CN115284864A - Gearbox, hybrid power system and automobile - Google Patents

Gearbox, hybrid power system and automobile Download PDF

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Publication number
CN115284864A
CN115284864A CN202211055321.2A CN202211055321A CN115284864A CN 115284864 A CN115284864 A CN 115284864A CN 202211055321 A CN202211055321 A CN 202211055321A CN 115284864 A CN115284864 A CN 115284864A
Authority
CN
China
Prior art keywords
clutch
gear
main shaft
ring
planet carrier
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
Application number
CN202211055321.2A
Other languages
Chinese (zh)
Inventor
张恒先
周之光
叶远龙
李双銮
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Chery Automobile Co Ltd
Original Assignee
Chery Automobile Co Ltd
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Chery Automobile Co Ltd filed Critical Chery Automobile Co Ltd
Priority to CN202211055321.2A priority Critical patent/CN115284864A/en
Publication of CN115284864A publication Critical patent/CN115284864A/en
Priority to PCT/CN2022/137112 priority patent/WO2024045402A1/en
Pending legal-status Critical Current

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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
    • 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
    • B60K6/24—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 combustion engines
    • 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
    • B60K6/26—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 motors or the generators
    • 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
    • B60K6/365—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 with the gears having orbital motion
    • 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
    • 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

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Hybrid Electric Vehicles (AREA)

Abstract

The present disclosure provides a gearbox, a hybrid powertrain and a vehicle, the gearbox comprising: the device comprises a shell, a first speed change mechanism, a first main shaft and a second main shaft; the first speed change mechanism is positioned in the shell, the first main shaft and the second main shaft are movably inserted in the shell, the first main shaft is used for being in transmission connection with the first power source, the first main shaft is in transmission connection with the second main shaft, and the second main shaft is used for being in transmission connection with the wheels; the first speed change mechanism includes: the first central wheel is used for being in transmission connection with the power generation mechanism; the first clutch is respectively connected with the first gear ring and the first planet carrier, and the second clutch is respectively connected with the first gear ring and the shell. The power generation efficiency of the hybrid power system can be improved.

Description

Gearbox, hybrid power system and automobile
Technical Field
The disclosure relates to the technical field of automobiles, in particular to a gearbox, a hybrid power system and an automobile.
Background
The hybrid system is a power system which takes an engine and an electric machine as power sources and drives an automobile to run together, wherein the electric machine can also be generally used as a generator.
In the related art, a hybrid system includes a transmission, an engine, and a motor, where the engine is in transmission connection with the transmission to transmit power to the transmission, and the power of the transmission is output to wheels to drive a vehicle to run. The output shaft of the engine is also connected with the output shaft of the motor in a transmission way to drive the motor to generate electricity.
However, the mode of the engine driving the motor to generate electricity is single, which is not beneficial to fully exerting the performance of the motor in combination with the actual vehicle condition and improving the electricity generating efficiency of the hybrid power system.
Disclosure of Invention
The embodiment of the disclosure provides a gearbox, a hybrid power system and an automobile, which can control a power generation mechanism to generate power with different powers, and improve the power generation efficiency of the hybrid power system. The technical scheme is as follows:
the disclosed embodiment provides a gearbox, including: the device comprises a shell, a first speed change mechanism, a first main shaft and a second main shaft; the first speed change mechanism is positioned in the shell, the first main shaft and the second main shaft are movably inserted in the shell, the first main shaft is used for being in transmission connection with a first power source, the first main shaft is in transmission connection with the second main shaft, and the second main shaft is used for being in transmission connection with wheels; the first speed change mechanism includes: the first planet carrier is coaxially connected with the first spindle, and the first central wheel is in transmission connection with a power generation mechanism; the first clutch is respectively connected with the first gear ring and the first planet carrier and used for controlling the connection or the separation of the first gear ring and the first planet carrier, and the second clutch is respectively connected with the first gear ring and the shell and used for braking or releasing the first gear ring.
In another implementation of the disclosed embodiment, the first clutch and the second clutch each include: a flywheel and a driven disk, the flywheel and the driven disk being configured to be operably connected or disconnected; the flywheel of the first clutch is coaxially connected with the first planet carrier, and the driven disc of the first clutch is coaxially connected with the first gear ring; and the flywheel of the second clutch is coaxially connected with the first gear ring, and the driven disc of the second clutch is connected with the shell.
In one implementation of the disclosed embodiment, the transmission further includes a second variator and a third clutch, the second variator and the third clutch being located within the housing; the second speed change mechanism includes: second centre wheel, second planet carrier, a plurality of second planet wheel and second ring gear, the second ring gear with the second centre wheel is coaxial to be arranged, a plurality of second planet wheels are located the second centre wheel with between the second ring gear, and all with the second centre wheel with the second ring gear meshing, the second planet carrier with first main shaft is coaxial continuous, just the second planet carrier with first planet carrier interval distribution, the second ring gear with second spindle drive is connected, the third clutch is connected the second centre wheel with the casing, is used for braking or release the second centre wheel.
In another implementation manner of the embodiment of the present disclosure, the transmission case further includes a first transmission gear, the first transmission gear is coaxially connected to the second spindle, gear teeth are disposed on an outer wall of the second gear ring, and the first transmission gear is engaged with the gear teeth outside the second gear ring.
