CN217415460U - Variable speed transmission system of hybrid electric vehicle - Google Patents
Variable speed transmission system of hybrid electric vehicle Download PDFInfo
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- CN217415460U CN217415460U CN202221359035.0U CN202221359035U CN217415460U CN 217415460 U CN217415460 U CN 217415460U CN 202221359035 U CN202221359035 U CN 202221359035U CN 217415460 U CN217415460 U CN 217415460U
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Abstract
The utility model discloses a variable speed transmission system of a hybrid electric vehicle, which comprises an engine, a first motor, a second motor, an input shaft, an output shaft, a first synchronizer and a second synchronizer, wherein the input shaft is connected with the engine, the input shaft is sleeved with a first gear and a second gear, the first synchronizer is connected with the input shaft, and the input shaft is respectively connected with or not connected with the first gear or the second gear through the first synchronizer; the output shaft is sleeved with a third gear and a fourth gear, the second synchronizer is connected with the output shaft, and the output shaft is respectively connected or not connected with the third gear or the fourth gear through the second synchronizer; the first motor shaft is connected with a fifth gear and a sixth gear, the fifth gear, the first gear and the third gear are in mutual transmission, and the sixth gear, the second gear and the fourth gear are in mutual transmission; the second motor shaft is connected with the output shaft through a transmission mechanism. The utility model has simple and compact structure, few gear-shifting control devices and low use cost; the two motors under the EV working condition can drive the output shaft simultaneously; both EV and HEV operating conditions can achieve power shifting.
Description
Technical Field
The utility model belongs to the technical field of hybrid vehicle manufacturing technology and specifically relates to a hybrid vehicle's variable speed transmission system.
Background
Nowadays, hybrid electric vehicles have become an important development direction for new energy vehicles because of their advantages of energy saving, environmental protection, no mileage anxiety, etc. The hybrid power transmission system is one of the core technologies of the hybrid electric vehicle.
Because the series-parallel hybrid power speed change system is simpler and has lower technical difficulty, the series-parallel hybrid power speed change system is widely applied to domestic vehicles and enterprises at present. A series-parallel hybrid transmission system generally includes an engine, a generator, a motor, a lock-up clutch, a reduction gear, and the like; wherein the generator is connected with the engine shaft and the locking clutch is capable of connecting the engine shaft with the output shaft. The motor drives the vehicle through the accelerating gear, when the clutch is separated, the generator converts the power output by the engine into electric energy, and the electric energy is converted into driving torque by the motor through rectification and inversion to act on the wheels to realize electric transmission; when the clutch is locked, the engine outputs power, and the power is directly transmitted to drive the vehicle through the reduction gear, so that mechanical transmission is realized. The electric transmission has the advantages that the engine and the wheels are completely decoupled, so that the engine can work under the optimal working condition; the weakness is the power output by the engine, and after several energy conversions, the energy is lost, and the transmission efficiency is reduced. The mechanical transmission has the advantages that the torque is transmitted through the gear, and the transmission efficiency is high; the weakness of the method is that the rotating speed of the engine is locked with the rotating speed of wheels, the working point of the engine is determined by the speed of the vehicle and cannot be kept in the optimal working condition, and the efficiency of the engine is low. Series-parallel hybrid also has a weakness: when the vehicle is driven in series at low speed, the engine torque cannot participate in vehicle acceleration, and the vehicle acceleration is limited.
In order to overcome the weakness of series-parallel hybrid power speed change systems, people begin to research and develop multi-gear series-parallel hybrid power systems, so that the working point of an engine is improved, the efficiency of the engine is improved, and the acceleration performance of the whole vehicle is improved.
