CN110939697A - Hybrid transmission and vehicle - Google Patents
Hybrid transmission and vehicle Download PDFInfo
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- CN110939697A CN110939697A CN201811107150.7A CN201811107150A CN110939697A CN 110939697 A CN110939697 A CN 110939697A CN 201811107150 A CN201811107150 A CN 201811107150A CN 110939697 A CN110939697 A CN 110939697A
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- 230000005540 biological transmission Effects 0.000 title claims abstract description 190
- 230000007935 neutral effect Effects 0.000 claims abstract description 8
- 238000002485 combustion reaction Methods 0.000 claims description 37
- 238000002360 preparation method Methods 0.000 claims 1
- 238000010586 diagram Methods 0.000 description 7
- 238000011084 recovery Methods 0.000 description 7
- 239000000446 fuel Substances 0.000 description 3
- WKVZMKDXJFCMMD-UVWUDEKDSA-L (5ar,8ar,9r)-5-[[(2r,4ar,6r,7r,8r,8as)-7,8-dihydroxy-2-methyl-4,4a,6,7,8,8a-hexahydropyrano[3,2-d][1,3]dioxin-6-yl]oxy]-9-(4-hydroxy-3,5-dimethoxyphenyl)-5a,6,8a,9-tetrahydro-5h-[2]benzofuro[6,5-f][1,3]benzodioxol-8-one;azanide;n,3-bis(2-chloroethyl)-2-ox Chemical compound [NH2-].[NH2-].Cl[Pt+2]Cl.ClCCNP1(=O)OCCCN1CCCl.COC1=C(O)C(OC)=CC([C@@H]2C3=CC=4OCOC=4C=C3C(O[C@H]3[C@@H]([C@@H](O)[C@@H]4O[C@H](C)OC[C@H]4O3)O)[C@@H]3[C@@H]2C(OC3)=O)=C1 WKVZMKDXJFCMMD-UVWUDEKDSA-L 0.000 description 2
- 238000010276 construction Methods 0.000 description 1
- 230000007613 environmental effect Effects 0.000 description 1
- 239000013585 weight reducing agent Substances 0.000 description 1
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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
- F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
- F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
- F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
- F16H3/087—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
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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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- 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
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/04—Smoothing ratio shift
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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
- F16H2200/00—Transmissions for multiple ratios
- F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
- F16H2200/0078—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratio comprising twelve or more forward speeds
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- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Hybrid Electric Vehicles (AREA)
Abstract
The invention discloses a hybrid transmission for a vehicle and the vehicle, the hybrid transmission comprises a motor, a motor shaft, a transmission input shaft and a transmission output shaft, the hybrid transmission has a first transmission stage and a second transmission stage, the first transmission stage comprises a first gear and a second gear which are meshed with each other, and the second transmission stage comprises a third gear and a fourth gear which are meshed with each other. A first gear and a third gear are arranged on the transmission input shaft in a hollow manner, and a first synchronizer is arranged between the first gear and the third gear; a second gearwheel is arranged on the transmission output shaft in a free-running manner, a fourth gearwheel is arranged in a rotationally fixed manner, and a second synchronizer is arranged between the second gearwheel and the fourth gearwheel, can selectively connect the second gearwheel to the transmission output shaft in a rotationally fixed manner or is in a neutral position, wherein the electric machine transmits a torque to the first transmission stage via a motor shaft.
Description
Technical Field
The invention relates to a hybrid transmission for a vehicle, comprising a first electric machine, a second electric machine, a transmission input shaft and a transmission output shaft, wherein an internal combustion engine is connected to the transmission input shaft by means of a clutch, the first electric machine transmits torque to the transmission input shaft, and the second electric machine transmits torque to the transmission output shaft. The invention also relates to a vehicle with the hybrid transmission.
Background
In current hybrid drive systems, it is generally necessary to provide two electric machines connected to the hybrid transmission, and the internal combustion engine is connected to the hybrid transmission through a hydraulic clutch, whereby the hybrid transmission is capable of achieving a plurality of operating modes, such as a P2 mode (with motor torque delivered directly to the transmission input), a P3 mode (with motor torque delivered directly to the transmission output), and a P2.5 mode (switchable between a P2 mode and a P3 mode).
