CN114619866A - Hybrid transmission, hybrid transmission system and vehicle - Google Patents
Hybrid transmission, hybrid transmission system and vehicle Download PDFInfo
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- CN114619866A CN114619866A CN202110321092.3A CN202110321092A CN114619866A CN 114619866 A CN114619866 A CN 114619866A CN 202110321092 A CN202110321092 A CN 202110321092A CN 114619866 A CN114619866 A CN 114619866A
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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
- B60K6/445—Differential gearing distribution type
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
- B60K6/54—Transmission for changing ratio
- B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Hybrid Electric Vehicles (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
The present disclosure relates to a hybrid transmission, a hybrid transmission system and a vehicle, the hybrid transmission including: a main input shaft provided with a first disconnecting device to be connected with an engine through the first disconnecting device; the output shaft is used for being connected with an axle; a first gear set disposed between the main input shaft and the output shaft; and a first electric machine selectively connectable to the axle or to the main input shaft. When the first motor is connected to the axle, the pure electric mode driving can be realized, on the basis, the first motor can also be connected to the main input shaft, the multi-gear driving under the pure electric mode is realized through the first gear set between the main input shaft and the output shaft, and the arrangement mode directly increases the number of gears under the pure electric mode; in addition, the first motor is connected to the main input shaft, the engine can be connected with the first motor, kinetic energy of the engine can be fully utilized to charge the first motor, and meanwhile, the first motor can adjust output torque of the engine to achieve torque shunting.
Description
Technical Field
The present disclosure relates to the field of vehicle powertrain technologies, and in particular, to a hybrid transmission, a hybrid transmission system, and a vehicle.
Background
Current hybrid drive systems can be divided into two categories, one is an add-on hybrid system, i.e., a motor is mounted in a suitable position in the power transmission path based on the existing conventional engine power assembly; the other is a special hybrid transmission, one or more motors are integrated into the transmission to form an automatic speed change system with the motors, and the automatic speed change system is matched with the power input of the existing engine to realize the function of hybrid driving. At present, the problems of limited number of gears, large shifting span, low shifting speed and the like exist in a hybrid power transmission taking series-parallel connection as a main driving mode.
Disclosure of Invention
A first object of the present disclosure is to provide a hybrid transmission that can solve the problems of limited number of gears, large shift span, slow shift speed, etc. of the existing dedicated hybrid transmission.
A second object of the present disclosure is to provide a hybrid transmission system using the hybrid transmission provided by the present disclosure.
A third object of the present disclosure is to provide a vehicle including the hybrid transmission system provided by the present disclosure.
In order to achieve the above object, the present disclosure provides a hybrid transmission including: a main input shaft provided with a first disconnect device to connect with an engine through the first disconnect device; the output shaft is used for being connected with an axle; a first gear set disposed between the main input shaft and the output shaft; and a first electric machine selectively connectable to the axle or to the main input shaft.
Optionally, the vehicle further comprises a secondary input shaft connected between the first motor and the axle, a first gear connected to the axle and a second gear connected to the main input shaft are sleeved on the secondary input shaft, and a first synchronizer capable of selectively engaging with the first gear or the second gear is further connected to the secondary input shaft.
Optionally, a second gear set is disposed between the motor shaft of the first motor and the secondary input shaft.
Optionally, the first gear set comprises a plurality of first driving gears which are connected with the main input shaft in a non-rotating mode and a plurality of first driven gears which are arranged on the output shaft in a non-rotating mode, and the output shaft is also connected with a synchronizing device which can be selectively connected with one of the first driven gears.
Optionally, the first gear set is three groups, the second gear is meshed with the first driving gear in any group, the synchronizing device comprises a second synchronizer and a third synchronizer, two of the three first driven gears share the second synchronizer, and the single first driven gear is connected with the output shaft in an on-off manner through the third synchronizer; or the synchronizing device comprises a second synchronizer and an overrunning clutch, two of the three first driven gears share the second synchronizer, and the single first driven gear can be connected with the output shaft in an on-off mode through the overrunning clutch.
Optionally, the first disconnect device is a first clutch disposed on the main input shaft.
Optionally, the hybrid transmission further comprises a damping device disposed on the main input shaft.
