CN219904047U - Hybrid power driving system and automobile - Google Patents
Hybrid power driving system and automobile Download PDFInfo
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- CN219904047U CN219904047U CN202321358800.1U CN202321358800U CN219904047U CN 219904047 U CN219904047 U CN 219904047U CN 202321358800 U CN202321358800 U CN 202321358800U CN 219904047 U CN219904047 U CN 219904047U
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- 230000005540 biological transmission Effects 0.000 claims abstract description 129
- 238000009960 carding Methods 0.000 abstract description 3
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- 230000005611 electricity Effects 0.000 description 2
- 238000011084 recovery Methods 0.000 description 2
- 230000001133 acceleration Effects 0.000 description 1
- 230000009286 beneficial effect Effects 0.000 description 1
- 230000008878 coupling Effects 0.000 description 1
- 238000010168 coupling process Methods 0.000 description 1
- 238000005859 coupling reaction Methods 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
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- 238000010248 power generation Methods 0.000 description 1
- 230000001502 supplementing effect Effects 0.000 description 1
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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 relates to a hybrid power driving system and an automobile, comprising an engine, a motor, a first input shaft, a second input shaft, an output shaft, a first transmission device and a second transmission device; the engine and the motor are connected with a first input shaft; the first input shaft and the second input shaft are connected through a first transmission device so as to realize torque transmission; the second input shaft and the output shaft are connected through a second transmission device to realize torque transmission, so that the output shaft can drive wheels to rotate; the first transmission and the second transmission are each adapted to provide at least two selectable gear ratios. The arrangement can enable at least three total transmission ratios of the first input shaft to the output shaft, so that the hybrid power driving system is provided with at least three forward gears, and therefore the power of the carding engine and the power of the motor can be better matched, and better whole vehicle dynamic property and driving smoothness are achieved.
Description
Technical Field
The utility model belongs to the technical field of hybrid power, and particularly relates to a hybrid power driving system and an automobile.
Background
The advancing gears of the hybrid power driving system in the market at present are mostly two gears, so that the power driving system with a small number of gears brings higher requirements to a motor and an engine in order to ensure the performance of the whole vehicle, but even if the motor and the engine with higher requirements are used, the power driving system with a small number of gears still has the problem that the acceleration performance and the high-speed performance cannot be considered.
Disclosure of Invention
The technical problems to be solved by the utility model are as follows: aiming at the problem of less forward gears in the existing hybrid power driving system, the hybrid power driving system and the automobile are provided.
In order to solve the above problems, in one aspect, the present utility model provides a hybrid drive system including an engine, a motor, a first input shaft, a second input shaft, an output shaft, a first transmission, and a second transmission; the engine and the motor are connected with the first input shaft; the first input shaft and the second input shaft are connected through the first transmission device so as to transmit the torque of the first input shaft to the second input shaft through the first transmission device; the second input shaft and the output shaft are connected through the second transmission device, so that the torque of the second input shaft is transmitted to the output shaft through the second transmission device, and the output shaft can drive wheels to rotate; the first transmission and the second transmission are each adapted to provide at least two selectable gear ratios.
Optionally, the first transmission device comprises a first gear set and a first selection unit; the first selecting unit can selectively enable the torque of the first input shaft to be transmitted to the second input shaft after the transmission ratio of the first gear set is changed, or enable the first input shaft to be fixedly connected with the second input shaft; wherein the first transmission provides a first gear ratio when torque of the first input shaft is transferred to the second input shaft after the gear ratio is changed by the first gear set; when the first input shaft is fixedly connected with the second input shaft, the first transmission device provides a second transmission ratio, and the first transmission ratio is unequal to the second transmission ratio.
Optionally, the first transmission device comprises a first gear, a second gear, a third gear, a fourth gear, an intermediate shaft and a first selection unit; the first gear is meshed with the second gear, and the third gear is meshed with the fourth gear; the first gear and the third gear are sleeved on the first input shaft in a hollow mode, and the third gear is connected with the second input shaft; the second gear and the fourth gear are arranged on the second input shaft; the first selecting unit selectively couples the first gear with the first input shaft or couples the third gear with the first input shaft; when the first gear is combined with the first input shaft, the torque of the first input shaft is transmitted to the second input shaft after the transmission ratio of the first gear set is changed; when the third gear is combined with the first input shaft, the first input shaft is fixedly connected with the second input shaft.
