CN209776148U - Multi-mode hybrid transmission system - Google Patents
Multi-mode hybrid transmission system Download PDFInfo
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- CN209776148U CN209776148U CN201920222310.6U CN201920222310U CN209776148U CN 209776148 U CN209776148 U CN 209776148U CN 201920222310 U CN201920222310 U CN 201920222310U CN 209776148 U CN209776148 U CN 209776148U
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Abstract
the utility model discloses a multi-mode hybrid speed change system, including input shaft, output shaft, motor power coupling mechanism, infinitely variable speed mechanism and power transmission mechanism, motor power coupling mechanism includes motor stator, electric motor rotor and the motor back shaft of being connected with electric motor rotor, and power transmission mechanism is including the first gear that is used for receiving the power that comes from the motor back shaft, with first gear engagement's second gear, with second gear engagement's third gear and set up on the output shaft and with third gear engagement's fourth gear, the third gear with be equipped with first clutch between infinitely variable speed mechanism's the driven pulley shaft, first clutch is one way clutch. The utility model discloses a multi-mode hybrid transmission system, simple structure can realize efficient power transmission, improves the rate of economizing on fuel.
Description
Technical Field
The utility model belongs to the technical field of the derailleur, specifically speaking, the utility model relates to a multi-mode hybrid transmission system.
Background
A typical hybrid transmission includes an electric machine, a power coupling mechanism, and a transmission. The transmission uses a conventional multi-speed AT transmission, DCT transmission, or the like to effect the shifting. The power generated by the internal combustion engine or the motor is transmitted to the transmission, respectively, and the power is output to the wheels through the transmission, and the internal combustion engine and the motor can output the power to the transmission independently or simultaneously. Generally, a hybrid power system has a pure internal combustion engine driving mode, a pure electric motor driving mode and a mode in which an internal combustion engine and a motor are driven simultaneously. While the above modes are often achieved through hydraulic system control within the transmission.
Although the current hybrid transmission systems all realize the above driving modes and achieve the purpose of energy saving and emission reduction by switching corresponding working modes according to different working conditions, the current systems all have certain technical limitations, for example, a patent document with the publication number of CN101574922B describes a hybrid transmission composed of a motor, a clutch and an AT transmission, the transmission realizes different driving modes through the clutch and achieves the effect of energy saving and emission reduction, but since the power of the motor is loaded on an input shaft of the AT transmission, when the working torque of the engine and the motor exceeds the bearing torque of the AT transmission AT the same time, the motor or the engine power needs to be limited, or the AT transmission needs to be redeveloped to adapt to large torque, and when the hybrid transmission is highly exhausted or the high-voltage electric system is protected, the hydraulic pump cannot work due to the failure of the motor, therefore, a clutch connecting the transmission and the engine cannot be combined, so that the power of the engine cannot be transmitted to the transmission, and the whole vehicle cannot work in a mode driven by a single engine. Meanwhile, the AT transmission is subjected to step-type speed change, so that the engine cannot work in the most efficient area all the time, and the efficiency of the engine cannot be exerted to the maximum extent. There is also a continuing need for improvements in the efficiency, size, weight, and cost of current hybrid transmission systems. Accordingly, there is a need for a more fully functional, higher fuel economy, and more compact hybrid transmission system.
SUMMERY OF THE UTILITY MODEL
The utility model discloses aim at solving one of the technical problem that exists among the prior art at least. Therefore, the utility model provides a multi-mode hybrid power speed change system, the purpose is to improve the fuel economy rate.
In order to realize the purpose, the utility model discloses the technical scheme who takes does: the multi-mode hybrid power speed change system comprises an input shaft, an output shaft, a motor power coupling mechanism, a stepless speed change mechanism and a power transmission mechanism, wherein the motor power coupling mechanism comprises a motor stator, a motor rotor and a motor supporting shaft connected with the motor rotor, the power transmission mechanism comprises a first gear used for receiving power from the motor supporting shaft, a second gear meshed with the first gear, a third gear meshed with the second gear and a fourth gear arranged on the output shaft and meshed with the third gear, a first clutch is arranged between the third gear and a driven belt wheel shaft of the stepless speed change mechanism, and the first clutch is a one-way clutch.
The multi-mode hybrid transmission system further comprises a second clutch which is connected with the input shaft and a driving belt wheel shaft of the stepless speed change mechanism and is used for controlling the transmission and the interruption of the power between the input shaft and the driving belt wheel shaft.
The second clutch is a multi-plate wet friction clutch, and the first clutch is a multi-plate wet friction clutch, a dog-tooth clutch or a dry friction clutch.
The motor power coupling mechanism further comprises a third clutch connected with the first gear and the motor support shaft and used for controlling the transmission and interruption of the power between the motor support shaft and the first gear, and a fourth clutch connected with the input shaft and the motor support shaft and used for controlling the transmission and interruption of the power between the motor support shaft and the input shaft.
When the electric vehicle works in the motor driving mode, no power is transmitted between the third gear and the driven pulley shaft, the power generated by the motor is transmitted to the output shaft through the power transmission mechanism, and finally the power is output to the wheels.
The utility model also provides a multi-mode hybrid transmission system, including input shaft, output shaft, motor power coupling mechanism, infinitely variable speed mechanism and power transmission mechanism, motor power coupling mechanism includes motor stator, electric motor rotor and the motor back shaft of being connected with electric motor rotor, and power transmission mechanism is including the first gear that is used for receiving the power that comes from the motor back shaft, with first gear engagement's second gear, transmission shaft, set up on the transmission shaft and with second gear engagement's third gear and set up on the output shaft and with third gear engagement's fourth gear, the transmission shaft with be equipped with the first clutch that is used for controlling the transmission of the power between transmission shaft and the driven pulley axle and the interrupt between the driven pulley axle of infinitely variable speed mechanism.
The multi-mode hybrid transmission system further comprises a second clutch which is connected with the input shaft and a driving belt wheel shaft of the stepless speed change mechanism and is used for controlling the transmission and the interruption of the power between the input shaft and the driving belt wheel shaft.
The second clutch is a multi-plate wet friction clutch.
