WO2024045547A1 - Groupe motopropulseur hybride à double moteur et machine de travail - Google Patents

Groupe motopropulseur hybride à double moteur et machine de travail Download PDF

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Publication number
WO2024045547A1
WO2024045547A1 PCT/CN2023/081208 CN2023081208W WO2024045547A1 WO 2024045547 A1 WO2024045547 A1 WO 2024045547A1 CN 2023081208 W CN2023081208 W CN 2023081208W WO 2024045547 A1 WO2024045547 A1 WO 2024045547A1
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WO
WIPO (PCT)
Prior art keywords
gear pair
shaft
shifting mechanism
input shaft
gear
Prior art date
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PCT/CN2023/081208
Other languages
English (en)
Chinese (zh)
Inventor
陈小江
田景笔
张子函
刘金强
李文祥
王顺
Original Assignee
湖南行必达网联科技有限公司
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Publication of WO2024045547A1 publication Critical patent/WO2024045547A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/26—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the motors or the generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
    • 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

Definitions

  • the present disclosure relates to the field of transmission technology, and in particular to a dual-motor hybrid transmission system and working machinery.
  • gasoline-electric hybrid technology With the development of gasoline-electric hybrid technology, the fields in which gasoline-electric hybrid technology can be applied are gradually increasing. Although the gasoline-electric hybrid technology applied to cars is relatively mature, the load of cars is light, and the gears used in the transmission system of cars are cannot be adapted to heavy-duty vehicles.
  • the hybrid transmission system used in commercial vehicles is mainly based on the P2 parallel hybrid architecture of a single motor.
  • the fuel-saving effect of the P2 hybrid system in urban conditions is significantly lower than that of a dual-motor hybrid system.
  • Motor power split and series-parallel hybrid system, and P2 hybrid has power interruption problem when shifting gears. Power interruption in heavy-duty vehicles will seriously affect the driving performance of the vehicle and the safety of hill climbing shifting. Therefore, in Under the background of gasoline-electric hybrid technology, developing a vehicle suitable for heavy-duty vehicles, and how to solve the power interruption during the shifting process and achieve a better fuel saving rate have become technical problems in this field.
  • the present disclosure provides a dual-motor hybrid transmission system and a working machine.
  • a dual-motor hybrid transmission system including: an engine, a first motor, a second motor, a first input shaft, a second input shaft, a third three input shafts, a first intermediate shaft, a second intermediate shaft, a gear assembly, a first shifting mechanism, a second shifting mechanism, a third shifting mechanism and a first output shaft;
  • the first input shaft is connected to the engine, the second input shaft is connected to the first motor, and the third input shaft is connected to the second motor;
  • the second input shaft, the third input shaft, the first intermediate shaft and the second intermediate shaft are respectively arranged parallel to the first input shaft;
  • the gear assemblies are respectively provided on the first input shaft, the second input shaft, the third input shaft, the first intermediate shaft, the second intermediate shaft and the first output shaft;
  • the first input shaft is selectively linked with the first shifting mechanism and the second shifting mechanism respectively, and is selectively linked with the third shifting mechanism through the first intermediate shaft and the second intermediate shaft;
  • the second input shaft and the third input shaft are respectively selectively linked with the first shifting mechanism, and are selectively linked with the second shifting mechanism and the third shifting mechanism through the first intermediate shaft and the second intermediate shaft;
  • the first output shaft is selectively linked with the first input shaft and/or the second input shaft and/or the third input shaft respectively through the first shift mechanism, the second shift mechanism and the third shift mechanism to achieve Switching between multiple gears;
  • first shifting mechanism and the second shifting mechanism are arranged on the first input shaft
  • the third shifting mechanism is provided on the first output shaft.
  • the invention further includes: a clutch, which is respectively connected to the power shaft and the first input shaft of the engine to achieve selectable linkage between the engine and the first input shaft.
  • At least two first intermediate shafts are evenly distributed around the circumference of the first input shaft
  • At least two second intermediate shafts are evenly distributed around the circumference of the first input shaft.
