CN209972162U - Parallel hybrid power transmission for heavy commercial automobile - Google Patents
Parallel hybrid power transmission for heavy commercial automobile Download PDFInfo
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- CN209972162U CN209972162U CN201920775340.XU CN201920775340U CN209972162U CN 209972162 U CN209972162 U CN 209972162U CN 201920775340 U CN201920775340 U CN 201920775340U CN 209972162 U CN209972162 U CN 209972162U
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Abstract
The utility model provides a heavy commercial automobile is with parallelly connected hybrid transmission, it includes main tank and auxiliary tank, the power input shaft of main tank is connected with engine, power output shaft through the clutch and extends to the auxiliary tank in and as the first input shaft of auxiliary tank, still be provided with vice case output shaft, vice case jackshaft and vice case second input shaft that are parallel to each other in the auxiliary tank, the axis coincidence of vice case output shaft and the first input shaft of auxiliary tank, the end connection of vice case second input shaft has the motor, vice case first input shaft has three vice case mechanical gear coupling with vice case output shaft, vice case second input shaft has three vice case motor gear coupling with vice case output shaft, the engine passes through main tank and vice case output or input power, the motor passes through vice case output or input power. The transmission is provided with two power sources, namely a fuel engine and a motor, can ensure that power cannot be interrupted in the mechanical gear shifting process, and is easy for gear expansion and compact in structure.
Description
Technical Field
The utility model relates to a parallelly connected hybrid transmission for heavy commercial automobile, especially motorbus belongs to derailleur technical field.
Background
The plug-in hybrid power system is the new energy automobile solution with the market potential at present. For commercial heavy-duty vehicles, one of the simplest hybrid configurations is the P2 configuration. The Chinese utility model patent with the publication number of CN1275790C and publication date of 20060920 discloses a power transmission system, which adopts the P2 configuration, and in the traditional mechanical automatic transmission (AMT) system, a motor is added between a clutch and a speed changer, thereby realizing the function of parallel hybrid power. The P2 system adopting the AMT has power interruption and poor gear shifting quality in the gear shifting process, and obviously cannot meet the requirements of heavy commercial automobiles such as large buses with high gear shifting quality requirements.
In order to solve the problem of power interruption of AMT gear shifting, the Chinese utility model patent with the publication number of CN101743142B and publication number of 20130717 discloses an operation method of a hybrid power system and the hybrid power system with two auxiliary gear devices. However, the system has only eight gears, is difficult to expand and cannot be applied to a multi-gear heavy commercial vehicle. In addition, the relevance of the transmission gear of the motor and the transmission gear of the engine in the system is high, the transmission gear shifting of the motor is frequent, and the smooth running of the motor is not facilitated.
SUMMERY OF THE UTILITY MODEL
The to-be-solved technical problem of the utility model is exactly to prior art exist not enough, provides a heavy commercial automobile with parallelly connected hybrid transmission, and this derailleur has two power supplies of fuel engine and motor, can guarantee that mechanical gear shift in-process power can not take place to interrupt, and easily gear extension, compact structure.
The scheme is realized by the following technical measures: parallel hybrid for heavy-duty commercial automobileThe power transmission comprises a main box and an auxiliary box, wherein a power input shaft of the main box is connected with an engine through a clutch, a power output shaft extends into the auxiliary box and serves as a first input shaft of the auxiliary box, an auxiliary box output shaft, an auxiliary box intermediate shaft and an auxiliary box second input shaft which are parallel to each other are further arranged in the auxiliary box, the axis of the auxiliary box output shaft coincides with the axis of the first input shaft of the auxiliary box, a motor is connected to the end portion of the second input shaft of the auxiliary box, the first input shaft of the auxiliary box and the auxiliary box output shaft are in three-auxiliary-box mechanical gear coupling, the second input shaft of the auxiliary box and the auxiliary box output shaft are in three-auxiliary-box motor gear coupling, the auxiliary box motor gears are respectively a first gear, a second gear and a third gear, wherein the transmission ratio of the first gear is im14.193, the ratio of second gear is im22.057, the transmission ratio of the third gear is im3The engine outputs or inputs power through the main and sub tanks, and the motor outputs or inputs power through the sub tank.
Preferably, the main box has five main box gears, the auxiliary box has three auxiliary box mechanical gears and three auxiliary box electric motor gears, and in a transmission route of the engine, the main box and the auxiliary box jointly form a 5 x 3 structure which can form eleven mechanical gears, thirteen mechanical gears or fifteen mechanical gears;
or the main box has six main box gears, the auxiliary box has three auxiliary box mechanical gears and three auxiliary box motor gears, and in the transmission route of the engine, the main box and the auxiliary box jointly form a 6 x 3 structure which can form fourteen mechanical gears, sixteen mechanical gears or eighteen mechanical gears;
or the main box has seven main box gears, the auxiliary box has three auxiliary box mechanical gears and three auxiliary box motor gears, and in the transmission route of the engine, the main box and the auxiliary box jointly form a 7 x 3 structure, so that seventeen mechanical gears, nineteen mechanical gears or twenty-one mechanical gears can be formed;
preferably, in the transmission route of the motor, three motor gears are provided by the sub-tank, and the transmission ratio of the three motor gears is the same as that of the sub-tank.
Preferably, a transmission gear I is mounted on the first input shaft of the auxiliary box; a transmission gear II and a transmission gear III are respectively installed at the left end and the right end of the output shaft of the auxiliary box, wherein a section of the output shaft of the auxiliary box, which is positioned at the left side of the transmission gear II at the left end, is connected with a synchronizer I through a spline, and meshing teeth of the synchronizer I can be meshed with the transmission gear I on the first input shaft at the tail end of a left sliding stroke and can be meshed with the transmission gear II at the left end of the output shaft of the auxiliary box at the tail end of a right sliding stroke.
