CN210027017U - AMT-based automobile hybrid power structure capable of adapting to speed change requirements of different automobile models - Google Patents
AMT-based automobile hybrid power structure capable of adapting to speed change requirements of different automobile models Download PDFInfo
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- CN210027017U CN210027017U CN201920382680.6U CN201920382680U CN210027017U CN 210027017 U CN210027017 U CN 210027017U CN 201920382680 U CN201920382680 U CN 201920382680U CN 210027017 U CN210027017 U CN 210027017U
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Abstract
The utility model discloses a car hybrid structure based on AMT that adaptable different motorcycle types required that changes speed is equipped with the initiative tooth on the derailleur input shaft, the master slaver moves and combines tooth and mode switching to combine the tooth cover, the initiative tooth with the initiative combine the tooth to link firmly and empty cover is on the input shaft, driven combination tooth is installed on the input shaft, mode switching combines the tooth cover can combine tooth, driven combination tooth to go up to slide with the independent tooth or the driven meshing of combining tooth or meshing simultaneously with the initiative. The output shaft is provided with a tooth part similar to the input shaft. The two modes are switched to combine the gear sleeves to synchronously slide, and when the two gear sleeves synchronously slide, only one gear sleeve is simultaneously meshed with the driven combination gear and the driving combination gear, or the two gear sleeves are not simultaneously meshed. The motor driving teeth are meshed with the driving teeth of the input shaft. The utility model overcomes power interruption problem when AMT derailleur shifts can mix at pure oil mode, P2 automatically and move, P3 mixes and moves the mode and switch over between, satisfies the demand of different operating modes of traveling.
Description
Technical Field
The utility model relates to a new energy automobile, it is particularly related to an automobile hybrid structure based on AMT that adaptable different motorcycle types required that changes speed belongs to electric automobile technical field.
Background
With the stricter environmental protection measures in various countries in the world, electric vehicles have become a key point in automobile research and development due to the characteristics of energy conservation, low emission and the like, and have been successfully commercialized. The pure electric vehicle cannot be generally accepted by consumers at present because the pure electric vehicle is not completely solved in the aspects of endurance and charging technology. The hybrid electric vehicle has the advantages of both the fuel vehicle and the electric vehicle, so that the hybrid electric vehicle has more market prospect at present.
Common hybrid power setting methods include: 1. a 48-volt BSG electrode is added on the engine to replace a traditional generator (P0 for short); the representative mass production vehicle type is Audi Q7, Changan new ease; 2. the driving motor is integrated between the engine and the gearbox and is used for driving an input shaft (P2 for short) of the gearbox. Representative mass production vehicle types include AUDI a3, erezel 7; 3. the driving motor is integrated with the gearbox (the driving motor is added on the rear axle and is used for driving an output shaft of the gearbox) (P3 for short); it represents a mass production model with biddi; 4. the engine is provided with a BSG motor, and meanwhile, a driving motor and an automatic gearbox are integrated into a whole (called P0+ P3 for short).
The output torque of the P2 mode motor can be adjusted by the amplification of the transmission, but the power is interrupted when the gear is shifted; the P3 mode shift eliminates power interruption, but does not utilize the transmission to amplify the regulated output torque. In view of the advantages and disadvantages of the P2 and P3 models, the advantages of the P2 and P3 models are integrated to make the best of the advantages and disadvantages, and a solution is easily conceived to provide two sets of driving motors for driving the input shaft and the output shaft respectively, which not only greatly increases the cost, but also has little installation space and is therefore not practical.
The transmission is one of three major parts of an automobile, and the transmission of the automobile mainly comprises a Manual Transmission (MT), an Automatic Transmission (AT), a Dual Clutch Transmission (DCT), a Continuously Variable Transmission (CVT) and an Automatic Mechanical Transmission (AMT). At present, the automatic gearbox suitable for hybrid power mainly comprises a hydraulic mechanical type, CVT stepless speed change and a DCT double clutch (DSG).
The hydraulic mechanical automatic gearbox is a gearbox which is widely applied, the function of automatic torque conversion and speed change is realized, along with the increase of gears and the improvement of an electric control technology, the gear shifting of the gearbox is more agile in reflection and smoother in action, but the gearbox also has some inherent defects: firstly, a hydraulic torque converter which depends on liquid to transmit power has larger volume and heavier weight, the oil transmission efficiency is not as high as the gear transmission efficiency, and energy is lost, so that the oil consumption of a vehicle is high; secondly, the planetary gear needs to be locked in the gear shifting process, and some gear shifting impact is inevitably generated when quick locking is needed in the locking action, particularly when driving is violent; thirdly, the whole mechanism comprises electric control, hydraulic and mechanical devices, so that the structure is very complex and the reliability is relatively reduced.
The CVT has the advantages that the speed change process is smooth, the problem of gear shift impact of other gearboxes is solved completely, the vehicle speed can be changed under the condition that the rotating speed of the engine does not change during running, the engine can work in the optimal rotating speed range all the time, meanwhile, the process that the rotating speed of the engine continuously rises and falls during running and gear shifting is omitted, the oil consumption is reduced remarkably, and meanwhile, the CVT is small in size, light in weight and space is saved. The CVT is limited by steel belt transmission, and can only be arranged on an engine with lower power output, and the steel belt can be slipped and damaged due to overhigh power output, so that the CVT gearbox can only be applied to vehicles with middle and small discharge capacities.
The DCT double clutch has the advantages of direct power output of the manual gear, small volume and light weight, and realizes the rapid gear shifting which cannot be completed by the manual gear, so the DCT double clutch is used for racing for a long time and is sought by drivers. Since the structure of the DSG is complicated, the manufacturing cost is high.
