CN109278529B - Hybrid transmission drive system - Google Patents

Hybrid transmission drive system Download PDF

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Publication number
CN109278529B
CN109278529B CN201811147039.0A CN201811147039A CN109278529B CN 109278529 B CN109278529 B CN 109278529B CN 201811147039 A CN201811147039 A CN 201811147039A CN 109278529 B CN109278529 B CN 109278529B
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China
Prior art keywords
gear
output shaft
driven gear
meshed
input shaft
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CN201811147039.0A
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CN109278529A (en
Inventor
符修齐
梁志海
漆生贤
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Kuntye Vehicle System Changzhou Co Ltd
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Kuntye Vehicle System Changzhou Co Ltd
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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
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • 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
    • B60K6/38—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 driveline clutches
    • B60K6/383—One-way clutches or freewheel devices
    • 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
    • B60K6/40—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 assembly or relative disposition of components
    • 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
    • B60K6/48—Parallel type
    • 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
    • B60K6/48—Parallel type
    • B60K6/485—Motor-assist type
    • 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
    • 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
    • B60K6/48—Parallel type
    • B60K2006/4825—Electric machine connected or connectable to gearbox input shaft
    • 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)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Structure Of Transmissions (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Arrangement Of Transmissions (AREA)

Abstract

The invention discloses a hybrid power transmission driving system, which comprises a solid input shaft arranged in a transmission housing, wherein one end of the solid input shaft is fixedly connected with an engine through a pressure plate of a clutch, and the other end of the solid input shaft is connected with a rotor of an auxiliary motor; the hollow input shaft is in transmission connection with a main reduction gear of the differential mechanism through a gear component and an output component. The beneficial effects of the invention are mainly as follows: the structure is simple, the design is ingenious, when the vehicle is in a parking state, the clutch is disengaged, and the power of the engine drives the auxiliary motor to generate electricity through the solid input shaft, so that the parking electricity generation function is realized.

