CN216942663U - Two keep off special hybrid transmission and car - Google Patents
Two keep off special hybrid transmission and car Download PDFInfo
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- CN216942663U CN216942663U CN202220112381.2U CN202220112381U CN216942663U CN 216942663 U CN216942663 U CN 216942663U CN 202220112381 U CN202220112381 U CN 202220112381U CN 216942663 U CN216942663 U CN 216942663U
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- 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
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Abstract
The utility model discloses a special two-gear hybrid power transmission and an automobile, comprising: the hybrid power transmission comprises a hybrid power engine, a differential mechanism and a driving motor, wherein the driving motor is connected with one input end of the differential mechanism, a first-gear clutch and a second-gear clutch, a generator is connected with a first-gear clutch shaft output gear of the first-gear clutch, and a controller comprises a double-motor controller and a clutch controller, the double-motor controller can control the driving motor and the generator, and the clutch controller is used for controlling the combined separation action of the first-gear clutch and the second-gear clutch.
Description
Technical Field
The utility model belongs to the technical field of a two-gear special hybrid power transmission, and particularly relates to a two-gear special hybrid power transmission and an automobile.
Background
As a new energy automobile, the hybrid electric vehicle can obtain excellent performance and fuel economy due to the fact that an engine, a driving motor and a generator of the hybrid electric vehicle are located in a high-efficiency working area, and is favored by host factories and consumers. The Hybrid vehicle Transmission may be classified into an Add-On (Add-On) Hybrid Transmission and a Dedicated Hybrid Transmission (DHT) according to a structural form. The additional hybrid power transmission is based on the existing traditional engine power assembly, and the electric motor is installed at the proper position of a power transmission line to form hybrid power, so that the overall efficiency of the power assembly is improved, and the emission is reduced. The structure needs to reduce the change of a prime power assembly as much as possible, and the existing batch transmission products are utilized, so that the cost for developing new products is reduced, but the structure is more complex, and the structure is suitable for small-batch hybrid power or high-end automobiles.
In the existing transmission for part of hybrid electric vehicles, one clutch is adopted to realize the switching of output power of an engine side and a driving motor side, and only single-gear driving can be realized in each mode. The engine, the drive motor, and the generator cannot operate in a high efficiency region, resulting in a low transmission efficiency of the hybrid transmission.
SUMMERY OF THE UTILITY MODEL
The utility model aims to provide a two-gear special hybrid power transmission aiming at the defects in the prior art, which has the advantages of simple structure, reasonable part structure, easy processing and assembly, capability of realizing six driving modes in the hybrid power automobile transmission, capability of carrying different types of hybrid power automobiles and realization of different driving modes, and lower cost and considerable economic benefit.
In order to achieve the above object, the present invention provides a two-speed dedicated hybrid transmission, comprising:
a hybrid engine;
the driving motor is connected with one input end of the differential mechanism;
a single mass flywheel and a torque limiter are arranged between the first-gear clutch and the hybrid power engine, a first-gear clutch gear of the first-gear clutch is connected with a second-gear clutch shaft input gear of the second-gear clutch, a first-gear clutch shaft output gear of the first-gear clutch is connected with a second-gear clutch gear of the second-gear clutch, and a second-gear clutch shaft output gear of the second-gear clutch is connected with the other input end of the differential;
a generator connected to the first-gear clutch shaft output gear of the first-gear clutch;
the controller comprises a double-motor controller and a clutch controller, the double-motor controller can control the driving motor and the generator, and the clutch controller is used for controlling the combination and separation actions of the first gear clutch and the second gear clutch.
Optionally, the torque limiter is connected to the single-mass flywheel through a bolt, one end of the single-mass flywheel is connected to the hybrid engine through a crankshaft, and the other end of the single-mass flywheel is connected to a first-gear clutch shaft of the first-gear clutch.
Optionally, the clutch controller comprises a hydraulic system including an oil filter, a mechanical oil pump, a main oil control valve, a main oil clutch valve and a clutch solenoid valve.
Optionally, a cooling and lubrication system is also included, the cooling and lubrication system including an oil suction filter, an electric oil pump, an oil cooler, a pressure oil filter, and a bypass valve.