Although AMT has the unique advantages of simple structure, low cost, easy manufacture, and high transmission efficiency, it is rarely used in hybrid vehicles due to the inherent disadvantages of difficult control, especially power interruption during shifting, poor ride comfort, etc. Therefore, how to combine the hybrid power setting mode with an Automatic Mechanical Transmission (AMT) to overcome the respective disadvantages and fully exert the respective advantages of the two has important practical significance for the development of hybrid vehicles.
In a patent previously applied by the applicant, through combining the switching of the gear sleeve, the automatic switching among the pure oil mode, the P2 hybrid mode and the P3 hybrid mode can be realized, the problem of power interruption during the gear shifting of the AMT transmission is solved, and the requirements of different running conditions of a hybrid vehicle are met. However, when the structure is used for different vehicle types, because the speed change requirements of different vehicle types are different, the corresponding gear needs to be redesigned, the process is very troublesome, the redesigned gear is likely to influence the position of the corresponding transmission shaft for mounting the gear, and the transmission shaft needs to be mounted on the transmission shell, so that once the mounting position of a certain transmission shaft is changed, the transmission shell needs to be redesigned, the mold is opened again, and the vehicle type adaptability of the structure is poor, and the modification cost is high.
SUMMERY OF THE UTILITY MODEL
Not enough to the above that prior art exists, the utility model aims to provide an automobile hybrid structure based on AMT, the utility model discloses not only overcome the AMT derailleur and shifted the time power interruption problem, control system can mix at pure oil mode, P2 and move, P3 mixes automatic switch-over between the mode, satisfies the different demands of the operating mode of traveling of hybrid vehicle, and to the simple variable speed requirement that can adapt to different motorcycle types of changing of its part of part moreover, strong adaptability, the motorcycle type replacement cost is low.
In order to achieve the above purpose, the utility model adopts the technical scheme that:
an AMT-based automobile hybrid power structure capable of adapting to different vehicle type speed change requirements comprises an engine, an automatic clutch, a driving motor, a motor controller and an automatic mechanical transmission, wherein the output of the motor controller is connected with the driving motor, the automatic mechanical transmission comprises an input shaft, driving teeth of all gears arranged on the input shaft, an output shaft and driven teeth of all gears arranged on the output shaft and corresponding to the driving teeth of all gears, and the output shaft of the engine is connected with the input shaft of the automatic mechanical transmission through the automatic clutch.
An input shaft driving tooth, an input shaft sleeve, an input shaft transmission tooth, an input shaft driving combination tooth, an input shaft driven combination tooth and an input shaft mode switching combination tooth sleeve are arranged on an input shaft of the automatic mechanical transmission, the input shaft sleeve and the input shaft driving tooth are integrally formed and are sleeved on the input shaft in a hollow mode, the input shaft transmission tooth and the input shaft driving combination tooth are respectively sleeved on the input shaft sleeve in a tight fit mode to be fixedly connected with the input shaft driving tooth, and the input shaft transmission tooth is positioned between the input shaft driving tooth and the input shaft driving combination tooth; the input shaft driven combination tooth is arranged on the input shaft and always rotates synchronously with the input shaft, and the input shaft driving combination tooth is adjacent to the input shaft driven combination tooth and has the same outer diameter and tooth structure; the inner surface of the input shaft mode switching combination gear sleeve is provided with inner teeth which correspond to the tooth structures on the input shaft driving combination gear and the input shaft driven combination gear and can be meshed with the tooth structures; the input shaft mode switching combination gear sleeve can slide on the input shaft driving combination gear and the input shaft driven combination gear to be meshed with the input shaft driving combination gear or the input shaft driven combination gear independently or simultaneously; the mode switching of the input shaft is realized by shifting the shifting fork in combination with the sliding of the gear sleeve, and the shifting fork is connected with a shifting fork control motor so as to be driven by the shifting fork control motor to shift;
an output shaft driven tooth, an output shaft driven combination tooth, an output shaft driving combination tooth and an output shaft mode switching combination tooth sleeve are arranged on an output shaft of the automatic mechanical transmission, and the output shaft driven tooth and the output shaft driving combination tooth are fixedly connected together and are sleeved on the output shaft in an empty mode; the output shaft driven combination tooth is arranged on the output shaft and always synchronously rotates with the output shaft, and the output shaft driving combination tooth is adjacent to the output shaft driven combination tooth and has the same outer diameter and tooth structure; the inner surface of the output shaft mode switching combination gear sleeve is provided with inner teeth which correspond to the tooth structures on the output shaft driving combination gear and the output shaft driven combination gear and can be meshed with the tooth structures; the output shaft mode switching combination gear sleeve can slide on the output shaft driving combination gear and the output shaft driven combination gear to be meshed with the output shaft driving combination gear or the output shaft driven combination gear independently or simultaneously; the output shaft mode switching combination gear sleeve is shifted by the shifting fork to realize synchronous sliding with the input shaft mode switching combination gear sleeve; when the synchronous sliding is carried out, only one gear sleeve is meshed with the corresponding driven combination gear and the corresponding driving combination gear simultaneously, or the two gear sleeves are not meshed simultaneously but not meshed simultaneously;
and a motor driving gear is arranged on an output shaft of the driving motor, the motor driving gear is meshed with the input shaft driving gear through the middle driving gear, and the input shaft driving gear is meshed with the output shaft driven gear. The middle transmission gear is additionally arranged, so that the speed reduction effect from the driving motor to the driving gear of the input shaft can be realized, and the driving motor and the speed changer can be conveniently integrated in the same shell.