The motor power coupling mechanism further comprises a third clutch connected with the first gear and the motor support shaft and used for controlling the transmission and interruption of the power between the motor support shaft and the first gear, and a fourth clutch connected with the input shaft and the motor support shaft and used for controlling the transmission and interruption of the power between the motor support shaft and the input shaft.
When the vehicle runs in a motor driving mode, the first clutch is in a separated state, no power is transmitted between the transmission shaft and the driven pulley shaft, the power generated by the motor is transmitted to the output shaft through the power transmission mechanism, and finally the power is output to the wheels.
The utility model discloses a multi-mode hybrid power speed change system can realize pure internal-combustion engine drive mode, pure motor drive mode and the mode that internal-combustion engine and motor driven simultaneously to can realize still can realize working under the pure engine drive mode when high-tension electricity exhausts or the high-tension electricity system appears protecting, and can realize realizing generating electricity through engine drive motor under any operating mode, in order to guarantee under any circumstances whole car high-voltage electrical apparatus part can normally work, satisfy whole car operation requirement; the stepless speed regulation function is realized by adopting the stepless speed changer, so that the engine can always work in the optimal efficiency area, and the oil saving rate can be effectively improved; meanwhile, the torque of the motor can be directly output to a shaft behind a driven belt wheel of the continuously variable transmission, so that the torque of the motor is not limited by the torque of the continuously variable transmission, the power of the motor is directly transmitted to wheels through a gear, the maximum torque is simultaneously output by an engine and the motor when the whole vehicle needs power, and the gear on an output cone pulley of the continuously variable transmission is connected with the output cone pulley shaft through a one-way clutch or a controllable one-way clutch, so that when the motor positively drives the vehicle to move forwards, the cone pulley shaft of the continuously variable transmission is separated from a transmission system, only a gear system works when the pure electric vehicle runs, and the cone pulley system does not run, so that the high-efficiency operation of the transmission; the torque of the motor can also be controlled by combining and separating two sets of clutches, so that the power of the motor and the engine is output to wheels after passing through the continuously variable transmission, when the power is output to the wheels through the continuously variable transmission, the one-way clutch is combined to realize the combination of the output bevel wheel shaft and gears on the output bevel wheel to transmit the power, the rotating speed of the engine and the motor can be regulated by the continuously variable transmission when the power needs to be operated in an economical mode, the engine and the motor work in an optimal efficiency area, and the oil saving rate is improved; meanwhile, the two sets of clutches can be controlled to be separated simultaneously, so that the motor does not rotate along with the engine, and the motor does not idle when the vehicle is driven by the pure engine to run, so that the engine does not need to be driven to idle, and unnecessary power loss of the engine is reduced; meanwhile, through the optimized structural design, the size of the whole hybrid special continuously variable transmission is controlled within the range of the traditional continuously variable transmission, and the applicability of the whole vehicle arrangement is greatly improved.
Drawings
The description includes the following figures, the contents shown are respectively:
FIG. 1 is a schematic structural diagram of the first embodiment;
FIG. 2 is a schematic structural diagram of a power coupling mechanism of a motor according to the first embodiment;
FIG. 3 is a schematic view of the connection of the third gear to the driven bevel gear shaft;
FIG. 4 is a schematic structural view of the second embodiment;
FIG. 5 is a schematic structural diagram of a motor power coupling mechanism according to a second embodiment;
FIG. 6 is a schematic structural view of the third embodiment;
FIG. 7 is a schematic structural view of a motor power coupling mechanism according to a third embodiment;
Labeled as: 1. an input shaft; 2. a motor power coupling mechanism; 2a, a motor stator; 2b, a motor rotor; 2c, supporting a shaft by a motor; 2d, steel sheet group; 2e, friction plate group; 2f, friction plate group; 2g, steel sheet group; 3. a first gear; 4. a second gear; 5. a third gear; 6. a hydraulic oil pump; 7. a second clutch; 8. a drive pulley; 9. a transmission belt; 10. a driven pulley; 10a, driven pulley shaft; 11. an output shaft; 12. A differential shaft; 13. a transmission housing; 14. a first clutch; 15. a drive shaft; 16. a fourth gear.
Detailed Description
The following detailed description of the embodiments of the present invention will be given with reference to the accompanying drawings, for the purpose of helping those skilled in the art to understand more completely, accurately and deeply the conception and technical solution of the present invention, and to facilitate its implementation.
it should be noted that, in the following embodiments, the terms "first", "second", "third" and "fourth" do not represent absolute differences in structure and/or function, nor represent a sequential execution order, but merely for convenience of description.
Example one
As shown in fig. 1 to 3, the present embodiment provides a multi-mode hybrid transmission system, which includes an input shaft 1, an output shaft 11, a motor power coupling mechanism, a continuously variable transmission mechanism and a power transmission mechanism, wherein the motor power coupling mechanism includes a motor stator, a motor rotor and a motor support shaft connected to the motor rotor, the power transmission mechanism is used for realizing power transmission between the motor support shaft and the output shaft 11, the power transmission mechanism includes a first gear 3 for receiving power from the motor support shaft, a second gear 4 engaged with the first gear 3, a third gear 5 engaged with the second gear 4 and a fourth gear 16 disposed on the output shaft 11 and engaged with the third gear 5, a first clutch 14 is disposed between the third gear 5 and a driven pulley shaft of the continuously variable transmission mechanism, the first clutch 14 is a one-way clutch, the first clutch 14 is used for enabling the third gear 5 to rotate when a vehicle advances, so that the third gear 5 can transmit the power from the continuously variable transmission mechanism to the fourth gear 16.
Specifically, as shown in fig. 1, the continuously variable transmission mechanism is a belt-type continuously variable transmission including a drive pulley provided on a drive pulley shaft, a driven pulley provided on a driven pulley shaft, and an endless transmission belt provided on the drive pulley and the driven pulley, one end of the transmission belt being wound around the drive pulley, and the other end of the transmission belt being wound around the driven pulley. The third gear 5 is arranged on the driven belt wheel shaft, and the driven belt wheel and the third gear 5 are coaxially arranged. The third gear 5 and the fourth gear 16 are engaged with each other, and they constitute a primary gear transmission mechanism through which power from the continuously variable transmission mechanism can be transmitted to the output shaft 11.
