CN116160838A - Multi-gear electromechanical coupling transmission system and vehicle - Google Patents

Multi-gear electromechanical coupling transmission system and vehicle Download PDF

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Publication number
CN116160838A
CN116160838A CN202310025671.2A CN202310025671A CN116160838A CN 116160838 A CN116160838 A CN 116160838A CN 202310025671 A CN202310025671 A CN 202310025671A CN 116160838 A CN116160838 A CN 116160838A
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China
Prior art keywords
gear
motor
engine
intermediate shaft
low
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Pending
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CN202310025671.2A
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Chinese (zh)
Inventor
李伯洋
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FAW Group Corp
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FAW Group Corp
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Priority to CN202310025671.2A priority Critical patent/CN116160838A/en
Publication of CN116160838A publication Critical patent/CN116160838A/en
Pending legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

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

Abstract

The invention provides a multi-gear electromechanical coupling transmission system and a vehicle, wherein the multi-gear electromechanical coupling transmission system comprises: the engine comprises a motor input shaft, a synchronizer mechanism, a motor intermediate shaft, an engine low gear input shaft and a double clutch. By applying the technical scheme of the invention, the motor end adopts the synchronizer mechanism to realize gear shifting, the synchronizer mechanism is selectively engaged with one of the motor low-gear transmission mechanism and the motor high-gear transmission mechanism, the engine end adopts the double clutch to shift gears, the other end of the double clutch is selectively engaged with one of the engine low-gear input shaft and the engine high-gear input shaft, and the motor end and the engine end adopt the gear shifting mechanisms with different principles, and the motor end and the engine end can finish the high-gear and low-gear switching, so that the output rotating speed and torque range are greatly improved, the vehicle shows better performance under different working conditions, the adaptation to complex harsh scenes such as off-road steep slopes and the like is facilitated, and the smoothness and reliability in the gear switching process are ensured.

