CN213619317U - Hybrid power gearbox - Google Patents
Hybrid power gearbox Download PDFInfo
- Publication number
- CN213619317U CN213619317U CN202022195403.XU CN202022195403U CN213619317U CN 213619317 U CN213619317 U CN 213619317U CN 202022195403 U CN202022195403 U CN 202022195403U CN 213619317 U CN213619317 U CN 213619317U
- Authority
- CN
- China
- Prior art keywords
- gear
- motor
- synchronizer
- transmission
- engine
- 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
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
Landscapes
- Structure Of Transmissions (AREA)
- Hybrid Electric Vehicles (AREA)
Abstract
The utility model discloses a hybrid power gearbox, which comprises an engine, two motors and a parallel shaft gearbox, wherein the parallel shaft gearbox comprises a transmission input shaft, a transmission output shaft, a second motor input shaft and a second motor output shaft which are arranged in parallel in a box body; the transmission input shaft is in transmission connection with the engine through a clutch, and a first motor is arranged between the rear end of the clutch and the front end of the transmission input shaft; a first gear driving gear is arranged on the transmission input shaft; the second motor is connected with a second motor input shaft, the second motor input shaft is connected with a second motor output shaft, and a second gear driving gear is arranged on the second motor output shaft; the output shaft of the transmission is provided with a driven gear, and the first gear driving gear and the second gear driving gear are respectively meshed with the driven gear; the transmission output shaft is connected with the differential. The utility model discloses with first motor and clutch integration in the clutch cavity, effectively reduce the holistic axial distance of gearbox, save its inner space.
Description
Technical Field
The utility model belongs to hybrid power system, concretely relates to automobile-used engine drive keeps off two and keeps off two hybrid transmission with motor drive.
Background
The hybrid power transmission is used as a core component of a power assembly system of a hybrid electric vehicle (HEV, PHEV), and can improve the fuel economy of the whole vehicle and optimize the power performance of the whole vehicle under multiple working conditions by controlling the power coupling of an engine and a motor in real time. Along with the rapid increase of the automobile holding capacity in the world, the pressure in the aspects of energy, environment, safety and the like is increasing day by day, and the progress of energy conservation and electromotion of the automobile in the world is being accelerated. In the face of industrial bottlenecks such as endurance mileage anxiety, imperfect charging infrastructure construction, great technical breakthrough difficulty in the middle and short term of a power battery and the like of the pure electric vehicle, the pure electric vehicle is difficult to meet the use requirements of the vehicles in the current market at present. Common Hybrid Electric Vehicles (HEV) and plug-in hybrid electric vehicles (PHEV) can meet the target requirements of current domestic and foreign emission energy-saving directions, can meet the current market use conditions at a high level, and are popularized and applied in a large scale in the global range. In the middle and long term, the passenger car adopting the hybrid power form still remains an important car type in the field of domestic and foreign car consumption, and has great market prospect.
At present, the requirements on vehicle emission at home and abroad are more and more strict, and the automobile carrying the traditional transmission is difficult to meet the current emission requirements; in addition, the development cost factor is considered, the current hybrid carrying vehicle type is mostly reformed and used on the original traditional fuel vehicle type, the hybrid transmission is structurally provided with a motor unit based on the traditional transmission, the structure size is relatively large, and the phenomenon of insufficient space exists when most of the current hybrid transmissions carry hybrid vehicles.
SUMMERY OF THE UTILITY MODEL
Utility model purpose: an object of the utility model is to prior art not enough, provide a hybrid gearbox, hybrid gearbox is on realizing vehicle fuel economy basis, and the optimal design realizes the effective reduction of system's axial dimensions to satisfy current market vehicle carrying space demand.
