CN221347773U - Longitudinally-arranged four-gear hybrid power speed change system - Google Patents
Longitudinally-arranged four-gear hybrid power speed change system Download PDFInfo
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- CN221347773U CN221347773U CN202323413751.XU CN202323413751U CN221347773U CN 221347773 U CN221347773 U CN 221347773U CN 202323413751 U CN202323413751 U CN 202323413751U CN 221347773 U CN221347773 U CN 221347773U
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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
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Abstract
The utility model discloses a longitudinally-arranged four-gear hybrid power speed change system which comprises a middle shaft, a driving motor, a first input shaft, a second input shaft, a third input shaft connected with the driving motor, a first transmission mechanism connected with the first input shaft and the middle shaft, a second transmission mechanism connected with the third input shaft and the middle shaft, a first-gear transmission mechanism connected with the second input shaft and the middle shaft, a second-gear transmission mechanism, a third-gear transmission mechanism and a fourth-gear transmission mechanism, an even-gear synchronizer which is arranged on the middle shaft and can be selectively meshed with the second-gear transmission mechanism and the fourth-gear transmission mechanism, and an odd-gear synchronizer which is arranged on the middle shaft and can be selectively meshed with the first-gear transmission mechanism and the third-gear transmission mechanism. The longitudinal four-gear hybrid power speed change system can ensure that the working point of an engine can be optimized, and has the advantages of compact structure, small size and easy arrangement.
Description
Technical Field
The utility model belongs to the technical field of transmission of new energy sources of automobiles, and particularly relates to a longitudinal four-gear hybrid power speed change system.
Background
In the prior art, as disclosed in patent document CN108237893a, a hybrid vehicle is disclosed in: in the middle-high speed running process, the engine and the motor are coupled through the planetary mechanism, and the two power flows are converged and then output power, wherein the electric power flows are generated, stored, taken and driven by the motor.
In the solution disclosed in the above patent document, such a hybrid vehicle has the following drawbacks: in the middle-high speed running process, the engine and the motor are coupled through the planetary mechanism, and the two power flows are converged and then output power, wherein the electric power flows are generated by the motor, stored, taken out and driven electrically, the efficiency is very low, and the fuel consumption is high during high-speed running.
Further, as disclosed in patent document CN111572328a, a hybrid vehicle driving apparatus: in the middle-high speed running process, the hybrid power vehicle driving device can adopt the B1 brake and the C1 clutch to form an engine to drive two gears, and can realize that the engine directly drives the vehicle to run.
In the technical solutions disclosed in the above patent documents, such a hybrid vehicle driving apparatus has the following disadvantages: in the middle-high speed running process, the driving device of the hybrid power vehicle can adopt the B1 brake and the C1 clutch to form an engine to drive two gears, can realize that the engine directly drives the vehicle to run, has no motor power flow and has high efficiency. However, the disadvantage is that the structure is complex, which is not conducive to spatial arrangement. The control scheme is also relatively complex.
Disclosure of utility model
The present utility model aims to solve at least one of the technical problems existing in the prior art. Therefore, the utility model provides a longitudinal four-gear hybrid power transmission system, which aims to ensure that the working point of an engine can be optimized, and has compact structure, small size and easy arrangement.
In order to achieve the above purpose, the technical scheme adopted by the utility model is as follows: the longitudinal four-gear hybrid power transmission system comprises an intermediate shaft, a driving motor, a first input shaft, a second input shaft, a first clutch, a third input shaft, a second clutch, a first transmission mechanism, a second transmission mechanism, a first gear transmission mechanism, a second gear transmission mechanism, a third gear transmission mechanism and a fourth gear transmission mechanism, wherein the first input shaft is connected with an engine, the first clutch is arranged between the first input shaft and the second input shaft, the third input shaft is connected with the driving motor, the second clutch is arranged between the second input shaft and the first input shaft, the third transmission mechanism is arranged between the first input shaft and the third input shaft, the first transmission mechanism is connected with the first input shaft and the third input shaft, the first gear transmission mechanism, the second gear transmission mechanism, the third gear transmission mechanism and the fourth gear transmission mechanism are connected with the second input shaft, the even gear synchronizer is arranged on the intermediate shaft and can be meshed with the second gear transmission mechanism and the fourth gear transmission mechanism, and the odd gear synchronizer is arranged on the intermediate shaft and can be meshed with the first gear transmission mechanism and the third gear transmission mechanism.
The longitudinal four-gear hybrid power speed change system further comprises a first motor, and the first input shaft is connected with a rotor of the first motor.