Description

Multi-gear electromechanical coupling transmission system and vehicle
Technical Field
The invention relates to the technical field of vehicles, in particular to a multi-gear electromechanical coupling transmission system and a vehicle.
Background
In the drive trains of today's pure electric vehicles and hybrid vehicles, especially for the electric machine part, fixed speed ratios are generally the main. In the process of switching from the electric-only driving mode to the common driving mode of the engine and the motor, the motor is required to drive the vehicle to run, and also required to provide enough torque to quickly start the engine. In addition, obvious noise and vehicle jolt can occur in the gear switching process of the gear shifting device, and smoothness in the gear switching process is directly affected.
Disclosure of Invention
The invention mainly aims to provide a multi-gear electromechanical coupling transmission system and a vehicle, which are used for solving the problem that a motor part in the transmission system in the prior art is a fixed speed ratio.
To achieve the above object, according to one aspect of the present invention, there is provided a multi-stage electromechanical coupling transmission system including: the input end of the motor input shaft is connected with the motor; a synchronizer mechanism disposed on the motor input shaft, the synchronizer mechanism selectively engaged with one of the motor low gear transmission mechanism and the motor high gear transmission mechanism; the motor intermediate shaft is arranged in parallel with the motor input shaft and is provided with a transmission gear meshed with the driven gear of the differential mechanism; the engine intermediate shaft is arranged in parallel with the motor intermediate shaft, and is provided with an intermediate shaft driving gear which is meshed with the differential driven gear; an engine low-gear input shaft which is arranged in parallel with the engine intermediate shaft, and an engine high-gear input shaft is arranged on the outer side of the engine low-gear input shaft; a dual clutch having one end connected to the engine and the other end selectively engaged with one of the engine low range input shaft and the engine high range input shaft.
Further, the motor low gear transmission mechanism includes: a motor low-gear driving gear which is arranged on the motor input shaft and is positioned at one side of the synchronizer mechanism, and the synchronizer mechanism is selectively engaged with the motor low-gear driving gear; the motor low-gear driven gear is arranged on the motor intermediate shaft and positioned on one side of the transmission gear, and the motor low-gear driven gear is meshed with the motor low-gear driving gear.
Further, the motor high gear transmission mechanism includes: the motor high-gear driving gear is arranged on the motor input shaft and positioned at the other side of the synchronizer mechanism, the motor high-gear driving gear is arranged in parallel with the motor low-gear driving gear, and the synchronizer mechanism is selectively engaged with the motor high-gear driving gear; the motor high-gear driven gear is arranged on the motor intermediate shaft and positioned on one side of the transmission gear, the motor low-gear driven gear and the motor high-gear driven gear are arranged in parallel, and the motor high-gear driven gear and the motor high-gear driving gear are arranged in a meshed mode.
Further, the multi-gear electromechanical coupling transmission system further includes: the engine intermediate shaft driven gear is arranged on the engine intermediate shaft; the third clutch is arranged on the intermediate shaft of the engine and is connected with the driven gear of the intermediate shaft of the engine; the third clutch has a disconnection position and an engagement position, when the third clutch is in the disconnection position, the engine intermediate shaft driven gear idles on the engine intermediate shaft, and when the third clutch is in the engagement position, the engine intermediate shaft driven gear transmits power to the engine intermediate shaft.
Further, the engine low-gear input shaft is provided with a first gear that is disposed in meshing engagement with the engine intermediate shaft driven gear.
Further, the engine high-gear input shaft is provided with a second gear, the second gear is arranged in parallel with the first gear, and the second gear is arranged in meshing engagement with the driven gear of the engine intermediate shaft.
Further, the multi-gear electromechanical coupling transmission system further includes: the engine output shaft is arranged in parallel with the engine low-gear input shaft, the output end of the engine output shaft is connected with the generator, the engine output shaft is provided with a third gear, and the third gear is meshed with the first gear.
Further, the multi-gear electromechanical coupling transmission system further includes: and the fourth gear is arranged on the engine output shaft, is arranged in parallel with the third gear and is meshed with the second gear.
Further, the multi-gear electromechanical coupling transmission system further includes: the differential mechanism, differential mechanism driven gear sets up on differential mechanism.
