CN210617837U - Power driving system for hybrid electric vehicle - Google Patents
Power driving system for hybrid electric vehicle Download PDFInfo
- Publication number
- CN210617837U CN210617837U CN201921616534.1U CN201921616534U CN210617837U CN 210617837 U CN210617837 U CN 210617837U CN 201921616534 U CN201921616534 U CN 201921616534U CN 210617837 U CN210617837 U CN 210617837U
- Authority
- CN
- China
- Prior art keywords
- gear
- clutch
- input shaft
- driving
- motor
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
- 230000007246 mechanism Effects 0.000 claims description 7
- 239000000446 fuel Substances 0.000 abstract description 3
- 238000000034 method Methods 0.000 description 4
- 230000008901 benefit Effects 0.000 description 3
- 238000010248 power generation Methods 0.000 description 3
- 238000000926 separation method Methods 0.000 description 3
- 239000006096 absorbing agent Substances 0.000 description 2
- 230000006872 improvement Effects 0.000 description 2
- 230000007935 neutral effect Effects 0.000 description 2
- 230000035939 shock Effects 0.000 description 2
- 230000005540 biological transmission Effects 0.000 description 1
- 238000011217 control strategy Methods 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 230000005611 electricity Effects 0.000 description 1
- 230000007613 environmental effect Effects 0.000 description 1
- 230000008569 process Effects 0.000 description 1
- 238000011084 recovery Methods 0.000 description 1
- 230000009467 reduction Effects 0.000 description 1
Images
Classifications
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/62—Hybrid vehicles
Abstract
The utility model discloses a hybrid vehicle is with power drive system, which comprises an engine, first clutch, input assembly, output assembly, first motor and second motor, input assembly includes interior input shaft, first gear input shaft, second gear input shaft, first gear driving gear, second clutch and third clutch, interior input shaft is connected and interior input shaft is connected with the second motor through first clutch and first motor, first gear input shaft passes through second clutch and interior input shaft, second gear input shaft passes through the third clutch and is connected with the second clutch. The utility model discloses a hybrid vehicle is with power drive system can select different mode and can realize the unpowered gear shift that breaks according to the road conditions of difference under the prerequisite of lower cost and better system robustness to make the vehicle have better gear shift travelling comfort and fuel economy.
Description
Technical Field
The utility model belongs to the technical field of hybrid vehicle, specifically speaking, the utility model relates to a power drive system for hybrid vehicle.
Background
The hybrid electric vehicle refers to a vehicle with a vehicle drive system formed by combining two or more single drive systems capable of running simultaneously, and the current hybrid electric vehicle generally adopts an engine and a motor as power sources, and the motor is enabled to provide power alone or together with the engine through different control strategies. The advantages of two power sources can be fully exerted, namely, the motor is energy-saving, low in pollution, low in noise, good in medium-low speed power performance, but low in endurance mileage, incomplete in charging facility, good in endurance capacity of the engine and complete in refueling facility. The two can make up for the weakness after being combined, and improve the dynamic property, the economical efficiency and the environmental protection property of the vehicle.
The existing two-gear hybrid automobile power assembly has a plurality of different schemes, and each scheme has advantages and disadvantages. The technical solutions disclosed in the patent documents CN106585359A and CN106585360A all use three clutches, two brake bands and a set of planetary gear mechanism to realize two forward gears and one reverse gear, and the number of the clutches is large, the control is complicated, and the cost advantage is not achieved. The technical solution disclosed in patent publication No. CN102085795A has a compact structure and arrangement, a reasonable and efficient internal connection, and can implement different operating modes and gears, but during the gear shifting process, there is an unavoidable power interruption phenomenon, and the gear shifting comfort is poor.
SUMMERY OF THE UTILITY MODEL
The utility model discloses aim at solving one of the technical problem that exists among the prior art at least. Therefore, the utility model provides a hybrid vehicle is with power drive system, the purpose is to avoid gear shift in-process power to break off.