In another implementation of the disclosed embodiment, the transmission further includes a third variator and a fourth clutch, the third variator and the fourth clutch being located within the housing; the third speed change mechanism includes: third centre wheel, third planet carrier, a plurality of third star gear and third ring gear, the third ring gear with third centre wheel coaxial arrangement, a plurality of third star gear are located the third centre wheel with between the third ring gear, and all with the third centre wheel with the meshing of third ring gear, the third ring gear with first main shaft is coaxial continuous, just the third ring gear with first planet carrier interval distribution, the third planet carrier with second spindle drive connects, the fourth clutch is connected the third centre wheel with the casing is used for braking or release the third centre wheel.
In another implementation manner of the embodiment of the present disclosure, the transmission case further includes a second transmission gear, the second transmission gear is coaxially connected to the second main shaft, the third planet carrier is provided with a toothed ring, and the second transmission gear is engaged with the toothed ring.
In another implementation manner of the embodiment of the present disclosure, the first main shaft includes a first section and a second section, the first section and the second section are coaxially distributed at an interval, the transmission case further includes a fifth clutch, the fifth clutch is respectively connected to the first section and the second section, and the fifth clutch is located between the first planet carrier and the third ring gear.
The embodiment of the present disclosure provides a hybrid power system, which includes a first power source, a second power source, a power generation mechanism, and the gearbox as described above, where the first power source is an engine, the second power source is a first motor, and the power generation mechanism is a second motor; the engine, the first motor and the second motor are all located outside the shell, an output shaft of the engine and an output shaft of the first motor are both in transmission connection with the first spindle, the engine and the first motor are located on two sides of the fifth clutch, and an output shaft of the second motor is coaxially connected with the first center wheel.
In another implementation of the disclosed embodiment, the hybrid power system further includes a power supply assembly located outside the housing, the power supply assembly including: a battery and two inverters, one of the two inverters being connected between the battery and the first motor and the other of the two inverters being connected between the battery and the second motor.
Embodiments of the present disclosure provide an automobile comprising a hybrid system as described hereinbefore and an automobile body, the hybrid system being located within the automobile body.
The beneficial effect that technical scheme that this disclosure embodiment provided brought includes at least:
in the transmission according to the embodiment of the present disclosure, power of the first power source may be transmitted to the first carrier of the first transmission mechanism through the first main shaft, wherein the first transmission mechanism is provided therein with a first clutch and a second clutch, the first clutch is capable of connecting or disconnecting the first ring gear and the first carrier, and the second clutch is capable of connecting or disconnecting the first ring gear and the housing. When the first clutch is connected with the first gear ring and the first planet carrier, the first gear ring and the first planet carrier are combined into a whole, the first planet carrier drives, the first center wheel is driven, and the first planet carrier and the first center wheel rotate at a first speed ratio; when the second clutch is connected with the first gear ring and the shell, the first gear ring is fixed, the first planet carrier drives, the first central wheel is driven, and the first planet carrier and the first central wheel rotate at a second speed ratio. Therefore, the first clutch or the second clutch is controlled to be combined, so that the first power source can control the power generation mechanism to generate power at different rotating speeds under the same speed distribution, the power generation mechanism can be controlled to generate power at different powers by combining actual vehicle conditions, the performance of the power generation mechanism is fully exerted, and the power generation efficiency of the hybrid power system is improved.
Drawings
In order to more clearly illustrate the technical solutions in the embodiments of the present disclosure, the drawings needed to be used in the description of the embodiments are briefly introduced below, and it is obvious that the drawings in the following description are only some embodiments of the present disclosure, and it is obvious for those skilled in the art to obtain other drawings based on the drawings without creative efforts.
FIG. 1 is a schematic structural diagram of a transmission provided in an embodiment of the present disclosure;
FIG. 2 is a schematic structural diagram of a hybrid powertrain system provided by an embodiment of the present disclosure;
FIG. 3 is a schematic energy transfer diagram of a hybrid powertrain system in an electric-only mode provided by an embodiment of the present disclosure;
FIG. 4 is a schematic energy transfer diagram of a hybrid powertrain system in a hybrid mode provided by an embodiment of the present disclosure;
FIG. 5 is a schematic energy transfer diagram of a hybrid powertrain system in a hybrid mode provided by an embodiment of the present disclosure;
FIG. 6 is a schematic energy transfer diagram of a hybrid powertrain system in a hybrid mode provided by an embodiment of the present disclosure;
FIG. 7 is a schematic energy transfer diagram of a hybrid powertrain system in a hybrid mode provided by an embodiment of the present disclosure;
FIG. 8 is a schematic energy transfer diagram of a hybrid powertrain system in an engine direct drive mode provided by an embodiment of the present disclosure;
FIG. 9 is a schematic energy transfer diagram of a hybrid powertrain system in an engine direct drive mode provided by an embodiment of the present disclosure;
FIG. 10 is a schematic diagram illustrating energy transfer of a hybrid powertrain system in an energy recovery mode according to an embodiment of the disclosure.