According to another aspect of the present invention, there is provided a vehicle comprising a multi-speed electromechanical coupling transmission system, the multi-speed electromechanical coupling transmission system being the multi-speed electromechanical coupling transmission system described above.
By applying the technical scheme of the invention, the motor end adopts the synchronizer mechanism to realize gear shifting, the synchronizer mechanism is selectively engaged with one of the motor low-gear transmission mechanism and the motor high-gear transmission mechanism, the engine end adopts the double clutch to shift gears, the other end of the double clutch is selectively engaged with one of the engine low-gear input shaft and the engine high-gear input shaft, and because the motor end and the engine end adopt the gear shifting mechanisms with different principles, the motor end and the engine end can finish the high-gear and low-gear switching, the output rotating speed and torque range are greatly improved, the vehicle shows better performance under different working conditions, and the double clutch is favorable for adapting to complex and harsh scenes such as off-road steep slopes. In addition, the motor end and the engine end adopt gear shifting mechanisms of different principles, so that smoothness and reliability in the gear shifting process are guaranteed, and obvious noise and vehicle jolting cannot occur in the shifting process.
Drawings
The accompanying drawings, which are included to provide a further understanding of the invention and are incorporated in and constitute a part of this specification, illustrate embodiments of the invention and together with the description serve to explain the invention. In the drawings:
fig. 1 shows a schematic structural view of an embodiment of a multi-stage electromechanical coupling transmission system according to the present invention.
Wherein the above figures include the following reference numerals:
1. a motor input shaft; 2. a motor low gear driving gear; 3. a motor high gear driving gear; 4. a synchronizer mechanism; 5. a motor intermediate shaft; 6. a motor low-gear driven gear; 7. a motor high-gear driven gear; 8. differential driven gears; 9. a differential;
10. an engine intermediate shaft; 11. a countershaft drive gear; 12. a third clutch; 13. an engine intermediate shaft driven gear; 14. a double clutch; 15. an engine high range input shaft; 16. an engine low gear input shaft; 17. an engine output shaft; 18. a transmission gear; 19. a first gear;
20. a generator; 21. a third gear; 22. a second gear; 23. a motor; 24. an engine; 25. a fourth gear; 26. and (3) a wheel.
Detailed Description
It should be noted that, in the case of no conflict, the embodiments and features in the embodiments may be combined with each other. The invention will be described in detail below with reference to the drawings in connection with embodiments.
It is noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of example embodiments in accordance with the present application. As used herein, the singular is also intended to include the plural unless the context clearly indicates otherwise, and furthermore, it is to be understood that the terms "comprises" and/or "comprising" when used in this specification are taken to specify the presence of stated features, steps, operations, devices, components, and/or combinations thereof.
It should be noted that the terms "first," "second," and the like in the description and claims of the present application and the above figures are used for distinguishing between similar objects and not necessarily for describing a particular sequential or chronological order. It is to be understood that the terms so used are interchangeable under appropriate circumstances such that the embodiments of the application described herein are, for example, capable of operation in sequences other than those illustrated or otherwise described herein. Furthermore, the terms "comprises," "comprising," and "having," and any variations thereof, are intended to cover a non-exclusive inclusion, such that a process, method, system, article, or apparatus that comprises a list of steps or elements is not necessarily limited to those steps or elements expressly listed but may include other steps or elements not expressly listed or inherent to such process, method, article, or apparatus.
Exemplary embodiments according to the present application will now be described in more detail with reference to the accompanying drawings. These exemplary embodiments may, however, be embodied in many different forms and should not be construed as limited to the embodiments set forth herein. It should be understood that these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the concept of these exemplary embodiments to those skilled in the art, that in the drawings, it is possible to enlarge the thicknesses of layers and regions for clarity, and that identical reference numerals are used to designate identical devices, and thus descriptions thereof will be omitted.
Referring to fig. 1, a multi-speed electromechanical coupling transmission system is provided according to an embodiment of the present application.
