CN216443461U - Transmission for parallel hybrid power heavy commercial vehicle - Google Patents

Transmission for parallel hybrid power heavy commercial vehicle Download PDF

Info

Publication number
CN216443461U
CN216443461U CN202120486239.XU CN202120486239U CN216443461U CN 216443461 U CN216443461 U CN 216443461U CN 202120486239 U CN202120486239 U CN 202120486239U CN 216443461 U CN216443461 U CN 216443461U
Authority
CN
China
Prior art keywords
gear
transmission
synchronizer
auxiliary box
transmission gear
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.)
Expired - Fee Related
Application number
CN202120486239.XU
Other languages
Chinese (zh)
Inventor
孔宇
王玉林
逯宇
李庆成
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Qingdao University
Original Assignee
Qingdao University
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Qingdao University filed Critical Qingdao University
Priority to CN202120486239.XU priority Critical patent/CN216443461U/en
Application granted granted Critical
Publication of CN216443461U publication Critical patent/CN216443461U/en
Expired - Fee Related legal-status Critical Current
Anticipated expiration legal-status Critical

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

  • Hybrid Electric Vehicles (AREA)
  • Structure Of Transmissions (AREA)

Abstract

The utility model discloses a transmission for a parallel hybrid heavy commercial vehicle. The power of a main box of the transmission is output to a first input shaft of an auxiliary box by an engine through a power output shaft, a first input shaft, an output shaft, a second input shaft and an intermediate transmission shaft are arranged in the auxiliary box, the power of the first input shaft of the auxiliary box extends from the output shaft of the main box to the inside and is coupled with four mechanical gears of the auxiliary box through the output shaft of the auxiliary box, the second input shaft of the auxiliary box and the output shaft of the auxiliary box are coupled through four gears of a motor of the auxiliary box, the output shaft of the auxiliary box is coaxial with the first input shaft of the auxiliary box, the second input shaft of the auxiliary box is directly connected with the motor, the intermediate transmission shaft of the auxiliary box is parallel to the first input shaft and the second input shaft, the engine outputs the power through the main box and the auxiliary box, and the motor outputs the power or inputs the power through the auxiliary box. The multi-mode driving solves the problem of unpowered interruption in the gear shifting process, and improves the gear shifting quality.