The outer surface of the input shaft mode switching combination gear sleeve and the outer surface of the output shaft mode switching combination gear sleeve are both provided with annular grooves, one end of the shifting fork is connected with a shifting fork control motor, the other end of the shifting fork is divided into two shifting heads, the two shifting heads are respectively inserted into the grooves of the input shaft mode switching combination gear sleeve and the output shaft mode switching combination gear sleeve, and the shifting fork shifts to enable the input shaft mode switching combination gear sleeve and the output shaft mode switching combination gear sleeve to synchronously slide.
The shifting fork is provided with a sleeve hole, and the shifting fork is sleeved on the guide rod through the sleeve hole; the guide rod is provided with an auxiliary positioning groove which is an arc-shaped groove; each positioning groove corresponds to a position shifted by the shifting fork, and when the shifting fork is driven by the shifting fork control motor to move to a certain positioning groove, the shifting fork indicates that the mode is shifted to a certain corresponding mode by combining the mode switching with the gear sleeve.
The shifting fork is provided with a spring accommodating hole with only one open end, and the spring accommodating hole is communicated with the sleeve hole through the open end and faces to the center of the sleeve hole; a pressure spring and a steel ball are arranged in the spring containing hole, one end of the pressure spring is abutted to the bottom of the spring containing hole, the other end of the pressure spring is contacted with the steel ball, and the steel ball is always abutted to the guide rod under the elastic force of the pressure spring. Theoretically, the moving distance and direction system of the shifting fork can be preset, and the next position can be accurately reached even if no groove or steel ball structure exists. However, due to the arrangement of the structure, the steel ball has obvious in-place sense and can impact the positioning groove along with the sound of the steel ball when reaching the positioning groove under the action of the pressure spring, and the in-place is more accurate and reliable.
The input of the shifting fork control motor is connected with one output of the vehicle controller, and the other output of the vehicle controller is connected with the input of the motor controller. The work of the driving motor (whether the driving motor is switched into a pure electric mode, a hybrid mode or is switched out of the pure oil mode) and the work of the shifting fork control motor (when the shifting fork moves and to which position) are determined by the vehicle controller according to various internal and external parameters collected when the vehicle runs, so that the vehicle is in the best working condition at each moment.
The input shaft driven combination tooth is formed by two sections which are integrally formed, wherein a tooth structure is arranged on the outer surface of one section, the other section is a smooth outer surface, the outer diameter of the other section is smaller than that of the section with the tooth structure, and the other section is towards the input shaft driving combination tooth; both sections are connected with the input shaft through splines.
The input shaft driven combination teeth are arranged on the input shaft through splines; the output shaft driven combination teeth are arranged on the output shaft through splines. As a mature and simple synchronous rotation implementation mode, the spline connection has reliable work and easy implementation.
The hybrid scheme has the advantages of simple structure, low cost and easy engineering, and can meet the requirements of different running working conditions of the hybrid vehicle. The electric motor can be driven by pure electric power (under the condition of pure electric power, a shifting fork or a gear sleeve is positioned at the same position as hybrid power, and only an internal combustion engine does not participate in driving) or the electric motor is decoupled and driven by pure oil; the output torque of the amplifying motor can be adjusted by mixing P2 and using different gears of the transmission; when the AMT shifts gears, the motor is used for regulating the speed and synchronizing the gears, so that the gears can be shifted conveniently, and the gear shifting time can be shortened; the hybrid power transmission system can realize P3 hybrid power transmission, and utilizes a motor to drive a vehicle to eliminate the inherent power interruption defect when the AMT shifts gears, so that the performance of the AMT is fundamentally improved; the braking energy can be recovered, and the vehicle can be started and stopped, so that the fuel economy of the whole vehicle is improved; the driving motor can also start the engine, and the engine drives to generate electricity to charge the power battery when the vehicle stops.
In addition, because the input shaft of the automatic mechanical transmission is provided with the input shaft driving tooth and the input shaft transmission tooth, the motor driving tooth is meshed with the input shaft transmission tooth through the middle transmission tooth, and the input shaft driving tooth is meshed with the output shaft driven tooth, when the transmission ratio is required to be changed for different vehicle types, the transmission ratio between the motor driving tooth and the input shaft transmission tooth can be kept constant, and k is assumed to be0Changing only the ratio of the input shaft driving teeth to the output shaft driven teeth (assuming k)i) The final desired gear ratio (being the product of the two, i.e., k) can be obtained0kiAt this time k0Corresponding to a fixed coefficient), since the transmission ratio between the motor driving teeth and the input shaft transmission teeth is fixed and unchanged, the position of the intermediate transmission gear shaft corresponding to the intermediate transmission teeth can be fixed and unchanged, and the transmission ratio k between the input shaft driving teeth and the output shaft driven teeth is changediThe transmission is relatively easy to use, the position states of the input shaft and the output shaft are not required to be changed, namely the positions of all the shafts are not changed, the purpose of needing the transmission ratio can be achieved only by changing two parts, namely the driving gear of the input shaft and the driven gear of the output shaft, so that the transmission shells with the same specification can be used for different vehicle types, and a series of problems caused by redesign and mold opening are avoided, such as influence on the production period, the design difficulty, the cost increase and the like.
Drawings
Fig. 1-the utility model discloses work in the structural schematic of motor decoupling zero pure oil drive mode under.
Fig. 2-schematic diagram of the present invention operating in P2 hybrid mode.
Fig. 3-schematic diagram of the present invention operating in P3 hybrid mode.
Figure 4-the three-dimensional structure diagram of the present invention.
