CN211918367U - Hybrid power driving system and vehicle - Google Patents

Hybrid power driving system and vehicle Download PDF

Info

Publication number
CN211918367U
CN211918367U CN202020369324.3U CN202020369324U CN211918367U CN 211918367 U CN211918367 U CN 211918367U CN 202020369324 U CN202020369324 U CN 202020369324U CN 211918367 U CN211918367 U CN 211918367U
Authority
CN
China
Prior art keywords
gear
driven
driven gear
output shaft
synchronizer
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
CN202020369324.3U
Other languages
Chinese (zh)
Inventor
邰昌宁
凌晓明
马粉粉
黄波
刘学武
龙雨诗
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Guangzhou Automobile Group Co Ltd
Original Assignee
Guangzhou Automobile Group Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Guangzhou Automobile Group Co Ltd filed Critical Guangzhou Automobile Group Co Ltd
Priority to CN202020369324.3U priority Critical patent/CN211918367U/en
Application granted granted Critical
Publication of CN211918367U publication Critical patent/CN211918367U/en
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Images

Classifications

    • 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
    • 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
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • 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
    • Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
    • Y02T10/92—Energy efficient charging or discharging systems for batteries, ultracapacitors, supercapacitors or double-layer capacitors specially adapted for vehicles

Landscapes

  • Structure Of Transmissions (AREA)
  • Hybrid Electric Vehicles (AREA)

Abstract

The utility model belongs to the technical field of the vehicle derailleur, a hybrid drive system and vehicle are provided, this hybrid drive system includes engine, motor and seven keep off hybrid transmission, seven keep off hybrid transmission include clutch K1, clutch K0, first main reducing gear, 2 keep off driven gear, 6 keep off driven gear, 7 keep off driven gear, 3 keep off driven gear, first output shaft, 1 keep off the driving gear, 3 keep off the driving gear, the interior input shaft, 1 keep off driven gear, 5/7 keep off the driving gear, the second output shaft, 5 keep off driven gear, 4 keep off driven gear, reverse gear, the second main reducing gear, differential mechanism, differential gear ring, 4/6 keep off the driving gear, 2 keep off the driving gear, the external input shaft, clutch K2 and synchronizer. The utility model discloses hybrid drive system to pure electric and hybrid drive are realized to the simple structure, reach energy saving and emission reduction's effect, have advantages such as axial length is short, efficient and low energy consumption.