In order to realize a more flexible P2.5 mode, a hybrid drive system with two motors is generally required, but the structure is more complex and requires more components and larger structural space, which does not meet the current environmental requirements for vehicle weight reduction. It is therefore desirable to provide a hybrid drive system with a simpler configuration that requires fewer components, and in particular, a single motor, to switch between the P2 mode and the P3 mode while providing a more complete hybrid function and torque compensation function during motor-to-engine shifting.
Disclosure of Invention
The object of the present invention is to provide a hybrid transmission for a hybrid vehicle as described above, which has a compact design and enables the hybrid vehicle to achieve both power performance and fuel economy in various driving situations.
The object is achieved by the hybrid transmission for a vehicle according to the invention, comprising a motor, a motor shaft, a transmission input shaft and a transmission output shaft, wherein the transmission input shaft is connected to an internal combustion engine via a clutch and the motor shaft is connected to the motor, wherein the hybrid transmission has a first transmission stage comprising a first gear and a second gear which mesh with each other and a second transmission stage comprising a third gear and a fourth gear which mesh with each other. According to one embodiment of the invention, a first gear and a third gear are arranged on the transmission input shaft in a free-running manner (i.e., coaxially with the aid of a bearing, for example), and a first synchronizer is arranged between the first gear and the third gear, wherein the first synchronizer can selectively connect the first gear to the transmission input shaft in a rotationally fixed manner or the third gear to the transmission input shaft in a rotationally fixed manner or is in neutral; a second gearwheel is arranged on the transmission output shaft in a free-running manner, a fourth gearwheel is arranged in a rotationally fixed manner, and a second synchronizer is arranged between the second gearwheel and the fourth gearwheel, wherein the second synchronizer can selectively connect the second gearwheel in a rotationally fixed manner to the transmission output shaft or can be put into a neutral position; the motor transmits a torque to the first gear stage via the motor shaft. Therefore, the hybrid power transmission according to the invention requires fewer components, for example, only one motor to realize the P2.5 mode, and can keep the power uninterrupted when the gears are switched, so that the hybrid vehicle can realize both the power performance and the fuel economy in various driving conditions.
According to a preferred embodiment of the invention, the motor shaft is arranged coaxially with the transmission input shaft, which is designed as a hollow shaft and which passes through the motor shaft, wherein the first gearwheel is arranged on the motor shaft in a rotationally fixed manner, so that the motor torque can be transmitted directly to the transmission input shaft or to the transmission output shaft, so that the P2.5 mode is achieved. With this arrangement, the clutch can be preferably arranged in the electric machine, in particular in the rotor of the electric machine, so that the axial space of the entire structure is reduced, making the hybrid transmission more compact.
According to a further preferred embodiment of the invention, the motor shaft is connected in a rotationally fixed manner to the first gear wheel via a first transmission. Preferably, the first gear is designed as a gear set which comprises a first gear wheel which is connected to the motor shaft in a rotationally fixed manner and a second gear wheel which meshes with the first gear wheel and meshes with the first gear wheel. With this arrangement, although the radial space requirement is increased, the structure of the motor shaft is simplified, and the transmission ratio of the motor torque can be adjusted by the first transmission device. In addition, the assembly of this structure is more convenient.
According to a further preferred embodiment of the invention, the motor shaft is connected in a rotationally fixed manner to the second gear wheel via a second transmission. Preferably, the second gear is designed as a gear set comprising a third gear wheel which is connected in a rotationally fixed manner to the motor shaft and a fourth gear wheel which meshes with the third gear wheel and with the second gear wheel. With this arrangement, although the radial space requirement is increased, the construction of the motor shaft is simplified and the transmission ratio of the motor torque can be adjusted by the second transmission. In addition, the assembly of this structure is more convenient.