Realize the technical scheme of the utility model is that:
the utility model relates to a hybrid gearbox, which comprises an engine, two motors and a parallel shaft gearbox, wherein the parallel shaft gearbox comprises a transmission input shaft, a transmission output shaft, a second motor input shaft and a second motor output shaft which are arranged in parallel in a box body; the transmission input shaft is in transmission connection with the engine through a clutch, a first motor is installed between the rear end of the clutch and the front end of the transmission input shaft, and the first motor and the clutch are integrated in a clutch cavity in the axial direction of the transmission, so that the overall axial distance of the transmission is effectively reduced; a first gear driving gear is arranged on the transmission input shaft; the second motor is connected with a second motor input shaft, the second motor input shaft is connected with a second motor output shaft, and a second gear driving gear is arranged on the second motor output shaft; the output shaft of the transmission is provided with a driven gear, and the first gear driving gear and the second gear driving gear are respectively meshed with the driven gear; and the transmission output shaft is connected with a differential, and outputs power to the left half shaft and the right half shaft through the differential.
The utility model has the preferable technical scheme that a first gear driving gear on the transmission input shaft comprises a first gear driving gear and a second gear driving gear, and the transmission input shaft is sequentially provided with the first gear driving gear, a first synchronizer and the second gear driving gear; the second gear driving gear on the second motor output shaft comprises a third gear driving gear and a fourth gear driving gear, and the third gear driving gear, a second synchronizer and the fourth gear driving gear are sequentially arranged on the second motor output shaft; the driven gear on the output shaft of the transmission comprises a first driven gear, a second driven gear and a third driven gear which are sequentially arranged, the first driven gear is respectively meshed and linked with a first gear driving gear and a third gear driving gear, and the second driven gear is meshed and connected with a fourth gear driving gear; the third driven gear is meshed with the second gear driving gear; through first driven gear respectively with first fender position drive gear and third fender position drive gear meshing connection, on satisfying power transmission output basis, reduce the cooperation gear number, reduce gearbox axial gear, increase the gearbox and at hybrid vehicle spatial arrangement feasibility to satisfy current market vehicle and carry on the space demand.
The hybrid transmission has the following specific drive modes:
the engine starts and stops the mode: the clutch is closed, the first synchronizer and the second synchronizer are positioned at the middle neutral position, the second motor does not work, the first motor works and rotates, and the engine is driven to start through the clutch;
and (3) starting the automobile: the clutch is closed, the first synchronizer is arranged at the middle neutral position, the second synchronizer is arranged at the third gear driving gear position, and the second motor works to drive the output shaft of the transmission and the differential mechanism to drive the vehicle to start to run;
engine and motor series drive mode: the clutch is closed, the engine works to drive the first motor to generate power, the second motor works, the first synchronizer is located at a middle neutral position, the second synchronizer is located at a third gear driving gear or a fourth gear driving gear, the engine and the first motor are connected in series to generate power to drive the second motor, a transmission output shaft and a differential mechanism to realize vehicle driving;
engine and motor parallel drive mode: the clutch is closed, the engine works, the first motor works, the second motor does not work, the first synchronizer is positioned at the position of the first gear driving gear or the second gear driving gear, the second synchronizer is positioned at the middle neutral position, and the engine and the first motor are coupled in parallel to drive the output shaft of the transmission and the differential mechanism to realize vehicle driving;
a reversing mode: the clutch is opened, the engine does not work, the first motor does not work, the second motor works in a reverse rotation mode, the first synchronizer is located at a middle neutral gear position, the second synchronizer is located at a third gear driving gear position, and the second motor drives a transmission output shaft and a differential mechanism to realize vehicle driving;
the pure electric drive is divided into three drive modes:
first, first motor drive mode: the clutch is opened, the engine does not work, the first motor works, the second motor does not work, the first synchronizer is positioned at the position of the first gear driving gear or the second gear driving gear, the second synchronizer is positioned at the middle neutral position, and the first motor drives the transmission output shaft and the differential mechanism to realize vehicle driving;
second, second motor drive mode: the clutch is opened, the engine does not work, the first motor does not work, the second motor works, the first synchronizer is located at a middle neutral position, the second synchronizer is located at a third gear driving gear or a fourth gear driving gear, and the second motor of the motor drives a transmission output shaft and a differential mechanism to realize vehicle driving;
third, the first motor and the second motor are driven together: the clutch is opened, the engine does not work, the first motor works, the second motor works, the first synchronizer is positioned at the position of the first gear driving gear or the second gear driving gear, the second synchronizer is positioned at the position of the third gear driving gear or the fourth gear driving gear, and the rotating speeds of the first motor and the second motor are coupled in parallel to drive the output shaft of the transmission and the differential mechanism to realize vehicle driving;
parking power generation mode: the engine works, the clutch is closed, the second motor does not work, the first synchronizer and the second synchronizer are positioned at a middle neutral position, and the engine drives the first motor to generate electricity through the clutch; the motive energy of the engine is converted into electric energy through the motor, so that energy conservation and emission reduction are realized;
a braking energy recovery mode: the clutch is opened, the engine does not work, the first synchronizer is located at the position of the first gear driving gear or the second gear driving gear, the second synchronizer is located at the position of the third gear driving gear or the fourth gear driving gear, the wheel drives the half shaft to pass through the differential mechanism, and then the transmission output shaft and the meshing gear are driven to drive the first motor and the second motor to rotate for power generation.