The various symbols in the figures are illustrated as follows:
100. a housing;
10. an engine; 11. a first motor; 12. a second motor; 13. a wheel;
21. a first main shaft; 211. a first stage; 212. a second section; 22. a second main shaft;
31. a first center wheel; 32. a first planet gear; 33. a first carrier; 34. a first ring gear; 35. a first clutch; 36. a second clutch; 301. a flywheel; 302. a driven plate;
41. a second center wheel; 42. a second planet carrier; 43. a second planet wheel; 44. a second ring gear; 45. a third clutch; 46. a first drive gear;
51. a third center wheel; 52. a third carrier; 53. a third planet gear; 54. a third ring gear; 55. a fourth clutch; 56. a second transmission gear; 57. a toothed ring;
60. a fifth clutch;
70. a power supply assembly; 71. a battery; 72. an inverter.
Detailed Description
To make the objects, technical solutions and advantages of the present disclosure more apparent, embodiments of the present disclosure will be described in detail with reference to the accompanying drawings.
Unless defined otherwise, technical or scientific terms used herein shall have the ordinary meaning as understood by one of ordinary skill in the art to which this disclosure belongs. The use of "first," "second," "third," and similar terms in the description and claims of the present disclosure are not intended to indicate any order, quantity, or importance, but rather are used to distinguish one element from another. Also, the use of the terms "a" or "an" and the like do not denote a limitation of quantity, but rather denote the presence of at least one. The word "comprise" or "comprises", and the like, means that the element or item listed before "comprises" or "comprising" covers the element or item listed after "comprising" or "comprises" and its equivalents, and does not exclude other elements or items. The terms "connected" or "coupled" and the like are not restricted to physical or mechanical connections, but may include electrical connections, whether direct or indirect. "upper", "lower", "left", "right", "top", "bottom", and the like are used merely to indicate relative positional relationships, which may also change accordingly when the absolute position of the object being described changes.
Fig. 1 is a schematic structural diagram of a transmission provided in an embodiment of the present disclosure. As shown in fig. 1, the transmission includes: a housing 100, a first gear shifting mechanism, a first main shaft 21 and a second main shaft 22.
As shown in fig. 1, the first speed changing mechanism is located in the housing 100, the first main shaft 21 and the second main shaft 22 are movably inserted into the housing 100, the first main shaft 21 is used for being in transmission connection with a first power source, the first main shaft 21 is in transmission connection with the second main shaft 22, and the second main shaft 22 is used for being in transmission connection with the wheels 13.
As shown in fig. 1, the first speed change mechanism includes: the first central wheel 31, a plurality of first planet wheels 32, a first planet carrier 33, a first gear ring 34, a first clutch 35 and a second clutch 36, wherein the first gear ring 34 is coaxially arranged with the first central wheel 31, the plurality of first planet wheels 32 are positioned between the first central wheel 31 and the first gear ring 34 and are respectively meshed with the first central wheel 31 and the first gear ring 34, the first planet carrier 33 is coaxially connected with the first main shaft 21, and the first central wheel 31 is used for being in transmission connection with a power generation mechanism.
The first clutch 35 is connected to the first ring gear 34 and the first carrier 33, respectively, for controlling the connection or disconnection of the first ring gear 34 and the first carrier 33, and the second clutch 36 is connected to the first ring gear 34 and the housing 100, respectively, for braking or releasing the first ring gear 34.
In the transmission of the embodiment of the present disclosure, the power of the first power source may be transmitted to the first carrier 33 of the first transmission mechanism through the first main shaft 21, wherein the first transmission mechanism is provided with a first clutch 35 and a second clutch 36, the first clutch 35 can connect or disconnect the first ring gear 34 and the first carrier 33, and the second clutch 36 can connect or disconnect the first ring gear 34 and the housing 100. When the first clutch 35 connects the first gear ring 34 and the first carrier 33, the first gear ring 34 and the first carrier 33 are combined into a whole, at this time, the first carrier 33 drives, the first central wheel 31 drives, and the first carrier 33 and the first central wheel 31 rotate at a first speed ratio; when the second clutch 36 connects the first ring gear 34 and the housing 100, the first ring gear 34 is fixed, the first carrier 33 is driven, the first sun gear 31 is driven, and the first carrier 33 and the first sun gear 31 rotate at the second speed ratio. By controlling the engagement of the first clutch 35 or the second clutch 36, the first power source can be controlled to generate power at different rotation speeds under the same speed, so that the power generation mechanism can be controlled to generate power at different powers according to actual vehicle conditions, the performance of the power generation mechanism can be fully exerted, and the power generation efficiency of the hybrid power system can be improved.
Alternatively, as shown in fig. 1, each of the first clutch 35 and the second clutch 36 includes: a flywheel 301 and a driven plate 302, the flywheel 301 and the driven plate 302 being configured to be operably connected or disconnected.
In the embodiment of the present disclosure, the flywheel 301 of the clutch can move in the driven disc 302 along the axial direction of the driven disc 302 to be attached to or detached from the driven disc 302, so as to realize the coupling or detachment of the flywheel 301 and the driven disc 302, and complete the clutch action of the clutch.