According to another preferred embodiment of the present invention, the hybrid transmission further has a third gear stage including fifth and sixth gears engaged with each other and a fourth gear stage including seventh and eighth gears engaged with each other, thereby increasing gears of the hybrid transmission and improving ride comfort and fuel economy. Preferably, in the hybrid transmission, the first gear stage, the second gear stage, the third gear stage and the fourth gear stage are arranged in this order in a direction away from the internal combustion engine. Of course, more or fewer gear stages can also be provided. Furthermore, it is advantageous if a fifth gear and a seventh gear are arranged on the transmission input shaft in a freely-nested manner and a sixth gear and an eighth gear are arranged on the transmission output shaft in a rotationally fixed manner, wherein a third synchronizer is arranged between the fifth gear and the seventh gear. Gears of different operation modes are realized by using gear change of the synchronizer.
According to the invention, the above technical problem is also solved by a vehicle comprising a hybrid transmission having the above features.
Thus, according to the invention, the following functions can be provided depending on the different states of the internal combustion engine, the electric machine, the clutch, the plurality of transmission stages and the plurality of synchronizers: pure motor drive, pure internal combustion engine drive, hybrid drive, standard charging, recovery charging, internal combustion engine starting and cruising during vehicle driving.
Drawings
Embodiments of the present invention are described in detail below with reference to the accompanying drawings. The attached drawings are as follows:
figure 1 is a schematic diagram of a hybrid transmission according to a first embodiment of the present invention,
figure 2 is a torque transfer schematic of the hybrid transmission according to figure 1 in a purely electric drive mode,
figure 3 is a schematic torque transfer diagram for the hybrid transmission of figure 1 in a purely engine-driven mode,
figure 4 is a torque transfer schematic for the hybrid transmission of figure 1 in a hybrid drive mode,
figure 5 is a torque transfer schematic diagram for the hybrid transmission of figure 1 in a start-up engine mode,
figure 6a is a torque transfer schematic of the hybrid transmission of figure 1 in a charging mode,
figure 6b is a torque transfer schematic diagram for the hybrid transmission of figure 1 in an energy recovery mode,
FIG. 7 is a chart showing the operating modes of the hybrid transmission of FIG. 1 in various clutch and synchronizer states,
FIG. 8 is a schematic diagram of a hybrid transmission according to a second embodiment of the present invention, an
Fig. 9 is a schematic diagram of a hybrid transmission according to a third embodiment of the present invention.
In the drawings, like reference numbers indicate identical or functionally identical elements.
Detailed Description
Fig. 1 shows a schematic configuration diagram of a hybrid transmission according to a first embodiment of the present invention. As shown in the figure, the hybrid transmission has an electric motor EM, a motor shaft 1, a transmission input shaft 2, a transmission output shaft 3, a first synchronizer a, a second synchronizer B, a third synchronizer C, four gear pairs Z11-Z21, Z12-Z22, Z13-Z23, Z14-Z24 which respectively form four transmission stages, wherein, but not limited to, such an arrangement can be provided: for example, in the engine drive mode, Z11-Z21 are a first gear pair, Z12-Z22 are a second gear pair, Z13-Z23 are a third gear pair and Z14-Z24 are a fourth gear pair.
In the present embodiment, the transmission input shaft 2 is connected to the internal combustion engine 4 via a clutch K0, preferably the clutch K0 is integrated into the housing of the electric machine EM. The motor shaft 1 connected to the electric motor EM is designed as a hollow shaft, and the transmission input shaft 2 passes coaxially through the motor shaft 1. A first gear Z13 is arranged on the motor shaft 1 in a rotationally fixed manner, and a third gear Z14, a fifth gear Z12 and a seventh gear Z11 are arranged in succession in the direction of the first gear Z13 away from the internal combustion engine, wherein the third gear Z14, the fifth gear Z12 and the seventh gear Z11 are arranged on the transmission input shaft 2 in a bearing-free manner.