Optionally, the dual motor controller includes a high voltage input unit, a low voltage input unit, a signal control unit, and a cooling unit.
Optionally, the power of the generator is smaller than that of the driving motor, and a generator input gear matched with the first-gear clutch shaft output gear is arranged on an input shaft of the generator.
Optionally, the first-gear clutch includes a first-gear clutch outer hub and a first-gear clutch inner hub, the second-gear clutch includes a second-gear clutch outer hub and a second-gear clutch inner hub, and the differential includes a left half-shaft gear, a right half-shaft gear, a planetary gear, an output shaft, and a main reduction gear.
Optionally, the driving motor is connected to the differential through an intermediate shaft, a driving motor output shaft gear is disposed on a driving motor output shaft of the driving motor, an intermediate shaft input gear matched with the driving motor output shaft gear is disposed at one end of the intermediate shaft, and an intermediate shaft output gear matched with the differential is disposed at the other end of the intermediate shaft.
An automobile, the special two-gear hybrid power transmission is provided.
Optionally, the special two-gear hybrid transmission is arranged at the bottom of the automobile and is connected with the vehicle control unit.
The utility model provides a special two-gear hybrid power transmission, which has the beneficial effects that:
the two-gear special hybrid power transmission is simple in structure, reasonable in part structure, easy to machine and assemble, capable of achieving six driving modes in the hybrid power automobile transmission, capable of carrying hybrid power automobiles of different types, capable of achieving different driving modes, and low in cost and considerable economic benefits.
Additional features and advantages of the utility model will be set forth in the detailed description which follows.
Drawings
The above and other objects, features and advantages of the present invention will become more apparent by describing in detail exemplary embodiments thereof with reference to the attached drawings, wherein like reference numerals generally represent like parts in the exemplary embodiments of the present invention.
Fig. 1 shows a schematic configuration diagram of a two-speed dedicated hybrid transmission according to an embodiment of the present invention.
FIG. 2 illustrates a schematic diagram of an electric-only drive mode of a two-speed dedicated hybrid transmission according to an embodiment of the present invention.
FIG. 3 illustrates a schematic diagram of a series mode of a two speed dedicated hybrid transmission according to an embodiment of the present invention.
FIG. 4 illustrates a schematic diagram of the electric power generating modes of a two-speed dedicated hybrid transmission according to an embodiment of the present invention.
FIG. 5 illustrates a schematic diagram of engine direct drive mode first gear of a two gear dedicated hybrid transmission according to an embodiment of the present invention.
FIG. 6 is a schematic diagram of engine direct drive mode second gear of a two gear dedicated hybrid transmission according to an embodiment of the present invention.
FIG. 7 illustrates a schematic diagram of hybrid mode first gear of a two gear dedicated hybrid transmission according to an embodiment of the present invention.
Fig. 8 shows a schematic diagram of hybrid mode two gear for a two gear dedicated hybrid transmission according to an embodiment of the present invention.
FIG. 9 illustrates a schematic diagram of a braking capability recovery mode of a two-speed dedicated hybrid transmission according to an embodiment of the present invention.
Description of reference numerals:
1. a hybrid engine; 2. a crankshaft; 3. a torque limiter; 4. a first-speed clutch shaft; 5. a first gear clutch; 51. a first gear clutch outer hub; 52. a first gear clutch inner hub; 6. a first-gear clutch gear; 7. a generator input gear; 8. a generator input shaft; 9. a generator; 10. a first gear clutch shaft output gear; 11. a second clutch; 111. a second clutch outer hub; 112. a second clutch inner hub; 12 second gear clutch shaft; 13. a second clutch gear; 14. a second clutch shaft input gear; 15. an output shaft; 16. an intermediate shaft input gear; 17. a drive motor; 18. an output shaft of the drive motor; 19. a drive motor output shaft gear; 20. an intermediate shaft output gear; 21. an intermediate shaft; 22. a main reduction gear; 23. a differential mechanism; 231. a left side gear; 232. a right half shaft gear; 233. a planetary gear; 24. a second clutch shaft output gear; 25. a hydraulic control system; 26. cooling and lubricating the system; 27. a dual motor controller.
