CN116353328A - Multi-mode multi-gear hybrid power transmission device - Google Patents
Multi-mode multi-gear hybrid power transmission device Download PDFInfo
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- CN116353328A CN116353328A CN202310338400.2A CN202310338400A CN116353328A CN 116353328 A CN116353328 A CN 116353328A CN 202310338400 A CN202310338400 A CN 202310338400A CN 116353328 A CN116353328 A CN 116353328A
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
- B60K6/54—Transmission for changing ratio
- B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
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- 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
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- 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)
- Structure Of Transmissions (AREA)
Abstract
A multi-mode multi-gear hybrid power transmission device is characterized in that an engine is connected with a planetary gear transmission mechanism through a first clutch, the planetary gear transmission mechanism is connected with a second motor through a first input shaft, the planetary gear transmission mechanism is connected with the first motor through a hollow shaft, and a gear ring body is meshed with the second input shaft. The second input shaft is provided with a first gear shifting driving tooth, a second gear shifting driving tooth and a first synchronizer, the first input shaft is in clearance fit with a hollow transmission shaft, the hollow transmission shaft is provided with a first gear shifting driven tooth and a second gear shifting driven tooth, the first gear shifting driven tooth and the second gear shifting driven tooth are respectively meshed with the gear shifting driving tooth of the second input shaft, the hollow transmission shaft is connected with the first input shaft through a second clutch, the first input shaft is provided with a third gear shifting driving tooth and a fourth gear shifting driving tooth, the third gear shifting driven tooth and the third synchronizer are in clearance fit with the third gear shifting driven tooth and the fourth gear shifting driven tooth of the middle transmission shaft, the third gear shifting driven tooth and the fourth gear shifting driven tooth are respectively meshed with the gear shifting driving tooth on the first input shaft, and the middle transmission shaft is connected with the differential through an output shaft.
Description
Technical Field
The invention relates to the field of hybrid electric vehicles, in particular to a multi-mode multi-gear hybrid power transmission device.
Background
The hybrid electric vehicle adopts the combination of the traditional internal combustion engine, the motor and the battery, and has the advantages of long endurance time of the traditional fuel vehicle, low oil consumption, low emission and the like of the new energy vehicle.
At present, a power transmission device of a hybrid electric vehicle generally has only a single gear, and the purposes of reducing oil consumption and reducing emission are realized through simple power output distribution, so that when the hybrid electric vehicle is driven by an internal combustion engine or is driven by a hybrid electric vehicle, the oil consumption is not obviously reduced or even higher than that of a traditional fuel vehicle when the hybrid electric vehicle is driven at a high speed or is operated at a uniform speed; in addition, in the hybrid power vehicle of the prior art, the power sources are simply overlapped generally, and the economical analysis is not performed based on the power sources, so that the power sources of the hybrid power vehicle are often switched to form a jerk phenomenon, and the driving comfort is seriously affected. These are all problems that need to be solved by each car manufacturer.
Disclosure of Invention
The invention aims to overcome the defects in the prior art, provides a multi-mode multi-gear hybrid power transmission device, effectively solves the problem of power source setbacks of hybrid power vehicles, and improves driving comfort.
The invention is realized by adopting the following scheme: the utility model provides a multi-mode multi-gear hybrid transmission, includes engine, first motor, second motor, the engine crankshaft passes through the planet carrier of a planetary gear drive mechanism of first clutch connection, planetary gear drive mechanism's sun gear passes through first input shaft and connects the second motor, planetary gear drive mechanism's ring gear body passes through clearance fit hollow shaft on first input shaft and connects first motor, the ring gear body includes first ring gear, second ring gear, first ring gear and planet wheel meshing, second ring gear and the input gear meshing of second input shaft, be equipped with first gear shifting driving tooth, second gear shifting driving tooth on the second input shaft, be equipped with first synchronizer between the first, the second gear shifting driving tooth, clearance fit hollow transmission shaft on the first input shaft is equipped with first gear shifting driven tooth and first gear shifting driving tooth meshing, be equipped with second gear shifting driving tooth and second gear shifting driving tooth meshing, hollow transmission shaft passes through second clutch and is connected with first input shaft, be equipped with first gear shifting driving tooth, third gear shifting driving tooth, fourth gear shifting driven tooth and fourth gear shifting driving tooth, fourth gear shifting driving tooth is equipped with the fourth gear shifting driving tooth, third gear is equipped with the driven tooth.