A second gear Z23, a fourth gear Z24, a sixth gear Z12 and an eighth gear Z11, which mesh with the first gear Z13, the third gear Z14, the fifth gear Z12 and the seventh gear Z11, respectively, are arranged in this order on the transmission output shaft 3. The second gear Z23 is arranged on the transmission output shaft 3 via bearings in a free-running manner, while the fourth gear Z24, the sixth gear Z22 and the eighth gear Z21 are arranged on the transmission output shaft 3 in a rotationally fixed manner. The hybrid transmission therefore has four gear stages, respectively: a first gear stage formed by the first gear Z13 and the second gear Z12, a second gear stage formed by the third gear Z14 and the fourth gear Z24, a third gear stage formed by the fifth gear Z12 and the sixth gear Z22, and a fourth gear stage formed by the seventh gear Z11 and the eighth gear Z21.
A first synchronizer a is arranged between the first gear Z13 and the third gear Z14, the first synchronizer a having three gears: l position, N position and R position. In the L position, the first synchronizer a connects the first gear Z13 in a rotationally fixed manner to the transmission input shaft 2; when in the R position, the first synchronizer a connects the third gear Z14 in a rotationally fixed manner to the transmission input shaft 2; and N is a neutral gear.
A second synchronizer C is arranged between the second gear Z23 and the fourth gear Z24, the second synchronizer C having two gears: l bits and N bits. When in the L position, the second synchronizer C connects the second gear Z23 in a rotationally fixed manner to the transmission output shaft 3; and N is a neutral gear.
A third synchronizer B is arranged between the fifth gear Z12 and the seventh gear Z11, the third synchronizer B having three gears: l position, N position and R position. In the L position, the third synchronizer B connects the fifth gear Z12 in a rotationally fixed manner to the transmission input shaft 2; in the R position, the third synchronizer B connects the seventh gear Z11 in a rotationally fixed manner to the transmission input shaft 2; and N is a neutral gear.
An output gear Z01 is also arranged on the transmission output shaft 3 in a rotationally fixed manner. The output gear Z01 is preferably arranged on the side of the second gear Z23 facing the internal combustion engine. The output gear Z01 meshes with a differential gear so that torque can be output to the differential to rotate the wheels.
With the shift change of the clutch K0 and the synchronizer, the hybrid transmission according to the present invention can realize a pure motor drive mode, a pure internal combustion engine drive mode, a hybrid drive mode, a start internal combustion engine mode, a charge mode, an energy recovery mode, and the like. Various modes of operation will be described in detail below.
Pure motor drive mode: as shown in fig. 2, the arrows indicate the torque transmission direction. In this mode, the internal combustion engine ICE is not active, the clutch K0 is disengaged, and the hybrid transmission is able to implement three gear changes with a gear change of the synchronizer, namely:
EM 1: the synchronizer A is located at the N position, the synchronizer B is located at the N position, the synchronizer C is located at the L position, the torque of the motor EM is transmitted to the output shaft 3 of the transmission through the motor shaft 1, the gear Z13, the gear Z23 and the synchronizer C, and then is transmitted to the differential through the output gear Z01, so that the wheels are driven to rotate.
EM 2: the synchronizer A is positioned at an L position, the synchronizer B is positioned at an L position, the synchronizer C is positioned at an N position, the torque of the motor EM is transmitted to the output shaft 3 of the transmission through the motor shaft 1, the gear Z13, the input shaft 2 of the transmission and the gear set Z12-Z22, and then is transmitted to the differential through the output gear Z01, so that the wheels are driven to rotate.
EM 3: the synchronizer A is positioned at an L position, the synchronizer B is positioned at an R position, the synchronizer C is positioned at an N position, the torque of the motor EM is transmitted to the output shaft 3 of the transmission through the motor shaft 1, the gear Z13, the input shaft 2 of the transmission and the gear set Z11-Z21, and then is transmitted to the differential through the output gear Z01, so that the wheels are driven to rotate.
