CN209904515U - Novel hybrid power transmission device - Google Patents
Novel hybrid power transmission device Download PDFInfo
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- CN209904515U CN209904515U CN201822108459.XU CN201822108459U CN209904515U CN 209904515 U CN209904515 U CN 209904515U CN 201822108459 U CN201822108459 U CN 201822108459U CN 209904515 U CN209904515 U CN 209904515U
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Abstract
The utility model discloses a novel hybrid transmission device, including possessing electronic and/or electricity generation function and can input power or output power's first motor, possess electronic and/or electricity generation function and can input power or output power's second motor, possess differential or variable speed function and can be engine power and/or first motor power transmits the single planet row mechanism for variable speed output mechanism after differential or variable speed, possesses variable speed function and can with the power of single planet row mechanism transmits with predetermined velocity ratio for differential mechanism's variable speed output mechanism, differential mechanism and casing to realize multiple electricelectric and hybrid drive mode. The utility model has the advantages of the integrated level is high, simple structure, the control degree of difficulty is low, multiple mode has.
Description
Technical Field
The utility model relates to a drive field of electromechanical hybrid vehicle especially relates to a novel hybrid transmission device.
Background
Due to the aggravation of the world environment and energy problems caused by the traditional fuel engine automobile and the adjustment of new energy automobile policies of countries in the world, all large automobile companies are actively researching and developing energy-saving and environment-friendly automobiles. Hybrid power systems have become feasible technical solutions for solving energy consumption and environmental pollution of automobiles at the present stage, and the core power transmission devices thereof have become the key points of research and development of various companies.
At present, a hybrid power scheme that a plurality of single planet rows are connected in series or in parallel is mostly adopted in the hybrid power scheme, but the oil saving efficiency is limited. For example, chinese patent application No. CN 201110405238 discloses a transmission including an input member, an output member, and a planetary gear set having first, second and third members, a first motor/generator having a first rotor connected for rotation with the first member. A second motor/generator has a second rotor connected for common rotation with the second member. The first set of intermeshing gears has a first gear ratio and the second set of intermeshing gears has a second gear ratio different than the first gear ratio. A first torque transmitting mechanism is engageable to establish torque flow between the planetary gear set and one of the input member and the output member through the first set of intermeshing gears. A second torque transmitting mechanism is engageable to establish torque flow between the planetary gear set and one of the input member and the output member through a second set of intermeshing gears. Although the above patent uses a single planet row and a series of parallel shaft gears to mesh, different power splitting modes can be realized, but the design scheme has the disadvantages of complex mechanism, high manufacturing cost, high control difficulty and low reliability.
Therefore, the research and development of a transmission device which has higher fuel-saving efficiency of the whole vehicle and is more suitable for a hybrid power vehicle is a main research subject at present.
SUMMERY OF THE UTILITY MODEL
In order to overcome the problem, the utility model provides a novel hybrid transmission solves the problem that current device structure is complicated, the control degree of difficulty is high, the reliability is low.
The utility model provides a technical scheme that its technical problem adopted is: a novel hybrid transmission, comprising:
a first motor configured to have an electric power-driving and/or generating function and to be capable of inputting or outputting power, the first motor being equipped with a first rotor shaft through which the first motor outputs or inputs power;
a second motor configured to have an electric power-driving and/or generating function and to be capable of inputting power or outputting power, the second motor being equipped with a second rotor shaft through which the second motor outputs power or outputs power;
the single-planet-row mechanism is configured to have a differential speed or speed change function and can transmit the power of the engine and/or the power of the first motor to the speed change output mechanism after differential speed or speed change;
a shift output mechanism configured to have a shift function and capable of transmitting power of the single planetary row mechanism to the differential at a predetermined speed ratio;
a differential having a differential function and directly used to drive a hybrid system;
the shell is a peripheral enveloping part of the power transmission device and is fixedly connected with a shell of an engine.
Furthermore, the single-planet-row mechanism is a planetary gear transmission mechanism provided with a first sun gear, a first inner gear ring, a first planet carrier and a first planet gear, wherein the first planet gear is installed on the first planet carrier, the first planet gear is meshed with the first sun gear, and the first planet gear is meshed with the first inner gear ring.