Description

Transmission for parallel hybrid power heavy commercial vehicle
Technical Field
The utility model relates to the technical field of transmissions, in particular to a parallel hybrid power speed change device for a heavy commercial vehicle, especially a heavy truck.
Background
With the coming of the regulations of energy conservation and emission reduction of automobiles in China, higher requirements are put forward on the fuel consumption and pollutant emission of motor vehicles, and higher expected values are also provided for the driving safety and riding comfort of automobiles. The new energy pure electric drive becomes the mainstream, but the problem which can not be solved exists in the pure electric vehicle technology at present, the hybrid power becomes the transition stage from the traditional vehicle to the pure electric vehicle, and the plug-in hybrid power system is a new energy scheme which is widely applied in the market at present and has mature technology. The system adopts a P2 configuration mostly, namely a driving motor is added between a clutch and a transmission, but the power interruption problem exists in the gear shifting process, and the gear shifting quality is not good. For automobiles with high requirements on gear shifting quality of heavy commercial vehicles, the problem needs to be solved.
In addition, the existing speed change device mostly adopts an integrated structure, the number of gears which can be realized is small, the structure is difficult to expand to multiple gears, and heavy commercial vehicles need to be shifted in multiple gears. In the hybrid power system structure, the motor and the engine are driven as power sources, the transmission gears of the motor and the engine have high correlation degree and are not easy to realize in the design process, and the motor needs frequent transmission and does not utilize the stable operation of the motor.
Aiming at the problems, in order to realize a better hybrid power function, solve the problem of power interruption during gear shifting, improve the gear shifting quality and increase the gear number, a speed change device for a parallel hybrid power heavy commercial vehicle is provided.
SUMMERY OF THE UTILITY MODEL
The utility model aims to provide a transmission for a parallel hybrid heavy commercial vehicle, aiming at overcoming the defects and shortcomings of the prior art, and the transmission can ensure that the problem of power interruption cannot occur in the gear shifting process, further improve the gear shifting quality, increase the gear number and stabilize the operation of a driving motor.
The technical scheme adopted by the utility model for solving the technical problems is as follows: a transmission for a parallel hybrid heavy commercial vehicle comprises a main box structure and an auxiliary box structure, wherein the main box and the auxiliary box are connected through a transmission shaft. The power of a main box of the transmission is output to a first input shaft of an auxiliary box by an engine through a clutch and a power output shaft, a first input shaft, an output shaft, a second input shaft and an intermediate transmission shaft are arranged in the auxiliary box, the power of the first input shaft of the auxiliary box extends from the output shaft of the main box to the inside, the first input shaft of the auxiliary box is coupled with 4 mechanical gears of the auxiliary box, the output shaft of the auxiliary box is coaxial with the first input shaft of the auxiliary box, the second input shaft of the auxiliary box is directly connected with a motor, the intermediate transmission shaft of the auxiliary box is parallel to the first input shaft and the second input shaft, the engine outputs power through the main box and the auxiliary box, and the motor outputs power or inputs power through the auxiliary box.
Preferably, the main box is provided with twelve transmission gears and three synchronizers, five main box mechanical gears are provided, the auxiliary box is provided with four motor gears which are respectively a first gear, a second gear, a third gear and a fourth gear, and the transmission ratio of the first gear is iB18.916, the transmission ratio of the second gear is iB24.300, the gear ratio of third gear is iB32.070, the transmission ratio of the fourth gear is iB41.000, the main box and the auxiliary box can form a 5 × 4 structure, and fourteen gears, seventeen gears and twenty gears can be formed;
preferably, a transmission gear I is arranged on the first input shaft of the auxiliary box; a synchronizer I, a transmission gear II and a transmission gear III are arranged on the output shaft of the auxiliary box from left to right; the left end of the synchronizer I is provided with a transmission gear I, the right end of the synchronizer I is provided with a transmission gear III, when the synchronizer I reaches the tail end of the sliding stroke leftwards, the synchronizer I is combined with the transmission gear I, and when the synchronizer I reaches the tail end of the sliding stroke rightwards, the synchronizer I is combined with the transmission gear III.
Preferably, a transmission gear IV, a transmission gear V, a synchronizer II and a transmission gear VI are arranged on the auxiliary box intermediate shaft from left to right; the left end of the synchronizer II is provided with a transmission gear V, the right end of the synchronizer II is provided with a transmission gear VI, and the synchronizer II is combined with the transmission gear V when reaching the tail end of the sliding stroke leftwards and is combined with the transmission gear II when reaching the tail end of the sliding stroke rightwards.
Preferably, a transmission gear VII, a synchronizer III, a synchronizer IV and a transmission gear VIII are arranged on the second input shaft of the auxiliary box from left to right; the synchronizer III is combined with the transmission gear VII when reaching the tail end of the sliding stroke leftwards, the synchronizer IV is combined with the transmission gear VIII when reaching the tail end of the sliding stroke rightwards, and the rightmost end of the second input shaft is connected with a motor.
The utility model has the beneficial effects that:
the whole vehicle realizes multi-mode driving, the high-efficiency practicability of the transmission is exerted, the fuel efficiency is obviously increased, and the popularization and the application of the plug-in hybrid power heavy commercial vehicle are facilitated.
The problem of power interruption in the process of shifting is solved, the shifting quality is improved, and the driving and riding comfort are improved.
Compared with the traditional AMT transmission, the gear is obviously increased, and the high-efficiency working range of the engine is increased.