Pure engine drive mode: as shown in fig. 3, in this mode, the electric machine EM is not operated, the clutch K0 is closed, and the hybrid transmission is capable of four gear changes with the gear change of the synchronizer, namely:
ICE 1: the synchronizer A is in the L position, the synchronizer B is in the N position, the synchronizer C is in the L position, the torque of the internal combustion engine ICE is transmitted to the output shaft 3 of the transmission through the input shaft 2 of the transmission and the gear sets Z13-Z23 and then transmitted to the differential through the output gear Z01, and therefore wheels are driven to rotate.
ICE 2: the synchronizer A is in the R position, the synchronizer B is in the N position, the synchronizer C is in the N position, and the torque of the internal combustion engine ICE is transmitted to the output shaft 3 of the transmission through the input shaft 2 of the transmission and the gear sets Z14-Z24 and then transmitted to the differential through the output gear Z01, so that the wheels are driven to rotate.
ICE 3: the synchronizer A is in the N position, the synchronizer B is in the L position, the synchronizer C is in the N position, and the torque of the internal combustion engine ICE is transmitted to the output shaft 3 of the transmission through the input shaft 2 of the transmission and the gear sets Z12-Z22 and then transmitted to the differential through the output gear Z01, so that wheels are driven to rotate.
ICE 4: the synchronizer A is in the N position, the synchronizer B is in the R position, the synchronizer C is in the N position, and the torque of the internal combustion engine ICE is transmitted to the output shaft 3 of the transmission through the input shaft 2 of the transmission and the gear sets Z11-Z21 and then transmitted to the differential through the output gear Z01, so that wheels are driven to rotate.
Hybrid drive mode: as shown in fig. 4, in this mode, the electric machine EM and the internal combustion engine ICE work together, the clutch K0 is closed, and the hybrid transmission is able to realize six gear changes with the gear change of the synchronizer, namely:
EM1+ ICE 1: the synchronizer A is positioned at an L position, the synchronizer B is positioned at an N position, the synchronizer C is positioned at an L position, and the torque of the motor EM is transmitted to the output shaft 3 of the transmission through the motor shaft 1, the gear set Z13-Z23 and the synchronizer C; torque from the internal combustion engine ICE is transferred through the transmission input shaft 2, through gearsets Z13-Z23, to the transmission output shaft 3, and through output gear Z01 to the differential, which in turn rotates the vehicle wheels.
EM1+ ICE 2: the synchronizer A is in an R position, the synchronizer B is in an N position, the synchronizer C is in an L position, and the torque of the motor EM is transmitted to the output shaft 3 of the transmission through the motor shaft 1, the gear set Z13-Z23 and the synchronizer C; torque from the internal combustion engine ICE is transferred through the transmission input shaft 2, through gearsets Z14-Z24, to the transmission output shaft 3, and through output gear Z01 to the differential, which in turn rotates the vehicle wheels.
EM1+ ICE 3: the synchronizer A is positioned at an N position, the synchronizer B is positioned at an L position, the synchronizer C is positioned at an L position, and the torque of the motor EM is transmitted to the output shaft 3 of the transmission through the motor shaft 1, the gear set Z13-Z23 and the synchronizer C; torque from the internal combustion engine ICE is transferred through the transmission input shaft 2, through gearsets Z12-Z22, to the transmission output shaft 3, and through output gear Z01 to the differential, which in turn rotates the vehicle wheels.
EM1+ ICE 4: the synchronizer A is positioned at an L position, the synchronizer B is positioned at an N position, the synchronizer C is positioned at an L position, and the torque of the motor EM is transmitted to the output shaft 3 of the transmission through the motor shaft 1, the gear set Z13-Z23 and the synchronizer C; torque from the internal combustion engine ICE is transferred through the transmission input shaft 2, through gearsets Z11-Z21, to the transmission output shaft 3, and through output gear Z01 to the differential, which in turn rotates the vehicle wheels.
EM2+ ICE 3: the synchronizer A is positioned at an L position, the synchronizer B is positioned at an L position, the synchronizer C is positioned at an N position, and the torque of the motor EM is transmitted to the transmission output shaft 3 through the motor shaft 1, the gear Z13, the transmission input shaft 2 and the gear set Z12-Z22; torque from the internal combustion engine ICE is transferred through the transmission input shaft 2, through gearsets Z12-Z22, to the transmission output shaft 3, and through output gear Z01 to the differential, which in turn rotates the vehicle wheels.
