CN217074023U - Hybrid power transmission device and vehicle - Google Patents
Hybrid power transmission device and vehicle Download PDFInfo
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- CN217074023U CN217074023U CN202121503587.XU CN202121503587U CN217074023U CN 217074023 U CN217074023 U CN 217074023U CN 202121503587 U CN202121503587 U CN 202121503587U CN 217074023 U CN217074023 U CN 217074023U
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Abstract
The utility model discloses hybrid transmission and vehicle, including engine, first motor, second motor, first transmission shaft, second transmission shaft, synchronous ware and first, second, three-gear pair, the engine is connected in first transmission shaft through torsion damper or dual mass flywheel, and the engine keeps the linkage state with first transmission shaft, and first motor is connected in first transmission shaft; the first, second and third gear pairs are combined between the first and second transmission shafts through a synchronizer; the second motor is connected to the second transmission shaft, and the second transmission shaft outputs power to the differential. Need not to set up clutch disconnection engine, simplified the structure, realize multiple drive form through the control synchronizer, improve engine efficiency, be applicable to HEV motorcycle type, the power transmission route of second motor to wheel end is short, and transmission efficiency is high, and the required drive power of wheel end falls in the high efficiency region of engine as much as possible, adopts the fuel consumption rate that the series connection increases the journey mode and promotes the engine to improve whole car economy.
Description
Technical Field
The utility model belongs to the derailleur field especially relates to hybrid transmission and vehicle.
Background
With the development of the automobile industry, automobile emission regulations are becoming stricter, the requirements of users on the safety, comfort and fuel consumption economy of the whole automobile are higher and higher, and a hybrid power driven automobile becomes the mainstream trend of the traditional power driven automobile in the period of transition to a pure electric driven automobile.
The current hybrid power system is mainly divided into three directions, namely a series type, a parallel type and a series-parallel type hybrid system.
The series type drives the generator to generate electricity by depending on the engine, and the generated electric energy is directly supplied to the driving motor to drive the vehicle to run or is stored in the power battery. And under the condition that the vehicle is required to cover various working condition requirements, the power selection of a driving motor, a generator and an engine is required to be large, so that the problems of cost rise and arrangement are caused.
The parallel connection type depends on the engine and the driving motor to output power together so as to meet the power requirement of the vehicle, has small requirement on the torque of the motor, and can effectively reduce the size of the battery. However, the rotating speed of the engine cannot be decoupled with the vehicle speed, so that the adjusting capacity of the high-efficiency area of the engine is limited, and the oil saving effect is limited.
The series-parallel connection type integrates the advantages of the series connection type and the parallel connection type, can be designed according to the target of a vehicle, and has larger oil-saving space on the premise of meeting the requirement of the power performance of the whole vehicle by selecting a scheme. The disadvantage is that the control difficulty is large according to the complexity of the system.
The existing double-motor hybrid power transmission device capable of realizing three-gear driving of an engine belongs to a series-parallel type hybrid system and comprises an engine, a first motor, a second motor, a first gear set, a second gear set, a third gear set and a synchronizer, wherein a driving gear of the first gear set is sleeved on an input shaft in a free manner, a driven gear is fixedly arranged on an output shaft, driving gears of the second gear set and the third gear set are fixedly arranged on the input shaft, the driven gear is sleeved on the output shaft in a free manner, the engine and the first motor are coaxially arranged at one end of the input shaft and are connected through a single clutch, the engine and the first motor are both connected to the driving gear and the input shaft of the first gear set through double clutches, a bilateral synchronizer is arranged on the output shaft and is used for combining the driven gears of the second gear set and the third gear set with the output shaft, the second motor is connected to a driving gear of the third gear set through a reduction gear pair, although three gears of a direct drive mode of the engine and six gears of a pure electric mode of the single motor can be realized by controlling the working states of the single clutch, the double clutch and the bilateral synchronizer, the control is simple compared with a general series-parallel hybrid system, but the scheme has the following problems:
1) the structure is complex;
2) the transmission path from the second motor to the wheel end is long, and the transmission efficiency is low;
3) the engine and the first motor rotate coaxially, and the engine and the first motor are difficult to be matched with a high-efficiency interval of the first motor.
SUMMERY OF THE UTILITY MODEL
The utility model discloses the technical problem that will solve is: aiming at the problems that the existing double-motor hybrid power transmission device capable of realizing three gears in the direct drive mode is complex in structure and low in transmission efficiency, the hybrid power transmission device and the vehicle are provided.
In order to solve the above technical problem, an embodiment of the present invention provides a hybrid transmission device, including an engine, a first motor, a second motor, a first transmission shaft, a second transmission shaft, a synchronizer, a first gear pair, a second gear pair, and a third gear pair;
the engine is connected to the first transmission shaft through a torsional damper or a dual-mass flywheel, and the engine and the first transmission shaft are kept in a linkage state;
the first motor is connected to the first transmission shaft;
the first gear pair, the second gear pair and the third gear pair are respectively combined between the first transmission shaft and the second transmission shaft through synchronizers;
the second motor is connected to the second transmission shaft;
the second transmission shaft outputs power to a differential.