As shown in fig. 1 and fig. 2, the motor stator 2a is matched with the motor rotor 2b, the motor rotor 2b is arranged inside the motor stator 2a, the motor rotor 2b can rotate relative to the motor stator 2a, the motor power coupling mechanism is arranged inside the transmission housing, and the motor stator 2a and the transmission housing are a fixed whole without relative movement. The motor rotor 2b is fixedly connected with a motor supporting shaft, the motor supporting shaft is arranged on the transmission shell through a supporting bearing, the starting mechanism is connected with the internal combustion engine and the stepless speed change mechanism, and the vehicle starting mechanism is driven by the engine through a wet starting clutch. The motor supporting shaft is connected with the output shaft 11 through the power transmission mechanism, the motor power coupling mechanism is arranged between the internal combustion engine and the stepless speed change mechanism, and power generated by the motor power coupling mechanism can be directly transmitted to wheels through the power transmission mechanism and the like without being transmitted through the stepless speed change mechanism, so that pure electric running of the vehicle is realized.
As shown in fig. 1, the multi-mode hybrid transmission system of the present invention further includes a second clutch 7 connected to the input shaft 1 and the driving pulley shaft of the continuously variable transmission mechanism and used for controlling the transmission and interruption of power between the input shaft 1 and the driving pulley shaft, wherein the second clutch 7 is a multi-plate wet friction clutch. The input shaft 1 is used for being connected with an internal combustion engine, the input shaft 1 is connected with the second clutch 7, the input shaft 1 and the driving pulley shaft are coaxially arranged, the input shaft 1 and the second clutch 7 form a starting mechanism, and the starting mechanism is arranged between the motor power coupling mechanism and the stepless speed change mechanism to realize the transmission of power between the internal combustion engine and the stepless speed change mechanism. The motor supporting shaft is sleeved on the input shaft 1 in a hollow mode and is coaxially arranged with the input shaft 1, the input shaft 1 penetrates through the motor supporting shaft, one end of the input shaft 1 is connected with the internal combustion engine and used for receiving power generated by the internal combustion engine, the other end of the input shaft 1 is connected with the second clutch 7, the input shaft 1 is connected with the hydraulic oil pump 6 through the chain transmission mechanism, and the input shaft 1 drives the hydraulic oil pump 6 to operate and provide hydraulic oil.
As shown in fig. 1 and 2, the motor power coupling mechanism further includes a third clutch connected to the first gear 3 and the motor support shaft and controlling transmission and interruption of power between the motor support shaft and the first gear 3. The first gear 3 is freely sleeved on the input shaft 1, and the first gear 3 is mounted on the transmission shell through a bearing. The structure of the third clutch is as known by those skilled in the art, and mainly comprises a friction plate group 2e and a steel plate group 2d (wherein the friction plate group is formed by coaxially overlapping and assembling friction plates made of a plurality of paper-based materials, the steel plate group is formed by coaxially overlapping and assembling a plurality of steel plates, the steel plate group is generally provided with one more friction plate than the friction plate group, the friction plates and the steel plates are axially overlapped at intervals, generally the steel plates are arranged at the outer side, the middle friction plate and the steel plates are axially arranged, namely one friction plate is arranged by one steel plate, one steel plate is arranged by one friction plate, the friction plate group of the third clutch is formed by 2 friction plates, the steel plate group of the third clutch is formed by 3 steel plates, when the friction plate group and the steel plate group are separated, a clearance is axially arranged between the friction plate and the steel plate, no power or motion is transmitted between the friction, the friction plate and the steel sheet are pressed and tightly attached together in the axial direction, power or motion is transmitted between the friction plate and the steel sheet), the friction plate group 2e is connected with the first gear 3, and the steel sheet group 2d is connected with the motor supporting shaft. The third clutch is controlled by a piston to be combined and separated, the steel plate group 2d and the friction plate group 2e are tightly pressed through the action of the piston, so that the third clutch is combined, and the steel plate group 2d and the friction plate group 2e are separated under the action of a spring force after oil is discharged. When the third clutch is combined, the first gear 3 and the motor supporting shaft synchronously rotate to realize power transmission; when the third clutch is disengaged, the first gear 3 and the motor support shaft cannot rotate synchronously, and the power of the motor support shaft cannot be transmitted to the first gear 3. The interruption and transmission of the power between the first gear 3 and the motor support shaft are realized by the separation and combination of the third clutch.
as shown in fig. 1 and 2, the motor power coupling mechanism further includes a fourth clutch connected to the input shaft 1 and the motor support shaft and controlling transmission and interruption of power between the motor support shaft and the input shaft 1. The structure of the fourth clutch is as known by those skilled in the art, and mainly comprises a friction plate group 2f and a steel plate group 2g (wherein the friction plate group is formed by coaxially overlapping and assembling friction plates made of a plurality of paper-based materials, the steel plate group is formed by coaxially overlapping and assembling a plurality of steel plates, the steel plate group is generally provided with one more friction plate than the friction plate group, the friction plates and the steel plates are axially overlapped at intervals, generally the steel plates are arranged at the outer side, the middle friction plate and the steel plates are axially arranged, namely one friction plate is arranged by one steel plate, one steel plate is arranged by one friction plate, the friction plate group of the fourth clutch is formed by 2 friction plates, the steel plate group of the fourth clutch is formed by 3 steel plates, when the friction plate group and the steel plate group are separated, a clearance is axially arranged between the friction plate and the steel plate, no power or motion is transmitted between the friction, the friction plate and the steel sheet are pressed and tightly attached together in the axial direction, power or motion is transmitted between the friction plate and the steel sheet), the friction plate group 2f is connected with the input shaft 1, and the steel sheet group 2g is connected with the motor supporting shaft. The fourth clutch is controlled by a piston to be combined and separated, the steel plate group 2g and the friction plate group 2f are pressed tightly under the action of the piston, so that the fourth clutch is combined, and the steel plate group 2g and the friction plate group 2f are separated under the action of a spring force after oil is discharged. After the fourth clutch is combined, the input shaft 1 and the motor supporting shaft synchronously rotate to realize power transmission; when the fourth clutch is disengaged, the input shaft 1 and the motor support shaft cannot rotate synchronously, and the power of the motor support shaft cannot be transmitted to the input shaft 1. The interruption and transmission of power between the input shaft 1 and the motor support shaft are achieved by the separation and combination of the fourth clutch. The motor power coupling mechanism is arranged between the internal combustion engine and the stepless speed changer, and realizes wheels of which the motor power is transmitted after being subjected to speed regulation by a steel belt or is directly transmitted to the wheels through a gear mechanism by switching two sets of clutches inside.