Description

Hybrid transmission drive system
Technical Field
The invention relates to the technical field of hybrid vehicles, in particular to a hybrid transmission driving system.
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.
A hybrid transmission drive system of the prior art is formed by adding an electric motor to the transmission with minimal modification to the transmission. The motor is connected with the driven gear of the main speed reducer through a fixed speed ratio reducing mechanism or a two-gear speed changing mechanism, so that the modification of parts in front of a speed change output shaft is avoided, and the maximum utilization of main parts of the existing speed changer is ensured. However, such a hybrid transmission drive system has a functional disadvantage in that the motor cannot be driven by the engine to generate electricity while parking, and thus it is difficult to ensure the balance of the electric power of the electric storage device.
Disclosure of Invention
The invention aims to overcome the defects in the prior art and provides a hybrid transmission driving system.
The aim of the invention is achieved by the following technical scheme:
a hybrid power transmission driving system comprises a solid input shaft arranged in a transmission housing, wherein one end of the solid input shaft is directly and fixedly connected with an engine and a flywheel system through a pressure plate of a clutch, and the other end of the solid input shaft is connected with a rotor of an auxiliary motor; the hollow input shaft is in transmission connection with a main reduction gear of the differential mechanism through a gear component and an output component.
Preferably, the output assembly at least comprises a first output shaft arranged on one side of the hollow input shaft, the 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 meshed with the first duplex gear and a D second-gear driven gear meshed with the second duplex gear which are sleeved on the first output shaft, a D second synchronizer 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 second synchronizer is in transmission connection with the D first-gear driven gear or the D second-gear driven gear.
Preferably, the output assembly further comprises a second output shaft arranged on the other side of the hollow input shaft, the gear assembly comprises a D three-gear driven gear meshed with the first duplex gear and a D four-gear driven gear meshed with the second duplex gear, a D three-four synchronizer arranged on the second output shaft is further arranged between the D three-gear driven gear and the D four-gear driven gear, and the D three-four synchronizer is in transmission connection with the D three-gear driven gear or the D four-gear driven gear selectively.
Preferably, the output assembly further comprises a second output shaft arranged on the other side of the hollow input shaft, the gear assembly comprises a D three-gear driven gear meshed with the first duplex gear and a P-gear driven gear meshed with the second duplex gear, a D three-parking synchronizer arranged on the second output shaft is further arranged between the D three-gear driven gear and the P-gear driven gear, and the D three-parking synchronizer is in transmission connection with the D three-gear driven gear or the P-gear driven gear selectively.
Preferably, the output assembly further comprises a second output shaft arranged on the other side of the hollow input shaft and a hollow connecting shaft sleeved on the second output shaft in a hollow mode; the gear assembly comprises a D three-gear driven gear which is sleeved on the second output shaft in a hollow mode and meshed with the first duplex gear, and a D four-gear driven gear which is fixedly arranged on the hollow connecting shaft and meshed with the second duplex gear, a D three-four synchronizer which is arranged on the second output shaft is further arranged between the D three-gear driven gear and the D four-gear driven gear, and the D three-four synchronizer is in transmission connection with the D three-gear driven gear or the D four-gear driven gear selectively; the hollow connecting shaft is fixedly provided with a connecting gear, the connecting gear is meshed with an idler gear fixedly arranged on the hollow input shaft, and the first output shaft is fixedly provided with a parking ratchet wheel meshed with the idler gear.
Preferably, the gear assembly further comprises a first connecting gear arranged on the first output shaft and meshed with the main reduction gear of the differential, and a second connecting gear arranged on the second output shaft and meshed with the main reduction gear of the differential.
Preferably, a main driving motor and a third output shaft 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.
Preferably, the third output shaft may further be provided with a parking ratchet.
The beneficial effects of the invention are mainly as follows:
1. the structure is simple, the design is ingenious, when the vehicle is in a parking state, the clutch is disengaged, and the power of the engine drives the auxiliary motor to generate electricity through the solid input shaft, so that the parking electricity generation function is realized;
2. 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;
3. the clutch and the auxiliary motor are arranged at two ends of the solid input shaft, so that the mutual influence of the clutch and the auxiliary motor when faults occur can be avoided, and the service lives of the clutch and the auxiliary motor are greatly prolonged;
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, the fourth embodiment and the sixth 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;
fig. 5: a schematic structural diagram of a fifth embodiment of the present invention;
fig. 6: a structural schematic diagram of a sixth 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 hybrid transmission driving system, which comprises a solid input shaft 1 arranged in a transmission housing, wherein one end of the solid input shaft 1 is directly fixedly connected with an engine 3 flywheel system through a pressure plate 21 of a clutch 2, and the engine 3 flywheel system comprises a dual-mass flywheel fixedly connected with the engine 3. The dual mass flywheel may provide inertial and stable output for the engine. The other end of the solid input shaft 1 is connected with a rotor of an auxiliary motor 4, 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 achieved, and the engine 3 is directly dragged to a high-efficiency economic area of the engine. 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 hollow input shaft 5 fixedly connected with the friction disc 22 of the clutch 2 is sleeved on the solid input shaft 1, and the hollow input shaft 5 is in transmission connection with the main reduction gear 101 of the differential mechanism 100 through a gear assembly and an output assembly. Specifically, the output assembly at least includes a first output shaft 6 disposed at one side of the hollow input shaft 5, the 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 output assembly further comprises a second output shaft 7 arranged on the other side of the hollow input shaft 5, the gear assembly 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 four-gear driven gear 72 which is meshed with the second duplex gear 52, a D three-four synchronizer 73 arranged on the second output shaft 7 is further arranged between the D three-gear driven gear 71 and the D four-gear driven gear 72, and the D three-four synchronizer 73 is in transmission connection with the D three-gear driven gear 71 or the D four-gear driven gear 72 selectively.