The utility model discloses a chinese utility model application for a variable speed transmission system that is named "a special hybrid vehicle" that is 201910956880.2, is published on 2020 year 01 month 10, and it includes engine (1), first motor (3), second motor (4), second motor drive assembly (5), first clutch (6), double clutch assembly (7), first fender gear set (8), second fender gear set (9), third fender gear set (10), synchronizer (11), first input shaft (13) and second input shaft (14), wherein: the engine (1) is connected with the first clutch (6); the first clutch (6) is connected with the first motor (3) and the first input shaft (13) respectively; one end of the double-clutch component (7) is connected with the first input shaft (13), and the other end of the double-clutch component is connected with the second input shaft (14); the second motor (4) is connected with the third gear set (10). The three-clutch and three-gear are configured, so that the requirement on a power source is reduced, and multiple working modes can be realized simultaneously to realize high-efficiency work. However, even if three clutches are arranged in the variable speed transmission system, the number of gear shifting is small, the fuel economy is still to be improved, and the overall structure is complex.
In addition, most of the existing series-parallel hybrid power speed change systems cannot realize gear shifting under the condition of no power interruption of EV (pure electric drive) and HEV (hybrid electric drive) working conditions, and the running smoothness of the vehicle is reduced.
SUMMERY OF THE UTILITY MODEL
The utility model aims to solve the technical problem of providing a variable speed transmission system of a hybrid electric vehicle, which has simple and compact structure, can shift gears under the condition of unpowered interruption under the working conditions of EV or HEV, and improves the running smoothness of the vehicle; and can realize more fender position switching, promote engine fuel consumption economic nature.
In order to achieve the above purpose, the technical scheme of the utility model is that: the utility model provides a hybrid vehicle's variable speed transmission system, includes engine, first motor, second motor, input shaft and output shaft, and the input shaft is connected the engine, its characterized in that: the input shaft is sleeved with a first gear and a second gear, the first synchronizer is connected with the input shaft, and the input shaft is respectively connected or not connected with the first gear or the second gear through the first synchronizer; the output shaft is sleeved with a third gear and a fourth gear, the second synchronizer is connected with the output shaft, and the output shaft is connected or not connected with the third gear or the fourth gear through the second synchronizer;
the first motor shaft is connected with a fifth gear and a sixth gear, the fifth gear, the first gear and the third gear are in mutual transmission, and the sixth gear, the second gear and the fourth gear are in mutual transmission; the second motor shaft is connected with the output shaft through a transmission mechanism.
Preferably, the fifth gear is meshed with the first gear and the third gear at the same time, and the first gear and the third gear are not meshed with each other; the sixth gear is simultaneously meshed with the second gear and the fourth gear, and the second gear and the fourth gear are not meshed with each other.
Further, the sixth gear comprises two gears which are connected into a whole, wherein one gear is meshed with the second gear, and the other gear is meshed with the fourth gear. This facilitates the design of a suitable speed ratio.
Preferably, the third gear is meshed with the first gear and the fifth gear at the same time, and the first gear and the fifth gear are not meshed with each other; the fourth gear is simultaneously meshed with the second gear and the sixth gear, and the second gear and the sixth gear are not meshed with each other.
Further, the fourth gear comprises two gears which are connected into a whole, wherein one gear is meshed with the second gear, and the other gear is meshed with the sixth gear. To facilitate the design of a suitable speed ratio.
Preferably, the first gear is meshed with the third gear and the fifth gear at the same time, and the third gear and the fifth gear are not meshed with each other; the second gear is simultaneously meshed with the fourth gear and the sixth gear, and the fourth gear and the sixth gear are not meshed with each other.
Further, the second gear comprises two gears which are connected into a whole, wherein one gear is meshed with the sixth gear, and the other gear is meshed with the fourth gear. To facilitate the design of a suitable speed ratio.
Preferably, the transmission mechanism comprises a seventh gear connected to the second motor shaft and an eighth gear connected to the output shaft, and the seventh gear is meshed with the eighth gear. Thus, the second motor can directly drive the output shaft through the engagement of the seventh gear and the eighth gear.
The speed change transmission system is further improved, and further comprises a first transmission shaft and a second transmission shaft, wherein the first transmission shaft is connected with a first motor shaft, and the fifth gear and the sixth gear are connected with the first transmission shaft; the second transmission shaft is connected with a second motor shaft, and the seventh gear is connected to the second transmission shaft.
As a variation, the first synchronizer and/or the second synchronizer are replaced by a clutch.
