CN114872538A - Multimode electromechanical coupling speed change mechanism and vehicle - Google Patents
Multimode electromechanical coupling speed change mechanism and vehicle Download PDFInfo
- Publication number
- CN114872538A CN114872538A CN202210592623.7A CN202210592623A CN114872538A CN 114872538 A CN114872538 A CN 114872538A CN 202210592623 A CN202210592623 A CN 202210592623A CN 114872538 A CN114872538 A CN 114872538A
- Authority
- CN
- China
- Prior art keywords
- gear
- assembly
- shaft
- driving
- transmission
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
Images
Classifications
-
- 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
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
- B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
-
- 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
- B60K6/442—Series-parallel switching type
-
- 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
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/62—Hybrid vehicles
Abstract
The invention relates to the technical field of automobile driving, in particular to a multi-mode electromechanical coupling speed change mechanism and a vehicle, wherein the multi-mode electromechanical coupling speed change mechanism comprises an engine driving component; the engine driving assembly is connected with one end of the clutch assembly; the transmission shaft assembly is connected with the other end of the clutch assembly; the first intermediate shaft and the transmission shaft assembly are arranged in parallel at intervals; a differential gear drivingly connectable with the first countershaft; the driving motor is electrically connected with the power battery; the second intermediate shaft and the transmission shaft assembly are arranged in parallel at intervals; and a sixth gear transmission assembly is arranged between the input shaft of the generator and the clutch assembly. The invention can realize multiple driving modes, thereby ensuring that the vehicle has good fuel economy and dynamic property.
Description
Technical Field
The invention relates to the technical field of automobile driving, in particular to a multi-mode electromechanical coupling speed change mechanism and a vehicle.
Background
Along with the development of the automobile industry, more and more automobiles enter the production and living field, and great convenience is provided for people's trips and material transportation. Existing automobiles include fossil fuel driven, electric driven, or hybrid oil and electricity driven. The vehicle driven by the fuel and the electricity in a mixed mode can be driven by fuel oil or electric energy according to needs, and the vehicle has good economical efficiency. However, electric drive or fuel drive can only be selected from one of the two, and the drive mode is less, so that the fuel economy and the dynamic property of the vehicle cannot be considered at the same time.
Therefore, there is a need for a multimode electromechanical coupling transmission mechanism and vehicle that addresses the above-mentioned problems.
Disclosure of Invention
The invention aims to provide a multi-mode electromechanical coupling speed change mechanism and a vehicle, which can realize multiple driving modes so as to ensure that the vehicle has good fuel economy and dynamic property.
In order to achieve the purpose, the invention adopts the following technical scheme:
a multimode electromechanical coupling shift mechanism, comprising:
an engine drive assembly;
the engine driving assembly is connected with one end of the clutch assembly;
the transmission shaft assembly is connected with the other end of the clutch assembly;
the first intermediate shaft and the transmission shaft assembly are arranged in parallel at intervals, and a first gear transmission assembly is arranged between the first intermediate shaft and the transmission shaft assembly;
a differential for power take off, said differential being drivingly connectable to said first intermediate shaft;
the driving motor is electrically connected with the power battery;
the second intermediate shaft and the transmission shaft assembly are arranged in parallel at intervals, a third gear transmission assembly is arranged between the second intermediate shaft and an output shaft of the driving motor, and the second intermediate shaft can be in transmission connection with the differential mechanism;
and a sixth gear transmission assembly is arranged between the input shaft of the generator and the clutch assembly, and the generator is electrically connected with the power battery.
Optionally, the clutch assembly includes a first clutch and a second clutch, the transmission shaft assembly includes a first transmission shaft and a second transmission shaft, the first transmission shaft is connected to the other end of the first clutch, the second transmission shaft is connected to the other end of the second clutch, and the first gear transmission assembly is disposed between the first transmission shaft and the first intermediate shaft.
Optionally, the first clutch is arranged in the second clutch in a penetrating manner, the second transmission shaft is a hollow shaft, and the second transmission shaft is sleeved on the first transmission shaft.