Optionally, the synchronizers of the hybrid transmission include a double-sided synchronizer and a single-sided synchronizer;
the bilateral synchronizer is used for selectively combining one of the first gear pair and the second gear pair between the first transmission shaft and the second transmission shaft;
the unilateral synchronizer is used for combining the third gear pair between the first transmission shaft and the second transmission shaft.
Optionally, the first gear pair includes a first gear driving gear and a first gear driven gear, the second gear pair includes a second gear driving gear and a second gear driven gear, and the third gear pair includes a third gear driving gear and a third gear driven gear;
the first gear driving gear and the second gear driving gear are sleeved on the first transmission shaft in a hollow mode, the first gear driven gear and the second gear driven gear are fixedly arranged on the second transmission shaft, and the bilateral synchronizer is arranged on the first transmission shaft and is used for combining any one of the first gear driving gear and the second gear driving gear with the first transmission shaft; or the like, or, alternatively,
the first gear driving gear and the second gear driving gear are fixedly arranged on the first transmission shaft, the first gear driven gear and the second gear driven gear are sleeved on the second transmission shaft in a hollow manner, and the bilateral synchronizer is arranged on the second transmission shaft and is used for combining any one of the first gear driven gear and the second gear driven gear with the second transmission shaft;
the third gear driving gear is sleeved on the first transmission shaft in an empty mode, the third gear driven gear is fixedly arranged on the second transmission shaft, and the single-side synchronizer is arranged on the first transmission shaft and is used for combining the third gear driving gear with the first transmission shaft; and the third gear driven gear is meshed with the gear ring of the differential and forms a main reduction gear pair of the hybrid power transmission device.
Optionally, the first gear pair, the second gear pair and the third gear pair are arranged in sequence along a direction away from the engine, the unilateral synchronizer is located on one side of the third gear pair departing from or facing the second gear pair, and the bilateral synchronizer is located between the first gear pair and the second gear pair.
Optionally, the torsional damper or the dual mass flywheel is connected to one end of the first transmission shaft, the first motor is connected to the other end of the first transmission shaft, and the second motor is connected to one end of the second transmission shaft, which is far away from the engine.
Optionally, the electric vehicle further comprises a speed-increasing gear pair, and the first transmission shaft is connected to the first motor through the speed-increasing gear pair.
Optionally, the speed-increasing gear pair comprises a first speed-increasing gear, an idler gear and a second speed-increasing gear, the first speed-increasing gear is fixedly arranged on the first transmission shaft, the second speed-increasing gear is fixedly arranged on a rotating shaft of the first motor, and the idler gear is respectively meshed with the first speed-increasing gear and the second speed-increasing gear.
Optionally, the electric vehicle further comprises a reduction gear pair, and the second motor is connected to the second transmission shaft through the reduction gear pair.
Optionally, the hybrid power transmission device has a pure electric mode, a hybrid driving mode, an engine direct-drive mode, a series range extending mode, a braking energy recovery mode and a parking charging mode;
the synchronizer combines any one of the first gear pair, the second gear pair and the third gear pair between the first transmission shaft and the second transmission shaft, the engine and the first motor do not work, and the second motor drives to establish a pure electric mode;
the synchronizer couples any one of the first gear pair, the second gear pair and the third gear pair between the first transmission shaft and the second transmission shaft, the engine drives, and at least one of the first motor and the second motor drives, so as to establish the hybrid driving mode;
the synchronizer combines any one gear pair of the first gear pair, the second gear pair and the third gear pair between the first transmission shaft and the second transmission shaft, the engine drives, the first motor does not work or generates electricity, and the second motor does not work so as to establish the direct drive mode of the engine;
separating the synchronizer, wherein the first motor is driven by the engine to generate power, and the second motor is driven to establish the series range extending mode;
separating the synchronizer, wherein the engine and the first motor do not work, and the second motor generates electricity to establish the braking energy recovery mode;
the synchronizer is disengaged and the first motor generates power under the drive of the engine to establish the parking charge mode.
An embodiment of the utility model provides a vehicle is still provided, including aforementioned hybrid transmission.
The embodiment of the utility model provides a hybrid transmission and vehicle, the engine keeps the linkage state with first transmission shaft, need not to set up clutch disconnection engine, the structure is simplified, whether operating condition through control synchronizer can realize that control engine and first motor directly participate in the driving wheel end, thereby realize multiple drive forms such as engine direct drive mode, pure electric mode, hybrid drive mode, the range mode is extended in series, and three fender position under the engine direct drive mode, a plurality of fender positions under the hybrid drive mode, be applicable to various road conditions, guarantee that the engine operates in best work area all the time, improve engine efficiency, effectively promote dynamic property and economic nature, be applicable to the HEV motorcycle type;
the second motor is connected to the second transmission shaft, so that a force transmission path from the second motor to the wheel end is short, and the transmission efficiency is high.