As shown in fig. 1 and 2, when the third clutch of the motor power coupling mechanism is engaged while the fourth clutch is disengaged, the power generated by the motor can be directly transmitted to the wheels through the power transmission mechanism, the output shaft 11, and the differential. When the third clutch is disengaged and the second clutch 7 and the fourth clutch are engaged to connect the motor and the input shaft 1 with the continuously variable transmission mechanism, the power generated by the motor is transmitted to the wheels through the continuously variable transmission mechanism, the output shaft 11 and the differential. When the vehicle is stopped, the second clutch 7 is separated from the third clutch, and the fourth clutch is combined, so that the internal combustion engine can drive the motor to generate electricity. And after the third clutch and the fourth clutch are both separated, the motor does not rotate along with the internal combustion engine, so that when the vehicle is driven by the pure internal combustion engine to run, the motor does not idle, the internal combustion engine does not need to be driven to idle, and unnecessary power loss of the internal combustion engine is reduced.
As shown in fig. 1 and 2, the hydraulic oil pump 6 is connected with the input shaft 1 through a chain transmission mechanism, the chain transmission mechanism transmits power from the input shaft 1 to the hydraulic oil pump 6, the input shaft 1 drives the hydraulic oil pump 6 to operate through the chain transmission mechanism, and the hydraulic oil pump 6 provides hydraulic oil for the system. The chain transmission mechanism comprises a driving chain wheel arranged on an input shaft 1, a driven chain wheel arranged on a pump shaft of a hydraulic oil pump 6 and a chain matched with the driving chain wheel and the driven chain wheel, wherein the driving chain wheel and the input shaft 1 synchronously rotate, and the driven chain wheel and the pump shaft of the hydraulic oil pump 6 synchronously rotate.
As shown in fig. 1 and 2, the first gear 3, the second gear 4, the third gear 5 and the fourth gear 16 are all cylindrical gears, the second gear 4 is rotatably disposed inside the transmission housing, the second gear 4 is meshed with the first gear 3 and the third gear 5 simultaneously, the third gear 5 is meshed with the fourth gear 16 and the second gear 4 simultaneously, and the fourth gear 16 is rotated synchronously with the output shaft 11. The output shaft 11 is parallel to the motor support shaft, the output shaft 11 is connected with the differential mechanism through a gear transmission mechanism, the gear transmission mechanism plays a role in reducing speed and increasing torque, and the gear transmission mechanism is a primary gear transmission mechanism and realizes the transmission of power between the output shaft 11 and the differential mechanism. When the third clutch is separated and the second clutch 7 and the fourth clutch are combined, the connection between the motor and the input shaft 1 is realized, the power of the motor is output to the wheels through the stepless speed change mechanism, the output shaft 11 and the differential mechanism, thus, the torque of the motor can be amplified or reduced and output to the wheels through the stepless speed change mechanism, so that the internal combustion engine and the motor can work in the most efficient area through stepless speed change and speed regulation when the small load works in the whole vehicle, the best fuel economy is realized, or the internal combustion engine drives the motor to generate electricity during running, or the internal combustion engine drives the motor to generate electricity during the running of the vehicle, or the internal combustion engine drives the, the internal combustion engine drives the motor to realize the power generation function, the power generation function of the internal combustion engine can be realized under the condition that the vehicle is static, therefore, the internal combustion engine can drive the motor to generate power under any working condition of the whole vehicle, and normal use of the high-voltage electrical appliance is guaranteed.
As shown in fig. 1 and 3, the first clutch 14 is disposed on the driven pulley shaft, the third gear 5 is disposed on the first clutch 14, the third gear 5 and the driven pulley shaft are coaxially disposed, the first clutch 14 is connected to the third gear 5 and the driven pulley shaft, and the first clutch 14 is a one-way clutch to transmit a one-way torque to the third gear 5. When the first clutch 14 and the second clutch 7 are in a combined state, the first clutch 14 is used for transmitting power from the continuously variable transmission mechanism to the third gear 5, so that the driven pulley shaft can drive the third gear 5 to synchronously rotate, when the power is output to wheels through the continuously variable transmission, the one-way clutch is combined to realize the gear combination transmission of the output bevel pulley shaft and the output bevel pulley, the rotating speed of the engine and the motor can be regulated through the continuously variable transmission when the power needs to be operated in an economical mode, so that the engine and the motor work in an optimal efficiency area, and the oil saving rate is improved.
When the vehicle runs in the motor driving mode, the first clutch 14 and the second clutch 7 are both in a separated state, no power is transmitted between the third gear 5 and the driven pulley shaft, the third gear 5 cannot drive the driven pulley shaft to rotate, the power generated by the motor is transmitted to the output shaft 11 through the power transmission mechanism, and finally the power is output to the wheels, so that efficient power transmission is realized.
When the third clutch of the motor power coupling mechanism is combined, the fourth clutch is separated at the same time, and the motor directly transmits power to the wheels through the power transmission mechanism; when the third clutch of the motor power coupling mechanism is separated, and the second clutch 7 and the fourth clutch are combined at the same time, the connection between the motor power coupling mechanism and the stepless speed change mechanism is realized, the power generated by the motor power coupling mechanism is output to wheels through the stepless speed change mechanism, or the function of generating power by driving the motor through the internal combustion engine by disconnecting the second clutch 7 of the starting mechanism when the vehicle stops is realized.