Optionally, the first gear assembly comprises a first drive gear disposed on the first drive shaft and a first driven gear disposed on the first countershaft.
Optionally, a second gear assembly is disposed between the second transmission shaft and the first intermediate shaft, the second gear assembly includes a second driving gear and a second driven gear, the second driving gear is disposed on the second transmission shaft, and the second driven gear is disposed on the first intermediate shaft.
Optionally, the third gear transmission assembly includes a third driving gear and a third driven gear, the third driving gear is disposed on the output shaft of the driving motor, and the third driven gear is disposed on the second intermediate shaft.
Optionally, a fourth gear assembly is disposed between the first intermediate shaft and the differential, the fourth gear assembly includes a fourth driving gear and a differential gear, the fourth driving gear is disposed on the first intermediate shaft, and the differential gear is disposed on the differential.
Optionally, a fifth gear assembly is disposed between the second intermediate shaft and the differential, the fifth gear assembly includes a fifth driving gear and a differential gear, the fifth driving gear is disposed on the second intermediate shaft, and the differential gear is disposed on the differential.
Optionally, the sixth gear assembly includes a sixth driving gear and a sixth driven gear, the sixth driving gear is disposed on the clutch assembly, and the sixth driven gear is disposed on the input shaft of the generator.
A vehicle comprising a multimode electromechanical coupling gear shifting mechanism as described above.
The invention has the beneficial effects that:
the invention provides a multimode electromechanical coupling speed change mechanism.A motor assembly is connected with a transmission shaft assembly through a clutch assembly, the transmission shaft assembly is in transmission connection with a first intermediate shaft through a first gear transmission assembly, and the first intermediate shaft can be in transmission connection with a differential mechanism to realize power output; the driving motor is in transmission connection with a second intermediate shaft through a third gear transmission assembly, and the second intermediate shaft can be in transmission connection with a differential mechanism to achieve power output; the generator is in transmission connection with the clutch assembly through the sixth gear transmission assembly, and the engine driving assembly can drive the generator to generate electricity through the clutch assembly and the sixth gear transmission assembly. Through the mode, the multimode electromechanical coupling speed change mechanism can realize multiple working modes of pure electric drive, series drive (the engine is connected with the generator in series to supply power to the drive motor, and the drive motor drives), parallel drive of the engine and the drive motor, direct drive of the engine, idle speed power generation of the generator driven by the engine and the like, and a driver selects the working mode as required, so that good fuel economy and dynamic performance of a vehicle are ensured.
The vehicle provided by the invention comprises the multi-mode electromechanical coupling speed change mechanism, and can realize multiple driving working modes, so that the vehicle is ensured to have good fuel economy and dynamic property.
Drawings
FIG. 1 is a schematic diagram of a multimode electromechanical coupling shift mechanism of the present invention;
FIG. 2 is a schematic diagram of a multimode electromechanical coupling shift mechanism of the present invention in a purely electric drive mode;
FIG. 3 is a schematic diagram of a multimode electromechanical coupling shift mechanism of the present invention in a series drive mode;
FIG. 4 is a schematic diagram of a multimode electromechanical coupling shift mechanism of the present invention in a parallel mode;
FIG. 5 is a schematic diagram of a multimode electromechanical coupling transmission mechanism of the present invention in an engine direct drive mode;
FIG. 6 is a schematic diagram of a multimode electromechanical coupling shift mechanism of the present invention in a power recovery mode;
FIG. 7 is a schematic diagram of a multimode electromechanical coupling transmission mechanism of the present invention in an idle charging mode.
In the figure:
01. an engine body; 02. a torsional damper; 03. a drive motor; 04. a generator; 05. a power battery; 1. a first clutch; 2. a second clutch; 10. a first drive shaft; 20. a second drive shaft; 30. a first intermediate shaft; 40. an output shaft; 50. a second intermediate shaft; 60. an input shaft; 70. a differential mechanism; 100. a first drive gear; 110. a first driven gear; 200. a second driving gear; 210. a second driven gear; 300. a third driving gear; 310. a third driven gear; 400. a fourth driving gear; 450. a differential gear; 500. a fifth driving gear; 600. a sixth driving gear; 610. and a sixth driven gear.