The first transmission mechanism comprises a first driving gear and a first driven gear meshed with the first driving gear, the first driving gear is arranged on the first input shaft, the first driven gear is sleeved on the intermediate shaft in a hollow mode, and a first synchronizer meshed with the first driven gear is arranged on the intermediate shaft.
The second transmission mechanism comprises a second driving gear and a second driven gear meshed with the second driving gear, the second driving gear is arranged on the third input shaft, the second driven gear is sleeved on the intermediate shaft in a hollow mode, and a second synchronizer meshed with the second driven gear is arranged on the intermediate shaft.
The second transmission mechanism comprises a planetary gear train connected with the third input shaft, a second driving gear and a second driven gear meshed with the second driving gear, the second driven gear is sleeved on the intermediate shaft in a hollow mode, and a second synchronizer meshed with the second driven gear is arranged on the intermediate shaft.
The planetary gear train comprises a sun gear, a planet carrier and a gear ring which are fixedly arranged, wherein the sun gear is connected with the third input shaft, and the planet carrier is connected with the second driving gear.
The first-gear transmission mechanism comprises a first-gear driving gear and a first-gear driven gear which are meshed, and the first-gear driving gear is arranged on the second input shaft.
The second gear transmission mechanism comprises a second gear driving gear and a second gear driven gear which are meshed with each other, and the second gear driving gear is arranged on the second input shaft.
The third-gear transmission mechanism comprises a third-gear driving gear and a third-gear driven gear which are meshed with each other, and the third-gear driving gear is arranged on the second input shaft.
The four-gear transmission mechanism comprises a fourth-gear driving gear and a fourth-gear driven gear which are meshed, and the fourth-gear driving gear is arranged on the second input shaft.
The longitudinal four-gear hybrid power speed change system has the following advantages:
(1) The structure is compact, the radial space occupation is small, and the arrangement is easy;
(2) In the gear shifting stage, the driving motor TM is used for torque filling, and the engine is replaced to drive the vehicle, so that power interruption is avoided. And the ISG motor is used for speed regulation to realize speed synchronization, so that the gear shifting time is shortened, and the power response is improved. Gear shifting control is realized from the angle of software, a clutch is eliminated, and the cost is reduced;
(3) The engine is driven by four gears, and the engine can be intervened earlier in a low-speed stage to provide power. The engine is driven at a high speed stage with high efficiency, so that the fuel economy of the whole vehicle is improved;
(4) The motor can be driven by pure electric four gears, so that the working efficiency of the motor and the power performance of the automobile can be improved, the requirement on the performance of the motor can be reduced, and the power performance requirement of the whole automobile can be met by only configuring a motor with smaller volume and weight and lower power, so that the cost of the motor is reduced. In addition, the multi-gear transmission can reduce electricity consumption and improve the endurance mileage of the electric vehicle.
Drawings
The present specification includes the following drawings, the contents of which are respectively:
FIG. 1 is a schematic diagram of a longitudinal four speed hybrid transmission system according to the first embodiment;
FIG. 2 is a schematic diagram of a longitudinal four speed hybrid transmission system according to the second embodiment;
FIG. 3 is a schematic structural view of a longitudinal four-speed hybrid transmission system according to the third embodiment;
FIG. 4 is a schematic structural view of a four-speed hybrid transmission system of the fourth embodiment;
Marked in the figure as: 1. a first input shaft; 2. a first motor; 3. a first drive gear; 4. a first driven gear; 5. a first clutch; 6. a second gear drive gear; 7. a second-gear driven gear; 8. a second input shaft; 9. fourth gear driving gear; 10. fourth gear driven gear; 11. a first gear drive gear; 12. a first-gear driven gear; 13. a third gear drive gear; 14. a third-gear driven gear; 15. a second clutch; 16. a second drive gear; 17. a second driven gear; 18. a second motor; 19. a third input shaft; 20. an intermediate shaft; 21. a second synchronizer; 22. an odd-numbered stage synchronizer; 23. an even-numbered stage synchronizer; 24. a first synchronizer; 25. a reduction drive gear; 26. a reduction driven gear; 27. a differential; 28. an output shaft; 29. a sun gear; 30. a planetary gear; 31. a gear ring; 32. a planet carrier.
Detailed Description
The following detailed description of the embodiments of the utility model, given by way of example only, is presented in the accompanying drawings to aid in a more complete, accurate and thorough understanding of the concepts and aspects of the utility model, and to aid in its practice, by those skilled in the art.
