CN109114198B - Three-gear speed changer for hybrid vehicle - Google Patents
Three-gear speed changer for hybrid vehicle Download PDFInfo
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- CN109114198B CN109114198B CN201811149362.1A CN201811149362A CN109114198B CN 109114198 B CN109114198 B CN 109114198B CN 201811149362 A CN201811149362 A CN 201811149362A CN 109114198 B CN109114198 B CN 109114198B
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- 230000005540 biological transmission Effects 0.000 claims abstract description 61
- 239000007787 solid Substances 0.000 claims description 32
- 238000000034 method Methods 0.000 claims description 6
- 238000010248 power generation Methods 0.000 claims description 2
- 230000002035 prolonged effect Effects 0.000 abstract description 3
- 238000006748 scratching Methods 0.000 abstract description 3
- 230000002393 scratching effect Effects 0.000 abstract description 3
- 230000005611 electricity Effects 0.000 description 9
- 238000013461 design Methods 0.000 description 5
- 238000010586 diagram Methods 0.000 description 4
- 238000005516 engineering process Methods 0.000 description 3
- 239000013589 supplement Substances 0.000 description 3
- 238000013459 approach Methods 0.000 description 2
- 230000009286 beneficial effect Effects 0.000 description 2
- 238000011161 development Methods 0.000 description 2
- 230000007613 environmental effect Effects 0.000 description 2
- 230000002349 favourable effect Effects 0.000 description 2
- 238000012986 modification Methods 0.000 description 2
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- 239000002699 waste material Substances 0.000 description 2
- 230000001133 acceleration Effects 0.000 description 1
- 230000015572 biosynthetic process Effects 0.000 description 1
- 230000009194 climbing Effects 0.000 description 1
- 230000007547 defect Effects 0.000 description 1
- 230000009977 dual effect Effects 0.000 description 1
- 238000004134 energy conservation Methods 0.000 description 1
- 239000000446 fuel Substances 0.000 description 1
- 230000001172 regenerating effect Effects 0.000 description 1
- 238000001308 synthesis method Methods 0.000 description 1
- 238000003786 synthesis reaction Methods 0.000 description 1
- 230000001052 transient effect Effects 0.000 description 1
Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H57/00—General details of gearing
- F16H57/02—Gearboxes; Mounting gearing therein
- F16H57/023—Mounting or installation of gears or shafts in the gearboxes, e.g. methods or means for assembly
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- 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
- B60K6/365—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 with the gears having orbital motion
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- 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
- B60K6/42—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 the architecture of the hybrid electric vehicle
- B60K6/44—Series-parallel type
- B60K6/445—Differential gearing distribution type
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/62—Hybrid vehicles
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Hybrid Electric Vehicles (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Structure Of Transmissions (AREA)
Abstract
The invention discloses a three-gear transmission for a hybrid electric vehicle, which comprises a differential, wherein a main reduction gear of the differential can be driven by a hybrid driving assembly or/and a pure electric driving assembly; the hybrid driving assembly at least comprises an input shaft assembly, a first output shaft and a second output shaft are arranged on two sides of the input shaft assembly, the input shaft assembly can selectively drive any one driven gear arranged on the first output shaft and the second output shaft to rotate through a D gear assembly, and one driven gear of the two driven gears arranged on the second output shaft is a parking gear. The invention is mainly characterized in that: the three-gear driven gear and the parking driven gear are symmetrically arranged on the second output shaft, the synchronizer is arranged between the three-gear driven gear and the parking driven gear and can be selectively driven by the three-gear driven gear or the parking driven gear, so that the phenomenon of scratching can be avoided, and the service life of the three-gear driven gear or the parking driven gear can be prolonged.
Description
Technical Field
The invention relates to the technical field of hybrid electric vehicles, in particular to a three-gear transmission for a hybrid electric vehicle.
Background
Along with the world energy shortage and the enhancement of people's environmental awareness, safety, energy conservation and environmental protection become the subjects of automobile development, and simultaneously, due to the bottleneck restriction of key technologies of pure electric automobiles and fuel cell automobiles, hybrid electric automobiles become a desirable choice, and the fact proves that the choice can obtain more satisfactory results. The development of electric vehicles involves a great deal of key technologies including batteries, high-performance motors, power synthesis and control technologies, comprehensive engine control and the like. However, all these studies have been carried out with a good transmission system as the subject, so that the choice of the dynamic synthesis method and the design is directly related to the positioning of the target vehicle.