EM3+ ICE 4: the synchronizer A is positioned at an L position, the synchronizer B is positioned at an R position, the synchronizer C is positioned at an N position, and the torque of the motor EM is transmitted to the transmission output shaft 3 through the motor shaft 1, the gear Z13, the transmission input shaft 2 and the gear set Z11-Z21; torque from the internal combustion engine ICE is transferred through the transmission input shaft 2, through gearsets Z11-Z21, to the transmission output shaft 3, and through output gear Z01 to the differential, which in turn rotates the vehicle wheels.
Start engine mode: as shown in fig. 5, in this mode, the electric machine EM is operated to start the internal combustion engine ICE, the clutch K0 is closed, and the hybrid transmission is able to implement four gear changes with the gear change of the synchronizer, namely:
engine start mode 1: the synchronizer A is positioned at an L position, the synchronizer B is positioned at an N position, the synchronizer C is positioned at an N position, and the torque of the motor EM is transmitted to the clutch K0 through the motor shaft 1, the gear Z13 and the transmission input shaft 2, so that the internal combustion engine is driven to rotate.
Engine start mode 2: the synchronizer A is in the R position, the synchronizer B is in the N position, the synchronizer C is in the L position, the torque of the motor EM is transmitted to the clutch K0 through the motor shaft 1, the gear set Z13-Z23, the transmission output shaft 3, the gear pair Z24-Z14 and the transmission input shaft 2, and therefore the internal combustion engine is driven to rotate.
Internal combustion engine start mode 3: the synchronizer A is located at the N position, the synchronizer B is located at the L position, the synchronizer C is located at the L position, the torque of the motor EM is transmitted to the clutch K0 through the motor shaft 1, the gear set Z13-Z23, the transmission output shaft 3, the gear pair Z12-Z22 and the transmission input shaft 2, and therefore the internal combustion engine is driven to rotate.
Engine start mode 4: the synchronizer A is located at the N position, the synchronizer B is located at the R position, the synchronizer C is located at the L position, the torque of the motor EM is transmitted to the clutch K0 through the motor shaft 1, the gear set Z13-Z23, the transmission output shaft 3, the gear pair Z21-Z11 and the transmission input shaft 2, and therefore the internal combustion engine is driven to rotate.
And (3) charging mode: as shown in fig. 6a, the internal combustion engine ICE is on, clutch K0 is closed, synchronizer a is in position L, and synchronizers B and C are both in position N. The torque of the internal combustion engine ICE is transmitted to the motor shaft 1 via the transmission input shaft 2, the synchronizer a, the gear Z13, thereby turning the electric machine EM, so that the electric machine converts mechanical energy into electrical energy. Of course, the charging modes of different gears can still be realized through the gear change of the synchronizer.
Energy recovery mode: as shown in fig. 6B, the internal combustion engine ICE is off, clutch K0 is open, synchronizer a is in position L, synchronizer B is in position N, and synchronizer C is in position L. The torque generated by the inertia of the wheels is transmitted to the motor shaft 1 through the differential, the output gear Z01, the transmission output shaft 3 and the gear pair Z23-Z13, so that the motor EM is driven to rotate, the inertia kinetic energy is converted into the electric energy of the motor, and the energy recovery mode is completed. The energy recovery mode is an operating mode that is opposite to the electric-only mode. Of course, by varying the gears of the synchronizer, energy recovery modes for different gears can still be achieved.
The operating mode of the transmission with the clutches and synchronizers in different states can be clearly seen by the table shown in fig. 7, wherein the operating states of the electric machine and the internal combustion engine are marked grey, the clutch engaged state is marked grey and the gear selected by the synchronizers is marked grey.