Detailed Description
The technical scheme of the invention is further explained by combining the attached drawings and the embodiment. It is to be understood that the specific embodiments described herein are merely illustrative of the invention and are not limiting of the invention. It should be further noted that, for the convenience of description, only some but not all of the elements associated with the present invention are shown in the drawings.
In the description of the present invention, it should be noted that unless otherwise explicitly stated or limited, the terms "mounted," "connected," and "connected" are to be construed broadly, e.g., as meaning either a fixed connection or a removable connection; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meanings of the above terms in the present invention can be understood in specific cases to those skilled in the art.
In the present invention, unless otherwise expressly stated or limited, "above" or "below" a first feature means that the first and second features are in direct contact, or that the first and second features are not in direct contact but are in contact with each other via another feature therebetween. Also, the first feature being "on," "above" and "over" the second feature includes the first feature being directly on and obliquely above the second feature, or merely indicating that the first feature is at a higher level than the second feature. A first feature being "under," "below," and "beneath" a second feature includes the first feature being directly under and obliquely below the second feature, or simply meaning that the first feature is at a lesser elevation than the second feature.
In order to realize multiple driving modes during the operation of a hybrid electric vehicle and ensure good fuel economy and dynamic performance of the vehicle, the invention provides a multi-mode electromechanical coupling speed change mechanism as shown in figures 1-7. The multi-mode electromechanical coupling speed change mechanism comprises an engine driving assembly, a clutch assembly, an output transmission shaft assembly, a first intermediate shaft 30, a second intermediate shaft 50, a driving motor 03 and a generator 04.
The engine driving assembly is connected with one end of the clutch assembly; the transmission shaft assembly is connected with the other end of the clutch assembly; the first intermediate shaft 30 and the transmission shaft assembly are arranged in parallel at intervals, and a first gear transmission assembly is arranged between the first intermediate shaft 30 and the transmission shaft assembly; a differential 70 is used for power output, and the differential 70 can be in transmission connection with the first intermediate shaft 30; the driving motor 03 is electrically connected with the power battery 05; the second intermediate shaft 50 and the transmission shaft assembly are arranged in parallel at intervals, a third gear transmission assembly is arranged between the second intermediate shaft 50 and the output shaft 40 of the driving motor 03, and the second intermediate shaft 50 can be in transmission connection with the differential 70; a sixth gear transmission assembly is arranged between the input shaft 60 of the generator 04 and the clutch assembly, and the generator 04 is electrically connected with the power battery 05.
Specifically, in the present embodiment, the engine assembly includes an engine body 01 and a torsional damper 02, the output shaft 40 of the engine body 01 is connected with the torsional damper 02, and the torsional damper is connected with the clutch assembly. The rotation of the engine output shaft 40 can be damped by providing the torsional damper 02, thereby ensuring smooth output of power.
Through the mode, the multimode electromechanical coupling speed change mechanism can realize multiple working modes of pure electric drive, series drive (the engine series generator 04 supplies power to the drive motor 03 and the drive motor 03 drives), parallel drive of the engine and the drive motor 03, direct drive of the engine, power generation of the engine driving the generator 04 at idle speed, power generation and the like, and a driver selects the working modes as required, so that good fuel economy and dynamic performance of the vehicle are ensured.
Optionally, the clutch assembly includes a first clutch 1 and a second clutch 2, the transmission shaft assembly includes a first transmission shaft 10 and a second transmission shaft 20, the first transmission shaft 10 is connected to the other end of the first clutch 1, the second transmission shaft 20 is connected to the other end of the second clutch 2, and the first gear transmission assembly is disposed between the first transmission shaft 10 and the first intermediate shaft 30. Through the arrangement, the output of the first transmission shaft 10 or the output of the second transmission shaft 20 can be controlled as required, so that the output of two gears of the engine is realized, and the driving control performance of the vehicle is improved.