Description

Hybrid power driving system and vehicle
Technical Field
The utility model belongs to the technical field of the vehicle derailleur, especially, relate to a hybrid drive system and vehicle.
Background
With the development of the automobile industry, the nation pays more and more attention to environmental protection, automobile emission regulations are becoming stricter, the requirements of users on the safety, comfort and fuel consumption economy of the whole automobile are higher and higher, and hybrid power driven automobiles become the mainstream trend of the transition from traditional power driven automobiles to pure electric driven automobiles.
The hybrid power driven automobile usually adopts a double-clutch automatic transmission, the structure of the existing double-clutch automatic transmission is complex, pure electric and hybrid driving of partial gears can be realized usually, the efficiency is low, the manufacturing cost is high, the oil consumption is high, and increasingly severe emission standards cannot be met.
Disclosure of Invention
The utility model discloses the technical problem that will solve is: the hybrid power driving system and the vehicle are provided for solving the problems that the existing dual-clutch automatic transmission can only realize pure electric and hybrid driving of partial gears, has low efficiency and high oil consumption and cannot meet the increasingly severe emission standard.
In order to solve the technical problem, on the one hand, the embodiment of the utility model provides a hybrid drive system, including engine, motor and seven grades of hybrid transmission, seven grades of hybrid transmission include clutch K1, clutch K0, first main reducing gear, 2 grades of driven gear, 6 grades of driven gear, 7 grades of driven gear, 3 grades of driven gear, first output shaft, 1 grades of driving gear, 3 grades of driving gear, inner input shaft, 1 grades of driven gear, 5/7 grades of driving gear, second output shaft, 5 grades of driven gear, 4 grades of driven gear, reverse gear, second main reducing gear, differential mechanism, differential gear ring, 4/6 grades of driving gear, 2 grades of driving gear, outer input shaft, clutch K2 and synchronizer;
the outer input shaft is coaxially sleeved outside the inner input shaft, the inner input shaft is connected with a motor through a clutch K1, the outer input shaft is connected with the motor through a clutch K2, and the motor is connected with the engine through a clutch K0; the 5/7-gear driving gear, the 1-gear driving gear and the 3-gear driving gear are sequentially fixed on the inner input shaft in a direction away from the engine, and the 2-gear driving gear and the 4/6-gear driving gear are sequentially fixed on the outer input shaft in a direction away from the engine;
the first output shaft, the second output shaft and the external input shaft are arranged in parallel at intervals, the 2-gear driven gear, the 6-gear driven gear, the 7-gear driven gear and the 3-gear driven gear are sequentially sleeved on the first output shaft in a direction away from the engine in an empty mode, and the reverse gear, the 4-gear driven gear, the 5-gear driven gear and the 1-gear driven gear are sequentially sleeved on the second output shaft in a direction away from the engine in an empty mode; the 1-gear driving gear is meshed with the 1-gear driven gear, the 2-gear driven gear is meshed with the 2-gear driving gear and the reverse gear simultaneously, the 3-gear driving gear is meshed with the 3-gear driven gear, the 4/6-gear driving gear is meshed with the 4-gear driven gear and the 6-gear driven gear simultaneously, and the 5/7-gear driving gear is meshed with the 5-gear driven gear and the 7-gear driven gear simultaneously; the first main reduction gear is fixed on the first output shaft, the second main reduction gear is fixed on the second output shaft, the first main reduction gear and the second main reduction gear are simultaneously meshed with the differential gear ring, and the differential gear ring is arranged on the differential;
the synchronizer is used for controlling the combination and the separation of all the idle gears and the output shaft where the idle gears are located.
According to the utility model discloses hybrid drive system, increase the combination and the clutch K0 of disconnection of motor and control motor and engine on original double clutch formula automatic gearbox basis, can realize pure electric drive mode, the engine directly drives and motor drive parallel mode, pure engine drive mode, driving charge mode, braking energy recovery mode, start engine mode and these 7 kinds of operating modes of parking charge mode, realize seven advancing fender position and one reverse gear, thereby realize pure electric and hybrid drive with simple structure, reach energy saving and emission reduction's effect, it is short to have axial length, the part is less, compact structure, advantages such as efficient and low energy consumption, because furthest has utilized the resource of double clutch, so reduction manufacturing cost and research and development cost by a relatively large margin.
In addition, the first output shaft is used as an idler shaft in reverse gear transmission, the 2-gear driven gear is used as a transmission component of reverse gear, a special reverse gear shaft is saved, gear recycling is increased, weight is reduced, and cost is saved. Reverse gear transmission path is simple, only uses 2 to keep off driven gear as the idler switching-over, has reduced gear engagement quantity, and the transmission is more steady, and efficiency is higher.