The main and auxiliary box structures are relatively independent, the relevancy is reduced, the installation and matching are easy, and the working efficiency of the engine and the motor is improved.
The main box adopts a traditional structure, the auxiliary box is independent, the number of transmission gears and synchronizers is reduced, the development period of a new structure is shortened, and the development difficulty and the development cost are reduced.
Drawings
The utility model is further illustrated with reference to the following figures and examples.
FIG. 1 is a schematic view of the structure of a main and auxiliary box of the present invention;
FIG. 2 is a schematic diagram of a power transmission route of a mechanical first gear of the auxiliary box and a first gear of the motor;
FIG. 3 is a schematic diagram of a power transmission route of a second gear of the auxiliary box and a second gear of the motor;
FIG. 4 is a schematic diagram of a power transmission route of a third mechanical gear and a third motor gear of the auxiliary box;
FIG. 5 is a schematic diagram of a power transmission route of a fourth gear of the auxiliary box machinery and a fourth gear of the motor;
FIG. 6 is a schematic representation of the power transmission path for first through fifth gears of the transmission;
FIG. 7 is a schematic representation of the power transmission path for the transmission from fifth to sixth gear;
FIG. 8 is a schematic illustration of the power transmission path for six to nine gears of the transmission;
FIG. 9 is a schematic illustration of the power transmission path for the transmission in nine to ten gears;
FIG. 10 is a schematic representation of the power transmission path for the transmission in ten to thirteen gears;
FIG. 11 is a schematic representation of the power transmission path for the thirteen to fourteen gears of the transmission;
FIG. 12 is a schematic representation of the power transmission path for the transmission in fourteen to seventeen gears;
FIG. 13 is a schematic diagram of a battery charging mode;
FIG. 14 is a schematic illustration of an engine stop start mode;
description of reference numerals:
1. the transmission comprises an engine, 2, a motor, 3, a transmission main box, 4, a transmission auxiliary box, 5, a clutch, 21, 22 and 23, a main box synchronizer, 31, an auxiliary box first input shaft, 32, an auxiliary box output shaft, 33, an auxiliary box intermediate shaft, 34, an auxiliary box second output shaft and 41, a transmission gear I, 42, a transmission gear II, 43, a transmission gear III, 51, a transmission gear IV, 52, a transmission gear V, 53, a transmission gear VI, 61, a transmission gear VII, 62, a transmission gear VIII, 71, a synchronizer I, 72, a synchronizer II, 73, a synchronizer III, 74 and a synchronizer IV.
Detailed Description
The technical solution in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention.
The utility model relates to a speed change device for a parallel hybrid power heavy commercial vehicle, which is shown in figure 1. The device comprises a main box structure 3 and an auxiliary box structure 4, wherein the main box and the auxiliary box are connected through a transmission shaft. The power of the main box 3 of the transmission is output to a first input shaft 31 of an auxiliary box by an engine through a clutch 5 and a power output shaft, the first input shaft 31, an output shaft 32, a second input shaft 34 and an intermediate transmission shaft 33 are arranged in the auxiliary box, the power of the first input shaft 31 of the auxiliary box extends from the output shaft of the main box 3 to the inside, 4 mechanical gears of the auxiliary box are coupled with the output shaft 32 of the auxiliary box, the output shaft 32 of the auxiliary box is coaxial with the first input shaft 31 of the auxiliary box, the second input shaft 34 of the auxiliary box is directly connected with the motor 2, the intermediate transmission shaft 33 of the auxiliary box is parallel to the first input shaft and the second input shaft, the engine 1 outputs power through the main box and the auxiliary box, and the motor 2 outputs power or inputs power through the auxiliary box.
The main box 3 is provided with twelve transmission gears and three synchronizers, and has five main box mechanical gears in total, the auxiliary box is provided with four motor gears which are respectively a first gear, a second gear, a third gear and a fourth gear, wherein the transmission ratio of the first gear is iB18.916, the transmission ratio of the second gear is iB24.300, the gear ratio of third gear is iB32.070, the transmission ratio of the fourth gear is iB4The main and auxiliary gearboxes may form a 5 × 4 structure, with fourteen gears, seventeen gears and twenty gears.
A transmission gear I41 is arranged on the first input shaft 31 of the auxiliary box; a synchronizer I71, a transmission gear II 42 and a transmission gear III 43 are arranged on the auxiliary box output shaft 32 from left to right; the left end of the synchronizer I71 is provided with a transmission gear I41, the right end of the synchronizer I71 is provided with a transmission gear III 43, when the synchronizer I71 reaches the end of the sliding stroke leftwards, the synchronizer I41 is combined with the transmission gear I41, and when the synchronizer I71 reaches the end of the sliding stroke rightwards, the synchronizer I43 is combined with the transmission gear III 43.
A transmission gear IV 51, a transmission gear V52, a synchronizer II 72 and a transmission gear VI 53 are arranged on the auxiliary box intermediate shaft 33 from left to right; the left end of the synchronizer II 72 is provided with a transmission gear V52, the right end of the synchronizer II 72 is provided with a transmission gear VI 53, when reaching the tail end of the sliding stroke leftwards, the synchronizer II 72 is combined with the transmission gear V52, and when reaching the tail end of the sliding stroke rightwards, the synchronizer II is combined with the transmission gear VI 53.
A transmission gear VII 61, a synchronizer III 73, a synchronizer IV 74 and a transmission gear VIII 62 are arranged on the auxiliary box second input shaft 34 from left to right; the synchronizer III 73 is combined with the transmission gear VII 61 when reaching the tail end of the sliding stroke leftwards, the synchronizer IV 74 is combined with the transmission gear VIII 62 when reaching the tail end of the sliding stroke rightwards, and the rightmost end of the second input shaft 34 is connected with the motor 2.
The main box structure and the auxiliary box structure are combined, the engine and the motor can provide power, and in the gear shifting process, power output can be guaranteed, so that power interruption can be prevented. The main box has five gears, namely four mechanical gears can be provided for the auxiliary box, and the corresponding motor also has four gears.