As shown in fig. 1, the flywheel 301 of the first clutch 35 is coaxially connected to the first carrier 33, and the driven plate 302 of the first clutch 35 is coaxially connected to the first ring gear 34. The first ring gear 34 and the first carrier 33 are connected by the first clutch 35, so that the first ring gear 34 and the first carrier 33 are integrated when the first clutch 35 is controlled to be combined, the first ring gear 34 and the first carrier 33 rotate together, and the first carrier 33 is free to rotate relative to the first ring gear 34 when the first clutch 35 is controlled to be separated.
As shown in fig. 1, the flywheel 301 of the second clutch 36 is coaxially connected to the first ring gear 34, and the driven plate 302 of the second clutch 36 is connected to the housing 100. The first ring gear 34 is connected to the housing 100 by the second clutch 36, and when the second clutch 36 is engaged, the first ring gear 34 is fixed to the housing 100, thereby braking the first ring gear 34, and when the second clutch 36 is disengaged, the first ring gear 34 is allowed to rotate freely with respect to the housing 100.
When the first clutch 35 is disengaged and the second clutch 36 is engaged, the first ring gear 34 is fixed, and the power of the first power source is transmitted to the first sun gear 31 to drive the power generation mechanism to generate power. In this mode, the rotation speed of the first center wheel 31 is higher than the rotation speed of the first carrier 33, i.e., in the speed-increasing mode, so that the power generation mechanism can be controlled to generate power at a higher power.
For example, when the vehicle is in the constant-speed cruise mode, the power demand is not high, and therefore, the first clutch 35 can be disengaged and the second clutch 36 can be engaged, so that the power generation mechanism can generate power efficiently.
When the first clutch 35 is engaged and the second clutch 36 is disengaged, the first ring gear 34 and the first carrier 33 are fixed to each other, and the power of the first power source is transmitted to the first sun gear 31 to drive the power generation mechanism to generate power. In this mode, the rotation speed of the first sun gear 31 coincides with the rotation speed of the first carrier 33, so that the power generation mechanism can be controlled to generate power at a lower power.
For example, the vehicle needs a high-speed driving mode, in which the power demand is high, so that the first clutch 35 can be engaged and the second clutch 36 can be disengaged, and the power generation mechanism can generate power with low power.
In other implementations, both the first clutch 35 and the second clutch 36 can be disengaged, so that the power of the first power source is not transmitted to the first center wheel 31, and the power generation mechanism is driven to generate power.
Optionally, as shown in fig. 1, the gearbox further comprises a second variator and a third clutch 45, the second variator and the third clutch 45 being located within the housing 100.
As shown in fig. 1, the second transmission mechanism includes: a second central wheel 41, a second planet carrier 42, a plurality of second planet wheels 43 and a second ring gear 44, wherein the second ring gear 44 is arranged coaxially with the second central wheel 41, the plurality of second planet wheels 43 are arranged between the second central wheel 41 and the second ring gear 44 and are all meshed with the second central wheel 41 and the second ring gear 44, the second planet carrier 42 is coaxially connected with the first main shaft 21, the second planet carrier 42 is distributed at intervals with the first planet carrier 33, the second ring gear 44 is in transmission connection with the second main shaft 22, and a third clutch 45 is connected with the second central wheel 41 and the casing 100 and is used for braking or releasing the second central wheel 41.
In the above implementation, the first main shaft 21 is in transmission connection with the second main shaft 22 through the second speed change mechanism, so that the power of the first power source is transmitted to the wheels 13, and the vehicle is driven to run. The second speed change mechanism is a planetary gear train, so that stepless speed change of the vehicle is realized, the running noise of the vehicle is reduced, and the efficiency of the hybrid power system is improved.
The second sun gear 41 is fixed to the case 100 by connecting the second sun gear 41 to the case 100 through the third clutch 45, so that the second sun gear 41 is braked when the third clutch 45 is controlled to be engaged, and the second sun gear 41 is allowed to rotate freely with respect to the case 100 when the third clutch 45 is controlled to be disengaged.
When the third clutch 45 is engaged, the second center gear 41 is fixed, and the power of the first power source is transmitted to the second ring gear 44 and the second main shaft 22, thereby driving the wheels 13 to rotate. When the third clutch 45 is disengaged, the second sun gear 41 can rotate freely, and the second transmission mechanism cannot transmit power to the second main shaft 22, so that the power of the hybrid system is interrupted and the vehicle is not driven to run.
Illustratively, as shown in fig. 1, the transmission case further includes a first transmission gear 46, the first transmission gear 46 is coaxially connected to the second main shaft 22, the outer wall of the second gear ring 44 is provided with gear teeth, and the first transmission gear 46 is engaged with the gear teeth outside the second gear ring 44.
By arranging gear teeth outside the second gear ring 44, the power of the second speed change mechanism can be transmitted to the first transmission gear 46 through the gear teeth of the second gear ring 44, so as to drive the second main shaft 22 to rotate, and the purpose of driving the wheels 13 to rotate is achieved.
Optionally, as shown in fig. 1, the gearbox further comprises a third variator and a fourth clutch 55, the third variator and the fourth clutch 55 being located within the housing 100.