In the existing three-gear transmission, an output shaft is generally adopted, and then transmission gears of three gears are arranged on the output shaft, but due to the problem of space size, some transmissions are required to adopt a transverse structure, so that the three-gear transmission possibly comprises an input shaft and two output shafts positioned on two sides of the input shaft, and the two output shafts are in transmission connection with a differential mechanism through a transmission system. The three-gear transmission is unreasonable in structural design, and particularly, only one gear transmission gear is arranged on one output shaft, so that the output shaft which is sleeved with the transmission gear gradually inclines to one end, namely, the output shaft is flexible, and the service life is influenced.
Disclosure of Invention
The invention aims to overcome the defects in the prior art and provides a three-gear transmission for a hybrid electric vehicle.
The aim of the invention is achieved by the following technical scheme:
a three-gear transmission for a hybrid electric vehicle comprises a differential, wherein a main reduction gear of the differential can be driven by a hybrid driving assembly or/and a pure electric driving assembly; the hybrid driving assembly at least comprises an input shaft assembly arranged on one side of the differential, a first output shaft and a second output shaft are arranged on two sides of the input shaft assembly, the input shaft assembly can selectively drive any one driven gear arranged on the first output shaft and the second output shaft to rotate through a D gear assembly, and one driven gear of the two driven gears arranged on the second output shaft is a parking gear; the first output shaft and the second output shaft may be connected to a main reduction gear of the differential via a connecting assembly.
Preferably, the input shaft assembly comprises a solid input shaft arranged in the gearbox shell, one end of the solid input shaft is fixedly connected with the engine through a dual-mass flywheel, the other end of the solid input shaft is rigidly connected with a rotor of the auxiliary motor through a pressure plate of a clutch, and a friction plate of the clutch is fixedly connected with a hollow input shaft which is sleeved on the solid input shaft in an empty mode.
Preferably, the input shaft assembly comprises a solid input shaft arranged in the gearbox shell, one end of the solid input shaft is fixedly connected with the engine through a pressure plate of a clutch and a dual-mass flywheel, and the other end of the solid input shaft is connected with a rotor of an auxiliary motor; and a hollow input shaft fixedly connected with a friction disc of the clutch is sleeved on the solid input shaft.
Preferably, the D gear assembly at least comprises a first duplex gear and a second duplex gear which are fixedly arranged on the hollow input shaft, a D first-gear driven gear which is in meshing engagement with the first duplex gear and a D second-gear driven gear which is in meshing engagement with the second duplex gear which are sleeved on the first output shaft, a D two-synchronizer which is arranged on the first output shaft is further arranged between the D first-gear driven gear and the D second-gear driven gear, and the D three-parking synchronizer is in transmission connection with the D first-gear driven gear or the D second-gear driven gear.
Preferably, the D gear assembly further comprises a D three-gear driven gear which is sleeved on the second output shaft and meshed with the first duplex gear, and a D parking driven gear which is meshed with the second duplex gear, a D three-parking synchronizer which is arranged on the second output shaft is further arranged between the D three-gear driven gear and the D parking driven gear, and the D five-six synchronizer is in transmission connection with the D three-gear driven gear or the D parking driven gear.
Preferably, a first connecting gear is arranged on the first output shaft, and the first connecting gear is meshed with a main reduction gear of the differential mechanism.
Preferably, a second connecting gear is arranged on the second output shaft, and the second connecting gear is meshed with the main reduction gear of the differential mechanism.
Preferably, the pure electric driving assembly at least comprises a main driving motor and a third output shaft which are arranged on the other side of the differential mechanism, the main driving motor is in transmission connection with the third output shaft through an E gear assembly, and a third connecting gear meshed with a main reduction gear of the differential mechanism is arranged on the third output shaft.