Detailed Description
Preferred embodiments of the present invention will be described in more detail below. While the following describes preferred embodiments of the present invention, it should be understood that the present invention may be embodied in various forms and should not be limited by the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the scope of the utility model to those skilled in the art.
FIG. 1 illustrates a schematic structural diagram of a two-speed dedicated hybrid transmission according to an embodiment of the present invention; FIG. 2 illustrates a schematic diagram of an electric-only drive mode of a two-speed dedicated hybrid transmission according to an embodiment of the present invention; FIG. 3 is a schematic diagram showing a series mode of a two speed dedicated hybrid transmission according to an embodiment of the present invention; FIG. 4 is a schematic diagram illustrating a power generation mode of a two speed dedicated hybrid transmission according to an embodiment of the present invention; FIG. 5 is a schematic illustration of engine direct drive mode first gear of a two gear dedicated hybrid transmission according to an embodiment of the present invention; FIG. 6 is a schematic diagram showing engine direct drive mode two gear of a two gear dedicated hybrid transmission according to an embodiment of the present invention; FIG. 7 is a schematic diagram illustrating hybrid mode first gear of a two gear dedicated hybrid transmission according to an embodiment of the present invention; FIG. 8 is a schematic diagram illustrating hybrid mode two gear of a two gear dedicated hybrid transmission according to an embodiment of the present invention; FIG. 9 illustrates a schematic diagram of a braking capability recovery mode of a two-speed dedicated hybrid transmission according to an embodiment of the present invention.
As shown in fig. 1-9, a two-speed dedicated hybrid transmission includes:
a hybrid engine 1;
the differential 23 and the driving motor 17, the driving motor 17 is connected with one input end of the differential 23;
a first-gear clutch 5 and a second-gear clutch 11, wherein a single-mass flywheel and a torque limiter 3 are arranged between the first-gear clutch 5 and the hybrid power engine 1, a first-gear clutch gear 6 of the first-gear clutch 5 is connected with a second-gear clutch shaft input gear 14 of the second-gear clutch 11, a first-gear clutch shaft output gear 10 of the first-gear clutch 5 is connected with a second-gear clutch gear 13 of the second-gear clutch 11, and a second-gear clutch shaft output gear 24 of the second-gear clutch 11 is connected with the other input end of the differential 23;
the generator 9, the generator 9 is connected with the first gear clutch shaft output gear 10 of the first gear clutch 5;
and the controller comprises a dual-motor controller 27 and a clutch controller, wherein the dual-motor controller 27 can control the driving motor 17 and the generator 9, and the clutch controller is used for controlling the separating action of the first-gear clutch 5 and the second-gear clutch 11.
Specifically, the device comprises a hybrid power engine 1, a crankshaft 2, a single mass flywheel and torque limiter 3, a first-gear clutch shaft 4, a first-gear clutch 5, a first-gear clutch gear 6, a generator input gear 7, a generator input shaft 8, a generator 9, a first-gear clutch shaft output gear 10, a second-gear clutch 11, a second-gear clutch shaft 12, a second-gear clutch gear 13, a second-gear clutch shaft input gear 14, an output shaft 15, an intermediate shaft input gear 16, a driving motor 17, a driving motor output shaft 18, a driving motor output shaft gear 19, an intermediate shaft output gear 20, an intermediate shaft 21, a main reduction gear 22, a differential mechanism 23, a second-gear clutch shaft output gear 24, a hydraulic control system 25, a cooling and lubricating system 26 and a double-motor controller 27, wherein the controller is in communication connection with a whole vehicle controller, and the two-gear special hybrid power transmission is installed on a chassis of the hybrid power vehicle through bolts, and is connected with a Vehicle Control Unit (VCU) through a plurality of wiring harnesses with plug connectors, thereby realizing six driving modes of operation:
1. pure electric drive mode: the driving motor 17 transmits power to the differential left side gear 231 and the differential right side gear 232 through the driving motor output shaft 18, the driving motor output shaft gear 19, the intermediate shaft input gear 16, the intermediate shaft 21, the intermediate shaft output gear 20, the main reduction gear 22, and the differential planetary gear 233, respectively. The power transmission path is shown in fig. 2;
2. series mode: the special hybrid power engine 1 transmits power to a differential left side gear 231 and a differential right side gear 232 through a crankshaft 2, a single mass flywheel and torque limiter 3, a first gear clutch shaft 4, a first gear clutch shaft output gear 10, a generator input gear 7, a generator input shaft 8, a generator 9 and a driving motor 17 respectively through a driving motor output shaft 18, a middle shaft input gear 16, a middle shaft 21, a middle shaft output gear 20, a main reduction gear 22 and a differential planetary gear 233. The power transmission path is shown in fig. 3.