In the gear arrangement, the low-speed gear is arranged at two ends of the output shaft and far away from the middle, so that the overlarge deflection of the shaft is avoided.
In addition, the embodiment of the utility model provides a vehicle is still provided, and it includes foretell hybrid drive system.
Drawings
Fig. 1 is a frame diagram of a hybrid drive system according to an embodiment of the present invention.
The reference numbers in the drawings of the specification are as follows:
1. an engine; 2. the clutch K1; 3. the clutch K0; 4. a motor; 5. a first main reduction gear; 6. a 2-gear driven gear; 7. 2/6 gear synchronizer (7); 8. a 6-gear driven gear; 9. a 7-gear driven gear; 10. 3/7 Gear synchronizer; 11. a 3-gear driven gear; 12. a first output shaft; 13. a 1-gear driving gear; 14. a 3-gear driving gear; 15. an inner input shaft; 16. a 1-gear driven gear; 17. 5/7 gear drive gear; 18. a second output shaft; 19. 1/5 Gear synchronizer; 20. a 5-gear driven gear; 21. a 4-gear driven gear; 22. 4/reverse gear synchronizer; 23. a reverse gear; 24. a second main reduction gear; 25. a differential mechanism; 26. a differential ring gear; 27. 4/6 gear drive gear; 28. a 2-gear driving gear; 29. an outer input shaft; 30. and a clutch K2.
Detailed Description
In order to make the technical problem, technical solution and advantageous effects solved by the present invention more clearly understood, the following description is given in conjunction with the accompanying drawings and embodiments to illustrate the present invention in further detail. It should be understood that the specific embodiments described herein are merely illustrative of the invention and are not intended to limit the invention.
As shown in fig. 1, the embodiment of the present invention provides a hybrid drive system, including engine 1, motor 4 and seven-gear hybrid transmission, seven-gear hybrid transmission includes clutch K12, clutch K03, first main reducing gear 5, 2-gear driven gear 6, 6-gear driven gear 8, 7-gear driven gear 9, 3-gear driven gear 11, first output shaft 12, 1-gear driving gear 13, 3-gear driving gear 14, inner input shaft 15, 1-gear driven gear 16, 5/7-gear driving gear 17, second output shaft 18, 5-gear driven gear 20, 4-gear driven gear 21, reverse gear 23, second main reducing gear 24, differential 25, differential ring gear 26, 4/6-gear driving gear 27, 2-gear driving gear 28, outer input shaft 29, clutch K230 and synchronizer.
The outer input shaft 29 is coaxially sleeved outside the inner input shaft 15 (the outer input shaft 29 is a hollow shaft and is nested on the inner input shaft 15), the inner input shaft 15 is connected with the motor 4 through a clutch K12, the outer input shaft 29 is connected with the motor 4 through a clutch K230, the motor 4 is connected with the engine 1 through a clutch K03, the clutch K03 controls the power connection and disconnection between the motor 4 and the engine 1, the clutch K12 controls the power connection and disconnection between the inner input shaft 15 and the motor 4, and the clutch K230 controls the power connection and disconnection between the outer input shaft 29 and the motor 4; the 5/7-stage drive gear 17, the 1-stage drive gear 13, and the 3-stage drive gear 14 are sequentially fixed to the inner input shaft 15 in a direction away from the engine 1, and the 2-stage drive gear 28 and the 4/6-stage drive gear 27 are sequentially fixed to the outer input shaft 29 in a direction away from the engine 1.
The first output shaft 12, the second output shaft 18 and the external input shaft 29 are arranged in parallel at intervals, the 2-gear driven gear 6, the 6-gear driven gear 8, the 7-gear driven gear 9 and the 3-gear driven gear 11 are sequentially sleeved on the first output shaft 12 in a direction away from the engine 1, and the reverse gear 23, the 4-gear driven gear 21, the 5-gear driven gear 20 and the 1-gear driven gear 16 are sequentially sleeved on the second output shaft 18 in a direction away from the engine 1; the 1 st gear driving gear 13 is engaged with the 1 st gear driven gear 16, the 2 nd gear driven gear 6 is simultaneously engaged with the 2 nd gear driving gear 28 and the reverse gear 23, the 3 rd gear driving gear 14 is engaged with the 3 rd gear driven gear 11, the 4/6 th gear driving gear 27 is simultaneously engaged with the 4 th gear driven gear 21 and the 6 th gear driven gear 8, and the 5/7 th gear driving gear 17 is simultaneously engaged with the 5 th gear driven gear 20 and the 7 th gear driven gear 9; the first main reduction gear 5 is fixed to the first output shaft 12, the second main reduction gear 24 is fixed to the second output shaft 18, the first main reduction gear 5 and the second main reduction gear 24 are simultaneously meshed with the differential ring gear 26, and the differential ring gear 26 is provided on the differential 25.
The synchronizer is used for controlling the combination and the separation of all the idle gears and the output shaft where the idle gears are located.