As shown in fig. 1, the third speed change mechanism includes: a third central wheel 51, a third planet carrier 52, a plurality of third planet wheels 53 and a third ring gear 54, wherein the third ring gear 54 is coaxially arranged with the third central wheel 51, the plurality of third planet wheels 53 are positioned between the third central wheel 51 and the third ring gear 54 and are all meshed with the third central wheel 51 and the third ring gear 54, the third ring gear 54 is coaxially connected with the first main shaft 21, the third ring gear 54 is distributed at intervals with the first planet carrier 33, the third planet carrier 52 is in transmission connection with the second main shaft 22, and a fourth clutch 55 is connected with the third central wheel 51 and the housing 100 and is used for braking or releasing the third central wheel 51.
In the above implementation, the first main shaft 21 is in transmission connection with the second main shaft 22 through the third speed change mechanism, so that the power of the first power source is transmitted to the wheels 13, and the vehicle is driven to run. The third speed change mechanism is a planetary gear train, so that stepless speed change of the vehicle is realized, the running noise of the vehicle is reduced, and the efficiency of the hybrid power system is improved.
The third sun gear 51 is fixed to the case 100 by engaging the fourth clutch 55 with the case 100, and the third sun gear 51 is braked by fixing the third sun gear 51 to the case 100 when the fourth clutch 55 is engaged, and the third sun gear 51 is allowed to rotate freely with respect to the case 100 when the fourth clutch 55 is disengaged.
When the third clutch 45 is engaged, the third sun gear 51 is fixed, and the power of the first power source is transmitted to the third carrier 52 and the second main shaft 22, thereby driving the wheels 13 to rotate. When the third clutch 45 is disengaged, the third sun gear 51 can rotate freely, and the third transmission mechanism cannot transmit power to the second main shaft 22, so that the power of the hybrid system is interrupted and the vehicle is not driven to run.
Illustratively, as shown in fig. 1, the transmission case further includes a second transmission gear 56, the second transmission gear 56 is coaxially connected with the second main shaft 22, a toothed ring 57 is provided on the third planet carrier 52, and the second transmission gear 56 is meshed with the toothed ring 57.
The ring gear 57 has an annular structure, and the outer wall surface of the ring gear 57 has a gear. The gear ring 57 can be coaxially sleeved outside the third planet carrier 52, or can be coaxially connected with the third planet carrier 52 through other connecting structures, so that the third planet carrier 52 can rotate to drive the gear ring 57 to rotate together.
Since the gear ring 57 and the second transmission gear 56 are meshed, the power transmitted to the third transmission mechanism can be transmitted to the second transmission gear 56 through the gear ring 57 of the third planet carrier 52, so as to drive the second main shaft 22 to rotate, and thus, the purpose of driving the wheels 13 to rotate is achieved.
Alternatively, as shown in fig. 1, the first main shaft 21 comprises a first section 211 and a second section 212, the first section 211 and the second section 212 are coaxially spaced apart, the gearbox further comprises a fifth clutch 60, the fifth clutch 60 is connected to the first section 211 and the second section 212, respectively, and the fifth clutch 60 is located between the first carrier 33 and the third ring gear 54.
The fifth clutch 60 is provided to interrupt the power transmission between the first power source and the third transmission mechanism, when the fifth clutch 60 is engaged, the power of the first power source can be transmitted to the third transmission mechanism to drive the wheels 13 to rotate through the third transmission mechanism, and when the fifth clutch 60 is disengaged, the power of the first power source cannot be transmitted to the third transmission mechanism to be transmitted to the wheels 13 through the second transmission mechanism to drive the wheels 13 to rotate.
By arranging the fifth clutch 60, different speed change mechanisms can be selected to drive the wheels 13 according to actual conditions, and the vehicle can be driven in a multi-gear mode.
Fig. 2 is a schematic structural diagram of a hybrid power system provided in an embodiment of the present disclosure. As shown in fig. 2, the hybrid system includes a first power source, a second power source, a power generation mechanism, and the aforementioned transmission.
The first power source is an engine 10, the second power source is a first motor 11, and the power generation mechanism is a second motor 12.
As shown in fig. 1 and 2, the engine 10, the first motor 11 and the second motor 12 are all located outside the housing 100, an output shaft of the engine 10 and an output shaft of the first motor 11 are both in transmission connection with the first main shaft 21, the engine 10 and the first motor 11 are located on both sides of the fifth clutch 60, and an output shaft of the second motor 12 is coaxially connected with the first center wheel 31.
In the embodiment of the present disclosure, the engine 10 and the first motor 11 are provided as power sources, and the second motor 12 is provided as a power generation mechanism, so as to form a hybrid power system, which can transmit the power of the two power sources to the second main shaft 22 through the gearbox to drive the wheels 13, and the power generation mechanism can be controlled to generate power when the first power source works, so that the first power source works efficiently, and the power performance and the cruising ability of the hybrid power system are improved.
As shown in fig. 2, the engine 10 and the first motor 11 are located at both sides of the fifth clutch 60, so that the fifth clutch 60 is controlled to block the power transmission between the engine 10 and the first motor 11, and when the engine 10 is operated alone, the engine 10 is prevented from dragging the first motor 11 to rotate and consuming power.
Optionally, as shown in fig. 2, the hybrid system further includes a power supply assembly 70, the power supply assembly 70 is located outside the casing 100, and the power supply assembly 70 includes: a battery 71 and two inverters 72, one of the two inverters 72 being connected between the battery 71 and the first motor 11, the other of the two inverters 72 being connected between the battery 71 and the second motor 12.
