with the intermediate shaft through a third transmission structure, the second motor is suitable for being electrically connected with a power battery, and the second motor can provide power for the intermediate shaft through the third transmission structure;
in a deceleration state, the load transmits power to the second motor through the intermediate shaft and the third transmission structure, so that the second motor generates electricity to recover energy to the power battery.
As another embodiment of the present application, the first on-off mechanism is a clutch.
As another embodiment of the present application, the first transmission structure includes:
the input belt wheel is connected to the driven end of the first on-off mechanism;
the output belt wheel is in transmission connection with the input belt wheel through a transmission belt;
the belt wheel output gear is coaxially and fixedly connected to the output belt wheel; and
the intermediate gear is in transmission connection with the intermediate shaft, and the speed ratio of the belt wheel output gear to the intermediate gear is smaller than 1.
As another embodiment of the present application, a second disconnecting mechanism is further provided between the first transmission structure and the intermediate shaft.
As another embodiment of the present application, the second disconnection mechanism is a one-way clutch.
As another embodiment of the present application, a torsional damper is further disposed at the active end of the first on-off mechanism.
As another embodiment of the present application, the second transmission structure includes:
the first gear is arranged on a rotating shaft of the first motor; and
the second gear is arranged on an output shaft of the engine, the first gear is meshed with the second gear, and the speed ratio of the first gear to the second gear is smaller than 1.
As another embodiment of the present application, the third transmission structure includes:
the third gear is arranged on the rotating shaft of the second motor; and
and the fourth gear is arranged on the intermediate shaft, the third gear is meshed with the fourth gear, and the speed ratio of the third gear to the fourth gear is smaller than 1.
As another embodiment of the present application, a parking gear is further disposed on the rotating shaft of the second motor.
The hybrid power transmission system provided by the invention has the beneficial effects that: compared with the prior art, based on the structure, the hybrid power transmission system does not have a pure electric drive mode, an engine drive mode, a charging mode, a range extending mode and hybrid drive modes in various modes, has various working modes, can better meet the driving and riding power requirements, and improves the driving feeling; meanwhile, the hybrid power transmission system also has an energy recovery mode, and in the state of the energy recovery mode, the kinetic energy loaded in the deceleration process can be converted into electric energy through the second motor and recovered into the power battery, so that the utilization rate of the energy is improved, and the oil consumption is further reduced.
The invention also provides a hybrid electric vehicle which comprises the hybrid power transmission system.
The beneficial effects of the hybrid electric vehicle provided by the invention are the same as those of the hybrid power transmission system, and are not described again here.
Drawings
In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings needed for the embodiments or the prior art descriptions will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and it is obvious for those skilled in the art to obtain other drawings without creative efforts.
FIG. 1 is a schematic block diagram of a hybrid powertrain system provided in accordance with an embodiment of the present invention;
FIG. 2 is a schematic diagram of a charging mode;
FIG. 3 is a schematic diagram of a pure electric drive mode;
FIG. 4 is a schematic diagram of an engine drive mode;
FIG. 5 is a schematic diagram of the range extended mode;
FIG. 6 is a schematic diagram of an energy recovery mode;
FIG. 7 is a schematic diagram of a first hybrid driving mode;
FIG. 8 is a schematic diagram of a second hybrid driving mode;
fig. 9 is a schematic diagram of a third hybrid driving mode.
In the figure: 1. an engine; 2. an intermediate shaft; 3. a first transmission structure; 301. an input pulley; 302. an output pulley; 303. a pulley output gear; 304. an intermediate gear; 305. a transmission belt; 4. a first motor; 5. a second motor; 6. a load; 7. a first on-off mechanism; 8. a second transmission structure; 801. a first gear; 802. a second gear; 9. a third transmission structure; 901. a third gear; 902. a fourth gear; 10. a second on-off mechanism; 11. a torsional damper; 12. a parking gear.
Detailed Description
In order to make the technical problems, technical solutions and advantageous effects to be solved by the present invention more clearly apparent, the present 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 merely illustrative of the invention and are not intended to limit the invention.