The gear assembly further comprises a first connecting gear 64 arranged on the first output shaft 6 in engagement with the main reduction gear 101 of the differential 100, and a second connecting gear 74 arranged on the second output shaft 7 in engagement with the main reduction gear 101 of the differential 100.
In the present invention, a main driving motor 9 and a third output shaft 8 are disposed on the other side of the differential 100, the main driving 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 100 is disposed on the third output shaft 8. 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 third output shaft 8 may also be provided with a parking ratchet 85, or may be provided 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 may be driven by hybrid or/and by pure electric power, that is, the addition of the power on the engine 3 and the main drive motor 9 may be achieved during the mixing; 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 3 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 3 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 3 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 3 in advance and drags it back to the high-efficiency economy region, at this time, the clutch 2 is closed, and the power transmission route thereof is as follows: the power transmission is completed by the engine 3, a dual mass flywheel, a solid input shaft 1, a pressure plate 21, a friction plate 22, a hollow input shaft 5, 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 two-gear, three-gear and four-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.
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 3 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 first-gear electric drive mode, the engine 3 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 second-gear pure electric driving mode, the engine 3 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 3 in advance and drags it back to the high-efficiency economy region, at this time, the clutch 2 is closed, and the power transmission route thereof is as follows: the power transmission is completed by the engine 3, a dual mass flywheel, a solid input shaft 1, a pressure plate 21, a friction plate 22, a hollow input shaft 5, 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 two-gear, three-gear and four-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, the third embodiment of the present invention is different from the first embodiment in that the gear assembly is structured, specifically, the output assembly includes at least a first output shaft 6 disposed on one side of the hollow input shaft 5, the gear assembly includes at least 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 engaged with the first duplex gear 51 and a D second gear driven gear 62 engaged with the second duplex gear 52 which are sleeved on the first output shaft 6, a D two synchronizer 63 disposed on the first output shaft 6 is further disposed between the D first gear driven gear 61 and the D two driven gear 62, and the D two synchronizer 63 is selectively in driving connection with the D first gear driven gear 61 or the D second gear driven gear 62. The output assembly further comprises a second output shaft 7 arranged on the other side of the hollow input shaft 5, the gear assembly 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 P-gear driven gear 79 which is meshed with the second duplex gear 52, a D three-gear synchronizer 73 arranged on the second output shaft 7 is further arranged between the D three-gear driven gear 71 and the P-gear driven gear 79, and the D three-gear synchronizer 73 is in transmission connection with the D three-gear driven gear 71 or the P-gear driven gear 79 selectively.
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 the same as that of the second embodiment, so that the description thereof will not be repeated.
As shown in fig. 5, the fifth embodiment of the present invention is different from the first embodiment in that the gear assembly is structured, specifically, the output assembly includes at least a first output shaft 6 disposed on one side of the hollow input shaft 5, the gear assembly includes at least 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 engaged with the first duplex gear 51 and a D second gear driven gear 62 engaged with the second duplex gear 52 which are sleeved on the first output shaft 6, a D two synchronizer 63 disposed on the first output shaft 6 is further disposed between the D first gear driven gear 61 and the D two driven gear 62, and the D two synchronizer 63 is selectively in driving connection with the D first gear driven gear 61 or the D second gear driven gear 62. The output assembly further comprises a second output shaft 7 arranged on the other side of the hollow input shaft 5 and a hollow connecting shaft 78 sleeved on the second output shaft 7 in a hollow mode; the gear assembly comprises a D three-gear driven gear 71 which is sleeved on the second output shaft 7 in a hollow way and meshed with the first duplex gear 51, and a D four-gear driven gear 72 which is fixedly arranged on a hollow connecting shaft 78 and meshed with the second duplex gear 52, a D three-four synchronizer 73 which is arranged on the second output shaft 7 is arranged between the D three-gear driven gear 71 and the D four-gear driven gear 72, and the D three-four synchronizer 73 is in transmission connection with the D three-gear driven gear 71 or the D four-gear driven gear 72 selectively; the hollow connecting shaft 78 is also fixedly provided with a connecting gear 77, the connecting gear 77 is meshed with the idle gear 53 fixedly arranged on the hollow input shaft 5, and the first output shaft 6 is fixedly provided with a parking ratchet 85 meshed with the idle gear 53.
As shown in fig. 6, in the sixth embodiment of the present invention, compared with the fifth embodiment, the difference is that the specific structure of the E-gear assembly is the same as that of the second embodiment, and therefore, the description thereof will not be repeated.
In the above, the solid input shaft 1 may also be configured as a hollow input shaft, on which the other hollow input shaft 5 is fitted, for the purpose of reducing weight, the invention being described in this connection for the sake of distinction.
The beneficial effects of the invention are mainly as follows:
1. the structure is simple, the design is ingenious, when the vehicle is in a parking state, the clutch is disengaged, and the power of the engine drives the auxiliary motor to generate electricity through the solid input shaft, so that the parking electricity generation function is realized;
2. 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;
3. the clutch and the auxiliary motor are arranged at two ends of the solid input shaft, so that the mutual influence of the clutch and the auxiliary motor when faults occur can be avoided, and the service lives of the clutch and the auxiliary motor are greatly prolonged;
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, the fourth embodiment and the sixth 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 (8)