Preferably, a transmission gear VI and a transmission gear VII are respectively installed at the left end and the right end of the second input shaft of the auxiliary box, a section of the second input shaft of the auxiliary box between the transmission gear VI and the transmission gear VII is connected with a synchronizer II and a synchronizer III through splines from left to right in sequence, meshing teeth of the synchronizer II on the left side can be meshed with the transmission gear VI at the left end of the second input shaft of the auxiliary box at the tail end of a left sliding stroke, and meshing teeth of the synchronizer III on the right side can be meshed with the transmission gear VII at the right end of the second input shaft of the auxiliary box at the tail end of a right sliding stroke.
Preferably, a transmission gear IV, a transmission gear V and a duplicate gear are sequentially mounted on the auxiliary box intermediate shaft from left to right, wherein the transmission gear IV on the left side can be meshed with a transmission gear I on a first input shaft of the auxiliary box and a transmission gear VI at the left end of a second input shaft of the auxiliary box, the transmission gear V in the middle can be meshed with a transmission gear II at the left end of an output shaft of the auxiliary box, a left gear in the duplicate gear can be meshed with a transmission gear VII at the right end of the second input shaft of the auxiliary box, and a right gear can be meshed with a transmission gear III at the right end of the output shaft of the auxiliary box.
The utility model has the advantages that:
1. the transmission can realize multiple working modes: the parallel hybrid power mode, the pure electric drive mode, the braking energy recovery mode, the engine starting mode and the power generation mode improve the practicability of the transmission, and are beneficial to popularization and application of the plug-in hybrid electric vehicle;
2. eleven, thirteen or fifteen mechanical gears, or fourteen, sixteen or eighteen mechanical gears, or seventeen, nineteen or twenty-one mechanical gears can be formed in the transmission route of the engine, and the multi-gear is beneficial to improving the fuel economy of the engine;
3. compared with the P2 configuration, the power-free interruption in the gear shifting process is realized, and the riding comfort is improved;
4. the auxiliary transmission has the advantages of small number of gears and synchronizers, compact structure, space saving and cost reduction;
5. the mechanical gear and the auxiliary box motor gear have greater independence, which is beneficial to improving the efficiency of the engine and the motor;
6. the main box structure and the auxiliary box structure are adopted, so that the gear expansion is easy, and the hybrid power system is suitable for a multi-gear heavy commercial automobile hybrid power system;
7. the main box adopts the traditional mechanical automatic transmission, and the difficulty of research and development and production is reduced.
Therefore, compared with the prior art, the utility model has the substantive characteristics and the progress, and the beneficial effects of the implementation are also obvious.
Drawings
Fig. 1 is a schematic view of a transmission principle of an embodiment of the present invention.
FIG. 2 is a schematic diagram of a power transmission path of a first gear of the sub-box machinery and a first gear of the sub-box motor.
FIG. 3 is a schematic diagram of a power transmission path of the second gear of the sub-box mechanical and the second gear of the sub-box electric motor.
FIG. 4 is a schematic diagram of a power transmission route of the third gear of the auxiliary box machinery and the third gear of the auxiliary box motor.
FIG. 5 is a schematic diagram of a power transmission path from first gear to fourth gear of the machine.
FIG. 6 is a schematic diagram of a power transmission path for an upshift of the motor gear from first gear to second gear in the mechanical fourth gear.
FIG. 7 is a schematic diagram of a power transmission path for a mechanical fourth gear upshift to a fifth gear upshift.
FIG. 8 is a schematic illustration of a power transmission path for a mechanical fifth gear upshift to sixth gear.
FIG. 9 is a schematic illustration of a power transmission path for a mechanical sixth-gear upshift to seventh-gear.
FIG. 10 is a schematic illustration of a power transmission path for a mechanical seventh gear upshift to eighth gear.
FIG. 11 is a schematic diagram of a power transmission path for an upshift of a gear position of the motor from second gear to third gear in the mechanical eighth gear.
FIG. 12 is a schematic diagram of a mechanical eighth-to-eleventh gear power transmission path.
Fig. 13 is a schematic diagram of the power transmission route in the engine stop start mode.
Fig. 14 is a schematic diagram of a power transmission route in the power generation mode.
In the figure, 1 is an engine, 2 is a motor, 3 is a main box, 30 is an auxiliary box first input shaft, 31 is an auxiliary box intermediate shaft, 32 is an auxiliary box second input shaft, 33 is an auxiliary box output shaft, 4 is an auxiliary box, 51 is a transmission gear I, 52 is a transmission gear II, 53 is a transmission gear III, 61 is a transmission gear IV, 62 is a transmission gear V, 71 is a transmission gear VI, 73 is a transmission gear VII, 63 is a duplicate gear, 81 is a synchronizer I, 82 is a synchronizer II, 83 is a synchronizer III.
Detailed Description
In order to clearly illustrate the technical features of the present solution, the following explains the present solution by way of specific embodiments and with reference to the accompanying drawings.