  • the gear assembly further includes: a first gear pair and a second gear pair;
  • the first gear pair is respectively sleeved on the outside of the first input shaft and the second input shaft to achieve linkage between the first input shaft and the second input shaft;
  • the second gear pair is respectively sleeved on the outside of the first input shaft and the third input shaft, and is provided corresponding to the first shifting mechanism to achieve switching between multiple gears.
  • the gear assembly further includes: a third gear pair and a fourth gear pair;
  • the third gear pair is connected to the first input shaft and the first intermediate shaft respectively, and is provided corresponding to the first shifting mechanism to achieve switching between multiple gears;
  • the fourth gear pair is respectively connected to the first output shaft and the first intermediate shaft, and is provided corresponding to the second shifting mechanism to realize switching between multiple gears.
  • the gear assembly further includes: a fifth gear pair, a sixth gear pair and a seventh gear pair;
  • the fifth gear pair is connected to the first input shaft and the second intermediate shaft respectively, and is arranged between the first shifting mechanism and the second shifting mechanism to achieve switching between multiple gears;
  • the sixth gear pair is connected to the first output shaft and the second intermediate shaft respectively, and is provided corresponding to the third shifting mechanism to realize switching between multiple gears;
  • the seventh gear pair is respectively connected to the first output shaft and the second intermediate shaft, and is provided corresponding to the third shifting mechanism to realize switching between multiple gears.
  • the first output shaft and the second countershaft realize multiple gear switching, including at least reverse gear, through a seventh gear pair and a third shifting mechanism.
  • the gear assembly further includes: an eighth gear pair, a ninth gear pair and a tenth gear pair;
  • the eighth gear pair is connected to the first input shaft and the first intermediate shaft respectively, and is provided corresponding to the first shifting mechanism to achieve switching between multiple gears;
  • the ninth gear pair is connected to the first output shaft and the first intermediate shaft respectively, and is provided corresponding to the second shifting mechanism to achieve switching between multiple gears;
  • the tenth gear pair is respectively connected to the first output shaft and the first intermediate shaft, and is provided corresponding to the third shifting mechanism to achieve switching between multiple gears.
  • it further includes: a fourth shifting mechanism, the fourth shifting mechanism is provided on the first output shaft;
  • the gear assembly also includes: an eleventh gear pair, a twelfth gear pair, a thirteenth gear pair and a fourteenth gear pair;
  • the eleventh gear pair is connected to the first input shaft and the second intermediate shaft respectively, and is disposed between the first shifting mechanism and the second shifting mechanism to achieve switching between multiple gears;
  • the twelfth gear pair is connected to the first output shaft and the second intermediate shaft respectively, and is provided corresponding to the third shifting mechanism to achieve switching between multiple gears;
  • the thirteenth gear pair is connected to the first output shaft and the second intermediate shaft respectively, and is provided corresponding to the fourth gear shifting mechanism to achieve switching between multiple gears;
  • the fourteenth gear pair is respectively connected to the first output shaft and the second intermediate shaft, and is provided corresponding to the fourth shifting mechanism to realize switching between multiple gears.
  • the first output shaft and the second intermediate shaft realize multiple gear switching, including at least reverse gear, through a fourteenth gear pair and a fourth shifting mechanism.
  • it further includes: a gearbox, a fifth shifting mechanism and a second output shaft;
  • the fifth shifting mechanism is arranged inside the gearbox
  • the input end of the gearbox is connected to the first output shaft, and the output end of the gearbox is connected to the second output shaft;
  • the gearbox doubles the number of gears output by the first output shaft.
  • the gear assembly further includes: a fifteenth gear pair, a sixteenth gear pair and a third intermediate shaft;
  • the fifteenth gear pair is connected to the first output shaft and the third intermediate shaft respectively, and is arranged between the fourth shifting mechanism and the fifth shifting mechanism;
  • the sixteenth gear pair is connected to the second output shaft and the third intermediate shaft respectively, and is configured corresponding to the fifth shift mechanism;
  • the gearbox doubles the number of gears output by the first output shaft through the fifteenth gear pair, the sixteenth gear pair and the third intermediate shaft.