Optionally, the first clutch 1 is disposed in the second clutch 2, the second transmission shaft 20 is a hollow shaft, and the second transmission shaft 20 is sleeved on the first transmission shaft 10. Through the arrangement, the occupied space of the first clutch 1 and the second clutch 2 and the occupied space of the first transmission shaft 10 and the second transmission shaft 20 are reduced, so that the multi-mode electromechanical coupling speed change mechanism is simple in structure, small in space size and convenient to arrange on a vehicle body.
Optionally, the first gear assembly includes a first driving gear 100 and a first driven gear 110, the first driving gear 100 is fixedly disposed on the first transmission shaft 10, and the first driven gear 110 is fixedly disposed on the first intermediate shaft 30. The accuracy and stability of transmission are ensured by adopting the meshed transmission of the first driving gear 100 and the first driven gear 110.
Optionally, a second gear assembly is disposed between the second transmission shaft 20 and the first intermediate shaft 30, the second gear assembly includes a second driving gear 200 and a second driven gear 210, the second driving gear 200 is fixedly disposed on the second transmission shaft 20, and the second driven gear 210 is fixedly disposed on the first intermediate shaft 30. The accuracy and stability of transmission are ensured by adopting the meshed transmission of the second driving gear 200 and the second driven gear 210. Through setting up first gear drive subassembly and second gear drive subassembly, realize the engine two and keep off power take off.
Alternatively, the third gear assembly includes a third driving gear 300 and a third driven gear 310, the third driving gear 300 is disposed on the output shaft 40 of the driving motor 03, and the third driven gear 310 is disposed on the second intermediate shaft 50. The third driving gear 300 and the third driven gear 310 are meshed for transmission, so that the accuracy and the stability of transmission are ensured.
Optionally, a fourth gear assembly is disposed between the first intermediate shaft 30 and the differential 70, the fourth gear assembly includes a fourth driving gear 400 and a differential gear 450, the fourth driving gear 400 is fixedly disposed on the first intermediate shaft 30, and the differential gear 450 is fixedly disposed on the differential 70. The fourth driving gear 400 and the differential gear 450 are meshed for transmission, so that the accuracy and the stability of transmission are ensured. And simultaneously, the first gear or the second gear of the engine is output.
Optionally, a fifth gear assembly is disposed between the second intermediate shaft 50 and the differential 70, the fifth gear assembly includes a fifth driving gear 500 and a differential gear 450, the fifth driving gear 500 is fixedly disposed on the second intermediate shaft 50, and the differential gear 450 is fixedly disposed on the differential 70. Through adopting fifth driving gear 500 and differential gear 450 meshing transmission, guarantee driven accuracy and stability, realize driving motor 03 direct power output simultaneously.
Optionally, the sixth gear assembly includes a sixth driving gear 600 and a sixth driven gear 610, the sixth driving gear 600 is fixedly disposed on the clutch assembly, and the sixth driven gear 610 is fixedly disposed on the input shaft 60 of the generator 04. Through adopting sixth driving gear 600 and sixth driven gear 610 meshing transmission, guarantee driven accuracy and stability, realize the engine simultaneously and drive generator 04 work and generate electricity. The working mode and the control strategy of the electric coupling speed change mechanism of the multi-module machine are shown as the following table:
multi-modal electromechanical coupling transmission operating mode and control strategy
Pure electric drive:
as shown in fig. 2: when the electric quantity of the vehicle power battery 05 is enough and the vehicle is in a low-speed driving working condition of starting or low power requirement, the power battery 05 supplies the electric energy to the driving motor 03, the driving motor 03 converts the electric energy into the mechanical energy of the output shaft 40 of the driving motor 03 to drive the third driving gear 300 to rotate, the power is transmitted to the second intermediate shaft 50 through the third driven gear 310, then the power is transmitted to the differential gear 450 through the fifth driving gear 500, and finally the power is output through the differential mechanism 70.