A parallel hybrid power transmission for heavy commercial vehicles comprises a main box 3 and an auxiliary box 4, wherein a power input shaft of the main box 3 is connected with an engine 1 through a clutch, a power output shaft extends into the auxiliary box 4 and serves as an auxiliary box first input shaft 30, an auxiliary box output shaft 33, an auxiliary box intermediate shaft 31 and an auxiliary box second input shaft 32 which are parallel to each other are further arranged in the auxiliary box 4, the auxiliary box output shaft 33 is overlapped with the axis of the auxiliary box first input shaft 30, the end part of the auxiliary box second input shaft 32 is connected with a motor 2, and two paths of power input exist in the auxiliary box 4: an engine 1 from a main tank 3 and a motor 2 connected to a sub-tank 4. The first auxiliary box input shaft 30 and the output shaft 33 have three auxiliary box mechanical gear couplings, the second auxiliary box input shaft 32 and the output shaft 33 have three auxiliary box motor gear couplings, the auxiliary box motor gears are respectively a first gear, a second gear and a third gear, wherein the transmission ratio of the first gear is im14.193, the ratio of second gear is im22.057, the transmission ratio of the third gear is im31.000. The engine 1 outputs or inputs power through the main box 3 and the auxiliary box 4, and the motor 2 outputs or inputs power through the auxiliary box 4Or to input power. When the gearbox shifts gears, the motor 2 provides power supplement, so that the unpowered interrupted gear shifting of the vehicle is realized, the motor 2 can drive the vehicle when the vehicle starts, and when complex conditions such as climbing, acceleration and the like are met, the motor 2 and the engine 1 can drive the vehicle together, so that a parallel hybrid power driving mode is realized. The main box 3 may be provided with five, six or seven main box gears:
when the main box 3 has five main box gears, the auxiliary box 4 has three auxiliary box mechanical gears and three auxiliary box motor gears, in the transmission route of the mechanical gears, the main box 3 and the auxiliary box 4 jointly form a 5 x 3 structure, and eleven mechanical gears, thirteen mechanical gears or fifteen mechanical gears can be formed;
when the main box 3 has six main box gears, the auxiliary box 4 has three auxiliary box mechanical gears and three auxiliary box motor gears, and in a transmission route of the mechanical gears, the main box 3 and the auxiliary box 4 jointly form a 6 x 3 structure, so that fourteen mechanical gears, sixteen mechanical gears or eighteen mechanical gears can be formed;
when the main box 3 has seven main box gears, the auxiliary box 4 has three auxiliary box mechanical gears and three auxiliary box motor gears, in the transmission route of the mechanical gears, the main box 3 and the auxiliary box 4 jointly form a 7 x 3 structure, and seventeen mechanical gears, nineteen mechanical gears or twenty-one mechanical gears can be formed;
in the transmission route of the motor, three motor gears are provided by the auxiliary box, and the transmission ratio of the three motor gears is the same as that of the auxiliary box motor, namely, the transmission ratio of the first gear is im14.193, the ratio of second gear is im22.057, the transmission ratio of the third gear is im3＝1.000。
A transmission gear I51 is mounted on the first auxiliary box input shaft 30, a transmission gear II 52 is mounted at the left end of the output shaft 33 of the auxiliary box, a transmission gear III 53 is mounted at the right end of the output shaft 33 of the auxiliary box, a section of the output shaft 33 of the auxiliary box, which is positioned at the left side of the transmission gear II 52, is connected with a synchronizer I81 through a spline, and meshing teeth of the synchronizer I81 can be meshed with the transmission gear I51 at the tail end of a left sliding stroke and meshed with the transmission gear II 52 at the tail end of a.
The left end of the second input shaft 32 of the auxiliary box is provided with a transmission gear VI 71, the right end of the second input shaft 32 of the auxiliary box is provided with a transmission gear VII 73, a section of the second input shaft 32 of the auxiliary box, which is positioned between the transmission gear VI 71 and the transmission gear VII 73, is sequentially connected with a synchronizer II 82 and a synchronizer III 83 through splines from left to right, meshing teeth of the synchronizer II 82 can be meshed with the transmission gear VI 71 at the tail end of a left sliding stroke, and meshing teeth of the synchronizer III 83 can be meshed with the transmission gear VII 73 at the tail end of a right sliding stroke.
A transmission gear IV 61, a transmission gear V62 and a duplicate gear 63 are sequentially mounted on the auxiliary box intermediate shaft 31 from left to right, the transmission gear IV 61 can be meshed with a transmission gear I51 and a transmission gear VI 71, the transmission gear V62 can be meshed with a transmission gear II 52, a left gear in the duplicate gear 63 can be meshed with a transmission gear VII 73, and a right gear in the duplicate gear 63 can be meshed with a transmission gear III 53.
With this configuration, the transmission has two independent power output paths (the engine 1 and the motor 2), one of which always maintains power output during gear shifting. The auxiliary box 4 combines different combinations of transmission gears through a synchronizer I81, a synchronizer II 82 and a synchronizer III 83, and provides three auxiliary box mechanical gears and three auxiliary box motor gears for power transmission routes of the engine 1 and the motor 2 respectively. For each auxiliary box mechanical gear, several mechanical gears are provided for the engine drive, for example, if the main box 3 adopts a five-gear configuration, each auxiliary box mechanical gear corresponds to at most five mechanical gears.
FIG. 2 is a schematic diagram of a power transmission route of a first gear of an auxiliary box machine and a first gear of an auxiliary box motor, specifically, at this time, meshing teeth of a synchronizer I81 are meshed with a transmission gear II 52, meshing teeth of a synchronizer II 82 are meshed with a transmission gear VI 71, a synchronizer III 83 is idle at a middle position, a transmission gear I51 on an auxiliary box first input shaft 30 is meshed with a transmission gear IV 61 on an auxiliary box intermediate shaft 31, power of an engine 1 transmitted from a main box 3 is transmitted to the auxiliary box intermediate shaft 31, and the transmission gear II 52 drives an auxiliary box output shaft 33 to rotate through the synchronizer I81 through meshing of a transmission gear V62 and the transmission gear II 52, so that power output of the engine 1 is realized; meanwhile, the power of the motor 2 is transmitted to the transmission gear VI 71 through the synchronizer II 82, the transmission gear VI 71 is meshed with the transmission gear IV 61 to transmit the power to the auxiliary box intermediate shaft 31, and the transmission gear II 52 drives the auxiliary box output shaft 33 to rotate through the synchronizer I81 through the meshing of the transmission gear V62 and the transmission gear II 52, so that the power output of the motor 2 is realized.