  • Figure 1 is one of the schematic diagrams of the layout relationship of a dual-motor hybrid transmission system according to an embodiment of the present disclosure
  • Figure 2 is a second schematic diagram of the layout relationship of a dual-motor hybrid transmission system according to an embodiment of the present disclosure
  • Figure 3 is the third schematic diagram of the layout relationship of a dual-motor hybrid transmission system according to an embodiment of the present disclosure
  • FIG. 4 is the fourth schematic diagram of the layout relationship of a dual-motor hybrid transmission system according to an embodiment of the present disclosure.
  • this solution provides a dual-motor hybrid transmission system, including: an engine 1, a first motor 2, a second motor 3, and a first input shaft 10.
  • the second input shaft 20 the third input shaft 30, the first intermediate shaft 40, the second intermediate shaft 50, the gear assembly, the first shifting mechanism K1, the second shifting mechanism K2, the third shifting mechanism K3 and first output shaft 60;
  • the first input shaft 10 is connected to the engine 1, the second input shaft 20 is connected to the first motor 2, and the third input shaft 30 is connected to the second motor 3;
  • the second input shaft 20, the third input shaft 30, the first intermediate shaft 40 and the second intermediate shaft 50 are respectively arranged parallel to the first input shaft 10;
  • the gear assemblies are respectively provided on the first input shaft 10, the second input shaft 20, the third input shaft 30, the first intermediate shaft 40, the second intermediate shaft 50 and the first output shaft 60;
  • the first input shaft 10 is selectively linked with the first shifting mechanism K1 and the second shifting mechanism K2 respectively, and is selectively linked with the third shifting mechanism K3 through the first intermediate shaft 40 and the second intermediate shaft 50;
  • the second input shaft 20 and the third input shaft 30 are selectively linked with the first shift mechanism K1 respectively, and are connected with the second shift mechanism K2 and the third shift mechanism through the first intermediate shaft 40 and the second intermediate shaft 50 respectively.
  • the first output shaft 60 communicates with the first input shaft 10 and/or the second input shaft 20 and/or the third input shaft 30 respectively through the first shift mechanism K1, the second shift mechanism K2 and the third shift mechanism K3. Selectable linkage to achieve switching between multiple gears;
  • the first shifting mechanism K1 and the second shifting mechanism K2 are provided on the first input shaft 10;
  • the third shifting mechanism K3 is provided on the first output shaft 60 .
  • the power transmission system of the present disclosure by arranging the first intermediate shaft 40 and the second intermediate shaft 50 , can realize a variety of hybrid working conditions of three power sources.
  • the application of a transmission system with a simple structure improves the power transmission. The smoothness of the system reduces the cost of the power transmission system and reduces the frustration during driving.
  • a clutch 4 is also included.
  • the clutch 4 is respectively connected to the power shaft of the engine 1 and the first input shaft 10 to achieve selectable linkage between the engine 1 and the first input shaft 10 .
  • this embodiment provides an implementation of the clutch 4.
  • the clutch 4 By arranging the clutch 4, switching between the engine 1, the first motor 2 and the second motor 3 in various hybrid operating modes is realized.
  • the two sets of intermediate shaft mechanical gear mechanisms are selectively engaged or disconnected for independent driving, thereby establishing gear sharing driven by three power sources and achieving efficient driving across the entire vehicle speed range.
  • At least two first intermediate shafts 40 are evenly distributed around the circumference of the first input shaft 10;
  • At least two second intermediate shafts 50 are evenly distributed around the circumferential direction of the first input shaft 10 .
  • this embodiment provides an implementation of the first intermediate shaft 40 and the second intermediate shaft 50 by arranging a plurality of first intermediate shafts 40 and/or a plurality of second intermediate shafts 50 around the first input shaft. 10 evenly distributed circumferences improve the carrying capacity of the driving load and meet the needs of larger load application scenarios, making gear shifting without power interruption, high reliability, high safety, and high cost performance.