Fig. 8 shows a second embodiment of a hybrid transmission according to the present invention. Here, only the differences of the second embodiment from the first embodiment will be described. The gear arrangement of the second embodiment is substantially identical to that of the first embodiment, with the only difference that the first gear Z13 is not arranged rotationally fixed on the motor shaft but rather is arranged free on the transmission input shaft 2 via a bearing. The greatest difference compared to the first embodiment is the design of the motor and the motor shaft of the second embodiment. In the second embodiment, the motor shaft 1 is designed parallel to the transmission input shaft 2, a first transmission gear Z43 is arranged on the motor shaft 1 in a rotationally fixed manner, and the first transmission gear Z43 is connected in a rotationally fixed manner to the first gear Z13 via a second transmission gear Z33. This arrangement thus corresponds to the motor shaft 1 still being indirectly connected in a rotationally fixed manner to the first gear wheel Z13. Therefore, the hybrid transmission according to the second embodiment can also realize the above-described different operating modes by the shift change of the clutch K0 and the synchronizers a, B, and C.
Fig. 9 shows a third embodiment of a hybrid transmission according to the present invention. Here, only the differences of the third embodiment from the first embodiment will be described. The gear arrangement of the third embodiment is substantially identical to that of the first embodiment, with the only difference that the first gear Z13 is not arranged rotationally fixed on the motor shaft but rather is arranged free on the transmission input shaft 2 via a bearing. The greatest difference compared to the first embodiment is the design of the motor and the motor shaft of the third embodiment. In the third embodiment, the motor shaft 1 is designed parallel to the transmission output shaft 3, a third transmission gear Z43 ' is arranged on the motor shaft 1 in a rotationally fixed manner, and the third transmission gear Z43 ' is connected in a rotationally fixed manner to the second transmission gear Z23 via a fourth transmission gear Z33 '. This arrangement thus corresponds to the motor shaft 1 being connected in a rotationally fixed manner indirectly to the second gear wheel Z23 and thus to the first gear wheel Z13. Therefore, the hybrid transmission according to the second embodiment can also realize the above-described different operating modes by the shift change of the clutch K0 and the synchronizers a, B, and C.
The hybrid power driving system designed according to the invention can realize both the P2 mode and the P3 mode under the switching of the synchronizer, and only needs one motor, thereby greatly reducing the cost. Under the pure internal-combustion engine running mode, can realize 4 fender position, 3 fender positions under pure electric machine running mode can realize 6 fender positions under the hybrid mode, consequently fine satisfied the vehicle and traveled the requirement under different operating modes. When the gears are switched, the vehicle can still obtain torque compensation, and the gear shifting smoothness is improved, so that the driving comfort is improved.
Although possible embodiments have been described by way of example in the above description, it should be understood that numerous embodiment variations exist, still by way of combination of all technical features and embodiments that are known and that are obvious to a person skilled in the art. It should also be appreciated that the exemplary embodiment or exemplary embodiments are only examples, and are not intended to limit the scope, applicability, or configuration of the invention in any way. From the foregoing description, one of ordinary skill in the art will more particularly provide a technical guide to convert at least one exemplary embodiment, wherein various changes may be made, particularly in matters of function and structure of the components described, without departing from the scope of the following claims.