Referring now to fig. 1-9 in combination, a hybrid powertrain system in accordance with the present invention will now be described. The hybrid power transmission system comprises an engine 1, an intermediate shaft 2, a first transmission structure 3, a first motor 4 and a second motor 5; the intermediate shaft 2 is adapted to be connected to a load 6; the first transmission structure 3 is in transmission connection with the intermediate shaft 2 through the first on-off mechanism 7, and when the first on-off mechanism 7 is in a closed state, the engine 1 can provide power for the intermediate shaft 2 through the first transmission structure 3; a rotating shaft of the first motor 4 is in transmission connection with an output shaft of the engine 1 through a second transmission structure 8, the first motor 4 is suitable for being electrically connected with a power battery, the first motor 4 and the engine 1 can jointly provide power for the intermediate shaft 2 through the second transmission structure 8, or the engine 1 can provide power for power generation of the first motor 4 through the second transmission structure 8; a rotating shaft of the second motor 5 is in transmission connection with the intermediate shaft 2 through a third transmission structure 9, the second motor 5 is suitable for being electrically connected with a power battery, and the second motor 5 can provide power for the intermediate shaft 2 through the third transmission structure 9; in a deceleration state, the load 6 transmits power to the second motor through the intermediate shaft 2 and the third transmission structure 9 in sequence, so that the second motor 5 generates electricity to recover energy to the power battery.
Compared with the prior art, the hybrid power transmission system does not have a pure electric drive mode, an engine drive mode, a charging mode, a range extending mode and hybrid drive modes in various modes, has various working modes, can better meet the driving power requirement, and improves the driving feeling; meanwhile, the hybrid power transmission system also has an energy recovery mode, and under the state of the energy recovery mode, the kinetic energy of the load 6 in the speed reduction process can be converted into electric energy through the second motor 5 and recovered into the power battery, so that the utilization rate of the energy is improved, and the oil consumption is further reduced.
In addition, the first motor 4, the second motor 5, the engine 1 and the transmission structures are integrated, the first motor 4 and the engine 1 share the output shaft, the number of parts can be effectively reduced, the size and the weight of the whole system are reduced, the reduction of the production cost is facilitated, and the flexibility of vehicle design is improved.
The modes of the hybrid nuclear power transmission system are specifically as follows:
1) in the pure electric drive mode, as shown in fig. 3, the second electric motor 5 (i.e., a TM motor in the figure) is started, and at the same time, the clutch (i.e., a first on-off mechanism 7 in the figure) is disconnected, so that the second electric motor 5 outputs power to the intermediate shaft 2 through the third gear 901, and the intermediate shaft 2 outputs power to the differential (i.e., a load 6 in the figure) through the gear, and the differential is connected with a drive shaft and transmits the power to wheels. Similarly, the reverse rotation of the second electric machine 5 can realize the reverse function.
2) In the engine drive mode, as shown in fig. 4, the engine 1 is started, the first on-off mechanism 7 is closed, power passes through the input pulley 301, the transmission belt 305 and the output pulley 302 in sequence, and finally power is transmitted to the intermediate shaft 2 through the pulley output gear 303, the pulley output gear 303 and the intermediate shaft 2 are connected through the one-way clutch (i.e., the second on-off mechanism 10 in the figure), power can be output to the intermediate shaft 2 in the forward direction and then transmitted to the differential (i.e., the load 6 in the figure), and the differential (i.e., the load 6 in the figure) is connected with the drive shaft and finally transmitted to the wheels.
3) In the energy recovery mode, as shown in fig. 6, when the vehicle is decelerated, the kinetic energy of the wheels is transmitted to the differential (i.e., the load 6 in the drawing) through the drive shaft, and the differential (i.e., the load 6 in the drawing) is transmitted to the intermediate shaft 2 through the gear while the one-way clutch (i.e., the second switching mechanism 10 in the drawing) is idling, and the power is transmitted to the second motor 5 through the third gear 901 to generate power, and the power is recovered to the power battery.
4) In the charging mode, as shown in fig. 2, the clutch (i.e. the first on-off mechanism 7 in the figure) is turned off, and the engine 1 operates to drive the first motor 4 to generate power, so that power can be supplied to the power battery.