  • a dual-countershaft architecture of two first countershafts 40 and two second countershafts 50 is used to realize application scenarios with higher driving loads.
  • the gear assembly further includes: a first gear pair 70 and a second gear pair 71;
  • the first gear pair 70 is sleeved on the outside of the first input shaft 10 and the second input shaft 20 respectively to realize the linkage of the first input shaft 10 and the second input shaft 20;
  • the second gear pair 71 is sleeved on the outside of the first input shaft 10 and the third input shaft 30 respectively, and is provided corresponding to the first shifting mechanism K1 to achieve switching between multiple gears.
  • this embodiment provides a first gear pair 70 and a second gear pair 71
  • the first input shaft 10 and the second input shaft 20 can perform synchronous actions.
  • the gear assembly further includes: a third gear pair 72 and a fourth gear pair 73;
  • the third gear pair 72 is connected to the first input shaft 10 and the first intermediate shaft 40 respectively, and is provided corresponding to the first shifting mechanism K1 to achieve switching between multiple gears;
  • the fourth gear pair 73 is connected to the first output shaft 60 and the first intermediate shaft 40 respectively, and is provided corresponding to the second shifting mechanism K2 to realize switching between multiple gears.
  • this embodiment provides an implementation of a third gear pair 72 and a fourth gear pair 73.
  • the third gear pair 72 and the fourth gear pair 73 By arranging the third gear pair 72 and the fourth gear pair 73, the first output shaft 60 can be rotated in multiple positions. Switching between gears.
  • the gear assembly further includes: a fifth gear pair 74 , a sixth gear pair 75 , and a seventh gear pair 76 ;
  • the fifth gear pair 74 is connected to the first input shaft 10 and the second intermediate shaft 50 respectively, and is disposed between the first shift mechanism K1 and the second shift mechanism K2 to achieve switching between multiple gears;
  • the sixth gear pair 75 is connected to the first output shaft 60 and the second intermediate shaft 50 respectively, and is provided corresponding to the third shifting mechanism K3 to achieve switching between multiple gears;
  • the seventh gear pair 76 is connected to the first output shaft 60 and the second intermediate shaft 50 respectively, and is provided corresponding to the third shifting mechanism K3 to realize switching between multiple gears.
  • this embodiment provides an implementation of the fifth gear pair 74 , the sixth gear pair 75 and the seventh gear pair 76 , by arranging the fifth gear pair 74 , the sixth gear pair 75 and the seventh gear pair 76, realizing the switching of the first output shaft 60 between multiple gears.
  • the architecture is set up with only one first intermediate shaft 40 and one second intermediate shaft 50 , that is, a single intermediate shaft architecture, which is mainly used in applications where the driving load demand is not high. Scenarios, such as medium trucks, light trucks, etc., guarantee 5 forward gears At the same time as it has a reverse gear drive function, there is no power interruption when shifting gears, with high reliability, high safety and high cost performance.
  • the first output shaft 60 and the second intermediate shaft 50 realize multiple gear switching, including at least reverse gear, through the seventh gear pair 76 and the third shifting mechanism K3.
  • this embodiment provides an implementation in which the first output shaft 60 and the second intermediate shaft 50 realize reverse gear through the seventh gear pair 76 and the third shifting mechanism K3.
  • the reverse gear idler is set up to realize the structure of reverse gear switching.
  • the seventh gear pair 76 includes three gears, which are respectively disposed on the second intermediate shaft 50 and the first output shaft 60 , and are meshed through the reverse idler gear to achieve reverse gear.