Preferably, the front end of the output shaft of the transmission is provided with a differential driving gear, and the differential driving gear is in meshed connection with a differential external gear on the differential.
Preferably, a second motor intermediate shaft is further arranged between the second motor input shaft and the second motor output shaft; a first gear is arranged on the second motor input shaft, a second gear is arranged on the second motor intermediate shaft, and an intermediate shaft driven wheel is arranged at the tail end of the second motor output shaft; the first gear is meshed with one end of a second gear, and the other end of the second gear is meshed with a middle shaft driven wheel.
Preferably, the engine is fixed in on the box of parallel shaft gearbox through engine flange, the box afterbody of parallel shaft gearbox is equipped with the rear end cap, axial distance between engine flange and the rear end cap is 365mm, effectively reduces the whole axial distance of gearbox.
The hybrid power structure in the utility model is a two-gear driving structure of the engine and a two-gear driving structure of the motor, and the clutch regulates and controls the interruption and transmission of power between the engine power and the gearbox; the first synchronizer executes to realize the switching of the engine driving gear, and the second synchronizer executes to realize the switching of the motor driving gear.
The hybrid transmission of the utility model also comprises a control part, wherein the control part comprises a transmission control unit TCU, an electronic pump hydraulic execution unit EOP and a motor control unit MCU; the transmission control unit and the electronic pump hydraulic execution unit cooperatively control the first synchronizer, the second synchronizer and the clutch to realize normal switching of gears of the transmission. The motor control unit controls the output execution of the torque, the rotating speed and the like of the motor; the transmission control unit and the electronic pump hydraulic execution unit cooperatively control to realize driving modes such as engine starting and stopping, automobile starting, series driving, parallel driving, reversing, pure electric driving, parking power generation, braking energy recovery and the like; compared with the traditional gearbox, the engine works in a high-efficiency region for a long time through the cooperative control of the gearbox control unit and the motor control unit, so that the energy loss is effectively reduced; the motor participates in coupling driving through cooperative control of the gearbox control unit and the motor control unit, and the overall output torque of the gearbox is improved.
By adopting the technical scheme, the utility model discloses following beneficial effect has:
(1) the utility model provides a first motor is installed between clutch rear end and derailleur input shaft front end in the axial of gearbox, through with first motor and clutch integration in a clutch cavity, effectively reduces the whole axial distance of gearbox, does not occupy too much automobile body space, increases the gearbox and arranges the feasibility at hybrid vehicle spatial arrangement.
(2) The utility model provides an on the derailleur output shaft first driven gear both had been connected with first fender position drive gear meshing, was connected with third fender position drive gear meshing again, on the basis that satisfies power transmission output, reduced the cooperation gear number to reduce gearbox axial gear, the effective reduction of system axial dimension is realized in the optimal design, carries on the space demand in order to satisfy current market vehicle.