FIG. 6 is a schematic diagram of a power transmission route of a first gear of an auxiliary box machine and a second gear of an auxiliary box motor, wherein at the moment, meshing teeth of a synchronizer I81 are meshed with a transmission gear II 52, a middle position of a synchronizer II 82 is idle, meshing teeth of a synchronizer III 83 are meshed with a transmission gear VII 73, a transmission gear I51 on an auxiliary box first input shaft 30 is meshed with a transmission gear IV 61 on an auxiliary box intermediate shaft 31, power of an engine 1 transmitted from a main box 3 is transmitted to the auxiliary box intermediate shaft 31, and the transmission gear II 52 drives an auxiliary box output shaft 33 to rotate through the synchronizer I81 through meshing of a transmission gear V62 and the transmission gear II 52, so that power output of the engine 1 is realized; meanwhile, the power of the motor 2 is transmitted to the transmission gear VII 73 through the synchronizer III 83, the transmission gear VII 73 is meshed with a left gear in the duplicate gear 63, a right gear in the duplicate gear 63 is meshed with the transmission gear III 53, and the transmission gear III 53 drives the auxiliary box output shaft 33 to rotate, so that the power output of the motor 2 is realized.
FIG. 3 is a schematic diagram of a power transmission route of a second gear of the auxiliary box machinery and a second gear of an auxiliary box motor, wherein meshing teeth of a synchronizer II 82 are meshed with a transmission gear VI 71, meshing teeth of a synchronizer III 83 are meshed with a transmission gear VII 73, a middle position of the synchronizer I81 idles, a transmission gear I51 on an auxiliary box first input shaft 30 is meshed with a transmission gear IV 61 on an auxiliary box intermediate shaft 31, the power of the engine 1 transmitted from the main box 3 is transmitted to the auxiliary box intermediate shaft 31, the transmission gear IV 61 is meshed with the transmission gear VI 71, the transmission gear VI 71 drives an auxiliary box second input shaft 32 to rotate through the synchronizer II 82, the power is transmitted to the auxiliary box second input shaft 32, the auxiliary box second input shaft 32 drives the transmission gear VII 73 to synchronously rotate through the synchronizer III 83, the transmission gear VII 73 is meshed with a left gear in a dual gear 63, and then the power is transmitted to an auxiliary box output shaft 33 through meshing of a right gear in the dual gear 63 and the transmission gear III, the power output of the engine 1 is realized. After the power of the motor 2 is transmitted to the second input shaft 32 of the auxiliary box, the second input shaft 32 of the auxiliary box drives the transmission gear VII 73 to rotate through the synchronizer III 83, the transmission gear VII 73 is meshed with a left gear in the duplicate gear 63, and then the power is transmitted to the output shaft 33 of the auxiliary box through the meshing of a right gear in the duplicate gear 63 and the transmission gear III 53, so that the power output of the motor 2 is realized.
FIG. 9 is a schematic diagram of a power transmission route of a third gear of the auxiliary box machinery and a second gear of the auxiliary box motor, wherein the meshing teeth of the synchronizer I81 are meshed with the transmission gear I51, the middle position of the synchronizer II 82 idles, the meshing teeth of the synchronizer III 83 are meshed with the transmission gear VII 73, and the power of the engine 1 transmitted from the main box 3 is directly transmitted to the auxiliary box output shaft 33 through the meshing of the meshing teeth of the synchronizer I81 and the transmission gear I51, so that the power of the engine 1 is directly output. After the power of the motor 2 is transmitted to the second input shaft 32 of the auxiliary box, the second input shaft 32 of the auxiliary box drives the transmission gear VII 73 to rotate through the synchronizer III 83, the transmission gear VII 73 is meshed with a left gear in the duplicate gear 63, and then the power is transmitted to the output shaft 33 of the auxiliary box through the meshing of a right gear in the duplicate gear 63 and the transmission gear III 53, so that the power output of the motor 2 is realized.
FIG. 4 is a schematic diagram of a power transmission route of a third gear of an auxiliary box machine and a third gear of an auxiliary box motor, wherein at the moment, meshing teeth of a synchronizer I81 are meshed with a transmission gear I51, meshing teeth of a synchronizer II 82 are meshed with a transmission gear VI 71, a middle position of a synchronizer III 83 idles, power of an engine 1 transmitted by a main box 3 is directly transmitted to an auxiliary box output shaft 33 through meshing of the meshing teeth of the synchronizer I81 and the transmission gear I51 to realize direct output of the power of the engine 1, therefore, the transmission ratio of the mechanical third gear of the auxiliary box 4 is 1, meanwhile, the power of a motor 2 is transmitted to the transmission gear VI 71 through the synchronizer II 82, the power of the motor 2 is transmitted to an auxiliary box intermediate shaft 31 through meshing of the transmission gear VI 71 and a transmission gear IV 61, the power of the motor 2 is transmitted to the transmission gear I51 through meshing of the transmission gear IV 61 and the transmission gear I51, the transmission gear I81 transmits the power of the motor, and the power output of the motor 2 is realized, at the moment, the motor 2 is also in the third gear, and the transmission ratio is also 1.
In summary, the sub-tank first input shaft 30 and the sub-tank output shaft 33 have three sub-tank mechanical gear couplings: direct gear coupling (auxiliary box mechanical third gear) of an auxiliary box 4 is realized through a synchronizer I81; the first gear of the auxiliary box machinery of the auxiliary box 4 is coupled through gear pairs 51/61, 62/52 and a synchronizer I81; the second range mechanical coupling of range section 4 is achieved through gear pairs 51/61/71, 73/63/53 and synchronizers II 82 and III 83.