The power transmission route of the auxiliary box is in first gear mechanically and in first gear of the motor, as shown in fig. 2. The power transmission route is as follows: the synchronizer I71 in the auxiliary box idles, the synchronizer II 72 is meshed with the transmission gear VI 53, the synchronizer III 73 is meshed with the transmission gear VII 61, and the synchronizer IV 74 idles. The engine transmits power to the first input shaft 31 of the auxiliary box through the main box 3, the transmission gear I41 is meshed with the transmission gear IV 51, the power is transmitted to the intermediate shaft 33 from the first input shaft 31 and then transmitted to the transmission gear VI 53 through the synchronizer II 72, the transmission gear VI 53 is meshed with the transmission gear III 43, the power is transmitted to the output shaft 32 of the auxiliary box, and power output of the engine is achieved. In addition, at the motor end, the motor transmits power to the transmission gear VII 61 through the auxiliary box second input shaft 34 through the synchronizer III 73, the transmission gear VII 61 is meshed with the transmission gear IV 51, the power is transmitted to the intermediate shaft 33, the power is transmitted to the transmission gear VI 53 through the synchronizer II 72, the transmission gear VI 53 is meshed with the transmission gear III 43, the power is transmitted to the auxiliary box output shaft 32, and power output of the motor is achieved.
The power transmission route of the second gear of the sub-box machinery and the second gear of the motor is schematically shown in fig. 3. The power transmission route is as follows: a transmission gear II 42 of a synchronizer I71 in the auxiliary box is meshed, a synchronizer II 72 is meshed with a transmission gear V52, a synchronizer III 73 is meshed with a transmission gear VII 61, and a synchronizer IV 74 idles. The engine transmits power to a first input shaft 31 of the auxiliary box through the main box 3, the transmission gear I41 is meshed with the transmission gear IV 51, the power is transmitted to the intermediate shaft 33 from the first input shaft 31 and is transmitted to the transmission gear V52 through the synchronizer II 72, the transmission gear V52 is meshed with the transmission gear II 42, then the power is transmitted to the synchronizer I71, and further the power is transmitted to the output shaft 32, so that the power output of the engine is realized. In addition, at the motor end, the motor transmits power to the transmission gear VII 61 through the second input shaft 34 of the auxiliary box through the synchronizer III 73, the transmission gear VII 61 is meshed with the transmission gear IV 51, the power is transmitted to the intermediate shaft 33, the power is transmitted to the transmission gear V52 through the synchronizer II 72, the transmission gear V52 is meshed with the transmission gear II 42, the power is transmitted to the synchronizer I71, and then the power is transmitted to the output shaft 32, so that the power output of the motor is realized.
The power transmission route of the third gear of the auxiliary box is mechanical and the third gear of the motor is schematic, as shown in fig. 4. The power transmission route is as follows: and a synchronizer I71 in the auxiliary box idles, a synchronizer II 72 idles, a synchronizer III 73 is meshed with the transmission gear VII 61, and a synchronizer IV 74 is meshed with the transmission gear VIII 62. Power is transmitted to a first input shaft 31 of the auxiliary box by the engine through the main box 3, a transmission gear I41 is meshed with a transmission gear IV 51, the transmission gear IV 51 is meshed with a transmission gear VII 61, the power is transmitted to a second input shaft through a synchronizer III 73, the power is meshed with a transmission gear VIII 62 through a synchronizer IV 74, the transmission gear VIII 62 is meshed with a transmission gear VI 53, the transmission gear VI 53 is meshed with a transmission gear III 43, and the power is transmitted to an output shaft, so that the power output of the engine is realized. In addition, at the motor end, the motor transmits power to the transmission gear VIII 62 through the second input shaft 34 of the auxiliary box through the synchronizer IV 74, the transmission gear VIII 62 is meshed with the transmission gear VI 53, the transmission gear VI 53 is meshed with the transmission gear III 43, and the power is transmitted to the output shaft, so that the power output of the motor is realized.
The power transmission route of the auxiliary box with four mechanical gears and four electric motors is shown in fig. 5. The power transmission route is as follows: a synchronizer I71 in the auxiliary box is meshed with the transmission gear I41, a synchronizer II 72 idles, a synchronizer III 73 is meshed with the transmission gear VII 61, and a synchronizer IV 74 idles. The engine transmits power to the first auxiliary box input shaft 31 through the main box 3, and the power is directly transmitted to the output shaft 32 of the auxiliary box through the meshing of the synchronizer I71 and the transmission gear I41, so that the power output of the engine is realized. In addition, at the motor end, the motor enables power to be meshed with the transmission gear VII 61 through the second input shaft 34 of the auxiliary box through the synchronizer III 73, the transmission gear VII 61 is meshed with the transmission gear IV 51, the transmission gear IV 51 is meshed with the transmission gear I41, the transmission gear I41 is meshed with the synchronizer I71 again, the power is transmitted to the output shaft of the auxiliary box, and power output of the motor is achieved.
In summary, the utility model provides a speed change device for a parallel hybrid heavy commercial vehicle, which realizes the coupling of four auxiliary box mechanical gears through an auxiliary box first input shaft 31, an intermediate shaft 33, an output shaft 32, gear pairs and a synchronizer; the coupling of the four auxiliary box motor gears is realized through an auxiliary box second input shaft 34, an intermediate shaft 33, an output shaft 32, gear pairs and synchronizers.
The structure of 5 x 4 is adopted, and a scheme capable of forming seventeen gears is adopted. Transmission ratios of five gears of main box 3: i.e. iA1＝1.728，iA2＝1.440，iA3＝1.200，iA4＝1.000，iA50.83; gear ratios of 4 mechanical gears of the range section: i.e. iB1＝8.916，iB2＝4.300，iB3＝2.070，iB41.000; total gear ratios for seventeen gears: i.e. i1＝iA1*iB1＝15.407，i2＝iA2*iB1＝12.839，i3＝iA3*iB1＝10.699，i4＝iA4*iB1＝8.916， i5＝iA5*iB1＝iA1*iB2＝7.430，i6＝iA2*iB2＝6.190，i7＝iA3*iB2＝5.160， i8＝iA4*iB2＝4.300，i9＝iA5*iB2＝iA1*iB3＝3.580，i10＝iA2*iB3＝2.990， i11＝iA3*iB3＝2.490，i12＝iA4*iB3＝2.070，i13＝iA5*iB3＝iA1*iB4＝1.728， i14＝iA2*iB4＝1.440，i15＝iA3*iB4＝1.200，i16＝iA4*iB4＝1.000，i17＝iA5*iB40.830; transmission ratios of the corresponding four motor gears: i.e. im1＝8.916，im2＝4.300，im3＝2.070，im4＝1.000。