Preferably, the E gear assembly comprises an E first gear driving gear fixedly arranged on a motor shaft of the main driving motor and an E first gear driven gear fixedly arranged on the third output shaft and meshed with the E first gear driving gear.
Preferably, the E gear assembly comprises an E first gear driving gear and an E second gear driving gear which are fixedly arranged on a motor shaft of the main driving motor, an E first gear driven gear which is meshed with the E first gear driving gear and an E second gear driven gear which is meshed with the E second gear driving gear which are sleeved on the third output shaft, and an E synchronizer which is arranged on the third output shaft and is in transmission connection with the E first gear driven gear or the E second gear driven gear is further arranged between the E first gear driven gear and the E second gear driven gear.
The beneficial effects of the invention are mainly as follows:
1. the three-gear driven gear and the parking driven gear are symmetrically arranged on the second output shaft, the synchronizer is arranged between the three-gear driven gear and the parking driven gear and can selectively drive the three-gear driven gear or the parking driven gear, so that the phenomenon of 'scratching' can be avoided, and the service life of the three-gear driven gear or the parking driven gear is prolonged;
2. the structure is simple, the design is ingenious, when the vehicle is in a parking state, the power of the engine drives the auxiliary motor to generate electricity through the pressure plate of the clutch and the solid input shaft, and the parking electricity generation function is realized;
3. the main driving motor is arranged on the other side of the differential mechanism, so that the arrangement is more flexible, the space in the gearbox shell can be more reasonably utilized, the main driving motor can be designed into a larger size, the power of the auxiliary motor is improved, and the system has better power performance under pure electric power;
4. when the vehicle is started, the clutch is in a separation state and is driven by the main driving motor, and when the vehicle is driven to a vehicle speed at which the engine can work in a high-efficiency economic zone, the auxiliary motor starts the engine in advance and drives the engine in the vehicle speed in the high-efficiency economic zone, so that parallel mixed motion is realized, the driving of the main driving motor can be gradually replaced, the oil consumption can be greatly reduced, and the cost is greatly saved;
5. the power difference value is supplemented by the main driving motor in the gear shifting process of the engine, so that the power is not interrupted when the system shifts gears, and the driving comfort is improved;
6. the reverse gear in the traditional sense is removed, and the reverse gear can be realized by reversing the main driving motor;
7. under the condition that the main driving motor works independently, if the battery pack electric quantity is lower than a certain set value, the auxiliary motor starts the engine, the engine is started to a high-efficiency economic zone, the auxiliary motor generates electricity to directly drive the driving motor or charge the battery pack, and when the vehicle is stopped, the vehicle starts to supplement the battery pack with electric quantity;
8. when the vehicle brakes, the main driving motor is used for recovering energy, so that the energy waste is avoided;
9. the engine can work in any gear, so that a large range of intervention is realized, and the engine is suitable for more complex working conditions;
10. when the auxiliary motor works in parallel with the intervention system of the engine, the load can be generated to enable the engine to approach to the work of a college area as much as possible, and the generated load can be used for generating electricity, so that the energy is saved;
11. the second embodiment and the fourth embodiment can run under the pure electric condition, the gear is selected by two gears, and the gear can be switched according to the requirement, so that the requirement on a main driving motor is reduced. In addition, when the system runs under the working condition of a single engine, the E synchronizer is not in gear, the main driving motor is not dragged, the rotor of the main driving motor is not rotated, the moment of inertia is not generated, the gear shifting is not influenced, the impact sense is eliminated, the whole vehicle is not dithered, and the driving comfort is good;
12. the system is more compact, light in weight and small in size, and is favorable for carrying the whole vehicle.
Drawings
The technical scheme of the invention is further described below with reference to the accompanying drawings:
fig. 1: a schematic structural diagram of a first embodiment of the present invention;
fig. 2: a structural schematic diagram of a second embodiment of the present invention;
fig. 3: a structural schematic diagram of a third embodiment of the present invention;
fig. 4: a structural schematic diagram of a fourth embodiment of the present invention.
Detailed Description
The present invention will be described in detail below with reference to specific embodiments shown in the drawings. The embodiments are not limited to the present invention, and structural, methodological, or functional modifications of the invention from those skilled in the art are included within the scope of the invention.