3. And (3) generating mode: the special hybrid power engine 1 generates power for a generator 9 through a crankshaft 2, a single mass flywheel and torque limiter 3, a first-gear clutch shaft 4, a first-gear clutch shaft output gear 10, a generator input gear 7 and a generator input shaft 8. The power transmission path is shown in fig. 4.
4. Direct drive mode of the engine:
4.1 direct drive mode first gear of engine: in this mode, the first-gear clutch 5 is engaged, and the special hybrid engine 1 transmits power to the differential left side gear 231 and the differential right side gear 232 through the crankshaft 2, the single mass flywheel and torque limiter 3, the first-gear clutch shaft 4, the first-gear clutch outer hub 51, the first-gear clutch inner hub 52, the first-gear clutch gear 6, the second-gear clutch shaft input gear 14, the second-gear clutch shaft 12, the second-gear clutch shaft output gear 24, the main reduction gear 22, and the differential planetary gear 233, respectively. The power transmission path is shown in fig. 5;
4.2 direct drive mode of engine is two: in this mode, the second-gear clutch 11 is combined, and the special hybrid engine 1 transmits power to the differential left side gear 231 and the differential right side gear 232 through the crankshaft 2, the single-mass flywheel, the torque limiter 3, the first-gear clutch shaft 4, the first-gear clutch shaft output gear 10, the second-gear clutch gear 13, the second-gear clutch inner hub 112, the second-gear clutch outer hub 111, the second-gear clutch shaft 12, the second-gear clutch shaft output gear 24, the main reduction gear 22 and the differential planetary gear 233, respectively. The power transmission route is shown in fig. 6;
5. hybrid drive mode:
5.1 hybrid drive mode first gear: in the mode, the first-gear clutch 5 is combined, the special hybrid power engine 1 transmits power to the main reduction gear 22 through the crankshaft 2, the single mass flywheel and torque limiter 3, the first-gear clutch shaft 4, the first-gear clutch outer hub 51, the first-gear clutch inner hub 52, the first-gear clutch gear 6, the second-gear clutch shaft input gear 14, the second-gear clutch shaft 12 and the second-gear clutch shaft output gear 24, the driving motor 17 transmits power to the main reduction gear 22 through the driving motor output shaft 18, the driving motor output shaft gear 19, the intermediate shaft input gear 16, the intermediate shaft 21 and the intermediate shaft output gear 20, and the two paths of power are transmitted to the main reduction gear 22 and the differential planetary gear 233 and transmitted to the differential left half shaft gear 231 and the right half shaft gear 232 respectively. The power transmission path is shown in fig. 7;
5.2 hybrid drive mode two: in the mode, the second-gear clutch 11 is combined, the special hybrid power engine 1 passes through the crankshaft 2, the single mass flywheel, the torque limiter 3, the first-gear clutch shaft 4, the first-gear clutch shaft output gear 10, the second-gear clutch gear 13, the second-gear clutch inner hub 112, the second-gear clutch outer hub 111, the second-gear clutch shaft 12 and the second-gear clutch shaft output gear 24 to the main reduction gear 22, the driving motor 17 passes through the driving motor output shaft 18, the driving motor output shaft gear 19, the intermediate shaft input gear 16, the intermediate shaft 21 and the intermediate shaft output gear 20 to the main reduction gear 22, two paths of power are transmitted to the main reduction gear 22 and the differential planetary gear 233, and the power is transmitted to the differential left half shaft gear 231 and the right half shaft gear 232 respectively. The power transmission route is shown in fig. 8;
6. braking capability recovery mode: the power is transmitted to the driving motor 17 through the differential left side gear 231, the differential right side gear 232, the differential planet gear 233, the main reduction gear 22, the intermediate shaft output gear 20, the intermediate shaft 21, the intermediate shaft input gear 16, the driving motor output shaft gear 19 and the driving motor output shaft 18, and the driving motor 17 is charged. The power transmission path is shown in fig. 9.