Optionally, the intermediate shaft is spaced from the first input shaft.
Optionally, the second transmission comprises a planetary gear set and a second selection unit; the input end of the planetary gear set is connected with the second input shaft, and the output end of the planetary gear set is connected with the output shaft; the second selection unit is used for selecting a transmission mode of the planetary gear set to change the transmission ratio of the planetary gear set.
Optionally, a sun gear of the planetary gear set is connected with the second input shaft, and a planet carrier of the planetary gear set is connected with the output shaft.
Optionally, the second selecting unit includes a first brake disc, a second brake disc and an action disc; the first brake disc is connected with a shell of the hybrid power driving system, the second brake disc is connected with a planet carrier of the planetary gear set, and the action disc is connected with a gear ring of the planetary gear set; the action disc is selectively combined with the first brake disc or the second brake disc; wherein the second transmission provides a third gear ratio when the action disc is coupled to the first brake disc; the second transmission provides a fourth gear ratio when the actuator disc is coupled to the second brake disc, the third gear ratio being unequal to the fourth gear ratio.
Optionally, the hybrid power driving system further includes a second gear set, an input gear of the second gear set is connected with the output shaft, and an output gear of the second gear set is used for connecting wheels.
Optionally, the hybrid driving system further includes a clutch including a first connection portion and a second connection portion, the first connection portion and the second connection portion being selectively engaged or disengaged; the motor and the engine are connected with the first connecting part, and the first input shaft is connected with the second connecting part.
In order to solve the above problems, in another aspect, the present utility model provides an automobile comprising the hybrid drive system described in any one of the above.
In the hybrid power driving system and the automobile provided by the embodiment of the utility model, at least two transmission ratios are arranged between the first input shaft and the second input shaft through the first transmission device, at least two transmission ratios are arranged between the second input shaft and the output shaft through the second transmission device, and at least three total transmission ratios transmitted from the first input shaft to the output shaft are arranged in such a way, so that the hybrid power driving system has at least three forward gears, and the power of a carding engine and the power of a motor can be better matched, and the better overall dynamic performance and driving smoothness of the automobile are realized.
Drawings
FIG. 1 is a schematic diagram of a hybrid drive system according to an embodiment of the present utility model;
FIG. 2 is an enlarged view of area A of FIG. 1;
FIG. 3 is a schematic power transfer diagram of a first gear of a hybrid drive system according to an embodiment of the present utility model;
FIG. 4 is a schematic power transmission diagram of a second gear of a hybrid drive system according to an embodiment of the present utility model;
FIG. 5 is a schematic representation of a three-gear power transmission of a hybrid drive system according to an embodiment of the present utility model;
FIG. 6 is a schematic representation of a four-speed power transmission of a hybrid drive system according to an embodiment of the present utility model;
FIG. 7 is a schematic diagram illustrating a power up mode of a hybrid drive system according to an embodiment of the present utility model;
FIG. 8 is a schematic illustration of a braking energy recovery mode of a hybrid drive system according to an embodiment of the present utility model;
fig. 9 is a schematic diagram of a first transmission of a hybrid drive system according to another embodiment of the present utility model.
Reference numerals in the specification are as follows:
100. a hybrid drive system;
1. an engine; 2. a motor; 3. a first input shaft; 4. a second input shaft; 5. an output shaft;
6. a first transmission; 61. a first gear set; 611. a first gear; 612. a second gear; 613. a third gear; 614. a fourth gear; 615. an intermediate shaft; 616. a fifth gear; 617. a sixth gear; 618. a seventh gear; 619. an eighth gear; 620. a first shaft; 621. a second shaft; 62. a first selection unit;
7. a second transmission; 71. a planetary gear set; 711. a sun gear; 712. a planet carrier; 713. a gear ring; 714. a planet wheel; 72. a second selection unit; 721. a first brake disc; 722. a second brake disc; 723. an action plate;
8. a wheel; 9. a second gear set; 10. a differential; 20. a clutch; 30. a connecting shaft; 40. a battery; 50. a high voltage controller.