The sub-tank second input shaft 32 and the sub-tank output shaft 33 have three sub-tank motor gear couplings: the first-gear coupling of the auxiliary box motor is realized through a gear pair 71/61/62/52, a synchronizer II 82 and a synchronizer I81; the second-gear coupling of the auxiliary box motor is realized through a gear pair 73/63/53 and a synchronizer III 83; the third gear coupling of the auxiliary box motor is realized through the gear pair 71/61/51, the synchronizer II 82 and the synchronizer I81.
With the constructive solution shown in fig. 1, different mechanical gears can be provided for the engine transmission route, with different ratio matching solutions of the main box 3 and the auxiliary box 4:
an eleven-gear transmission: the transmission ratio of the five main box gears of the main box 3 is ib1＝2.057， ib2＝1.595,ib3＝1.279,ib4＝1,ib5The transmission ratio of the three auxiliary-box mechanical gears of auxiliary box 4 is i equal to 0.790a1＝4.193,ia2＝2.057,ia31.000, eleven mechanical gears, i, can be realized1＝ib1*ia1＝8.624，i2＝ib2*ia1＝6.688，i3＝ib3*ia1＝5.365，i4＝ib4*ia1＝ib1*ia2＝4.193， i5＝ib5*ia1＝ib2*ia2＝3.310，i6＝ib3*ia2＝2.632，i7＝ib4*ia2＝ib1*ia3＝2.057， i8＝ib5*ia2＝ib2*ia3＝1.595，i9＝ib3*ia3＝1.279，i10＝ib4*ia3＝1，i11＝ib5*ia3Corresponding to 0.790, the speed ratio of the three auxiliary box motor gears (i.e., motor gears) of the motor transmission line is im1＝4.193， im2＝2.057，im3＝1.000；
A thirteen-gear transmission: the transmission ratio of the five main box gears of the main box 3 is ib1，ib2，ib3，ib4，ib5(ii) a The transmission ratio of three auxiliary box mechanical gears of the auxiliary box 4 is ia1，ia2，ia3Thus, thirteen mechanical gears, i, can be realized1＝ib1*ia1，i2＝ib2*ia1，i3＝ib3*ia1，i4＝ib4*ia14，i5＝ib5*ia1＝ib1*ia2， i6＝ib2*ia2，i7＝ib3*ia2，i8＝ib4*ia2，i9＝ib5*ia2＝ib1*ia3，i10＝ib2*ia3，i11＝ib3*ia3， i12＝ib4*ia3，i13＝ib5*ia3(ii) a Correspondingly, the speed ratio of three auxiliary box motor gears of the motor transmission line is im1，im2，im3。
Fifteen speed transmissions: the transmission ratio of the five main box gears of the main box 3 is ib1，ib2，ib3，ib4，ib5(ii) a The transmission ratio of three auxiliary box mechanical gears of the auxiliary box 4 is ia1，ia2，ia3Fifteen mechanical gears i can be realized in this way1＝ib1*ia1，i2＝ib2*ia1，i3＝ib3*ia1，i4＝ib4*ia1，i5＝ib5*ia1，i6＝ib1*ia2， i7＝ib2*ia2，i8＝ib3*ia2，i9＝ib4*ia3，i10＝ib5*ia3，i11＝ib1*ia3，i12＝ib2*ia3，i13＝ib3*ia3， i14＝ib4*ia4，i15＝ib5*ia3(ii) a Correspondingly, the speed ratio of three auxiliary box motor gears of the motor transmission line is im1，im2，im3。
The following describes the implementation of each gear in detail by taking an eleven-gear transmission as an example.
FIG. 5 is a schematic diagram of a power transmission path from first gear to fourth gear of the machine. At the moment, the right position of the synchronizer I81 is meshed with the transmission gear II 52, the left position of the synchronizer II 82 is meshed with the transmission gear VI 71, and the middle position of the synchronizer III 83 idles. The power of the engine 1 is output through a clutch, a transmission gear I51, a transmission gear IV 61, a transmission gear V62, a transmission gear II 52, a synchronizer I81 and an auxiliary box output shaft 33 in the main box 3 and the auxiliary box 4; the power of the motor 2 is output through a synchronizer II 82, a transmission gear VI 71, a transmission gear IV 61, a transmission gear V62, a transmission gear II 52, a synchronizer I81 and an auxiliary box output shaft 33, and the first-gear transmission of the motor is realized. The gear shifting process of the mechanical gear is completed in the main box 3, the separation and combination control of the clutch are matched between the gear shifting process and the mechanical gear, the gear of the main box is increased from a first gear to a fourth gear, the gear of the motor is kept at the first gear in the gear shifting process, and the power cannot be interrupted in the gear shifting process of the mechanical gear.
FIG. 6 is a schematic diagram of a power transmission path for an upshift of the motor gear from first gear to second gear in the mechanical fourth gear. At the moment, the synchronizer I81 in the auxiliary box 4 keeps the right position to be meshed with the transmission gear II 52, and the mechanical gear is kept at the fourth gear, so that the power is not interrupted when the gear of the motor is changed. In the process of shifting the gear of the motor from the first gear to the second gear, the synchronizer II 82 is switched from left position engagement to middle position idling, then the synchronizer III 83 moves from middle position to right position to be engaged with the transmission gear VII 73, and at the moment, the power of the motor 2 is output through the synchronizer III 83, the transmission gear VII 73, the duplicate gear 63, the transmission gear III 53 and the auxiliary box output shaft 33, so that the second gear transmission of the motor is realized.
