CN209738800U - Hybrid power driving system and vehicle thereof - Google Patents
Hybrid power driving system and vehicle thereof Download PDFInfo
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- CN209738800U CN209738800U CN201920657699.7U CN201920657699U CN209738800U CN 209738800 U CN209738800 U CN 209738800U CN 201920657699 U CN201920657699 U CN 201920657699U CN 209738800 U CN209738800 U CN 209738800U
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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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Abstract
the utility model provides a hybrid drive system, mix the derailleur including engine, driving motor, special use is mixed and is moved the derailleur and includes first input shaft, second input shaft, derailleur output shaft, 6 sets of gear pairs and 3 synchromesh mechanisms. The utility model discloses a driving motor transmission scheme, driving motor can directly carry out the power coupling through a set of gear pair promptly with first input shaft, and this scheme is favorable to driving motor's arranging, and the available spatial position of driving motor installation improves greatly for this hybrid power driving system is with low costs, has reduced the loss of power in transmission process simultaneously, greatly reduced the oil consumption and has discharged, also improved drivability and travelling comfort in addition. The utility model also provides a vehicle that contains hybrid drive system.
Description
Technical Field
The utility model belongs to the hybrid vehicle field relates to a hybrid drive system, the utility model discloses still relate to a vehicle that contains this hybrid system.
Background
Hybrid vehicles use a combination of an internal combustion engine and a drive motor to provide power. The hybrid drive system needs to distribute and couple power of the internal combustion engine and the drive motor, and generally includes the internal combustion engine, the drive motor, a clutch, a transmission, and the like. There is currently known a hybrid drive system (P2.5 structure) based on a dual clutch transmission, which transmits power of an engine and power of a drive motor to an input shaft or an output shaft of the transmission after a clutch.
However, the existing hybrid power driving system based on the dual clutch transmission generally has the disadvantages of complex structural design, large occupied space, difficult manufacture, high cost and unfavorable power utilization efficiency.
The fuel-saving effect of the hybrid drive system is not only related to the hybrid strategy, but also directly related to the power performance of the hybrid motor, the fuel-saving rate of the strong mixing is obviously higher than that of the weak mixing, the strong mixing means that a drive motor with higher power is needed, the larger the power of the motor is, the larger the motor volume is, and the volume of the motor is limited by the space of the arrangement structure.
SUMMERY OF THE UTILITY MODEL
To above technical problem, the utility model provides a hybrid drive system adopts driving motor transmission scheme, and driving motor can directly carry out the power coupling with first input shaft through a set of gear pair promptly, and this scheme is favorable to driving motor's arranging, and the available spatial position of driving motor installation improves greatly for this hybrid drive system is with low costs, when having reduced the oil consumption and having discharged, improves driveability and travelling comfort.
The hybrid transmission comprises an engine, a driving motor and a special hybrid transmission, wherein the engine and the driving motor are respectively in transmission connection with the special hybrid transmission, the special hybrid transmission comprises a first input shaft, a second input shaft, a transmission output shaft, 6 groups of gear pairs and 3 synchronous meshing mechanisms, the engine is in transmission connection with the first input shaft through a clutch, the driving motor is in transmission connection with the second input shaft, the second input shaft is in transmission connection with the first input shaft through a group of gear pairs, the first input shaft is a power input shaft of the engine, the second input shaft is a power input shaft of the driving motor, the transmission output shaft is an engine or driving motor power output shaft, a reducer driving gear is rigidly connected to the transmission output shaft, the reducer driving gear is in transmission connection with a differential mechanism through a reducer driven gear, and the first input shaft is in transmission connection with the first input shaft through a reducer driven gear, The second input shaft and the transmission output shaft can be selectively connected in a transmission mode through 6 groups of gear pairs and 3 synchronous meshing mechanisms, power is transmitted to the driving gear of the speed reducer through the transmission output shaft, and then the power is transmitted to the wheel shaft through the differential.