  • the gear assembly further includes: an eighth gear pair 77 , a ninth gear pair 78 , and a tenth gear pair 79 ;
  • the eighth gear pair 77 is connected to the first input shaft 10 and the first intermediate shaft 40 respectively, and is provided corresponding to the first shifting mechanism K1 to achieve switching between multiple gears;
  • the ninth gear pair 78 is connected to the first output shaft 60 and the first intermediate shaft 40 respectively, and is provided corresponding to the second shifting mechanism K2 to achieve switching between multiple gears;
  • the tenth gear pair 79 is connected to the first output shaft 60 and the first intermediate shaft 40 respectively, and is provided corresponding to the third shifting mechanism K3 to realize switching between multiple gears.
  • this embodiment provides an implementation of the eighth gear pair 77 , the ninth gear pair 78 and the tenth gear pair 79 , by providing the eighth gear pair 77 , the ninth gear pair 78 and the tenth gear pair 79, so that the second input shaft 20 can realize switching of multiple gears through the first intermediate shaft 40.
  • it also includes: a fourth shifting mechanism K4, a fourth The shifting mechanism K4 is provided on the first output shaft 60;
  • the gear assembly also includes: an eleventh gear pair 80, a twelfth gear pair 81, a thirteenth gear pair 82 and a fourteenth gear pair 83;
  • the eleventh gear pair 80 is connected to the first input shaft 10 and the second intermediate shaft 50 respectively, and is disposed between the first shift mechanism K1 and the second shift mechanism K2 to achieve switching between multiple gears;
  • the twelfth gear pair 81 is connected to the first output shaft 60 and the second intermediate shaft 50 respectively, and is provided corresponding to the third shifting mechanism K3 to achieve switching between multiple gears;
  • the thirteenth gear pair 82 is connected to the first output shaft 60 and the second intermediate shaft 50 respectively, and is provided corresponding to the fourth shifting mechanism K4 to achieve switching between multiple gears;
  • the fourteenth gear pair 83 is connected to the first output shaft 60 and the second intermediate shaft 50 respectively, and is provided corresponding to the fourth shifting mechanism K4 to realize switching between multiple gears.
  • this embodiment provides an implementation of the eleventh gear pair 80, the twelfth gear pair 81, the thirteenth gear pair 82, and the fourteenth gear pair 83.
  • the eleventh gear pair 80, The twelfth gear pair 81 , the thirteenth gear pair 82 and the fourteenth gear pair 83 realize the switching of the first output shaft 60 between multiple gears.
  • FIG. 2 an arrangement of two first intermediate shafts 40 and two second intermediate shafts 50 is adopted, so that the overall conventional system architecture can be adapted to a medium-load center drive commercial vehicle.
  • the first output shaft 60 and the second intermediate shaft 50 realize multiple gear switching, including at least reverse gear, through the fourteenth gear pair 83 and the fourth shifting mechanism K4.
  • this embodiment provides an implementation in which the first output shaft 60 and the second intermediate shaft 50 realize reverse gear through the fourteenth gear pair 83 and the fourth shifting mechanism K4.
  • 83 is equipped with a reverse gear idler to realize the structure of reverse gear switching.
  • the fourteenth gear pair 83 includes three gears, which are respectively arranged on the second The intermediate shaft 50 and the first output shaft 60 are engaged through the reverse gear idler gear, thereby realizing the reverse gear.
  • it also includes: a gearbox 200, a fifth shifting mechanism K5 and a second output shaft 210;
  • the fifth shifting mechanism K5 is provided inside the gearbox 200;
  • the input end of the gearbox 200 is connected to the first output shaft 60, and the output end of the gearbox 200 is connected to the second output shaft 210;
  • the gearbox 200 doubles the number of gears output by the first output shaft 60 .
  • this embodiment provides an implementation of the gearbox 200, the fifth shifting mechanism K5 and the second output shaft 210.
  • the gearbox 200 By arranging the gearbox 200, the number of gears is increased, that is, in Figure 2 Based on the transmission architecture, through the setting of the gearbox 200, the output gears are doubled.