5) In the range extending mode, as shown in fig. 5, the clutch (i.e. the first on-off mechanism 7 in the figure) is turned off, the engine 1 operates to drive the first motor 4 to generate power, the power battery provides electric energy for the operation of the second motor 5, the second motor 5 (i.e. the TM motor in the figure) is started, the second motor 5 outputs power to the intermediate shaft 2 through the third gear 901, the intermediate shaft 2 outputs power to the differential (i.e. the load 6 in the figure) through the gear, and the differential is connected with the driving shaft and transmits the power to the wheels.
6) In the first hybrid driving mode, as shown in fig. 7, the first motor 4 enters the driving mode, the engine 1 is started at the same time, the clutch (i.e., the first on-off mechanism 7 in the figure) is closed, the power passes through the input pulley 301, the transmission belt 305 and the output pulley 302 in sequence, and finally the power is transmitted to the intermediate shaft 2 through the pulley output gear 303, the pulley output gear 303 and the intermediate shaft 2 are connected through the one-way clutch (i.e., the second on-off mechanism 10), and the power can be output to the intermediate shaft 2 in the forward direction and then transmitted to the differential (i.e., the load 6) which is connected with the driving shaft and finally transmitted to the wheels.
7) In the second hybrid driving mode, as shown in fig. 8, the engine 1 is started, the clutch (i.e., the first on-off mechanism 7) is closed, power passes through the input pulley 301, the transmission belt 305, and the output pulley 302 in this order, and finally, power is transmitted to the intermediate shaft 2 through the pulley output gear 303, the second motor 5 simultaneously outputs power, and is transmitted to the intermediate shaft 2 through the third gear 901 and the fourth gear 901, and the power of the engine 1 and the second motor 5 is coupled to the intermediate shaft 2 and then transmitted to the differential (i.e., the load 6) which is connected to the drive shaft, and finally transmitted to the wheels.
8) In the third hybrid driving mode, as shown in fig. 9, the first motor 4 enters the driving mode, the engine 1 is started at the same time, the clutch (i.e., the first on-off mechanism 7) is closed, power passes through the input pulley 301, the transmission belt 305 and the output pulley 302 in sequence, and finally the power is transmitted to the intermediate shaft 2 through the pulley output gear 303, the second motor 5 outputs power at the same time and is transmitted to the intermediate shaft 2 through the third gear 901 and the fourth gear 901, the power of the engine 1 and the second motor 5 is coupled on the intermediate shaft 2 and then transmitted to the differential (i.e., the load 6), and the differential is connected with the driving shaft and finally transmitted to the wheels.
Alternatively, the first on-off mechanism 7 is a clutch in order to simplify the structure and facilitate handling.
Referring to fig. 1 to 9, the first transmission structure 3 includes an input pulley 301, an output pulley 302, a pulley output gear 303 and an intermediate gear 304; the input pulley 301 is connected to the driven end of the first on-off mechanism 7; the output belt wheel 302 is in transmission connection with the input belt wheel 301 through a transmission belt 305; a belt wheel output gear 303 is coaxially and fixedly connected with the output belt wheel 302; the intermediate gear 304 is in transmission connection with the intermediate shaft 2, and the speed ratio of the belt wheel output gear 303 and the intermediate gear 304 is smaller than 1.
In this embodiment, the input pulley 301, the output pulley 302 and the transmission belt 305 form a continuously variable transmission module, the first transmission structure 3 can realize continuously variable transmission, motor drive is used as a main drive mode in a low-speed driving stage, and engine drive can improve driving power performance in a medium-high speed driving or power mode, and can realize simultaneous output of three power sources (the first motor 4, the engine 1 and the second motor 5), so that power performance is effectively improved, the engine 1 is always kept in a high-efficiency working state, and fuel consumption of the whole vehicle can be reduced.
In addition, the stepless speed change module is adopted for transmission, so that unpowered interruption switching can be realized, and smooth switching is guaranteed. For example, in the case of shifting in the engine drive mode or the first hybrid drive mode, the speed ratio is adjusted by the first transmission structure 3, and no power interruption and jerk are felt during shifting; for another example, the process of switching the pure electric drive mode to the engine drive mode can also realize the unpowered interruption switching by regulating the speed of the motor.
Optionally, to ensure structural strength and service life, the belt 305 is a steel belt.