The hollow transmission shaft is provided with a second synchronizer, a reverse gear is arranged beside the second synchronizer and is in clearance fit with the hollow transmission shaft, the reverse gear is meshed with a reverse gear input tooth on a reverse gear shaft, and a reverse gear output tooth on the reverse gear shaft is meshed with a fourth gear shifting driven tooth.
The driving disc of the second clutch is fixedly connected with the hollow transmission shaft, and the driven disc is fixedly connected with the first input shaft.
The second input shaft and the middle transmission shaft are positioned on the same axis and are matched through a bearing to form a support.
The shaft section of the gear ring body is shaped, and the first gear ring and the second gear ring are respectively positioned at two axial ends of the gear ring body.
The first gear shifting driving tooth, the second gear shifting driving tooth, the third gear shifting driven tooth, the fourth gear shifting driven tooth and the reverse gear on the hollow transmission shaft are duplex gears.
The second motor is a bidirectional motor.
One end of the output shaft is provided with a driven gear which is meshed with an output gear of the middle transmission shaft, and the other end of the output shaft is provided with a bevel gear which is meshed with a main reduction gear of the differential mechanism.
The engine is an engine without a starting motor.
By adopting the scheme, the power of the engine, the power of the first motor and the power of the second motor are coupled through the planetary gear transmission mechanism, so that various power source combinations are realized; the first input shaft and the second input shaft are connected through the hollow transmission shaft to be matched with each other to transmit power, and the first input shaft, the second input shaft and the middle transmission shaft are provided with a synchronizer and a gear shifting gear to be matched with each other through a power source to form a multi-mode multi-gear structure. The multi-mode multi-gear hybrid power transmission device has the advantages that the power source operates in an optimal power interval, the power source is switched stably, and various power output modes are realized, so that the operation working condition of the whole vehicle is covered more comprehensively, the power performance and the economy of the whole vehicle are improved to the maximum extent, the problem of power source switching and pause of a hybrid power automobile is solved, and the driving comfort is improved.
The invention is further described below with reference to the drawings and specific examples.
Drawings
Fig. 1 is a schematic structural view of the present invention.
Detailed Description
As shown in fig. 1, the multi-mode multi-gear hybrid transmission device comprises an engine 1, a first motor 6 and a second motor 13, wherein the engine 1 is an engine without a starting motor. The crankshaft of the engine 1 is connected with a planet carrier 3 of a planetary gear transmission mechanism 21 through a first clutch K0, a sun gear 4 of the planetary gear transmission mechanism 21 is connected with a second motor 13 through a first input shaft 15, the second motor 13 is a bidirectional motor, and a gear ring body 5 of the planetary gear transmission mechanism 21 is connected with a first motor 6 through a hollow shaft which is in clearance fit with the first input shaft 15. The axial section of the gear ring body 5 is T-shaped, a first gear ring and a second gear ring are respectively arranged at two axial ends, the first gear ring is meshed with the planet gears 24, and the second gear ring is meshed with the input gear 9 of the second input shaft 7. The first gear shifting driving gear A and the second gear shifting driving gear B are in clearance fit on the second input shaft 7, and a first synchronizer S1 is arranged between the first gear shifting driving gear A and the second gear shifting driving gear B. The hollow transmission shaft 19 is in clearance fit with the first input shaft 15, the hollow transmission shaft 19 is provided with a first gear shifting driven tooth 20 which is meshed with a first gear shifting driving tooth A, a second gear shifting driven tooth 18 which is meshed with a second gear shifting driving tooth B, the hollow transmission shaft 19 is provided with a second synchronizer S2, a reverse gear C is positioned beside the second synchronizer S2 and is in clearance fit with the hollow transmission shaft 19, the reverse gear C is meshed with a reverse gear input tooth 8 on a reverse gear shaft R, and a reverse gear output tooth 11 