The operating mode of the transmission scheme adopting seventeen gears is described in detail.
The power transmission route from the first gear to the fifth gear of the transmission is schematically shown in FIG. 6. A synchronizer I71 in the auxiliary box idles, a synchronizer II 72 is meshed with a transmission gear VI 53, a synchronizer III 73 is meshed with a transmission gear VII 61, and a synchronizer IV 74 idles. The engine transmits power to a first input shaft 31 of the auxiliary box through the main box 3, the transmission gear I41 is meshed with the transmission gear IV 51, the power is transmitted to the intermediate shaft 33 from the first input shaft 31 and then transmitted to the transmission gear VI 53 through the synchronizer II 72, the transmission gear VI 53 is meshed with the transmission gear III 43, the power is transmitted to an output shaft 32 of the auxiliary box, and the power output of the mechanical first gear of the auxiliary box is achieved. The motor transmits power to the transmission gear VII 61 through the second input shaft 34 of the auxiliary box through the synchronizer III 73, the transmission gear VII 61 is meshed with the transmission gear IV 51, the power is transmitted to the intermediate shaft 33 and is transmitted to the transmission gear VI 53 through the synchronizer II 72, the transmission gear VI 53 is meshed with the transmission gear III 43, the power is transmitted to the output shaft 32 of the auxiliary box, and the power output of the first gear of the motor is realized. At the moment, a transmission route matching a mechanical first gear of the auxiliary box with a first gear of the motor is adopted, and the gears of the main box are sequentially shifted from the first gear to the fifth gear, so that the gear shifting of the transmission from the first gear to the fifth gear is realized. The motor keeps in first gear, has guaranteed that power can not interrupt when shifting gears.
The power transmission route from fifth to sixth gear of the transmission is schematically shown in fig. 7. In the process from the fifth gear to the sixth gear of the transmission, the first gear of the motor gear is changed into the second gear, in the process, the synchronizer III 73 keeps meshed with the transmission gear VII 61 to the left unchanged, the synchronizer II 72 is changed from the right to the left to be meshed with the transmission gear II 52, the synchronizer I71 is changed from idle running to the right to be meshed with the transmission gear VII 42, and the second-gear transmission of the motor is realized. The engine transmits power to a first input shaft 31 of the auxiliary box through the main box 3, the transmission gear I41 is meshed with the transmission gear IV 51, the power is transmitted to the intermediate shaft 33 from the first input shaft 31 and is transmitted to the transmission gear V52 through the synchronizer II 72, the transmission gear V52 is meshed with the transmission gear II 42, then the power is transmitted to the synchronizer I71, and further the power is transmitted to the output shaft 32, so that the mechanical first gear of the auxiliary box is changed into the second gear. The gear of the main box is reduced from a fifth gear to a second gear, so that the gear of the transmission from the fifth gear to the sixth gear is changed. The motor keeps keeping in two grades, has guaranteed that power can not interrupt when shifting gears.
The power transmission routes of the transmission from sixth to ninth gears are illustrated schematically in fig. 8. A transmission gear II 42 of a synchronizer I71 in the auxiliary box is meshed, a synchronizer II 72 is meshed with a transmission gear V52, a synchronizer III 73 is meshed with a transmission gear VII 61, and a synchronizer IV 74 idles. The engine transmits power to a first input shaft 31 of the auxiliary box through the main box 3, the transmission gear I41 is meshed with the transmission gear IV 51, the power is transmitted to the intermediate shaft 33 from the first input shaft 31 and is transmitted to the transmission gear V52 through the synchronizer II 72, the transmission gear V52 is meshed with the transmission gear II 42, then the power is transmitted to the synchronizer I71, and further the power is transmitted to the output shaft 32, so that the power output of the mechanical second gear of the auxiliary box is realized. The motor transmits power to the transmission gear VII 61 through the second input shaft 34 of the auxiliary box through the synchronizer III 73, the transmission gear VII 61 is meshed with the transmission gear IV 51, the power is transmitted to the intermediate shaft 33 and is transmitted to the transmission gear V52 through the synchronizer II 72, the transmission gear V52 is meshed with the transmission gear II 42, the power is transmitted to the synchronizer I71, and then the power is transmitted to the output shaft 32, so that the power output of the second gear of the motor is realized. A transmission route with the cooperation of the mechanical second gear of the auxiliary box and the second gear of the motor is adopted, and the gears of the main box are sequentially raised from the second gear to the fifth gear, so that the gear change of the transmission from the sixth gear to the ninth gear is realized. The motor keeps keeping in two grades, has guaranteed that power can not interrupt when shifting gears.
The power transmission route from nine to ten gears of the transmission is schematically shown in fig. 9. In the process from the ninth gear to the tenth gear of the transmission, the motor gear is firstly changed from the second gear to the third gear, in the process, the synchronizer IV 74 is changed from idle rotation to be meshed with the transmission gear VIII 62 rightwards, the synchronizer III 73 is kept unchanged, and the synchronizers I71 and II 72 are changed into idle rotation, so that the second-gear transmission of the motor is realized. The engine transmits power to the first input shaft 31 of the auxiliary box through the main box 3, the transmission gear I41 is meshed with the transmission gear IV 51, the transmission gear IV 51 is meshed with the transmission gear VII 61, the power is transmitted to the second input shaft through the synchronizer III 73, the power is meshed with the transmission gear VIII 62 through the synchronizer IV 74, the transmission gear VIII 62 is meshed with the transmission gear VI 53, the transmission gear VI 53 is meshed with the transmission gear III 43, the power is transmitted to the output shaft, and the mechanical second gear of the auxiliary box is changed into the third gear. The gear of the main box is reduced from a fifth gear to a second gear, so that the gear of the transmission from a ninth gear to a tenth gear is changed. The motor keeps in three grades, has guaranteed that power can not break off when shifting gears.