(3) The utility model provides a gearbox when the vehicle parking, realize that engine power can convert the electric energy into through the motor, turn into the electric energy through the motor with the braking energy when the vehicle braking, wholly improve the fuel economy of vehicle driving in-process, make the utility model provides a gearbox satisfies NECD oil consumption 5.0L 100km economic performance, reaches energy saving and emission reduction's purpose.
Drawings
In order that the present invention may be more readily and clearly understood, the following detailed description of the present invention is provided in connection with the accompanying drawings, in which:
fig. 1 is a schematic structural diagram of the hybrid transmission of the present invention.
In the figure, 1-engine, 12-engine connection flange, 2-clutch, 3-first electric machine, 4-transmission input shaft, 41-first gear drive gear, 42-first synchronizer, 43-second gear drive gear, 5-transmission output shaft, 51-first driven gear, 52-second driven gear, 53-third driven gear, 54-differential drive gear, 6-differential, 61-differential external gear, 7-second electric machine, 8-second electric machine input shaft, 81-first gear, 9-second electric machine intermediate shaft, 91-second gear, 10-second electric machine output shaft, 101-third gear drive gear, 102-fourth gear drive gear, 103-second synchronizer, 104-countershaft driven gear, 11-rear end cover.
Detailed Description
The technical solution of the present invention is described in detail below with reference to the accompanying drawings, but the scope of the present invention is not limited to the embodiments.
Example (b): a hybrid power gearbox is shown in figure 1 and comprises an engine 1, two motors and a parallel shaft gearbox, wherein the parallel shaft gearbox comprises a transmission input shaft 4, a transmission output shaft 5, a second motor input shaft 8 and a second motor output shaft 10 which are arranged in a box body in parallel; the transmission input shaft 4 is in transmission connection with the engine 1 through the clutch 2, and a first motor 3 is arranged between the rear end of the clutch 2 and the front end of the transmission input shaft 4; a first gear driving gear is arranged on the transmission input shaft 4; the second motor 7 is connected with a second motor input shaft 8, the second motor input shaft 8 is connected with a second motor output shaft 10, and a second gear driving gear is arranged on the second motor output shaft 10; the transmission output shaft 5 is provided with a driven gear, and the first gear driving gear and the second gear driving gear are respectively meshed with the driven gear; the transmission output shaft 5 is connected with a differential 6, a differential drive gear 54 is arranged at the front end of the output shaft of the transmission, the differential drive gear 54 is meshed with a differential external gear 61 on the differential 6, and the transmission output shaft 5 outputs power to left and right half shafts through the differential 6.
In the preferred technical solution of the present embodiment, the first gear driving gear on the transmission input shaft 4 includes a first gear driving gear 41 and a second gear driving gear 43, and the first gear driving gear 41, the first synchronizer 42 and the second gear driving gear 43 are sequentially arranged on the transmission input shaft 4; a second gear driving gear on the second motor output shaft 10 comprises a third gear driving gear 101 and a fourth gear driving gear 102, and the third gear driving gear 101, a second synchronizer 103 and the fourth gear driving gear 102 are sequentially arranged on the second motor output shaft 10; the driven gears on the transmission output shaft 5 comprise a first driven gear 51, a second driven gear 52 and a third driven gear 53 which are sequentially arranged, the first driven gear 51 is meshed and linked with the first gear driving gear 41 and the third gear driving gear 101 respectively, and the second driven gear 52 is meshed and connected with the fourth gear driving gear 102; the third driven gear 53 is meshed with the second gear driving gear 43; a second motor intermediate shaft 9 is also arranged between the second motor input shaft 8 and the second motor output shaft 10; a first gear 81 is arranged on the second motor input shaft 8, a second gear 91 is arranged on the second motor intermediate shaft 9, and an intermediate shaft driven wheel is arranged at the tail end of the second motor output shaft 10; the first gear 81 is engaged with one end of the second gear 91, and the other end of the second gear 91 is engaged with the counter shaft driven wheel.