In order to realize the purpose, the utility model discloses the technical scheme who takes does: the power driving system for the hybrid electric vehicle comprises an engine, a first clutch, an input assembly, an output assembly, a differential driven gear, a differential assembly, a first motor and a second motor, the input assembly comprises an inner input shaft, a first gear input shaft, a second gear input shaft, a first gear driving gear, a second clutch and a third clutch, the output assembly comprises an output shaft, a first-gear driven gear, a second-gear driven gear and a differential mechanism driving gear, the first-gear driven gear is arranged on the output shaft and meshed with the first-gear driving gear, the second-gear driven gear is meshed with the second-gear driving gear, the differential mechanism driving gear is meshed with the differential mechanism driven gear, the inner input shaft is connected with the first motor through the first clutch, the inner input shaft is connected with the second motor, the first-gear input shaft is connected with the inner input shaft through the second clutch, and the second-gear input shaft is connected with the second clutch through the third clutch.
The first-gear input shaft is sleeved on the inner input shaft in an empty mode, one end of the first-gear input shaft is connected with the driven disc of the second clutch, the other end of the first-gear input shaft is connected with the first-gear driving main gear, and the driving disc of the second clutch is connected with the inner input shaft; the second-gear input shaft is sleeved on the first-gear input shaft in an empty mode, one end of the second-gear input shaft is connected with the driven disc of the third clutch, the other end of the second-gear input shaft is connected with the second-gear driving gear, and the driving disc of the third clutch is connected with the driving disc of the second clutch.
The first motor is connected with the engine through a shock absorber, one end of the inner input shaft is connected with the driven disc of the first clutch, the other end of the inner input shaft is connected with the second motor, and the first motor and the second motor have driving and power generation functions.
The second motor is connected with the inner input shaft through an output gear set.
The output gear set comprises an output driving gear connected with the second motor, an output idler gear meshed with the output driving gear, and an output driven gear meshed with the output idler gear and connected with the inner input shaft.
The utility model discloses a power-driven system for hybrid vehicle, through reasonable effectual design, make inner structure simple, connect high-efficient reasonable, control is convenient easy, can the rational utilization engine, the power of first motor and second motor output, combine the control that three clutch combines and separates, can select different mode and can realize the unpowered interrupt gear shift according to the road conditions of difference under the prerequisite of lower cost and better system robustness, thereby make the vehicle have better gear shift travelling comfort and fuel economy.
Drawings
The description includes the following figures, the contents shown are respectively:
fig. 1 is a schematic structural view of a power drive system for a hybrid electric vehicle according to the present invention;
fig. 2 is another schematic structural diagram of the power drive system for a hybrid electric vehicle according to the present invention;
labeled as: 1. a first motor; 2. an engine; 3. a second motor; 4. a shock absorber; 5. an input component; 51. an inner input shaft; 52. a first gear input shaft; 53. a second gear input shaft; 54. a first gear driving gear; 55. a second gear driving gear; 6. an output component; 61. an output shaft; 62. a first-gear driven gear; 63. a second-gear driven gear; 64. a differential drive gear; 7. a differential driven gear; 8. a differential assembly; 9. an output gear set; 91. an output drive gear; 92. an output idler wheel; 93. an output driven gear; c1, a first clutch; c2, a second clutch; c3 and a third clutch.
Detailed Description
The following detailed description of the embodiments of the present invention will be given with reference to the accompanying drawings, for the purpose of helping those skilled in the art to understand more completely, accurately and deeply the conception and technical solution of the present invention, and to facilitate its implementation.
It should be noted that, in the following embodiments, the terms "first", "second" and "third" do not denote absolute differences in structure and/or function, nor do they denote a sequential order of execution, but rather are used for convenience of description.
As shown in fig. 1 and 2, the present invention provides a power driving system for a hybrid vehicle, including an engine 2, a first clutch C1, an input assembly 5, an output assembly 6, a differential driven gear 7, a differential assembly 8, a first motor 1 and a second motor 3, wherein the first motor 1 and the second motor 3 both have driving and power generating functions, the input assembly 5 includes an inner input shaft 51, a first gear input shaft 52, a second gear input shaft 53, a first gear driving gear 54, a second gear driving gear 55, a second clutch C2 and a third clutch C3, the output assembly 6 includes an output shaft 61 and a first gear driven gear 62 disposed on the output shaft 61 and engaged with the first gear driving gear 54, a second gear driven gear 63 engaged with the second gear driving gear 55 and a differential driving gear 64 engaged with the differential driven gear 7, the inner input shaft 51 is connected with the first motor 1 through a first clutch C1 and the inner input shaft 51 is connected with the second motor 3, the first-gear input shaft 52 is connected to the inner input shaft 51 through the second clutch C2, and the second-gear input shaft 53 is connected to the second clutch C2 through the third clutch C3.