The power transmission route from the tenth gear to the thirteenth gear of the transmission is schematically shown in fig. 10. And a synchronizer I71 in the auxiliary box idles, a synchronizer II 72 idles, a synchronizer III 73 is meshed with the transmission gear VII 61, and a synchronizer IV 74 is meshed with the transmission gear VIII 62. The engine transmits power to a first input shaft 31 of the auxiliary box through the main box 3, a transmission gear I41 is meshed with a transmission gear IV 51, the transmission gear IV 51 is meshed with a transmission gear VII 61, the power is transmitted to a second input shaft through a synchronizer III 73, the power is meshed with a transmission gear VIII 62 through a synchronizer IV 74, the transmission gear VIII 62 is meshed with a transmission gear VI 53, the transmission gear VI 53 is meshed with a transmission gear III 43, the power is transmitted to an output shaft, and the power output of the mechanical third gear of the auxiliary box is realized. The motor transmits power to a transmission gear VIII 62 through a second input shaft 34 of the auxiliary box through a synchronizer IV 74, the transmission gear VIII 62 is meshed with a transmission gear VI 53, the transmission gear VI 53 is meshed with a transmission gear III 43, the power is transmitted to an output shaft, and power output of the third gear of the motor is achieved. And a transmission route of matching of a mechanical third gear of the auxiliary box and a third gear of the motor is adopted, and the gears of the main box are sequentially increased from the second gear to the fifth gear, so that the gear change of the transmission from a tenth gear to a thirteenth gear is realized. The motor keeps in three grades, has guaranteed that power can not break off when shifting gears.
The power transmission route from thirteen to fourteen gears of the transmission is schematically shown in FIG. 11. In the process of the thirteen-gear to the fourteen-gear of the transmission, the gear of the motor is firstly changed from the third gear to the fourth gear, in the process, the idle rotation of the synchronizer I71 is changed into the leftward meshing with the transmission gear I41, the synchronizers II 72 and III 73 are kept unchanged, the synchronizers IV 74 are changed into the idle rotation, and the three-gear transmission of the motor is realized. The engine transmits power to the first auxiliary box input shaft 31 through the main box 3, and the power is directly transmitted to the output shaft 32 of the auxiliary box through the meshing of the synchronizer I71 and the transmission gear I41, so that the mechanical third gear of the auxiliary box is changed into the fourth gear. The gear of the main box is reduced from five gears to two gears, so that the gear of the transmission from thirteen gears to fourteen gears is changed. The motor keeps in fourth gear, has guaranteed that power can not break off when shifting gears.
The power transmission routes of the transmission from fourteen to seventeen gears are shown as a schematic diagram in FIG. 12. A synchronizer I71 in the auxiliary box is meshed with the transmission gear I41, a synchronizer II 72 idles, a synchronizer III 73 is meshed with the transmission gear VII 61, and a synchronizer IV 74 idles. The engine transmits power to the first auxiliary box input shaft 31 through the main box 3, and the power is directly transmitted to the output shaft 32 of the auxiliary box through the meshing of the synchronizer I71 and the transmission gear I41, so that the power output of the mechanical fourth gear of the auxiliary box is realized. The motor enables power to be meshed with the transmission gear VII 61 through the second input shaft 34 of the auxiliary box through the synchronizer III 73, the transmission gear VII 61 is meshed with the transmission gear IV 51, the transmission gear IV 51 is meshed with the transmission gear I41, the transmission gear I41 is meshed with the synchronizer I71 again, the power is transmitted to the output shaft of the auxiliary box, and the power output of the fourth gear of the motor is achieved. And a transmission route of matching four gears of the auxiliary box machinery and four gears of the motor is adopted, and the gears of the main box are sequentially shifted from two gears to five gears, so that the gears of the transmission from fourteen gears to seventeen gears are changed. The motor keeps in fourth gear, has guaranteed that power can not break off when shifting gears.
A schematic diagram of a battery charging mode is shown in fig. 13. At the moment, synchronizers II 71, III 73 and IV 74 keep idle running, the synchronizer I71 is meshed with the transmission gear I41 leftwards, the power of the engine 1 is transmitted to the motor 2 through the clutch 5, the main box 3, the transmission gear I41, the transmission gear IV 51, the transmission gear VII 61 and the auxiliary box second input shaft 34, and the motor is used for generating power to charge the storage battery.
The engine stop start mode is illustrated schematically in FIG. 14. The clutch is disconnected, the vehicle keeps flameout and is static, the synchronizers II 71, III 73 and IV 74 keep idling, the synchronizer I71 is meshed with the transmission gear I41 towards the left, and the power of the motor 2 is transmitted to the engine 1 through the second input shaft 34, the transmission gear VII 61, the transmission gear IV 51, the transmission gear I41, the main box 3 and the clutch 5 to be closed so as to be started.
The utility model adopts a structure mode of combining the main box 3 and the auxiliary box 4, the main box 3 continues to use the traditional mechanical automatic transmission, the development period of a new structure is reduced, and the development difficulty and the development cost are reduced. The mechanical gears and the motor gears in the auxiliary box 4 can independently complete gear shifting, and when the mechanical gears of the auxiliary box shift gears, the motor gears can be kept unchanged, so that power cannot be interrupted in the gear shifting process. The engine 1 and the motor 2 are two different power sources and have different high-efficiency working areas, so that the power sources can be published in the high-efficiency working areas as far as possible in the driving process, and the fuel economy is improved.