According to a second aspect of the present disclosure, there is also provided a hybrid transmission system comprising a forward drive unit and a rear drive unit, one of the forward drive unit and the rear drive unit comprising an engine and the above-mentioned hybrid transmission.
Optionally, the front drive unit includes a front drive transmission for connecting with a front axle, the front drive transmission is the above hybrid transmission, the rear drive unit includes a rear drive transmission for connecting with a rear axle, the rear drive transmission includes a second motor, a transmission mechanism disposed between the second motor and the rear axle, and a second disconnect device for controlling on/off of the second motor.
Optionally, the second disconnect device is a second clutch disposed on a motor shaft of the second motor.
Optionally, the rear-drive transmission further includes a main shaft connected between the second motor and the rear axle, the transmission mechanism includes a second driving gear connected to a motor shaft of the second motor in a torque-proof manner and a second driven gear sleeved on the main shaft in a free manner, and a fourth synchronizer capable of selectively engaging with the second driven gear is connected to the main shaft.
According to a third aspect of the present disclosure, a vehicle is further provided, which includes the hybrid transmission system, a differential is disposed on an axle of the vehicle, and the first motor and the output shaft are connected to the differential.
According to the technical scheme, when the first motor is connected to the axle, pure electric mode driving can be achieved, on the basis, the first motor can be further connected to the main input shaft, multi-gear driving in the pure electric mode is achieved through the first gear set between the main input shaft and the output shaft, accordingly, the arrangement mode directly increases the number of gears in the pure electric mode, gear shifting span in the pure electric mode is avoided being large, and overall transmission efficiency is improved; in addition, the first motor is connected to the main input shaft, the engine can be connected with the first motor, kinetic energy of the engine can be fully utilized to charge the first motor, and meanwhile, the first motor can adjust output torque of the engine to achieve torque shunting.
Additional features and advantages of the disclosure will be set forth in the detailed description which follows.
Drawings
The accompanying drawings, which are included to provide a further understanding of the disclosure and are incorporated in and constitute a part of this specification, illustrate embodiments of the disclosure and together with the description serve to explain the disclosure without limiting the disclosure. In the drawings:
FIG. 1 is a schematic block diagram illustration of a hybrid transmission provided in an exemplary embodiment of the present disclosure;
2-4 are schematic structural diagrams of hybrid transmissions provided by other exemplary embodiments of the present disclosure;
FIG. 5 is a schematic structural diagram of a rear drive transmission provided by an exemplary embodiment of the present disclosure;
FIG. 6 is a schematic structural diagram of a rear drive transmission provided by another exemplary embodiment of the present disclosure;
fig. 7a to 10 are schematic views of power transmission paths in different driving modes of a vehicle according to an exemplary embodiment of the present disclosure.
Description of the reference numerals
11-main input shaft, 111-first disconnecting device, 112-damping device, 12-output shaft, 13-first electric machine, 14-auxiliary input shaft, 141-first gear, 142-second gear, 143-first synchronizer, 151, 152, 153-first driving gear, 161, 162, 163-first driven gear, 171-second synchronizer, 172-third synchronizer, 173-overrunning clutch, 18-transmission gear, 19-second gear set, 2-engine, 30-main shaft, 31-second electric machine, 321-second clutch, 322-fourth synchronizer, 331-second driving gear, 332-second driven gear, 4-differential.
Detailed Description
The following detailed description of specific embodiments of the present disclosure is provided in connection with the accompanying drawings. It should be understood that the detailed description and specific examples, while indicating the present disclosure, are given by way of illustration and explanation only, not limitation.
In the present disclosure, the terms of orientation such as "front" and "rear" used in the present disclosure refer to the inner and outer of the outlines of the respective components with respect to the traveling direction of the vehicle, and the terms "first" and "second" and the like used in the present disclosure are used to distinguish one element from another, and have no order or importance. In addition, when the following description refers to the accompanying drawings, like numbers in different drawings represent the same or similar elements, unless otherwise indicated.