By providing two inverters 72, one for connecting the battery 71 and the first motor 11 and the other for connecting the battery 71 and the second motor 12. The battery 71 is a rechargeable battery 71, and the inverter 72 is disposed on an output circuit of the battery 71 and is configured to convert a direct current output by the battery 71 into a three-phase alternating current to drive the first motor 11 or the second motor 12. In addition, the inverter 72 and the transformer are integrated in the disclosed embodiment, which is convenient for installation and saves installation space.
Embodiments of the present disclosure provide an automobile comprising a hybrid powertrain as described above and an automobile body, the hybrid powertrain being located within the automobile body.
The hybrid power system provided by the embodiment of the present disclosure may operate in any one of power modes, including a pure electric mode, a hybrid drive mode, a direct drive mode of the engine 10, and an energy recovery mode.
The following describes each power mode of the hybrid system with reference to the hybrid system shown in fig. 2 as an example:
FIG. 3 is a schematic energy transfer diagram of a hybrid power system in an electric-only mode according to an embodiment of the present disclosure. As shown in fig. 3, when the hybrid system is switched to the electric only mode, the engine 10 and the second electric machine 12 are not operated, the fifth clutch 60 is disengaged, the fourth clutch 55 is engaged, and the first electric machine 11 is operated.
In the above implementation manner, the battery 71 of the power supply assembly 70 discharges, the inverter 72 converts the direct current into the three-phase alternating current to drive the output shaft of the first motor 11 to rotate, and the power of the first motor 11 is transmitted to the second main shaft 22 through the third speed change mechanism to drive the wheels 13, so as to implement the pure electric mode.
Optionally, the vehicle can also be driven by the first electric machine 11 to run in reverse gear in the electric-only mode. During reverse, the engine 10 and the second electric machine 12 are not operated, the fifth clutch 60 is disengaged, the fourth clutch 55 is engaged, and the first electric machine 11 is reversed to reverse the vehicle.
In the disclosed embodiment, the hybrid mode includes four modes.
In the first mode, the engine 10 is operated and drives the second electric machine 12 to generate electricity, the first electric machine 11 is operated, and the vehicle is driven by the first electric machine 11 alone. At this time, the first clutch 35 is disengaged, the second clutch 36 is engaged, the third clutch 45 is disengaged, the fourth clutch 55 is engaged, and the fifth clutch 60 is disengaged.
FIG. 4 is a schematic energy transfer diagram of a hybrid powertrain system in a hybrid mode provided by an embodiment of the present disclosure. As shown in fig. 4, in the first mode, the power of the engine 10 is transmitted to the second motor 12 sequentially through the first main shaft 21 and the first speed change mechanism to drive the second motor 12 to generate power at high power; the power of the first motor 11 passes through the first main shaft 21, the third speed change mechanism and the second main shaft 22 in sequence to drive the wheels 13 to rotate.
In the second mode, the engine 10 is operated and drives the second electric machine 12 to generate electricity, the first electric machine 11 is operated, and the vehicle is driven by the first electric machine 11 alone. At this time, the first clutch 35 is engaged, the second clutch 36 is disengaged, the third clutch 45 is disengaged, the fourth clutch 55 is engaged, and the fifth clutch 60 is disengaged.
FIG. 5 is a schematic energy transfer diagram of a hybrid powertrain system in a hybrid mode provided by an embodiment of the present disclosure. As shown in fig. 5, in the second mode, the power of the engine 10 is transmitted to the second motor 12 through the first main shaft 21 and the first speed change mechanism in order to drive the second motor 12 to generate electricity at a lower power; the power of the first motor 11 passes through the first main shaft 21, the third speed change mechanism and the second main shaft 22 in sequence to drive the wheels 13 to rotate.
In the third mode, the engine 10 is operated and drives the second motor 12 to generate power and drive the vehicle to run, the first motor 11 is operated, and the vehicle is driven by the engine 10 and the first motor 11 together. At this time, the first clutch 35 is engaged, the second clutch 36 is disengaged, the third clutch 45 is disengaged, the fourth clutch 55 is engaged, and the fifth clutch 60 is engaged.
FIG. 6 is a schematic energy transfer diagram of a hybrid powertrain system in a hybrid mode provided by an embodiment of the present disclosure. As shown in fig. 6, in the third mode, a part of the power of the engine 10 is transmitted to the second electric motor 12 through the first main shaft 21 and the first transmission mechanism in order to drive the second electric motor 12 to generate electricity at a lower power; another part of the power of the engine 10 is transmitted to the wheels 13 through the first main shaft 21, the fifth clutch 60, the third transmission mechanism, and the second main shaft 22 in order to drive the wheels 13 to rotate. The power of the first motor 11 passes through the first main shaft 21, the third speed change mechanism and the second main shaft 22 in sequence to drive the wheels 13 to rotate.
In the fourth mode, the engine 10 is operated and drives the second electric machine 12 to generate electricity and drive the vehicle to run, the first electric machine 11 is operated, and the vehicle is driven by the engine 10 and the first electric machine 11 together. At this time, the first clutch 35 is engaged, the second clutch 36 is disengaged, the third clutch 45 is engaged, the fourth clutch 55 is engaged, and the fifth clutch 60 is disengaged.