Specifically, as shown in fig. 1, the multi-speed electromechanical coupling transmission system includes a motor input shaft 1, a synchronizer mechanism 4, a motor intermediate shaft 5, an engine intermediate shaft 10, an engine low-speed input shaft 16, and a double clutch 14, and an input end of the motor input shaft 1 is connected with a motor 23. The synchronizer mechanism 4 is provided on the motor input shaft 1, the synchronizer mechanism 4 is selectively engaged with one of the motor low-gear transmission mechanism and the motor high-gear transmission mechanism, the motor intermediate shaft 5 is provided in parallel with the motor input shaft 1, and the motor intermediate shaft 5 is provided with a transmission gear 18 meshed with the differential driven gear 8. The engine intermediate shaft 10 is arranged in parallel with the motor intermediate shaft 5, the engine intermediate shaft 10 is provided with an intermediate shaft driving gear 11, and the intermediate shaft driving gear 11 is arranged in meshing engagement with the differential driven gear 8. The engine low-range input shaft 16 is provided in parallel with the engine intermediate shaft 10, and an engine high-range input shaft 15 is provided outside the engine low-range input shaft 16. One end of the dual clutch 14 is connected to the engine 24 and the other end of the dual clutch 14 is selectively engaged with one of the engine low input shaft 16 and the engine high input shaft 15.
By applying the technical scheme of the embodiment, the motor end adopts the synchronizer mechanism 4 to realize gear shifting, the synchronizer mechanism 4 is selectively engaged with one of the motor low-gear transmission mechanism and the motor high-gear transmission mechanism, the engine end adopts the double clutch 14 to shift gears, the other end of the double clutch 14 is selectively engaged with one of the engine low-gear input shaft 16 and the engine high-gear input shaft 15, and as the motor end and the engine end adopt gear shifting mechanisms with different principles, the motor 23 and the two ends of the engine 24 can finish high-gear and low-gear switching, the output rotating speed and torque range are greatly improved, the vehicle shows better performance under different working conditions, and the gear shifting device is favorable for adapting to complex harsh scenes such as off-road steep slopes. In addition, the motor end and the engine end adopt gear shifting mechanisms of different principles, so that smoothness and reliability in the gear shifting process are guaranteed, and obvious noise and vehicle jolting cannot occur in the shifting process.
Further, the motor low gear transmission mechanism includes a motor low gear driving gear 2 and a motor low gear driven gear 6, the motor low gear driving gear 2 is provided on the motor input shaft 1 and located on one side of the synchronizer mechanism 4, and the synchronizer mechanism 4 is selectively engaged with the motor low gear driving gear 2. The motor low-gear driven gear 6 is arranged on the motor intermediate shaft 5 and positioned on one side of the transmission gear 18, and the motor low-gear driven gear 6 is meshed with the motor low-gear driving gear 2. In the present embodiment, the power of the motor 23 is input to the power train from the right side of the motor input shaft 1, selectively engaged with the motor low-range driving gear 2 through the synchronizer mechanism 4, the motor low-range driving gear 2 meshed with the motor low-range driven gear 6, and transmitted to the motor intermediate shaft 5, thereby operating the motor 23 in a low-range condition. The arrangement is such that the structure of the multi-gear electromechanical coupling transmission system is simple and reliable, and the low gear shift of the motor 23 is completed by the engagement of the synchronizer mechanism 4 with the motor low gear driving gear 2.
Further, the motor high-gear transmission mechanism comprises a motor high-gear driving gear 3 and a motor high-gear driven gear 7, the motor high-gear driving gear 3 is arranged on the motor input shaft 1 and located on the other side of the synchronizer mechanism 4, the motor high-gear driving gear 3 and the motor low-gear driving gear 2 are arranged in parallel, the synchronizer mechanism 4 is selectively engaged with the motor high-gear driving gear 3, the motor low-gear driven gear 6 is arranged on the motor intermediate shaft 5 and located on one side of the transmission gear 18, the motor low-gear driven gear 6 and the motor high-gear driven gear 7 are arranged in parallel, and the motor high-gear driven gear 7 and the motor high-gear driving gear 3 are arranged in meshed mode. In the present embodiment, the power of the motor 23 is input to the power train from the right side of the motor input shaft 1, selectively engaged with the motor high-range driving gear 3 through the synchronizer mechanism 4, the motor high-range driving gear 3 meshed with the motor high-range driven gear 7, and transmitted to the motor intermediate shaft 5, thereby operating the motor 23 in a high-range condition. The arrangement is such that the structure of the multi-gear electromechanical coupling transmission system is simple and reliable, and the high gear shift of the motor 23 is completed by the engagement of the synchronizer mechanism 4 with the motor high gear driving gear 3.