Referring to fig. 1, the present disclosure provides a hybrid transmission including a main input shaft 11, an output shaft 12, a first gear set, and a first motor 13, wherein the main input shaft 11 is provided with a first disconnecting device 111 to be connected with an engine 2 through the first disconnecting device 111, the output shaft 12 is used to be connected with an axle, the first gear set is provided between the main input shaft 11 and the output shaft 12, and the first motor 13 is selectively connectable to the axle or to the main input shaft 11.
Here, when designing the hybrid transmission, the first electric machine 13 is integrated in the transmission case in consideration of the function of the electric machine to form a dedicated hybrid transmission, and the transmission structure is integrated to realize an integrated design. The hybrid transmission herein may be a forward-drive transmission or a rear-drive transmission to achieve forward-drive or rear-drive functions, respectively. In addition, the dotted line in the figure represents that the first motor 13 is connected with the main input shaft 11, and a certain distance exists between the first motor 13 and the main input shaft 11 in the figure, and when the first motor 13 is actually connected, the arrangement position of the first motor 13 in the transmission housing can be adjusted to be close to the main input shaft 11.
Through the technical scheme, when the first motor 13 is connected to the axle, pure electric mode driving can be achieved, on the basis, the first motor 13 can also be connected to the main input shaft 11, multi-gear driving in the pure electric mode is achieved through the first gear set between the main input shaft 11 and the output shaft 12, accordingly, the arrangement mode directly increases the number of gears in the pure electric mode, gear shifting span in the pure electric mode is avoided to be large, and overall transmission efficiency is improved; in addition, the first motor 13 is connected to the main input shaft 11, the engine 2 and the first motor 13 can be connected, kinetic energy of the engine 2 can be fully utilized to charge the first motor 13, and meanwhile, the first motor 13 can adjust output torque of the engine 2 to achieve torque splitting.
There are various ways of achieving selective connection of the first electric machine 13 to the axle and the main input shaft 11. In the present disclosure, referring to fig. 1, the hybrid transmission further includes a secondary input shaft 14 connected between the first electric machine 13 and the axle, a first gear 141 connected to the axle and a second gear 142 connected to the main input shaft 11 are disposed on the secondary input shaft 14 in a hollow manner, and a first synchronizer 143 capable of selectively engaging the first gear 141 or the second gear 142 is further connected to the secondary input shaft 14. Specifically, when the first synchronizer 143 is engaged with the first gear 141, the connection of the first motor 13 and the axle is achieved; when the first synchronizer 143 is engaged with the second gear 142, the connection of the first motor 13 and the main input shaft 11 is achieved. In other embodiments, the motor shaft of the first motor 13 may be designed as a sleeve shaft, the inner shaft is connected to the axle, the outer shaft is connected to the main input shaft 11, and the inner shaft and the outer shaft are connected in an on-off manner through a clutch.
The first motor 13 can be directly connected to the secondary input shaft 14, i.e. the motor shaft of the first motor 13 and the secondary input shaft 14 are coaxially arranged, which saves more space and reduces the overall volume of the hybrid transmission. In another exemplary embodiment of the present disclosure, referring to fig. 2, a second gear set 19 is disposed between the motor shaft of the first motor 13 and the secondary input shaft 14, such that the motor shaft of the first motor 13 and the secondary input shaft 14 are arranged in parallel, and the constraint of the matching surface with the secondary input shaft 14 can be eliminated, i.e., the motor shaft of the first motor 13 does not need to be designed with an equal diameter to the secondary input shaft 14, the shaft diameter of the motor shaft of the first motor 13 can be increased appropriately, and in addition, the torque output from the first motor 13 to the secondary input shaft 14 can be adjusted by designing the number of teeth of the second gear set 19.
Specifically, in the present disclosure, the first gear set includes a plurality of first driving gears non-rotatably connected to the main input shaft 11 and a plurality of first driven gears loosely disposed on the output shaft 12, and the output shaft 12 is further connected to a synchronizer selectively engageable with one of the first driven gears. Here, the synchronizer is operative to engage one of the first driven gears to effect connection thereof with the output shaft 12. Taking the engine direct-drive mode as an example, the engine 2 drives the plurality of first driving gears on the main input shaft 11 to rotate, the plurality of first driving gears drive the plurality of first driven gears to rotate, and the first driven gears engaged with the synchronizing device can drive the output shaft 12 to rotate, so as to transmit the corresponding torque to the axle, thereby realizing power output. The synchronous device is connected with different first driven gears, so that the switching function of different gears is realized.