FIG. 7 is a schematic diagram of a power transmission path for a mechanical fourth gear upshift to a fifth gear upshift. At the moment, the synchronizer I81 keeps right position to be meshed with the transmission gear II 52, the synchronizer II 82 keeps neutral idle, and the synchronizer III 83 keeps right position to be meshed with the transmission gear VII 73. The power of the engine 1 is output through a clutch, the main box 3, a transmission gear I51 in the auxiliary box, a transmission gear IV 61, a transmission gear V62, a transmission gear II 52, a synchronizer I81 and an auxiliary box output shaft 33; the gear shifting process of the mechanical gear is completed in the main box 3, the separation and combination control of the clutch are matched between the gear shifting process and the mechanical gear, the gear of the main box is shifted from a fourth gear to a fifth gear, the gear of the motor is kept at a second gear in the gear shifting process, and the power cannot be interrupted in the gear shifting process of the mechanical gear.
FIG. 8 is a schematic illustration of a power transmission path for a mechanical fifth gear upshift to sixth gear. At the moment, the synchronizer I81 returns to the neutral idle running from the right position meshing, the synchronizer II 82 is meshed with the transmission gear VI 71 at the left position, and the synchronizer III 83 keeps the right position meshed with the transmission gear VII 73. The power of the engine 1 is output through a clutch, a transmission gear I51, a transmission gear IV 61, a transmission gear VI 71, a synchronizer II 82, a second input shaft 32 of the auxiliary box, a synchronizer III 83, a transmission gear VII 73, a duplicate gear 63, a transmission gear III 53 and an output shaft 33 of the auxiliary box in the main box 3 and the auxiliary box 4; the gear shifting process of the mechanical gear is completed in the main box 3, the separation and combination control of the clutch are matched between the gear shifting process and the mechanical gear, the gear of the main box is reduced from a fifth gear to a third gear, the gear of the motor is kept at a second gear in the gear shifting process, and the power cannot be interrupted in the gear shifting process of the mechanical gear.
FIG. 9 is a schematic illustration of a power transmission path for a mechanical sixth-gear upshift to seventh-gear. At the moment, the left position of the synchronizer I81 is meshed with the transmission gear I51, the synchronizer II 82 returns to the middle position for idling from the left position meshing, and the synchronizer III 83 keeps the right position meshed with the transmission gear VII 73. The power of the engine 1 is output through a clutch, a transmission gear I51 in the main box 3 and the auxiliary box 4, a synchronizer I81 and an auxiliary box output shaft 33; the gear shifting process of the mechanical gear is completed in the main box 3, the separation and combination control of the clutch are matched between the gear shifting process and the mechanical gear, the gear of the main box is reduced from a third gear to a first gear, the gear of the motor is kept at a second gear in the gear shifting process, and the power cannot be interrupted in the gear shifting process of the mechanical gear.
FIG. 10 is a schematic illustration of a power transmission path for a mechanical seventh gear upshift to eighth gear. At the moment, the synchronizer I81 keeps the left position meshed with the transmission gear I51, the synchronizer II 82 keeps the middle position idle running, and the synchronizer III 83 keeps the right position meshed with the transmission gear VII 73. The power of the engine 1 is output through a clutch, a transmission gear I51 in the main box 3 and the auxiliary box 4, a synchronizer I81 and an auxiliary box output shaft 33; the gear shifting process of the mechanical gear is completed in the main box 3, the separation and combination control of the clutch are matched between the gear shifting process and the mechanical gear, the gear of the main box is shifted from a first gear to a second gear, the gear of the motor is kept at the second gear in the gear shifting process, and the power cannot be interrupted in the gear shifting process of the mechanical gear.
FIG. 11 is a schematic diagram of a power transmission path for an upshift of a gear position of the motor from second gear to third gear in the mechanical eighth gear. At the moment, the synchronizer I81 keeps the left position to be meshed with the transmission gear I51, and the mechanical gear is kept at the eighth gear, so that the power is not interrupted when the gear of the motor is changed. In the process of shifting the gear of the motor from the second gear to the third gear, the synchronizer II 82 moves from the middle position to the left position to be meshed with the transmission gear VI 71, then the synchronizer III 83 is meshed from the right position to return to the middle position to idle, and at the moment, the power of the motor 2 is output through the synchronizer II 82, the transmission gear VI 71, the transmission gear IV 61, the transmission gear I51, the synchronizer I81 and the auxiliary box output shaft 33, so that the three-gear transmission of the motor is realized.
FIG. 12 is a schematic diagram of a mechanical eighth-to-eleventh gear power transmission path. At the moment, the synchronizer I81 keeps the left position meshed with the transmission gear I51, the synchronizer II 82 keeps the left position meshed with the transmission gear VI 71, and the synchronizer III 83 is idle in the middle position. The power of the engine 1 is output through a clutch, a transmission gear I51 in the main box 3 and the auxiliary box 4, a synchronizer I81 and an auxiliary box output shaft 33; the power of the motor 2 is output through the transmission gear VI 71, the transmission gear IV 61, the transmission gear I51 and the auxiliary box output shaft 33, and the three-gear transmission of the motor is realized. The gear shifting process of the mechanical gear is completed in the main box 3, the separation and combination control of the clutch are matched between the gear shifting process and the mechanical gear, the gear of the main box is shifted from a second gear to a fifth gear, the gear of the motor is kept at a third gear in the gear shifting process, and the power cannot be interrupted in the gear shifting process of the mechanical gear.