The engine 1 in this embodiment is fixed in on the box of parallel shaft gearbox through engine flange 12, and the box afterbody of parallel shaft gearbox is equipped with rear end cover 11, and the axial distance between engine flange 12 and the rear end cover 11 can reduce to 365mm, effectively reduces the whole axial distance of gearbox, increases the gearbox and arranges the feasibility at power vehicle space to satisfy current market vehicle and carry on the space demand.
The hybrid transmission described in this embodiment has the following specific drive modes:
engine stop mode: the clutch 2 is closed, the first synchronizer 42 and the second synchronizer 103 are positioned at the middle neutral position, the second motor 7 does not work, the first motor 3 works and rotates, and the engine 1 is driven to start through the clutch 2;
and (3) starting the automobile: the clutch 2 is closed, the first synchronizer 42 is arranged at the middle neutral position, the second synchronizer 103 is arranged at the position of the third gear driving gear 101, and the second motor 7 works to drive the transmission output shaft 5 and the differential mechanism 6 to drive the vehicle to start running;
engine and motor series drive mode: the clutch 2 is closed, the engine 1 works, the first motor 3 works, the second motor 7 works, the first synchronizer 42 is located at a middle neutral position, the second synchronizer 103 is located at the position of the third gear driving gear 101 or the position of the fourth gear driving gear 102, the engine 1 and the first motor 3 are connected in series to generate power to drive the second motor 7 to work, and then the transmission output shaft 5 and the differential mechanism 6 are driven to realize vehicle driving;
engine and motor parallel drive mode: the clutch 2 is closed, the engine 1 works, the first motor 3 works, the second motor 7 does not work, the first synchronizer 42 is positioned at the position of the first gear driving gear 41 or the second gear driving gear 43, the second synchronizer 103 is positioned at the middle neutral position, and the engine 1 and the second motor 7 are connected in parallel to drive the transmission output shaft 5 and the differential mechanism 6 to realize vehicle driving;
a reversing mode: the clutch 2 is opened, the engine 1 does not work, the first motor 3 does not work, the second motor 7 works in a reverse rotation mode, the first synchronizer 42 is located at a middle neutral position, the second synchronizer 103 is located at a third gear driving gear 101, and the second motor 7 drives the transmission output shaft 5 and the differential mechanism 6 to realize vehicle driving;
the pure electric drive is divided into three drive modes:
first, first motor drive mode: the clutch 2 is opened, the engine 1 does not work, the first motor 3 works, the second motor 7 does not work, the first synchronizer 42 is positioned at the position of the first gear driving gear 41 or the second gear driving gear 43, the second synchronizer 103 is positioned at the middle neutral position, and the first motor 3 drives the transmission output shaft 5 and the differential mechanism 6 to realize vehicle driving;
second, second motor drive mode: the clutch 2 is opened, the engine 1 does not work, the first motor 3 does not work, the second motor 7 works, the first synchronizer 42 is located at a middle neutral position, the second synchronizer 103 is located at the position of the third gear driving gear 101 or the position of the fourth gear driving gear 102, and the second motor 7 of the motor drives the transmission output shaft 5 and the differential mechanism 6 to realize vehicle driving;
and thirdly, the first motor and the second motor are in the same driving mode: the clutch 2 is opened, the engine 1 does not work, the first motor 3 works, the second motor 7 works, the first synchronizer 42 is positioned at the position of the first gear driving gear 41 or the second gear driving gear 43, the second synchronizer 103 is positioned at the position of the third gear driving gear 101 or the fourth gear driving gear 102, and the rotating speeds of the first motor 3 and the second motor 7 are coupled and connected in parallel to drive the transmission output shaft 5 and the differential mechanism 6 to realize vehicle driving;
parking power generation mode: the engine 1 works, the clutch 2 is closed, the second motor 7 does not work, the first synchronizer 42 and the second synchronizer 103 are positioned at the middle neutral position, and the engine 1 drives the first motor 3 to generate electricity through the clutch 2;
a braking energy recovery mode: the clutch 2 is opened, the engine 1 does not work, the first synchronizer 42 is located at the position of the first gear driving gear 41 or the second gear driving gear 43, the second synchronizer 103 is located at the position of the third gear driving gear 101 or the fourth gear driving gear 102, and the wheel drives the half shaft to pass through the differential mechanism 6, so as to drive the transmission output shaft 5 and the meshing gear to drive the first motor 3 and the second motor 7 to rotate for power generation.