Claims (5)

1. A transmission for a parallel hybrid heavy commercial vehicle, comprising a main transmission box (3) and a secondary transmission box (4), characterized in that: the main box (3) and the auxiliary box (4) are connected through a transmission shaft, the power of the main box (3) of the transmission is output to a first input shaft (31) of the auxiliary box through an engine via a clutch (5) and a power output shaft, a first input shaft (31), an output shaft (32), a second input shaft (34) and an auxiliary box intermediate shaft (33) are arranged in the auxiliary box, the power of the first input shaft (31) of the auxiliary box extends to the main box (3) from the output shaft, has 4 sub-tank mechanical gear couplings with a sub-tank output shaft (32), said sub-tank output shaft (32) being coaxial with a sub-tank first input shaft (31), the second input shaft (34) of the auxiliary box is directly connected with the motor (2), the intermediate shaft (33) of the auxiliary box is parallel to the first input shaft and the second input shaft, the engine (1) outputs power through the main box and the auxiliary box, and the motor (2) outputs power or inputs power through the auxiliary box (4).
2. A transmission for a parallel hybrid heavy commercial vehicle according to claim 1, characterized in that: the main box (3) is provided with twelve transmission gears and three synchronizers, five main box mechanical gears are provided in total, the auxiliary box is provided with four motor gears which are respectively a first gear, a second gear, a third gear and a fourth gear, and the transmission ratio of the first gear is iB18.916, the transmission ratio of the second gear is iB24.300, the gear ratio of third gear is iB32.070, the transmission ratio of the fourth gear is iB4The main and auxiliary gearboxes may form a 5 × 4 structure, with fourteen gears, seventeen gears and twenty gears.
3. A transmission for a parallel hybrid heavy commercial vehicle according to claim 1, characterized in that: a transmission gear I (41) is arranged on the first input shaft (31) of the auxiliary box; a synchronizer I (71), a transmission gear II (42) and a transmission gear III (43) are arranged on the auxiliary box output shaft (32) from left to right; the left end of the synchronizer I (71) is provided with a transmission gear I (41), the right end of the synchronizer I (71) is provided with a transmission gear III (43), and the synchronizer I (71) is combined with the transmission gear I (41) when reaching the tail end of the sliding stroke leftwards and is combined with the transmission gear III (43) when reaching the tail end of the sliding stroke rightwards.
4. A transmission for a parallel hybrid heavy commercial vehicle according to claim 3, characterized in that: a transmission gear IV (51), a transmission gear V (52), a synchronizer II (72) and a transmission gear VI (53) are arranged on the auxiliary box intermediate shaft (33) from left to right; the left end of the synchronizer II (72) is provided with a transmission gear V (52), the right end of the synchronizer II (72) is provided with a transmission gear VI (53), and when the synchronizer II (72) reaches the tail end of the sliding stroke leftwards, the synchronizer II is combined with the transmission gear V (52), and when the synchronizer II (72) reaches the tail end of the sliding stroke rightwards, the synchronizer II is combined with the transmission gear VI (53).
5. Transmission for a parallel hybrid heavy commercial vehicle according to claim 4, characterized in that: a transmission gear VII (61), a synchronizer III (73), a synchronizer IV (74) and a transmission gear VIII (62) are arranged on the second input shaft (34) of the auxiliary box from left to right; the synchronizer III (73) is combined with the transmission gear VII (61) when reaching the tail end of the sliding stroke leftwards, the synchronizer IV (74) is combined with the transmission gear VIII (62) when reaching the tail end of the sliding stroke rightwards, and the rightmost end of the second input shaft (34) is connected with the motor (2).
CN202120486239.XU 2021-03-08 2021-03-08 Transmission for parallel hybrid power heavy commercial vehicle Expired - Fee Related CN216443461U (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN202120486239.XU CN216443461U (en) 2021-03-08 2021-03-08 Transmission for parallel hybrid power heavy commercial vehicle