1. A hybrid transmission drive system characterized by: the transmission comprises a first hollow input shaft (1) arranged in a transmission housing, wherein one end of the first hollow input shaft (1) is directly fixedly connected with an engine (3) and a flywheel system through a pressure plate (21) of a clutch (2), and the other end of the first hollow input shaft (1) is connected with a rotor of an auxiliary motor (4); the first hollow input shaft (1) is sleeved with a second hollow input shaft (5) fixedly connected with a friction disc (22) of the clutch (2), and the second hollow input shaft (5) is in transmission connection with a main reduction gear (101) of the differential mechanism (100) through a gear assembly and an output assembly;
the output assembly at least comprises a first output shaft (6) arranged at one side of the second hollow input shaft (5), the gear assembly at least comprises a first duplex gear (51) and a second duplex gear (52) which are fixedly arranged on the second hollow input shaft (5), a D first-gear driven gear (61) which is in meshing engagement with the first duplex gear (51) and a D second-gear driven gear (62) which is in meshing engagement with the second duplex gear (52) on the first output shaft (6), a D two-synchronizer (63) which is arranged on the first output shaft (6) is arranged between the D first-gear driven gear (61) and the D two-gear driven gear (62), and the D two-synchronizer (63) is in transmission connection with the D first-gear driven gear (61) or the D second-gear driven gear (62) selectively; the output assembly further comprises a second output shaft (7) arranged on the other side of the second hollow input shaft (5), and a hollow connecting shaft (78) sleeved on the second output shaft (7) in a hollow mode; the gear assembly 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 four-gear driven gear (72) which is fixedly arranged on a hollow connecting shaft (78) and meshed with the second duplex gear (52), a D three-four 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 four-gear driven gear (72), and the D three-four synchronizer (73) is in transmission connection with the D three-gear driven gear (71) or the D four-gear driven gear (72) selectively; a connecting gear (77) is further fixedly arranged on the hollow connecting shaft (78), the connecting gear (77) is meshed with an idler wheel (53) fixedly arranged on the second hollow input shaft (5), and a parking ratchet wheel (85) meshed with the idler wheel (53) is fixedly arranged on the first output shaft (6).
2. The hybrid transmission drive system of claim 1 wherein: the output assembly further comprises a second output shaft (7) arranged on the other side of the second hollow input shaft (5), the gear assembly comprises a D three-gear driven gear (71) which is in hollow sleeve connection with the second output shaft (7) and meshed with the first duplex gear (51) and a D four-gear driven gear (72) which is in meshed connection with the second duplex gear (52), a D three-four synchronizer (73) arranged on the second output shaft (7) is further arranged between the D three-gear driven gear (71) and the D four-gear driven gear (72), and the D three-four synchronizer (73) is in transmission connection with the D three-gear driven gear (71) or the D four-gear driven gear (72) selectively.
3. The hybrid transmission drive system of claim 1 wherein: the output assembly further comprises a second output shaft (7) arranged on the other side of the second hollow input shaft (5), the gear assembly 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 P-gear driven gear (79) which is meshed with the second duplex gear (52), a D three-gear synchronizer (73) arranged on the second output shaft (7) is further arranged between the D three-gear driven gear (71) and the P-gear driven gear (79), and the D three-gear synchronizer (73) is optionally connected with the D three-gear driven gear (71) or the P-gear driven gear (79) in a transmission mode.
4. A hybrid transmission drive system according to claim 2 or 3, wherein: the gear assembly further comprises a first connecting gear (64) arranged on the first output shaft (6) and meshed with a main reduction gear (101) of the differential (100), and a second connecting gear (74) arranged on the second output shaft (7) and meshed with the main reduction gear (101) of the differential (100).
5. The hybrid transmission drive system of claim 4 wherein: the other side of the differential mechanism (100) is provided with a main driving motor (9) and a third output shaft (8), the main driving motor (9) is in transmission connection with the third output shaft (8) through an E gear assembly, and the third output shaft (8) is provided with a third connecting gear (84) meshed with a main reduction gear (101) of the differential mechanism (100).
6. The hybrid transmission drive system of claim 5 wherein: 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).
7. The hybrid transmission drive system of claim 5 wherein: 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.
8. The hybrid transmission drive system of claim 5 wherein: the third output shaft (8) is also provided with a parking ratchet wheel (85).
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