The hybrid power structure in the embodiment is a two-gear driving structure of the engine 1 and a two-gear driving structure of the motor, and the clutch 2 regulates and controls the interruption and transmission of power between the power of the engine 1 and the transmission case; the first synchronizer 42 performs the switching of the driving range of the engine 1, and the second synchronizer 103 performs the switching of the driving range of the motor.
The hybrid transmission in the embodiment further comprises a control part, wherein the control part comprises a transmission control unit TCU, an electronic pump hydraulic execution unit EOP and a motor control unit MCU; the transmission control unit and the electronic pump hydraulic execution unit cooperatively control the first synchronizer 42, the second synchronizer 103 and the clutch 2 to realize normal switching of the gears of the transmission. The motor control unit controls the output execution of the torque, the rotating speed and the like of the motor; the transmission control unit and the electronic pump hydraulic execution unit cooperatively control to realize driving modes of starting and stopping the engine 1, starting the automobile, driving in series, driving in parallel, backing a car, purely electrically driving, parking power generation, braking energy recovery and the like; the control unit and the execution unit in the control part of the embodiment are all commonly used control units and execution units in the hybrid vehicle, are technical means well known by those skilled in the art, and detailed principles of the technical means are not stated herein. Compared with the traditional gearbox, the hybrid gearbox in the embodiment has the advantages that the long-time work of the engine is in a high-efficiency range through the cooperative control of the gearbox control unit and the motor control unit, and the energy loss is effectively reduced; the gearbox in the embodiment realizes that the motor participates in coupling driving through cooperative control of the gearbox control unit and the motor control unit, and the integral output torque of the gearbox is improved.
The gearbox in the embodiment realizes that the engine power can be converted into electric energy through the motor when the vehicle is parked, and the braking energy is converted into the electric energy through the motor when the vehicle is braked, so that the fuel economy in the vehicle form process is integrally improved, and the economic performance of the NECD comprehensive fuel consumption of 5.0L/100km is met; in the embodiment, the first motor and the clutch on the input shaft of the transmission are integrated in the same clutch cavity, so that the overall axial distance of the transmission is effectively reduced, and excessive vehicle body space is not occupied; in the embodiment, the first driven gear on the output shaft of the transmission is meshed with the second gear driving gear and is meshed with the third gear driving gear in the second motor, so that the number of matched gears is reduced on the basis of power transmission output, the axial size of the transmission is further reduced, and the feasibility of spatial arrangement of the transmission in a hybrid vehicle is improved; on the basis of realizing vehicle fuel economy, the axial size of the system is effectively reduced by optimal design of the gearbox in the embodiment so as to meet the vehicle carrying space requirement in the current market.
The above-mentioned embodiments, further detailed description of the objects, technical solutions and advantages of the present invention, it should be understood that the above-mentioned embodiments are only specific embodiments of the present invention, and are not intended to limit the present invention, and any modifications, equivalent substitutions, improvements, etc. made within the spirit and principle of the present invention should be included in the scope of the present invention.
Claims (5)
1. A hybrid power gearbox comprises an engine, two motors and a parallel shaft gearbox, and is characterized in that the parallel shaft gearbox comprises a transmission input shaft, a transmission output shaft, a second motor input shaft and a second motor output shaft which are arranged in parallel in a box body; the transmission input shaft is in transmission connection with the engine through a clutch, and a first motor is arranged between the rear end of the clutch and the front end of the transmission input shaft; a first gear driving gear is arranged on the transmission input shaft; the second motor is connected with a second motor input shaft, the second motor input shaft is connected with a second motor output shaft, and a second gear driving gear is arranged on the second motor output shaft; the output shaft of the transmission is provided with a driven gear, and the first gear driving gear and the second gear driving gear are respectively meshed with the driven gear; the transmission output shaft is connected with a differential.