In the figure, 1-motor drive teeth; 2-intermediate transmission gear; 3-intermediate transmission gear shaft; 4-a bearing; 5-input shaft driving teeth; 6-the input shaft actively engages the teeth; 7-input shaft driven engaging teeth; 8-input shaft mode switching combined gear sleeve; 9-a shifting fork; 10-output shaft driven engaging teeth; 11-output shaft active engaging teeth; 12-output shaft driven teeth; 13-input shaft rear bearing; 14-output shaft rear bearing; 15-fourth gear driven teeth; 16-fourth gear driving teeth; 17-third gear driven teeth; 18-third gear driving teeth; 19-second gear driven teeth; 20-second gear driving teeth; 21-first gear driven gear; 22-output shaft middle bearing; 23-output shaft front bearing; 24-an output shaft; 25-first gear driving tooth; 26-input shaft front bearing; 27-an input shaft; 28-output shaft mode switching combination gear sleeve; 29-a drive motor; 30-input shaft gear teeth; 31-a guide rod; 32-positioning groove.
Detailed Description
The present invention will be described in further detail with reference to the accompanying drawings.
Referring to fig. 1-4, it can be seen from the drawings that the utility model discloses automobile hybrid structure based on AMT, including engine, automatic clutch, driving motor 29, machine controller and automatic mechanical transmission, machine controller's output connects driving motor, and automatic mechanical transmission includes input shaft 27, sets up each grade initiative tooth on the input shaft, output shaft 24 and sets up each grade driven tooth that corresponds with each grade initiative tooth on the output shaft, and engine output shaft connects automatic mechanical transmission's input shaft 27 through automatic clutch. The utility model discloses an improve on mode switches, engine, clutch and machine controller etc. belong to prior art, so do not show on the picture.
An input shaft driving tooth 5, an input shaft sleeve, an input shaft transmission tooth 30, an input shaft driving combination tooth 6, an input shaft driven combination tooth 7 and an input shaft mode switching combination tooth sleeve 8 are arranged on an input shaft 27 of the automatic mechanical transmission, the input shaft sleeve and the input shaft driving tooth 5 are integrally formed and are sleeved on the input shaft 27 in an empty mode, the input shaft transmission tooth 30 and the input shaft driving combination tooth 6 are respectively sleeved on the input shaft sleeve in a tight fit mode to be fixedly connected with the input shaft driving tooth 5, and the input shaft transmission tooth 30 is positioned between the input shaft driving tooth 5 and the input shaft driving combination tooth 6; the input shaft driven combination tooth 7 is arranged on the input shaft 27 and always synchronously rotates with the input shaft 27, and the input shaft driving combination tooth 6 is adjacent to the input shaft driven combination tooth 7 and has the same external diameter and tooth structure; the inner surface of the input shaft mode switching combination gear sleeve 8 is provided with inner teeth which correspond to the tooth structures on the input shaft driving combination gear and the input shaft driven combination gear and can be meshed with each other; the input shaft mode switching combination gear sleeve 8 can slide on the input shaft driving combination gear 6 and the input shaft driven combination gear 7 to be meshed with the input shaft driving combination gear 6 or the input shaft driven combination gear 7 independently or simultaneously; the mode switching of the input shaft is combined with the sliding of the gear sleeve 8 and is realized by shifting the shifting fork 9, and the shifting fork 9 is connected with the shifting fork control motor to drive the shifting fork to shift.
An output shaft driven tooth 12, an output shaft driven combination tooth 10, an output shaft driving combination tooth 11 and an output shaft mode switching combination tooth sleeve 28 are arranged on an output shaft 24 of the automatic mechanical transmission, and the output shaft driven tooth 12 and the output shaft driving combination tooth 11 are fixedly connected together and are sleeved on the output shaft 24 in an empty mode; the driven gear 12 of the output shaft is meshed with the driving gear 5 of the input shaft; the output shaft driven combination tooth 10 is arranged on the output shaft 24 and rotates synchronously with the output shaft 24 all the time, and the output shaft driving combination tooth 11 is adjacent to the output shaft driven combination tooth 10 and has the same external diameter and tooth structure; the inner surface of the output shaft mode switching combination gear sleeve 28 is provided with inner teeth which correspond to the tooth structures on the output shaft driving combination gear 11 and the output shaft driven combination gear 10 and can be meshed with each other; the output shaft mode switching combination gear sleeve 28 can slide on the output shaft driving combination gear 11 and the output shaft driven combination gear 10 to be meshed with the output shaft driving combination gear 11 or the output shaft driven combination gear 10 independently or simultaneously meshed with the output shaft driving combination gear 11 and the output shaft driven combination gear 10; the output shaft mode switching combination gear sleeve 28 is shifted by the shifting fork 9 to realize synchronous sliding with the input shaft mode switching combination gear sleeve 8. When the synchronous sliding is carried out, only one gear sleeve is meshed with the corresponding driven combination gear and the corresponding driving combination gear simultaneously, or the two gear sleeves are not meshed simultaneously, but not meshed simultaneously; namely, under three positions of the shifting fork, the positions and the combination relation of the two gear sleeves are as follows: position one-the output shaft driving engaging tooth 11 and the output shaft driven engaging tooth 10 are separated and not engaged and the input shaft driving engaging tooth 6 and the input shaft driven engaging tooth 7 are separated and not engaged; position two, the input shaft mode switching combination gear sleeve 8 combines the input shaft driving combination gear 6 with the input shaft driven combination gear 7, and at the moment, the output shaft driving combination gear 11 and the output shaft driven combination gear 10 are separated and are not combined; position three-output shaft mode switching engagement gear sleeve 28 engages output shaft driving engagement gear 11 and output shaft driven engagement gear 10, while input shaft driving engagement gear 6 and input shaft driven engagement gear 7 are disengaged and not engaged.