Further, the 6 gear sets are respectively a 1 st gear set: engaged by a 1 st gear driving gear on the first input shaft and a 1 st gear driven gear on the transmission output shaft, a 2 nd gear pair: by being located 2 grades of driving gears on the first input shaft and being located 2 grades of driven gears meshing on the derailleur output shaft, 3 rd group gear is vice: engaged by 3-gear driving gear on the first input shaft and 3-gear driven gear on the output shaft of the speed changer, 4 th gear pair: engaged by a 4-gear driving gear on the first input shaft and a 4-gear driven gear on the output shaft of the transmission, and a 5 th gear pair: engaged by a P3 driving gear on the second input shaft, a P3 idler gear on the first input shaft and a P3 driven gear on the transmission output shaft, a 6 th gear set: the gear is engaged by a P2 driving gear on the second input shaft and a P2 driven gear on the first input shaft.
Further, the 3 synchromesh mechanisms include an 3/4-gear synchromesh mechanism on the first input shaft, a P2/P3-gear synchromesh mechanism on the second input shaft, and a 1/2-gear synchromesh mechanism on the transmission output shaft.
Further, each of the 3 synchromesh mechanisms includes a synchronizer system and a coupling ring gear corresponding to two gear gears, respectively, the coupling ring gear of the 1/2-gear synchromesh mechanism corresponds to the 1-gear driven gear and the 2-gear driven gear, the coupling ring gear of the 3/4-gear synchromesh mechanism corresponds to the 3-gear driving gear and the 4-gear driving gear, and the coupling ring gear of the P2/P3-gear synchromesh mechanism corresponds to the P2-gear driving gear and the P3-gear driving gear.
Furthermore, the 3 rd driving gear, the 4 th driving gear and the P3 idler gear are all sleeved on the first input shaft in an empty manner, and the 1 st driving gear, the 2 nd driving gear, the 3/4 th synchronous meshing mechanism and the P2 driven gear are all rigidly connected with the first input shaft; the P3 driving gear and the P2 driving gear are both sleeved on the second input shaft in a hollow mode, and the P2/P3 gear synchronous meshing mechanism is rigidly connected with the second input shaft; the 1 st gear driven gear and the 2 nd gear driven gear are all sleeved on the output shaft of the transmission in a hollow mode, and the 1/2 nd gear synchronous meshing mechanism, the 3 rd gear driven gear, the 4 th gear driven gear and the P3 th gear driven gear are all in rigid connection with the output shaft of the transmission.
Further, the hybrid power system also comprises a control module, wherein the control module can control the hybrid power system to enable the hybrid power system to realize a parallel driving mode, a pure driving motor driving mode and/or a pure engine driving mode, a gear shifting execution mechanism and a clutch execution mechanism. The gear shifting actuating mechanism is used for controlling connection and disconnection of the corresponding synchronous meshing mechanism, and the clutch actuating mechanism is used for connection and disconnection of the clutch.
Has the advantages that: the utility model, through the arrangement of the special hybrid transmission, the driving motor can be directly coupled with the first input shaft through only one group of gear pair, thereby greatly improving the arrangement space of the driving motor; through 6 gear pairs and 3 synchromesh mechanisms's setting, can adjust in a flexible way and select engine ICE, driving motor EM's drive ratio to make the system obtain best combination efficiency, reduced oil consumption and emission, can realize unpowered interruption simultaneously and shift, improved drivability and travelling comfort, adopt AMT gearbox in addition, and adopt single driving motor's thoughtlessly moving scheme, simple structure, it is with low costs.
The utility model also provides a vehicle including above-mentioned hybrid drive system, its beneficial effect as above-mentioned.
Drawings
Fig. 1 is a schematic structural diagram of the present invention.
In the drawings: 1-engine 2-clutch 3-first input shaft 4-1 gear driving gear 5-2 gear driving gear 6-3 gear driving gear 7-3/4 gear synchromesh mechanism 8-4 gear driving gear 9-driving motor 10-second input shaft 11-P3 driving gear 12-P2/P3 gear synchromesh mechanism 13-P2 driving gear 14-P2 driven gear 15-P3 idler gear 16-transmission output shaft 17-P3 driven gear 18-4 gear driven gear 19-3 gear driven gear 20-2 gear driven gear 21-1/2 gear synchromesh mechanism 22-1 gear driven gear 23-differential 24-speed reducer driven gear 25-speed reducer driving gear.
Detailed Description
The following detailed description of the embodiments of the present invention will be made with reference to the accompanying drawings. It should be noted that in the present invention, "transmission coupling" means that the driving force/torque can be directly transmitted between two members or transmitted through a necessary gear transmission mechanism or a clutch.