Further, the variable speed output mechanism comprises a first gear, a second gear, a third gear, a fourth gear, a fifth gear and a fourth transmission shaft; the second gear and the third gear are coaxially connected to a fourth transmission shaft; the first gear and the second gear are meshed with each other; the second gear is meshed with the fourth gear; the third gear is intermeshed with the fifth gear.
Further, the method also comprises the following steps: a first transmission shaft transmitting engine power to the first ring gear, the first transmission shaft having a solid or hollow structure; a second drive shaft to which the first sun gear is coaxially connected with the first rotor shaft, the second drive shaft having a solid or hollow structure; the first planet carrier and the first gear are coaxially connected to a third transmission shaft, the third transmission shaft is used for transmitting the power of the single planet row mechanism to the variable speed output mechanism, and the third transmission shaft has a solid or hollow structure; a fifth drive shaft to which the second rotor shaft and the fourth gear are coaxially connected, the fifth drive shaft having a solid or hollow construction; and the fifth gear is coaxially connected with the shell of the differential on a sixth transmission shaft, the sixth transmission shaft is used for transmitting the power of the speed change output mechanism to the differential, and the sixth transmission shaft has a solid or hollow structure.
Further, the second transmission shaft is arranged coaxially with the first transmission shaft, the third transmission shaft is arranged coaxially with the first transmission shaft, the fourth transmission shaft is arranged non-coaxially with the first transmission shaft, the fifth transmission shaft is arranged non-coaxially with the first transmission shaft, and the sixth transmission shaft is arranged non-coaxially with the first transmission shaft.
Further, the first transmission shaft coaxially penetrates through the third transmission shaft, the second transmission shaft coaxially penetrates through the third transmission shaft, and the first transmission shaft coaxially penetrates through the second transmission shaft.
Furthermore, the first motor and the second motor are both arranged on the side far away from the engine, and the single-planet-row mechanism is arranged between the engine and the first motor.
Furthermore, the first motor and the second motor are both connected with a power storage battery, and in different working modes, the first motor and/or the second motor are/is used as a generator to charge the power battery or used as a motor to use electric energy in the power storage battery.
Furthermore, the novel hybrid power transmission device realizes different driving modes through different connection modes, and specifically comprises: pure electric drive mode: the first motor and the second motor are driven separately or together, and the engine is in a stop state. Hybrid drive mode: the hybrid power system is driven by an engine, the first motor and the second motor together, in the mode, the output power of the engine is subjected to power splitting at the input end through the single planetary gear mechanism, the first motor serves as a generator or a motor to adjust the working point of the engine, and the second motor serves as a motor to adjust the working point of the engine. A braking energy recovery mode: when the vehicle brakes, the wheels drag the vehicle in the reverse direction to drive the first motor and the second motor to charge the power storage battery so as to recover the kinetic energy of the vehicle under the braking condition. Parking charging mode: and driving the first motor by the engine to charge the power storage battery.
Further, the method also comprises the following steps: the parking mechanism is used for realizing the parking function of the novel hybrid power transmission device; and/or a mechanical pump for providing hydraulic oil to the novel hybrid power transmission device; and/or an electric pump configured to be driven by an oil pump motor and to provide hydraulic oil to the new hybrid transmission; and/or a controller for controlling the engine, and/or the first electric machine, and/or the second electric machine, and/or the electric pump.
The utility model has the advantages that:
firstly, the integration level is high: the utility model discloses two motors, differential mechanism and speed change mechanism etc. have been integrateed to realize transmission's mode switching function through controller control motor.
Secondly, the structure is simple: the utility model discloses no shift element, whole transmission's component number is less, is favorable to reducing hybrid transmission machine manufacturing cost, further reduces transmission's volume and weight to because simple structure, transmission's overall reliability is higher.
Thirdly, the control difficulty is low: because the utility model discloses there is not the shift element, the controller only needs two electric machine states of control, has greatly simplified control system's the development degree of difficulty to control system's reliability has been improved.
Fourthly, a plurality of working modes are provided: the utility model discloses contain pure electric drive mode, hybrid drive mode, braking energy recovery mode and parking power generation mode, different modes can fully satisfy hybrid vehicle in the demand of different drive operating modes, can carry out nimble regulation to the engine operating point, guarantee that its work is in the higher work interval of its efficiency to it is higher to effectively guarantee whole hybrid power system's efficiency.