In one embodiment, the synchronizer includes 2/6-gear synchronizers 7, 3/7-gear synchronizers 10, 1/5-gear synchronizers 19 and 4/reverse-gear synchronizers 22, the 2/6-gear synchronizers 7 and 3/7-gear synchronizers 10 are disposed on the first output shaft 12, and the 1/5-gear synchronizers 19 and 4/reverse-gear synchronizers 22 are disposed on the second output shaft 18. The 2/6-speed synchronizer 7 is located between the 2-speed driven gear 6 and the 6-speed driven gear 8 and is used for controlling the combination and the separation of the 2-speed driven gear 6 and the 6-speed driven gear 8 and the first output shaft 12. The 3/7-speed synchronizer 10 is located between the 3-speed driven gear 11 and the 7-speed driven gear 9 and is used for controlling the combination and the separation of the 3-speed driven gear 11 and the 7-speed driven gear 9 with the first output shaft 12. The 1/5-speed synchronizer 19 is located between the 1-speed driven gear 16 and the 5-speed driven gear 20, and is used for controlling the combination and the separation of the 1-speed driven gear 16 and the 5-speed driven gear 20 with the second output shaft 18. The 4/reverse synchronizer 22 is located between the 4 th driven gear 21 and the reverse gear 23, and is used for controlling the combination and the separation of the 4 th driven gear 21 and the reverse gear 23 with the second output shaft 18.
That is, the 2 nd gear driven gear 6 and the 6 th gear driven gear 8 are selectively combined by the 2/6 th gear synchronizer 7 to realize power output; the 3-gear driven gear 11 and the 7-gear driven gear 9 are selectively combined by the 3/7-gear synchronizer 10 to realize power output; the 1-gear driven gear 16 and the 5-gear driven gear 20 are selectively combined by the 1/5-gear synchronizer 19 to realize power output; the 4-speed driven gear 21 and the reverse gear 23 are selectively combined by the 4/reverse synchronizer 22 to realize power output.
In addition, the gear 5 and the gear 7 share one driving gear (5/7 gear driving gear 17), the gear 4 and the gear 6 share one driving gear (4/6 gear driving gear 27), and the gear 2 and the reverse gear share one driving gear (2 gear driving gear 28), so that the use amount of the driving gears is reduced, the axial length of the transmission is shortened, and the weight of the transmission is reduced.
In one embodiment, the first main reduction gear 5, the 2 nd driven gear 6, the 2/6 th synchronizer 7, the 6 th driven gear 8, the 7 th driven gear 9, the 3/7 th synchronizer 10 and the 3 rd driven gear 11 are arranged on the first output shaft 12 in sequence in a direction away from the engine 1. The second main reduction gear 24, the reverse gear 23, the 4/reverse synchronizer 22, the 4-speed driven gear 21, the 5-speed driven gear 20, the 1/5-speed synchronizer 19 and the 1-speed driven gear 16 are arranged on the second output shaft 18 in sequence in the direction away from the engine 1.
In one embodiment, the gear hubs of the 2/6 speed synchronizers 7 and 3/7 speed synchronizers 10 are splined on the first output shaft 12; the gear hubs of the 1/5 gear synchronizer 19 and the 4/reverse synchronizer 22 are splined to the second output shaft 18.
In one embodiment, the 2 nd, 2 nd and reverse gear driving gears 6, 28 and 23 are co-planar gear sets, the 4/6 th gear driving gear 27, 4 th gear driving gear 21 and 6 th gear driving gear 8 are co-planar gear sets, the 5/7 th gear driving gear 17, 5 th gear driving gear 20 and 7 th gear driving gear 9 are co-planar gear sets, and the first main reduction gear 5, the second main reduction gear 24 and the differential ring gear 26 are co-planar gear sets. By configuring the co-planar gear sets, the axial size of the transmission can be reduced, reducing the bulk of the transmission.
In one embodiment, the inner input shaft 15 and the outer input shaft 29 are rotatably supported at both ends thereof by bearings, the first output shaft 12 is rotatably supported at both ends thereof by bearings, and the second output shaft 18 is rotatably supported at both ends thereof by bearings. To achieve stable support of the respective shafts.
In one embodiment, the 5/7 gear driving gear 17, the 1 st gear driving gear 13 and the 3 rd gear driving gear 14 are fixed on the inner input shaft 15 by welding, spline connection, interference press-fitting or integral molding. The 2 nd gear driving gear 28 and the 4/6 nd gear driving gear 27 are fixed on the outer input shaft 29 by welding, spline connection, interference press fitting or integral molding.
In one embodiment, the 2-gear driven gear 6, the 6-gear driven gear 8, the 7-gear driven gear 9 and the 3-gear driven gear 11 are sleeved on the first output shaft 12 through bearing blanks; the reverse gear 23, the 4-gear driven gear 21, the 5-gear driven gear 20 and the 1-gear driven gear 16 are sleeved on the second output shaft 18 through bearings in an idle mode.
In one embodiment, the clutch K12 and the clutch K230 are integrated into a double clutch, the double clutch is coaxially arranged with the clutch K03, one end of the clutch K03 is fixedly connected with the rotor of the motor 4 by welding or the like, and the other end of the clutch K03 is fixedly connected with the output shaft of the engine 1 by welding or the like.
The utility model discloses hybrid drive system, increase the combination and the clutch K03 of disconnection of motor and control motor 4 and engine 1 on original double clutch formula automatic gearbox basis, can realize pure electric drive mode, the engine directly drives and motor drive parallel mode, pure engine drive mode, driving charge mode, braking energy recovery mode, start engine mode and these 7 kinds of operating modes of parking charge mode, realize seven advancing fender position and one reverse gear, thereby realize pure electric and hybrid drive with simple structure, reach energy saving and emission reduction's effect, it is short to have axial length, the part is less, compact structure, advantages such as efficient and low energy consumption, because furthest has utilized the resource of double clutch, so reduction manufacturing cost and research and development cost by a relatively large margin.