FIG. 7 is a schematic energy transfer diagram of a hybrid powertrain system in a hybrid mode provided by an embodiment of the present disclosure. As shown in fig. 7, in the fourth mode, a part of the power of the engine 10 is transmitted to the second electric motor 12 through the first main shaft 21 and the first transmission mechanism in order to drive the second electric motor 12 to generate electricity at a lower power; another part of the power of the engine 10 is transmitted to the wheels 13 through the first main shaft 21, the second transmission mechanism and the second main shaft 22 in sequence to drive the wheels 13 to rotate. The power of the first motor 11 passes through the first main shaft 21, the third speed change mechanism and the second main shaft 22 in sequence to drive the wheels 13 to rotate.
In the disclosed embodiment, the direct drive mode of the engine 10 includes two modes.
In the first mode, the engine 10 is operated and drives the second electric machine 12 to generate electricity and drive the vehicle to travel, the first electric machine 11 is not operated, and the vehicle is driven by the engine 10 alone. At this time, the first clutch 35 is engaged, the second clutch 36 is disengaged, the third clutch 45 is engaged, the fourth clutch 55 is disengaged, and the fifth clutch 60 is disengaged.
FIG. 8 is a schematic diagram of energy transfer of a hybrid power system in a direct drive mode of the engine 10 according to an embodiment of the disclosure. As shown in fig. 8, in the first mode, a part of the power of the engine 10 is transmitted to the second motor 12 through the first main shaft 21 and the first speed change mechanism in order to drive the second motor 12 to generate electricity at a lower power; another part of the power of the engine 10 is transmitted to the wheels 13 through the first main shaft 21, the second transmission mechanism and the second main shaft 22 in order to drive the wheels 13 to rotate.
In the second mode, the engine 10 is operated and drives the second electric machine 12 to generate electricity and drive the vehicle to travel, the first electric machine 11 is not operated, and the vehicle is driven by the engine 10 alone. At this time, the first clutch 35 is engaged, the second clutch 36 is disengaged, the third clutch 45 is disengaged, the fourth clutch 55 is engaged, and the fifth clutch 60 is engaged.
FIG. 9 is a schematic diagram of energy transfer of a hybrid power system in a direct drive mode of the engine 10 according to an embodiment of the disclosure. As shown in fig. 9, in the second mode, a part of the power of the engine 10 is transmitted to the second electric motor 12 through the first main shaft 21 and the first transmission mechanism in order to drive the second electric motor 12 to generate electricity at a lower power; another part of the power of the engine 10 is transmitted to the wheels 13 through the first main shaft 21, the fifth clutch 60, the third transmission mechanism, and the second main shaft 22 in order to drive the wheels 13 to rotate.
FIG. 10 is a schematic energy transfer diagram of a hybrid powertrain system in an energy recovery mode, according to an embodiment of the present disclosure. As shown in fig. 10, when the hybrid system is switched to the energy recovery mode, the engine 10 and the second motor 12 are not operated, the fifth clutch 60 is disengaged, the fourth clutch 55 is engaged, and the first motor 11 is in the power generation mode.
In the above implementation manner, when the vehicle is in a sliding or braking condition, the wheels 13 provide a reverse torque, and part of kinetic energy of the vehicle is transmitted to the first motor 11 through the second main shaft 22 and the third speed change mechanism to be converted into electric energy, which is stored in the power supply assembly 70 for standby, so as to realize the energy recovery function of the first motor 11.
The above description is meant to be illustrative of the principles of the present disclosure and not to be taken in a limiting sense, and any modifications, equivalents, improvements and the like that are within the spirit and scope of the present disclosure are intended to be included therein.

Claims (10)

1. A transmission, characterized in that it comprises: a housing (100), a first speed change mechanism, a first main shaft (21) and a second main shaft (22);
the first speed change mechanism is positioned in the shell (100), the first main shaft (21) and the second main shaft (22) are movably inserted in the shell (100), the first main shaft (21) is used for being in transmission connection with a first power source, the first main shaft (21) is in transmission connection with the second main shaft (22), and the second main shaft (22) is used for being in transmission connection with wheels (13);
the first speed change mechanism includes: the first planetary gear set comprises a first central wheel (31), a plurality of first planetary gears (32), a first planet carrier (33), a first gear ring (34), a first clutch (35) and a second clutch (36), wherein the first gear ring (34) is coaxially arranged with the first central wheel (31), the plurality of first planetary gears (32) are positioned between the first central wheel (31) and the first gear ring (34) and are respectively meshed with the first central wheel (31) and the first gear ring (34), the first planet carrier (33) is coaxially connected with a first spindle (21), and the first central wheel (31) is used for being in transmission connection with a power generation mechanism;
the first clutch (35) is respectively connected with the first gear ring (34) and the first planet carrier (33) and used for controlling the connection or disconnection of the first gear ring (34) and the first planet carrier (33), and the second clutch (36) is respectively connected with the first gear ring (34) and the shell (100) and used for braking or releasing the first gear ring (34).