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CN202120486239.XU CN216443461U (en) 2021-03-08 2021-03-08 Transmission for parallel hybrid power heavy commercial vehicle

Publications (1)

Publication Number Publication Date
CN216443461U true CN216443461U (en) 2022-05-06

Family

ID=81348288

Family Applications (1)

Application Number Title Priority Date Filing Date
CN202120486239.XU Expired - Fee Related CN216443461U (en) 2021-03-08 2021-03-08 Transmission for parallel hybrid power heavy commercial vehicle

Country Status (1)

Country Link
CN (1) CN216443461U (en)

Similar Documents

Publication Publication Date Title
WO2022116787A2 (en) Dual-motor hybrid power drive apparatus and vehicle having same
CN213082898U (en) Hybrid power driving system and hybrid power automobile
CN111605395A (en) Hybrid power system and control method
CN111055672A (en) Two keep off hybrid coupling system and vehicle
CN202753775U (en) Two-gear integrated automated mechanical transmission (AMT) gearbox for electric vehicle
CN113815399A (en) Double-motor hybrid system with two gears
CN211106931U (en) Three-clutch hybrid power system
CN219236751U (en) Hybrid power speed change system and vehicle
CN209738800U (en) Hybrid power driving system and vehicle thereof
CN112248790A (en) Multi-mode hybrid power transmission device and control method thereof
CN217415460U (en) Variable speed transmission system of hybrid electric vehicle
CN208290958U (en) A kind of multi-mode hybrid Mechanical & Electrical Combination System
CN208646588U (en) Speed changer drive system with dual gear structure
CN216443461U (en) Transmission for parallel hybrid power heavy commercial vehicle
CN212921115U (en) Hybrid power system
CN214874199U (en) Hybrid power driving system and automobile
CN212046856U (en) Dual-motor hybrid power system for vehicle
CN113147354B (en) Hybrid power system
CN112224010B (en) Driving system of single-motor hybrid power vehicle
CN209180326U (en) The fast forerunner's speed changer structure of one kind two
CN209870092U (en) Dual-motor hybrid power system
CN112224012B (en) Driving system of multi-mode hybrid power vehicle
CN209972162U (en) Parallel hybrid power transmission for heavy commercial automobile
CN211543246U (en) Hybrid double-clutch automatic transmission suitable for tractor
CN115214340A (en) Hybrid power driving system and automobile

Legal Events

Date Code Title Description
GR01 Patent grant
GR01 Patent grant
CF01 Termination of patent right due to non-payment of annual fee

Granted publication date: 20220506

CF01 Termination of patent right due to non-payment of annual fee