In addition, the first output shaft 12 is used as an idler shaft for reverse gear transmission, and the 2-gear driven gear 6 is used as a transmission component for reverse gear, so that a special reverse gear shaft is saved, gear recycling is increased, weight is reduced, and cost is saved. Reverse gear transmission path is simple, only uses 2 to keep off driven gear as the idler switching-over, has reduced gear engagement quantity, and the transmission is more steady, and efficiency is higher.
1. The reverse gears are respectively controlled by two different clutches (the 1 gear is controlled by the clutch K12, and the reverse gears are controlled by the clutch K230), so that the service life of the clutches is prolonged.
In the gear arrangement, the low gears are arranged at two ends of the output shaft, are close to the bearing for supporting the shaft to rotate, are far away from the middle, avoid overlarge deflection of the shaft, reduce the transmission error of the gear, and are favorable for improving the NVH performance of the whole transmission.
The seven working modes can be suitable for various road conditions, the engine 1 is ensured to always operate in the optimal working area, the running efficiency of the engine 1 is improved, and energy conservation and emission reduction are realized.
By controlling the different working states of the clutch K12, the clutch K230, the clutch K03 and the synchronizers (i.e., the 2/6-gear synchronizer 7, the 3/7-gear synchronizer 10, the 1/5-gear synchronizer 19 and the 4/reverse gear synchronizer 22), seven forward gears and one reverse gear can be realized, so that the hybrid drive system is constructed.
The present embodiment has 7 operation modes: the electric vehicle can realize seven forward gears and one reverse gear in a pure electric driving mode, an engine direct-drive and motor-drive parallel mode, a pure engine driving mode, a driving charging mode, a braking energy recovery mode, an engine starting mode and a parking charging mode.
The working conditions of the working modes are as follows:
pure electric drive mode: under the working condition, the clutch K03 is disconnected, the engine 1 does not participate in driving, and the motor 4 is used as a pure electric mode of a driving motor and can be used for low-speed working conditions such as vehicle starting, traffic jam and the like; clutch K12 is selectively engagable with clutch K230 to effect odd and even gears driven by motor 4. Or when the vehicle runs on a good road surface smoothly, the clutch K03 is disconnected, the load of an engine during the running of the vehicle is reduced, and the running resistance during the sliding is reduced.
The driving mode of direct drive and parallel connection of the motor of the engine is as follows: under the working condition, the clutch K03 is combined, the engine 1 and the motor 4 can be driven in parallel, and the motor 4 can be used as a generator and a driving motor according to the specific requirements of the vehicle and the running working condition of the engine. When the power provided by the engine 1 is insufficient, additional torque can be provided through the motor 4, a parallel driving mode is realized, and the system power is improved; when the engine 1 runs in an economic area, the motor 4 does not provide power for driving, and a pure engine driving mode is realized; if the output power of the engine is excessive, the motor 4 is used as a generator to charge the battery, the energy of the engine 1 is utilized to the maximum extent, and the driving charging mode is realized. Clutch K12 and clutch K230 are selectively closed to achieve odd and even gears driven by motor 4 simultaneously with engine 1.
In the braking energy recovery mode, under the working condition, the clutch K03 is disconnected, and the braking energy recovery mode is mainly used for storing energy regenerated by a brake in a battery through a power converter when a high-speed running vehicle is braked for a long time, so that the braking energy recovery is realized.
Starting the engine mode: under the working condition, the clutch K03 is combined, the motor 4 can replace a starter in a traditional vehicle, the motor 4 is utilized to realize the starting of the engine, and the clutch K03 is combined to start the engine 1 when the power is not enough to meet the driving power requirement of the vehicle or the battery electric quantity is low and the engine 1 is required to be introduced under the pure electric mode; or when a long braking process is about to be completed and it is necessary to restart the engine 1, the braking energy can be used to restart the engine 1.
Parking charging mode: under this condition, the clutch K03 is engaged, and when the vehicle is in a parking condition and the battery power is low, the engine 1 can drive the motor 4 to generate power.
The hybrid drive system provided by the embodiment can realize 7 forward gears and one reverse gear.
The power transmission path of the hybrid drive system of the present embodiment when the hybrid drive system operates in each gear is described below with reference to fig. 1 (the following power source is a hybrid powertrain formed by the motor 4 and the engine 1):