In the position one state, the output shaft driving combination teeth 11 and the output shaft driven combination teeth 10 are separated and not combined, and the input shaft driving combination teeth 6 and the input shaft driven combination teeth 7 are separated and not combined, so the input shaft driving combination teeth 5 and the input shaft driving combination teeth 6 can only idle on the input shaft 27, similarly, the output shaft driven teeth 12 and the output shaft driving combination teeth 11 can only idle on the output shaft 24, the output of the driving motor 29 cannot be transmitted to the input shaft 27 and cannot be transmitted to the output shaft 24, and therefore, in the position one state, the system is in a motor decoupling pure oil driving mode (namely, a mode shown in fig. 1).
In the second position state, the output of the driving motor 29 is transmitted to the input shaft transmission gear 30 through the middle transmission gear 2, the input shaft transmission gear 30 is fixedly connected with the input shaft driving gear 5 and the input shaft driving combination gear 6, and the input shaft mode switching combination gear sleeve 8 combines the input shaft driving combination gear 6 with the input shaft driven combination gear 7, namely the input shaft transmission gear 30 can transmit the motor rotation to the input shaft 27 sequentially through the input shaft driving combination gear 6, the input shaft mode switching combination gear sleeve 8 and the input shaft driven combination gear 7, and at the moment, the input shaft 27 also rotates along with the input shaft transmission gear 30, namely the input shaft 27 of the transmission is driven by the driving motor 29 to rotate; the input shaft driving tooth 5 is meshed with the output shaft driven tooth 12, so that the output shaft driven tooth 12 rotates; because the output shaft driven tooth 12 and the output shaft driving combination tooth 11 are fixedly connected together, and the output shaft driving combination tooth 11 and the output shaft driven combination tooth 10 are separated and are not combined at the moment, on the output shaft 24, the output shaft driven tooth 12 and the output shaft driving combination tooth 11 only idle and do not drive the output shaft 24 to rotate. Therefore, in the second position, the system is in P2 hybrid mode (i.e., fig. 2 mode).
In the third position, the output of the driving motor 29 is transmitted to the input shaft driving gear 30 through the intermediate driving gear 2, and since the input shaft driving gear 30 is fixedly connected with the input shaft driving gear 5 and the input shaft driving engaging gear 6, and at this time, the input shaft driving engaging gear 6 and the input shaft driven engaging gear 7 are separated and not engaged, on the input shaft 27, the input shaft driving gear 5, the input shaft driving gear 30 and the input shaft driving engaging gear 6 only idle, and do not drive the input shaft 27 to rotate. The input shaft driving tooth 5 is meshed with the output shaft driven tooth 12, so that the output shaft driven tooth 12 rotates; because the output shaft driven tooth 12 and the output shaft driving combination tooth 11 are fixedly connected together, and the output shaft mode switching combination tooth sleeve 28 combines the output shaft driving combination tooth 11 and the output shaft driven combination tooth 10, namely the output shaft driven tooth 12 can sequentially pass through the output shaft driving combination tooth 11, the output shaft mode switching combination tooth sleeve 28 and the output shaft driven combination tooth 10 to transmit the motor rotation to the output shaft 24, and at the moment, the output shaft 24 also rotates along with the output shaft driven tooth 12, namely the driving motor 29 drives the output shaft 24 of the transmission to rotate; therefore, in the third state, the system is in P3 hybrid mode (i.e., fig. 3 mode).
The output shaft of the driving motor 29 is provided with a motor driving tooth 1, the motor driving tooth 1 is meshed with the input shaft driving tooth 30 through the middle driving tooth 2, and the input shaft driving tooth 5 is meshed with the output shaft driven tooth 12. The intermediate gear 2 is mounted on an intermediate gear shaft 3 by means of a bearing 4. The additional arrangement of the middle transmission gear 2 can realize the speed reduction effect between the driving motor 29 and the input shaft transmission gear 30, and simultaneously, the driving motor and the speed changer are conveniently integrated in the same shell, and the volume of the shell is more compact.
Because the same motor can not be connected with the input shaft of the transmission and the output shaft when needed, two sets of driving motors are needed if the P2 hybrid mode or the P3 hybrid mode is realized in the prior art, so that the structure is complex, the arrangement is very difficult, and the cost is increased greatly. The utility model discloses a design of tooth cover on input shaft and the output shaft, when needs work in P2 thoughtlessly move the mode, the tooth cover action on the input shaft combines the transmission of tooth and driven combination tooth through the initiative on the input shaft, finally couples together motor and input shaft. Similarly, when the hybrid power machine is required to work in the P3 hybrid mode, the gear sleeve on the output shaft acts to transmit the driving engaging teeth and the driven engaging teeth on the output shaft, and finally the motor is connected with the output shaft. If the motor is required to be decoupled to work in a pure oil driving mode, the two gear sleeves are simultaneously decoupled from the combination of the driving combination gear and the driven combination gear, and therefore the motor can work in the pure oil driving mode after being decoupled. Once switched to the corresponding operating mode by the shift fork, the vehicle can operate in that mode, which is prior art and is not described herein. The utility model discloses an improvement just lies in how to switch, then can adopt current derailleur structure completely as to the design of driving and driven tooth, reverse gear tooth on the output shaft input shaft, and as to the forward gear be four grades, five grades or six grades etc. all can be suitable for. The utility model provides a drawing is four shelves of structures, and the specific corresponding relation of reference numeral and each shelves is: the first gear driving tooth 25, the first gear driven tooth 21, the second gear driving tooth 20, the second gear driven tooth 19, the third gear driving tooth 18, the third gear driven tooth 17, the fourth gear driving tooth 16 and the fourth gear driven tooth 15. To facilitate mounting of the input and output shafts, various bearings are also included, such as an input shaft rear bearing 13, an input shaft front bearing 26, an output shaft rear bearing 14, an output shaft center bearing 22, and an output shaft front bearing 23.