As shown in fig. 1, a first embodiment of the present invention discloses a three-gear transmission for a hybrid electric vehicle, which comprises a differential 100, wherein a main reduction gear 101 of the differential 100 can be driven by a hybrid driving assembly or/and a pure electric driving assembly, and the main reduction gear 101 of the differential 100 is connected with a hub of the vehicle.
In the invention, the hybrid driving assembly at least comprises an input shaft assembly arranged at one side of the differential 100, the input shaft assembly comprises a solid input shaft 1 arranged in the gearbox housing, one end of the solid input shaft 1 is fixedly connected with the engine 2 through a dual-mass flywheel 21, and the dual-mass flywheel 21 can provide inertia and stable output for the engine. The other end of the solid input shaft 1 is rigidly connected with a rotor of the auxiliary motor 4 through a pressure plate 31 of the clutch 3, and a friction plate 32 of the clutch 3 is fixedly connected with a hollow input shaft 5 which is sleeved on the solid input shaft 1. Furthermore, the auxiliary motor 4 is an automobile starting and power generation integrated machine and is integrated on the solid input shaft 1, in short, a motor with larger transient power is directly used for replacing a traditional motor, the function of starting the engine is achieved when the starting stage is short, idle speed loss and pollution of the engine are reduced, parallel contact can be realized, and the engine 2 is directly dragged to a high-efficiency economic area. When braking, the auxiliary motor 4 can also play a role in regenerating electricity and recovering braking energy. In summary, this is a cost-effective energy-saving and environment-friendly solution between hybrid and conventional vehicles.
The two sides of the input shaft assembly are provided with a first output shaft 6 and a second output shaft 7, the input shaft assembly can selectively drive any one driven gear arranged on the first output shaft 6 and the second output shaft 7 to rotate through a D gear assembly, and one driven gear of the two driven gears arranged on the second output shaft 7 is a parking gear 31. Specifically, the D gear assembly at least includes a first duplex gear 51 and a second duplex gear 52 fixed on the hollow input shaft 5, a D first gear driven gear 61 meshed with the first duplex gear 51 and a D second gear driven gear 62 meshed with the second duplex gear 52 on the first output shaft 6, a D second synchronizer 63 disposed on the first output shaft 6 is further disposed between the D first gear driven gear 61 and the D second gear driven gear 62, and the D second synchronizer 63 is selectively connected with the D first gear driven gear 61 or the D second gear driven gear 62 in a transmission manner. The D gear assembly comprises a D three-gear driven gear 71 which is sleeved on the second output shaft 7 and is meshed with the first duplex gear 51, and a D parking driven gear 72 which is meshed with the second duplex gear 52, a D three-parking synchronizer 73 which is arranged on the second output shaft 7 is further arranged between the D three-gear driven gear 71 and the D parking driven gear 72, and the D three-parking synchronizer 73 is in transmission connection with the D three-gear driven gear 71 or the D parking driven gear 72 selectively.
Further, a first connecting gear 64 is provided on the first output shaft 6, and the first connecting gear 64 is meshed with a main reduction gear 101 of the differential 100. The second output shaft 7 is provided with a second connecting gear 74, and the second connecting gear 74 is meshed with a main reduction gear 101 of the differential 100.
In the invention, the pure electric drive assembly at least comprises a main drive motor 9 and a third output shaft 8 which are arranged on the other side of the differential mechanism 100, the main drive motor 9 is in transmission connection with the third output shaft 8 through an E gear assembly, and a third connecting gear 84 meshed with a main reduction gear 101 of the differential mechanism 100 is arranged on the third output shaft 8. Further, the E gear assembly includes an E first gear driving gear 91 fixed on the motor shaft of the main driving motor 9, and an E first gear driven gear 81 fixed on the third output shaft 8 and meshed with the E first gear driving gear 91.
The parking gear 85 may be disposed on the third output shaft 8, or may be disposed on other shaft systems, which are not particularly limited, and are all within the scope of the present invention.