a first gear power transmission route: the clutch K12 is closed (the clutch K230 is opened), the 1/5-speed synchronizer 19 is engaged with the 1-speed driven gear 16, and the torque provided by the power source is transmitted to the 1-speed driving gear 13 on the inner input shaft 15 through the clutch K1(2) and is transmitted to the 1-speed driven gear 16 through the 1-speed driving gear 13. The 1 st gear driven gear 16, in combination with the 1/5 th synchronizer 19, transfers torque to the second final reduction gear 24 on the second output shaft 18, through the differential ring gear 26, and ultimately out of the differential 25.
A second-gear power transmission route: the clutch K230 is closed (the clutch K12 is open), the 2/6 speed synchronizer 7 is engaged with the 2 speed driven gear 6, and the torque provided by the power source is transmitted to the 2 speed driving gear 28 on the outer input shaft 29 through the clutch K230 and is transmitted to the 2 speed driven gear 6 through the 2 speed driving gear 28. The 2 nd driven gear 6, in combination with the 2/6 nd synchronizer 7, transfers torque to the first reduction gear 5 on the first output shaft 12, through the differential ring gear 26, and finally power is output by the differential 25.
A third gear power transmission route: the clutch K12 is closed (the clutch K230 is opened), the 3/7 gear synchronizer 10 is engaged with the 3 gear driven gear 11, and the torque provided by the power source is transmitted to the 3 gear driving gear 13 on the inner input shaft 15 through the clutch K12 and is transmitted to the 3 gear driven gear 11 through the 3 gear driving gear 13. The 3 rd driven gear 11 in combination with the 3/7 th synchronizer 10 transfers torque to the first reduction gear 5 on the first output shaft 12, through the differential ring gear 26, and finally out of power by the differential 25.
A fourth gear power transmission route: the clutch K230 is closed (the clutch K12 is open), the 4/reverse synchronizer 22 is engaged with the 4 th driven gear 21, and the torque provided by the power source is transmitted through the clutch K230 to the 4/6 th driving gear 27 on the outer input shaft 29 and then to the 4 th driven gear 21 via the 4/6 th driving gear 27. The 4 th driven gear 21, in combination with the 4/reverse synchronizer 22, transfers torque to a second main reduction gear 24 on the second output shaft 18, through a differential ring gear 26, and finally out of power by a differential 25.
A fifth gear power transmission route: the clutch K12 is closed (the clutch K230 is open), the 1/5 gear synchronizer 19 is engaged with the 5 gear driven gear 20, and the torque provided by the power source is transmitted to the 5/7 gear driving gear 17 on the inner input shaft 15 through the clutch K12 and is transmitted to the 5 gear driven gear 20 through the 5/7 gear driving gear 17. The 5 th driven gear 20, in combination with the 1/5 th synchronizer 19, transfers torque to the second final reduction gear 24 on the second output shaft 18, through the differential ring gear 26, and ultimately out of the differential 25.
A six-gear power transmission route: the clutch K230 is closed (the clutch K12 is open), the 2/6 gear synchronizer 7 is engaged with the 6 gear driven gear 8, and the torque provided by the power source is transmitted to the 4/6 gear driving gear 27 on the outer input shaft 29 through the clutch K230 and is transmitted to the 6 gear driven gear 8 through the 4/6 gear driving gear 27. The 6 th driven gear 8, in combination with the 2/6 th synchronizer 7, transfers torque to the first reduction gear 5 on the first output shaft 12, through the differential ring gear 26, and finally out of power by the differential 25.
A seven-gear power transmission route: the clutch K12 is closed (the clutch K230 is open), the 3/7 gear synchronizer 10 is engaged with the 7 gear driven gear 9, and the torque provided by the power source is transmitted to the 5/7 gear driving gear 17 on the inner input shaft 15 through the clutch K12 and is transmitted to the 7 gear driven gear 9 through the 5/7 gear driving gear 17. The 7 th driven gear 9, in combination with the 3/7 th synchronizer (10), transfers torque to the first reduction gear 5 on the first output shaft 12, through the differential ring gear 26, and finally out of power by the differential 25.
Reverse gear power transmission route: the clutch K230 is closed (the clutch K12 is opened), the 4/reverse synchronizer 22 is engaged with the reverse gear 23, and the torque provided by the power source is transmitted to the 2-gear driving gear 28 on the outer input shaft 29 through the clutch K230, transmitted to the 2-gear driven gear 6 through the 2-gear driving gear 28, transmitted to the reverse gear 23 through the 2-gear driven gear 6, transmitted to the second main reduction gear 24 on the second output shaft 18 through the engagement of the reverse gear 23 and the 4/reverse synchronizer 22, then transmitted to the differential gear 26, and finally output by the differential 25.
In addition, the utility model discloses an embodiment still provides a vehicle, and it includes the hybrid drive system of above-mentioned embodiment.
The above description is only exemplary of the present invention and should not be taken as limiting the scope of the present invention, as any modifications, equivalents, improvements and the like made within the spirit and principles of the present invention are intended to be included within the scope of the present invention.