Specifically, the multi-gear electromechanical coupling transmission system further comprises an engine intermediate shaft driven gear 13 and a third clutch 12, wherein the engine intermediate shaft driven gear 13 is arranged on the engine intermediate shaft 10, the third clutch 12 is arranged on the engine intermediate shaft 10, and the third clutch 12 is connected with the engine intermediate shaft driven gear 13. The third clutch 12 has a disengaged position and an engaged position, and when the third clutch 12 is in the disengaged position, the engine intermediate shaft driven gear 13 idles on the engine intermediate shaft 10, and when the third clutch 12 is in the engaged position, the engine intermediate shaft driven gear 13 transmits power to the engine intermediate shaft 10. The arrangement further makes the structure of the multi-gear electromechanical coupling transmission system simple and reliable, and the disconnection and transmission of the power between the engine intermediate shaft driven gear 13 and the engine intermediate shaft 10 are realized by controlling the third clutch 12 to be in the disconnection position and the connection position, when the third clutch 12 is in the disconnection position, the power between the engine intermediate shaft driven gear 13 and the engine intermediate shaft 10 is disconnected, the vehicle operates in the electric-only mode, when the third clutch 12 is in the connection position, the engine intermediate shaft driven gear 13 is connected with the engine intermediate shaft 10, the engine intermediate shaft driven gear 13 transmits the power to the engine intermediate shaft 10 and then outputs the power to the wheels 26, and the vehicle operates in the common driving mode of the engine 24 and the motor 23.
Further, the engine low input shaft 16 is provided with a first gear 19, and the first gear 19 is provided in mesh with the engine intermediate shaft driven gear 13. In the present embodiment, when the double clutch 14 is engaged with the engine low input shaft 16, the power of the engine 24 is input to the first gear 19 via the engine low input shaft 16, and is meshed with the engine intermediate shaft driven gear 13 through the first gear 19 to transmit the power of the engine 24 to the engine intermediate shaft 10.
The engine high-speed input shaft 15 is provided with a second gear 22, the second gear 22 is disposed in parallel with the first gear 19, and the second gear 22 is disposed in meshing engagement with the engine intermediate shaft driven gear 13. In the present embodiment, when the double clutch 14 is engaged with the engine high speed input shaft 15, the power of the engine 24 is input to the second gear 22 via the engine high speed input shaft 15, and meshed with the engine intermediate shaft driven gear 13 through the second gear 22 to transmit the power of the engine 24 to the engine intermediate shaft 10.
Further, the multi-gear electromechanical coupling transmission system further comprises an engine output shaft 17, the engine output shaft 17 is arranged in parallel with the engine low-gear input shaft 16, an output end of the engine output shaft 17 is connected with the generator 20, the engine output shaft 17 is provided with a third gear 21, and the third gear 21 is arranged in meshed engagement with the first gear 19. The engagement with the first gear 19 via the third gear 21 is arranged such that a low gear rotational speed and a low gear torque output by the engine output shaft 17 is achieved.
Further, the multi-gear electromechanical coupling transmission system further includes a fourth gear 25, the fourth gear 25 is provided on the engine output shaft 17, the fourth gear 25 is provided in parallel with the third gear 21, and the fourth gear 25 is provided in meshing engagement with the second gear 22. The fourth gear 25 meshes with the second gear 22 in such a way that a high-gear rotational speed and a high-gear torque are output from the engine output shaft 17.
Specifically, the gear ratio of the first gear 19 to the engine intermediate shaft driven gear 13 and the gear ratio of the second gear 22 to the engine intermediate shaft driven gear 13 are set differently. And, the gear ratio of the third gear 21 to the first gear 19 and the gear ratio of the fourth gear 25 to the second gear 22 are set differently, thereby realizing that the engine end outputs different rotational speeds and torques to the wheels 26. Wherein the power output of the engine 24 to the engine high speed input shaft 15 or the engine low speed input shaft 16 can be controlled by switching the engagement manner of the double clutch 14. When the power of the engine 24 is output to the engine high-gear input shaft 15, the second gear 22 on the engine high-gear input shaft 15 is meshed with the engine intermediate shaft driven gear 13, and then the third clutch 12 is controlled to be in the engaged position, so that the power is output to the engine intermediate shaft 10 and then to the wheels 26, the second gear 22 is meshed with the fourth gear 25, the power is output to the generator 20 from the right side through the engine output shaft 17, and the electric power generated by the generator 20 can be supplied to the motor 23 to assist the running of the automobile. When the power of the engine 24 is output to the engine low-gear input shaft 16, the first gear 19 on the engine low-gear input shaft 16 is meshed with the engine intermediate shaft driven gear 13, and then the third clutch 12 is controlled to be in the engaged position, so that the power is output to the engine intermediate shaft 10 and then to the wheels 26, the first gear 19 is meshed with the third gear 21, the power is output to the generator 20 from the right side through the engine output shaft 17, and the electric power generated by the generator 20 can be supplied to the motor 23 to assist the running of the automobile.