The three-gear speed ratio from the engine to the wheel end is flexible in type selection;
during gear shifting, power can be output to the wheel end through the second motor, and unpowered interrupted gear shifting is achieved;
in the aspect of power regulation, the hybrid power transmission device can be used for regulating the output and input power of the power battery through three gears of the engine, so that the driving power required by a wheel end falls in a high-efficiency area of the engine as much as possible, the working state of the engine is kept free from or less influenced by road conditions, the fuel consumption rate of the engine can be effectively improved by adopting a series range extending mode, and the kinetic energy during braking can be recovered to the power battery; all the measures can not only greatly improve the economic performance of the whole vehicle, but also improve the large torque output capacity of low vehicle speed.
Drawings
Fig. 1 is a schematic structural diagram of a hybrid power transmission device according to an embodiment of the present invention;
FIG. 2 is a power transmission scheme of the hybrid transmission of FIG. 1 in an electric-only mode;
FIG. 3 is a first power transmission route diagram of the hybrid transmission illustrated in FIG. 1 in a hybrid drive mode;
FIG. 4 is a second power transmission route diagram of the hybrid transmission illustrated in FIG. 1 in a hybrid drive mode;
FIG. 5 is a third power transmission route diagram of the hybrid transmission of FIG. 1 in a hybrid drive mode;
FIG. 6 is a power transmission scheme of the hybrid transmission of FIG. 1 in a series range extending mode;
fig. 7 is a schematic structural diagram of a hybrid transmission according to an embodiment of the present invention;
the reference numerals in the specification are as follows:
1. an engine; 2. a first motor; 3. a second motor; 4. a first drive shaft; 5. a second drive shaft; 7. a torsional damper; 8. a bilateral synchronizer; 9. a single-side synchronizer;
12. a differential, 121, a ring gear;
211. a first gear driving gear; 212. a first gear driven gear;
221. a second stop driving gear; 222. a second-gear driven gear;
231. a third gear driving gear; 232. a third gear driven gear;
241. a first speed increasing gear; 242. a second speed increasing gear; 243. an idler pulley;
251. a first reduction gear; 252. a second reduction gear.
Detailed Description
In order to make the technical problem, technical solution and advantageous effects solved by the present invention more clearly understood, the following description is given in conjunction with the accompanying drawings and embodiments to illustrate the present invention in further detail. It should be understood that the specific embodiments described herein are for purposes of illustration only and are not intended to limit the invention.
As shown in fig. 1, a hybrid power transmission device provided by the embodiment of the present invention includes an engine 1, a first motor 2, a second motor 3, a first transmission shaft 4, a second transmission shaft 5, a synchronizer, a first gear pair, a second gear pair, and a third gear pair;
the engine 1 is connected to the first transmission shaft 4 through the torsional damper 7 or the dual-mass flywheel, and the engine 1 and the first transmission shaft 4 keep a linkage state, namely the engine 1 and the first transmission shaft 4 cannot disconnect power transmission, and if no clutch is arranged;
the first motor 2 is connected with the first transmission shaft 4;
the first gear pair, the second gear pair and the third gear pair are respectively combined between the first transmission shaft 4 and the second transmission shaft 5 through synchronizers;
the second motor 3 is connected to the second transmission shaft 5;
the second propeller shaft 5 outputs power to the differential 12.
The engine 1, the first motor 2 and the second motor 3 are used as power sources, and the power transmitted to the differential 12 by the power sources is transmitted to the wheel end through a half shaft. The first electric machine 2 can be used as a starting motor, a generator and a driving motor for driving a wheel end.
Specifically, any one of the first gear pair, the second gear pair and the third gear pair is a first gear pair, any one of the first gear pair, the second gear pair and the third gear pair is a second gear pair, and any one of the first gear pair, the second gear pair and the third gear pair is a third gear pair, that is, no requirement is made on the arrangement sequence of the first gear pair, the second gear pair and the third gear pair on the first transmission shaft 4. Of course, the first gear pair, the second gear pair and the third gear pair have different speed ratios.
In the present application, for simplifying the description, the first motor 2 and the second motor 3 are collectively referred to as a motor, the first transmission shaft 4 and the second transmission shaft 5 are collectively referred to as a transmission shaft, and the first gear pair, the second gear pair and the third gear pair are collectively referred to as a gear pair.
The second motor 3 can drive the wheel end alone when disengaging the synchronizer.