Claims (10)

1. The utility model provides a hybrid drive system, characterized in that, including engine (1), motor (4) and seven grades of hybrid transmission, seven grades of hybrid transmission includes clutch K1(2), clutch K0(3), first main reducing gear (5), 2 grades of driven gear (6), 6 grades of driven gear (8), 7 grades of driven gear (9), 3 grades of driven gear (11), first output shaft (12), 1 grades of driving gear (13), 3 grades of driving gear (14), interior input shaft (15), 1 grades of driven gear (16), 5/7 grades of driving gear (17), second output shaft (18), 5 grades of driven gear (20), 4 grades of driven gear (21), reverse gear (23), second main reducing gear (24), differential mechanism (25), differential gear ring gear (26), 4/6 grades of driving gear (27), 2 nd speed driving gear (28), external input shaft (29), clutch K2(30) and synchronizer:
the outer input shaft (29) is coaxially sleeved outside the inner input shaft (15), the inner input shaft (15) is connected with the motor (4) through a clutch K1(2), the outer input shaft (29) is connected with the motor (4) through a clutch K2(30), and the motor (4) is connected with the engine (1) through a clutch K0 (3); the 5/7-gear driving gear (17), the 1-gear driving gear (13) and the 3-gear driving gear (14) are sequentially fixed on the inner input shaft (15) in the direction away from the engine (1), and the 2-gear driving gear (28) and the 4/6-gear driving gear (27) are sequentially fixed on the outer input shaft (29) in the direction away from the engine (1);
the first output shaft (12), the second output shaft (18) and the external input shaft (29) are arranged in parallel at intervals, the 2-gear driven gear (6), the 6-gear driven gear (8), the 7-gear driven gear (9) and the 3-gear driven gear (11) are sequentially sleeved on the first output shaft (12) in a manner of being free in a direction far away from the engine (1), and the reverse gear (23), the 4-gear driven gear (21), the 5-gear driven gear (20) and the 1-gear driven gear (16) are sequentially sleeved on the second output shaft (18) in a manner of being free in a direction far away from the engine (1); the 1-gear driving gear (13) is meshed with a 1-gear driven gear (16), the 2-gear driven gear (6) is meshed with the 2-gear driving gear (28) and a reverse gear (23) at the same time, the 3-gear driving gear (14) is meshed with the 3-gear driven gear (11), the 4/6-gear driving gear (27) is meshed with the 4-gear driven gear (21) and the 6-gear driven gear (8) at the same time, and the 5/7-gear driving gear (17) is meshed with the 5-gear driven gear (20) and the 7-gear driven gear (9) at the same time; the first main reduction gear (5) is fixed on the first output shaft (12), the second main reduction gear (24) is fixed on the second output shaft (18), the first main reduction gear (5) and the second main reduction gear (24) are simultaneously meshed with the differential gear ring (26), and the differential gear ring (26) is arranged on the differential (25);
the synchronizer is used for controlling the combination and the separation of all the idle gears and the output shaft where the idle gears are located.
2. Hybrid drive system according to claim 1, characterized in that the synchronization means comprise an 2/6 gear synchronizer (7), a 3/7 gear synchronizer (10), a 1/5 gear synchronizer (19) and a 4/reverse gear synchronizer (22), the 2/6 gear synchronizer (7) and a 3/7 gear synchronizer (10) being provided on the first output shaft (12), the 1/5 gear synchronizer (19) and the 4/reverse gear synchronizer (22) being provided on the second output shaft (18);
the 2/6-gear synchronizer (7) is positioned between the 2-gear driven gear (6) and the 6-gear driven gear (8) and is used for controlling the combination and the separation of the 2-gear driven gear (6) and the 6-gear driven gear (8) and the first output shaft (12);
the 3/7-gear synchronizer (10) is positioned between the 3-gear driven gear (11) and the 7-gear driven gear (9) and is used for controlling the connection and disconnection of the 3-gear driven gear (11) and the 7-gear driven gear (9) with the first output shaft (12);
the 1/5-gear synchronizer (19) is positioned between the 1-gear driven gear (16) and the 5-gear driven gear (20) and is used for controlling the combination and the separation of the 1-gear driven gear (16) and the 5-gear driven gear (20) and the second output shaft (18);
the 4/reverse gear synchronizer (22) is positioned between the 4-gear driven gear (21) and the reverse gear (23) and is used for controlling the combination and the separation of the 4-gear driven gear (21) and the reverse gear (23) with the second output shaft (18).
3. The hybrid drive system according to claim 2, wherein the first main reduction gear (5), the 2 th driven gear (6), the 2/6 th synchronizer (7), the 6 th driven gear (8), the 7 th driven gear (9), the 3/7 th synchronizer (10) and the 3 rd driven gear (11) are arranged in this order on the first output shaft (12) in a direction away from the engine (1);
the second main reduction gear (24), the reverse gear (23), the 4/reverse gear synchronizer (22), the 4-gear driven gear (21), the 5-gear driven gear (20), the 1/5-gear synchronizer (19) and the 1-gear driven gear (16) are sequentially arranged on the second output shaft (18) in the direction away from the engine (1).
4. Hybrid drive system according to claim 2, characterized in that the hubs of the 2/6 gear synchronizers (7) and 3/7 gear synchronizers (10) are splined on the first output shaft (12);
the gear hubs of the 1/5 gear synchronizer (19) and the 4/reverse gear synchronizer (22) are connected to the second output shaft (18) through splines.
5. Hybrid drive system according to claim 1, characterized in that the 2 nd, 2 nd and reverse gear driven gears (6, 28, 23) are co-planar gear sets, the 4/6 th gear driving gear (27), 4 th and 6 th gear driven gears (21, 8) are co-planar gear sets, the 5/7 th gear driving gear (17), 5 th gear driven gear (20), 7 th gear driven gear (9) are co-planar gear sets, and the first main reduction gear (5), second main reduction gear (24) and differential ring gear (26) are co-planar gear sets.
6. A hybrid drive system according to claim 1, characterized in that both ends of said inner input shaft (15) and said outer input shaft (29) are rotatably supported by bearings on a transmission housing, both ends of said first output shaft (12) are rotatably supported by bearings on a transmission housing, and both ends of said second output shaft (18) are rotatably supported by bearings on a transmission housing.
7. The hybrid drive system according to claim 1, wherein the 5/7 speed drive gear (17), the 1 speed drive gear (13), and the 3 speed drive gear (14) are fixed to the inner input shaft (15) by welding, spline connection, interference press-fitting, or integral molding;
the 2-gear driving gear (28) and the 4/6-gear driving gear (27) are fixed on the outer input shaft (29) through welding, spline connection, interference press fitting or integral forming.
8. Hybrid drive system according to claim 1, characterized in that the 2-speed driven gear (6), the 6-speed driven gear (8), the 7-speed driven gear (9) and the 3-speed driven gear (11) are free-sleeved on the first output shaft (12) by means of bearings;
the reverse gear (23), the 4-gear driven gear (21), the 5-gear driven gear (20) and the 1-gear driven gear (16) are sleeved on the second output shaft (18) in a hollow mode through bearings.
9. Hybrid drive system according to claim 1, characterized in that the clutch K1(2) is integrated into a double clutch with a clutch K2(30), which is arranged coaxially with the clutch K0(3), one end of the clutch K0(3) being fixedly connected to the rotor of the electric machine (4) and the other end of the clutch K0(3) being fixedly connected to the output shaft of the engine (1).
10. A vehicle characterized by comprising the hybrid drive system of any one of claims 1 to 9.
CN202020369324.3U 2020-03-20 2020-03-20 Hybrid power driving system and vehicle Active CN211918367U (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN202020369324.3U CN211918367U (en) 2020-03-20 2020-03-20 Hybrid power driving system and vehicle