  • the gear assembly further includes: a fifteenth gear pair 84, a sixteenth gear pair 85, and a third countershaft 220;
  • the fifteenth gear pair 84 is connected to the first output shaft 60 and the third intermediate shaft 220 respectively, and is disposed between the fourth shifting mechanism K4 and the fifth shifting mechanism K5;
  • the sixteenth gear pair 85 is connected to the second output shaft 210 and the third intermediate shaft 220 respectively, and is provided corresponding to the fifth shift mechanism K5;
  • the gearbox 200 doubles the number of gears output by the first output shaft 60 through the fifteenth gear pair 84, the sixteenth gear pair 85 and the third intermediate shaft 220.
  • this embodiment provides an implementation of the fifteenth gear pair 84 , the sixteenth gear pair 85 and the third intermediate shaft 220 , through the fifteenth gear pair 84 , the sixteenth gear pair 85 and the third intermediate shaft 220 .
  • the arrangement of the three intermediate shafts 220 architecture realizes the switching of multiple gears between the first output shaft 60 and the third intermediate shaft 220, as well as the second output shaft 210 and the third intermediate shaft 220.
  • doubling the gears of the first output shaft 60 that is, the number of gears output on one side of the second output shaft 210 is twice that of the gears on one side of the first output shaft 60 .
  • the engine 1, the first motor 2 and the second motor 3 share the same 10 forward gears and 2 reverse gear transmission paths, except that the power of the two motors is input through the first-stage offset gear Linkage.
  • the fifth shift mechanism K5 of the gearbox 200 keeps the sixteenth gear pair 85 of the gearbox 200 connected to the second output shaft 210; in the 6th to 10th gears, the fifth gearshift mechanism K5 of the gearbox 200 The mechanism K5 keeps the first output shaft 60 and the second output shaft 210 directly connected, and the power of the first output shaft 60 is directly output.
  • the transmission path of the first gear G1 is: first input shaft 10 ⁇ eleventh gear pair 80 ⁇ second intermediate shaft 50 ⁇ thirteenth gear pair 82 ⁇ fourth Shift mechanism K4 ⁇ first output shaft 60 ⁇ fifteenth gear pair 84 ⁇ third intermediate shaft 220 ⁇ sixteenth gear pair 85 ⁇ fifth shift mechanism K5 ⁇ second output shaft 210.
  • the transmission path of the second gear G2 is: first input shaft 10 ⁇ first shifting mechanism K1 ⁇ eighth gear pair 77 ⁇ first intermediate shaft 40 ⁇ tenth gear pair 79 ⁇ third shifting mechanism K3 ⁇ first
  • the output shaft 60 ⁇ the fifteenth gear pair 84 ⁇ the third intermediate shaft 220 ⁇ the sixteenth gear pair 85 ⁇ the fifth shifting mechanism K5 ⁇ the second output shaft 210.
  • the transmission path of the third gear G3 is: first input shaft 10 ⁇ eleventh gear pair 80 ⁇ second intermediate shaft 50 ⁇ twelfth gear pair 81 ⁇ third shifting mechanism K3 ⁇ first output shaft 60 ⁇ first The fifteenth gear pair 84 ⁇ the third intermediate shaft 220 ⁇ the sixteenth gear pair 85 ⁇ the fifth shifting mechanism K5 ⁇ the second output shaft 210.
  • the transmission path of the fourth gear G4 is: first input shaft 10 ⁇ first shifting mechanism K1 ⁇ eighth gear pair 77 ⁇ first intermediate shaft 40 ⁇ ninth gear pair 78 ⁇ second shifting mechanism K2 ⁇ first
  • the output shaft 60 ⁇ the fifteenth gear pair 84 ⁇ the third intermediate shaft 220 ⁇ the sixteenth gear pair 85 ⁇ the fifth shifting mechanism K5 ⁇ the second output shaft 210.
  • the transmission path of the fifth gear G5 is: first input shaft 10 ⁇ second shift mechanism K2 ⁇ first output shaft 60 ⁇ fifteenth gear pair 84 ⁇ third intermediate shaft 220 ⁇ sixteenth gear pair 85 ⁇ Fifth shifting mechanism K5 ⁇ Second output shaft 210.