The present invention will be described in more detail with reference to the accompanying drawings and examples.
Drawings
Fig. 1 is a schematic structural diagram of the present invention.
Detailed Description
Referring to fig. 1, a novel hybrid transmission 1000 includes a first motor 1007, a second motor 1008, a single planetary gear set 1004, a differential 1006, a variable speed output 1005, a housing 9, a first transmission shaft 1, a second transmission shaft 2, a third transmission shaft 3, a fifth transmission shaft 5, and a sixth transmission shaft 6.
The first motor 1007 includes a first rotor shaft 71, and the second motor 1008 includes a second rotor shaft 81.
The single planetary row mechanism 1004 includes a first carrier 41, a first sun gear 44, a first ring gear 42, and first planetary gears 43, the first planetary gears 43 being held on the first carrier 41, the first planetary gears 43 being intermeshed with the first sun gear 44, the first planetary gears 43 being intermeshed with the first ring gear 42.
The speed change output mechanism 1005 includes a first gear 51, a second gear 52, a third gear 53, a fourth gear 54, a fifth gear 55, and a fourth transmission shaft 4, the second gear 52 and the third gear 53 are coaxially connected to the fourth transmission shaft 4, the first gear 51 and the second gear 52 are engaged with each other, the second gear 52 and the fourth gear 54 are engaged with each other, and the third gear 53 and the fifth gear 55 are engaged with each other.
The first sun gear 44 and the first rotor shaft 71 are coaxially connected to the second transmission shaft 2, the first carrier 41 and the first gear 51 are coaxially connected to the third transmission shaft 3, the second rotor shaft 81 and the fourth gear 54 are coaxially connected to the fifth transmission shaft 5, the fifth gear 55 and the housing of the differential 1006 are coaxially connected to form a sixth transmission shaft 6, the first transmission shaft 1 transmits the power of the engine 1001 to the first ring gear 42, and the sixth transmission shaft 6 transmits the power of the change speed output mechanism 1005 to the differential 1006.
The first motor 1007 and the second motor 1008 are both disposed on the side away from the engine 1001, and the one-way clutch 1003 and the single planetary gear train 1004 are both disposed between the engine 1001 and the first motor 1007.
A torsional vibration damper device 1002 is mounted on the engine 1001.
In this embodiment, novel hybrid transmission adopts different mode under the operating mode of going of difference, include:
an electric drive mode: an electric drive mode i in which the second motor 1008 is driven alone; and an electric drive mode ii driven by the first motor 1007 and the second motor 1008 together;
hybrid drive mode: the engine 1001, the first motor 1007 and the second motor 1008 are jointly driven, the output power of the engine 1001 is divided through the single planetary gear mechanism 1004, and the first motor 1007 and the second motor 1008 are respectively used as a generator and/or a motor to adjust the working point of the engine 1001, so that the working efficiency of the engine is improved while high dynamic performance is ensured.
Parking power generation mode: in the parking state, the engine 1001 drives the first motor 1007 to charge the vehicle power storage battery.
A braking energy recovery mode: under the condition of vehicle braking, the wheels drive the first motor 1007 and the second motor 1008 to charge a vehicle power storage battery so as to recover part of kinetic energy of the vehicle in the braking process.
In this embodiment, the operation of the transmission under various operating conditions of the vehicle is as follows.
Firstly, vehicle starting:
when the electric quantity of the vehicle power storage battery is higher (for example, higher than 80%) and the starting power requirement is lower, an electric driving mode I is adopted, namely the vehicle is started by independently driving the second motor 1008;
when the electric quantity of a vehicle power storage battery is higher (for example, higher than 80%) and the starting power demand is larger, an electric driving mode II is adopted, namely the first motor 1007 and the second motor 1008 are jointly driven to realize vehicle starting;
when the electric quantity of the vehicle power storage battery is low (for example, lower than 20%), a hybrid driving mode is adopted, namely the engine 1001, the first motor 1007 and the second motor 1008 are jointly driven to realize vehicle starting.