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CN202020369324.3U CN211918367U (en) 2020-03-20 2020-03-20 Hybrid power driving system and vehicle

Publications (1)

Publication Number Publication Date
CN211918367U true CN211918367U (en) 2020-11-13

Family

ID=73354303

Family Applications (1)

Application Number Title Priority Date Filing Date
CN202020369324.3U Active CN211918367U (en) 2020-03-20 2020-03-20 Hybrid power driving system and vehicle

Country Status (1)

Country Link
CN (1) CN211918367U (en)

Similar Documents

Publication Publication Date Title
WO2018090483A1 (en) Horizontal drive assembly of single power source vehicle
CN217022174U (en) Power transmission system for vehicle and vehicle
CN113978232A (en) Power transmission system and vehicle with same
CN210390751U (en) Hybrid power speed change mechanism, hybrid power system and vehicle with hybrid power system
CN112895878A (en) Longitudinally-arranged double-motor hybrid power transmission device
CN210566061U (en) Hybrid automatic transmission
CN216331396U (en) Power transmission system and vehicle with same
CN211918367U (en) Hybrid power driving system and vehicle
CN115503459A (en) Multi-gear variable speed hybrid power system with double motors and double middle shafts with power take-off modules
CN212400886U (en) Six-speed hybrid transmission and vehicle
CN210770064U (en) Six-speed automatic transmission and vehicle
CN213056676U (en) 8 speed transmission, power assembly and vehicle
CN212616135U (en) Eight-speed transmission and vehicle
CN114165563A (en) Longitudinal rear-drive hybrid transmission structure
CN211195833U (en) Hybrid power system and vehicle with same
CN210371892U (en) Transmission assembly and pure electric vehicle
CN113492667B (en) Hybrid power driving system and vehicle
CN113682126B (en) Hybrid power driving system and vehicle
CN214036718U (en) Automatic transmission and automobile
CN113669418B (en) Eight-speed automatic transmission and vehicle
CN217761910U (en) Longitudinal rear-drive hybrid transmission structure
CN113969961B (en) Automobile and hybrid automatic transmission thereof
CN112413061B (en) Six-speed automatic transmission and vehicle
CN115199710B (en) Automatic transmission for vehicle
CN111251872B (en) Power driving system and vehicle

Legal Events

Date Code Title Description
GR01 Patent grant
GR01 Patent grant