The number of sets of the first gear set determines the number of gears of the hybrid transmission, and specifically, the first gear set may be three sets, the first driving gear 151 and the first driven gear 161 are first gear sets, the first driving gear 152 and the first driven gear 162 are second gear sets, and the first driving gear 153 and the first driven gear 163 are third gear sets, wherein a transmission ratio of the first gear set is greater than a transmission ratio of the second gear set, and a transmission ratio of the second gear set is greater than a transmission ratio of the third gear set. From the relationship between the gear ratio and the output torque, it is known that the larger the gear ratio, the larger the output torque. Consequently, the fender position that first fender position gear set corresponds is the low-speed gear position, and the fender position that second fender position gear set corresponds is the intermediate speed fender position, and the fender position that third fender position gear set corresponds is the high-speed fender position, and navigating mate can satisfy the driving demand according to different road conditions switching different fender positions. Of course, the present disclosure is not limited to three gears, and any number of gear shifts can be implemented by providing corresponding first gear sets based on the same principle.
In addition, there are various gear switching methods among the first gear set, the second gear set, and the third gear set. Specifically, in the present disclosure, the first driven gear 161 and the first driven gear 162 may share the second synchronizer 171, and the separate first driven gear 163 employs the third synchronizer 172 (as shown in fig. 2) or the overrunning clutch 173 (as shown in fig. 3) to connect or disconnect different first driven gears with the output shaft 12, so as to realize the switching of different gears. Of course, when four sets of first gear sets are disposed on the main input shaft 11, one synchronizer can be shared between the two sets to realize gear shifting, and both belong to the protection scope of the present disclosure.
The first disconnecting device 111 may be a first clutch provided on the main input shaft 11, the first disconnecting device 111 being engaged, engaging the engine 2, participating in power input; the first disconnecting device 111 is disconnected, so that the power input of the engine 2 can be directly cancelled, and the hybrid power transmission can be switched among different working modes such as an engine direct drive mode, a pure electric drive mode and a hybrid power drive mode.
Referring to fig. 4, the present disclosure provides a hybrid transmission further including a damper device 112, such as a damper, disposed on the main input shaft 11, for reducing torsional rigidity of a joint portion of the crankshaft of the engine and the main input shaft 11, performing a damping function, and ensuring stability of power transmission.
According to a second aspect of the present disclosure, there is also provided a hybrid transmission system comprising a forward drive unit and a rear drive unit, wherein one of the forward drive unit and the rear drive unit comprises the engine 2 and the above-described hybrid transmission to achieve a forward drive or a rear drive function.
In an exemplary embodiment of the disclosure, the front drive unit comprises a front drive transmission for connection with a front axle, the front drive transmission is designed as a hybrid transmission as described above, the rear drive unit comprises a rear drive transmission for connection with a rear axle, and the rear drive transmission is designed separately, with reference to fig. 5 and 6, the rear drive transmission comprises a second electric machine 31, a transmission mechanism arranged between the second electric machine 31 and the rear axle, and a second disconnection device for controlling the second electric machine 31 to be disconnected. When the second disconnecting device is connected, the second motor 31 inputs power, the four-wheel drive function is realized, and the trafficability characteristic and the control stability of the whole vehicle are improved; when the second disconnect device is engaged, the power input to the second motor 31 is cancelled, and only the forward drive function is achieved. In addition, the rear-drive transmission can compensate the torque of the front-drive transmission, unpowered interruption in the gear shifting process is realized, and the designed gear number of a certain transmission can be reduced through the coordinated control of the front-drive transmission and the rear-drive transmission, so that the transmission is more compact, and the cost is reduced.
More specifically, in an exemplary embodiment of the present disclosure, referring to fig. 5, the second disconnecting device is a second clutch 321 disposed on a motor shaft of the second motor 31, the rear drive transmission further includes a main shaft 30 connected between the second motor 31 and the rear axle, the transmission mechanism includes a second driving gear connected to the motor shaft of the second motor 31 in a rotation-proof manner and a second driven gear connected to the main shaft 30 in a rotation-proof manner, and the power of the second motor 31 is transmitted to the rear axle by controlling on and off of the second clutch 321, so as to realize rear drive.