The engine 1 can drive the wheel end independently, three forward gears under the engine direct drive mode can be realized by switching the working state of the synchronizer, the engine 1 can drive the wheel end together with the first motor 2 or the second motor 3, and a plurality of forward gears under the hybrid drive mode can be realized by switching the working state of the synchronizer.
When the synchronizer is separated, the first motor 2 generates power under the driving of the engine 1, and the second motor 3 drives the wheel end, so that the series range extending mode can be realized.
The second motor 3 generates electricity under the driving of the wheel end of the separation synchronizer, so that a braking energy recovery mode can be realized, and energy conservation and emission reduction can be realized to the maximum extent.
When the synchronizer is separated, the first motor 2 is driven by the engine 1 to generate electricity, and the second motor 3 does not work, so that the parking electricity generation mode can be realized.
The embodiment of the utility model provides a hybrid transmission, engine 1 keeps the linkage state with first transmission shaft 4, need not to set up clutch disconnection engine 1, the structure is simplified, whether operating condition through control synchronizer can realize controlling engine 1 and first motor and directly participate in the driving wheel end, thereby realize multiple drive forms such as engine direct drive mode, pure electric mode, hybrid drive mode, the range mode is extended in series, and three fender position under the engine direct drive mode, a plurality of fender positions under the hybrid drive mode, be applicable to various road conditions, guarantee that engine 1 operates in best work area all the time, improve engine 1 efficiency, effectively promote dynamic property and economic nature, be applicable to HEV motorcycle type;
the second motor 3 is connected to the second transmission shaft 5, so that a force transmission path from the second motor 3 to the wheel end is short, and the transmission efficiency is high.
The three-gear speed ratio from the engine 1 to the wheel end is flexible in model selection;
during gear shifting, power can be output to the wheel end through the second motor 3, and unpowered interrupted gear shifting is achieved;
in the aspect of power regulation, the hybrid power transmission device can be used for regulating the output and input power of the power battery through three gears of the engine 1, so that the driving power required by a wheel end falls in a high-efficiency area of the engine 1 as much as possible, the working state of the engine 1 is kept free from or less influenced by road conditions, the fuel consumption rate of the engine 1 can be effectively improved by adopting a series range extending mode, and the kinetic energy during braking can be recovered to the power battery; all the measures can not only greatly improve the economic performance of the whole vehicle, but also improve the large torque output capacity of low vehicle speed.
In one embodiment, as shown in FIG. 1, the synchronizers of the hybrid transmission include a double-sided synchronizer 8 and a single-sided synchronizer 9;
the bilateral synchronizer 8 is used for selectively combining one of the first gear pair and the second gear pair between the first transmission shaft 4 and the second transmission shaft 5;
the single-side synchronizer 9 is used for combining the third gear pair between the first transmission shaft 4 and the second transmission shaft 5.
According to the requirement of wheel end torque, the bilateral synchronizer 8 is controlled to combine the first gear pair or the second gear pair between the first transmission shaft 4 and the second transmission shaft 5, so that the power of the first transmission shaft 4 can be transmitted to the second transmission shaft 5 through the first gear pair or the second gear pair, or the unilateral synchronizer 9 is controlled to combine the third gear pair between the first transmission shaft 4 and the second transmission shaft 5, so that the power of the first transmission shaft 4 is transmitted to the second transmission shaft 5 through the third gear pair, namely, two advancing gear controls can be realized through the bilateral synchronizer 8, one advancing gear control can be realized through the unilateral synchronizer 9, the structure is simple and compact, and the axial size of the hybrid power transmission device can be reduced. Of course, three unilateral synchronizers 9 can be selected to control three forward gears respectively, or two bilateral synchronizers 8 can be selected to control three forward gears, so that the structure is relatively complex, and the axial size is long.
In one embodiment, as shown in fig. 1, the first gear pair includes a first gear driving gear 211 and a first gear driven gear 212, the second gear pair includes a second gear driving gear 221 and a second gear driven gear 222, and the third gear pair includes a third gear driving gear 231 and a third gear driven gear 232. In the present application, for simplicity, the first gear driving gear 211, the second gear driving gear 221, and the third gear driving gear 231 are collectively referred to as a gear driving gear, the first gear driven gear 212, the second gear driven gear 222, and the third gear driven gear 232 are collectively referred to as a gear driven gear, and the gear driving gear and the gear driven gear are collectively referred to as a gear.