Specifically, as shown in fig. 1 and 2, the first-gear input shaft 52 is hollow in the inner input shaft 51, the first-gear input shaft 52 is coaxially disposed with the inner input shaft 51, a bearing is disposed between the first-gear input shaft 52 and the inner input shaft 51, and the first-gear input shaft 52 is supported by the bearing. The second-gear input shaft 53 is sleeved on the first-gear input shaft 52 in an empty manner, the second-gear input shaft 53 and the first-gear input shaft 52 are coaxially arranged, a bearing is arranged between the second-gear input shaft 53 and the first-gear input shaft 52, and the second-gear input shaft 53 is supported by the bearing. The first clutch C1 is used to control the connection and disconnection between the inner input shaft 51 and the first electric machine 1, one end of the first gear input shaft 52 is fixedly connected with the driven plate of the second clutch C2, the other end of the first gear input shaft 52 is fixedly connected with the first gear driving master gear, and the driving plate of the second clutch C2 is fixedly connected with the inner input shaft 51. One end of the second-gear input shaft 53 is fixedly connected with a driven plate of the third clutch C3, the other end of the second-gear input shaft 53 is fixedly connected with a second-gear driving gear 55, and a driving plate of the third clutch C3 is fixedly connected with a driving plate of the second clutch C2. The structures of the first clutch C1, the second clutch C2 and the third clutch C3 belong to the prior art, and therefore, the detailed description thereof is omitted.
As shown in fig. 1 and 2, the first motor 1 and the second motor 3 are electrically connected to a battery, and can charge the battery, the first motor 1 is connected to the engine 2 through the damper 4, one end of the inner input shaft 51 is fixedly connected to the driven plate of the first clutch C1, and the other end of the inner input shaft 51 is fixedly connected to the second motor 3. A first clutch C1 is provided between the first electric machine 1 and the input unit 5, and the power of the engine 2 and the first electric machine 1 is connected to and disconnected from the input unit 5 by engagement and disengagement of the first clutch C1. The second electric machine 3 is fixedly connected to the inner input shaft 51 of the input assembly 5 so as to transmit the power generated by the second electric machine 3 to the input assembly 5.
As shown in fig. 1 and 2, the first gear driving gear 54 is coaxially and fixedly connected to the first gear input shaft 52, the second gear driving gear 55 is coaxially and fixedly connected to the second gear input shaft 53, the diameter of the first gear driving gear 54 is smaller than that of the second gear driving gear 55, and the second gear driving gear 55 is located between the first gear driving gear 54 and the third clutch C3 in the axial direction of the inner input shaft 51. The output shaft 61 is parallel to the inner input shaft 51, the first-gear driven gear 62, the second-gear driven gear 63 and the differential driving gear 64 are coaxially and fixedly connected with the output shaft 61, the first-gear driven gear 62, the second-gear driven gear 63 and the differential driving gear 64 are sequentially arranged along the axial direction of the output shaft 61, the diameter of the first-gear driven gear 62 is larger than that of the first-gear driving gear 54 and larger than that of the second-gear driven gear 63, the diameter of the differential driving gear 64 is smaller than that of the differential driven gear 7, the differential driven gear 7 is fixedly connected with the differential assembly 8, and the differential assembly 8 is used for outputting power of a power driving system to a half shaft of a vehicle so as to drive the wheels to rotate and generate driving force for driving the.
As shown in fig. 1, the first electric machine 1 is constructed as known to those skilled in the art, and mainly includes a rotor, a stator, and a rotor holder, the rotor is fixed on the rotor holder, one end of the rotor holder of the first electric machine 1 is directly connected to the engine 2 through the damper 4, the other end of the rotor holder of the first electric machine 1 is fixedly connected to a driving plate of a first clutch C1, and a driven plate of a first clutch C1 is fixedly connected to one end of the inner input shaft 51. The second electric machine 3 is constructed as known to those skilled in the art and essentially comprises a rotor and a stator, the other end of the inner input shaft 51 being fixedly connected to the rotor of the second electric machine 3.