on the reverse gear shaft R is meshed with a fourth gear shifting driven tooth E. The hollow transmission shaft 19 is connected with the first input shaft 15 through a second clutch K1, a driving disc of the second clutch K1 is fixedly connected to the hollow transmission shaft 19, the hollow transmission shaft 19 can also be fixedly connected to a gear hub of the second synchronizer S2 through a connecting shaft, a driven disc of the second clutch K1 is fixedly connected with the first input shaft 15, and connection and separation of the hollow transmission shaft 19 and the first input shaft 15 are realized through connection or separation of the second clutch K1. The first input shaft 15 is provided with a third gear shifting driving tooth 16 and a fourth gear shifting driving tooth 14, a third gear shifting driven tooth D and a fourth gear shifting driven tooth E are in clearance fit on an intermediate transmission shaft 12, a third synchronizer S3 is arranged between the third gear shifting driven tooth and the fourth gear shifting driven tooth, the third gear shifting driven tooth D is meshed with the third gear shifting driving tooth 16, and the fourth gear shifting driven tooth E is meshed with the fourth gear shifting driving tooth 14. The first gear shifting driving tooth A, the second gear shifting driving tooth B, the third gear shifting driven tooth D, the fourth gear shifting driven tooth E and the reverse gear C on the hollow transmission shaft 19 are duplex teeth. The second input shaft 7 and the middle transmission shaft 12 are positioned on the same axis line, and are supported by bearing fit, and the transmission of power is not directly carried out between the second input shaft 7 and the middle transmission shaft 12. The output gear 10 of the intermediate transmission shaft 12 is meshed with a driven gear arranged at one end of an output shaft 22, and a bevel gear arranged at the other end of the output shaft 22 is meshed with a main reduction gear of a differential mechanism 23. In this embodiment, the power transmission shafts such as the first input shaft 15, the second input shaft 7, the intermediate transmission shaft 12, the hollow shaft, and the hollow transmission shaft 19 are supported by the power assembly housing through bearings.
In this embodiment, the first shift driving tooth a and the first shift driven tooth 20 are a set of speed-increasing gear pairs, the second shift driving tooth B and the second shift driven tooth 18 are a set of speed-decreasing gear pairs, the third shift driving tooth 16 and the third shift driven tooth D are a set of speed-increasing gear pairs, and the fourth shift driving tooth 14 and the fourth shift driven tooth E are a set of speed-decreasing gear pairs.
The working modes of the multi-mode multi-gear hybrid power transmission device of the embodiment are as follows:
1. start mode: the engine start and the pure electric start can be classified according to different start modes of the power source. In order to avoid excessive energy consumption during starting, the controller selects the most energy-saving mode to start according to actual conditions. The states of the components related to the modes at the time of startup are shown in table 1.
TABLE 1
The power transmission cases of the engine start mode and the pure electric mode (taking the second electric motor start as an example) are described below.
Engine start mode: the first clutch K0 is engaged, the first motor 6 locks the ring gear body 5 against rest, and the second motor 13 acts as a starter motor. The power of the second motor 13 is transmitted to the sun gear 4 through the first input shaft 15, the sun gear 4 drags the planet carrier 3 to be transmitted to the engine 1 through the first clutch K0, and the engine 1 is started to finish the whole vehicle starting. In this embodiment, the engine is not provided with a starting motor, and in the starting process of the engine, the second motor 13 is used as a starting motor to combine with the first motor 6 to keep power uninterrupted, and the starting motor is assisted to finish starting.
Pure electric start mode: the engine 1 is not started, the first motor 6 rotates freely, the third synchronizer S3 is combined with the third gear shifting driven tooth D, and the second motor 13 starts to run to directly start the whole vehicle. When the second motor 13 is started, power is transmitted to the third gear shifting driven tooth D through the first input shaft 15, is transmitted to the middle transmission shaft 12 through the third synchronizer S3, and finally, power is output through the output shaft 22 to start the whole vehicle.