Wherein: as shown in fig. 1, the first gear driving gear 211 and the second gear driving gear 221 are freely sleeved on the first transmission shaft 4, the first gear driven gear 212 and the second gear driven gear 222 are fixedly arranged on the second transmission shaft 5, and the double-sided synchronizer 8 is arranged on the first transmission shaft 4 and is used for combining any one of the first gear driving gear 211 and the second gear driving gear 221 with the first transmission shaft 4; or the like, or, alternatively,
not shown in the drawings, the first gear driving gear and the second gear driving gear are fixedly arranged on the first transmission shaft, the first gear driven gear and the second gear driven gear are sleeved on the second transmission shaft in a hollow manner, and the double-side synchronizer is arranged on the second transmission shaft and is used for combining any one of the first gear driven gear and the second gear driven gear with the second transmission shaft;
as shown in fig. 1, the third gear driving gear 231 is loosely sleeved on the first transmission shaft 4, the third gear driven gear 232 is fixedly arranged on the second transmission shaft 5, and the single-side synchronizer 9 is arranged on the first transmission shaft 4 and is used for combining the third gear driving gear 231 with the first transmission shaft 4; the third-gear driven gear 232 meshes with the ring gear 121 of the differential 12, and constitutes a main reduction gear pair of the hybrid transmission.
The bilateral synchronizer 8 can be arranged on the first transmission shaft 4 and also can be arranged on the second transmission shaft 5, and two speed ratios of power output from the first transmission shaft 4 to the second transmission shaft 5 can be realized by controlling the bilateral synchronizer 8 only by selecting gear gears of the first gear pair and the second gear pair which are positioned on the same transmission shaft as the bilateral synchronizer 8 to be freely sleeved on the corresponding transmission shaft and selecting gear gears which are not positioned on the same transmission shaft as the bilateral synchronizer 8 to be fixedly arranged on the corresponding transmission shaft; the unilateral synchronizer 9 is arranged on the first transmission shaft 4, so that the third gear driven gear 232 and the gear ring 121 of the differential mechanism 12 form a main reduction gear pair, the power output by the engine 1 or the first motor 2 is firstly reduced through the three gear pairs and then is subjected to main reduction through the main reduction gear pair, the power requirement of the wheel end is better matched, and the power output by the second motor 3 is subjected to main reduction through the main reduction gear pair, so that the power requirement of the wheel end is better matched; therefore, the control of three forward gears is realized through the unilateral synchronizer 9 and the bilateral synchronizer 8, and the structure is simple.
Preferably, the bilateral synchronizer 8 is arranged on the first transmission shaft 4, when the engine 1 outputs power to the wheel end alone or the engine 1 and the first motor 2 output power to the wheel end together, the bilateral synchronizer 8 has a good transmission effect, and when the engine 1 drives the first motor 2 to generate electricity, the gear does not rotate along with the first transmission shaft 4, so that the efficiency of the engine 1 driving the first motor 2 to generate electricity is improved.
In one embodiment, as shown in fig. 1, the first gear pair, the second gear pair and the third gear pair are arranged in sequence in a direction away from the engine 1;
the bilateral synchronizer 8 is positioned between the first gear pair and the second gear pair;
the unilateral synchronizer 9 is positioned on one side of the third gear pair, which deviates from or faces the second gear pair. The structure is simple and compact, the two-side synchronizer 8 can be combined with two gear pairs on two sides of the two-side synchronizer, the single-side synchronizer 9 is combined with one gear pair on one side of the single-side synchronizer, the axial distance between the two gear pairs is prevented from being increased for arranging the single-side synchronizer between the two gear pairs needing to be selected, and the axial size is favorably shortened.
Preferably, the speed ratio of the second gear pair is respectively greater than the speed ratio of the first gear pair and the speed ratio of the third gear pair, the first gear pair and the third gear pair corresponding to higher vehicle speeds are located on two sides of the second gear pair, the position of the first transmission shaft 4 supported on the transmission shell is closer, and the transmission stability is favorably improved.
In one embodiment, as shown in fig. 1, the torsional damper 7 or the dual mass flywheel is connected to one end of the first transmission shaft 4, the first motor 2 is connected to the other end of the first transmission shaft 4, and the second motor 3 is connected to one end of the second transmission shaft 5 far from the engine 1, so that the first motor 2 and the second motor 3 are integrated in the same housing, the structure is simplified, the size of the hybrid power transmission device is reduced, the transmission path from the second motor 3 to the wheel end is short, and the transmission efficiency is high.
In an embodiment, as shown in fig. 1, the electric vehicle further includes an increasing gear pair, the first transmission shaft 4 is connected to the first motor 2 through the increasing gear pair, the first motor 2 is not coaxial with the engine 1, the increasing gear pair is used for increasing the speed and decreasing the torque of the first transmission shaft 4 when transmitting power to the first motor 2, and the decreasing gear pair is used for decreasing the speed and increasing the torque of the first transmission shaft 4 when transmitting power from the first motor 2 to the first transmission shaft 4, so as to improve the efficiency of the engine 1 for driving the first motor 2 to generate power and the efficiency of the first motor 2 for driving the wheel end, which is beneficial to reducing the size of the first motor 2 and can be matched with the high-efficiency section of the first motor 2.
Specifically, the speed-increasing gear pair includes a first speed-increasing gear 241 fixedly disposed on the first transmission shaft 4 and a second speed-increasing gear 242 fixedly disposed on the rotation shaft of the first motor 2, and is simple in structure.