The main reduction gear of the differential described in the foregoing can be driven by the hybrid drive assembly or/and the electric drive assembly, that is to say that the addition of the power on the engine 2 and the main drive motor 9 can be achieved during the hybrid operation. And because the power is a physical quantity for measuring the highest speed of the automobile, the higher the power is, the higher the highest speed of the automobile is, and the better the climbing performance and the acceleration performance are. Meanwhile, the engine 2 and the main driving motor 9 are separate driving devices, and can output contribution torque independently of each other.
The design key point of the invention is as follows: when the vehicle is driven by the main driving motor alone, the vehicle can be driven to the high-efficiency economizer, when the vehicle enters the vehicle speed of the high-efficiency economic zone, the auxiliary motor starts the engine in advance and drives the engine in the vehicle speed of the high-efficiency economic zone in a medium mode, parallel mixing is achieved, the motor driving can be replaced gradually, oil consumption can be reduced greatly, and cost is saved greatly. Meanwhile, in the gear shifting process of the engine, the main driving motor can supplement the power difference value to ensure that the power is not interrupted when the system shifts gears, and the driving comfort is improved.
The operation of the first embodiment of the present invention will be briefly described as follows:
when the automobile is in the reverse purely electric driving mode, the engine 2 does not perform power transmission. The main drive motor 9 is started and reversed, and the power transmission route is as follows: the power transmission is completed by the main driving motor 9-E first gear driving gear 91-E first gear driven gear 81-third output shaft 8-third connecting gear 84-main reduction gear 101 of the differential 100.
When the vehicle is in the electric-only drive mode, the engine 2 does not perform power transmission. The main driving motor 9 is started, and the power transmission route is as follows: the power transmission is completed by the main driving motor 9-E first gear driving gear 91-E first gear driven gear 81-third output shaft 8-third connecting gear 84-main reduction gear 101 of the differential 100.
When the automobile is in the first-gear hybrid driving mode, the auxiliary motor 4 starts the engine 2 in advance and drags it back to the high-efficiency economy region, at this time, the clutch 3 is closed, and the power transmission route thereof is as follows: the power transmission is completed by an engine 2, a dual-mass flywheel 21, a solid input shaft 1, an auxiliary motor 4, a clutch 3, the solid input shaft 1, a first duplex gear 51, a D first gear driven gear 61, a D second synchronizer 63, a first output shaft 6, a first connecting gear 64 and a main reduction gear 101 of the differential 100. Meanwhile, in the gear shifting process, the main driving motor can be started, the power is not interrupted when the system shifts gears due to the supplementary power difference value, the driving comfort is improved, and the power transmission route is as follows: the power transmission is completed by the main driving motor 9-E first gear driving gear 91-E first gear driven gear 81-third output shaft 8-third connecting gear 84-main reduction gear 101 of the differential 100.
When the automobile is in the second-gear and third-gear hybrid power driving mode, the power transmission route is identical to the power transmission route when the automobile is in the first-gear hybrid power driving mode, and redundant description is omitted. In the present invention, the arrangement of gears is only one embodiment of the present invention to facilitate understanding. Of course, other arrangements are possible, and all other arrangements are within the protection scope of the present invention, so that redundant description is not needed. In addition, the parking gear 31 may be provided on the first output shaft 6, and the corresponding second output shaft 7 may be provided with a driven gear of two stages, as needed.
As shown in fig. 2, in the second embodiment of the present invention, compared with the first embodiment, the difference is that the specific structure of the E gear assembly is specific, the E gear assembly includes an E first gear driving gear 91 and an E second gear driving gear 92 fixed on the motor shaft of the main driving motor 9, and an E first gear driven gear 81 meshed with the E first gear driving gear 91 and an E second gear driven gear 82 meshed with the E second gear driving gear 92 that are sleeved on the third output shaft 8, and an E synchronizer 83 disposed on the third output shaft 8 is further disposed between the E first gear driven gear 81 and the E second gear driven gear 82, where the E synchronizer 83 is selectively connected with the E first gear driven gear 81 or the E second gear driven gear 82 in a transmission manner.
The operation of the second embodiment of the present invention will be briefly described as follows:
when the automobile is in the reverse purely electric driving mode, the engine 2 does not perform power transmission. The main drive motor 9 is started and reversed, and the power transmission route is as follows: the power transmission is completed by the main driving motor 9-E first gear driving gear 91-E first gear driven gear 81-third output shaft 8-third connecting gear 84-main reduction gear 101 of the differential 100.