2. The hybrid transmission of claim 1, wherein the first gear drive gear on the transmission input shaft comprises a first gear drive gear and a second gear drive gear, and the first gear drive gear, the first synchronizer and the second gear drive gear are sequentially disposed on the transmission input shaft; the second gear driving gear on the second motor output shaft comprises a third gear driving gear and a fourth gear driving gear, and the third gear driving gear, a second synchronizer and the fourth gear driving gear are sequentially arranged on the second motor output shaft; the driven gear on the output shaft of the transmission comprises a first driven gear, a second driven gear and a third driven gear which are sequentially arranged, the first driven gear is respectively meshed and linked with a first gear driving gear and a third gear driving gear, and the second driven gear is meshed and connected with a fourth gear driving gear; the third driven gear is meshed with the second gear driving gear;
the hybrid transmission has the following specific drive modes:
the engine starts and stops the mode: the clutch is closed, the first synchronizer and the second synchronizer are positioned at the middle neutral position, the second motor does not work, the first motor works and rotates, and the engine is driven to start through the clutch;
and (3) starting the automobile: the clutch is closed, the first synchronizer is arranged at the middle neutral position, the second synchronizer is arranged at the third gear driving gear position, and the second motor works to drive the output shaft of the transmission and the differential mechanism to drive the vehicle to start to run;
engine and motor series drive mode: the clutch is closed, the engine works to drive the first motor to generate power, the second motor works, the first synchronizer is located at a middle neutral position, the second synchronizer is located at a third gear driving gear or a fourth gear driving gear, the engine and the first motor are connected in series to generate power to drive the second motor, a transmission output shaft and a differential mechanism to realize vehicle driving;
engine and motor parallel drive mode: the clutch is closed, the engine works, the first motor works, the second motor does not work, the first synchronizer is positioned at the position of the first gear driving gear or the second gear driving gear, the second synchronizer is positioned at the middle neutral position, and the engine and the first motor are coupled in parallel to drive the output shaft of the transmission and the differential mechanism to realize vehicle driving;
a reversing mode: the clutch is opened, the engine does not work, the first motor does not work, the second motor works in a reverse rotation mode, the first synchronizer is located at a middle neutral gear position, the second synchronizer is located at a third gear driving gear position, and the second motor drives a transmission output shaft and a differential mechanism to realize vehicle driving;
the pure electric drive is divided into three drive modes:
first, first motor drive mode: the clutch is opened, the engine does not work, the first motor works, the second motor does not work, the first synchronizer is positioned at the position of the first gear driving gear or the second gear driving gear, the second synchronizer is positioned at the middle neutral position, and the first motor drives the transmission output shaft and the differential mechanism to realize vehicle driving;
second, second motor drive mode: the clutch is opened, the engine does not work, the first motor does not work, the second motor works, the first synchronizer is located at a middle neutral position, the second synchronizer is located at a third gear driving gear or a fourth gear driving gear, and the second motor of the motor drives a transmission output shaft and a differential mechanism to realize vehicle driving;
third, the first motor and the second motor are driven together: the clutch is opened, the engine does not work, the first motor works, the second motor works, the first synchronizer is positioned at the position of the first gear driving gear or the second gear driving gear, the second synchronizer is positioned at the position of the third gear driving gear or the fourth gear driving gear, and the rotating speeds of the first motor and the second motor are coupled in parallel to drive the output shaft of the transmission and the differential mechanism to realize vehicle driving;
parking power generation mode: the engine works, the clutch is closed, the second motor does not work, the first synchronizer and the second synchronizer are positioned at a middle neutral position, and the engine drives the first motor to generate electricity through the clutch;
a braking energy recovery mode: the clutch is opened, the engine does not work, the first synchronizer is located at the position of the first gear driving gear or the second gear driving gear, the second synchronizer is located at the position of the third gear driving gear or the fourth gear driving gear, the wheel drives the half shaft to pass through the differential mechanism, and then the transmission output shaft and the meshing gear are driven to drive the first motor and the second motor to rotate for power generation.