As a modified embodiment, the output gearset 9 is provided between the second electric machine 3 and the inner input shaft 51, depending on the model of the second electric machine 3, so as to facilitate the arrangement of the entire case, and the power generated by the second electric machine 3 is transmitted to the inner input shaft 51 by the output gearset 9. As shown in fig. 2, the second electric motor 3 is connected to the inner input shaft 51 through an output gear set 9, the output gear set 9 performs speed reduction and torque increase, and the output gear set 9 includes an output driving gear 91 connected to the second electric motor 3, an output idle gear 92 engaged with the output driving gear 91, and an output driven gear 93 engaged with the output idle gear 92 and connected to the inner input shaft 51. The output driving gear 91, the output idler gear 92 and the output driven gear 93 are all cylindrical gears, the output driving gear 91 is fixedly connected with a rotor of the second motor 3, the output idler gear 92 is located between the output driving gear 91 and the output driven gear 93, the output driven gear 93 is coaxially and fixedly connected with the inner input shaft 51, and the first-gear driving gear 54 is located between the second-gear driving gear 55 and the output driven gear 93 in the axial direction of the inner input shaft 51.
The power driving system with the structure can realize switching of various working modes and gears, has a simple internal structure, is efficient and reasonable in connection and convenient and easy to control, can select different working modes according to different road conditions on the premise of lower cost and better system robustness, and can realize power-interruption-free gear shifting, so that the vehicle has better gear shifting comfort and fuel economy.
When the vehicle applied to the power driving system is in a neutral parking mode, the first motor 1, the engine 2 and the second motor 3 are controlled to stop working, the first clutch C1, the second clutch C2 and the third clutch C3 are controlled to be in a separated state, and the input assembly 5 and the first motor 1 are controlled to be in a disconnected state, so that the power connection between a power source and wheels is disconnected, and the neutral parking function of the vehicle is realized.
When the vehicle is in a parking charging mode, the second motor 3 stops working, the first clutch C1, the second clutch C2 and the third clutch C3 are controlled to be in a separated state, the input assembly 5 and the first motor 1 are controlled to be in a disconnected state, the vehicle controller controls the first motor 1 to firstly enter a driving mode, the engine 2 is driven to start, the engine 2 is ignited, then the engine 2 drives the first motor 1 to run, the first motor 1 enters a power generation working mode, and the first motor 1 charges a storage battery.
When the vehicle is in the pure electric drive and gear shift mode, the second motor 3 is operated, the vehicle is driven to run by the output power of the second motor 3, the engine 2 and the first motor 1 stop working, the driving disc and the driven disc of the first clutch C1 are in a separated state, the input assembly 5 and the first motor 1 are in a disconnected state, the functions of the first forward gear, the second forward gear and the reverse gear are switched by simultaneously controlling the combination and the separation of the second clutch C2 and the third clutch C3, and the switching between the first forward gear and the second forward gear is realized by simultaneously controlling the second clutch C2 and the third clutch C3 to exchange torque so as to realize unpowered interrupted gear shift. Specifically, the engagement of the second clutch C2 is controlled, and the engagement of the second clutch C2 is controlled and the disengagement of the third clutch C3 is controlled at the same time, so that the power generated by the second motor 3 is transmitted to the driving disk of the second clutch C2 through the inner input shaft 51, then transmitted to the first gear input shaft 52 through the driven disk of the second clutch C2, then transmitted to the first gear driven gear 62 through the first gear driving gear 54, then transmitted to the differential assembly 8 through the output shaft 61, the differential driving gear 64 and the differential driven gear 7 in sequence, and finally transmitted to the wheels through the half shafts, thereby realizing the forward first gear function in the mode. When the vehicle needs to be shifted to the second forward gear, the second clutch C2 is controlled to be disengaged, the third clutch C3 is controlled to be engaged while the second clutch C2 is controlled to be disengaged, the power generated by the second motor 3 is transmitted to the driving disc of the third clutch C3 through the inner input shaft 51, then transmitted to the second gear input shaft 53 through the driven disc of the third clutch C3, then transmitted to the second gear driven gear 63 through the second gear driving gear 55, then transmitted to the differential assembly 8 through the output shaft 61, the differential driving gear 64 and the differential driven gear 7 in sequence, and finally transmitted to the vehicle wheels through the half shafts, so that the second forward gear function in the mode is realized. The shift between the first gear and the second gear is realized by torque exchange through simultaneous control of the second clutch C2 and the third clutch C3. When the reverse gear is required to be switched, the second motor 3 is controlled to rotate reversely, the second clutch C2 is controlled to be combined, the third clutch C3 is controlled to be separated while the second clutch C2 is controlled to be combined, power generated by the second motor 3 is transmitted to a driving disc of the second clutch C2 through the inner input shaft 51, then transmitted to the first gear input shaft 52 through a driven disc of the second clutch C2, then transmitted to the first gear driven gear 62 through the first gear driving gear 54, then transmitted to the differential assembly 8 through the output shaft 61, the differential driving gear 64 and the differential driven gear 7 in sequence, and finally transmitted to wheels through the half shafts to drive the vehicle to reverse, so that the reverse gear is realized.