During the running process of the vehicle, the internal combustion engine can drive the motor to realize the power generation function, and also during the deceleration process, the inertia power of the whole vehicle is transmitted to the motor through the wheels to realize energy recovery. When the third clutch is separated and the fourth clutch is combined, the connection of the motor and the stepless speed change mechanism is realized, the power of the motor is output to the wheels through the stepless speed change mechanism, so that the torque of the motor can be amplified or reduced through the stepless speed change mechanism and output to the wheels, the internal combustion engine and the motor can work in the most efficient area through stepless speed change speed regulation when small and medium loads work in the whole vehicle, the best fuel economy is realized, the internal combustion engine drives the motor to generate electricity during running, or the function of generating electricity by disconnecting the second clutch 7 and driving the motor through the internal combustion engine when the vehicle stops is realized, the function of generating electricity by the internal combustion engine can be realized under the static condition of the vehicle, and the normal use of the high-voltage electrical appliance can be ensured by driving the motor to generate electricity by the internal.
When the pure internal combustion engine works in a driving mode, the internal combustion engine drives the input shaft 1 to rotate, the first clutch 14 and the second clutch 7 are combined, power generated by the internal combustion engine is transmitted to the stepless speed change mechanism, then the power is transmitted to the output shaft 11, finally the power is output to wheels through the differential mechanism, and the power of the internal combustion engine is transmitted to the wheels through stepless speed regulation, so that the fuel economy of the internal combustion engine can be ensured to be exerted to the optimal level when the pure internal combustion engine works. Under the working condition, when the third clutch is separated and the fourth clutch is also separated, the motor is static and does not rotate, so that the power loss of the internal combustion engine additionally generated by driving the motor to idle can be reduced when the pure internal combustion engine works, and the fuel is saved.
When going through the motor drive vehicle, make the fourth clutch separation when making the third clutch combine, the power of motor passes through power transmission mechanism and directly transmits the wheel, and because adopt one-way clutch to make third gear 5 and driven band pulley shaft cooperation, through setting up the direction of one-way clutch separation and meshing, when making the motor drive vehicle travel, there is not power transmission between third gear 5 and the driven band pulley shaft, thereby make stepless speed change mechanism need not idle running, realize pure gear drive, gear drive efficiency is very high, realize pure electric drive in-process high-efficient transmission. Meanwhile, the input shaft 1 can be driven to rotate by combining the fourth clutch under the working condition, so that the starting of the internal combustion engine is realized, the internal combustion engine is started in the pure motor driving running process, and the motor and the internal combustion engine can simultaneously drive the whole vehicle or the internal combustion engine can independently drive the whole vehicle or the internal combustion engine drives the motor to generate power.
On the contrary, in the deceleration process, the inertia moment of the vehicle is transmitted to the motor through the power transmission mechanism, the power generation is realized through the power generation function of the motor, the capacity in the deceleration process is recovered to the battery, and the energy conservation and emission reduction are realized.
Example two
As shown in fig. 4 and 5, the present embodiment provides a multi-mode hybrid transmission system, which includes an input shaft 1, an output shaft 11, a motor power coupling mechanism, a stepless transmission mechanism and a power transmission mechanism, wherein the motor power coupling mechanism includes a motor stator, a motor rotor and a motor support shaft connected to the motor rotor, the power transmission mechanism is used for realizing power transmission between the motor support shaft and the output shaft 11, the power transmission mechanism includes a first gear 3 for receiving power from the motor support shaft, a second gear 4 engaged with the first gear 3, a transmission shaft 15, a third gear 5 arranged on the transmission shaft 15 and engaged with the second gear 4, and a fourth gear 16 arranged on the output shaft 11 and engaged with the third gear 5, a first clutch 14 for controlling power transmission and interruption between the transmission shaft 15 and a driven pulley shaft is arranged between the transmission shaft 15 and the driven pulley shaft of the stepless transmission mechanism, the first clutch 14 is a multi-plate wet friction clutch, dog-tooth clutch, or dry friction clutch. The first clutch 14 functions to enable the third gear 5 to rotate when the vehicle is moving forward, so that the third gear 5 can transmit power from the continuously variable transmission mechanism to the fourth gear 16, with the first clutch 14 in an engaged state.
Specifically, as shown in fig. 4, the continuously variable transmission mechanism is a belt-type continuously variable transmission including a drive pulley provided on a drive pulley shaft, a driven pulley provided on a driven pulley shaft, and an endless transmission belt provided on the drive pulley and the driven pulley, one end of the transmission belt being wound around the drive pulley, and the other end of the transmission belt being wound around the driven pulley. The third gear 5 is arranged on the driven belt wheel shaft, and the driven belt wheel and the third gear 5 are coaxially arranged. The third gear 5 and the fourth gear 16 are engaged with each other, and they constitute a primary gear transmission mechanism through which power from the continuously variable transmission mechanism can be transmitted to the output shaft 11.
As shown in fig. 4 and 5, the motor stator 2a is matched with the motor rotor 2b, the motor rotor 2b is arranged inside the motor stator 2a, the motor rotor 2b can rotate relative to the motor stator 2a, the motor power coupling mechanism is arranged inside the transmission housing, and the motor stator 2a and the transmission housing are a fixed whole without relative movement. The motor rotor 2b is fixedly connected with a motor supporting shaft, the motor supporting shaft is arranged on the transmission shell through a supporting bearing, the starting mechanism is connected with the internal combustion engine and the stepless speed change mechanism, and the vehicle starting mechanism is driven by the engine through a wet starting clutch. The motor supporting shaft is connected with the output shaft 11 through the power transmission mechanism, the motor power coupling mechanism is arranged between the internal combustion engine and the stepless speed change mechanism, and power generated by the motor power coupling mechanism can be directly transmitted to wheels through the power transmission mechanism and the like without being transmitted through the stepless speed change mechanism, so that pure electric running of the vehicle is realized.