Example 1
As shown in fig. 1, the present embodiment provides a longitudinally-arranged four-speed hybrid transmission system including an intermediate shaft 20, a drive motor (i.e., a second motor 18), a first input shaft 1 connected to an engine, a second input shaft 8, a first clutch 5 provided between the first input shaft 1 and the second input shaft 8, a third input shaft 19 connected to the drive motor, a second clutch 15 provided between the second input shaft 8 and the third input shaft 19, a first transmission mechanism connected to the first input shaft 1 and the intermediate shaft 20, a second transmission mechanism connected to the third input shaft 19 and the intermediate shaft 20, a first-speed transmission mechanism, a second-speed transmission mechanism, a third-speed transmission mechanism, and a fourth-speed transmission mechanism connected to the second input shaft 8 and the intermediate shaft 20, an even-speed synchronizer 23 provided on the intermediate shaft 20 and selectively engaged with the second-speed transmission mechanism and the fourth-speed transmission mechanism, and an odd-speed synchronizer 22 provided on the intermediate shaft 20 and selectively engaged with the first-speed transmission mechanism and the third-speed transmission mechanism.
As shown in fig. 1, the longitudinal four-gear hybrid transmission system of the present embodiment further includes a first motor 2, a first input shaft 1 is connected with a rotor of the first motor 2, a third input shaft 19 is connected with a rotor of the driving motor, the first clutch 5 is located between the first input shaft 1 and the second input shaft 8, the second clutch 15 is located between the second input shaft 8 and the third input shaft 19, the first input shaft 1, the second input shaft 8 and the third input shaft 19 are coaxially arranged, the second input shaft 8 is located between the first input shaft 1 and the third input shaft 19, one end of the first input shaft 1 is connected with an engine, the other end of the first input shaft 1 is connected with the first clutch 5, one end of the second input shaft 8 is connected with the first clutch 5, the other end of the second input shaft 8 is connected with the second clutch 15, one end of the third input shaft 19 is connected with the second clutch 15, and the other end of the third input shaft 19 is fixedly connected with the rotor of the driving motor.
As shown in fig. 1, the first transmission mechanism comprises a first driving gear 3 and a first driven gear 4 meshed with the first driving gear 3, the first driving gear 3 is fixedly arranged on the first input shaft 1, the first driven gear 4 is sleeved on an intermediate shaft 20 in a hollow mode, and a first synchronizer 24 used for being meshed with the first driven gear 4 is arranged on the intermediate shaft 20. The first driving gear 3 and the first driven gear 4 are cylindrical gears, and after the first synchronizer 24 is meshed with the first driven gear 4, the first driven gear 4 can drive the intermediate shaft 20 to synchronously rotate; after the first synchronizer 24 is separated from the first driven gear 4, the first driven gear 4 cannot drive the intermediate shaft 20 to rotate synchronously.
As shown in fig. 1, the second transmission mechanism includes a second driving gear 16 and a second driven gear 17 meshed with the second driving gear 16, the second driving gear 16 is fixedly arranged on a third input shaft 19, the second driven gear 17 is sleeved on an intermediate shaft 20, and a second synchronizer 21 for meshing with the second driven gear 17 is arranged on the intermediate shaft 20. The second driving gear 16 and the second driven gear 17 are cylindrical gears, and after the second synchronizer 21 is meshed with the second driven gear 17, the second driven gear 17 can drive the intermediate shaft 20 to synchronously rotate; after the second synchronizer 21 is separated from the second driven gear 17, the second driven gear 17 cannot drive the intermediate shaft 20 to rotate synchronously.
As shown in fig. 1, the first gear transmission mechanism includes a first gear driving gear 11 and a first gear driven gear 12 that are meshed, the first gear driving gear 11 is fixedly disposed on the second input shaft 8, and the first gear driven gear 12 is rotatably disposed on the intermediate shaft 20. The third gear transmission mechanism comprises a third gear driving gear 13 and a third gear driven gear 14 which are meshed, the third gear driving gear 13 is fixedly arranged on the second input shaft 8, and the third gear driven gear 14 is rotatably arranged on the intermediate shaft 20. The odd-numbered stage synchronizer 22 is fixedly connected with the intermediate shaft 20, and the odd-numbered stage synchronizer 22 is located between the first-stage driven gear 12 and the third-stage driven gear 14. When the odd-numbered stage synchronizer 22 is meshed with the first-stage driven gear 12, the gear is at the first stage, the power on the second input shaft 8 is transmitted to the intermediate shaft 20 through the first-stage transmission mechanism, and the second input shaft 8 drives the intermediate shaft 20 to rotate through the first-stage transmission mechanism; when the odd-numbered stage synchronizer 22 is meshed with the third-stage driven gear 14, the gear is at the third stage, the power on the second input shaft 8 is transmitted to the intermediate shaft 20 through the third-stage transmission mechanism, and the second input shaft 8 drives the intermediate shaft 20 to rotate through the third-stage transmission mechanism.
As shown in fig. 1, the second gear transmission mechanism includes a second gear driving gear 6 and a second gear driven gear 7 which are meshed, the second gear driving gear 6 is fixedly arranged on a second input shaft 8, and the second gear driven gear 7 is rotatably arranged on an intermediate shaft 20. The four-gear transmission mechanism comprises a fourth-gear driving gear 9 and a fourth-gear driven gear 10 which are meshed, the fourth-gear driving gear 9 is fixedly arranged on the second input shaft 8, and the fourth-gear driven gear 10 is rotatably arranged on the intermediate shaft 20. The even-numbered stage synchronizer 23 is fixedly connected with the intermediate shaft 20, and the even-numbered stage synchronizer 23 is positioned between the second-stage driven gear 7 and the third-stage driven gear 14. When the even-numbered stage synchronizer 23 is meshed with the second-stage driven gear 7, the gear is at the second stage, the power on the second input shaft 8 is transmitted to the intermediate shaft 20 through the second-stage transmission mechanism, and the second input shaft 8 drives the intermediate shaft 20 to rotate through the second-stage transmission mechanism; when the even-numbered stage synchronizer 23 is meshed with the fourth-stage driven gear 10, the gear is at the fourth stage, the power on the second input shaft 8 is transmitted to the intermediate shaft 20 through the fourth-stage transmission mechanism, and the second input shaft 8 drives the intermediate shaft 20 to rotate through the fourth-stage transmission mechanism.
As shown in fig. 1, the transmission ratios of the first gear transmission mechanism, the second gear transmission mechanism, the third gear transmission mechanism and the fourth gear transmission mechanism are sequentially increased, the first gear transmission mechanism is positioned between the third gear transmission mechanism and the fourth gear transmission mechanism, and the fourth gear transmission mechanism is positioned between the first gear transmission mechanism and the second gear transmission mechanism.
As shown in fig. 1, the intermediate shaft 20 is parallel to the first input shaft 1, the intermediate shaft 20 is fixedly connected with a reduction driving gear 25, the reduction driving gear 25 is meshed with a reduction driven gear 26, the reduction driven gear 26 is fixedly connected with a differential gear 27, and the differential gear 27 is connected with an output shaft 28.
As shown in fig. 1, the first driving gear 3 is located between the first motor 2 and the first clutch 5, and the second driving gear 16 is located between the second motor 18 and the second clutch 15. The first clutch 5 and the second clutch 15 are clutches in the form of dog clutches, electromagnetic clutches, wet clutches, or the like.
As shown in fig. 1, the second input shaft 8 is connected to the first-gear drive gear 11, the second-gear drive gear 6, the third-gear drive gear 13, and the fourth-gear drive gear 9, respectively, and is located between the first clutch 5 and the second clutch 15. The odd-numbered stage synchronizer is connected to the intermediate shaft 20, and the first-stage or third-stage shift can be achieved by synchronizing and engaging with the first-stage driven gear 12 or the third-stage driven gear 14. The even-numbered stage synchronizer is connected to the intermediate shaft 20, and the second-stage or fourth-stage shift can be achieved by synchronizing and engaging with the second-stage driven gear 7 or the fourth-stage driven gear 10.
The longitudinal four-speed hybrid transmission system according to the present embodiment can realize the following drive modes.
In the pure electric mode, the clutch and synchronizer are switched as shown in table 1:
Pure first gear drive mode: as shown in fig. 1, the first clutch 5 is in an off state and the second clutch 15 is in an on state. The even-numbered stage synchronizer 23 is in a disengaged state with the second-stage driven gear and the fourth-stage driven gear. The odd-numbered stage synchronizer 22 is in an engaged state with the first-stage driven gear 12, and the odd-numbered stage synchronizer 22 is in a disengaged state with the third-stage driven gear 14. The first synchronizer 24 is in the disengaged state and the second synchronizer 21 is in the disengaged state. In this case, the power output from the second motor 18 passes through the third input shaft 19, the second clutch 15, the first-gear drive gear 11, the first-gear driven gear 12, the odd-numbered stage synchronizer 22, the intermediate shaft 20, the reduction drive gear 25, the reduction driven gear 26, the differential gear 27, and the output shaft 28 in this order. Whereby the second electric machine 18 drives the vehicle in the first gear.
Pure second gear drive mode: as shown in fig. 1, the first clutch 5 is in an off state and the second clutch 15 is in an on state. The even-numbered stage synchronizer 23 is in an engaged state with the second-stage driven gear, and the even-numbered stage synchronizer 23 is in a disengaged state with the fourth-stage driven gear. The odd-numbered stage synchronizer 22 is in a disengaged state with the first-stage driven gear 12 and the third-stage driven gear 14. The first synchronizer 24 is in the disengaged state and the second synchronizer 21 is in the disengaged state. In this case, the power output from the second motor 18 passes through the third input shaft 19, the second clutch 15, the second-speed drive gear 6, the second-speed driven gear 7, the even-speed synchronizer 23, the intermediate shaft 20, the reduction drive gear 25, the reduction driven gear 26, the differential gear 27, and the output shaft 28 in this order. Whereby the second motor 18 drives the vehicle in the second gear.
Third gear drive mode only: as shown in fig. 1, the first clutch 5 is in an off state and the second clutch 15 is in an on state. The even-numbered stage synchronizer 23 is in a disengaged state with the second-stage driven gear and the fourth-stage driven gear. The odd-numbered stage synchronizer 22 is in an engaged state with the third-stage driven gear 14, and the odd-numbered stage synchronizer 22 is in a disengaged state with the first-stage driven gear 12. The first synchronizer 24 is in the disengaged state and the second synchronizer 21 is in the disengaged state. In this case, the power output from the second motor 18 passes through the third input shaft 19, the second clutch 15, the third-speed drive gear 13, the third-speed driven gear 14, the odd-speed synchronizer 22, the intermediate shaft 20, the reduction drive gear 25, the reduction driven gear 26, the differential gear 27, and the output shaft 28 in this order. Whereby the second electric machine 18 drives the vehicle in the third gear.
Pure fourth gear drive mode: as shown in fig. 1, the first clutch 5 is in an off state and the second clutch 15 is in an on state. The even-numbered stage synchronizer 23 is in an engaged state with the fourth-stage driven gear, and the even-numbered stage synchronizer 23 is in a disengaged state with the second-stage driven gear. The odd-numbered stage synchronizer 22 is in a disengaged state with the first-stage driven gear 12 and the third-stage driven gear 14. The first synchronizer 24 is in the disengaged state and the second synchronizer 21 is in the disengaged state. In this case, the power output from the second motor 18 passes through the third input shaft 19, the second clutch 15, the fourth-speed drive gear 9, the fourth-speed driven gear 10, the even-speed synchronizer 23, the intermediate shaft 20, the reduction drive gear 25, the reduction driven gear 26, the differential gear 27, and the output shaft 28 in this order. Whereby the second motor 18 drives the vehicle in the second gear.
TABLE 1
The engine direct drive mode, clutch and synchronizer switching is shown in table 2:
First gear direct drive mode of engine: as shown in fig. 1, the first clutch 5 is in an engaged state, the second clutch 15 is in a disengaged state, and the even-numbered stage synchronizer 23 is in a disengaged state from the second-stage driven gear and the fourth-stage driven gear. The odd-numbered stage synchronizer 22 is in an engaged state with the first-stage driven gear 12, and the odd-numbered stage synchronizer 22 is in a disengaged state with the third-stage driven gear 14. The first synchronizer 24 is in the disengaged state and the second synchronizer 21 is in the disengaged state. In this case, the power output from the engine passes through the first input shaft 1, the first clutch 5, the first-stage drive gear 11, the first-stage driven gear 12, the odd-stage synchronizer 22, the intermediate shaft 20, the reduction drive gear 25, the reduction driven gear 26, the differential 27, and the output shaft 28 in this order. Whereby the engine drives the vehicle in the first gear.
Second gear direct drive mode of engine: as shown in fig. 1, the first clutch 5 is in an engaged state and the second clutch 15 is in a disengaged state. The even-numbered stage synchronizer 23 is in an engaged state with the second-stage driven gear, and the even-numbered stage synchronizer 23 is in a disengaged state with the fourth-stage driven gear. The odd-numbered stage synchronizer 22 is in a disengaged state with the first-stage driven gear 12 and the third-stage driven gear 14. The first synchronizer 24 is in the disengaged state and the second synchronizer 21 is in the disengaged state. In this case, the power output from the engine passes through the first input shaft 1, the first clutch 5, the second-gear drive gear 6, the second-gear driven gear 7, the even-gear synchronizer 23, the intermediate shaft 20, the reduction drive gear 25, the reduction driven gear 26, the differential 27, and the output shaft 28 in this order. Whereby the engine drives the vehicle in the second gear.
Third gear direct drive mode of engine: as shown in fig. 1, the first clutch 5 is in an engaged state, and the second clutch 15 is in an engaged state. The even-numbered stage synchronizer 23 is in a disengaged state with the second-stage driven gear and the fourth-stage driven gear. The odd-numbered stage synchronizer 22 is in an engaged state with the third-stage driven gear 14, and the odd-numbered stage synchronizer 22 is in a disengaged state with the first-stage driven gear 12. The first synchronizer 24 is in the disengaged state and the second synchronizer 21 is in the disengaged state. In this case, the power output from the engine passes through the first input shaft 1, the first clutch 5, the third-gear drive gear 13, the third-gear driven gear 14, the odd-gear synchronizer 22, the intermediate shaft 20, the reduction drive gear 25, the reduction driven gear 26, the differential 27, and the output shaft 28 in this order. Whereby the engine drives the vehicle in the third gear.
Fourth gear direct drive mode of engine: as shown in fig. 1, the first clutch 5 is in an engaged state and the second clutch 15 is in a disengaged state. The even-numbered stage synchronizer 23 is in an engaged state with the fourth-stage driven gear, and the even-numbered stage synchronizer 23 is in a disengaged state with the second-stage driven gear. The odd-numbered stage synchronizer 22 is in a disengaged state with the first-stage driven gear 12 and the third-stage driven gear 14. The first synchronizer 24 is in the disengaged state and the second synchronizer 21 is in the disengaged state. In this case, the power output from the engine passes through the first input shaft 1, the first clutch 5, the fourth-gear drive gear 9, the fourth-gear driven gear 10, the even-gear synchronizer 23, the intermediate shaft 20, the reduction drive gear 25, the reduction driven gear 26, the differential 27, and the output shaft 28 in this order. Whereby the engine drives the vehicle in the fourth gear.
TABLE 2
The speed regulation and torque compensation method during the gear shifting stage of the direct drive mode of the engine comprises the following steps: and the driving motor is used for torque filling, and the motor is replaced to drive the vehicle, so that power interruption is avoided. The first motor 2 is speed-regulated to synchronize the rotation speed.
Engine 1 gear up 2 gear:
Initial state: the engine is operated, the second electric machine 18 is not operated, the first clutch 5 is engaged, the second clutch 15 is disconnected, the even-numbered stage synchronizer 23 is in a disconnected state, and the even-numbered stage synchronizer 23 is in a disconnected state. The odd-numbered stage synchronizer 22 is in the engaged state and the odd-numbered stage synchronizer 22 is in the disengaged state.
The first clutch 5 remains engaged, the second clutch 15 remains disengaged, the second motor 18 switches to a speed control mode, driving the second driven gear 17 to rapidly synchronize its speed with the speed of the intermediate shaft 20, the second synchronizer 21 being pre-engaged;
the engine and the first input shaft 1 idle, the odd-numbered stage synchronizer 22 is disengaged;
the second motor 18 is torque compensated by the second synchronizer 21;
the first electric machine 2 drives the second-gear driven gear 7 to rapidly synchronize the rotation speed with the rotation speed of the intermediate shaft 20, and the even-gear synchronizer 23 is engaged;
engine ignition, output torque is normal;
the second motor 18 stops, the second synchronizer 21 is disengaged;
The upshift and downshift of the other gears in the engine direct drive mode are similar to the upshift and downshift of the 1 st gear of the engine.
The speed regulation and torque compensation method during the gear shifting stage of the pure electric drive mode comprises the following steps: the first motor 2 can carry out speed regulation synchronization in the gear shifting process, and can also carry out torque compensation in a short time so as to avoid power interruption.
Pure electric drive 1 st gear up 2 nd gear:
Initial state: the engine is not operated, the second electric machine 18 is operated, the first clutch 5 is disengaged, the second clutch 15 is engaged, the even-numbered stage synchronizer 23 is in the disengaged state, and the even-numbered stage synchronizer 23 is in the disengaged state. The odd-numbered stage synchronizer 22 is in the engaged state and the odd-numbered stage synchronizer 22 is in the disengaged state.
The first clutch 5 is kept in the off state, the second clutch 15 is kept in the on state, the first motor 2 starts to work, the rotating speed of the first input shaft 1 is increased, the rotating speed of the first driven gear 4 is quickly synchronized with the rotating speed of the intermediate shaft 20, and the first synchronizer 24 is pre-engaged;
The second electric machine 18 and the third input shaft 19 idle, the odd-numbered stage synchronizer is disengaged;
the first electric machine 2 is torque compensated by the first synchronizer 24;
The second motor 18 is switched to a rotation speed control mode to drive the second-gear driving gear 6 to be rapidly synchronized with the rotation speed of the intermediate shaft 20, and an even-gear synchronizer is engaged;
The second motor 18 is operating normally to output torque;
the first motor 2 stops working and the first synchronizer 24 is disengaged;
the upshift and downshift process for other gears in the electric drive mode is similar to the upshift and downshift process for gear 2 in the electric drive 1.
Hybrid parallel driving:
When the engine is driven in the first gear, the second motor 18 can participate in driving at the same time corresponding to the pure first gear, so as to form a hybrid parallel mode.
When the engine is driven in the second gear, the third gear and the fourth gear of the direct drive mode of the engine respectively, the second motor 18 can be correspondingly driven in the second gear, the third gear and the fourth gear of the pure electric mode respectively, and the hybrid parallel mode of the first motor 2 participating in driving is similar to the direct drive mode of the engine.
In summary, according to the different operating states of the engine, the first electric machine 2, and the second electric machine 18, the engaged or disengaged state of the first clutch 5 and the second clutch 15, and the disengaged or engaged state of the odd-numbered stage synchronizer 22 and the even-numbered stage synchronizer 23, various running modes of the hybrid vehicle can be realized.
Example two
As shown in fig. 2, in the present embodiment, the second transmission mechanism includes a planetary gear train connected to the third input shaft 19, a second driving gear 16, and a second driven gear 17 meshed with the second driving gear 16, the second driven gear 17 is sleeved on the intermediate shaft 20, and a second synchronizer 21 for meshing with the second driven gear 17 is provided on the intermediate shaft 20. The planetary gear train comprises a sun gear 29, a planet carrier 32 and a fixed gear ring 31, wherein a planet gear 30 is arranged on the planet carrier 32, and the planet gear 30 is meshed with the gear ring 31 and the sun gear 29. The sun gear 29 is fixedly connected coaxially with the third input shaft 19 and the planet carrier 32 is fixedly connected coaxially with the second driving gear 16.
As shown in fig. 2, the second clutch 15 is disposed between the second driving gear 16 and the second input shaft 8, and when the second clutch 15 is in an engaged state, the second input shaft 8 drives the second driving gear 16 to rotate through the second clutch 15; when the second clutch 15 is in the disengaged state, the second input shaft 8 cannot rotate the second driving gear 16 through the second clutch 15.
As shown in fig. 2, a second synchronizer 21 for meshing with the second driven gear 17 is arranged on the intermediate shaft 20, the second driving gear 16 and the second driven gear 17 are cylindrical gears, and after the second synchronizer 21 is meshed with the second driven gear 17, the second driven gear 17 can drive the intermediate shaft 20 to synchronously rotate; after the second synchronizer 21 is separated from the second driven gear 17, the second driven gear 17 cannot drive the intermediate shaft 20 to rotate synchronously.
Example III
As shown in fig. 3, in the present embodiment, the first motor 2 is not provided, and the first input shaft 1 is connected only to the engine and the first clutch 5.
Example IV
As shown in fig. 4, in the present embodiment, the first motor 2 is not provided, and the first input shaft 1 is connected only to the engine and the first clutch 5.
As shown in fig. 4, in the present embodiment, the second transmission mechanism includes a planetary gear train connected to the third input shaft 19, a second driving gear 16, and a second driven gear 17 meshed with the second driving gear 16, the second driven gear 17 is sleeved on the intermediate shaft 20, and a second synchronizer 21 for meshing with the second driven gear 17 is provided on the intermediate shaft 20. The planetary gear train comprises a sun gear 29, a planet carrier 32 and a fixed gear ring 31, wherein a planet gear 30 is arranged on the planet carrier 32, and the planet gear 30 is meshed with the gear ring 31 and the sun gear 29. The sun gear 29 is fixedly connected coaxially with the third input shaft 19 and the planet carrier 32 is fixedly connected coaxially with the second driving gear 16.
As shown in fig. 4, the second clutch 15 is disposed between the second driving gear 16 and the second input shaft 8, and when the second clutch 15 is in the engaged state, the second input shaft 8 drives the second driving gear 16 to rotate through the second clutch 15; when the second clutch 15 is in the disengaged state, the second input shaft 8 cannot rotate the second driving gear 16 through the second clutch 15.
As shown in fig. 4, a second synchronizer 21 for meshing with the second driven gear 17 is arranged on the intermediate shaft 20, the second driving gear 16 and the second driven gear 17 are cylindrical gears, and after the second synchronizer 21 is meshed with the second driven gear 17, the second driven gear 17 can drive the intermediate shaft 20 to synchronously rotate; after the second synchronizer 21 is separated from the second driven gear 17, the second driven gear 17 cannot drive the intermediate shaft 20 to rotate synchronously.
The utility model is described above by way of example with reference to the accompanying drawings. It will be clear that the utility model is not limited to the embodiments described above. As long as various insubstantial improvements are made using the method concepts and technical solutions of the present utility model; or the utility model is not improved, and the conception and the technical scheme are directly applied to other occasions and are all within the protection scope of the utility model.
Claims (10)
1. The utility model provides a indulge and put four grades of hybrid transmission system, includes jackshaft, driving motor, first input shaft, the second input shaft of being connected with the engine and sets up the first clutch between first input shaft and second input shaft, its characterized in that: the driving motor is characterized by further comprising a third input shaft connected with the driving motor, a second clutch arranged between the second input shaft and the third input shaft, a first transmission mechanism connected with the first input shaft and the intermediate shaft, a second transmission mechanism connected with the third input shaft and the intermediate shaft, a first gear transmission mechanism connected with the second input shaft and the intermediate shaft, a second gear transmission mechanism, a third gear transmission mechanism and a fourth gear transmission mechanism, an even gear synchronizer which is arranged on the intermediate shaft and can be selectively meshed with the second gear transmission mechanism and the fourth gear transmission mechanism, and an odd gear synchronizer which is arranged on the intermediate shaft and can be selectively meshed with the first gear transmission mechanism and the third gear transmission mechanism.
2. The longitudinal four-speed hybrid transmission system according to claim 1, wherein: the motor further comprises a first motor, and the first input shaft is connected with a rotor of the first motor.
3. The longitudinal four-speed hybrid transmission system according to claim 1, wherein: the first transmission mechanism comprises a first driving gear and a first driven gear meshed with the first driving gear, the first driving gear is arranged on the first input shaft, the first driven gear is sleeved on the intermediate shaft in a hollow mode, and a first synchronizer meshed with the first driven gear is arranged on the intermediate shaft.
4. The longitudinal four-speed hybrid transmission system according to claim 1, wherein: the second transmission mechanism comprises a second driving gear and a second driven gear meshed with the second driving gear, the second driving gear is arranged on the third input shaft, the second driven gear is sleeved on the intermediate shaft in a hollow mode, and a second synchronizer meshed with the second driven gear is arranged on the intermediate shaft.
5. The longitudinal four-speed hybrid transmission system according to claim 1, wherein: the second transmission mechanism comprises a planetary gear train connected with the third input shaft, a second driving gear and a second driven gear meshed with the second driving gear, the second driven gear is sleeved on the intermediate shaft in a hollow mode, and a second synchronizer meshed with the second driven gear is arranged on the intermediate shaft.
6. The longitudinal four-speed hybrid transmission system according to claim 5, wherein: the planetary gear train comprises a sun gear, a planet carrier and a gear ring which are fixedly arranged, wherein the sun gear is connected with the third input shaft, and the planet carrier is connected with the second driving gear.
7. The longitudinal four-speed hybrid transmission system according to any one of claims 1 to 6, wherein: the first-gear transmission mechanism comprises a first-gear driving gear and a first-gear driven gear which are meshed, and the first-gear driving gear is arranged on the second input shaft.
8. The longitudinal four-speed hybrid transmission system according to any one of claims 1 to 6, wherein: the second gear transmission mechanism comprises a second gear driving gear and a second gear driven gear which are meshed with each other, and the second gear driving gear is arranged on the second input shaft.
9. The longitudinal four-speed hybrid transmission system according to any one of claims 1 to 6, wherein: the third-gear transmission mechanism comprises a third-gear driving gear and a third-gear driven gear which are meshed with each other, and the third-gear driving gear is arranged on the second input shaft.
10. The longitudinal four-speed hybrid transmission system according to any one of claims 1 to 6, wherein: the four-gear transmission mechanism comprises a fourth-gear driving gear and a fourth-gear driven gear which are meshed, and the fourth-gear driving gear is arranged on the second input shaft.
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202323413751.XU CN221347773U (en) | 2023-12-14 | 2023-12-14 | Longitudinally-arranged four-gear hybrid power speed change system |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202323413751.XU CN221347773U (en) | 2023-12-14 | 2023-12-14 | Longitudinally-arranged four-gear hybrid power speed change system |
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| CN221347773U true CN221347773U (en) | 2024-07-16 |
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| CN202323413751.XU Active CN221347773U (en) | 2023-12-14 | 2023-12-14 | Longitudinally-arranged four-gear hybrid power speed change system |
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| Country | Link |
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| CN (1) | CN221347773U (en) |
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2023
- 2023-12-14 CN CN202323413751.XU patent/CN221347773U/en active Active
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