When the vehicle is in the hybrid parallel drive and shift mode, the vehicle is driven to run by the output power of the engine 2 and the second motor 3, the first clutch C1 is controlled to be engaged, the switching between the first forward gear and the second forward gear is realized by simultaneously controlling the engagement and the disengagement of the second clutch C2 and the third clutch C3, and the switching between the first forward gear and the second forward gear is realized by simultaneously controlling the second clutch C2 and the third clutch C3 to carry out torque exchange so as to realize unpowered interrupted gear shifting. Specifically, the first clutch C1 and the second clutch C2 are controlled to be engaged, the third clutch C3 is controlled to be disengaged while the first clutch C1 and the second clutch C2 are controlled to be engaged, the power generated by the engine 2 is transmitted to the inner input shaft 51 through the first clutch C1, the power generated by the second motor 3 is transmitted to the inner input shaft 51, the power generated by the second motor 3 is transmitted to the driving plate of the second clutch C2 after being coupled with the power from the engine 2 on the inner input shaft 51, the power from the inner input shaft 51 is transmitted to the first gear input shaft 52 through the driven plate of the second clutch C2, and then transmitted to the first gear driven gear 62 through the first gear driving gear 54, and then sequentially transmitted through the output shaft 61, the differential driving gear 64 and the differential driven gear 7 are transmitted to the differential assembly 8 and finally transmitted to wheels through half shafts, so that the forward first gear function in the mode is realized; when the vehicle needs to be switched to the forward second gear, the second clutch C2 is controlled to be disengaged, the first clutch C1 and the third clutch C3 are controlled to be combined while the second clutch C2 is controlled to be disengaged, the power generated by the engine 2 is transmitted to the inner input shaft 51 through the first clutch C1, the power generated by the second motor 3 is transmitted to the inner input shaft 51, the power generated by the second motor 3 is coupled with the power from the engine 2 on the inner input shaft 51 and then transmitted to the driving disc of the third clutch C3, the power generated by the third clutch C3 is transmitted to the second gear input shaft 53 through the driven disc of the third clutch C3, then transmitted to the second gear driven gear 63 through the second gear driving gear 55, then transmitted to the differential assembly 8 through the output shaft 61, the differential driving gear 64 and the differential driven gear 7 in sequence, and finally transmitted to the wheels through the half shafts, so that the forward second gear function in the mode is realized. The shift between the first gear and the second gear is realized by simultaneously controlling the second clutch C2 and the third clutch C3 to perform torque interchange, thereby achieving a non-power-interruption shift.