The variable speed drive system has any one or more of the following operating modes:
pure electric mode: the first motor and/or the second motor participate in driving the output shaft, and power gear shifting can be realized;
series mode: the engine drives the first motor to generate power, and the second motor drives an output shaft;
parallel mode: the engine drives an output shaft through a selected gear, the first motor and the second motor can be driven, generate power or idle respectively, and power shifting can be achieved.
The utility model discloses beneficial effect as follows:
1. the four gears of the engine can be realized by adopting a parallel shaft and gear speed change mechanism with mature technology and low cost and only two pairs of synchronizers, so that the working condition of the engine is optimized and the efficiency of the engine is improved; the first motor has two gears, so that high thrust and high rotating speed are well considered; the second electric machine can be set to a moderate speed ratio with good thrust and efficiency at moderate vehicle speeds.
2. When the HEV (hybrid electric drive) working condition is used for gear shifting, the mode that the second motor keeps driving, the first motor drags the engine to regulate the speed, and the synchronizer is directly engaged after synchronization is adjusted is adopted, so that the power gear shifting is realized, the power interruption can not occur in the gear shifting, the process is smooth, and the system is simple; the EV (pure electric drive) working condition can realize unpowered interruption gear shifting through mutual cooperation of the second motor and the first motor, the process is smooth, the comfort is good, and the running smoothness of the vehicle is ensured.
3. The two motors can be separated from the engine, so that the two motors can be driven simultaneously under the EV working condition, the torque and the power of the two motors can be reduced, the cost is reduced, and the weight and the volume are reduced.
4. After the synchronizer is in gear, energy is not consumed any more; after gear picking, the residual resistance is small, the energy loss is less, and the system efficiency is favorably improved.
5. The gear shifting actuating mechanism is simple, convenient to control, single in type and low in cost.
6. According to the speed change system, the first motor can realize multiple functions, and firstly, the output shaft is driven to realize pure electric output; the second is used as a starting motor to start the engine, the third is that the engine can be used as a generator to charge a power battery after being started, and the fourth is used for synchronizing, so that the combination of the first synchronizer and the first gear or the second gear is facilitated, and the combination of the second synchronizer and the third gear or the fourth gear is also facilitated. Therefore, the component arrangement is reduced, and the whole structure is more compact.
Drawings
Fig. 1 is a schematic structural diagram of a first embodiment of the present invention;
FIG. 2 is a schematic structural diagram of a second embodiment of the present invention;
FIG. 3 is a schematic structural diagram of a third embodiment of the present invention;
fig. 4 is a schematic structural diagram of a fourth embodiment of the present invention.
Detailed Description
The present invention will be described in further detail with reference to the accompanying drawings and specific embodiments.
In the first embodiment, as shown in fig. 1, a variable speed transmission system of a hybrid electric vehicle includes an engine 1, a first electric machine 2, a second electric machine 3, an input shaft 4, an output shaft 5, a first transmission shaft 6, a second transmission shaft 7, a first synchronizer S1 and a second synchronizer S2, the input shaft 4 is connected with the engine 1, the input shaft 4 is sleeved with a first gear a1 and a second gear B1, the first synchronizer S1 is connected with the input shaft 4, the input shaft 4 is respectively connected or not connected with the first gear a1 or the second gear B1 through the first synchronizer S1, and specifically: according to the scheme shown in fig. 1, when the first synchronizer S1 moves leftwards to be combined with the first gear a1, the input shaft 4 is connected with the first gear a1, when the first synchronizer S1 moves rightwards to be combined with the second gear B1, the input shaft 4 is connected with the second gear B1, and when the first synchronizer S1 is in the middle position, the input shaft 4 is not connected with the first gear a1 and the second gear B1; the output shaft 5 is sleeved with a third gear A3 and a fourth gear B3, a second synchronizer S2 is connected with the output shaft 5, the output shaft 5 is respectively connected or not connected with the third gear A3 or the fourth gear B3 through the second synchronizer S2, and the method specifically comprises the following steps: according to the scheme shown in fig. 1, when the second synchronizer S2 moves leftwards to be combined with the third gear A3, the output shaft 5 is connected with the third gear A3, when the second synchronizer S2 moves rightwards to be combined with the fourth gear B3, the output shaft 5 is connected with the fourth gear B3, and when the second synchronizer S2 is in the middle position, the output shaft 5 is not connected with the third gear A3 and the fourth gear B3;
the second transmission shaft 7 is connected with the shaft of the second motor 3, the second transmission shaft 7 is connected with the output shaft 5 through a transmission mechanism 8, the transmission mechanism 8 comprises a seventh gear C2 connected with the second transmission shaft 7 and an eighth gear C3 connected with the output shaft 5, and the seventh gear C2 is meshed with the eighth gear C3.