Preferably, as shown in fig. 7, the speed increasing gear pair further includes an idle gear 243, and the idle gear 243 is respectively engaged with the first speed increasing gear 241 and the second speed increasing gear 242; the idler wheel 243 is additionally arranged, so that the arrangement of the hybrid power transmission device is convenient, and the structure is compact.
In one embodiment, as shown in fig. 1, the electric vehicle further includes a reduction gear pair, and the second motor 3 is connected to the second transmission shaft 5 through the reduction gear pair; the speed reduction and torque increase of the output power of the second motor 3 are realized through the reduction gear pair, and the size reduction of the second motor 3 is facilitated. Specifically, the reduction gear pair includes a first reduction gear 251 fixed to the rotating shaft of the second motor 3 and a second reduction gear 252 fixed to the second transmission shaft 5, and is simple in structure.
Specifically, the first and second transmission shafts 4 and 5 are supported on the transmission case by bearings.
Specifically, the gears (the gear, the first speed increasing gear 241, and the second speed reducing gear 252) fixedly arranged on the corresponding transmission shafts may be welded, splined, press-fitted with interference, or directly formed on the corresponding transmission shafts, so that the corresponding gears and the transmission shafts are connected and synchronously rotated.
Specifically, the gear gears which are sleeved on the corresponding transmission shafts in an empty mode are sleeved on the corresponding transmission shafts through bearings in an empty mode, and therefore the corresponding gear gears are connected with the transmission shafts in a rotating mode.
Specifically, the hubs of all the synchronizers are splined to the corresponding drive shafts.
The hybrid power transmission device has a pure electric mode, a hybrid driving mode, an engine direct-drive mode, a series range extending mode, a braking energy recovery mode and a parking charging mode; the following describes the respective modes of operation in connection with preferred embodiments of the present application:
1) the synchronizer combines any one of the first gear pair, the second gear pair and the third gear pair between the first transmission shaft 4 and the second transmission shaft 5, the engine 1 and the first motor 2 do not work, and the second motor 3 drives to establish a pure electric mode; the engine 1 does not work, does not participate in driving, does not drive the first motor 2 to generate electricity, and does not drive the wheel end; as shown in fig. 2, the power transmission route in the electric-only mode is: the second motor 3- > the second transmission shaft 5- > the third gear driven gear 232- > the differential 12- > the wheel end.
When the electric quantity of the power battery is sufficient, the whole vehicle can run in a pure electric mode at the full vehicle speed.
2) The synchronizer combines any one of the first gear pair, the second gear pair and the third gear pair between the first transmission shaft 4 and the second transmission shaft 5, the engine 1 drives, and at least one of the first motor 2 and the second motor 3 drives to establish a hybrid driving mode; the synchronizer combines a certain gear pair between the first transmission shaft 4 and the second transmission shaft 5, and multiple gears under a hybrid driving mode can be realized through the engine 1 and the two motors (the first motor 2 and the second motor 3).
When the engine 1 and the second motor 3 are driven together, three hybrid driving mode gears are provided, and the first motor 2 can generate electricity; wherein: as shown in fig. 3, when the first gear is in operation, the bilateral synchronizer 8 couples the first-gear pair between the first transmission shaft 4 and the second transmission shaft 5; the power transmission line 1 is: the engine 1- > twists reverse the bumper shock absorber 7- > the first drive shaft 4- > bilateral synchronizer 8, the first gear pair > the second drive shaft 5- > the third gear driven gear 232- > differential mechanism 12- > wheel end;
the power transmission route 2 is: the second motor 3- > the second transmission shaft 5- > the third gear driven gear 232- > the differential 12- > the wheel end;
the power transmission line 3 is: the engine 1- > twists reverse the bumper shock absorber 7- > first drive shaft 4- > speed increasing gear pair > first electrical machinery 2.
As shown in fig. 4, when the second gear is in operation, the bilateral synchronizer 8 couples the second gear pair between the first transmission shaft 4 and the second transmission shaft 5; the power transmission line 1 is: the engine 1- > torsion damper 7- > first transmission shaft 4- > bilateral synchronizer 8, second gear pair- > second transmission shaft 5- > third gear driven gear 232- > differential mechanism 12- > wheel end;
the power transmission route 2 is: the second motor 3- > the second transmission shaft 5- > the third gear driven gear 232- > the differential 12- > the wheel end;
the power transmission line 3 is: the engine 1- > twists reverse the bumper shock absorber 7- > first drive shaft 4- > speed increasing gear pair > first electrical machinery 2.