More specifically, in another exemplary embodiment of the present disclosure, referring to fig. 6, the rear drive transmission further includes a main shaft 30 connected between the second motor 31 and the rear axle, the transmission mechanism includes a second driving gear 331 connected to a motor shaft of the second motor 31 in a non-rotating manner and a second driven gear 332 provided on the main shaft 30 in a free manner, and the main shaft 30 is connected to a fourth synchronizer 322 capable of selectively engaging the second driven gear 332. When the fourth synchronizer 322 is engaged with the second driven gear 332, the power of the second motor 31 can be applied to the rear axle; when the fourth synchronizer 322 is disconnected, the power input of the second motor 31 may be disconnected.
According to a third aspect of the present disclosure, a vehicle is further provided, the vehicle includes the hybrid transmission system, specifically, referring to fig. 1, a differential 4 is disposed on an axle of the vehicle, and a transmission gear engaged with the differential 4 is respectively connected to the first electric motor 13 and the output shaft 12. Through adopting engine 2, first motor 13, second motor 31, a plurality of gear train to through the control to clutch, a plurality of synchronous ware, can realize that this vehicle has pure electronic, directly drives different mode such as, thoughtlessly move, has advantages such as transmission efficiency height, engine operating point adjust flexibility, simple structure, control convenience, and this vehicle has above-mentioned hybrid transmission and hybrid transmission system's all beneficial effects, and here is no longer redundantly repeated.
Taking as an example the embodiment shown in fig. 4 for the front drive transmission and the embodiment shown in fig. 6 for the rear drive transmission, the present disclosure provides a vehicle having:
pure electric drive mode:
as shown in fig. 7a, the first motor 13 inputs power, the first synchronizer 143 is engaged with the second gear 142, the second synchronizer 171 is engaged with the first driven gear 161, and the power transmission paths are: the pure electric front-drive 1-gear power output is realized by the auxiliary input shaft 14, the second gear 142, the first driving gear 151, the first driven gear 161, the output shaft 12, the transmission gear 18 and the differential 4;
as shown in fig. 7b, the first motor 13 inputs power, the first synchronizer 143 is engaged with the second gear 142, the second synchronizer 171 is engaged with the first driven gear 162, and the power transmission paths are: the pure electric front-drive 2-gear power output is realized by the auxiliary input shaft 14, the second gear 142, the first driving gear 151, the main input shaft 11, the first driving gear 152, the first driven gear 162, the output shaft 12, the transmission gear 18 and the differential 4;
as shown in fig. 7c, the first motor 13 inputs power, the first synchronizer 143 is engaged with the second gear 142, the third synchronizer 172 is engaged with the first driven gear 163, and the power transmission paths are: the pure electric front-drive 3-gear power output is realized by the auxiliary input shaft 14, the second gear 142, the first driving gear 151, the main input shaft 11, the first driving gear 153, the first driven gear 163, the output shaft 12, the transmission gear 18 and the differential 4;
as shown in fig. 7d, the first motor 13 inputs power, the first synchronizer 143 is engaged with the first gear 141, and the power transmission paths are: the auxiliary input shaft 14, the first gear 141 and the differential 4 achieve pure electric front-drive 4-gear power output;
as shown in fig. 7f, the second motor 31 inputs power, the fourth synchronizer 322 is engaged with the second driven gear 332, and the power transmission paths are: the second driving gear 331, the second driven gear 332, the main shaft 30 and the differential 4 achieve pure electric rear driving force output;
of course, when fig. 7a to 7d are combined with fig. 7f, the first electric machine 13 and the second electric machine 31 input power, and power output of 1 gear, 2 gear, 3 gear and 4 gear in the electric four-wheel drive mode can be achieved.