As shown in fig. 1, the special hybrid transmission includes three transmission shafts, a first input shaft 3 is a power input shaft of the engine 1, a second input shaft 10 is a power input shaft of the driving motor 9, and a transmission output shaft 16 is a power output shaft of the engine 1 or the driving motor 9, and power of the transmission is transmitted to the reducer driving gear 25 through the transmission output shaft 16 and then transmitted to the wheel shaft through the differential 23. The first input shaft 3 is provided with a clutch 2, a 1 st gear driving gear 4, a 2 nd gear driving gear 5, a 3 rd gear driving gear 6, an 3/4 th gear synchronous meshing mechanism 7, a 4 th gear driving gear 8, a P3 idler gear 15 and a P2 driven gear 14, wherein the 3 rd gear driving gear 6, the 4 th gear driving gear 8 and the P3 idler gear 15 are all sleeved on the first input shaft 3 in an empty mode, and the rest parts are rigidly connected with the first input shaft 3. The second input shaft 10 is provided with a P3 driving gear 11, a P2/P3 gear synchronous meshing mechanism 12 and a P2 driving gear 13, wherein the P3 driving gear 11 and the P2 driving gear 13 are both sleeved on the second input shaft 10 in a hollow mode, and the P2/P3 gear synchronous meshing mechanism 12 is rigidly connected with the second input shaft 10. The transmission output shaft 16 is provided with a 1-gear driven gear 22, an 1/2-gear synchronous meshing mechanism 21, a 2-gear driven gear 20, a 3-gear driven gear 19, a 4-gear driven gear 18 and a P3 driven gear 17, wherein the 1-gear driven gear 22 and the 2-gear driven gear 20 are both sleeved on the transmission output shaft 16 in an empty mode, and the rest parts of the driven gears are rigidly connected with the transmission output shaft 16. The engine 1 is in transmission coupling with the first input shaft 3 via a clutch 2; the input/output shaft of the driving motor 9 is in transmission connection with the second input shaft 10; wherein each gear is in a normally engaged state.
In the present embodiment, the engine 1 is a four-cylinder engine, but the engine 1 is not limited to a four-cylinder engine, and may be another type of engine 1, in which the engine 1 is located on the opposite side of the clutch 2 from the dedicated hybrid transmission, and the output shaft of the engine 1 is drivingly coupleable to the first input shaft 3 of the dedicated hybrid transmission via the clutch 2, as shown in fig. 1. When the clutch 2 is engaged, the output shaft of the engine 1 is in transmission connection with the first input shaft 3 of the special hybrid transmission; when the clutch 2 is disengaged, the output shaft of the engine 1 is disconnected from the drive coupling of the first input shaft 3 of the dedicated hybrid transmission. The clutch 2 is not a dual clutch but a single conventional clutch having one clutch unit, and the clutch 2 may be a clutch 2 such as a dry clutch, etc., and the structure of the clutch 2 will not be described in detail herein.
As shown in fig. 1, the input/output shaft of the driving motor 9 is directly connected to the second input shaft 10 of the dedicated hybrid transmission in a coaxial manner, so that driving force/torque can be transmitted between the driving motor 9 and the dedicated hybrid transmission in a bidirectional manner, but the connection manner of the input/output shaft of the driving motor 9 and the second input shaft 10 of the dedicated hybrid transmission is not limited to direct connection, and connection can be performed by adding a necessary gear transmission mechanism (especially, in the case of a large motor volume, by adding a gear pair transmission, so as to increase the center distance between the motor input/output shaft and the first input shaft 3, so as to facilitate arrangement of the driving motor 9), so that driving force/torque can be transmitted between the driving motor 9 and the dedicated hybrid transmission in a bidirectional manner. The above-mentioned "directly connected in a coaxial manner" means that the input/output shaft of the drive motor 9 and the second input shaft 10 of the dedicated hybrid transmission may be the same shaft or that a direct connection is made between the input/output shaft of the drive motor 9 and both the second input shafts 10 of the dedicated hybrid transmission.
In the case where the drive motor 9 is supplied with electric power from a battery (not shown), the drive motor 9 transmits a driving force/torque as a motor to the second input shaft 10 of the dedicated hybrid transmission, and in the case where the drive motor 9 obtains the driving force/torque from the second input shaft 10 of the dedicated hybrid transmission, the drive motor 9 charges the battery.
In the present embodiment, the dedicated hybrid transmission includes a first input shaft 3, a second input shaft 10, a transmission output shaft 16, a range gear for constituting 6 gear pairs, an output gear for outputting driving force/torque, and 3 synchromesh mechanisms, which are disposed parallel to and spaced apart from each other.
The P2/P3 gear synchromesh mechanism 12 is arranged on the second input shaft 10, the 3/4 gear synchromesh mechanism 7 is arranged on the first input shaft 3, the 1/2 gear synchromesh mechanism 21 is arranged on the transmission output shaft 16, each synchromesh mechanism comprises a synchronizer system and a combined gear ring respectively corresponding to two gear gears, specifically, the combined gear ring is that the 1/2 gear synchromesh mechanism 21 corresponds to the 1 gear driven gear 22 and the 2 gear driven gear 20; the 3/4-gear synchromesh mechanism 7 corresponds to the 3-gear driving gear 6 and the 4-gear driving gear 8; the P2/P3 speed synchromesh mechanism 12 corresponds to the P2 speed driving gear 13 and the P3 speed driving gear 11.
The 6 gear pairs are composed of a plurality of gear gears, and specifically comprise: the 1 st drive gear 4 is located on the first input shaft 3, the 1 st driven gear 22 is located on the transmission output shaft 16, and the pair of gears are always in an engaged state, constituting the 1 st gear pair. The 1 st set of gear wheel sets is available to the engine 1 and the drive motor 9 when transmitting driving force/torque to the transmission output shaft 16.
The 2 nd gear driving gear 5 and the 1 st gear driving gear 4 are spaced apart from each other on the first input shaft 3, the 2 nd driven gear 20 and the 1 st driven gear 22 are spaced apart from each other on the transmission output shaft 16, and the 2 nd driving gear 5 and the 2 nd driven gear 20 are always in a meshed state, constituting a 2 nd gear pair. This 2 nd set of gear pairs is available to the engine 1 and the drive motor 9 when transmitting driving force/torque to the transmission output shaft 16.
The 3 rd driving gear 6 and the 2 nd driving gear 5 are spaced apart from each other on the first input shaft 3, the 3 rd driven gear 19 and the 2 nd driven gear 20 are spaced apart from each other on the transmission output shaft 16, and the 3 rd driving gear 6 and the 3 rd driven gear 19 are always in a meshed state, constituting a 3 rd gear pair. This 3 rd set of gear pairs is available to the engine 1 and the drive motor 9 when transmitting driving force/torque to the transmission output shaft 16.
the 4 th driving gear 8 and the 3 rd driving gear 6 are spaced apart from each other on the first input shaft 3, the 4 th driven gear 18 and the 3 rd driven gear 19 are spaced apart from each other on the transmission output shaft 16, and the 4 th driving gear 8 and the 4 th driven gear 18 are always in a meshed state, constituting a 4 th gear pair. This 4 th set of gear pairs is available to the engine 1 and the drive motor 9 when transmitting driving force/torque to the transmission output shaft 16.
The P3 gear driving gear 11 is located on the second input shaft 10, the P3 idler gear 15 is located on the first input shaft 3 with a gap from the 4 th driven gear 18, the P3 driven gear 17 is located on the transmission output shaft 16 with a gap from the 4 th driven gear 18, the P3 gear driving gear 11 and the P3 idler gear 15 are always in a meshed state, and the P3 idler gear 15 and the P3 driven gear 17 are always in a meshed state, so that a 5 th gear pair is formed. This 5 th set of gear pairs is available to the drive motor 9 when transmitting driving force/torque to the transmission output shaft 16.
The P2 gear driving gear 13 and the P3 gear driving gear 11 are spaced apart from each other on the second input shaft 10, the P2 gear driven gear 14 and the P3 idler gear 15 are spaced apart from each other on the first input shaft 3, and the P2 gear driving gear 13 and the P2 gear driven gear 14 are always in a meshed state, thereby constituting a 6 th gear set. This 6 th set of gear pairs is available to the drive motor 9 when transmitting driving force/torque to the transmission output shaft 16.
Specifically, when the engine 1 outputs driving force/torque via each shaft of the dedicated hybrid transmission, the driving force/torque of the engine 1 can be transmitted via the 1 st, 2 nd, 3 rd, and 4 th gear pairs. When the driving motor 9 outputs driving force/torque via each shaft of the dedicated hybrid transmission, the driving force/torque of the driving motor 9 can be transmitted via the 6 th gear pair, and then via the 1 st gear pair or the 2 nd gear pair or the 3 rd gear pair or the 4 th gear pair; in addition, the above four sets of gear pairs are used to transmit driving force/torque for driving the vehicle forward, and the vehicle forward and reverse is realized by changing the rotation direction of the driving motor 9, but a gear pair corresponding to the reverse gear may be provided in the dedicated hybrid transmission, and the gear pair corresponding to the reverse gear will not be described in detail.
The 3 synchromesh mechanisms can be engaged or disengaged with the corresponding gear wheels to effect shifting. When the special hybrid transmission is required to perform gear shifting operation, the synchronizer system of the corresponding synchronous meshing mechanism acts to enable the gear pair corresponding to each gear to realize transmission connection or disconnection between the shafts. That is, the transmission coupling between the shafts can be selectively achieved by engaging/disengaging 3 synchromesh mechanisms with/from the corresponding gear gears. In addition, other output shafts, countershafts, and/or other gear pairs and synchromesh mechanisms may be provided as necessary for the dedicated hybrid transmission.
A reducer drive gear 25, which is the output gear of the transmission output shaft 16, is located on the transmission output shaft 16 and is in constant mesh with a reducer driven gear 24 to effect a driving coupling between the transmission output shaft 16 and the differential 23 for transmitting the driving force/torque from the dedicated hybrid transmission to the wheels of the vehicle for driving. The differential 23 may be included in a dedicated hybrid transmission or the differential 23 may be independent of a dedicated hybrid transmission.
The specific structure of the hybrid system according to an embodiment of the present invention is described above in detail, and the control method of the hybrid system will be described below.
When the hybrid power system is in the parallel driving mode, the hybrid power system is divided into two modes:
P2 mix mode: the P2/P3 gear synchronous meshing mechanism 12 is connected with a P2 driving gear 13, a driving motor 9 runs, the power of the driving motor 9 is transmitted to the space between first input shafts 3 through a second input shaft 10, meanwhile, an engine 1 runs, a clutch 2 is connected, all synchronous meshing mechanisms of the special hybrid transmission are combined as required, and the power of the driving motor 9 and the power of the engine 1 are transmitted to a transmission output shaft 16, a speed reducer gear, a differential 23 and finally transmitted to wheels through the first input shaft 3.
P3 mix mode: the P2/P3 gear synchronous meshing mechanism 12 is connected with a P3 driving gear 11, a driving motor 9 runs, power is transmitted from a second output shaft 10 to a transmission output shaft 16 through a second input shaft 10, then through a P3 idle gear 15 and through a P3 driven gear 17 finally, meanwhile, an engine 1 runs, a clutch 2 is connected, all synchronous meshing mechanisms of the special hybrid transmission are combined as required, and the power of the driving motor 9 and the power of the engine 1 are transmitted to a speed reducer gear and a differential 23 together through the transmission output shaft 16 finally to be transmitted to wheels.
When the hybrid system is in the pure engine drive mode, the engine 1 is in an operating state and the drive motor 9 is in a stopped state, the clutch 2 is engaged, and the synchromesh mechanism of the dedicated hybrid transmission is engaged with the corresponding range gear, so that the engine 1 transmits torque to the dedicated hybrid transmission for driving.
When the hybrid power system is in the pure electric drive mode, the hybrid power system is divided into two modes:
P2 pure electric mode: the P2/P3 gear synchronous meshing mechanism 12 is connected with a P2 driving gear 13, a driving motor 9 is operated, the power of the driving motor 9 is transmitted to the space between the first input shaft 3 through the second input shaft 10, meanwhile, the engine 1 is not operated, the clutch 2 is separated, the synchronous meshing mechanisms of the special hybrid transmission are combined as required, and the power of the driving motor 9 is transmitted to the output shaft 16 of the transmission through the first input shaft 3, to a speed reducer gear, a differential 23 and finally to wheels.
P3 pure electric mode: the P2/P3 gear synchromesh mechanism 12 is jointed with a P3 driving gear 11, a driving motor 9 runs, power is transmitted from a second output shaft 10 to a transmission output shaft 16 through a second input shaft 10, then through a P3 idler gear 15 and through a P3 driven gear 17 finally, the engine 1 does not run, a clutch 2 is disengaged, the rest of the synchromesh mechanisms of the special hybrid transmission are not combined, and power of the driving motor 9 is transmitted to a speed reducer gear, a differential 23 through the transmission output shaft 16 and finally transmitted to wheels.
When the hybrid system is in the idle charge mode, the P2/P3 synchromesh mechanism 12 is engaged with the P2 drive gear 13, the engine 1 is in an operating state, the clutch 2 is engaged, and the remaining synchromesh mechanisms of the dedicated hybrid transmission are not engaged, so that the engine 1 transmits torque to the drive motor 9 for charging.
When the hybrid system is in an E-start mode in which the drive motor 9 starts the engine 1, the P2/P3-speed synchromesh mechanism 12 is engaged with the P2 drive gear 13, the drive motor 9 is in an active state, the clutch 2 is engaged, and the remaining synchromesh mechanisms of the dedicated hybrid transmission are not engaged, so that the drive motor 9 transmits torque to the engine 1 for starting the engine 1.
When the hybrid powertrain is in the traveling charging mode, the P2/P3-speed synchromesh mechanism 12 is engaged with the P2 driving gear 13, the engine 1 is in an operating state, the clutch 2 is engaged, and the remaining synchromesh mechanisms of the dedicated hybrid transmission are engaged as needed, so that the engine 1 transmits torque to the driving motor 9 for charging the driving motor 9.
When the hybrid power system is in the power shifting mode (the shifting power is not interrupted), before shifting, the P2/P3 gear synchronous meshing mechanism 12 is connected with the P3 driving gear 11, the motor 9 is driven to increase the torque, the motor 1 decreases the torque until the torque output is zero, the clutch 2 is disconnected, the synchronous meshing mechanism is separated, the gear shifting is completed by combining with the target gear, the clutch 2 is connected, the motor 9 is driven to decrease the torque, the motor 1 increases the torque, and the P2/P3 gear synchronous meshing mechanism 12 is disconnected from being connected with the P3 driving gear 11.
Additionally, the utility model also provides a hybrid vehicle, this hybrid vehicle is including the hybrid system who has above structure.
Claims (6)
1. A hybrid power driving system comprises an engine (1), a driving motor (9) and a special hybrid transmission, wherein the engine (1) and the driving motor (9) are respectively in transmission connection with the special hybrid transmission, and is characterized in that the special hybrid transmission comprises a first input shaft (3), a second input shaft (10), a transmission output shaft (16), 6 groups of gear pairs and 3 synchronous meshing mechanisms, the engine (1) is in transmission connection with the first input shaft (3) through a clutch (2), the driving motor (9) is in transmission connection with the second input shaft (10), the second input shaft (10) is in transmission connection with the first input shaft (3) through a group of gear pairs, the first input shaft (3) is a power input shaft of the engine (1), and the second input shaft (10) is a power input shaft of the driving motor (9), the transmission output shaft (16) is a power output shaft of an engine (1) or a driving motor (9), a reducer driving gear (25) is rigidly connected to the transmission output shaft (16), the reducer driving gear (25) is in transmission connection with a differential (23) through a reducer driven gear (24), the first input shaft (3), the second input shaft (10) and the transmission output shaft (16) can be in selective transmission connection through 6 groups of gear pairs and 3 synchronous meshing mechanisms, power is transmitted to the reducer driving gear (25) through the transmission output shaft (16), and then the power is transmitted to wheel shafts through the differential (23).
2. A hybrid drive system according to claim 1, wherein said 6 gear sets are, respectively, a 1 st gear set: is engaged by a 1-gear driving gear (4) on a first input shaft (3) and a 1-gear driven gear (22) on a transmission output shaft (16), and a 2 nd gear pair: the gear pair is formed by meshing a 2-gear driving gear (5) on a first input shaft (3) and a 2-gear driven gear (20) on a transmission output shaft (16), and the 3 rd gear pair comprises: is engaged by a 3-gear driving gear (6) on a first input shaft (3) and a 3-gear driven gear (19) on a transmission output shaft (16), and a 4 th gear pair: is engaged by a 4-gear driving gear (8) on a first input shaft (3) and a 4-gear driven gear (18) on a transmission output shaft (16), and a 5 th gear pair: engaged by a P3 driving gear (11) on the second input shaft (10), a P3 idler gear (15) on the first input shaft (3) and a P3 driven gear (17) on the transmission output shaft (16), set 6 gear set: the gear is engaged by a P2 driving gear (13) on the second input shaft (10) and a P2 driven gear (14) on the first input shaft (3).
3. A hybrid drive system according to claim 2, characterized in that said 3 synchromeshing mechanisms comprise an 3/4-gear synchromeshing mechanism (7) on the first input shaft (3), a P2/P3-gear synchromeshing mechanism (12) on the second input shaft (10) and a 1/2-gear synchromeshing mechanism (21) on the transmission output shaft (16).
4. A hybrid drive system according to claim 3, wherein each of the 3 synchromeshing mechanisms includes a synchronizer system and a coupling ring gear corresponding to each of the two-speed gears, the coupling ring gear of the 1/2-speed synchromeshing mechanism (21) corresponds to the 1-speed driven gear (22) and the 2-speed driven gear (20), the coupling ring gear of the 3/4-speed synchromeshing mechanism (7) corresponds to the 3-speed drive gear (6) and the 4-speed drive gear (8), and the coupling ring gear of the P2/P3-speed synchromeshing mechanism (12) corresponds to the P2-speed drive gear (13) and the P3-speed drive gear (11).
5. A hybrid drive system according to claim 4, characterized in that the 3 rd gear driving gear (6), the 4 th gear driving gear (8) and the P3 idler gear (15) are all freely sleeved on the first input shaft (3), and the 1 st gear driving gear (4), the 2 nd gear driving gear (5), the 3/4 th synchronous meshing mechanism (7) and the P2 driven gear (14) are all rigidly connected with the first input shaft (3); the P3 driving gear (11) and the P2 driving gear (13) are both sleeved on the second input shaft (10), and the P2/P3 gear synchromesh mechanism (12) is rigidly connected with the second input shaft (10); the 1 st gear driven gear (22) and the 2 nd gear driven gear (20) are both sleeved on the transmission output shaft (16), and the 1/2 th gear synchronous meshing mechanism (21), the 3 rd gear driven gear (19), the 4 th gear driven gear (18) and the P3 driven gear (17) are all rigidly connected with the transmission output shaft (16).
6. A vehicle incorporating a hybrid drive system, characterized by comprising the hybrid drive system of any one of the above.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201920657699.7U CN209738800U (en) | 2019-05-08 | 2019-05-08 | Hybrid power driving system and vehicle thereof |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201920657699.7U CN209738800U (en) | 2019-05-08 | 2019-05-08 | Hybrid power driving system and vehicle thereof |
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| CN209738800U true CN209738800U (en) | 2019-12-06 |
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Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN110217093A (en) * | 2019-05-08 | 2019-09-10 | 闫龙举 | A kind of hybrid electric drive system and its vehicle |
| CN111775685A (en) * | 2020-07-14 | 2020-10-16 | 中国第一汽车股份有限公司 | Driving system of rear-drive hybrid power vehicle |
-
2019
- 2019-05-08 CN CN201920657699.7U patent/CN209738800U/en active Active
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN110217093A (en) * | 2019-05-08 | 2019-09-10 | 闫龙举 | A kind of hybrid electric drive system and its vehicle |
| CN111775685A (en) * | 2020-07-14 | 2020-10-16 | 中国第一汽车股份有限公司 | Driving system of rear-drive hybrid power vehicle |
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Effective date of registration: 20210618 Address after: 315033 4-204, 199 Changxing Road, Jiangbei District, Ningbo City, Zhejiang Province Patentee after: Ningbo anchor Driving Technology Co.,Ltd. Address before: 477200 Yanwan village, wangpiliu Town, Luyi County, Zhoukou City, Henan Province Patentee before: Yan Longju |