  • the transmission path of the sixth gear G6 is: first input shaft 10 ⁇ eleventh gear pair 80 ⁇ second intermediate shaft 50 ⁇ thirteenth gear pair 82 ⁇ fourth shift mechanism K4 ⁇ first output shaft 60 ⁇ third Fifth gear shifting mechanism K5 ⁇ second output shaft 210.
  • the transmission path of the seventh gear G7 is: first input shaft 10 ⁇ first shift mechanism K1 ⁇ eighth gear pair 77 ⁇ first intermediate shaft 40 ⁇ tenth gear pair 79 ⁇ third shift mechanism K3 ⁇ first
  • the transmission path of the eighth gear G8 is: first input shaft 10 ⁇ eleventh gear pair 80 ⁇ second intermediate shaft 50 ⁇ twelfth gear pair 81 ⁇ third shift mechanism K3 ⁇ first output shaft 60 ⁇ first Fifth gear shifting mechanism K5 ⁇ second output shaft 210.
  • the transmission path of the ninth gear G9 is: first input shaft 10 ⁇ first shift mechanism K1 ⁇ eighth gear pair 77 ⁇ first intermediate shaft 40 ⁇ ninth gear pair 78 ⁇ second shift mechanism K2 ⁇ first The output shaft 60 ⁇ the fifth shifting mechanism K5 ⁇ the second output shaft 210 .
  • the transmission path of the tenth gear G10 is: first input shaft 10 ⁇ second shifting mechanism K2 ⁇ first output shaft 60 ⁇ fifth shifting mechanism K5 ⁇ second output shaft 210.
  • the transmission path of the reverse gear GR1 is: first input shaft 10 ⁇ eleventh gear pair 80 ⁇ second intermediate shaft 50 ⁇ fourteenth gear pair 83 ⁇ fourth shift mechanism K4 ⁇ first output shaft 60 ⁇ tenth
  • the transmission path of the reverse gear GR2 is: first input shaft 10 ⁇ eleventh gear pair 80 ⁇ second intermediate shaft 50 ⁇ fourteenth gear pair 83 ⁇ fourth shift mechanism K4 ⁇ first output shaft 60 ⁇ fifth Shift mechanism K5 ⁇ second output shaft 210.
  • the clutch 4 is closed, the engine 1 and the first motor 2 are driven in parallel in the above-mentioned 10 forward gears and 2 reverse gears, and the second motor 3 can share all gears in parallel linkage.
  • the engine 1 and the first motor 2 are connected in parallel in the first gear G1, the third gear G3, the fifth gear G5, the sixth gear G6, the eighth gear G8, the tenth gear G10 and two
  • the second motor 3 can be disengaged and stopped, thereby realizing the efficient direct drive function of the engine 1 under cruising conditions.
  • the second motor 3 can be driven in the second gear G2, the fourth gear G4, the seventh gear G7 and the ninth gear G9, and can provide power compensation for the engine 1 and the first motor 2 when shifting gears.
  • the clutch 4 is opened, the engine 1 is stopped, and the first motor 2 and the second motor 3 can be jointly driven purely electrically in 10 gears. It can be driven both forward and reverse.
  • the series hybrid function has a high fuel saving rate under low-load urban conditions, when the vehicle starts and stops frequently, and when the on-board power battery is insufficient.
  • the clutch 4 is closed, the engine 1 and the first motor 2 are out of gear and linked.
  • the first motor 2 works in the speed mode to provide negative torque, converting the mechanical input power of the engine 1 into electrical energy, which not only generates electricity in series, but also affects the power battery. Charging, or part of the electric energy is directly provided to the controller of the second motor 3 to directly drive the wheels.
  • the second motor 3 can maintain pure electric driving in the second gear G2, the fourth gear G4, the seventh gear G7 and the ninth gear G9.
  • the engine 1 has a reverse gear drive function.