List of reference numerals
1 Motor shaft
2 speed variator input shaft
3 output shaft of speed changer
Z13 first gear
Z23 second gear
Z14 third gear
Z24 fourth Gear
Z12 fifth Gear
Z22 sixth Gear
Z11 seventh Gear
Z21 eighth gear
Z01 output gear
Z43 first transmission gear
Z43' third transmission gear
Z33 second transmission gear
Z33' fourth driving gear
A first synchronizer
B third synchronizer
C second synchronizer
K0 clutch
ICE internal combustion engine
EM motor
Claims (10)
1. A hybrid transmission for a vehicle, comprising an Electric Machine (EM), a motor shaft (1), a transmission input shaft (2) and a transmission output shaft (3), wherein the transmission input shaft (2) is connected with an Internal Combustion Engine (ICE) by means of a clutch (k0), the motor shaft (1) is connected with the Electric Machine (EM), wherein the hybrid transmission has a first transmission stage comprising a first gear wheel (Z13) and a second gear wheel (Z23) in mesh with each other, and a second transmission stage comprising a third gear wheel (Z14) and a fourth gear wheel (Z24) in mesh with each other,
it is characterized in that the preparation method is characterized in that,
-providing the first gear (Z13) and the third gear (Z14) on the transmission input shaft (2) in an open manner, -providing a first synchronizer (A) between the first gear (Z13) and the third gear (Z14), wherein the first synchronizer (A) is capable of selectively connecting the first gear (Z13) in a rotationally fixed manner to the transmission input shaft (2) or the third gear (Z14) in a rotationally fixed manner to the transmission input shaft (2) or in a neutral position,
the second gearwheel (Z23) is arranged on the transmission output shaft (3) in a free manner, the fourth gearwheel (Z24) is arranged in a rotationally fixed manner, a second synchronizer (C) is arranged between the second gearwheel (Z23) and the fourth gearwheel (Z24), wherein the second synchronizer (C) can selectively connect the second gearwheel (Z23) in a rotationally fixed manner to the transmission output shaft (3) or is in neutral,
the Electric Machine (EM) transmits a torque to the first gear stage via the motor shaft (1).
2. Hybrid transmission according to claim 1, characterized in that the motor shaft (1) is arranged coaxially to the transmission input shaft (2), the motor shaft (1) is designed as a hollow shaft, and the transmission input shaft (2) passes through the motor shaft (1), wherein the first gearwheel (Z13) is arranged on the motor shaft (1) in a rotationally fixed manner.
3. Hybrid transmission according to claim 2, characterized in that the clutch (K0) is housed inside the Electric Machine (EM).
4. Hybrid transmission according to claim 1, characterized in that the motor shaft (1) is connected in a rotationally fixed manner to the first gearwheel (Z13) by means of a first transmission.
5. Hybrid transmission according to claim 4, characterised in that the first transmission is designed as a gear set comprising a first transmission gear (Z43) which is connected in a rotationally fixed manner to the motor shaft (1) and a second transmission gear (Z33) which meshes with the first transmission gear (Z43) and with the first gear (Z13).
6. Hybrid transmission according to claim 1, characterized in that the motor shaft (1) is connected in a rotationally fixed manner to the second gearwheel (Z23) by means of a second transmission.
7. Hybrid transmission according to claim 6, characterised in that the second transmission is designed as a gear set comprising a third transmission gear (Z43 ') which is connected rotationally fixed to the motor shaft (1) and a fourth transmission gear (Z33 ') which meshes with the third transmission gear (Z43 ') and with the second gear (Z23).
8. The hybrid transmission according to any one of the preceding claims, characterized in that it further has a third transmission stage comprising a fifth (Z12) and a sixth (Z22) gear in mesh with each other and a fourth transmission stage comprising a seventh (Z11) and an eighth (Z21) gear in mesh with each other.
9. Hybrid transmission according to claim 8, characterized in that the fifth gear (Z12) and the seventh gear (Z11) are arranged on the transmission input shaft (2) in a free manner, the sixth gear (Z22) and the eighth gear (Z21) are arranged on the transmission output shaft (3) in a rotationally fixed manner, wherein a third synchronizer (B) is arranged between the fifth gear (Z12) and the seventh gear (Z11).
10. A vehicle comprising the hybrid system, the hybrid system comprising the hybrid transmission of any one of claims 1-9.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201811107150.7A CN110939697A (en) | 2018-09-21 | 2018-09-21 | Hybrid transmission and vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201811107150.7A CN110939697A (en) | 2018-09-21 | 2018-09-21 | Hybrid transmission and vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN110939697A true CN110939697A (en) | 2020-03-31 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201811107150.7A Pending CN110939697A (en) | 2018-09-21 | 2018-09-21 | Hybrid transmission and vehicle |
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| Country | Link |
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| CN (1) | CN110939697A (en) |
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| WO2023060789A1 (en) * | 2021-10-12 | 2023-04-20 | 奇瑞汽车股份有限公司 | Hybrid power system, control method, and vehicle |
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