In order to realize synchronous shifting of the two gear sleeves by the shifting fork, annular grooves are formed in the outer surface of the input shaft mode switching combination gear sleeve and the outer surface of the output shaft mode switching combination gear sleeve, one end of the shifting fork is connected with a shifting fork control motor, the other end of the shifting fork is separated to form two shifting heads, and the two shifting heads are respectively inserted into the grooves of the input shaft mode switching combination gear sleeve and the output shaft mode switching combination gear sleeve, so that when the shifting fork is shifted, the input shaft mode switching combination gear sleeve and the output shaft mode switching combination gear sleeve can synchronously slide.
The shifting fork is provided with a sleeve hole, and the shifting fork is sleeved on the guide rod 31 through the sleeve hole; an auxiliary positioning groove 32 is arranged on the guide rod 31, and the positioning groove 32 is an arc-shaped groove; each positioning groove corresponds to a position to which the shifting fork needs to be shifted, and when the shifting fork is controlled by the shifting fork control motor to drive the shifting fork to move to a certain positioning groove, the shifting fork is indicated to shift a mode to a certain corresponding mode in combination with the gear sleeve.
The shifting fork is provided with a spring accommodating hole with only one open end, and the spring accommodating hole is communicated with the sleeve hole through the open end and faces to the center of the sleeve hole; a pressure spring and a steel ball are arranged in the spring containing hole, one end of the pressure spring is abutted to the bottom of the spring containing hole, the other end of the pressure spring is contacted with the steel ball, and the steel ball is always abutted to the guide rod under the elastic force of the pressure spring. Theoretically, the moving distance and direction system of the shifting fork can be preset, and the next position can be accurately reached even if no groove or steel ball structure exists. However, due to the arrangement of the structure, the steel ball has obvious in-place sense and can impact the positioning groove along with the sound of the steel ball when reaching the positioning groove under the action of the pressure spring, and the in-place is more accurate and reliable.
The input of the shifting fork control motor is connected with one output of the vehicle controller, and the other output of the vehicle controller is connected with the input of the motor controller. The work of the driving motor (whether the driving motor is switched into a pure electric mode, a hybrid mode or is switched out of the pure oil mode) and the work of the shifting fork control motor (when the shifting fork moves and moves to the position) are determined by the vehicle controller according to various internal and external parameters collected when the vehicle runs, so that the vehicle is in the best working condition at each moment.
The input shaft driven combination teeth are arranged on the input shaft through splines; the output shaft driven combination teeth are arranged on the output shaft through splines. As a mature and simple synchronous rotation implementation mode, the spline connection has reliable work and easy implementation.
In order to reduce the volume of the shell of the speed reducer as much as possible, the input shaft and one end face of the output shaft are flush, and the driving and driven teeth, the driving combination teeth, the driven combination teeth and the gear sleeves on the input shaft and the output shaft are arranged at one end of the corresponding axle which is flush. The other end of the input shaft is connected with the engine. In order to make the tooth cover more convenient rapid conversion in three position, the utility model discloses locate the position two that two other modes (P2 thoughtlessly move the mode and P3 thoughtlessly move the mode) correspond with the position one that motor decoupling zero pure oil drive mode corresponds and the centre of position three, like this under pure oil drive mode, the shift fork is stirred toward one side wherein, gets into P2 thoughtlessly and moves the mode promptly, and the shift fork is stirred toward the another side, gets into P3 thoughtlessly and moves the mode. Conversely, under the P2 mixing mode and the P3 mixing mode, the shifting fork is shifted towards the middle to enter the pure oil driving mode, and the shifting mode is also the actual corresponding shifting mode, so that the shifting fork moving distance can be shortened, and the shifting reaction time can be prolonged. In order to realize the switching idea, it is necessary to make both gear sleeves not combine the driving combination teeth and the driven combination teeth at the middle position, when the gear sleeves are shifted to any one side of the two sides, the gear sleeve on one shaft combines the driving combination teeth and the driven combination teeth, the driving combination teeth and the driven combination teeth on the other shaft are still in a separated state and are not combined, therefore, in the design of the driving combination teeth of the input shaft and the driving combination teeth of the output shaft, the driving combination teeth are not opposite to each other, similarly, the driving combination teeth of the input shaft and the driven combination teeth of the output shaft are not opposite to each other, but are staggered with a certain distance on the shaft, specifically, the width of the driving combination teeth of the input shaft is narrower than that of the driven combination teeth of the output shaft, under the condition that the outer side surfaces of the driving combination teeth of the input shaft and the driven combination teeth of the output shaft are approximately aligned, the inner side surfaces of the driven combination, the empty position is just compensated by the close of the active combination teeth of the input shaft. When the output shaft mode switching combination gear sleeve is only meshed with the output shaft driven combination gear (at the moment, the output shaft mode switching combination gear sleeve is positioned at the leftmost end of the output shaft driven combination gear), because the input shaft mode switching combination gear sleeve and the output shaft mode switching combination gear sleeve are equal in width and are aligned side by side, the width of the gear sleeve is matched with the width of the vacant position, at the moment, the input shaft mode switching combination gear sleeve is only meshed with the input shaft driving combination gear (at the moment, the input shaft mode switching combination gear sleeve is positioned at the rightmost end of the input shaft driving combination gear), at the moment, two gear sleeves are only meshed with one gear, and the output shaft mode switching combination gear sleeve is in a motor decoupling pure oil. When the shifting fork shifts the two gear sleeves to the left side for one position, the input shaft mode switching combination gear sleeve still only meshes with the input shaft driving combination gear (the width of the input shaft mode switching combination gear sleeve is smaller than that of the input shaft driving combination gear), at the moment, the output shaft mode switching combination gear sleeve simultaneously meshes with the output shaft driven combination gear and the output shaft driving combination gear (as the output shaft driven combination gear and the output shaft driving combination gear are adjacently arranged, the gap is small, theoretically, the gear sleeve can mesh with the output shaft driving combination gear as long as the gear sleeve moves a little toward the direction of the output shaft driving combination gear, the actual gear sleeve moving distance is larger than the moving distance so as to ensure that the gear sleeve is reliably meshed with the output shaft driven combination gear and the output shaft driving combination gear), and the gear sleeve is. When the two gear sleeves are shifted to the right side by the shifting fork in the motor decoupling pure oil driving mode, the output shaft mode switching combination gear sleeve is still only meshed with the output shaft driven combination gear (the width of the output shaft mode switching combination gear sleeve is smaller than that of the output shaft driven combination gear), and at the moment, the input shaft mode switching combination gear sleeve is simultaneously meshed with the input shaft driven combination gear and the input shaft driving combination gear and is in a P2 hybrid mode. By the same token, the mode switching and combining gear sleeve moving distance of the input shaft, namely the shifting fork moving distance, ensures that the mode switching and combining gear sleeve of the input shaft is reliably meshed with the driven combining gear of the input shaft and the driving combining gear of the input shaft simultaneously.