  • the engine 1 can provide continuous reverse gear drive in the two reverse gears GR1 and GR2, especially in the second reverse gear position.
  • engine 1 can independently and continuously provide powerful reverse drive wheel torque.
  • the dual motors can assist and superimpose to provide transient reverse drive, which further enhances the vehicle's ability to escape from reverse gear.
  • the engine 1 is controlled to shift smoothly.
  • the engine 1 needs to shift.
  • the engine 1 and the first motor 2 keep driving, and the second motor 3 keeps or shifts into its independent driving gear: 2 gear, 4th gear, 7th gear or 9th gear.
  • the engine 1 and the first motor 2 begin to unload, and the second motor 3 loads the drive.
  • the clutch 4 is opened, and the first motor 2 is unloaded at the same time to control the corresponding shifting mechanism.
  • the mechanical reliability of the shifting mechanism is improved, the difficulty of shifting control of the shifting sleeve is greatly reduced, and the shifting quality far exceeds the P2 hybrid architecture.
  • the P23 hybrid can greatly improve the problem of shifting gears slipping and improve the safety of the entire vehicle.
  • AMT is an electronically controlled mechanical automatic transmission, spelled out as Automated Mechanical Transmission.
  • the present solution provides a working machine having the above-mentioned dual-motor hybrid transmission system.
  • the work machine is a vehicle.
  • the work machine is a heavy-duty vehicle.
  • the work machine is a medium-duty vehicle.
  • the work machine is a lightly loaded vehicle.
  • connection should be understood in a broad sense.
  • it can be a fixed connection or a detachable connection. Or integrated connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium.
  • connection should be understood in a broad sense.
  • it can be a fixed connection or a detachable connection. Or integrated connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium.
  • connection can be a fixed connection or a detachable connection. Or integrated connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Structure Of Transmissions (AREA)

Abstract

Groupe motopropulseur hybride à double moteur et machine de travail. Le groupe motopropulseur comprend : un premier arbre d'entrée (10), un deuxième arbre d'entrée (20), un troisième arbre d'entrée (30), un premier arbre intermédiaire (40), un deuxième arbre intermédiaire (50), un premier mécanisme de changement de vitesse (K1), un deuxième mécanisme de changement de vitesse (K2), un troisième mécanisme de changement de vitesse (K3) et un premier arbre de sortie (60). Le premier arbre d'entrée (10) est éventuellement lié au premier mécanisme de changement de vitesse (K1) et au deuxième mécanisme de changement de vitesse (K2), respectivement, et est éventuellement lié au troisième mécanisme de changement de vitesse (K3) au moyen du premier arbre intermédiaire (40) et du deuxième arbre intermédiaire (50) ; le deuxième arbre d'entrée (20) et le troisième arbre d'entrée (30) sont éventuellement liés au premier mécanisme de changement de vitesse (K1), respectivement, et sont éventuellement liés au deuxième mécanisme de changement de vitesse (K2) et au troisième mécanisme de changement de vitesse (K3) au moyen du premier arbre intermédiaire (40) et du deuxième arbre intermédiaire (50), respectivement ; et le premier arbre de sortie (60) est éventuellement lié au premier arbre d'entrée (10) et/ou au deuxième arbre d'entrée (20) et/ou au troisième arbre d'entrée (30) au moyen du premier mécanisme de changement de vitesse (K1), du deuxième mécanisme de changement de vitesse (K2) et du troisième mécanisme de changement de vitesse (K3), respectivement, de manière à réaliser une commutation parmi une pluralité de vitesses.
PCT/CN2023/081208 2022-07-28 2023-03-14 Groupe motopropulseur hybride à double moteur et machine de travail WO2024045547A1 (fr)

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CN202211074183.2A CN115465083A (zh) 2022-07-28 2022-09-02 双电机混合动力传动系统及作业机械
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CN115465083A (zh) * 2022-07-28 2022-12-13 湖南行必达网联科技有限公司 双电机混合动力传动系统及作业机械

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