The multi-gear electromechanical coupling transmission system further comprises a differential mechanism 9, and the differential mechanism driven gear 8 is arranged on the differential mechanism 9. In the present embodiment, after the power of the motor end is transmitted to the motor intermediate shaft 5, the power is transmitted to the differential 9 through the engagement of the transmission gear 18 on the motor intermediate shaft 5 with the differential driven gear 8, and is output to the wheels 26 through the half shafts of the differential 9. After the power of the engine end is transmitted to the engine intermediate shaft 10, the power is transmitted to the differential 9 by means of the engagement of the engine intermediate shaft driving gear 11 on the engine intermediate shaft 10 and the differential driven gear 8, and is output to the wheels 26 through the half shafts of the differential 9, so that the output rotating speed and torque range are further improved.
According to another specific embodiment of the present application, there is also provided a vehicle including a multi-speed electromechanical coupling transmission system, which is the multi-speed electromechanical coupling transmission system in the above embodiment. Because the vehicle adopts the multi-gear electromechanical coupling transmission system in the embodiment, the synchronizer mechanism 4 is connected with the motor low-gear driving gear 2 or the motor high-gear driving gear 3, so that different rotating speeds and torque output of a motor end are realized, the power of the engine 24 is controlled to be output to the engine high-gear input shaft 15 or the engine low-gear input shaft 16 by switching the connection mode of the double clutch 14, so that different rotating speeds and torques are output by the engine end, the output rotating speed and torque range is greatly improved, the vehicle can show better performance under different working conditions, and is suitable for complex harsh scenes such as off-road steep slopes, smoothness and reliability in the vehicle gear switching process are also ensured by adopting a gear shifting mechanism with different principles on the motor end and the engine end, and obvious noise and vehicle jolt can not occur in the switching process.
Spatially relative terms, such as "above … …," "above … …," "upper surface at … …," "above," and the like, may be used herein for ease of description to describe one device or feature's spatial location relative to another device or feature as illustrated in the figures. It will be understood that the spatially relative terms are intended to encompass different orientations in use or operation in addition to the orientation depicted in the figures. For example, if the device in the figures is turned over, elements described as "above" or "over" other devices or structures would then be oriented "below" or "beneath" the other devices or structures. Thus, the exemplary term "above … …" may include both orientations of "above … …" and "below … …". The device may also be positioned in other different ways (rotated 90 degrees or at other orientations) and the spatially relative descriptors used herein interpreted accordingly.
In addition to the foregoing, references in the specification to "one embodiment," "another embodiment," "an embodiment," etc., mean that a particular feature, structure, or characteristic described in connection with the embodiment is included in at least one embodiment described in general terms in the application. The appearances of the phrase in various places in the specification are not necessarily all referring to the same embodiment. Further, when a particular feature, structure, or characteristic is described in connection with any embodiment, it is intended that such feature, structure, or characteristic be implemented within the scope of the invention.
In the foregoing embodiments, the descriptions of the embodiments are emphasized, and for parts of one embodiment that are not described in detail, reference may be made to related descriptions of other embodiments.
The above description is only of the preferred embodiments of the present invention and is not intended to limit the present invention, but various modifications and variations can be made to the present invention by those skilled in the art. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present invention should be included in the protection scope of the present invention.