It can be seen from the figure that the input shaft driven combination tooth of the utility model is composed of two sections which are integrally formed, wherein, one section is provided with a tooth structure on the outer surface, the other section is a smooth outer surface and the outer diameter is smaller than the outer diameter of the section with the tooth structure, and the other section is actively combined with the tooth towards the input shaft; both sections are connected with the input shaft through splines. In actual processing, the outer circumferential surface of the driven combination tooth of the input shaft, which faces one end of the driving combination tooth of the input shaft, is cut, the radius of the cutting part is smaller than the radius of other parts, namely, only the tooth structure of the uncut part of the driven combination tooth of the input shaft is processed, and therefore, even if the mode switching combination tooth of the input shaft is sleeved on the cutting part, the driven combination tooth of the input shaft cannot be meshed with the driven combination tooth of the input shaft; the spline joint structure has the advantages that the spline joint length of the driven joint teeth of the input shaft and the input shaft is ensured, certain bonding length is necessary for reliable transmission of the corresponding joint strength of torque, and the tooth processing amount of the surface of the driven joint teeth of the input shaft is reduced.
The hybrid scheme has the advantages of simple structure, low cost and easy engineering, and can meet the requirements of different running working conditions of the hybrid vehicle. Pure electric drive or motor decoupling pure oil drive can be realized; the output torque of the amplifying motor can be adjusted by mixing P2 and using different gears of the transmission; when the AMT shifts gears, the motor is used for regulating the speed and synchronizing the gears, so that the gears can be shifted conveniently, and the gear shifting time can be shortened; the hybrid power transmission system can realize P3 hybrid power transmission, and utilizes a motor to drive a vehicle to eliminate the inherent power interruption defect when the AMT shifts gears, so that the performance of the AMT is fundamentally improved; the braking energy can be recovered, and the vehicle can be started and stopped, so that the fuel economy of the whole vehicle is improved; the driving motor can also start the engine, and the engine drives to generate electricity to charge the power battery when the vehicle stops.
The utility model discloses be equipped with input shaft drive tooth, input shaft driving gear on automatic mechanical transmission's input shaft, motor drive tooth meshes with the input shaft driving gear through middle driving gear, and input shaft drive tooth meshes with the driven tooth of output shaft, like this when being used for different motorcycle types to need to change the drive ratio, just can keep the drive ratio between motor drive tooth and the input shaft driving gear fixed unchangeable, assumes to k0Changing only the ratio of the input shaft driving teeth to the output shaft driven teeth (assuming k)i) The final desired gear ratio (being the product of the two, i.e., k) can be obtained0kiAt this time k0Corresponding to a fixed coefficient), since the transmission ratio between the motor driving teeth and the input shaft transmission teeth is fixed and unchanged, the position of the intermediate transmission gear shaft corresponding to the intermediate transmission teeth can be fixed and unchanged, and the transmission ratio k between the input shaft driving teeth and the output shaft driven teeth is changediThe transmission is relatively easy to use, the position states of the input shaft and the output shaft are not required to be changed, namely the positions of all the shafts are not changed, the purpose of needing the transmission ratio can be achieved only by changing two parts, namely the driving gear of the input shaft and the driven gear of the output shaft, so that the transmission shells with the same specification can be used for different vehicle types, and a series of problems caused by redesign and mold opening are avoided, such as influence on the production period, the design difficulty, the cost increase and the like.
Finally, although the present invention has been described in detail with reference to the preferred embodiments, it should be understood by those skilled in the art that the present invention can be modified or replaced by other means without departing from the spirit and scope of the present invention, which should be construed as limited only by the appended claims.