When the vehicle is in a driving charging series and gear shifting mode, the engine 2 drives the first motor 1 to generate power, the engine 2 drives the first motor 1 to operate, the first motor 1 charges a storage battery, the second motor 3 outputs power to drive the vehicle to run, a driving disc and a driven disc of the first clutch C1 are in a separated state, the functions of forward first gear, forward second gear and reverse gear are switched by simultaneously controlling the combination and the separation of the second clutch C2 and the third clutch C3, and the switching between the forward first gear and the forward second gear is realized by simultaneously controlling the second clutch C2 and the third clutch C3 to exchange torque so as to realize unpowered interrupted gear shifting. The first gear, the second gear and the reverse gear in the mode are realized in the same way as the first gear, the second gear and the reverse gear in the pure electric drive and gear shift mode, specifically, the second clutch C2 is controlled to be combined, the third clutch C3 is controlled to be separated while the second clutch C2 is controlled to be combined, the power generated by the second motor 3 is transmitted to the driving disc of the second clutch C2 through the inner input shaft 51, then transmitted to the first gear input shaft 52 through the driven disc of the second clutch C2, then transmitted to the first gear driven gear 62 through the first gear driving gear 54, then transmitted to the differential assembly 8 through the output shaft 61, the differential driving gear 64 and the differential driven gear 7 in sequence, and finally transmitted to the wheels through the half shafts, so that the forward first gear function in the mode is realized. When the vehicle needs to be shifted to the second forward gear, the second clutch C2 is controlled to be disengaged, the third clutch C3 is controlled to be engaged while the second clutch C2 is controlled to be disengaged, the power generated by the second motor 3 is transmitted to the driving disc of the third clutch C3 through the inner input shaft 51, then transmitted to the second gear input shaft 53 through the driven disc of the third clutch C3, then transmitted to the second gear driven gear 63 through the second gear driving gear 55, then transmitted to the differential assembly 8 through the output shaft 61, the differential driving gear 64 and the differential driven gear 7 in sequence, and finally transmitted to the vehicle wheels through the half shafts, so that the second forward gear function in the mode is realized. The shift between the first gear and the second gear is realized by torque exchange through simultaneous control of the second clutch C2 and the third clutch C3. When the reverse gear is required to be switched, the second motor 3 is controlled to rotate reversely, the second clutch C2 is controlled to be combined, the third clutch C3 is controlled to be separated while the second clutch C2 is controlled to be combined, power generated by the second motor 3 is transmitted to a driving disc of the second clutch C2 through the inner input shaft 51, then transmitted to the first gear input shaft 52 through a driven disc of the second clutch C2, then transmitted to the first gear driven gear 62 through the first gear driving gear 54, then transmitted to the differential assembly 8 through the output shaft 61, the differential driving gear 64 and the differential driven gear 7 in sequence, and finally transmitted to wheels through the half shafts to drive the vehicle to reverse, so that the reverse gear is realized.
When the vehicle is in the parallel charging and gear shifting mode, the engine 2 outputs power, one part of the power output by the engine 2 is used for driving the first motor 1 to generate electricity, the other part of the power output by the engine 2 and the power output by the second motor 3 are coupled on the inner input shaft 51, the first clutch C1 is controlled to be combined, the first forward gear and the second forward gear are switched by simultaneously controlling the combination and the separation of the second clutch C2 and the third clutch C3, and the first forward gear and the second forward gear are switched by simultaneously controlling the second clutch C2 and the third clutch C3 to exchange torque so as to realize unpowered interrupted gear shifting. The first and second gears in this mode have the same clutch control method and power transmission route as the first and second gears in the hybrid parallel drive and shift mode, respectively, specifically, the first clutch C1 and the second clutch C2 are controlled to be engaged, the third clutch C3 is controlled to be disengaged while the first clutch C1 and the second clutch C2 are controlled to be engaged, the power generated by the engine 2 is transmitted to the inner input shaft 51 through the first clutch C1, the power generated by the second motor 3 is transmitted to the inner input shaft 51, the power generated by the second motor 3 is transmitted to the driving plate of the second clutch C2 after being coupled to the inner input shaft 51 with the power from the engine 2, the power from the inner input shaft 51 is transmitted to the first gear input shaft 52 through the driven plate of the second clutch C2, the power is transmitted to the first gear driven gear 62 through the first gear driving gear 54, and then sequentially transmitted to the first gear driven gear 62 through the output shaft 61, The differential driving gear 64 and the differential driven gear 7 are transmitted to the differential assembly 8 and finally transmitted to wheels through half shafts, so that the forward first gear function in the mode is realized; when the vehicle needs to be switched to the forward second gear, the second clutch C2 is controlled to be disengaged, the first clutch C1 and the third clutch C3 are controlled to be combined while the second clutch C2 is controlled to be disengaged, the power generated by the engine 2 is transmitted to the inner input shaft 51 through the first clutch C1, the power generated by the second motor 3 is transmitted to the inner input shaft 51, the power generated by the second motor 3 is coupled with the power from the engine 2 on the inner input shaft 51 and then transmitted to the driving disc of the third clutch C3, the power generated by the third clutch C3 is transmitted to the second gear input shaft 53 through the driven disc of the third clutch C3, then transmitted to the second gear driven gear 63 through the second gear driving gear 55, then transmitted to the differential assembly 8 through the output shaft 61, the differential driving gear 64 and the differential driven gear 7 in sequence, and finally transmitted to the wheels through the half shafts, so that the forward second gear function in the mode is realized. The shift between the first gear and the second gear is realized by simultaneously controlling the second clutch C2 and the third clutch C3 to perform torque interchange, thereby achieving a non-power-interruption shift.