2. Drive mode:
1) Pure electric drive mode: the motor states involved in operation can be classified into a second motor drive, a first motor drive, and a double motor drive. The pure electric drive mode related component states are shown in table 2.
TABLE 2
a. When the second motor 13 is used as a driving motor alone, the torque output is adjusted by changing the engagement states of the first synchronizer S1 and the third synchronizer S3 so as to cope with different driving conditions, and the energy is mainly transmitted through the first input shaft 15 and the intermediate transmission shaft 12. Taking the working condition that the first synchronizer S1 is not engaged and the third synchronizer S3 is engaged with the third gear-shifting driven tooth D as an example, the power thereof is sequentially transmitted through the first input shaft 15, the third gear-shifting driven tooth D, the intermediate transmission shaft 12 and the output shaft 22.
b. When the first motor 6 is used as a driving motor alone, the torque output is adjusted by changing the engagement states of the first synchronizer S1, the third synchronizer S3 and the second clutch K1 so as to cope with different driving conditions, and the energy main power transmission mainly passes through the first input shaft 15, the second input shaft 7 and the intermediate transmission shaft 12. Taking the working conditions that the first synchronizer S1 is engaged with the first gear shifting driving tooth a, the third synchronizer S3 is engaged with the third gear shifting driven tooth D and the second clutch K1 as an example, the power is sequentially transmitted through the hollow shaft, the gear ring body 5, the second input shaft 7, the first synchronizer S1, the first gear shifting driving tooth a, the hollow transmission shaft 19, the second clutch K1, the first input shaft 15, the third gear shifting driven tooth D, the third synchronizer S3, the intermediate transmission shaft 12 and the output shaft 22.
c. During double-motor driving, the torque output is adjusted by changing the engagement states of the first synchronizer S1, the third synchronizer S3 and the second clutch K1 so as to cope with different driving conditions, the energy main power transmission mainly passes through the first input shaft 15, the second input shaft 7 and the middle transmission shaft 12, in the process, the first motor 6 and the second motor 13 are dynamically adjusted according to the management strategy, the optimal power transmission path is selected, and the state of the optimal driving mode is kept.
2) Engine driving mode: the first clutch 2 is engaged, the first motor 6 and the second motor 13 are free to rotate, the planetary gear transmission mechanism 21 is relatively locked, the engagement conditions of the second synchronizer 8, the third synchronizer 10 and the second clutch 28 are changed to adjust the torque output in order to provide torque required by different working conditions, and energy is mainly transmitted to the vehicle through the planetary gear transmission mechanism 21, the second input shaft 7, the hollow transmission shaft 19, the first input shaft 15, the middle transmission shaft 12 and the output shaft 22. The relevant part states are shown in table 3.
TABLE 3 Table 3
3) Hybrid drive mode: according to the working state of the motor, the motor is divided into hybrid driving of the second motor and the engine, hybrid driving of the first motor and the engine and hybrid driving of the double motors and the engine, and in a hybrid driving mode, the engine and the motor form power coupling, so that power output is enhanced. The hybrid drive mode related component states are shown in table 4.
TABLE 4 Table 4
a. When the second motor 13 and the engine are driven in a hybrid mode, the first clutch K0 is engaged, the first motor 6 rotates freely, the torque output is adjusted by changing the engagement states of the first synchronizer S1, the third synchronizer S3 and the second clutch K1, the power of the second motor 13 and the engine 1 is coupled at the first input shaft 15 and is transmitted through the intermediate transmission shaft 12, and the energy is mainly transmitted through the second input shaft 7, the hollow transmission shaft 19, the first input shaft 15 and the intermediate transmission shaft 12.