Further, the first gear clutch 5 and the second gear clutch 11 are also positioned at the end part of the shaft, and the same manufacturing process, the same assembly process and the same production line can be used for the structure, so that the realization of batch production is facilitated.
In the present embodiment, the torque limiter 3 is connected to the single-mass flywheel by a bolt, one end of the single-mass flywheel is connected to the hybrid engine 1 by the crankshaft 2, and the other end of the single-mass flywheel is connected to the first-gear clutch shaft 4 of the first-gear clutch 5.
Specifically, the torque limiter 3 is used for limiting the output torque of the special hybrid power engine 1 within a required range, wherein an axial load is transmitted through the arrangement of a diaphragm spring, friction and slip surfaces are achieved through the arrangement of a friction plate, when the slip torque of the system is larger than the designed slip torque, the torque limiter 3 achieves idling through slipping, so that the overload protection function is achieved, and a single mass flywheel is used for reducing the torsional vibration of the engine.
Further, the input shaft of the transmission is rigidly connected with the generator, a clutch structure is not arranged between the input shaft and the generator, the torque limiter is added with a torque limiting protection function and comprises a disc spring, a friction plate, a driving pressure plate and a driven pressure plate, the driven pressure plate is connected with an arc spring vibration reduction mechanism, the pre-pressure of the disc spring enables friction transmission to be generated among the friction plate, the driving pressure plate and the driven pressure plate, the engine is connected with the driving pressure plate, the input shaft of the hybrid transmission is connected with the driven pressure plate, when the torque exceeds the friction transmission limit, slipping is generated to realize torque limitation, overload protection is carried out on the shaft tooth structure of the transmission, and if the torque does not exceed the limit, the vibration reduction mechanism normally plays a vibration reduction role.
In the present embodiment, the clutch controller includes a hydraulic system 25, and the hydraulic system 25 includes an oil filter, a mechanical oil pump, a main oil passage control valve, a main oil passage clutch valve, and a clutch solenoid valve.
In the present embodiment, a cooling and lubricating system 26 is further included, and the cooling and lubricating system 26 includes an oil suction filter, an electric oil pump, an oil cooler, a pressure oil filter, and a bypass valve.
Specifically, the oil supply device is used for supplying oil required for cooling and lubricating the drive motor 17, the hybrid engine 1, the first-gear clutch 5, the second-gear clutch 11 and the associated bearings.
In the present embodiment, the dual motor controller 27 includes a high voltage input unit, a low voltage input unit, a signal control unit, and a cooling unit.
Specifically, the control system is used for controlling the driving motor 17 and the generator 9 to achieve the required rotating speed and torque output under different modes.
In the present embodiment, the power of the generator 9 is smaller than the power of the driving motor 17, and the input shaft 8 of the generator is provided with the generator input gear 7 which is matched with the first-gear clutch shaft output gear 10.
Particularly, the hybrid system is convenient to realize oil saving and consumption reduction, simplifies the structure, reduces the cost, improves the reliability of the system and is suitable for large-scale production.
In the present embodiment, the first-gear clutch 5 includes a first-gear clutch outer hub 51 and a first-gear clutch inner hub 52, the second-gear clutch 11 includes a second-gear clutch outer hub 111 and a second-gear clutch inner hub 112, and the differential 23 includes a left side gear 231, a right side gear 232, planetary gears 233, an output shaft 15, and a main reduction gear 22.
Specifically, the main reduction gear 22 meshes with a secondary clutch shaft output gear 24, and transmits power to the differential 23.
In the embodiment, the driving motor 17 is connected with the differential 23 through an intermediate shaft 21, a driving motor output shaft 18 of the driving motor 17 is provided with a driving motor output shaft gear 19, one end of the intermediate shaft 21 is provided with an intermediate shaft input gear 16 matched with the driving motor output shaft gear 19, and the other end of the intermediate shaft 21 is provided with an intermediate shaft output gear 20 matched with the differential 23.
Specifically, the countershaft output gear 20 meshes with a main reduction gear 22 and is connected to a differential 23 via an output shaft 15.