When the vehicle is in the braking deceleration energy recovery mode, the connection or disconnection of the first clutch C1, the second clutch C2 and the third clutch C3 is controlled according to the braking demand, the power generation efficiency and the charging power allowed by the battery, and the second motor 3 or/and the second motor 3 are controlled to recover energy to charge the battery during braking.
The invention has been described above by way of example with reference to the accompanying drawings. Obviously, the specific implementation of the present invention is not limited by the above-described manner. Various insubstantial improvements are made by adopting the method conception and the technical proposal of the utility model; or without improvement, the above conception and technical solution of the present invention can be directly applied to other occasions, all within the protection scope of the present invention.
Claims (5)
1. The power driving system for the hybrid electric vehicle comprises an engine, a first clutch, an input component, an output component, a differential driven gear and a differential assembly, it is characterized by also comprising a first motor and a second motor, wherein the input assembly comprises an inner input shaft, a first-gear input shaft, a second-gear input shaft, a first-gear driving gear, a second clutch and a third clutch, the output assembly comprises an output shaft, a first-gear driven gear, a second-gear driven gear and a differential mechanism driving gear, the first-gear driven gear is arranged on the output shaft and meshed with the first-gear driving gear, the second-gear driven gear is meshed with the second-gear driving gear, the differential mechanism driving gear is meshed with the differential mechanism driven gear, the inner input shaft is connected with the first motor through the first clutch, the inner input shaft is connected with the second motor, the first-gear input shaft is connected with the inner input shaft through the second clutch, and the second-gear input shaft is connected with the second clutch through the third clutch.
2. The powertrain system for a hybrid vehicle according to claim 1, wherein the first-gear input shaft is freely sleeved on the inner input shaft, one end of the first-gear input shaft is connected with the driven plate of the second clutch, the other end of the first-gear input shaft is connected with the first-gear driving main gear, and the driving plate of the second clutch is connected with the inner input shaft; the second-gear input shaft is sleeved on the first-gear input shaft in an empty mode, one end of the second-gear input shaft is connected with the driven disc of the third clutch, the other end of the second-gear input shaft is connected with the second-gear driving gear, and the driving disc of the third clutch is connected with the driving disc of the second clutch.
3. The power drive system for hybrid vehicle as claimed in claim 1, wherein said first electric machine is connected to said engine through a damper, one end of an inner input shaft is connected to a driven plate of said first clutch, the other end of said inner input shaft is connected to said second electric machine, and both of said first electric machine and said second electric machine have driving and power generating functions.
4. The power drive system for a hybrid vehicle according to any one of claims 1 to 3, wherein the second electric machine is connected to the internal input shaft through an output gear set.