Direct drive mode of the engine:
as shown in fig. 8a, the engine 2 inputs power, the first disconnecting device 111 is engaged, the second synchronizer 171 is engaged with the first driven gear 161, and the power transmission paths are: the main input shaft 11, the first driving gear 151, the first driven gear 161, the output shaft 12, the transmission gear 18 and the differential 4 realize direct drive 1-gear power output of the engine;
as shown in fig. 8b, the engine 2 inputs power, the first disconnecting device 111 is engaged, the second synchronizer 171 is engaged with the first driven gear 162, and the power transmission paths are: the main input shaft 11, the first driving gear 152, the first driven gear 162, the output shaft 12, the transmission gear 18 and the differential 4 realize the direct drive 2-gear power output of the engine;
as shown in fig. 8c, the engine 2 inputs power, the first disconnecting device 111 is engaged, the third synchronizer 172 is engaged with the first driven gear 163, and the power transmission paths are: the main input shaft 11, the first driving gear 153, the first driven gear 163, the output shaft 12, the transmission gear 18 and the differential 4 achieve direct-drive 3-gear power output of the engine.
Hybrid drive mode:
as shown in fig. 9a and 7f, the engine 2 and the second motor 31 input power, the first disconnecting device 111 is engaged, the first synchronizer 143 is engaged with the second gear 142, the second synchronizer 171 is engaged with the first driven gear 161, and the fourth synchronizer 322 is engaged with the second driven gear 332, and the power transmission paths are: the hybrid power output device comprises a main input shaft 11, a first driving gear 151, a first driven gear 161, an output shaft 12, a transmission gear 18, a differential 4, a main input shaft 11, a first driving gear 151, a second gear 142, an auxiliary input shaft 14, a first motor 13 (under a large-load working condition, the first motor 13 can assist the engine 2 to realize parallel driving), under a small-load working condition, the engine 2 charges the first motor 13 to adjust the output torque of the engine 2 to realize torque splitting, and meanwhile, a second driving gear 331, a second driven gear 332, a main shaft 30 and the differential 4, under the driving mode, the torque output to the differential 4 is the same as the torque output by the engine 1 gear by adjusting the rotating speed of the second motor 31, and finally the hybrid 1-gear power output is realized;
as shown in fig. 9b and 7f, the engine 2 and the second motor 31 input power, the first disconnecting device 111 is engaged, the first synchronizer 143 is engaged with the second gear 142, the second synchronizer 171 is engaged with the first driven gear 162, and the fourth synchronizer 322 is engaged with the second driven gear 332, and the power transmission paths are: in the driving mode, the rotating speed of the second motor 31 is adjusted to enable the torque of the differential 4 output by the driving shaft 11, the first driving gear 152, the first driven gear 162, the output shaft 12, the transmission gear 18, the differential 4, the driving shaft 11, the first driving gear 151, the second gear 142, the auxiliary input shaft 14, the first motor 13 and the second driving gear 331, the second driven gear 332, the main shaft 30 and the differential 4 to be the same as the torque output by the engine 2 gear, and finally the hybrid 2-gear power output is realized;
as shown in fig. 9c and 7f, the engine 2 and the second motor 31 input power, the first disconnecting device 111 is engaged, the first synchronizer 143 is engaged with the second gear 142, the third synchronizer 172 is engaged with the first driven gear 163, and the fourth synchronizer 322 is engaged with the second driven gear 332, and the power transmission paths are: in the driving mode, the rotating speed of the second motor 31 is adjusted, so that the torque of the differential 4 output by the second motor is the same as the torque output by the engine in the 3-gear stage, and finally the hybrid-driven 3-gear power output is realized.
An idle power generation mode: as shown in fig. 10, the first disconnecting device 111 is engaged, the first synchronizer 143 is engaged with the second gear 142, the second synchronizer 171 and the third synchronizer 172 are both disconnected, and the kinetic energy of the engine 2 is converted into electric energy of the first electric machine 13 to supply electricity to the vehicle itself.
Series driving mode: in this mode of operation, combining fig. 10 and fig. 7f, the second electric machine 31 drives the vehicle to travel, while the engine 2 drives the first electric machine 13 to generate electricity.
The preferred embodiments of the present disclosure are described in detail with reference to the accompanying drawings, however, the present disclosure is not limited to the specific details of the above embodiments, and various simple modifications may be made to the technical solution of the present disclosure within the technical idea of the present disclosure, and these simple modifications all belong to the protection scope of the present disclosure.