The transmission speed ratio of the fourth gear B3 to the sixth gear B2 is greater than that of the eighth gear C3 to the seventh gear C2; the transmission speed ratio of the eighth gear C3 to the seventh gear C2 is greater than the transmission speed ratio of the third gear A3 to the fifth gear a 2. The transmission speed ratio of the fourth gear B3 to the sixth gear B2 can be 12: 1; the transmission speed ratio of the eighth gear C3 to the seventh gear C2 can be set to 8: 1; the transmission speed ratio of the third gear A3 to the fifth gear A2 can be set to 6: 1; therefore, when the first motor 2 drives the output shaft 5, a large transmission speed ratio and a small transmission speed ratio can be provided, the large transmission speed ratio reduces the output rotating speed and simultaneously improves the torque, the electric automobile is suitable for the starting stage of the automobile, the small transmission speed ratio improves the output rotating speed, the electric automobile is suitable for running at a higher speed, the power consumption is reduced, and the second motor has a middle transmission speed ratio, so that the intervention after the automobile is started is facilitated. Therefore, the set gear is reasonable.
The output shaft 5 is also connected with an output gear D1, the second transmission shaft 7 is overlapped with the central axis of the first transmission shaft 6, and the second transmission shaft 7 and the first transmission shaft 6 are positioned between the input shaft 4 and the output shaft 5; the input shaft 4, the output shaft 5, the first drive shaft 6 and the second drive shaft 7 may be mounted on a housing. The first synchronizer S1 and/or the second synchronizer S2 may be replaced with a clutch.
In this embodiment, the engine 1 has four gears, or the speed ratio of the engine 1 to the output shaft 5 has four. The first synchronizer S1 is engaged in the left gear, the second synchronizer S2 is engaged in the right gear, the torque of the engine 1 is transmitted to the output shaft 5 through the first gear a1, the fifth gear a2, the sixth gear B2 and the fourth gear B3, and the first gear a 1/the fifth gear a2 of the gear pair and the sixth gear B2/the fourth gear B3 of the gear pair form a first gear/speed ratio; the first synchronizer S1 is engaged in left gear, the second synchronizer S2 is engaged in left gear, the torque of the engine 1 is transmitted to the output shaft 5 through the first gear a1, the fifth gear a2 and the third gear A3, and the gear pair first gear a 1/fifth gear a2 and the gear pair fifth gear a 2/third gear A3 form a second gear/speed ratio; the first synchronizer S1 is engaged in the right gear, the second synchronizer S2 is engaged in the left gear, the torque of the engine 1 is transmitted to the output shaft 5 through the second gear B1, the sixth gear B2, the fifth gear a2 and the third gear A3, and the gear pair second gear B1/sixth gear B2 and the gear pair fifth gear a 2/third gear A3 form a third gear/speed ratio; the first synchronizer S1 is engaged in the right gear, the second synchronizer S2 is engaged in the right gear, the torque of the engine 1 is transmitted to the output shaft 5 through the second gear B1, the sixth gear B2 and the fourth gear B3, and the gear pair second gear B1/sixth gear B2 and the gear pair sixth gear B2/fourth gear B3 constitute a fourth gear/speed ratio.
When the power battery is installed on the vehicle chassis, the first motor 2 and the second motor 3 are both electrically connected with the power battery installed on the vehicle chassis through the controller.