Series driving:
as shown in fig. 3: when the electric quantity of the vehicle power battery 05 is insufficient and the vehicle runs at a low speed, the engine body 01 is started, power is transmitted to the sixth driving gear 600 on the clutch shell through the torsional damper 02, the sixth driven gear 610 is driven to rotate, and the power is transmitted to the input shaft 60 of the generator 04, so that the generator 04 is driven to generate power. The generator 04 stores the generated electric energy into the power battery 05, the power battery 05 provides the electric energy to the driving motor 03, the driving motor 03 converts the electric energy into mechanical energy of the additional output shaft 40 of the driving motor 03 to drive the third driving gear 300 to rotate, the power is transmitted to the second intermediate shaft 50 through the third driven gear 310, and then the power is transmitted to the differential gear 450 through the fifth driving gear 500, and finally the power is output through the differential 70.
Parallel driving:
as shown in fig. 4: when the vehicle is in a middle-speed or low-speed large throttle driving state, the engine body 01 transmits power to the first transmission shaft 10 through the torsional damper 02 and the first clutch 1, transmits power to the first intermediate shaft 30 through the first driving gear 100 and the first driven gear 110 engaged therewith, and then transmits power to the differential gear 450 through the fourth driving gear 400 fixed to the first intermediate shaft 30, and outputs the power through the differential 70. When the engine transmits power through the above route, the driving motor 03 also works at the same time, it converts the electric energy of the battery into the mechanical energy of the output shaft 40 of the driving motor 03, drives the third driving gear 300 to rotate, and transmits the power to the second intermediate shaft 50 through the third driven gear 310, and then the power is transmitted to the differential gear 450 through the fifth driving gear 500, and finally the power is output through the differential gear 70.
Of course, the power output from the engine body 01 may also be transmitted through the second driving gear 200 and the second driven gear 210 via the second clutch 2 according to different operating condition requirements of the vehicle, and the rest is the same as above and will not be described again.
Directly driving an engine:
as shown in fig. 5: when the vehicle is running at a high speed, the engine body 01 transmits power to the second propeller shaft 20 through the torsional damper 02 and the second clutch 2, transmits power to the first intermediate shaft 30 through the second driving gear 200 and the second driven gear 210 engaged therewith, and then transmits power to the differential gear 450 through the fourth driving gear 400 fixed to the first intermediate shaft 30, and outputs power through the differential 70.
The power output from the engine body 01 can also be transmitted through the first clutch 1 via the first driving gear 100 and the first driven gear 110 according to different operating condition requirements of the vehicle, and the rest is the same as above and is not described again.
Recovering braking energy:
as shown in fig. 6: when the vehicle is in a deceleration or braking condition, the mechanical energy at the wheel end is transmitted to the fifth driving gear 500 through the differential gear 450 fixed on the differential 70, and then transmitted to the second intermediate shaft 50, and the third driven gear 310 fixed on the second intermediate shaft transmits the power to the output shaft 40 of the driving motor 03 through the third driving gear 300, so that the driving motor 03 converts the mechanical energy into electric energy to charge the battery.
And (3) idle charging:
as shown in fig. 7: when the vehicle is parked and fed by the battery, the engine body 01 is started, power is transmitted to the sixth driving gear 600 on the clutch housing through the torsional damper 02, the sixth driven gear 610 is driven to rotate, and power is transmitted to the input shaft 60 of the generator 04, so that the generator 04 is driven to generate electricity, and finally the generator 04 stores the generated electric energy into the power battery 05.
The embodiment also provides a vehicle comprising the multi-electromechanical coupling speed change mechanism, which can realize multiple driving modes, thereby ensuring good fuel economy and dynamic performance of the vehicle.
It should be understood that the above-described embodiments of the present invention are merely examples for clearly illustrating the present invention, and are not intended to limit the embodiments of the present invention. Other variations and modifications will be apparent to persons skilled in the art in light of the above description. And are neither required nor exhaustive of all embodiments. Any modification, equivalent replacement, and improvement made within the spirit and principle of the present invention should be included in the protection scope of the claims of the present invention.