3. A hybrid transmission according to claim 2, wherein a differential drive gear is provided at the forward end of the output shaft of the transmission, the differential drive gear being in meshing engagement with an external differential gear on the differential.
4. A hybrid transmission according to claim 2, wherein a second motor intermediate shaft is provided between said second motor input shaft and said second motor output shaft; a first gear is arranged on the second motor input shaft, a second gear is arranged on the second motor intermediate shaft, and an intermediate shaft driven wheel is arranged at the tail end of the second motor output shaft; the first gear is meshed with one end of a second gear, and the other end of the second gear is meshed with a middle shaft driven wheel.
5. A hybrid gearbox according to any one of claims 1 to 4, wherein the engine is secured to the casing of the parallel shaft gearbox by an engine attachment flange, a rear end cap is provided at the rear of the casing of the parallel shaft gearbox, and the axial distance between the engine attachment flange and the rear end cap is 365 mm.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202022195403.XU CN213619317U (en) | 2020-09-29 | 2020-09-29 | Hybrid power gearbox |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202022195403.XU CN213619317U (en) | 2020-09-29 | 2020-09-29 | Hybrid power gearbox |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN213619317U true CN213619317U (en) | 2021-07-06 |
Family
ID=76657226
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202022195403.XU Active CN213619317U (en) | 2020-09-29 | 2020-09-29 | Hybrid power gearbox |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN213619317U (en) |
-
2020
- 2020-09-29 CN CN202022195403.XU patent/CN213619317U/en active Active
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN105346410A (en) | Dual-motor power driving assembly | |
| CN113665353A (en) | Dual-motor coupling driving system | |
| CN203142374U (en) | Transmission of HEV (hybrid electric vehicle) | |
| CN203093719U (en) | Hybrid power driving system | |
| CN212499884U (en) | Double-motor high-low speed interval power system | |
| CN108859711A (en) | A kind of integrated form different capacity Dual-motors Driving bridge with parking brake | |
| CN209852070U (en) | Special speed changer for hybrid power | |
| CN213619317U (en) | Hybrid power gearbox | |
| CN203318133U (en) | Power coupler of hybrid electric vehicle | |
| CN210680391U (en) | A a plurality of drive arrangement coupling structure for new forms of energy electric automobile | |
| CN111976461B (en) | Differential coupling hybrid power assembly | |
| CN210830328U (en) | Transmission structure of pure electric two-gear passenger vehicle | |
| CN210258002U (en) | Power transmission integrated system of electric automobile | |
| CN210027016U (en) | Automobile hybrid power structure based on AMT | |
| CN210970639U (en) | Coaxial power coupling driving motor assembly | |
| CN112060901A (en) | Dual-motor multi-mode hybrid electromechanical coupling transmission device | |
| CN208602300U (en) | A kind of integrated form different capacity Dual-motors Driving bridge with parking brake | |
| CN108909432B (en) | Multimode coupling power driving system of single-motor hybrid electric vehicle | |
| CN203666383U (en) | Transmission structure of battery electric vehicle | |
| CN113022293A (en) | Hybrid power system based on double-rotor motor | |
| CN216942658U (en) | Hybrid power gearbox and vehicle | |
| CN217145627U (en) | Double-motor electric drive axle | |
| CN220129939U (en) | Driving system of hybrid electric vehicle | |
| CN114851828B (en) | Variable speed drive system and vehicle | |
| CN217294237U (en) | Hybrid power driving system and automobile |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| GR01 | Patent grant | ||
| GR01 | Patent grant | ||
| CP01 | Change in the name or title of a patent holder | ||
| CP01 | Change in the name or title of a patent holder |
Address after: No.368 Longjin Road, Changzhou City, Jiangsu Province 213000 Patentee after: Kuntai vehicle system (Changzhou) Co.,Ltd. Address before: No.368 Longjin Road, Changzhou City, Jiangsu Province 213000 Patentee before: KUNTYE VEHICLE SYSTEM (CHANGZHOU) Co.,Ltd. |