Claims (10)

1. A multi-speed electromechanical coupling transmission system, comprising:
the motor comprises a motor input shaft (1), wherein the input end of the motor input shaft (1) is connected with a motor (23);
a synchronizer mechanism (4), the synchronizer mechanism (4) being provided on the motor input shaft (1), the synchronizer mechanism (4) being selectively engaged with one of a motor low gear transmission mechanism and a motor high gear transmission mechanism;
the motor intermediate shaft (5), the motor intermediate shaft (5) is arranged in parallel with the motor input shaft (1), and the motor intermediate shaft (5) is provided with a transmission gear (18) meshed with the differential driven gear (8);
an engine intermediate shaft (10), wherein the engine intermediate shaft (10) is arranged in parallel with the motor intermediate shaft (5), the engine intermediate shaft (10) is provided with an intermediate shaft driving gear (11), and the intermediate shaft driving gear (11) is arranged in meshing manner with the differential driven gear (8);
an engine low-gear input shaft (16), wherein the engine low-gear input shaft (16) is arranged in parallel with the engine intermediate shaft (10), and an engine high-gear input shaft (15) is arranged on the outer side of the engine low-gear input shaft (16);
a dual clutch (14), one end of the dual clutch (14) being connected to an engine (24), the other end of the dual clutch (14) being selectively engaged with one of the engine low range input shaft (16) and the engine high range input shaft (15).
2. The multi-speed electromechanical coupling transmission system according to claim 1, wherein the motor low-speed transmission mechanism includes:
a motor low-gear driving gear (2), wherein the motor low-gear driving gear (2) is arranged on the motor input shaft (1) and is positioned at one side of the synchronizer mechanism (4), and the synchronizer mechanism (4) is selectively engaged with the motor low-gear driving gear (2);
the motor low-gear driven gear (6), motor low-gear driven gear (6) set up in on motor jackshaft (5) and be located one side of drive gear (18), motor low-gear driven gear (6) with motor low-gear driving gear (2) meshing ground sets up.
3. The multi-speed electromechanical coupling transmission system according to claim 2, wherein the motor high-speed transmission mechanism includes:
a motor high-gear driving gear (3), wherein the motor high-gear driving gear (3) is arranged on the motor input shaft (1) and positioned at the other side of the synchronizer mechanism (4), the motor high-gear driving gear (3) is arranged in parallel with the motor low-gear driving gear (2), and the synchronizer mechanism (4) is selectively engaged with the motor high-gear driving gear (3);
the motor high-gear driven gear (7), motor low-gear driven gear (6) set up in on motor jackshaft (5) and be located one side of drive gear (18), motor low-gear driven gear (6) with motor high-gear driven gear (7) parallel arrangement, just motor high-gear driven gear (7) with motor high-gear driving gear (3) set up with meshing.
4. The multi-speed electromechanical coupling transmission system according to claim 1, further comprising:
an engine intermediate shaft driven gear (13), wherein the engine intermediate shaft driven gear (13) is arranged on the engine intermediate shaft (10);
a third clutch (12), wherein the third clutch (12) is arranged on the engine intermediate shaft (10), and the third clutch (12) is connected with the engine intermediate shaft driven gear (13);
wherein the third clutch (12) has a disengaged position and an engaged position, the engine intermediate shaft driven gear (13) idles on the engine intermediate shaft (10) when the third clutch (12) is in the disengaged position, and the engine intermediate shaft driven gear (13) transmits power to the engine intermediate shaft (10) when the third clutch (12) is in the engaged position.
5. The multi-speed electromechanical coupling transmission system according to claim 4, characterized in that the engine low-speed input shaft (16) is provided with a first gear (19), the first gear (19) being provided in meshing engagement with the engine intermediate shaft driven gear (13).
6. The multi-speed electromechanical coupling transmission system according to claim 5, characterized in that the engine high-speed input shaft (15) is provided with a second gear (22), the second gear (22) being arranged in parallel with the first gear (19), the second gear (22) being arranged in meshing engagement with the engine intermediate shaft driven gear (13).
7. The multi-speed electromechanical coupling transmission system according to claim 6, further comprising:
the engine output shaft (17), engine output shaft (17) with engine low gear input shaft (16) parallel arrangement, the output of engine output shaft (17) is connected with generator (20), engine output shaft (17) are provided with third gear (21), third gear (21) with first gear (19) meshing ground sets up.
8. The multi-speed electromechanical coupling transmission system according to claim 7, further comprising:
and a fourth gear (25), wherein the fourth gear (25) is arranged on the engine output shaft (17), the fourth gear (25) is arranged in parallel with the third gear (21), and the fourth gear (25) is arranged in meshing engagement with the second gear (22).
9. The multi-speed electromechanical coupling transmission system according to claim 1, further comprising:
and the differential mechanism (9), wherein the differential mechanism driven gear (8) is arranged on the differential mechanism (9).
10. A vehicle comprising a multi-speed electro-mechanical coupling transmission system as defined in any one of claims 1 to 9.
CN202310025671.2A 2023-01-09 2023-01-09 Multi-gear electromechanical coupling transmission system and vehicle Pending CN116160838A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN202310025671.2A CN116160838A (en) 2023-01-09 2023-01-09 Multi-gear electromechanical coupling transmission system and vehicle

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CN202310025671.2A CN116160838A (en) 2023-01-09 2023-01-09 Multi-gear electromechanical coupling transmission system and vehicle

Publications (1)

Publication Number Publication Date
CN116160838A true CN116160838A (en) 2023-05-26

Family

ID=86421393

Family Applications (1)

Application Number Title Priority Date Filing Date
CN202310025671.2A Pending CN116160838A (en) 2023-01-09 2023-01-09 Multi-gear electromechanical coupling transmission system and vehicle

Country Status (1)

Country Link
CN (1) CN116160838A (en)

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