II, high-speed running in the vehicle:
when the hybrid power vehicle starts and runs for a certain time in the pure electric drive mode and the power storage battery has higher electric quantity (for example, higher than 50%), the vehicle can run to a certain speed in the single-motor pure electric drive mode I and then is switched to the double-motor pure electric drive mode II, so that the pure electric running of the vehicle in a full speed range is ensured;
when the electric quantity of the power storage battery is reduced to a certain level or the system efficiency is relatively low (for example, lower than 50%), the vehicle can be switched to a hybrid power driving mode from a single-motor pure electric driving mode I or a double-motor pure electric driving mode II;
in the process of switching to the hybrid power drive mode under the single-motor pure electric drive mode I, the engine 1001 is started by the first motor 1007;
in the process of switching to the hybrid power driving mode in the dual-motor pure electric driving mode II, the second motor 1008 continues to drive the vehicle to normally run, and after the first motor 1007 drags the engine 1001 to a certain rotating speed, the engine 1001 is ignited and started;
in order to reduce the influence on the comfort of the vehicle during the starting process of the engine 1001, the first motor 1007 generates power for a short time to balance the explosive torque during the starting process of the engine 1001, and then the vehicle is in a hybrid driving mode;
when the vehicle enters the hybrid drive mode, the operating point of the engine 1001 can be flexibly adjusted and the system operates with high efficiency.
Thirdly, parking the vehicle:
when the electric quantity of the vehicle power storage battery is low (for example: lower than 60%) during parking, the engine 1001 drives the first motor 1007 to charge the vehicle power storage battery through the single planet row mechanism 1004;
when the vehicle power battery is high (e.g., greater than 80%), the engine is shut off.
Fourthly, braking of the vehicle:
when the vehicle is not braked emergently and when the power storage battery of the vehicle is low (for example: less than 60%), the wheels drag the transmission device in the reverse direction to drive the first electric machine 1007 and the second electric machine 1008 to charge the power storage battery so as to recover part of kinetic energy of the vehicle under the condition of braking;
otherwise, the braking system is directly started to brake the vehicle.
The above is only the preferred embodiment of the utility model, not to the scope of the utility model to be limited, so under the prerequisite that does not deviate from the design spirit of the utility model, the ordinary technical personnel in the field are right the equivalent change or decoration that structure, characteristic and principle do, all should fall into the protection scope of the utility model.
Claims (10)
1. A novel hybrid transmission, comprising:
a first motor configured to have an electric power-driving and/or generating function and to be capable of inputting or outputting power, the first motor being equipped with a first rotor shaft through which the first motor outputs or inputs power;
a second motor configured to have an electric power-driving and/or generating function and to be capable of inputting power or outputting power, the second motor being equipped with a second rotor shaft through which the second motor outputs power or outputs power;
the single-planet-row mechanism is configured to have a differential speed or speed change function and can transmit the power of the engine and/or the power of the first motor to the speed change output mechanism after differential speed or speed change;
a differential having a differential function and directly used to drive a hybrid system;
a shift output mechanism configured to have a shift function and capable of transmitting power of the single planetary row mechanism to the differential at a predetermined speed ratio;
the shell is a peripheral enveloping part of the power transmission device and is fixedly connected with a shell of an engine.
2. The novel hybrid transmission according to claim 1, wherein the single planetary gear train is a planetary gear train having a first sun gear, a first ring gear, a first carrier, and a first planet gear, the first planet gear being mounted on the first carrier, the first planet gear being intermeshed with the first sun gear, and the first planet gear being intermeshed with the first ring gear.
3. The novel hybrid transmission of claim 2, wherein the variable speed output mechanism includes a first gear, a second gear, a third gear, a fourth gear, a fifth gear, and a fourth drive shaft;
the second gear and the third gear are coaxially connected to a fourth transmission shaft;
the first gear and the second gear are meshed with each other;
the second gear is meshed with the fourth gear;
the third gear is intermeshed with the fifth gear.