Claims (10)
1. A multimode, electrically coupled shifting mechanism, comprising:
an engine drive assembly;
the engine driving assembly is connected with one end of the clutch assembly;
the transmission shaft assembly is connected with the other end of the clutch assembly;
a first intermediate shaft (30), the first intermediate shaft (30) and the transmission shaft assembly are arranged in parallel and at intervals, and a first gear transmission assembly is arranged between the first intermediate shaft (30) and the transmission shaft assembly;
a differential (70), the differential (70) being used for power take-off, the differential (70) being in driving connection with the first intermediate shaft (30);
the driving motor (03), the driving motor (03) is electrically connected with the power battery (05);
a second intermediate shaft (50), wherein the second intermediate shaft (50) is arranged in parallel with the transmission shaft assembly at intervals, a third gear transmission assembly is arranged between the second intermediate shaft (50) and an output shaft (40) of the driving motor (03), and the second intermediate shaft (50) can be in transmission connection with the differential (70);
the power generator (04) is characterized in that a sixth gear transmission assembly is arranged between an input shaft (60) of the power generator (04) and the clutch assembly, and the power generator (04) is electrically connected with a power battery (05).
2. A multiple mode electromechanical coupling gear shift mechanism according to claim 1, wherein said clutch assembly comprises a first clutch (1) and a second clutch (2), said transmission shaft assembly comprises a first transmission shaft (10) and a second transmission shaft (20), said first transmission shaft (10) being connected to the other end of said first clutch (1), said second transmission shaft (20) being connected to the other end of said second clutch (2), said first gear assembly being arranged between said first transmission shaft (10) and said first intermediate shaft (30).
3. The electromechanical coupling transmission mechanism according to claim 2, wherein said first clutch (1) is inserted into said second clutch (2), said second transmission shaft (20) is a hollow shaft, and said second transmission shaft (20) is sleeved on said first transmission shaft (10).
4. A multiple mechatronic coupling gear shift mechanism according to claim 2, characterized in that the first gear assembly comprises a first driving gear (100) and a first driven gear (110), the first driving gear (100) being arranged on the first transmission shaft (10) and the first driven gear (110) being arranged on the first intermediate shaft (30).
5. A multiple mechatronic coupling gear shift mechanism according to claim 2, characterized in that a second gear assembly is arranged between the second transmission shaft (20) and the first countershaft (30), said second gear assembly comprising a second driving gear (200) and a second driven gear (210), said second driving gear (200) being arranged on the second transmission shaft (20) and said second driven gear (210) being arranged on the first countershaft (30).
6. A multiple mechatronic coupling gear-change mechanism according to claim 2, characterized in that the third gear-drive assembly comprises a third driving gear (300) and a third driven gear (310), the third driving gear (300) being arranged on the output shaft (40) of the drive motor (03) and the third driven gear (310) being arranged on the second intermediate shaft (50).
7. A multiple mechatronic coupling gear shift mechanism according to claim 1, characterized in that a fourth gear assembly is arranged between the first countershaft (30) and the differential (70), said fourth gear assembly comprising a fourth driving gear (400) and a differential gear (450), said fourth driving gear (400) being arranged on the first countershaft (30) and said differential gear (450) being arranged on the differential (70).
8. A multiple mechatronic coupling gear shift mechanism according to claim 1, characterized in that a fifth gear assembly is arranged between the second countershaft (50) and the differential (70), said fifth gear assembly comprising a fifth driving gear (500) and a differential gear (450), said fifth driving gear (500) being arranged on the second countershaft (50) and said differential gear (450) being arranged on the differential (70).
9. A multiple mechatronic coupling gear-change mechanism according to claim 1, wherein the sixth gear-drive assembly comprises a sixth driving gear (600) and a sixth driven gear (610), the sixth driving gear (600) being provided on the clutch assembly and the sixth driven gear (610) being provided on the input shaft (60) of the generator (04).