When the automobile is in the first-gear pure electric driving mode, the engine 2 does not carry out power transmission. The main driving motor 9 is started, and the power transmission route is as follows: the power transmission is completed by the main driving motor 9-E first gear driving gear 91-E first gear driven gear 81-third output shaft 8-third connecting gear 84-main reduction gear 101 of the differential 100.
When the automobile is in the second-gear pure electric driving mode, the engine 2 does not carry out power transmission. The main driving motor 9 is started, and the power transmission route is as follows: the power transmission is completed by the main driving motor 9-E second gear driving gear 92-E second gear driven gear 82-E synchronizer 83-third output shaft 8-third connecting gear 84-main reduction gear 101 of differential 100.
When the automobile is in the first-gear hybrid driving mode, the auxiliary motor 4 starts the engine 2 in advance and drags it back to the high-efficiency economy region, at this time, the clutch 3 is closed, and the power transmission route thereof is as follows: the power transmission is completed by an engine 2, a dual-mass flywheel 21, a solid input shaft 1, an auxiliary motor 4, a clutch 3, the solid input shaft 1, a first duplex gear 51, a D first gear driven gear 61, a D second synchronizer 63, a first output shaft 6, a first connecting gear 64 and a main reduction gear 101 of the differential 100. Meanwhile, in the gear shifting process, the main driving motor can be started, the power is not interrupted when the system shifts gears due to the supplementary power difference value, the driving comfort is improved, and the power transmission route is as follows: the power transmission is completed by the main driving motor 9-E first gear driving gear 91-E first gear driven gear 81-third output shaft 8-third connecting gear 84-main reduction gear 101 of the differential 100.
When the automobile is in the second-gear and third-gear hybrid power driving mode, the power transmission route is identical to the power transmission route when the automobile is in the first-gear hybrid power driving mode, and redundant description is omitted. In addition, in the present invention, the arrangement of gears is only one embodiment of the present invention, so as to facilitate understanding. Of course, other arrangements are possible, and all other arrangements are within the protection scope of the present invention, so that redundant description is not needed.
In the present invention, the second embodiment is designed to have the following points: when the vehicle runs under the drive of hybrid power, the E synchronizer is not in transmission connection with the E first-gear driven gear or the E second-gear driven gear, that is, the E synchronizer feeds back the power of the main driving motor through the third output shaft when the engine is cut off from rotating. Therefore, the main driving motor can not be dragged, the main driving motor rotor can not rotate, can not generate rotational inertia, can not influence gear shifting, eliminates impact sense in the prior art, can not shake the whole vehicle, and has good driving comfort.
As shown in fig. 3, a third embodiment of the present invention is different from the first embodiment in that the specific structure of the input shaft assembly is that the input shaft assembly includes a solid input shaft 1 disposed in a gearbox housing, one end of the solid input shaft 1 is fixedly connected with an engine 2 through a pressure plate 31 of a clutch 3 and a dual mass flywheel 21, and the other end of the solid input shaft 1 is connected with a rotor of an auxiliary motor 4; the hollow input shaft 5 fixedly connected with the friction disc 32 of the clutch 3 is sleeved on the solid input shaft 1.
As shown in fig. 4, in the fourth embodiment of the present invention, compared with the third embodiment, the difference is that the specific structure of the E-gear assembly is similar to that of the second embodiment, and therefore, the description thereof will not be repeated.