As shown in fig. 4, the multi-mode hybrid transmission system of the present invention further includes a second clutch 7 connected to the input shaft 1 and the driving pulley shaft of the continuously variable transmission mechanism and used for controlling the transmission and interruption of power between the input shaft 1 and the driving pulley shaft, wherein the second clutch 7 is a multi-plate wet friction clutch. The input shaft 1 is used for being connected with an internal combustion engine, the input shaft 1 is connected with the second clutch 7, the input shaft 1 and the driving pulley shaft are coaxially arranged, the input shaft 1 and the second clutch 7 form a starting mechanism, and the starting mechanism is arranged between the motor power coupling mechanism and the stepless speed change mechanism to realize the transmission of power between the internal combustion engine and the stepless speed change mechanism. The motor supporting shaft is sleeved on the input shaft 1 in a hollow mode and is coaxially arranged with the input shaft 1, the input shaft 1 penetrates through the motor supporting shaft, one end of the input shaft 1 is connected with the internal combustion engine and used for receiving power generated by the internal combustion engine, the other end of the input shaft 1 is connected with the second clutch 7, the input shaft 1 is connected with the hydraulic oil pump 6 through the chain transmission mechanism, and the input shaft 1 drives the hydraulic oil pump 6 to operate and provide hydraulic oil.
As shown in fig. 4 and 5, the motor power coupling mechanism further includes a third clutch connected to the first gear 3 and the motor support shaft and controlling transmission and interruption of power between the motor support shaft and the first gear 3. The first gear 3 is freely sleeved on the input shaft 1, and the first gear 3 is mounted on the transmission shell through a bearing. The structure of the third clutch is as known by those skilled in the art, and mainly comprises a friction plate group 2e and a steel plate group 2d (wherein the friction plate group is formed by coaxially overlapping and assembling friction plates made of a plurality of paper-based materials, the steel plate group is formed by coaxially overlapping and assembling a plurality of steel plates, the steel plate group is generally provided with one more friction plate than the friction plate group, the friction plates and the steel plates are axially overlapped at intervals, generally the steel plates are arranged at the outer side, the middle friction plate and the steel plates are axially arranged, namely one friction plate is arranged by one steel plate, one steel plate is arranged by one friction plate, the friction plate group of the third clutch is formed by 2 friction plates, the steel plate group of the third clutch is formed by 3 steel plates, when the friction plate group and the steel plate group are separated, a clearance is axially arranged between the friction plate and the steel plate, no power or motion is transmitted between the friction, the friction plate and the steel sheet are pressed and tightly attached together in the axial direction, power or motion is transmitted between the friction plate and the steel sheet), the friction plate group 2e is connected with the first gear 3, and the steel sheet group 2d is connected with the motor supporting shaft. The third clutch is controlled by a piston to be combined and separated, the steel plate group 2d and the friction plate group 2e are tightly pressed through the action of the piston, so that the third clutch is combined, and the steel plate group 2d and the friction plate group 2e are separated under the action of a spring force after oil is discharged. When the third clutch is combined, the first gear 3 and the motor supporting shaft synchronously rotate to realize power transmission; when the third clutch is disengaged, the first gear 3 and the motor support shaft cannot rotate synchronously, and the power of the motor support shaft cannot be transmitted to the first gear 3. The interruption and transmission of the power between the first gear 3 and the motor support shaft are realized by the separation and combination of the third clutch.
As shown in fig. 4 and 5, the motor power coupling mechanism further includes a fourth clutch connected to the input shaft 1 and the motor support shaft and controlling transmission and interruption of power between the motor support shaft and the input shaft 1. The structure of the fourth clutch is as known by those skilled in the art, and mainly comprises a friction plate group 2f and a steel plate group 2g (wherein the friction plate group is formed by coaxially overlapping and assembling friction plates made of a plurality of paper-based materials, the steel plate group is formed by coaxially overlapping and assembling a plurality of steel plates, the steel plate group is generally provided with one more friction plate than the friction plate group, the friction plates and the steel plates are axially overlapped at intervals, generally the steel plates are arranged at the outer side, the middle friction plate and the steel plates are axially arranged, namely one friction plate is arranged by one steel plate, one steel plate is arranged by one friction plate, the friction plate group of the fourth clutch is formed by 2 friction plates, the steel plate group of the fourth clutch is formed by 3 steel plates, when the friction plate group and the steel plate group are separated, a clearance is axially arranged between the friction plate and the steel plate, no power or motion is transmitted between the friction, the friction plate and the steel sheet are pressed and tightly attached together in the axial direction, power or motion is transmitted between the friction plate and the steel sheet), the friction plate group 2f is connected with the input shaft 1, and the steel sheet group 2g is connected with the motor supporting shaft. The fourth clutch is controlled by a piston to be combined and separated, the steel plate group 2g and the friction plate group 2f are pressed tightly under the action of the piston, so that the fourth clutch is combined, and the steel plate group 2g and the friction plate group 2f are separated under the action of a spring force after oil is discharged. After the fourth clutch is combined, the input shaft 1 and the motor supporting shaft synchronously rotate to realize power transmission; when the fourth clutch is disengaged, the input shaft 1 and the motor support shaft cannot rotate synchronously, and the power of the motor support shaft cannot be transmitted to the input shaft 1. The interruption and transmission of power between the input shaft 1 and the motor support shaft are achieved by the separation and combination of the fourth clutch. The motor power coupling mechanism is arranged between the internal combustion engine and the stepless speed changer, and realizes wheels of which the motor power is transmitted after being subjected to speed regulation by a steel belt or is directly transmitted to the wheels through a gear mechanism by switching two sets of clutches inside.
As shown in fig. 4 and 5, when the third clutch of the motor power coupling mechanism is engaged while the fourth clutch is disengaged, the power generated by the motor can be directly transmitted to the wheels through the power transmission mechanism, the output shaft 11, and the differential. When the third clutch is disengaged and the first clutch 14, the second clutch 7 and the fourth clutch are simultaneously engaged, the connection between the motor and the input shaft 1 and the connection between the input shaft 1 and the continuously variable transmission mechanism are realized, and the power generated by the motor is transmitted to the wheels through the continuously variable transmission mechanism, the output shaft 11 and the differential. When the vehicle is parked, the first clutch 14 is disengaged, the second clutch 7 is disengaged, the third clutch is disengaged, and the fourth clutch is engaged, so that the internal combustion engine can drive the motor to generate power. And after the third clutch and the fourth clutch are both separated, the motor does not rotate along with the internal combustion engine, so that when the vehicle is driven by the pure internal combustion engine to run, the motor does not idle, the internal combustion engine does not need to be driven to idle, and unnecessary power loss of the internal combustion engine is reduced.
As shown in fig. 4, the hydraulic oil pump 6 is connected with the input shaft 1 through a chain transmission mechanism, the chain transmission mechanism transmits power from the input shaft 1 to the hydraulic oil pump 6, the input shaft 1 drives the hydraulic oil pump 6 to operate through the chain transmission mechanism, and the hydraulic oil pump 6 provides hydraulic oil for the system. The chain transmission mechanism comprises a driving chain wheel arranged on an input shaft 1, a driven chain wheel arranged on a pump shaft of a hydraulic oil pump 6 and a chain matched with the driving chain wheel and the driven chain wheel, wherein the driving chain wheel and the input shaft 1 synchronously rotate, and the driven chain wheel and the pump shaft of the hydraulic oil pump 6 synchronously rotate.
As shown in fig. 4, the first gear 3, the second gear 4, the third gear 5, and the fourth gear 16 are all cylindrical gears, the second gear 4 is rotatably disposed inside the transmission housing, the transmission shaft 15 and the driven pulley shaft are coaxially disposed, the first clutch 14 is connected to the transmission shaft 15 and the driven pulley shaft, the third gear 5 is fixedly disposed on the transmission shaft 15, the third gear 5 and the transmission shaft 15 are coaxially disposed and rotate synchronously, the second gear 4 is engaged with the first gear 3 and the third gear 5 simultaneously, the third gear 5 is engaged with the fourth gear 16 and the second gear 4 simultaneously, and the fourth gear 16 and the output shaft 11 rotate synchronously. The output shaft 11 is parallel to the motor support shaft, the output shaft 11 is connected with the differential mechanism through a gear transmission mechanism, the gear transmission mechanism plays a role in reducing speed and increasing torque, and the gear transmission mechanism is a primary gear transmission mechanism and realizes the transmission of power between the output shaft 11 and the differential mechanism. When the third clutch is separated and the first clutch 14, the second clutch 7 and the fourth clutch are combined, the connection of the motor and the input shaft 1 is realized, the power of the motor is output to the wheels through the stepless speed change mechanism, the output shaft 11 and the differential, thus, the torque of the motor can be amplified or reduced and output to the wheels through the stepless speed change mechanism, so that the internal combustion engine and the motor can work in the most efficient area through stepless speed change and speed regulation when the small load works in the whole vehicle, the best fuel economy is realized, or the internal combustion engine drives the motor to generate electricity during running, or the internal combustion engine drives the motor to generate electricity during the running of the vehicle, or the internal combustion engine drives the, the internal combustion engine drives the motor to realize the power generation function, the power generation function of the internal combustion engine can be realized under the condition that the vehicle is static, therefore, the internal combustion engine can drive the motor to generate power under any working condition of the whole vehicle, and normal use of the high-voltage electrical appliance is guaranteed.
As shown in fig. 4, when the first clutch 14 and the second clutch 7 are in a coupled state, the first clutch 14 is used for transmitting power from the continuously variable transmission mechanism to the third gear 5, so that the driven pulley shaft can drive the transmission shaft 15 and the third gear 5 to synchronously rotate, when the power is output to wheels through the continuously variable transmission, the first clutch 14 is coupled to realize the gear coupling of the output bevel pulley shaft and the output bevel pulley to transmit the power, and the rotation speeds of the engine and the motor can be adjusted through the continuously variable transmission when the economy mode is required to operate, so that the engine and the motor operate in an optimal efficiency region, and the fuel saving rate is improved.
When the vehicle runs in the motor driving mode, the first clutch 14 and the second clutch 7 are both in a separated state, no power transmission exists between the transmission shaft 15 and the driven pulley shaft, the transmission shaft 15 cannot drive the driven pulley shaft to rotate, the power generated by the motor is transmitted to the output shaft 11 through the power transmission mechanism, and finally the power is output to the wheels, so that efficient power transmission is realized. When the motor-driven vehicle runs, no power is transmitted between the transmission shaft 15 and the driven pulley shaft, so that the stepless speed change mechanism does not need to idle, pure gear transmission is realized, the gear transmission efficiency is very high, and efficient transmission in the pure electric driving process is realized. Meanwhile, the input shaft 1 can be driven to rotate by combining the fourth clutch under the working condition, so that the starting of the internal combustion engine is realized, the internal combustion engine is started in the pure motor driving running process, and the motor and the internal combustion engine can simultaneously drive the whole vehicle or the internal combustion engine can independently drive the whole vehicle or the internal combustion engine drives the motor to generate power.
On the contrary, in the deceleration process, the inertia moment of the vehicle is transmitted to the motor through the power transmission mechanism, the power generation is realized through the power generation function of the motor, the capacity in the deceleration process is recovered to the battery, and the energy conservation and emission reduction are realized.
When the third clutch of the motor power coupling mechanism is combined, the fourth clutch is separated at the same time, and the motor directly transmits power to the wheels through the power transmission mechanism; when the third clutch of the motor power coupling mechanism is separated, and the first clutch 14, the second clutch 7 and the fourth clutch are combined at the same time, the connection between the motor power coupling mechanism and the stepless speed change mechanism is realized, the power generated by the motor power coupling mechanism is output to wheels through the stepless speed change mechanism, or the function of generating power by driving the motor through the internal combustion engine by disconnecting the second clutch 7 of the starting mechanism when the vehicle stops is realized.
during the running process of the vehicle, the internal combustion engine can drive the motor to realize the power generation function, and also during the deceleration process, the inertia power of the whole vehicle is transmitted to the motor through the wheels to realize energy recovery. When the third clutch is disengaged and the first clutch 14, the second clutch 7 and the fourth clutch are engaged, the connection between the motor and the stepless speed change mechanism is realized, the power of the motor is output to the wheels through the stepless speed change mechanism, thus, the torque of the motor can be amplified or reduced and output to the wheels through the stepless speed change mechanism, so that the internal combustion engine and the motor can work in the most efficient area through stepless speed change and speed regulation when the small load works in the whole vehicle, the best fuel economy is realized, or the internal combustion engine drives the motor to generate electricity during running, or the internal combustion engine drives the motor to generate electricity during the running of the vehicle, or the internal combustion engine drives the, the internal combustion engine drives the motor to realize the power generation function, the power generation function of the internal combustion engine can be realized under the condition that the vehicle is static, therefore, the internal combustion engine can drive the motor to generate power under any working condition of the whole vehicle, and normal use of the high-voltage electrical appliance is guaranteed.
When the pure internal combustion engine works in a driving mode, the internal combustion engine drives the input shaft 1 to rotate, the first clutch 14 and the second clutch 7 are combined, power generated by the internal combustion engine is transmitted to the stepless speed change mechanism, then the power is transmitted to the output shaft 11, finally the power is output to wheels through the differential mechanism, and the power of the internal combustion engine is transmitted to the wheels through stepless speed regulation, so that the fuel economy of the internal combustion engine can be ensured to be exerted to the optimal level when the pure internal combustion engine works. Under the working condition, when the third clutch is separated and the fourth clutch is also separated, the motor is static and does not rotate, so that the power loss of the internal combustion engine additionally generated by driving the motor to idle can be reduced when the pure internal combustion engine works, and the fuel is saved.
EXAMPLE III
As shown in fig. 6, the present embodiment provides a multi-mode hybrid transmission system, and the multi-mode hybrid transmission system provided in the present embodiment is different from the multi-mode hybrid transmission system provided in the second embodiment mainly in that the second clutch 7 is eliminated, and the rest is the same. In the present embodiment, the input shaft 1 is directly connected to the drive pulley shaft of the continuously variable transmission, the input shaft 1 and the drive pulley shaft of the continuously variable transmission are coaxially disposed and rotate synchronously, a starting mechanism disposed between the motor power coupling mechanism and the continuously variable transmission can be eliminated, and the engine and the vehicle power are separated and combined by the first clutch 14.
The invention has been described above by way of example with reference to the accompanying drawings. Obviously, the specific implementation of the present invention is not limited by the above-described manner. Various insubstantial improvements are made by adopting the method conception and the technical proposal of the utility model; or without improvement, the above conception and technical solution of the present invention can be directly applied to other occasions, all within the protection scope of the present invention.
Claims (10)
1. multimode hybrid transmission system, including the input shaft, the output shaft, motor power coupling mechanism, infinitely variable transmission mechanism and power transmission mechanism, motor power coupling mechanism includes motor stator, motor rotor and the motor back shaft of being connected with motor rotor, power transmission mechanism is including the first gear that is used for receiving the power that comes from motor back shaft, with the second gear of first gear meshing, with the third gear of second gear meshing and set up on the output shaft and with the fourth gear of third gear meshing, its characterized in that: and a first clutch is arranged between the third gear and a driven pulley shaft of the stepless speed change mechanism, and the first clutch is a one-way clutch.
2. The multi-mode hybrid transmission system of claim 1, wherein: and the second clutch is connected with the input shaft and the driving belt wheel shaft of the continuously variable transmission mechanism and is used for controlling the transmission and the interruption of the power between the input shaft and the driving belt wheel shaft.
3. The multi-mode hybrid transmission system of claim 2, wherein: the second clutch is a multi-plate wet friction clutch.
4. A multi-mode hybrid transmission system as claimed in any one of claims 1 to 3, wherein: the motor power coupling mechanism further comprises a third clutch connected with the first gear and the motor support shaft and used for controlling the transmission and interruption of the power between the motor support shaft and the first gear, and a fourth clutch connected with the input shaft and the motor support shaft and used for controlling the transmission and interruption of the power between the motor support shaft and the input shaft.
5. A multi-mode hybrid transmission system as claimed in any one of claims 1 to 3, wherein: when the electric vehicle works in the motor driving mode, no power is transmitted between the third gear and the driven pulley shaft, the power generated by the motor is transmitted to the output shaft through the power transmission mechanism, and finally the power is output to the wheels.
6. Multi-mode hybrid transmission system, including the input shaft, the output shaft, motor power coupling mechanism, infinitely variable transmission mechanism and power transmission mechanism, motor power coupling mechanism includes motor stator, motor rotor and the motor back shaft of being connected with motor rotor, power transmission mechanism is including the first gear that is used for receiving the power that comes from motor back shaft, second gear with first gear engagement, the transmission shaft, set up on the transmission shaft and with second gear engagement's third gear and set up on the output shaft and with third gear engagement's fourth gear, its characterized in that: and a first clutch used for controlling the transmission and interruption of power between the transmission shaft and the driven pulley shaft is arranged between the transmission shaft and the driven pulley shaft of the stepless speed change mechanism.
7. The multi-mode hybrid transmission system of claim 6, wherein: and the second clutch is connected with the input shaft and the driving belt wheel shaft of the continuously variable transmission mechanism and is used for controlling the transmission and the interruption of the power between the input shaft and the driving belt wheel shaft.
8. The multi-mode hybrid transmission system of claim 7, wherein: the second clutch is a multi-plate wet friction clutch, and the first clutch is a multi-plate wet friction clutch, a dog-tooth clutch or a dry friction clutch.
9. A multi-mode hybrid transmission system as claimed in any one of claims 6 to 8, wherein: the motor power coupling mechanism further comprises a third clutch connected with the first gear and the motor support shaft and used for controlling the transmission and interruption of the power between the motor support shaft and the first gear, and a fourth clutch connected with the input shaft and the motor support shaft and used for controlling the transmission and interruption of the power between the motor support shaft and the input shaft.
10. A multi-mode hybrid transmission system as claimed in any one of claims 6 to 8, wherein: when the vehicle runs in a motor driving mode, the first clutch is in a separated state, no power is transmitted between the transmission shaft and the driven pulley shaft, the power generated by the motor is transmitted to the output shaft through the power transmission mechanism, and finally the power is output to the wheels.
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| CN201920222310.6U CN209776148U (en) | 2019-02-22 | 2019-02-22 | Multi-mode hybrid transmission system |
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| CN201920222310.6U CN209776148U (en) | 2019-02-22 | 2019-02-22 | Multi-mode hybrid transmission system |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
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| CN109703349A (en) * | 2019-02-22 | 2019-05-03 | 芜湖万里扬变速器有限公司 | Multi-mode hybrid speed change system |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN109703349A (en) * | 2019-02-22 | 2019-05-03 | 芜湖万里扬变速器有限公司 | Multi-mode hybrid speed change system |
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