10. A vehicle comprising a multiple electromechanical coupling gear shift mechanism according to any of claims 1 to 9.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202210592623.7A CN114872538A (en) | 2022-05-27 | 2022-05-27 | Multimode electromechanical coupling speed change mechanism and vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202210592623.7A CN114872538A (en) | 2022-05-27 | 2022-05-27 | Multimode electromechanical coupling speed change mechanism and vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN114872538A true CN114872538A (en) | 2022-08-09 |
Family
ID=82679974
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202210592623.7A Pending CN114872538A (en) | 2022-05-27 | 2022-05-27 | Multimode electromechanical coupling speed change mechanism and vehicle |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN114872538A (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN115257339A (en) * | 2022-09-14 | 2022-11-01 | 中国第一汽车股份有限公司 | Driving structure and vehicle with same |
Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2018000954A1 (en) * | 2016-06-29 | 2018-01-04 | 比亚迪股份有限公司 | Power drive system and vehicle |
| CN110949115A (en) * | 2019-11-27 | 2020-04-03 | 中国第一汽车股份有限公司 | Hybrid power driving system and vehicle |
| CN111497590A (en) * | 2020-04-16 | 2020-08-07 | 东风汽车集团有限公司 | Two-gear variable-speed driving system of plug-in hybrid electric vehicle |
| CN211519252U (en) * | 2019-12-26 | 2020-09-18 | 北京宝沃汽车股份有限公司 | Power driving system and vehicle |
| CN111993880A (en) * | 2020-08-31 | 2020-11-27 | 中国第一汽车股份有限公司 | Hybrid power system |
-
2022
- 2022-05-27 CN CN202210592623.7A patent/CN114872538A/en active Pending
Patent Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2018000954A1 (en) * | 2016-06-29 | 2018-01-04 | 比亚迪股份有限公司 | Power drive system and vehicle |
| CN110949115A (en) * | 2019-11-27 | 2020-04-03 | 中国第一汽车股份有限公司 | Hybrid power driving system and vehicle |
| CN211519252U (en) * | 2019-12-26 | 2020-09-18 | 北京宝沃汽车股份有限公司 | Power driving system and vehicle |
| CN111497590A (en) * | 2020-04-16 | 2020-08-07 | 东风汽车集团有限公司 | Two-gear variable-speed driving system of plug-in hybrid electric vehicle |
| CN111993880A (en) * | 2020-08-31 | 2020-11-27 | 中国第一汽车股份有限公司 | Hybrid power system |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN115257339A (en) * | 2022-09-14 | 2022-11-01 | 中国第一汽车股份有限公司 | Driving structure and vehicle with same |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN110978989B (en) | Novel hybrid power transmission | |
| CN102275496A (en) | Series-parallel connection hybrid power driving system | |
| CN113954618A (en) | Dual-motor hybrid power system and hybrid electric vehicle | |
| CN109278529A (en) | Hybrid gearbox drive system | |
| CN115257339A (en) | Driving structure and vehicle with same | |
| CN109278528B (en) | Hybrid four-speed transmission drive system | |
| CN108839550B (en) | Hybrid power system | |
| CN109278533B (en) | Hybrid-based transmission drive system | |
| CN114872538A (en) | Multimode electromechanical coupling speed change mechanism and vehicle | |
| CN102910064A (en) | Severe hybrid power driving system based on double-clutch automatic gearbox | |
| CN112224005A (en) | Hybrid power transmission device | |
| CN102248882A (en) | Series-parallel hybrid power coupling device | |
| CN202827108U (en) | Heavy hybrid power drive system based on double clutch automatic gearbox | |
| CN109278530B (en) | Hybrid-power-based four-gear transmission power system | |
| CN209320675U (en) | Hybrid gearbox drive system | |
| CN213594083U (en) | Hybrid electric drive device | |
| CN214822577U (en) | Hybrid power coupling system and vehicle with same | |
| CN213799230U (en) | Hybrid power transmission device | |
| CN101462482A (en) | Novel double-motor series-parallel connection hybrid power assembly configuration | |
| CN115027248A (en) | Electromechanical coupling system and hybrid electric vehicle | |
| CN109278531B (en) | Transmission drive system with hybrid power | |
| CN210733817U (en) | Integrated stroke-increasing hybrid system and stroke-increasing hybrid vehicle | |
| CN212360677U (en) | Low-deflection hybrid power four-gear transmission | |
| CN112356653A (en) | Hybrid electric drive device | |
| CN109114198B (en) | Three-gear speed changer for hybrid vehicle |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination |