CN221457307U - Mixed two-gear gearbox - Google Patents
Mixed two-gear gearbox Download PDFInfo
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- CN221457307U CN221457307U CN202420413658.4U CN202420413658U CN221457307U CN 221457307 U CN221457307 U CN 221457307U CN 202420413658 U CN202420413658 U CN 202420413658U CN 221457307 U CN221457307 U CN 221457307U
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Abstract
The utility model discloses a hybrid two-gear gearbox, which comprises: the power transmission device comprises an engine, a power output gear set, a first motor, a second motor, a first clutch and a second clutch, wherein the first clutch, the first planetary gear set and the first gear are sequentially arranged on an output shaft of the engine; the power take-off gear set is connected with the first planetary gear set; the output shaft of the first motor is provided with a second gear, and the second gear is in meshed connection with the first gear; the first clutch is adapted to be actuated to a first parallel state or a second direct drive state, wherein the first clutch is connected with the rotational axis of the first planetary gear set when the first clutch is in the first parallel state, i.e. the engine is in driving connection with the power take-off gear set, and the first clutch is in the second direct drive state. The utility model can improve the transmission efficiency and the endurance mileage of the hybrid vehicle type, has smooth gear shifting process and reduces the cost.
Description
Technical Field
The utility model relates to a hybrid two-gear gearbox, and belongs to the technical field of hybrid vehicles.
Background
Currently, in hybrid vehicles, a multi-speed transmission is used for gear shifting. The structure of the gearbox is complex, the cost is high, and phenomena such as blocking and collision are easy to occur in the gear shifting process because of the complex gears, so that the driving smoothness is influenced. The drive system of the hybrid vehicle includes an internal combustion engine and a motor, which requires a transmission case capable of smoothly switching between various drive modes to ensure stable power output of the vehicle.
After searching the prior art, it is found that the chinese patent with publication number CN110307302a discloses a two-gear hybrid gearbox and a gear shifting method thereof. In this patent, the driving motor is shifted and is passed to the differential mechanism through releasing the one-way clutch of locking, closes the second clutch and switches into the moment of torsion from first fender driving driven gear and first fender driven gear and directly transmit to the differential mechanism from the jackshaft, but find in the use that use the clutch to shift in the process smoothness that first fender driving driven gear was not ideal enough, influence driving experience easily.
Disclosure of Invention
The utility model aims to overcome the defects of the prior art, and provides a hybrid two-gear gearbox which can improve the transmission efficiency and the endurance mileage of a hybrid vehicle type, has smooth gear shifting process and reduces the cost.
In order to solve the technical problems, the technical scheme of the utility model is as follows: a hybrid two-speed gearbox comprising:
the engine, there are first clutches, first planetary gear sets and first gears sequentially on the output shaft of the said engine;
A power take-off gearset connected to the first planetary gearset;
The output shaft of the first motor is provided with a second gear, and the second gear is in meshed connection with the first gear;
The first clutch is suitable for being moved to a first parallel state or a second direct-drive state, when the first clutch is in the first parallel state, the first clutch is connected with the rotation axis of the first planetary gear set, namely the engine and the power output gear set form transmission connection, and when the first clutch is in the second direct-drive state, the first clutch is disconnected with the rotation axis of the first planetary gear set, namely the engine and the power output gear set are disconnected from transmission connection;
The planetary gear train comprises a sun gear, a planet carrier and a fixed outer gear ring, wherein the sun gear, the planet carrier and the fixed outer gear ring are arranged from inside to outside along a central axis, a planet wheel meshed with the sun gear is arranged on the planet carrier, the outer gear ring is meshed with the planet wheel and connected, and the sun gear is connected with an output shaft of the second motor;
The second clutch is connected with the power output gear set, the second clutch is suitable for being moved to a first state or a second state, when the second clutch is in the first state, an input shaft of the second clutch is directly connected with an output shaft of the second motor, namely, the second motor is connected with the power output gear set through the second clutch, and when the second clutch is in the second state, the second clutch is in transmission connection with a planet carrier of a planetary gear train on the output shaft of the second motor, namely, the second motor is connected with the power output gear set through the planet carrier of the planetary gear train.
Further, the power of the second motor is greater than the power of the first motor.
Further, a specific type of first electric machine is provided, the first electric machine being a generator.
Further, a specific type of second motor is provided, the second motor being a traction motor.
Further, in order to smoothly shift gears of the first clutch and the second clutch, the first clutch and the second clutch each include a synchronizer.
Further, in order to facilitate power output, the hybrid two-gear gearbox further comprises a differential, wherein the output end of the power output gear set is connected with the input end of the differential;
the differential is provided with two output ends which are suitable for being connected with wheels.
Further, a first transmission shaft is arranged on the axis of the second clutch, an output gear is arranged on the first transmission shaft,
The output gear is connected with the power output gear set.
By adopting the technical scheme, the utility model has the following beneficial effects:
In the utility model, when the vehicle is started or at a low speed, the second clutch can be in a second state, at the moment, the second motor is connected to the planet carrier of the planetary gear train, the power of the second motor is output through the planet carrier, the speed reduction and the torque increase are realized, after the vehicle reaches a preset speed, the second clutch is switched to the first state, and at the moment, the output shaft of the second motor is directly output, so that the high-efficiency running at a high speed is realized. When the engine is needed to be interposed, the first motor starts the engine, and the engine is connected with the power output gear set through the first clutch working in the first parallel state, so that the parallel working mode of the second motor and the engine is realized, and when the engine is not needed to be interposed, the first clutch is switched to the second direct-drive state, so that the direct drive of the second motor is realized. Through simple control logic, the first clutch can flexibly control direct drive and parallel modes so as to adapt to different driving requirements. In addition, when the vehicle needs large torque, the second clutch can be switched to the second state, so that the second motor can output torque at a low speed. By the mode, the operation efficiency of the second motor under different driving conditions is optimized, and the transmission efficiency and the endurance mileage are improved.
In addition, the first motor can be used as a generator, and can generate electricity in the running process of the vehicle, so that the use efficiency is increased.
In summary, the utility model not only improves the driving efficiency and the endurance mileage of the vehicle and meets the power requirements at different speeds, but also has high-efficiency and simple control logic, so that the cost is lower.
Drawings
Fig. 1 is a schematic structural view of a hybrid two-speed gearbox of the present utility model.
Detailed Description
In order that the utility model may be more readily understood, a more particular description of the utility model will be rendered by reference to specific embodiments that are illustrated in the appended drawings.
As shown in fig. 1, a hybrid two-speed gearbox includes: the engine 100, the output shaft of the engine 100 is provided with a first clutch 300, a first planetary gear set 400 and a first gear 501 in this order;
a power take-off gear set 200, the power take-off gear set 200 being connected to a first planetary gear set 400;
The first motor 600, the output shaft of the first motor 600 is provided with a second gear 502, and the second gear 502 is in meshed connection with the first gear 501;
The first clutch 300 is adapted to be actuated to a first parallel state or a second direct drive state, wherein the first clutch 300 is connected to the rotational axis of the first planetary gear set 400, i.e. the engine 100 is in driving connection with the power take-off gear set 200, and wherein the first clutch 300 is disconnected from the rotational axis of the first planetary gear set 400, i.e. the engine 100 is disconnected from the power take-off gear set 200, when the first clutch 300 is in the second direct drive state;
The second motor 700, there are planetary gear trains on the output shaft of the second motor 700, the planetary gear train includes sun gear, planet carrier and fixed external gear ring that set up from inside to outside along the central axis, install the planetary gear meshed with sun gear on the planet carrier, the external gear ring is meshed with planetary gear and connected, the sun gear is connected with output shaft of the second motor 700;
The second clutch 800, the second clutch 800 is connected with the power output gear set 200, the second clutch 800 is suitable for being moved to the first state or the second state, when the second clutch 800 is in the first state, the input shaft of the second clutch 800 is directly connected with the output shaft of the second motor 700, namely, the second motor 700 is connected with the power output gear set 200 through the second clutch 800, and when the second clutch 800 is in the second state, the second clutch 800 is in transmission connection with the planet carrier of the planetary gear train on the output shaft of the second motor 700, namely, the second motor 700 is connected with the power output gear set 200 through the planet carrier of the planetary gear train.
In this embodiment, as shown in fig. 1, the low-speed working condition, i.e. the second clutch 800 is switched to the second state, and the second motor 700 is connected with the second clutch 800 through the planet carrier of the planetary gear train, so as to output a low-speed large torque, and meet the requirements of working conditions such as starting.
High regime-second clutch 800 is switched to the first state. The second motor 700 is directly connected to the power take-off gear set 200 to achieve high speed range operation.
In addition, when the first clutch 300 is switched to the second direct-drive state, at this time, the first clutch 300 is disconnected from the first planetary gear set 400, so that the direct-drive mode of the second motor 800 to the power output gear set 200 is realized, and when the first clutch 300 is switched to the first parallel state, the engine 100 is directly connected to the power output gear set 200 through the first clutch 300, so that parallel output is realized. Through the switching coordination control of the two working modes, the working intervals of the engine 100 and the second motor 700 can be optimized, so that the engine works in a high-efficiency area, the fuel economy is improved, and the power range of auxiliary driving is enlarged. Meanwhile, the control logic is simplified, the whole structure is compact, and the cost is low.
Specifically, as shown in fig. 1, the power of the second motor 700 is greater than the power of the first motor 600.
Specifically, as shown in fig. 1, the first motor 600 is a generator.
Specifically, as shown in fig. 1, the second motor 700 is a traction motor.
In the present embodiment, as shown in fig. 1, the power of the second motor 700 is greater than that of the first motor 600. This is because the second motor 700, which is a traction motor, needs to provide sufficient driving force, while the first motor 600, which is a generator, may be relatively small in power. The first motor 600 is used as a vehicle-mounted generator, so that on one hand, electricity can be generated to charge a battery, and on the other hand, braking energy recovery can be realized, and the energy utilization efficiency is improved. The second motor 700 is a traction motor. The second electric machine 700 acts as a traction motor to provide electric drive to the vehicle, and is derived with the engine 100 to meet traction and performance requirements of the vehicle. Through setting up the different bi-motor of power, can realize motor electricity generation and driven function separation, make whole car system's efficiency and performance better. The first motor 600 generates power with low power, and the second motor 700 tows with high power, so that the motor power can be reasonably distributed by the collocation, and the system cost is effectively reduced. Meanwhile, the working state of the motor is convenient to optimize, and the fuel economy is improved.
Specifically, as shown in fig. 1, the first clutch 300 and the second clutch 800 each include a synchronizer.
In the present embodiment, as shown in fig. 1, a synchronizer may be used as a clutch to achieve a smooth shift. The synchronizer can enable the input and output shafts to reach synchronous rotation speed before being connected through the speed matching mechanism, and meshing impact and damage of gears are avoided. When the gear shifting device works, when gear shifting is needed, the input and output shafts reach synchronous rotating speeds in advance through the speed matching mechanism of the synchronizer, and then the friction disc is engaged to realize stable gear shifting. The synchronizer can effectively reduce gear shifting impact, improve transmission comfort and prolong the service life of the gearbox. Meanwhile, the synchronizer has simple and reliable structure and strong bearing capacity, and is suitable for a hybrid power gearbox.
Specifically, as shown in fig. 1, the hybrid two-gear gearbox further includes a differential 900, and an output end of the power output gear set 200 is connected to an input end of the differential;
Differential 900 has two outputs adapted to connect to wheels.
In this embodiment, as shown in fig. 1, the differential 900 can realize independent speed ratio control for the left and right wheels, so as to meet the requirement of difference between the inner and outer wheel speeds during curve driving. In operation, the rotational speeds of the left and right wheels can be adjusted in real time by controlling the differential speed ratio of the differential 900 according to the running state of the vehicle, so as to improve the passing performance of the vehicle. For example, when the vehicle enters a left curve, the speed ratio of the left wheel can be increased, and the speed ratio of the right wheel can be reduced, so that the speed of the left wheel can be increased, the speed of the right wheel can be reduced, and the running requirement of the left curve can be better met. The speed ratio of the left wheel and the right wheel can be kept consistent during straight running. The introduction of differential 900 improves the adaptability and optimizes the power performance of the vehicle.
Specifically, as shown in fig. 1, a first transmission shaft is disposed on an axis of the second clutch 800, and an output gear is disposed on the first transmission shaft and is connected to the power output gear set 200.
The technical problems, technical solutions and advantageous effects solved by the present utility model have been further described in detail in the above-described embodiments, and it should be understood that the above-described embodiments are only illustrative of the present utility model and are not intended to limit the present utility model, and any modifications, equivalent substitutions, improvements, etc. within the spirit and principle of the present utility model should be included in the scope of protection of the present utility model.
Claims (7)
1. A hybrid two-speed gearbox comprising:
An engine (100), wherein a first clutch (300), a first planetary gear set (400) and a first gear (501) are sequentially arranged on an output shaft of the engine (100);
A power take off gear set (200), said power take off gear set (200) being connected to said first planetary gear set (400);
The first motor (600), the output shaft of the first motor (600) is provided with a second gear (502), and the second gear (502) is meshed with the first gear (501);
The first clutch (300) is adapted to be actuated to a first parallel state or a second direct drive state, wherein the first clutch (300) is connected to the rotational axis of the first planetary gear set (400), i.e. the engine (100) is in driving connection with the power take-off gear set (200), and wherein the first clutch (300) is disconnected from the rotational axis of the first planetary gear set (400), i.e. the engine (100) is disconnected from the power take-off gear set (200), when the first clutch (300) is in a second direct drive state;
The planetary gear system is arranged on an output shaft of the second motor (700) and comprises a sun gear, a planet carrier and a fixed outer gear ring, wherein the sun gear, the planet carrier and the fixed outer gear ring are arranged from inside to outside along a central axis, a planet wheel meshed with the sun gear is arranged on the planet carrier, the outer gear ring is meshed with the planet wheel and connected, and the sun gear is connected with the output shaft of the second motor (700);
The second clutch (800), second clutch (800) with power take off gear train (200) links to each other, second clutch (800) are suitable for being moved to first state or second state, when second clutch (800) are in first state, the input shaft of second clutch (800) with the output shaft of second motor (700) is direct connection, namely second motor (700) pass through second clutch (800) with power take off gear train (200), when second clutch (800) are in the second state, second clutch (800) with the planetary carrier transmission connection of planetary train on the output shaft of second motor (700), namely second motor (700) pass through the planetary carrier of planetary train with power take off gear train (200) are connected.
2. A hybrid two-speed gearbox according to claim 1, characterised in that,
The power of the second motor (700) is greater than the power of the first motor (600).
3. A hybrid two-speed gearbox according to claim 1, characterised in that,
The first electric machine (600) is a generator.
4. A hybrid two-speed gearbox according to claim 1, characterised in that,
The second motor (700) is a traction motor.
5. A hybrid two-speed gearbox according to claim 1, characterised in that,
The first clutch (300) and the second clutch (800) each include a synchronizer.
6. A hybrid two-speed gearbox according to claim 1, characterised in that,
The power output gear set (200) is connected with the input end of the differential mechanism;
The differential (900) is provided with two output ends which are suitable for being connected with wheels.
7. A hybrid two-speed gearbox according to claim 1, characterised in that,
The axis of the second clutch (800) is provided with a first transmission shaft, the first transmission shaft is provided with an output gear, and the output gear is connected with the power output gear set (200).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202420413658.4U CN221457307U (en) | 2024-03-04 | 2024-03-04 | Mixed two-gear gearbox |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202420413658.4U CN221457307U (en) | 2024-03-04 | 2024-03-04 | Mixed two-gear gearbox |
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| Publication Number | Publication Date |
|---|---|
| CN221457307U true CN221457307U (en) | 2024-08-02 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202420413658.4U Active CN221457307U (en) | 2024-03-04 | 2024-03-04 | Mixed two-gear gearbox |
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| Country | Link |
|---|---|
| CN (1) | CN221457307U (en) |
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- 2024-03-04 CN CN202420413658.4U patent/CN221457307U/en active Active
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