The automobile is provided with the special two-gear hybrid power transmission.
In the embodiment, the two-gear special hybrid power transmission is arranged at the bottom of the automobile and is connected with the vehicle control unit.
When the special hybrid transmission for the two-gear is used, for example, a hybrid vehicle is used, the generator is designed and selected, the average power consumption of the vehicle per hundred kilometers is considered to be 15KW, and the long distance can be continuously run and the battery capacity can be maintained under the condition that the rated power of the generator is greater than the average power consumed by the vehicle during running. A generator with the rated power of 20-30 kW is selected, the electric quantity of a battery can be supplemented while the driving motor is powered, the electric quantity SOC (state of charge) of the battery is increased to more than 60%, and the high-performance speed acceleration can be ensured if sufficient electric quantity is reserved. The range-extended generator only needs to work around rated power with quiet and high efficiency, so that only a small range of high-efficiency areas is needed. The working characteristic can simplify the design of the engine, and only needs to make a tuning instruction for a quiet high-efficiency rotating speed interval of medium and low rotating speeds, even does not need to consider the work above 4000r/min, thereby saving oil.
The design and the model selection of the driving motor are realized, and because an electric driving system is not matched with a multi-gear transmission by the traditional power, only single-gear speed reduction is realized, and the rotating speed of the driving motor reaches more than 10000r/min under the condition of meeting the highest speed requirement, the speed regulation range of the driving motor is required to be wide; in order to meet the requirements of short-time acceleration performance and climbing performance of the whole vehicle, the backup power is required to be higher, and the peak power of a driving motor is generally required to be more than 100 kW. The driving motor needs to realize the functions of reversing and backing a car and recovering braking energy, bear alternating impact load, and the structural design needs to ensure enough strength. In order to ensure the endurance mileage of the whole vehicle and the indexes of low power consumption and low oil consumption, the driving motor has very wide efficiency in a wider rotating speed and torque range.
The hybrid system has the advantages that the requirements of the hybrid system on the two motors are completely different, the hybrid system can save oil and reduce consumption only by matching a generator with smaller volume power and a driving motor with larger volume power, the structure is simplified, the cost is reduced, the reliability of the system is improved, and the hybrid system is suitable for large-scale production.
The arc spring is arranged in the shock absorber, plays a certain role in attenuating torque and rotating speed vibration transmitted by an engine, but cannot completely protect the transmission. For example, a starting clutch is arranged between the manual transmission and the engine besides the shock absorber; a double-clutch module is arranged between the double-clutch transmission and the engine besides the shock absorber; besides the function of shifting, the clutches also have the function of torque overload protection. According to the hybrid transmission structure, the input shaft of the transmission is rigidly connected with the generator, and a clutch structure is not arranged between the input shaft and the generator, so that overload protection is required to be added. The torque limiter is added with a torque limiting protection function and structurally comprises a disc spring, a friction plate, a driving pressure plate and a driven pressure plate, wherein the driven pressure plate is connected with an arc spring vibration reduction mechanism, the pre-pressure of the disc spring can enable friction transmission to be generated among the friction plate, the driving pressure plate and the driven pressure plate, an engine is connected with the driving pressure plate, an input shaft of a hybrid transmission is connected with the driven pressure plate, when the torque exceeds the friction transmission limit, the slip is generated to realize torque limitation, the overload protection is carried out on a shaft tooth structure of the transmission, and if the torque does not exceed the limit, the vibration reduction mechanism can normally play a vibration reduction role.
The hybrid system with the input shaft rigidly connected to the generator is necessarily provided with a damping mechanism with torque limiting protection, so that the hybrid system is suitable for practical application and really realizes the hybrid power generation function.
The pinion meshed with the differential gear is moved to the end closest to the engine, so that the axial length of the associated gear on one side of the driving motor is shortened, a larger axial space is reserved for the driving motor, larger pure electric driving power is realized, and the size of the motor is in direct proportion to the power. For example, the hybrid vehicle type is limited in that the engine occupies most of the axial space in the production cabin, the power of the matched motor is not more than 135kW, and the pure electric driving power requirement reaches 160 kW. It is necessary to minimize the axial dimension of the gear arrangement for better electric drive performance.