b. When the first motor 6 and the engine are driven in a hybrid mode, the first clutch K0 is engaged, the second motor 13 rotates freely, the torque output is adjusted by changing the engagement states of the first synchronizer S1, the third synchronizer S3 and the second clutch K1, the power of the second motor 13 and the engine 1 is coupled at the first input shaft 15 and is transmitted through the intermediate transmission shaft 12, and the energy is mainly transmitted through the second input shaft 7, the hollow transmission shaft 19, the first input shaft 15 and the intermediate transmission shaft 12.
c. When the double motors and the engine are driven in a hybrid mode, the first clutch K0 is engaged, the first motor 6 and the second motor 13 work, the torque output is adjusted by changing the engagement states of the first synchronizer S1, the third synchronizer S3 and the second clutch K1, the double motors are adjusted to be motors or generators to participate in hybrid motion through an energy management strategy according to the state of the residual electric quantity value of the power battery, the power of the second motor 13, the first motor 6 and the engine 1 is coupled in the first input shaft 15, the power is transmitted out through the intermediate transmission shaft 12, and the energy is mainly transmitted through the second input shaft 7, the hollow transmission shaft 19, the first input shaft 15 and the intermediate transmission shaft 12.
3. Braking energy recovery mode: the motors involved in operation can be classified into: second motor braking, first motor braking, double motor braking. In the case of the braking energy recovery mode, both the first electric machine 6 and the second electric machine 13 act as generators, so that the main energy transfer route is identical to that of the pure electric mode, except that the energy flow direction is reversed, and the relevant component states are shown in table 5.
TABLE 5
Description: in tables 1 to 5, MG1 represents a first motor, MG2 represents a second motor, K0 represents a first clutch, K1 represents a second clutch, S1 represents a first synchronizer, S2 represents a second synchronizer, and S3 represents a third synchronizer; "X" indicates that the engine motor is in an inactive state, and that the clutch and synchronizer are in an disengaged state; "" indicates that the engine motor is in an operating state; A. b, D, E the gears that are engaged when the synchronizer is engaged.
In the embodiment, the engine 1, the first motor 6 and the second motor 13 are connected through a planetary gear transmission mechanism 21, and the planetary gear transmission mechanism 21 decouples and couples power to provide power sources in multiple modes; the multi-gear power output is realized through the synchronizer and the gear shifting gears which are arranged on the first input shaft 15, the second input shaft 7 and the middle transmission shaft 12. Wherein, the hollow transmission shaft 19 is arranged between the first input shaft 15 and the second input shaft 7 without being directly connected with any power source, and the two main power transmission lines are communicated, and the multi-mode power and multi-gear combination forms the multi-mode multi-gear hybrid power transmission device.
Compared with the prior art, the multi-mode multi-gear hybrid power transmission device disclosed by the invention uses the planetary gear transmission mechanism as a power coupling device, and is reasonable in structural arrangement, strong in bearing capacity, high and stable in transmission efficiency; more gears are selected in different modes, so that most of driving working conditions are covered, and each working condition can be operated in the most economical interval; the power source can be switched smoothly without impact by matching the synchronizer with the clutch, so that the comfort of the whole vehicle is greatly improved; the device can be developed according to the existing AMT transmission, and the manufacturing and developing cost is greatly reduced.
The above description is only of the preferred embodiments of the present invention and is not intended to limit the invention, and those skilled in the art will appreciate that the modifications made to the invention fall within the scope of the invention without departing from the spirit of the invention.