5. The powertrain system for a hybrid vehicle according to claim 4, wherein the output gear set includes an output drive gear connected to the second electric machine, an output idler gear meshed with the output drive gear, and an output driven gear meshed with the output idler gear and connected to the internal input shaft.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201921616534.1U CN210617837U (en) | 2019-09-26 | 2019-09-26 | Power driving system for hybrid electric vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201921616534.1U CN210617837U (en) | 2019-09-26 | 2019-09-26 | Power driving system for hybrid electric vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN210617837U true CN210617837U (en) | 2020-05-26 |
Family
ID=70765374
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201921616534.1U Active CN210617837U (en) | 2019-09-26 | 2019-09-26 | Power driving system for hybrid electric vehicle |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN210617837U (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN110525195A (en) * | 2019-09-26 | 2019-12-03 | 吉孚汽车技术(浙江)有限公司 | Power-driven system used for hybrid and its control method |
| CN113858935A (en) * | 2021-10-08 | 2021-12-31 | 重庆长安汽车股份有限公司 | Hybrid power transmission system |
-
2019
- 2019-09-26 CN CN201921616534.1U patent/CN210617837U/en active Active
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN110525195A (en) * | 2019-09-26 | 2019-12-03 | 吉孚汽车技术(浙江)有限公司 | Power-driven system used for hybrid and its control method |
| CN113858935A (en) * | 2021-10-08 | 2021-12-31 | 重庆长安汽车股份有限公司 | Hybrid power transmission system |
| CN113858935B (en) * | 2021-10-08 | 2023-08-25 | 重庆长安汽车股份有限公司 | Hybrid power transmission system |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN110525194B (en) | Power drive system for hybrid vehicle and control method thereof | |
| EP2444266A1 (en) | Series/parallel bi-motor dual-clutch hybrid electrical driving unit for automobile | |
| CN107554280B (en) | Multi-mode power transmission system of hybrid electric vehicle | |
| CN111251865B (en) | Hybrid power driving system and vehicle | |
| CN111251866B (en) | Hybrid power driving system and vehicle | |
| CN111497590A (en) | Two-gear variable-speed driving system of plug-in hybrid electric vehicle | |
| CN113815399B (en) | Double-motor hybrid system with two gears | |
| CN110962577A (en) | Hybrid power gearbox and hybrid power variable speed transmission system | |
| CN210617837U (en) | Power driving system for hybrid electric vehicle | |
| CN111098695B (en) | Hybrid power driving system and vehicle | |
| CN210617838U (en) | Power drive system for hybrid vehicle | |
| CN110525195A (en) | Power-driven system used for hybrid and its control method | |
| CN107554274B (en) | Multi-mode power transmission structure of hybrid electric vehicle | |
| CN112248790A (en) | Multi-mode hybrid power transmission device and control method thereof | |
| CN111791688A (en) | Hybrid electromechanical coupling system and vehicle | |
| CN215705645U (en) | Two-gear hybrid power special transmission | |
| CN213799232U (en) | Dual-motor hybrid power system | |
| CN111516483B (en) | Two-gear power shift power coupling transmission device, hybrid vehicle and operation method of hybrid vehicle | |
| CN110789328B (en) | Hybrid power drive system | |
| CN113561759A (en) | Two-gear hybrid power special transmission | |
| CN210706870U (en) | Power driving system for hybrid electric vehicle | |
| CN210760228U (en) | Hybrid drive device and vehicle | |
| CN112460210A (en) | Hybrid power transmission for motor vehicle and using method thereof | |
| CN215705646U (en) | Special speed changer for hybrid power | |
| CN220220380U (en) | Hybrid system and vehicle |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| GR01 | Patent grant | ||
| GR01 | Patent grant | ||
| CP03 | Change of name, title or address | ||
| CP03 | Change of name, title or address |
Address after: 215100 16F, building a, vitality Business Plaza, 185 jumao street, Yuanhe street, Xiangcheng District, Suzhou City, Jiangsu Province Patentee after: Jifu Automotive Technology (Suzhou) Co.,Ltd. Address before: 321000 404, No.1-1 scientific research building, Xianhua base, no.589 Longtan Road, Wucheng District, Jinhua City, Zhejiang Province Patentee before: JIFU AUTOMOTIVE TECHNOLOGY (ZHEJIANG) Co.,Ltd. |
|
| TR01 | Transfer of patent right | ||
| TR01 | Transfer of patent right |
Effective date of registration: 20240123 Address after: Room 32, 5th Floor, Comprehensive Service Building, Management Committee of Fanchang Economic Development Zone, Fanchang District, Wuhu City, Anhui Province, 241000 Patentee after: Anhui Fuzhen Automobile Power System Co.,Ltd. Country or region after: China Address before: 215100 16F, building a, vitality Business Plaza, 185 jumao street, Yuanhe street, Xiangcheng District, Suzhou City, Jiangsu Province Patentee before: Jifu Automotive Technology (Suzhou) Co.,Ltd. Country or region before: China |