The beneficial effects of the invention are mainly as follows:
1. the three-gear driven gear and the parking driven gear are symmetrically arranged on the second output shaft, the synchronizer is arranged between the three-gear driven gear and the parking driven gear and can selectively drive the three-gear driven gear or the parking driven gear, so that the phenomenon of 'scratching' can be avoided, and the service life of the three-gear driven gear or the parking driven gear is prolonged;
2. the structure is simple, the design is ingenious, when the vehicle is in a parking state, the power of the engine drives the auxiliary motor to generate electricity through the pressure plate of the clutch and the solid input shaft, and the parking electricity generation function is realized;
3. the main driving motor is arranged on the other side of the differential mechanism, so that the arrangement is more flexible, the space in the gearbox shell can be more reasonably utilized, the main driving motor can be designed into a larger size, the power of the auxiliary motor is improved, and the system has better power performance under pure electric power;
4. when the vehicle is started, the clutch is in a separation state and is driven by the main driving motor, and when the vehicle is driven to a vehicle speed at which the engine can work in a high-efficiency economic zone, the auxiliary motor starts the engine in advance and drives the engine in the vehicle speed in the high-efficiency economic zone, so that parallel mixed motion is realized, the driving of the main driving motor can be gradually replaced, the oil consumption can be greatly reduced, and the cost is greatly saved;
5. the power difference value is supplemented by the main driving motor in the gear shifting process of the engine, so that the power is not interrupted when the system shifts gears, and the driving comfort is improved;
6. the reverse gear in the traditional sense is removed, and the reverse gear can be realized by reversing the main driving motor;
7. under the condition that the main driving motor works independently, if the battery pack electric quantity is lower than a certain set value, the auxiliary motor starts the engine, the engine is started to a high-efficiency economic zone, the auxiliary motor generates electricity to directly drive the driving motor or charge the battery pack, and when the vehicle is stopped, the vehicle starts to supplement the battery pack with electric quantity;
8. when the vehicle brakes, the main driving motor is used for recovering energy, so that the energy waste is avoided;
9. the engine can work in any gear, so that a large range of intervention is realized, and the engine is suitable for more complex working conditions;
10. when the auxiliary motor works in parallel with the intervention system of the engine, the load can be generated to enable the engine to approach to the work of a college area as much as possible, and the generated load can be used for generating electricity, so that the energy is saved;
11. the second embodiment and the fourth embodiment can run under the pure electric condition, the gear is selected by two gears, and the gear can be switched according to the requirement, so that the requirement on a main driving motor is reduced. In addition, when the system runs under the working condition of a single engine, the E synchronizer is not in gear, the main driving motor is not dragged, the rotor of the main driving motor is not rotated, the moment of inertia is not generated, the gear shifting is not influenced, the impact sense is eliminated, the whole vehicle is not dithered, and the driving comfort is good;
12. the system is more compact, light in weight and small in size, and is favorable for carrying the whole vehicle. It should be understood that although the present disclosure describes embodiments, not every embodiment is provided with a separate embodiment, and that this description is for clarity only, and that the skilled artisan should recognize that the embodiments may be combined as appropriate to form other embodiments that will be understood by those skilled in the art.
The above list of detailed descriptions is only specific to practical embodiments of the present invention, and they are not intended to limit the scope of the present invention, and all equivalent embodiments or modifications that do not depart from the spirit of the present invention should be included in the scope of the present invention.
Claims (6)
1. The three-gear transmission for the hybrid electric vehicle comprises a differential mechanism (100), wherein a main reduction gear (101) of the differential mechanism (100) is driven by a hybrid driving assembly or/and a pure electric driving assembly; the method is characterized in that: the hybrid driving assembly at least comprises an input shaft assembly arranged on one side of the differential mechanism (100), a first output shaft (6) and a second output shaft (7) are arranged on two sides of the input shaft assembly, the input shaft assembly selectively drives any one driven gear arranged on the first output shaft (6) and the second output shaft (7) to rotate through a D gear assembly, and one driven gear of the two driven gears arranged on the second output shaft (7) is a parking gear; the first output shaft (6) and the second output shaft (7) are connected with a main reduction gear (101) of the differential mechanism (100) through a connecting assembly; the input shaft assembly comprises a solid input shaft (1) arranged in a gearbox shell, one end of the solid input shaft (1) is fixedly connected with an engine (2) through a dual-mass flywheel (21), the other end of the solid input shaft is rigidly connected with a rotor of an auxiliary motor (4) through a pressure plate (31) of a clutch (3), and a friction plate (32) of the clutch (3) is fixedly connected with a hollow input shaft (5) which is sleeved on the solid input shaft (1); the auxiliary motor (4) is an automobile starting and power generation integrated machine and is integrated on the solid input shaft (1); the first output shaft (6) is provided with a first connecting gear (64), and the first connecting gear (64) is meshed with a main reduction gear (101) of the differential mechanism (100); the second output shaft (7) is provided with a second connecting gear (74), and the second connecting gear (74) is meshed with a main reduction gear (101) of the differential mechanism (100); the pure electric drive assembly at least comprises a main drive motor (9) and a third output shaft (8) which are arranged on the other side of the differential mechanism (100), the main drive motor (9) is in transmission connection with the third output shaft (8) through an E gear assembly, and a third connecting gear (84) meshed with a main reduction gear (101) of the differential mechanism (100) is arranged on the third output shaft (8).