Claims (9)
1. The utility model provides a multimode multispeed hybrid power transmission, includes engine (1), first motor (6), second motor (13), its characterized in that: the novel planetary gear transmission is characterized in that a crankshaft of the engine (1) is connected with a planet carrier (3) of a planetary gear transmission mechanism (21) through a first clutch (K0), a sun gear (4) of the planetary gear transmission mechanism (21) is connected with a second motor (13) through a first input shaft (15), a gear ring body (5) of the planetary gear transmission mechanism (21) is connected with a first motor (6) through a hollow shaft which is in clearance fit on the first input shaft (15), the gear ring body (5) comprises a first gear ring and a second gear ring, the first gear ring is meshed with a planet gear (24), the second gear ring is meshed with an input gear (9) of a second input shaft (7), a first gear shifting driving tooth (A) and a second gear shifting driving tooth (B) are in clearance fit on the second input shaft (7), a first synchronizer (S1) is arranged between the first gear shifting driving tooth and the second gear shifting driving tooth, a hollow transmission shaft (19) is in clearance fit on the first input shaft (15), a first driven tooth (20) is arranged on the hollow transmission shaft (19) and is meshed with a first gear (16) and a second gear shifting driving tooth (15), and a first gear (16) is meshed with the first gear shifting driving tooth (16) and a second gear (16) is arranged on the second input shaft (15) The gear-shifting transmission device comprises a fourth gear-shifting driving tooth (14), a third gear-shifting driven tooth (D) and a fourth gear-shifting driven tooth (E) which are in clearance fit on an intermediate transmission shaft (12), a third synchronizer (S3) is arranged between the third gear-shifting driven tooth and the fourth gear-shifting driven tooth, the third gear-shifting driven tooth (D) is meshed with the third gear-shifting driving tooth (16), the fourth gear-shifting driven tooth (E) is meshed with the fourth gear-shifting driving tooth (14), and an output gear (10) of the intermediate transmission shaft (12) is connected with a differential mechanism (23) through an output shaft (22) provided with gears.
2. The multi-mode, multi-gear hybrid transmission according to claim 1, wherein: the hollow transmission shaft (19) is provided with a second synchronizer (S2), a reverse gear (C) is arranged on the hollow transmission shaft (19) in a clearance fit manner beside the second synchronizer (S2), the reverse gear (C) is meshed with a reverse gear input tooth (8) on a reverse gear shaft (R), and a reverse gear output tooth (11) on the reverse gear shaft (R) is meshed with a fourth gear shifting driven tooth (E).
3. The multi-mode, multi-gear hybrid transmission according to claim 1, wherein: the driving disc of the second clutch (K1) is fixedly connected with the hollow transmission shaft (19), and the driven disc is fixedly connected with the first input shaft (15).
4. The multi-mode, multi-gear hybrid transmission according to claim 1, wherein: the second input shaft (7) and the middle transmission shaft (12) are positioned on the same axis line, and are matched through bearings to form a support.
5. The multi-mode, multi-gear hybrid transmission according to claim 1, wherein: the axial section of the gear ring body (5) is T-shaped, and the first gear ring and the second gear ring are respectively positioned at two axial ends of the gear ring body (5).
6. The multi-mode, multi-gear hybrid transmission according to claim 1, wherein: the first gear shifting driving tooth (A), the second gear shifting driving tooth (B), the third gear shifting driven tooth (D), the fourth gear shifting driven tooth (E) and the reverse gear (C) on the hollow transmission shaft (19) are duplex teeth.
7. The multi-mode, multi-gear hybrid transmission according to claim 1, wherein: the second motor (13) is a bidirectional motor.
8. The multi-mode, multi-gear hybrid transmission according to claim 1, wherein: one end of the output shaft (22) is provided with a driven gear which is meshed with the output gear (10) of the middle transmission shaft (12), and the other end of the output shaft (22) is provided with a bevel gear which is meshed with a main reduction gear of the differential mechanism (23).
9. The multi-mode, multi-gear hybrid transmission according to claim 1, wherein: the engine (1) is an engine without a starting motor.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202310338400.2A CN116353328A (en) | 2023-03-31 | 2023-03-31 | Multi-mode multi-gear hybrid power transmission device |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202310338400.2A CN116353328A (en) | 2023-03-31 | 2023-03-31 | Multi-mode multi-gear hybrid power transmission device |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN116353328A true CN116353328A (en) | 2023-06-30 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202310338400.2A Pending CN116353328A (en) | 2023-03-31 | 2023-03-31 | Multi-mode multi-gear hybrid power transmission device |
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| Country | Link |
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| CN (1) | CN116353328A (en) |
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2023
- 2023-03-31 CN CN202310338400.2A patent/CN116353328A/en active Pending
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