The present embodiment may implement the control and gear shifting embodied in table 1 below:
table 1:
note: 1. the D/G indicates that the motor is connected with the transmission chain and follows up, and can be switched into a driving or power generation state at any time according to requirements.
2. The positions of the first synchronizer S1 and the second synchronizer S2 correspond to the positions shown in fig. 1.
It can be clearly seen from table 1 above that, in the gear shifting process, the motors participate in the driving, so that the power-interruption-free gear shifting is realized, and the smoothness of the automobile driving is effectively improved.
When the embodiment works in various modes, the main settings and controls of the components are further described as follows:
EV (pure electric drive) operating mode:
the first motor 2 drives the EV mode: the engine 1 is shut down, the first synchronizer S1 is in a neutral position, and the connection with the transmission chain is cut off; the second synchronizer S2 shifts the gear B3 to the right (or shifts the gear A3 to the left), the first electric machine 2 drives the output shaft 5 by engaging the fourth gear B3 with the sixth gear B2 (or engaging the third gear a2 with the fifth gear A3), the first electric machine 2 has two gears: high ratio fourth gear B3/sixth gear B2 and low ratio fifth gear A3/third gear a 2.
The second motor 3 drives the EV mode: the engine 1 is shut down, the first synchronizer S1 is in a neutral position, and the connection with the transmission chain is cut off; the second synchronizer S2 is positioned at the middle position, and the connection between the first motor 2 and the transmission chain is cut off; the second motor 3 drives the output shaft 5 through the engagement of the seventh gear C2 and the eighth gear C3. The second electric machine 3 has a medium speed ratio.
In the "EV mode driven by the first electric machine 2", the second electric machine 3 is always connected to the drive train, and can be switched to an electric state at any time to be driven together with the first electric machine 2. In the EV working condition, the first motor 2 and the second motor 3 can be driven together, and the first motor 2 can have larger speed reduction (torque increasing ratio), so that the torque requirements of the two motors are not large; since the second electric machine 3 has a medium speed ratio and the first electric machine 2 has two speed ratios, the rotational speed requirements of the two electric machines are moderate.
EV (pure electric drive) working condition unpowered interruption gear shifting:
EV operating mode, the first electric machine 2 is shifted by a high ratio EV I to a low ratio EV III: the first motor 2 transfers the load to the second motor 3, and the second motor 3 is driven continuously; after the first motor 2 is unloaded, the second synchronizer S2 is shifted to a middle position; after the first motor 2 is synchronized and the third gear A3 is synchronized with the output shaft 5, the second synchronizer S2 moves to the left to engage; and adjusting the torque distribution to finish gear shifting.
The first electric machine 2 is shifted by a small speed ratio EV III with a large speed ratio EV I: the first motor 2 transfers the load to the second motor 3, and the second motor 3 is driven continuously; after the first motor 2 is unloaded, the second synchronizer S2 is positioned at the middle position; after the first motor 2 is synchronized and the fourth gear B3 is synchronized with the output shaft 5, the second synchronizer S2 moves to the right to be in gear; and adjusting the torque distribution to finish gear shifting.
Therefore, in the EV working condition, when the first electric machine 2 is shifted, the second electric machine 3 always drives and compensates the torque of the first electric machine 2, so that the shifting process has no power interruption.
EV (pure electric drive) working condition switches HEV (hybrid electric drive) series working condition:
the vehicle can be smoothly switched from the EV operating condition to the HEV series drive operating condition: EV working condition: when the engine 1 is shut down, the first synchronizer S1 is in a neutral position, and the second motor 3 drives the output shaft 5 through the engagement of the seventh gear C2 and the eighth gear C3. To switch from EV to HEV conditions, the following steps are implemented: the first synchronizer S1 shifts right to be in gear, the first motor 2 drags and starts the engine 1 through the sixth gear B2, the second gear B1, the first synchronizer S1 and the input shaft 4; then, the engine 1 enters a working state, outputs power, drives the first motor 2 to generate power to charge the power battery, the power battery supplies power for the second motor 3, the second motor 3 drives the vehicle, and the system enters a series connection driving working condition of the HEV.
Series mode switching parallel mode:
when the vehicle speed is low, the system HEV is driven in series; as vehicle speed increases, the system enters the HEV parallel drive mode. The engine 1 has four gears, i.e. the engine 1 can be directly driven in four different speed ratios. The working condition efficiency of the engine 1 is superior to that of a series-parallel hybrid power system with three gears or less. The first motor 2 has two gears, so that the acceleration performance and the fuel economy can be well balanced, and meanwhile, the requirements on torque and rotating speed are reduced, so that the cost, the weight and the NVH (noise, vibration and harshness) can be reduced; the second electric machine 3 has a medium speed ratio and the torque and speed requirements of the second electric machine 3 are moderate.
The series working condition of the HEV can be smoothly switched to the parallel driving first gear of the HEV: HEV series mode: the first synchronizer S1 shifts left to engage, so that the first transmission shaft 6 is connected with the input shaft 4, and the engine 1 drives the first motor 2 to generate electricity; the second motor 3 drives the output shaft 5 through the engagement of the seventh gear C2 and the eighth gear C3. Switching the parallel driving mode from the series driving mode, the following steps are performed: the second motor 3 continues to drive, and the vehicle does not have power interruption; the first motor 2 drives the engine 1 to adjust the speed, and when the fourth gear B3 is synchronous with the output shaft 5, the second synchronizer S2 shifts the gear to the right; then, torque is allocated, and a first-gear parallel driving mode is entered; the engine 1 drives the output shaft 5 through the input shaft 4, the first gear a1, the fifth gear a2, the sixth gear B2, and the fourth gear B3.
Similarly, the system can be switched from the HEV series drive mode to the other HEV parallel drive gear.
In HEV (hybrid drive) conditions, power-off shifts are not provided:
the system can shift gears without power interruption, and when the gears are shifted, the engine 1 is unloaded (the output torque is reduced to zero); the second motor 3 compensates the unloading of the engine 1 and continuously drives the output shaft 5 through the meshing of a seventh gear C2 and an eighth gear C3; after the original gear synchronizer is disengaged, the first motor 2 drives the engine 1 to adjust synchronization; after the new gear is synchronous with the related shaft, the synchronizer is in gear; then the torque is adjusted to complete the gear shifting.
The first gear of the HEV can be smoothly switched to the second gear of the HEV: unloading the engine 1, and increasing torque and compensating the torque of the second motor 3; the second motor 3 is meshed with the eighth gear C3 through the seventh gear C2 to continuously drive the output shaft 5, and the vehicle has no power interruption; after the torque of the engine 1 is reduced to zero, the right gear of the second synchronizer S2 can be easily removed and is positioned at a middle position; then, the first motor 2 drives the engine 1 to regulate the speed, so that the third gear A3 is synchronous with the output shaft 5; the second synchronizer S2 then shifts left into gear, the engine 1 drives the output shaft 5 via the input shaft 4, the first gear a1, the fifth gear a2 and the third gear A3, and the engine 1 shifts into gear.
The second HEV gear can be smoothly switched to the third HEV gear: unloading the engine 1, and increasing torque and compensating the torque of the second motor 3; the second motor 3 is meshed with the eighth gear C3 through the seventh gear C2 to continuously drive the output shaft 5, and the vehicle has no power interruption; after the torque of the engine 1 is reduced to zero, the gears of the first synchronizer S1 and the second synchronizer S2 can be easily removed and are in a neutral position; then, the first motor 2 is synchronized such that the second gear B1 is synchronized with the input shaft 4, and then S1 shifts right into gear; then the first motor 2 drives the engine 1 to regulate the speed, so that the fourth gear B3 is synchronous with the output shaft 5, then the second synchronizer S2 shifts right to be in gear, the engine 1 drives the output shaft 5 through the input shaft 4, the second gear B1, the sixth gear B2 and the fourth gear B3, and the engine 1 is in three-gear.
HEV third gear can be smoothly shifted to HEV fourth gear: unloading the engine 1, and increasing torque and compensating the torque of the second motor 3; the second motor 3 continues to drive the output shaft 5 through the gear C2 and the gear C3, and the vehicle has no power interruption; after the torque of the engine 1 is reduced to zero, the right gear of the second synchronizer S2 can be easily removed and is positioned at a middle position; then, the first motor 2 drives the engine 1 to regulate the speed, so that the third gear a3 is synchronous with the output shaft 5, and then the second synchronizer moves left to engage the gear S2; the engine 1 drives the output shaft 5 through the input shaft 4, the second gear B1, the sixth gear B2, the fifth gear a2 and the third gear A3, and the engine 1 is in the fourth gear.
In the second embodiment, as shown in fig. 2, a speed-changing transmission system of a hybrid electric vehicle is different from the first embodiment in that a second transmission shaft 7 is sleeved on a first transmission shaft 6, and a sixth gear B2 comprises a gear B21 and a gear B22 which are connected into a whole, wherein the gear B21 is meshed with the second gear B1, and the other gear B22 is meshed with a fourth gear B3. This makes it easier to design a suitable speed ratio.
The engine 1 of the present embodiment has four gears, or the speed ratio of the engine 1 to the output shaft 5 has four. The first gear A1/fifth gear A2 of the gear pair and one gear B22/fourth gear B3 of the sixth gear of the gear pair constitute a first speed ratio; gear pair first gear a 1/fifth gear a2 and gear pair fifth gear a 2/third gear A3 comprise a second speed ratio; the other gear B21 of the gear pair second gear B1/sixth gear and the gear pair fifth gear a 2/third gear A3 comprise a third speed ratio; the gear pair second gear B1/the other of the sixth gears B21 and the gear pair sixth gear B22/the fourth gear B3 constitute a fourth speed ratio.
Other structural components and arrangements such as the engine 1, the first motor 2, the second motor 3, and the like are the same as those of the first embodiment, and the control and implementation functions of the first embodiment are basically the same as those of the first embodiment, which can be described with reference to the first embodiment, and are not described again here.
In a third embodiment, as shown in fig. 3, a variable speed transmission system of a hybrid electric vehicle is different from the first embodiment in that: the second transmission shaft 7 is sleeved on the input shaft 4, and the output shaft 5 is positioned between the input shaft 4 and the first transmission shaft 6; the third gear A3 is meshed with the first gear A1 and the fifth gear A2 at the same time, and the first gear A1 and the fifth gear A2 are not meshed with each other; the fourth gear B3 simultaneously meshes with the second gear B1 and the sixth gear B2, and the second gear B1 and the sixth gear B2 do not mesh with each other. This embodiment provides a new arrangement.
As another modification, the fourth gear B3 of the present embodiment may be composed of two integrally connected gears, one of which is engaged with the second gear B1 and the other of which is engaged with the sixth gear B2, for convenience in designing a suitable speed ratio.
Other structural components and arrangements such as the engine 1, the first motor 2, the second motor 3, and the like are the same as those of the first embodiment, and the control and implementation functions of the first embodiment are basically the same as those of the first embodiment, which can be described with reference to the first embodiment, and are not described again here.
In the fourth embodiment, as shown in fig. 4, a transmission system of a hybrid vehicle is different from the first embodiment in that: the second transmission shaft 7 is sleeved on the input shaft 4, and the input shaft 4 is positioned between the output shaft 5 and the first transmission shaft 6; the first gear A1 is simultaneously meshed with the third gear A3 and the fifth gear A2, and the third gear A3 and the fifth gear A2 are not meshed with each other; the second gear B1 meshes with both the fourth gear B3 and the sixth gear B2, and the fourth gear B3 and the sixth gear B2 do not mesh with each other. This embodiment also provides a new arrangement.
As another modification, the second gear B1 of the present embodiment may be composed of two integrally connected gears, one of which is engaged with the sixth gear B2 and the other of which is engaged with the fourth gear B3, for convenience in designing a suitable speed ratio.