Referring to fig. 1 to 9, a second cut-off mechanism 10 is further disposed between the first transmission mechanism 3 and the intermediate shaft 2. In the mode that only the second motor 5 is relied on for power supply, the second on-off mechanism 10 is disconnected, and the output gear 303 of the belt wheel is not driven to rotate, so that dragging loss of the running of the redundant gear and the belt wheel is avoided, and meanwhile, the transmission belt 305 is protected, and unnecessary abrasion is avoided.
Alternatively, to simplify the structure and facilitate handling, the second disconnection mechanism 10 is a one-way clutch.
Referring to fig. 1 to 9, the driving end of the first on-off mechanism 7 is further provided with a torsional damper 11. The torsional damper 11 can reduce the torsional rigidity of the engine crankshaft and the joint part of the drive train, thereby reducing the torsional vibration natural frequency of the drive train; the torsional damping of the transmission system can be increased, the corresponding amplitude of torsional resonance is inhibited, and transient torsional vibration generated by impact is attenuated; the torsional vibration of a clutch and a transmission shafting can be controlled when the power transmission assembly idles, and the idle noise of the transmission, the torsional vibration and the noise of a main speed reducer and the transmission are eliminated; the torsional impact load of the transmission system under the unstable working condition can be relieved, and the engagement smoothness of the clutch is improved. In general, the torsional damper 11 provides a guarantee for smooth operation of the transmission system.
Referring to fig. 1 to 9, in order to simplify the transmission structure, the second transmission structure 8 includes a first gear 801 and a second gear 802; the first gear 801 is arranged on the rotating shaft of the first motor 4; the second gear 802 is provided on the output shaft of the engine 1, the first gear 801 is meshed with the second gear 802, and the speed ratio of the first gear 801 and the second gear 802 is smaller than 1.
Referring to fig. 1 to 9, in order to simplify the transmission structure, the third transmission structure 9 includes a third gear 901 and a fourth gear 902; the third gear 901 is arranged on the rotating shaft of the second motor 5; a fourth gear 902 is arranged on the intermediate shaft 2, the third gear 901 is meshed with the fourth gear 902, and the speed ratio of the third gear 901 to the fourth gear 902 is less than 1.
Referring to fig. 1 to 9, a parking gear 12 is further disposed on the rotating shaft of the second motor 5. Parking gear 12 is corresponding to the parking brake device setting, under the vehicle state of traveling, the rotation of jackshaft 2 enables fourth gear 902 to drive third gear 901 all the time and rotates, and then drives the pivot rotation of second motor 5, through set up parking gear 12 in the pivot of second motor 5, after the parking brake device starts, parking gear 12 locks, the pivot of second motor 5, third gear 901 and fourth gear 902 all are locked, and then make jackshaft 2 locked, realize effective braking. The parking gear 12 is simple in arrangement mode and good in braking effect.
The invention also provides a hybrid electric vehicle. The hybrid electric vehicle comprises the hybrid power transmission system.
The beneficial effects of the hybrid electric vehicle provided by the invention are the same as those of the hybrid power transmission system, and are not described again here.
The above description is only for the purpose of illustrating the preferred embodiments of the present invention and is not to be construed as limiting the invention, and any modifications, equivalents and improvements made within the spirit and principle of the present invention are intended to be included within the scope of the present invention.
Claims (10)
1. A hybrid powertrain system, comprising:
an engine;
an intermediate shaft adapted to be connected to a load;
the engine is in transmission connection with the intermediate shaft through a first on-off mechanism, and when the first on-off mechanism is in a closed state, the engine can provide power for the intermediate shaft through the first transmission structure;
the rotating shaft of the first motor is in transmission connection with the output shaft of the engine through a second transmission structure, the first motor is suitable for being electrically connected with a power battery, the first motor and the engine can jointly provide power for the intermediate shaft through the second transmission structure, or the engine can provide power for power generation of the first motor through the second transmission structure; and
the rotating shaft of the second motor is in transmission connection with the intermediate shaft through a third transmission structure, the second motor is suitable for being electrically connected with a power battery, and the second motor can provide power for the intermediate shaft through the third transmission structure;
in a deceleration state, the load transmits power to the second motor through the intermediate shaft and the third transmission structure, so that the second motor generates electricity to recover energy to the power battery.