Detailed Description
In order to make the technical problems, technical schemes and beneficial effects solved by the utility model more clear, the utility model is further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are for purposes of illustration only and are not intended to limit the scope of the utility model.
As shown in fig. 1, in one embodiment, a hybrid drive system 100 includes an engine 1, a motor 2, a first input shaft 3, a second input shaft 4, an output shaft 5, a first transmission 6, and a second transmission 7; the engine 1 and the motor 2 are both connected to the first input shaft 3, and are both used for outputting torque to the first input shaft 3, and specifically, the engine 1 and the motor 2 may drive the first input shaft 3 respectively, or may drive the first input shaft 3 simultaneously. The first input shaft 3 and the second input shaft 4 are connected by a first transmission 6 so that the torque of the first input shaft 3 is transmitted to the second input shaft 4 by the first transmission 6; the second input shaft 4 and the output shaft 5 are connected by a second transmission 7 so that the torque of the second input shaft 4 is transmitted to the output shaft 5 by the second transmission 7 so that the output shaft 5 can drive the wheels 8 to rotate; the first transmission 6 and the second transmission 7 are each adapted to providing at least two selectable gear ratios, i.e. at least two gear ratios are selectable for torque from the first input shaft 3 to the second input shaft 4 and at least two gear ratios are selectable for torque from the second input shaft 4 to the output shaft 5. By the arrangement, at least three total transmission ratios from the first input shaft 3 to the output shaft 5 exist, so that the hybrid power driving system 100 has at least three forward gears, and the power of the carding engine 1 and the power of the motor 2 can be better matched, and better whole vehicle dynamic performance and driving smoothness are realized. Moreover, in this embodiment, a plurality of forward gears can be realized by one motor 2, and compared with the arrangement of a plurality of forward gears realized by two motors 2 in the prior art, the arrangement of this embodiment is simpler and the cost is lower.
Assuming that the first transmission 6 comprises two transmission ratios a1 and a2, a1+.a2, a1 may be selected as the transmission ratio or a2 may be selected as the transmission ratio when the first transmission 6 transmits the torque of the first input shaft 3 to the second input shaft 4, it being understood that a1 and a2 cannot be selected simultaneously. Likewise, assuming that the second transmission 7 comprises two transmission ratios b1 and b2, b1+.b2, then the second transmission 7 can select either b1 as the transmission ratio or b2 as the transmission ratio when transmitting the torque of the first input shaft 3 to the output shaft 5, it being understood that b1 and b2 cannot be selected simultaneously. The total gear ratio thus transferred from the first input shaft 3 to the output shaft 5 may be one of four of a1×b1, a1×b2, a2×b1, a2×b2. In addition, the four gear ratios are different from each other, so that there are four overall gear ratios of the first input shaft 3 to the output shaft 5.
As shown in fig. 1, in one embodiment, the first transmission 6 includes a first gear set 61 and a first selection unit 62; the first selecting unit 62 selectively causes the torque of the first input shaft 3 to be transmitted to the second input shaft 4 through the first gear set 61 after changing the transmission ratio; alternatively, the first selecting unit 62 may selectively fix the first input shaft 3 to the second input shaft 4.
Wherein the first transmission 6 provides a first gear ratio when torque of the first input shaft 3 is transferred to the second input shaft 4 after changing gear ratio by the first gear set 61; when the first input shaft 3 is fixedly connected with the second input shaft 4, the first transmission device 6 provides a second transmission ratio, and the first transmission ratio is unequal to the second transmission ratio. That is, the torque ratio between the second input shaft 4 and the first input shaft 3 is different in the two cases where the first input shaft 3 transmits torque to the second input shaft 4 through the first gear set 61 and the first input shaft 3 and the second input shaft 4 are fixedly connected.
Additionally, the first gear ratio may be a1, i.e., the gear ratio of the first gear set 61 is a1; the second gear ratio may be a2, where a2=1, and when a2 is selected, the first transmission 6 only serves to connect the first input shaft 3 and the second input shaft 4, and does not change the magnitude of torque.
As shown in fig. 1, in one embodiment, the first gear set 61 includes a first gear 611, a second gear 612, a third gear 613, a fourth gear 614, and a countershaft 615; the first gear 611 and the second gear 612 are engaged, and the third gear 613 and the fourth gear 614 are engaged; the first gear 611 and the third gear 613 are sleeved on the first input shaft 3, and the third gear 613 is connected with the second input shaft 4; a second gear 612 and a fourth gear 614 are provided on the second input shaft 4; the first selecting unit 62 selectively couples the first gear 611 with the first input shaft 3, or couples the third gear 613 with the first input shaft 3.
It should be noted that the first gear 611 and the third gear 613 are coaxial with the first input shaft 3, the second gear 612 and the third gear 613 are coaxial with the intermediate shaft 615, and the third gear 613 is coaxial with the second input shaft 4. In addition, the second gear 612, the third gear 613 and the intermediate shaft 615 are rotated in synchronization, and both the second gear 612 and the third gear 613 may be mounted on the intermediate shaft 615 by means of a key connection. The third gear 613 and the second input shaft 4 may also be synchronously moved, and the third gear 613 may be mounted on the second input shaft 4 by means of a keyed connection.
In addition, when the first gear 611 is combined with the first input shaft 3, the third gear 613 is in a separated state from the first input shaft 3, that is, the third gear 613 is sleeved on the first input shaft 3 and cannot rotate along with the first input shaft 3; when the third gear 613 is combined with the first input shaft 3, the first gear 611 is in a separated state from the first input shaft 3, that is, the first gear 611 is sleeved on the first input shaft 3 without rotating along with the first input shaft 3.
When the first gear 611 is combined with the first input shaft 3, the torque of the first input shaft 3 is transferred to the second input shaft 4 after changing the transmission ratio through the first gear set 61, and the transmission ratio provided by the first transmission 6 is a1, at this time, the torque of the first input shaft 3 may be transferred to the first gear 611, then transferred from the first gear 611 to the second gear 612, then transferred from the second gear 612 to the intermediate shaft 615, then transferred from the intermediate shaft 615 to the fourth gear 614, then transferred from the fourth gear 614 to the third gear 613, and finally transferred from the third gear 613 to the second input shaft 4.
When the third gear 613 is coupled with the first input shaft 3, the first input shaft 3 is fixedly connected with the second input shaft 4, and the first transmission 6 provides a gear ratio a2, at which time the torque of the first input shaft 3 can be transferred to the third gear 613 and then transferred from the third gear 613 to the second input shaft 4. That is, at this time, the first input shaft 3 and the second input shaft 4 are connected together through the third gear 613 and the first selection unit 62.
In an embodiment, the first selection unit 62 may be a synchronizer 62a, the synchronizer 62a being mounted on the first input shaft 3, the first gear 611 being coupled with the first input shaft 3 or the third gear 613 being coupled with the first input shaft 3 through the synchronizer 62 a. The synchronizer 62a may be of a conventional design, and the principle of combining the first gear 611 (or the third gear 613) with the first input shaft 3 is also known in the art, and this embodiment will not be described herein.
As shown in FIG. 1, in one embodiment, the intermediate shaft 615 is spaced from the first input shaft 3 to facilitate assembly of the first gear set 61. In addition, the intermediate shaft 615 is provided in parallel with the first input shaft 3.
As shown in fig. 1 and 2, in one embodiment, the second transmission 7 includes a planetary gear set 71 and a second selection unit 72; the input end of the planetary gear set 71 is connected with the second input shaft 4, and the output end of the planetary gear set 71 is connected with the output shaft 5; the second selection unit 72 is used to select a transmission mode of the planetary gear set 71 to change the transmission ratio of the planetary gear set 71. The use of the planetary gear set 71 can reduce the volume of the second transmission 7, thereby facilitating a miniaturized design of the hybrid drive system 100. In addition, the planetary gear set 71 is provided at the output end of the first gear set 61, and the sun gear of the planetary gear set 71 can reduce the impact force received by the planetary gear set 71 even if the sun gear is directly connected to the second input shaft, as compared with the case where the planetary gear set 71 is provided at the input end of the first gear set 61.
As shown in FIG. 1, in one embodiment, sun gear 711 of planetary gear set 71 is connected to second input shaft 4 and carrier 712 of planetary gear set 71 is connected to output shaft 5. That is, sun gear 711 is the input of planetary gear set 71 and carrier 712 is the output of the planetary gear set. Wherein. The sun gear 711 is coaxial with the second input shaft 4, and the sun gear 711 may be mounted on the second input shaft 4 by means of a key connection; the planet carrier 712 and the output shaft 5 may be coupled together by a coupling. In addition, the planetary gear set 71 comprises, in addition to the sun gear 711 and the planet carrier 712, a ring gear 713 and planet gears 714, wherein the planet carrier 712 is connected with the planet gears 714 of the planetary gear set 71, the planet gears 714 meshing with the sun gear 711 and the ring gear 713, respectively. Additionally, planetary gear set 71 may be of a conventional design and the present embodiment will not be described in further detail herein.
As shown in fig. 2, in one embodiment, the second selection unit 72 includes a first brake disc 721, a second brake disc 722, and an action disc 723; a first brake disc 721 is connected to the housing of the hybrid drive system 100, a second brake disc 722 is connected to the carrier 712, and an operating disc 723 is connected to the ring gear 713; the action disc 723 may optionally incorporate a first brake disc 721 or a second brake disc 722. At this time, the second selecting unit 72 may be regarded as a clutch.
In the hybrid drive system 100, the first transmission 6 and the second transmission 7 are typically part of a transmission of the hybrid drive system 100, and the first transmission 6 and the second transmission 7 may be integrated in a housing of the transmission, in which case a housing of the hybrid drive system 100 may refer to the housing of the transmission.
When the action disc 723 is combined with the first brake disc 721, the second transmission 7 provides a third gear ratio; when the action disc 723 is coupled to the second brake disc 722, the second transmission 7 provides a fourth gear ratio; wherein the third gear ratio is different from the fourth gear ratio. The third gear ratio may be b1 and the fourth gear ratio may be b2.
When the actuating disc 723 is coupled to the first brake disc 721, the second transmission 7 provides a gear ratio b1, at which time the ring gear 713 is fixed to the housing, and the ring gear 713 does not rotate, and the torque of the second input shaft 4 is transmitted to the sun gear 711, then to the planet gears 714 from the sun gear 711, then to the planet carrier 712 from the planet gears 714, and then to the output shaft 5 from the planet carrier 712.
When the actuating disc 723 is coupled to the second brake disc 722, the second transmission 7 provides a gear ratio b2, in which case the ring gear 713 is fixed to the planet carrier 712, and the ring gear 713, the planet carrier 712, the sun gear 711 and the planet gears 714 are fixed together, in which case the planetary gear set 71 simply connects the second input shaft 4 and the output shaft 5 together, without changing the gear ratio, i.e. b2=1. In order to have four gears for the hybrid drive system 100, a1+.b1.
As shown in fig. 1, in an embodiment, the hybrid drive system 100 further includes a second gear set 9, an input gear of the second gear set 9 is connected with the output shaft 5, and an output gear of the second gear set 9 is used to connect the wheels 8. I.e. the output shaft 5 drives the wheels 8 in rotation via the second gear set 9. Wherein the input gear of the second gear set 9 is coaxial with the output shaft 5 and which may be keyed to the output shaft 5. The direction of torque propagation can be changed by the second gearwheel set 9, thereby facilitating the arrangement of the output shaft 5. Meanwhile, according to actual needs, the transmission ratio of the second gear set 9 can be set so as to adjust the torque of the output shaft 5.
As shown in fig. 1, the output gear of the second gear set 9 is typically connected to a differential 10 of the vehicle, the differential 10 being connected to the wheels 8, i.e. the torque of the output gear of the second gear set 9 is transferred to the wheels 8 via the differential 10, thereby driving the wheels 8 in rotation.
As shown in fig. 1, in an embodiment, the hybrid drive system 100 further includes a clutch 20, the clutch 20 including a first connection and a second connection, the first connection and the second connection being selectively engageable and disengageable; the motor 2 and the engine 1 are both connected to a first connection, and the first input shaft 3 is connected to a second connection. When the first and second connection are engaged, the torque of the motor 2 and the engine 1 can be transmitted to the first input shaft 3 through the clutch 20; when the first and second connection portions are separated, the torque of the motor 2 and the engine 1 cannot be transmitted to the first input shaft 3. In addition, the clutch 20 may be of a conventional design, and this embodiment will not be described in detail herein.
As shown in fig. 1, in an embodiment, the hybrid drive system 100 further includes a connection shaft 30 and a third gear set, wherein the connection shaft 30 is connected with the connection shaft 30 by connecting an output post of the engine 1 with the first connection portion, and a main shaft of the motor 2 is connected with the connection shaft 30 through the third gear set.
As shown in fig. 1, in an embodiment, the hybrid drive system 100 further includes a battery 40 and a high-voltage controller 50, where the battery 40 is connected to the motor 2 through the high-voltage controller 50, and the high-voltage controller 50 is used for transforming voltage, and may output the voltage of the battery 40 to the motor 2 after increasing the voltage. In addition, the high voltage controller 50 is a DC/DC converter.
As shown in fig. 3, in the first gear condition, the clutch 20 is engaged, the first input shaft 3 is engaged with the first gear 611, and the ring gear 713 is engaged with the housing. At this time, power is supplied from the engine 1 or/and the motor 2, and torque (power) is transmitted to the first input shaft 3 through the clutch 20, then transmitted to the second input shaft 4 through the synchronizer 62a, the first gear 611, the second gear 612, the intermediate shaft 615, the fourth gear 614, and the third gear 613 in this order, and then transmitted to the output shaft 5 through the sun gear 711, the planetary gears 714, and the carrier 712 in this order. With this power transmission route, the motor 2 is reversed, and a reverse gear function can be achieved.
As shown in fig. 4, in the second gear condition, the clutch 20 is engaged, the first input shaft 3 is engaged with the third gear 613, and the ring gear 713 is engaged with the housing. At this time, power is supplied from the engine 1 or/and the motor 2, and torque is transmitted to the first input shaft 3 through the clutch 20, then transmitted to the second input shaft 4 through the synchronizer 62a and the third gear 613 in order, and then transmitted to the output shaft 5 through the sun gear 711, the planetary gears 714, and the carrier 712 in order.
As shown in fig. 5, in the three-gear operation, the clutch 20 is engaged, the first input shaft 3 is engaged with the first gear 611, and the ring gear 713 is engaged with the carrier 712. At this time, power is supplied from the engine 1 or/and the motor 2, torque is transmitted to the first input shaft 3 through the clutch 20, and then transmitted to the second input shaft 4 through the synchronizer 62a, the first gear 611, the second gear 612, the intermediate shaft 615, the fourth gear 614, and the third gear 613 in this order, and then transmitted to the output shaft 5 through the planetary gear set 71.
As shown in fig. 6, in the fourth gear condition, the clutch 20 is engaged, the first input shaft 3 is engaged with the third gear 613, and the ring gear 713 is engaged with the carrier 712. At this time, power is supplied from the engine 1 or/and the motor 2, and torque is transmitted to the first input shaft 3 through the clutch 20, then transmitted to the second input shaft 4 through the synchronizer 62a and the third gear 613 in turn, and then transmitted to the output shaft 5 through the planetary gear set 71.
As shown in fig. 7, in the power supplementing mode, the clutch 20 is opened, the engine 1 can drive the rotor of the motor 2 to rotate, so as to generate electricity, and the generated electricity is transmitted to the battery 40 through the high voltage controller 50, so as to charge the battery 40.
As shown in fig. 8, in the braking energy recovery mode, the clutch 20 is combined, the first input shaft 3 is combined with the third gear 613, the gear ring 713 is combined with the planet carrier 712, and neither the engine 1 nor the motor 2 provides power, and the mode can be applied to a downhill sliding working condition, and at this time, the wheels 8 rotate and finally drive the rotor of the motor 2 to rotate, so that power generation is realized, and the generated electric energy can charge the battery 40 for storage.
It should be appreciated that the above-described related designs may be replaced in other ways, such as:
in other embodiments, the first transmission device 6 may be disposed in the manner of the second transmission device 7, and the second transmission device 7 may be disposed in the manner of the first transmission device 6.
In other embodiments, the first transmission device 6 and the second transmission device 7 are both arranged in the manner of the first transmission device 6.
In other embodiments, the first transmission device 6 and the second transmission device 7 are both arranged in the manner of the second transmission device 7.
In other embodiments, the first transmission 6 may also have three or more selectable gear ratios. For example, in the embodiment shown in fig. 9, the first gear set 61 has a fifth gear 616, a sixth gear 617, a seventh gear 618, an eighth gear 619, a first shaft 620, and a second shaft 621 in addition to the first gear 611, the second gear 612, the third gear 613, and the fourth gear 614 of the above-described embodiments, and the first rotation unit has a synchronizer 62b in addition to the synchronizer 62 a. Wherein the first gear 611 and the third gear 613 are sleeved on the first input shaft 3, the second gear 612 is mounted on the first shaft 620, the fourth gear is connected on the second shaft 621, the fifth gear 616 and the seventh gear 618 are all sleeved on the first shaft 620, the sixth gear 617 and the eighth gear 619 are all connected on the second shaft 621, the fifth gear 616 and the sixth gear 617 are meshed, the seventh gear 618 and the eighth gear 619 are meshed, and the transmission ratio between the fifth gear 616 and the sixth gear 617 is different from the transmission ratio between the seventh gear 618 and the eighth gear 619. Synchronizer 62b is mounted on the first shaft and selectively couples one of fifth gear 616 and seventh gear 618 with first shaft 620.
In the embodiment shown in fig. 9, when the synchronizer 62a engages the third gear 613 with the first input shaft 3, the first input shaft 3 and the second input shaft are equivalent to being fixedly coupled together by the first transmission. When the synchronizer 62a engages the first gear 611 with the first input shaft 3, the torque of the first input shaft 3 can be transmitted to the second gear 612 through the first gear 611 and then to the first shaft 620 through the second gear 612; at this time, when the synchronizer 62b engages the fifth gear 616 with the first shaft 620, the torque of the first shaft 620 is transmitted to the sixth gear 617 through the fifth gear 616, then transmitted from the sixth gear 617 to the second shaft 621, then transmitted from the second shaft 621 to the fourth gear 614, then transmitted from the fourth gear 614 to the third gear 613, and finally transmitted from the third gear 613 to the second input shaft 4; if the synchronizer 62b is engaged with the first shaft 620, the torque of the first shaft 620 is transmitted to the eighth gear 619 through the seventh gear 618, then transmitted to the second shaft 621 from the eighth gear 619, then transmitted to the fourth gear 614 from the second shaft 621, then transmitted to the third gear 613 from the fourth gear 614, and finally transmitted to the second input shaft 4 from the third gear 613.
Likewise, the second transmission 7 may also have three or more selectable gear ratios. The second transmission 7 may be arranged as shown in fig. 9.
In other embodiments, ring gear 713 may also serve as the output of planetary gear set 71, where carrier 712 serves as the output, and sun gear 711 may be fixed to the housing of the transmission.
The embodiment of the utility model also provides an automobile, which comprises the hybrid power driving system 100 according to any one of the embodiments, wherein the hybrid power driving system 100 is used for driving wheels 8 of the automobile to rotate.
The technical features of the above-described embodiments may be arbitrarily combined, and all possible combinations of the technical features in the above-described embodiments are not described for brevity of description, however, as long as there is no contradiction between the combinations of the technical features, they should be considered as the scope of the description.
The foregoing description of the preferred embodiments of the utility model is not intended to be limiting, but rather is intended to cover all modifications, equivalents, and alternatives falling within the spirit and principles of the utility model.
Claims (10)
1. A hybrid power drive system, comprising an engine, a motor, a first input shaft, a second input shaft, an output shaft, a first transmission device and a second transmission device;
the engine and the motor are connected with the first input shaft;
the first input shaft and the second input shaft are connected through the first transmission device so as to transmit the torque of the first input shaft to the second input shaft through the first transmission device;
the second input shaft and the output shaft are connected through the second transmission device, so that the torque of the second input shaft is transmitted to the output shaft through the second transmission device, and the output shaft can drive wheels to rotate;
the first transmission and the second transmission are each adapted to provide at least two selectable gear ratios.
2. The hybrid drive system of claim 1, wherein the first transmission includes a first gear set and a first selection unit;
the first selecting unit can selectively enable the torque of the first input shaft to be transmitted to the second input shaft after the transmission ratio of the first gear set is changed, or enable the first input shaft to be fixedly connected with the second input shaft;
wherein the first transmission provides a first gear ratio when torque of the first input shaft is transferred to the second input shaft after the gear ratio is changed by the first gear set;
when the first input shaft is fixedly connected with the second input shaft, the first transmission device provides a second transmission ratio, and the first transmission ratio is unequal to the second transmission ratio.
3. The hybrid drive system of claim 2, wherein the first transmission includes a first gear, a second gear, a third gear, a fourth gear, an intermediate shaft, and a first selection unit;
the first gear is meshed with the second gear, and the third gear is meshed with the fourth gear;
the first gear and the third gear are sleeved on the first input shaft in a hollow mode, and the third gear is connected with the second input shaft;
the second gear and the fourth gear are arranged on the second input shaft;
the first selecting unit selectively couples the first gear with the first input shaft or couples the third gear with the first input shaft;
when the first gear is combined with the first input shaft, the torque of the first input shaft is transmitted to the second input shaft after the transmission ratio of the first gear set is changed;
when the third gear is combined with the first input shaft, the first input shaft is fixedly connected with the second input shaft.
4. A hybrid drive system as set forth in claim 3 wherein said intermediate shaft is spaced from said first input shaft.
5. The hybrid drive system according to any one of claims 1 to 4, wherein the second transmission includes a planetary gear set and a second selection unit;
the input end of the planetary gear set is connected with the second input shaft, and the output end of the planetary gear set is connected with the output shaft;
the second selection unit is used for selecting a transmission mode of the planetary gear set to change the transmission ratio of the planetary gear set.
6. The hybrid drive system of claim 5, wherein a sun gear of the planetary gear set is connected to the second input shaft and a carrier of the planetary gear set is connected to the output shaft.
7. The hybrid drive system of claim 6, wherein the second selection unit includes a first brake disc, a second brake disc, and an action disc;
the first brake disc is connected with a shell of the hybrid power driving system, the second brake disc is connected with a planet carrier of the planetary gear set, and the action disc is connected with a gear ring of the planetary gear set;
the action disc is selectively combined with the first brake disc or the second brake disc;
wherein the second transmission provides a third gear ratio when the action disc is coupled to the first brake disc;
the second transmission provides a fourth gear ratio when the actuator disc is coupled to the second brake disc, the third gear ratio being unequal to the fourth gear ratio.
8. The hybrid drive system of claim 1 further comprising a second gear set having an input gear connected to the output shaft and an output gear for connecting wheels.
9. The hybrid drive system of claim 1, further comprising a clutch comprising a first connection and a second connection, the first connection and the second connection being selectively engageable and disengageable;
the motor and the engine are connected with the first connecting part, and the first input shaft is connected with the second connecting part.
10. An automobile comprising the hybrid drive system according to any one of claims 1 to 9.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202321358800.1U CN219904047U (en) | 2023-05-30 | 2023-05-30 | Hybrid power driving system and automobile |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202321358800.1U CN219904047U (en) | 2023-05-30 | 2023-05-30 | Hybrid power driving system and automobile |
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| Publication Number | Publication Date |
|---|---|
| CN219904047U true CN219904047U (en) | 2023-10-27 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202321358800.1U Active CN219904047U (en) | 2023-05-30 | 2023-05-30 | Hybrid power driving system and automobile |
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| Country | Link |
|---|---|
| CN (1) | CN219904047U (en) |
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2023
- 2023-05-30 CN CN202321358800.1U patent/CN219904047U/en active Active
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