Other structural components and arrangements such as the engine 1, the first motor 2, the second motor 3, and the like are the same as those of the first embodiment, and the control and implementation functions of the first embodiment are basically the same as those of the first embodiment, which can be described with reference to the first embodiment, and are not described again here.
While the invention has been particularly shown and described with reference to a preferred embodiment, it will be understood by those skilled in the art that various changes in form and detail may be made therein without departing from the spirit and scope of the invention as defined by the appended claims.
Claims (10)
1. The utility model provides a hybrid vehicle's variable speed transmission system, includes engine, first motor, second motor, input shaft and output shaft, and the input shaft is connected the engine, its characterized in that: the input shaft is sleeved with a first gear and a second gear, the first synchronizer is connected with the input shaft, and the input shaft is respectively connected or not connected with the first gear or the second gear through the first synchronizer; the output shaft is sleeved with a third gear and a fourth gear, the second synchronizer is connected with the output shaft, and the output shaft is connected or not connected with the third gear or the fourth gear through the second synchronizer;
the first motor shaft is connected with a fifth gear and a sixth gear, the fifth gear, the first gear and the third gear are in mutual transmission, and the sixth gear, the second gear and the fourth gear are in mutual transmission; the second motor shaft is connected with the output shaft through a transmission mechanism.
2. The variable speed drive system of a hybrid vehicle according to claim 1, characterized in that: the fifth gear is meshed with the first gear and the third gear at the same time, and the first gear and the third gear are not meshed with each other; the sixth gear is simultaneously meshed with the second gear and the fourth gear, and the second gear and the fourth gear are not meshed with each other.
3. The variable speed drive system of a hybrid vehicle according to claim 2, characterized in that: the sixth gear comprises two gears which are connected into a whole, wherein one gear is meshed with the second gear, and the other gear is meshed with the fourth gear.
4. The variable speed drive system of a hybrid vehicle according to claim 1, characterized in that: the third gear is meshed with the first gear and the fifth gear at the same time, and the first gear and the fifth gear are not meshed with each other; the fourth gear is simultaneously meshed with the second gear and the sixth gear, and the second gear and the sixth gear are not meshed with each other.
5. The variable speed drive system of a hybrid vehicle according to claim 4, wherein: the fourth gear comprises two gears which are connected into a whole, wherein one gear is meshed with the second gear, and the other gear is meshed with the sixth gear.
6. The variable speed drive system of a hybrid vehicle according to claim 1, characterized in that: the first gear is meshed with the third gear and the fifth gear at the same time, and the third gear and the fifth gear are not meshed with each other; the second gear is simultaneously meshed with the fourth gear and the sixth gear, and the fourth gear and the sixth gear are not meshed with each other.
7. The variable speed drive system of a hybrid vehicle according to claim 6, wherein: the second gear comprises two gears which are connected into a whole, wherein one gear is meshed with the sixth gear, and the other gear is meshed with the fourth gear.
8. The variable speed drive system of a hybrid vehicle according to claim 1, characterized in that: the transmission mechanism comprises a seventh gear connected to the shaft of the second motor and an eighth gear connected to the output shaft, and the seventh gear is meshed with the eighth gear.
9. The variable speed drive system of a hybrid vehicle according to claim 8, wherein: the first transmission shaft is connected with a first motor shaft, and the fifth gear and the sixth gear are connected with the first transmission shaft; the second transmission shaft is connected with a second motor shaft, and the seventh gear is connected to the second transmission shaft.
10. The variable speed drive system of a hybrid vehicle according to any one of claims 1 to 9, characterized in that: the first synchronizer and/or the second synchronizer are replaced by a clutch.
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| Publication number | Priority date | Publication date | Assignee | Title |
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| WO2023231998A1 (en) * | 2022-06-01 | 2023-12-07 | 厦门国创中心先进电驱动技术创新中心 | Variable transmission system of hybrid electric vehicle |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
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| WO2023231998A1 (en) * | 2022-06-01 | 2023-12-07 | 厦门国创中心先进电驱动技术创新中心 | Variable transmission system of hybrid electric vehicle |
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