As shown in fig. 5, when the third gear is operated, the single-sided synchronizer 9 couples the third gear pair between the first transmission shaft 4 and the second transmission shaft 5; the power transmission line 1 is: the engine 1- > torsion damper 7- > first transmission shaft 4- > unilateral synchronizer 9, third gear pair > differential mechanism 12- > wheel end;
the power transmission line 2 is: the second motor 3- > the second transmission shaft 5- > the third gear driven gear 232- > the differential 12- > the wheel end;
the power transmission line 3 is: the engine 1- > twists reverse the bumper shock absorber 7- > first drive shaft 4- > speed increasing gear pair > first electrical machinery 2.
When the engine 1 and the first motor 2 are driven, three gears of a hybrid driving mode are provided, the path of the output power of the engine 1 is the same as the three gears of the hybrid driving mode, the path of the output power of the first motor 2 is similar to the path of the output power of the engine 1 of the hybrid driving mode, and only the first motor 2 is used as a power source;
when the engine 1, the first motor 2 and the second motor 3 are driven, three gears of a hybrid driving mode are provided, the routes of power output by the engine 1 and the first motor 2 are similar to the three gears of the hybrid driving mode, except that the engine 1 and the first motor 2 share the same power source, and the route of power output by the second motor 3 is the same as the pure electric mode.
According to the working condition of the whole vehicle, when the requirement on the vehicle speed is high, the hybrid driving mode can be switched to. During the mode switching, the second electric machine 3 participates in the drive, without power interruption.
3) Any one gear pair of the first gear pair, the second gear pair and the third gear pair is combined between the first transmission shaft 4 and the second transmission shaft 5 by the synchronizer, the engine 1 is driven, and the first motor 2 and the second motor 3 do not work so as to establish an engine direct drive mode; the synchronizer combines a certain gear pair between the first transmission shaft 4 and the second transmission shaft 5, and three gears under the direct drive mode of the engine can be realized.
The power transmission routes of the three gears in the engine direct drive mode are the same as those of the three gears in the hybrid drive mode, and the whole vehicle can run in the engine direct drive mode at the full vehicle speed.
4) A separating synchronizer, wherein the first motor 2 is driven by the engine 1 to generate power, and the second motor 3 is driven to establish a series range extending mode; as shown in fig. 6, the power transmission route is: the engine 1- > twists reverse the bumper shock absorber 7- > first transmission shaft 4- > speed increasing gear pair- > first motor 2- > power battery- > second motor 3- > second transmission shaft 5- > third gear driven gear 232- > differential mechanism 12- > wheel end.
When the electric quantity of the power battery is insufficient and the vehicle speed is low, the engine 1 is started by the first motor 2, after the engine 1 is started, the power of the engine 1 is output to the first motor 2 to generate power, the second motor 3 consumes the electric energy of the power battery to drive the wheel end, and the whole vehicle enters a range extending mode.
5) The split synchronizer, the engine 1 and the first electric machine 2 do not operate, and the second electric machine 3 generates electricity to establish a braking energy recovery mode.
6) The synchronizer is disengaged and the first electric machine 2 generates electric power under the drive of the engine 1 to establish the parking charge mode.
The embodiment of the utility model provides a vehicle is still provided, including the hybrid transmission who any preceding embodiment mentioned. The pure electric mode, the hybrid drive, the direct drive of the engine, the series range extension, the recovery of braking energy, the parking charging and other working modes can be realized, in the pure electric/braking energy recovery mode, the engine 1 can be disconnected due to the existence of the synchronizer, the extra energy loss caused by the reverse dragging of the engine 1 is avoided, the kinetic energy during braking can be recovered, the driving power required by a wheel end can fall on a high-efficiency area of the engine 1 as much as possible through the regulation of the three gears of the engine 1 and the output and input power of a power battery, the working state of the engine 1 is kept free from or less influenced by road conditions, the fuel consumption rate of the engine 1 can be effectively improved by adopting the series mode, all the measures not only can greatly improve the economic performance of the whole vehicle, but also can improve the large torque output capacity of low vehicle speed.
Specifically, the engine 1, the first motor 2, the second motor 3, the double-side synchronizer 8 and the single-side synchronizer 9 are all connected to and controlled by the controller, and the controller can automatically realize driving mode and gear switching according to the electric quantity of the power battery and the requirement of vehicle speed.
The above description is only exemplary of the present invention and should not be construed as limiting the present invention, and any modifications, equivalents and improvements made within the spirit and principles of the present invention are intended to be included within the scope of the present invention.
Claims (10)
1. A hybrid power transmission device comprises an engine, a first motor, a second motor, a first transmission shaft, a second transmission shaft, a synchronizer, a first gear pair, a second gear pair and a third gear pair, and is characterized in that the engine is connected to the first transmission shaft through a torsional damper or a dual-mass flywheel, and the engine and the first transmission shaft are kept in a linkage state;
the first motor is connected to the first transmission shaft;
the first gear pair, the second gear pair and the third gear pair are respectively combined between the first transmission shaft and the second transmission shaft through synchronizers;
the second motor is connected to the second transmission shaft;
the second transmission shaft outputs power to a differential.