4. A novel hybrid transmission as claimed in claim 3, further comprising:
a first transmission shaft transmitting engine power to the first ring gear, the first transmission shaft having a solid or hollow structure;
a second drive shaft to which the first sun gear is coaxially connected with the first rotor shaft, the second drive shaft having a solid or hollow structure;
the first planet carrier and the first gear are coaxially connected to a third transmission shaft, the third transmission shaft is used for transmitting the power of the single planet row mechanism to the variable speed output mechanism, and the third transmission shaft has a solid or hollow structure;
a fifth drive shaft to which the second rotor shaft and the fourth gear are coaxially connected, the fifth drive shaft having a solid or hollow construction;
and the fifth gear is coaxially connected with the shell of the differential on a sixth transmission shaft, the sixth transmission shaft is used for transmitting the power of the speed change output mechanism to the differential, and the sixth transmission shaft has a solid or hollow structure.
5. The novel hybrid transmission of claim 4, wherein said second drive shaft is coaxially disposed with said first drive shaft, said third drive shaft is coaxially disposed with said first drive shaft, said fourth drive shaft is non-coaxially disposed with said first drive shaft, said fifth drive shaft is non-coaxially disposed with said first drive shaft, and said sixth drive shaft is non-coaxially disposed with said first drive shaft.
6. The novel hybrid transmission of claim 5, wherein said first drive shaft passes coaxially through said third drive shaft, said second drive shaft passes coaxially through said third drive shaft, and said first drive shaft passes coaxially through said second drive shaft.
7. The novel hybrid transmission of claim 6, wherein the first electric machine and the second electric machine are both disposed on a side remote from the engine, and the single planetary gear set is disposed between the engine and the first electric machine.
8. The novel hybrid transmission device as claimed in claim 7, wherein the first electric machine and the second electric machine are both connected to a power storage battery, and in different operation modes, the first electric machine and/or the second electric machine is used as a generator to charge the power battery or is used as a motor to use electric energy in the power storage battery.
9. The novel hybrid transmission device according to claim 8, wherein the novel hybrid transmission device realizes different driving modes through different connection modes, and specifically comprises:
pure electric drive mode: the first motor and the second motor are driven separately or together, and the engine is in a stop state;
hybrid drive mode: the power split control system is driven by an engine, the first motor and the second motor together, in the mode, the output power of the engine is subjected to power split at the input end through the single planetary gear train mechanism, the first motor serves as a generator or a motor to adjust the working point of the engine, and the second motor serves as a motor to adjust the working point of the engine;
a braking energy recovery mode: when the vehicle is braked, wheels drag the vehicle in a reverse direction to drive the first motor and the second motor to charge the power storage battery so as to recover the kinetic energy of the vehicle under the braking condition;
parking charging mode: and driving the first motor by the engine to charge the power storage battery.
10. The novel hybrid transmission of claim 9, further comprising:
the parking mechanism is used for realizing the parking function of the novel hybrid power transmission device; and/or
The mechanical pump is used for providing hydraulic oil for the novel hybrid power transmission device; and/or
An electric pump configured to be driven by an oil pump motor and to provide hydraulic oil to the new hybrid transmission; and/or
A controller for controlling the engine, and/or the first electric machine, and/or the second electric machine, and/or the electric pump.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201822108459.XU CN209904515U (en) | 2018-12-14 | 2018-12-14 | Novel hybrid power transmission device |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201822108459.XU CN209904515U (en) | 2018-12-14 | 2018-12-14 | Novel hybrid power transmission device |
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| Publication Number | Publication Date |
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| CN209904515U true CN209904515U (en) | 2020-01-07 |
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| Application Number | Title | Priority Date | Filing Date |
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| CN201822108459.XU Expired - Fee Related CN209904515U (en) | 2018-12-14 | 2018-12-14 | Novel hybrid power transmission device |
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| CN (1) | CN209904515U (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN109501577A (en) * | 2018-12-14 | 2019-03-22 | 李劲松 | A kind of novel hybrid transmission device |
-
2018
- 2018-12-14 CN CN201822108459.XU patent/CN209904515U/en not_active Expired - Fee Related
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN109501577A (en) * | 2018-12-14 | 2019-03-22 | 李劲松 | A kind of novel hybrid transmission device |
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| CF01 | Termination of patent right due to non-payment of annual fee |
Granted publication date: 20200107 Termination date: 20201214 |
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| CF01 | Termination of patent right due to non-payment of annual fee |