The above-mentioned gear shifting process is only one of the hybrid power modes, in which the mechanical gear is kept at the fourth gear when the first gear of the motor is shifted to the second gear, and theoretically, the motor can also be shifted when the first gear, the second gear, the third gear and the fifth gear of the motor are shifted; when the second gear of the motor is shifted to the third gear, the gear can be shifted in the seven gear, the nine gear, the ten gear and the eleven gear of the machine. The auxiliary box mechanical gears are respectively selected from five gears to be reduced to third gear, four gears to be reduced to second gear or three gears to be reduced to first gear in the processes of first gear increasing to second gear and second gear increasing to third gear, and different hybrid power modes can be formed by different matching of the mechanical gears, the main box gear shifting, the auxiliary box gear shifting and the motor gear shifting.
Fig. 13 is a schematic diagram of the power transmission route in the engine stop start mode. The vehicle remains stationary during the start. Firstly, the clutch is disconnected, the middle position of the synchronizer I81 idles, the left position of the synchronizer II 82 is meshed with the transmission gear VI 71, and the middle position of the synchronizer III 83 idles; the main box 3 enters a proper main box gear; the clutch is engaged. The motor 2 is electrified, the driving torque of the motor is transmitted to the first input shaft 30 of the auxiliary box through the synchronizer II 82, the transmission gear VI 71, the transmission gear IV 61 and the transmission gear I51, and the engine 1 is driven to start through the main box 3 and the clutch.
Engine running start mode: in the process of automobile moving, no matter whether the engine works or not, the mechanical gear and the motor gear are shifted according to corresponding control logics; when the engine 1 is in a key-off state, the clutch is in a disengaged state. During the starting process of the engine 1, the mechanical gear and the motor gear are kept unchanged, and in combination with the clutch, the driving torque of the motor 2 is transmitted to the engine 1 through the auxiliary box 4 and the main box 3 through the clutch, so that the engine 1 is started.
Fig. 14 is a schematic diagram of a power transmission route in the power generation mode. At the moment, the synchronizer I81 is in idle running, the synchronizer II 82 is meshed with the transmission gear VI 71 at the left position, and the synchronizer III 83 is in idle running. The power of the engine 1 is transmitted to the motor 2 through the clutch, the transmission gear I51 in the main box 3 and the auxiliary box 4, the transmission gear IV 61, the transmission gear VI 71, the synchronizer II 82 and the auxiliary box second input shaft 32, and the motor 2 generates power and stores the power in the battery.
Pure electric mode: at the moment, the engine 1 keeps a flameout state, the mechanical gear and the motor gear are shifted according to corresponding control logics, and the clutch is in a separation state. The motor 2 outputs power through the sub-tank 4.
A braking energy recovery mode: at the moment, the engine 1 keeps a flameout state, the gear of the motor keeps unchanged, the gear of the main box shifts according to the control logic, and the clutch is in a separation state. The motor 2 works as a generator in a generating mode to generate reverse braking torque. This braking torque is transmitted to the sub-tank output shaft 33 via the power transmission path of the sub-tank motor gear, thereby braking the vehicle. While the braking torque is generated, the motor 2 generates power and stores it in the battery, completing the recovery of braking energy.
The utility model provides a main tank 3 adopts traditional mechanical automatic gearbox, is connected with engine 1 through main tank input shaft, clutch, two way power transmission routes can be realized to auxiliary tank 4: the auxiliary box mechanical transmission route is that three auxiliary box mechanical gears are realized through an auxiliary box first input shaft 30 to an auxiliary box output shaft 33 through a corresponding gear pair and a synchronizer; the transmission route of the auxiliary box motor is from the motor 2 to an auxiliary box output shaft 33 through an auxiliary box second input shaft 32 and a corresponding gear pair and a synchronizer, so that three auxiliary box motor gears are realized. The auxiliary box mechanical transmission line and the auxiliary box motor transmission line partially share the gears and the synchronizers in the auxiliary box 4, the number of the gears and the synchronizers of the auxiliary box is reduced, and the compact structural design is favorably realized.
The utility model discloses a structural style of main tank 3 and auxiliary tank 4 makes hybrid transmission can realize two way power transmission routes: the mechanical transmission line outputs power from the engine 1 through the clutch, the main box 3 and the auxiliary box mechanical transmission line; the motor transmission route is the same as the auxiliary box motor transmission route. By adopting the main box structure and the auxiliary box structure, the gears of a mechanical transmission line can be conveniently expanded, and multi-gear configuration is realized.
The auxiliary box mechanical gear shifting and the auxiliary box motor gear shifting are independently completed: when the mechanical gears of the auxiliary box part are shifted, the gears of the motor of the auxiliary box can not be changed temporarily, so that the motor 2 is used for providing driving force in the shifting process of the mechanical gears, and the shifting without power interruption is realized; when the auxiliary box motor shifts gears, the auxiliary box mechanical gears can not change temporarily, so that the driving force is provided by the engine 1 in the process of shifting the gears of the motor gears, and the unpowered interrupted gear shifting is realized.
The high-efficiency working areas of the two power sources of the engine 1 and the motor 2 are different, the high-efficiency working area of the engine 1 is a low-speed large-torque area, and the high-efficiency working area of the motor 2 is much larger than that of the motor 2 and is mainly distributed in a medium-speed area, so that different gear shifting logics are required for power transmission routes of the engine 1 and the motor 2. The mechanical gear and the motor gear of the transmission have great independence: when a plurality of mechanical low-speed gears are executed, correspondingly executing a first gear of the auxiliary box, and executing a first gear of the motor or a second gear of the motor; when a plurality of mechanical intermediate speed gears are executed, correspondingly executing a secondary gear of the auxiliary box and executing a secondary gear of the motor; when a plurality of mechanical high-speed gears are executed, the auxiliary box third gear is correspondingly executed, and the motor second gear or the motor third gear can be executed. The independence of the mechanical gears from the electric machine gears facilitates operation of both the engine 1 and the electric machine 2 in a high efficiency region.