2. Gearbox according to claim 1, characterised in that said first clutch (35) and said second clutch (36) each comprise: a flywheel (301) and a driven disk (302), the flywheel (301) and the driven disk (302) being configured to be operably connected or disconnected;
the flywheel (301) of the first clutch (35) is coaxially connected with the first planet carrier (33), and the driven plate (302) of the first clutch (35) is coaxially connected with the first gear ring (34);
the flywheel (301) of the second clutch (36) is coaxially connected with the first gear ring (34), and the driven plate (302) of the second clutch (36) is connected with the shell (100).
3. A gearbox according to claim 1 or 2, characterised in that the gearbox further comprises a second variator and a third clutch (45), the second variator and the third clutch (45) being located within the housing (100);
the second speed change mechanism includes: a second central wheel (41), a second planet carrier (42), a plurality of second planet wheels (43) and a second ring gear (44), wherein the second ring gear (44) is coaxially arranged with the second central wheel (41), the plurality of second planet wheels (43) are located between the second central wheel (41) and the second ring gear (44) and are all meshed with the second central wheel (41) and the second ring gear (44), the second planet carrier (42) is coaxially connected with the first main shaft (21), the second planet carrier (42) and the first planet carrier (33) are distributed at intervals, the second ring gear (44) is in transmission connection with the second main shaft (22), and a third clutch (45) connects the second central wheel (41) and the housing (100) for braking or releasing the second central wheel (41).
4. The gearbox according to claim 3, characterized in that the gearbox further comprises a first transmission gear (46), the first transmission gear (46) is coaxially connected with the second main shaft (22), the outer wall of the second gear ring (44) is provided with gear teeth, and the first transmission gear (46) is meshed with the gear teeth outside the second gear ring (44).
5. A gearbox according to claim 1 or 2, characterised in that the gearbox further comprises a third variator and a fourth clutch (55), the third variator and the fourth clutch (55) being located within the housing (100);
the third speed change mechanism includes: third centre wheel (51), third planet carrier (52), a plurality of third star gear (53) and third ring gear (54), third ring gear (54) with third centre wheel (51) coaxial arrangement, a plurality of third star gear (53) are located between third centre wheel (51) and third ring gear (54), and all with third centre wheel (51) with third ring gear (54) meshing, third ring gear (54) with first main shaft (21) coaxial continuous, and third ring gear (54) with first planet carrier (33) interval distribution, third planet carrier (52) with second main shaft (22) transmission connection, fourth clutch (55) connect third centre wheel (51) with casing (100), be used for braking or release third centre wheel (51).
6. The gearbox according to claim 5, characterized in that the gearbox further comprises a second transmission gear (56), the second transmission gear (56) is coaxially connected with the second main shaft (22), a toothed ring (57) is arranged on the third planet carrier (52), and the second transmission gear (56) is meshed with the toothed ring (57).
7. Gearbox according to claim 5, characterised in that said first main shaft (21) comprises a first section (211) and a second section (212), said first section (211) and said second section (212) being coaxially spaced apart, said gearbox further comprising a fifth clutch (60), said fifth clutch (60) being connected to said first section (211) and said second section (212), respectively, and said fifth clutch (60) being located between said first carrier (33) and said third ring gear (54).
8. A hybrid system, characterized in that the hybrid system comprises a first power source, a second power source, a power generation mechanism and a gearbox according to claim 7, the first power source being an engine (10), the second power source being a first electric machine (11), the power generation mechanism being a second electric machine (12);
the engine (10), the first motor (11) and the second motor (12) are located outside the shell (100), an output shaft of the engine (10) and an output shaft of the first motor (11) are in transmission connection with the first spindle (21), the engine (10) and the first motor (11) are located on two sides of the fifth clutch (60), and an output shaft of the second motor (12) is coaxially connected with the first center wheel (31).
9. The hybrid system according to claim 8, further comprising a power supply assembly (70), the power supply assembly (70) being located outside the housing (100), the power supply assembly (70) including: a battery (71) and two inverters (72), one of the two inverters (72) being connected between the battery (71) and the first motor (11), the other of the two inverters (72) being connected between the battery (71) and the second motor (12).
10. An automobile, characterized in that the automobile comprises the hybrid system according to claim 8 or 9 and an automobile body, the hybrid system being located in the automobile body.
CN202211055321.2A 2022-08-30 2022-08-30 Gearbox, hybrid power system and automobile Pending CN115284864A (en)

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WO2024045402A1 (en) * 2022-08-30 2024-03-07 奇瑞汽车股份有限公司 Gearbox, hybrid power system, and vehicle

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JP2007118835A (en) * 2005-10-28 2007-05-17 Toyota Motor Corp Power output device, automobile loading the same and control method for power output device
CN211892821U (en) * 2020-03-13 2020-11-10 上汽大众汽车有限公司 Double-motor coaxial hybrid gearbox
CN111619334B (en) * 2020-06-01 2022-07-12 奇瑞汽车股份有限公司 Hybrid powertrain system and control method
CN113085528A (en) * 2021-04-27 2021-07-09 浙江吉利控股集团有限公司 Hybrid power system, hybrid transmission and automobile
CN115284864A (en) * 2022-08-30 2022-11-04 奇瑞汽车股份有限公司 Gearbox, hybrid power system and automobile

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2024045402A1 (en) * 2022-08-30 2024-03-07 奇瑞汽车股份有限公司 Gearbox, hybrid power system, and vehicle

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