2. The hybrid transmission of claim 1, wherein the synchronizers of the hybrid transmission include a double-sided synchronizer and a single-sided synchronizer;
the bilateral synchronizer is used for selectively combining one of the first gear pair and the second gear pair between the first transmission shaft and the second transmission shaft;
the unilateral synchronizer is used for combining the third gear pair between the first transmission shaft and the second transmission shaft.
3. The hybrid transmission of claim 2, wherein the first range gear set includes a first range drive gear and a first range driven gear, the second range gear set includes a second range drive gear and a second range driven gear, and the third range gear set includes a third range drive gear and a third range driven gear;
the first gear driving gear and the second gear driving gear are sleeved on the first transmission shaft in a hollow mode, the first gear driven gear and the second gear driven gear are fixedly arranged on the second transmission shaft, and the bilateral synchronizer is arranged on the first transmission shaft and is used for combining any one of the first gear driving gear and the second gear driving gear with the first transmission shaft; or the like, or, alternatively,
the first gear driving gear and the second gear driving gear are fixedly arranged on the first transmission shaft, the first gear driven gear and the second gear driven gear are sleeved on the second transmission shaft in a hollow manner, and the bilateral synchronizer is arranged on the second transmission shaft and is used for combining any one of the first gear driven gear and the second gear driven gear with the second transmission shaft;
the third gear driving gear is sleeved on the first transmission shaft in an empty mode, the third gear driven gear is fixedly arranged on the second transmission shaft, and the single-side synchronizer is arranged on the first transmission shaft and is used for combining the third gear driving gear with the first transmission shaft; and the third gear driven gear is meshed with the gear ring of the differential and forms a main reduction gear pair of the hybrid power transmission device.
4. The hybrid transmission of claim 2, wherein the first, second, and third gear pairs are arranged in sequence in a direction away from the engine, the single-sided synchronizer is located on a side of the third gear pair that faces away from or toward the second gear pair, and the double-sided synchronizer is located between the first and second gear pairs.
5. A hybrid transmission according to claim 1, wherein the torsional damper or the dual mass flywheel is connected to one end of the first drive shaft, the first electric machine is connected to the other end of the first drive shaft, and the second electric machine is connected to the end of the second drive shaft remote from the engine.
6. The hybrid transmission of claim 1, further comprising a step-up gear set, said first drive shaft being connected to said first electric machine through said step-up gear set.
7. The hybrid transmission device according to claim 6, wherein the speed-increasing gear pair includes a first speed-increasing gear, an idler gear, and a second speed-increasing gear, the first speed-increasing gear is fixedly disposed on the first transmission shaft, the second speed-increasing gear is fixedly disposed on the rotation shaft of the first motor, and the idler gear is respectively engaged with the first speed-increasing gear and the second speed-increasing gear.
8. The hybrid transmission of claim 1, further comprising a reduction gear set, said second electric machine being connected to said second transmission shaft through said reduction gear set.
9. The hybrid transmission of claim 1, wherein the hybrid transmission has an electric-only mode, a hybrid drive mode, an engine direct drive mode, a series range extension mode, a braking energy recovery mode, and a parking charge mode;
the synchronizer combines any one of the first gear pair, the second gear pair and the third gear pair between the first transmission shaft and the second transmission shaft, the engine and the first motor do not work, and the second motor drives to establish a pure electric mode;
the synchronizer couples any one of the first gear pair, the second gear pair and the third gear pair between the first transmission shaft and the second transmission shaft, the engine drives, and at least one of the first motor and the second motor drives, so as to establish the hybrid driving mode;
the synchronizer combines any one gear pair of the first gear pair, the second gear pair and the third gear pair between the first transmission shaft and the second transmission shaft, the engine drives, the first motor does not work or generates electricity, and the second motor does not work so as to establish the direct drive mode of the engine;
separating the synchronizer, wherein the first motor is driven by the engine to generate power, and the second motor is driven to establish the series range extending mode;
separating the synchronizer, wherein the engine and the first motor do not work, and the second motor generates electricity to establish the braking energy recovery mode;
the synchronizer is disengaged and the first motor generates power under the drive of the engine to establish the parking charge mode.
10. A vehicle characterized by comprising the hybrid transmission device according to any one of claims 1 to 9.
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202121503587.XU CN217074023U (en) | 2021-07-01 | 2021-07-01 | Hybrid power transmission device and vehicle |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202121503587.XU CN217074023U (en) | 2021-07-01 | 2021-07-01 | Hybrid power transmission device and vehicle |
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| CN217074023U true CN217074023U (en) | 2022-07-29 |
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| CN202121503587.XU Active CN217074023U (en) | 2021-07-01 | 2021-07-01 | Hybrid power transmission device and vehicle |
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| CN (1) | CN217074023U (en) |
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