It should be noted that, in the foregoing embodiments, various features described in the above embodiments may be combined in any suitable manner, and in order to avoid unnecessary repetition, various combinations that are possible in the present disclosure are not described again.
In addition, any combination of various embodiments of the present disclosure may be made, and the same should be considered as the disclosure of the present disclosure, as long as it does not depart from the spirit of the present disclosure.
Claims (12)
1. A hybrid transmission, comprising:
a main input shaft (11) provided with a first disconnecting device (111) to be connected with an engine (2) through the first disconnecting device (111);
an output shaft (12) for connection with an axle;
a first gear set arranged between the main input shaft (11) and the output shaft (12); and
a first electric machine (13) selectively connectable to said axle or to said main input shaft (11).
2. The hybrid transmission according to claim 1, further comprising a secondary input shaft (14) connected between said first electric machine (13) and said axle, said secondary input shaft (14) being provided with a first gear (141) connected to said axle and a second gear (142) connected to said main input shaft (11) over the sleeve, said secondary input shaft (14) being further connected to a first synchronizer (143) able to selectively engage said first gear (141) or said second gear (142).
3. Hybrid transmission according to claim 2, characterised in that a second gear set (19) is provided between the motor shaft of the first electric machine (13) and the secondary input shaft (14).
4. Hybrid transmission according to claim 1, characterised in that said first set of gears comprises a plurality of first driving gears non-rotatably connected to said main input shaft (11) and a plurality of first driven gears loosely arranged on said output shaft (12), said output shaft (12) being further connected to synchronising means able to selectively engage one of said first driven gears.
5. A hybrid transmission as claimed in claim 4, wherein said first set of gears is three sets, and said second gear (142) is in mesh with a first drive gear in any one set,
the synchronizing device comprises a second synchronizer (171) and a third synchronizer (172), two of the three first driven gears share the second synchronizer (171), and the single first driven gear is connected with the output shaft (12) in an on-off mode through the third synchronizer (172); or
The synchronizing device comprises a second synchronizer (171) and an overrunning clutch (173), two of the three first driven gears share the second synchronizer (171), and the single first driven gear is connected with the output shaft (12) in a switching mode through the overrunning clutch (173).
6. Hybrid transmission according to claim 1, characterised in that the first disconnecting means (111) is a first clutch arranged on the main input shaft (11).
7. Hybrid transmission according to claim 1, characterized in that it further comprises a damping device (112) arranged on the main input shaft (11).
8. A hybrid transmission system comprising a front drive unit and a rear drive unit, characterized in that one of the front drive unit and the rear drive unit comprises an engine (2) and a hybrid transmission according to any one of claims 1-7.
9. Hybrid transmission system according to claim 8, wherein the front drive unit comprises a front-wheel drive transmission for connection with a front axle, the front-wheel drive transmission being a hybrid transmission according to any of claims 1-7, and the rear drive unit comprises a rear-wheel drive transmission for connection with a rear axle, the rear-wheel drive transmission comprising a second electric machine (31), a transmission arranged between the second electric machine (31) and the rear axle, and second disconnection means for controlling the second electric machine (31) to be disconnected.
10. Hybrid transmission system according to claim 9, characterized in that said second disconnection means is a second clutch (321) arranged on the motor shaft of said second electric machine (31).
11. Hybrid transmission system according to claim 9, characterised in that it further comprises a main shaft (30) connected between said second electric machine (31) and the rear axle, said transmission comprising a second driving gear (331) non-rotatably connected to the motor shaft of said second electric machine (31) and a second driven gear (332) idly disposed on said main shaft (30), said main shaft (30) being connected to a fourth synchronizer (322) able to selectively engage said second driven gear (332).
12. A vehicle comprising a hybrid transmission system according to any one of claims 8-11, a differential (4) being arranged on an axle of the vehicle, the first electric machine (13), the output shaft (12) being connected to the differential (4).
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| CN202110321092.3A CN114619866A (en) | 2021-03-25 | 2021-03-25 | Hybrid transmission, hybrid transmission system and vehicle |
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| Application Number | Priority Date | Filing Date | Title |
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| CN202110321092.3A CN114619866A (en) | 2021-03-25 | 2021-03-25 | Hybrid transmission, hybrid transmission system and vehicle |
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