Meanwhile, by adopting a variant design, multi-gear hybrid power transmission can be realized, various driving modes can be realized, and different types of hybrid power automobiles can be carried.
Having described embodiments of the present invention, the foregoing description is intended to be exemplary, not exhaustive, and not limited to the embodiments disclosed. Many modifications and variations will be apparent to those of ordinary skill in the art without departing from the scope and spirit of the described embodiments.
Claims (10)
1. A two-speed dedicated hybrid transmission, comprising:
a hybrid engine;
the driving motor is connected with one input end of the differential mechanism;
a single mass flywheel and a torque limiter are arranged between the first-gear clutch and the hybrid power engine, a first-gear clutch gear of the first-gear clutch is connected with a second-gear clutch shaft input gear of the second-gear clutch, a first-gear clutch shaft output gear of the first-gear clutch is connected with a second-gear clutch gear of the second-gear clutch, and a second-gear clutch shaft output gear of the second-gear clutch is connected with the other input end of the differential;
a generator connected to the first-gear clutch shaft output gear of the first-gear clutch;
the controller comprises a double-motor controller and a clutch controller, the double-motor controller can control the driving motor and the generator, and the clutch controller is used for controlling the combination and separation actions of the first gear clutch and the second gear clutch.
2. The two-gear special hybrid transmission according to claim 1, wherein the torque limiter is connected to the single mass flywheel through a bolt, one end of the single mass flywheel is connected to the hybrid engine through a crankshaft, and the other end of the single mass flywheel is connected to a first-gear clutch shaft of the first-gear clutch.
3. The two-speed dedicated hybrid transmission according to claim 1,
the clutch controller comprises a hydraulic system, and the hydraulic system comprises an oil filter, a mechanical oil pump, a main oil path control valve, a main oil path clutch valve and a clutch electromagnetic valve.
4. The two-speed dedicated hybrid transmission according to claim 1, further comprising a cooling and lubrication system comprising an oil suction filter, an electric oil pump, an oil cooler, a pressure oil filter, and a bypass valve.
5. The two-speed dedicated hybrid transmission according to claim 1, wherein said dual motor controller comprises a high pressure input unit, a low pressure input unit, a signal control unit and a cooling unit.
6. The two-speed dedicated hybrid transmission according to claim 1, wherein the power of the generator is smaller than that of the driving motor, and a generator input gear engaged with the first-speed clutch shaft output gear is provided on an input shaft of the generator.
7. The two-speed dedicated hybrid transmission according to claim 1,
the first gear clutch comprises a first gear clutch outer hub and a first gear clutch inner hub, the second gear clutch comprises a second gear clutch outer hub and a second gear clutch inner hub, and the differential comprises a left half axle gear, a right half axle gear, a planetary gear, an output shaft and a main reduction gear.
8. The two-speed dedicated hybrid transmission according to claim 1, wherein the driving motor is connected to the differential via an intermediate shaft, a driving motor output shaft gear is disposed on a driving motor output shaft of the driving motor, an intermediate shaft input gear engaged with the driving motor output shaft gear is disposed at one end of the intermediate shaft, and an intermediate shaft output gear engaged with the differential is disposed at the other end of the intermediate shaft.
9. An automobile comprising the two-speed dedicated hybrid transmission according to any one of claims 1 to 8.
10. The vehicle of claim 9, wherein the two-gear special hybrid transmission is arranged at the bottom of the vehicle and is connected with a vehicle control unit.
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| CN202220112381.2U CN216942663U (en) | 2022-01-17 | 2022-01-17 | Two keep off special hybrid transmission and car |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN115782554A (en) * | 2022-10-11 | 2023-03-14 | 上汽通用五菱汽车股份有限公司 | Hybrid power device and hybrid power system |
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Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN115782554A (en) * | 2022-10-11 | 2023-03-14 | 上汽通用五菱汽车股份有限公司 | Hybrid power device and hybrid power system |
| CN115782554B (en) * | 2022-10-11 | 2023-08-29 | 上汽通用五菱汽车股份有限公司 | Hybrid power device and hybrid power system |
| WO2024078323A1 (en) * | 2022-10-11 | 2024-04-18 | 上汽通用五菱汽车股份有限公司 | Hybrid power apparatus and hybrid power system |
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