2. The three-speed transmission for a hybrid vehicle according to claim 1, characterized in that: the input shaft assembly comprises a solid input shaft (1) arranged in a gearbox shell, one end of the solid input shaft (1) is fixedly connected with an engine (2) through a pressure plate (31) of a clutch (3) and a dual-mass flywheel (21), and the other end of the solid input shaft (1) is connected with a rotor of an auxiliary motor (4); the hollow input shaft (5) fixedly connected with the friction disc (32) of the clutch (3) is sleeved on the upper part of the solid input shaft (1).
3. The three-speed transmission for a hybrid vehicle according to claim 1 or 2, characterized in that: the D gear assembly at least comprises a first duplex gear (51) and a second duplex gear (52) which are fixedly arranged on the hollow input shaft (5), a D first-gear driven gear (61) which is in meshing engagement with the first duplex gear (51) on the first output shaft (6) and a D second-gear driven gear (62) which is in meshing engagement with the second duplex gear (52), a D second synchronizer (63) which is arranged on the first output shaft (6) is further arranged between the D first-gear driven gear (61) and the D second-gear driven gear (62), and the D second synchronizer (63) is in transmission connection with the D first-gear driven gear (61) or the D second-gear driven gear (62) in a selectable manner.
4. A three-speed transmission for a hybrid vehicle according to claim 3, characterized in that: the D gear assembly further comprises a D three-gear driven gear (71) which is sleeved on the second output shaft (7) and meshed with the first duplex gear (51) and a D parking driven gear (79) which is meshed with the second duplex gear (52), a D three-gear synchronizer (73) which is arranged on the second output shaft (7) is further arranged between the D three-gear driven gear (71) and the D parking driven gear (79), and the D three-gear synchronizer (73) is optionally connected with the D three-gear driven gear (71) or the D parking driven gear (79) in a transmission mode.
5. The three-speed transmission for a hybrid vehicle according to claim 4, characterized in that: the E gear assembly comprises an E first-gear driving gear (91) fixedly arranged on a motor shaft of the main driving motor (9), and an E first-gear driven gear (81) fixedly arranged on the third output shaft (8) and meshed with the E first-gear driving gear (91).
6. The three-speed transmission for a hybrid vehicle according to claim 4, characterized in that: the E gear assembly comprises an E first-gear driving gear (91) and an E second-gear driving gear (92) which are fixedly arranged on a motor shaft of the main driving motor (9), an E first-gear driven gear (81) which is meshed with the E first-gear driving gear (91) and an E second-gear driven gear (82) which is meshed with the E second-gear driving gear (92) which are sleeved on the third output shaft (8), an E synchronizer (83) which is arranged on the third output shaft (8) is further arranged between the E first-gear driven gear (81) and the E second-gear driven gear (82), and the E synchronizer (83) is in transmission connection with the E first-gear driven gear (81) or the E second-gear driven gear (82) selectively.
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| CN113910889B (en) * | 2021-10-09 | 2023-08-22 | 义乌吉利自动变速器有限公司 | Transmission, hybrid drive device, and vehicle |
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Effective date of registration: 20200615 Address after: No. 368, Longjin Road, Changzhou City, Jiangsu Province Applicant after: KUNTYE VEHICLE SYSTEM (CHANGZHOU) Co.,Ltd. Address before: 215123 No. 88 Dongchang Road, Suzhou Industrial Park, Jiangsu Province Applicant before: TAI NIU AUTOMOTIVE TECHNOLOGY (SUZHOU) Co.,Ltd. |
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