In the present invention, the left and right are based on the view direction shown in fig. 1.
The technical features of the present invention that are not described can be realized by the prior art, and are not described herein again. The present invention is not limited to the above embodiments, and variations, modifications, additions and substitutions made by those skilled in the art within the scope of the present invention shall fall within the protection scope of the present invention.
Claims (6)
1. The utility model provides a heavy commercial automobile is with parallelly connected hybrid transmission, it includes main case (3) and auxiliary tank (4), characterized by: the power input shaft of the main box (3) is connected with an engine (1) and a power output shaft through a clutch, the power output shaft extends into the auxiliary box (4) and serves as a first auxiliary box input shaft (30), an auxiliary box output shaft (33), an auxiliary box intermediate shaft (31) and an auxiliary box second input shaft (32) which are parallel to each other are further arranged in the auxiliary box (4), the axis of the auxiliary box output shaft (33) and the axis of the first auxiliary box input shaft (30) coincide, the end portion of the auxiliary box second input shaft (32) is connected with a motor (2), and the first auxiliary box input shaft is connected with a motor (2)The input shaft (30) and the auxiliary box output shaft (33) are coupled by three auxiliary box mechanical gears, the second input shaft (32) and the auxiliary box output shaft (33) are coupled by three auxiliary box motor gears, the auxiliary box motor gears are respectively a first gear, a second gear and a third gear, wherein the transmission ratio of the first gear is im14.193, the ratio of second gear is im22.057, the transmission ratio of the third gear is im3The engine (1) outputs or inputs power through a main box (3) and a sub-box (4), and the motor (2) outputs or inputs power through the sub-box (4).
2. The parallel hybrid transmission for heavy-duty commercial vehicles according to claim 1, wherein: the main box (3) is provided with five main box gears, the auxiliary box (4) is provided with three auxiliary box mechanical gears and three auxiliary box motor gears, and in a transmission route of an engine, the main box (3) and the auxiliary box (4) jointly form a 5 x 3 structure which can form eleven mechanical gears, thirteen mechanical gears or fifteen mechanical gears;
or the main box (3) is provided with six main box gears, the auxiliary box (4) is provided with three auxiliary box mechanical gears and three auxiliary box motor gears, and in a transmission route of the engine, the main box (3) and the auxiliary box (4) jointly form a 6 x 3 structure which can form fourteen mechanical gears, sixteen mechanical gears or eighteen mechanical gears;
or the main box (3) is provided with seven main box gears, the auxiliary box (4) is provided with three auxiliary box mechanical gears and three auxiliary box motor gears, and in a transmission route of the engine, the main box (3) and the auxiliary box (4) jointly form a 7 x 3 structure, so that seventeen mechanical gears, nineteen mechanical gears or twenty-one mechanical gears can be formed.
3. The parallel hybrid transmission for heavy-duty commercial vehicles according to claim 2, wherein: in the transmission route of the motor, three motor gears are provided by the auxiliary box, and the transmission ratio of the three motor gears is the same as that of the auxiliary box.
4. The parallel hybrid transmission for heavy-duty commercial vehicles according to claim 1, wherein: install drive gear I (51) on first input shaft of odd-side case (30), drive gear II (52) is installed to the left end of odd-side case output shaft (33), drive gear III (53) is installed to the right-hand member, is located there is synchronizer I (81) through splined connection on one section odd-side case output shaft (33) on drive gear II (52) left, the meshing tooth of synchronizer I (81) can mesh with drive gear I (51) at left side slip stroke end, can mesh with drive gear II (52) at right side slip stroke end.
5. The parallel hybrid transmission for heavy-duty commercial automobile of claim 4, wherein: a transmission gear VI (71) is installed at the left end of the second auxiliary box input shaft (32), a transmission gear VII (73) is installed at the right end, a synchronizer II (82) and a synchronizer III (83) are sequentially connected onto the second auxiliary box input shaft (32) between the transmission gear VI (71) and the transmission gear VII (73) from left to right through splines, meshing teeth of the synchronizer II (82) can be meshed with the transmission gear VI (71) at the tail end of a left sliding stroke, and meshing teeth of the synchronizer III (83) can be meshed with the transmission gear VII (73) at the tail end of a right sliding stroke.
6. The parallel hybrid transmission for heavy-duty commercial automobile of claim 5, wherein: a transmission gear IV (61), a transmission gear V (62) and a duplicate gear (63) are sequentially mounted on the auxiliary box intermediate shaft (31) from left to right, the transmission gear IV (61) can be meshed with a transmission gear I (51) and a transmission gear VI (71), the transmission gear V (62) can be meshed with a transmission gear II (52), a left gear in the duplicate gear (63) can be meshed with a transmission gear VII (73), and a right gear can be meshed with a transmission gear III (53).
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| Application Number | Priority Date | Filing Date | Title |
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| CN201920775340.XU CN209972162U (en) | 2019-05-28 | 2019-05-28 | Parallel hybrid power transmission for heavy commercial automobile |
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| CN201920775340.XU CN209972162U (en) | 2019-05-28 | 2019-05-28 | Parallel hybrid power transmission for heavy commercial automobile |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN110116615A (en) * | 2019-05-28 | 2019-08-13 | 青岛大学 | A kind of heavy type commercial automobile parallel hybrid power speed changer |
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Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN110116615A (en) * | 2019-05-28 | 2019-08-13 | 青岛大学 | A kind of heavy type commercial automobile parallel hybrid power speed changer |
| CN110116615B (en) * | 2019-05-28 | 2023-12-29 | 青岛大学 | Parallel hybrid power transmission for heavy-duty commercial vehicle |
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