Claims (7)
1. The utility model provides an automobile hybrid power structure based on AMT that adaptable different motorcycle types required that changes speed, including engine, automatic clutch, driving motor, machine controller and automatic mechanical transmission, the output of machine controller connects driving motor, automatic mechanical transmission includes the input shaft, sets up each grade initiative tooth on the input shaft, the output shaft and sets up each grade driven tooth that corresponds with each grade initiative tooth on the output shaft, the engine output shaft passes through automatic clutch and connects the input shaft of automatic mechanical transmission, its characterized in that:
an input shaft driving tooth, an input shaft sleeve, an input shaft transmission tooth, an input shaft driving combination tooth, an input shaft driven combination tooth and an input shaft mode switching combination tooth sleeve are arranged on an input shaft of the automatic mechanical transmission, the input shaft sleeve and the input shaft driving tooth are integrally formed and are sleeved on the input shaft in a hollow mode, the input shaft transmission tooth and the input shaft driving combination tooth are respectively sleeved on the input shaft sleeve in a tight fit mode to be fixedly connected with the input shaft driving tooth, and the input shaft transmission tooth is positioned between the input shaft driving tooth and the input shaft driving combination tooth; the input shaft driven combination tooth is arranged on the input shaft and always rotates synchronously with the input shaft, and the input shaft driving combination tooth is adjacent to the input shaft driven combination tooth and has the same outer diameter and tooth structure; the inner surface of the input shaft mode switching combination gear sleeve is provided with inner teeth which correspond to the tooth structures on the input shaft driving combination gear and the input shaft driven combination gear and can be meshed with the tooth structures; the input shaft mode switching combination gear sleeve can slide on the input shaft driving combination gear and the input shaft driven combination gear to be meshed with the input shaft driving combination gear or the input shaft driven combination gear independently or simultaneously; the mode switching of the input shaft is realized by shifting the shifting fork in combination with the sliding of the gear sleeve, and the shifting fork is connected with a shifting fork control motor so as to be driven by the shifting fork control motor to shift;
an output shaft driven tooth, an output shaft driven combination tooth, an output shaft driving combination tooth and an output shaft mode switching combination tooth sleeve are arranged on an output shaft of the automatic mechanical transmission, and the output shaft driven tooth and the output shaft driving combination tooth are fixedly connected together and are sleeved on the output shaft in an empty mode; the output shaft driven combination tooth is arranged on the output shaft and always synchronously rotates with the output shaft, and the output shaft driving combination tooth is adjacent to the output shaft driven combination tooth and has the same outer diameter and tooth structure; the inner surface of the output shaft mode switching combination gear sleeve is provided with inner teeth which correspond to the tooth structures on the output shaft driving combination gear and the output shaft driven combination gear and can be meshed with the tooth structures; the output shaft mode switching combination gear sleeve can slide on the output shaft driving combination gear and the output shaft driven combination gear to be meshed with the output shaft driving combination gear or the output shaft driven combination gear independently or simultaneously; the output shaft mode switching combination gear sleeve is shifted by the shifting fork to realize synchronous sliding with the input shaft mode switching combination gear sleeve; when the synchronous sliding is carried out, only one gear sleeve is meshed with the corresponding driven combination gear and the corresponding driving combination gear simultaneously, or the two gear sleeves are not meshed simultaneously but not meshed simultaneously;
and a motor driving gear is arranged on an output shaft of the driving motor, the motor driving gear is meshed with the input shaft driving gear through the middle driving gear, and the input shaft driving gear is meshed with the output shaft driven gear.
2. The AMT-based vehicle hybrid architecture adaptable to different vehicle model shift requirements as defined in claim 1, wherein: the outer surface of the input shaft mode switching combination gear sleeve and the outer surface of the output shaft mode switching combination gear sleeve are both provided with annular grooves, one end of the shifting fork is connected with a shifting fork control motor, the other end of the shifting fork is divided into two shifting heads, the two shifting heads are respectively inserted into the grooves of the input shaft mode switching combination gear sleeve and the output shaft mode switching combination gear sleeve, and the shifting fork shifts to enable the input shaft mode switching combination gear sleeve and the output shaft mode switching combination gear sleeve to synchronously slide.
3. The AMT-based vehicle hybrid architecture adaptable to different vehicle model shift requirements as defined in claim 1, wherein: the shifting fork is provided with a sleeve hole, and the shifting fork is sleeved on the guide rod through the sleeve hole; the guide rod is provided with an auxiliary positioning groove which is an arc-shaped groove; each positioning groove corresponds to a position shifted by the shifting fork, and when the shifting fork is driven by the shifting fork control motor to move to a certain positioning groove, the shifting fork indicates that the mode is shifted to a certain corresponding mode by combining the mode switching with the gear sleeve.
4. The AMT-based vehicle hybrid architecture adaptable to different vehicle model shift requirements of claim 3, wherein: the shifting fork is provided with a spring accommodating hole with only one open end, and the spring accommodating hole is communicated with the sleeve hole through the open end and faces to the center of the sleeve hole; a pressure spring and a steel ball are arranged in the spring containing hole, one end of the pressure spring is abutted to the bottom of the spring containing hole, the other end of the pressure spring is contacted with the steel ball, and the steel ball is always abutted to the guide rod under the elastic force of the pressure spring.
5. The AMT-based vehicle hybrid architecture adaptable to different vehicle model shift requirements as defined in claim 1, wherein: the input of the shifting fork control motor is connected with one output of the vehicle controller, and the other output of the vehicle controller is connected with the input of the motor controller.
6. The AMT-based vehicle hybrid architecture adaptable to different vehicle model shift requirements as defined in claim 1, wherein: the input shaft driven combination teeth are arranged on the input shaft through splines; the output shaft driven combination teeth are arranged on the output shaft through splines.
7. The AMT-based vehicle hybrid architecture adaptable to different vehicle model shift requirements as defined in claim 1, wherein: the input shaft driven combination tooth is formed by two sections which are integrally formed, wherein a tooth structure is arranged on the outer surface of one section, the other section is a smooth outer surface, the outer diameter of the other section is smaller than that of the section with the tooth structure, and the other section is towards the input shaft driving combination tooth; both sections are connected with the input shaft through splines.
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CN109878322A (en) * | 2019-03-25 | 2019-06-14 | 力帆实业(集团)股份有限公司 | It is suitable for the automobile hybrid power structure based on AMT of different automobile types speed change request |
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CN109878322A (en) * | 2019-03-25 | 2019-06-14 | 力帆实业(集团)股份有限公司 | It is suitable for the automobile hybrid power structure based on AMT of different automobile types speed change request |
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