2. A hybrid powertrain system of claim 1, wherein the first on-off mechanism is a clutch.
3. A hybrid powertrain system as in claim 1, wherein the first transmission structure comprises:
the input belt wheel is connected to the driven end of the first on-off mechanism;
the output belt wheel is in transmission connection with the input belt wheel through a transmission belt;
the belt wheel output gear is coaxially and fixedly connected to the output belt wheel; and
the intermediate gear is in transmission connection with the intermediate shaft, and the speed ratio of the belt wheel output gear to the intermediate gear is smaller than 1.
4. A hybrid powertrain according to claim 1 or 3, wherein a second disconnect mechanism is further provided between the first drive configuration and the countershaft.
5. The hybrid powertrain system of claim 4, wherein the second disconnect mechanism is a one-way clutch.
6. A hybrid powertrain system according to claim 1, wherein the active end of the first on-off mechanism is further provided with a torsional damper.
7. A hybrid powertrain system as in claim 1, wherein the second transmission structure comprises:
the first gear is arranged on a rotating shaft of the first motor; and
the second gear is arranged on an output shaft of the engine, the first gear is meshed with the second gear, and the speed ratio of the first gear to the second gear is smaller than 1.
8. A hybrid powertrain system as in claim 1, wherein the third transmission structure comprises:
the third gear is arranged on the rotating shaft of the second motor; and
and the fourth gear is arranged on the intermediate shaft, the third gear is meshed with the fourth gear, and the speed ratio of the third gear to the fourth gear is smaller than 1.
9. A hybrid powertrain system as in claim 8, wherein a parking gear is further provided on the shaft of the second electric machine.
10. Hybrid vehicle, characterized in that it comprises a hybrid drive train according to any one of claims 1 to 9.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110189027.XA CN114619865A (en) | 2021-02-19 | 2021-02-19 | Hybrid power transmission system and hybrid electric vehicle |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110189027.XA CN114619865A (en) | 2021-02-19 | 2021-02-19 | Hybrid power transmission system and hybrid electric vehicle |
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| CN114619865A true CN114619865A (en) | 2022-06-14 |
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| CN202110189027.XA Pending CN114619865A (en) | 2021-02-19 | 2021-02-19 | Hybrid power transmission system and hybrid electric vehicle |
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Citations (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH11198668A (en) * | 1998-01-12 | 1999-07-27 | Fuji Heavy Ind Ltd | Hybrid vehicle |
| JP2011255700A (en) * | 2010-06-04 | 2011-12-22 | Toyota Motor Corp | Hybrid drive apparatus for vehicle |
| WO2013145104A1 (en) * | 2012-03-26 | 2013-10-03 | トヨタ自動車株式会社 | Vehicle control device |
| CN107554516A (en) * | 2017-08-25 | 2018-01-09 | 奇瑞汽车股份有限公司 | Hybrid electric drive system and hybrid electric vehicle |
| CN109878321A (en) * | 2019-02-14 | 2019-06-14 | 宁波上中下自动变速器有限公司 | Mixed power plant and hybrid vehicle |
| CN211364247U (en) * | 2019-11-20 | 2020-08-28 | 广州汽车集团股份有限公司 | Dual-motor electromechanical coupling system and vehicle |
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2021
- 2021-02-19 CN CN202110189027.XA patent/CN114619865A/en active Pending
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH11198668A (en) * | 1998-01-12 | 1999-07-27 | Fuji Heavy Ind Ltd | Hybrid vehicle |
| JP2011255700A (en) * | 2010-06-04 | 2011-12-22 | Toyota Motor Corp | Hybrid drive apparatus for vehicle |
| WO2013145104A1 (en) * | 2012-03-26 | 2013-10-03 | トヨタ自動車株式会社 | Vehicle control device |
| CN107554516A (en) * | 2017-08-25 | 2018-01-09 | 奇瑞汽车股份有限公司 | Hybrid electric drive system and hybrid electric vehicle |
| CN109878321A (en) * | 2019-02-14 | 2019-06-14 | 宁波上中下自动变速器有限公司 | Mixed power plant and hybrid vehicle |
| CN211364247U (en) * | 2019-11-20 | 2020-08-28 | 广州汽车集团股份有限公司 | Dual-motor electromechanical coupling system and vehicle |
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