CN216833194U - Transmission mechanism for hybrid power system and automobile - Google Patents

Abstract

The utility model provides a drive mechanism and car for hybrid power system's drive mechanism, including output gear, input shaft, gearbox housing, be provided with the clutch between output gear and the input shaft, the clutch has the execution piston and the fixed piston who connects through release bearing, and fixed piston sets up in the piston chamber, and the piston chamber sets up on the gearbox housing, is provided with the casing control oil duct that communicates with the piston chamber on the gearbox housing. The utility model discloses can simplify the structure of clutch.

Description

Transmission mechanism for hybrid power system and automobile

Technical Field

The utility model relates to the technical field of automobiles, especially, relate to a drive mechanism and car for hybrid power system.

Background

In a hybrid vehicle, the engagement or disengagement of the clutch can couple or decouple the power of the engine and the generator to couple or decouple the input power to the wheels. When the clutch is combined, a hybrid mode or an engine direct-drive mode can be realized, and when the clutch is disconnected, a range extending mode in which the engine drives the generator to charge or a pure electric mode in which the power of the driving motor is output independently can be realized. If the brake is applied to a pure electric vehicle, the brake can be used as a disconnecting device of a P4 rear-drive electric driving mechanism or a disconnecting clutch of one of double motors. The existing clutch of the hybrid system has complex structure and high cost.

Disclosure of Invention

An object of the utility model is to provide a drive mechanism and car for hybrid power system to simplify the structure of clutch.

The utility model provides a drive mechanism for hybrid power system, including output gear and gearbox housing, be provided with the clutch between output gear and the gearbox housing, the clutch has the execution piston and the fixed piston of connecting through release bearing, and fixed piston sets up in the piston chamber, and the piston chamber sets up on the gearbox housing, is provided with the casing control oil duct that communicates with the piston chamber on the gearbox housing.

Furthermore, the transmission mechanism for the hybrid power system further comprises an inner shell assembly and a return spring, the actuating piston is connected to the return spring, the return spring is fixed to the friction plate and the steel sheet set, and the friction plate and the steel sheet set are mounted on the output gear.

Furthermore, an internal spline is arranged on the output gear, and the internal spline is rigidly connected with an external spline of the friction plate and the steel sheet set.

Furthermore, the output gear is fixedly connected with a clutch outer shell, and the clutch outer shell is used for accommodating the friction plate and the steel plate set.

Furthermore, the return spring, the friction plate and the steel sheet set are contained in the clutch inner shell assembly, the clutch inner shell assembly is fixed on an input shaft of a transmission mechanism of the hybrid power system, and the clutch inner shell assembly drives the friction plate and the steel sheet set to rotate along with the input shaft.

Furthermore, the input shaft is connected with a generator driving gear, the input shaft and the generator driving gear are fixed into a whole to form an input shaft assembly, and the input shaft assembly is supported on the second shell and the first shell by means of the first bearing and the second bearing respectively.

Furthermore, the input shaft assembly is axially limited through the clutch inner shell assembly, one end of the clutch inner shell assembly is stopped at the output gear, and the other end of the clutch inner shell assembly is abutted against the end face of the second bearing; the output gear is sleeved on the input shaft through a rolling bearing in an empty mode, and the left side of the output gear is limited in axial displacement through a baffle.

Furthermore, the right end of the input shaft is connected with a shock absorber, the shock absorber is connected with an engine crankshaft through a flywheel, and an input shaft oil seal used for sealing lubricating oil in the gearbox shell is arranged on the radial surface of the input shaft matched with the first shell.

The utility model discloses provide an automobile again, the automobile has above-mentioned arbitrary one kind and is used for hybrid power system's drive mechanism.

The utility model discloses arrange the clutch piston on static gearbox casing, with the control oil duct by rotatory dynamic seal optimization for static seal, thoroughly solved when the clutch combines because there is the high oil pressure leakage problem of hydraulic system that produces in the dynamic seal circle, be favorable to hydraulic system to expand to high-pressure system, make system efficiency more high-efficient to the dynamic seal circle has been cancelled and the system cost has been reduced. The control oil passage of the clutch piston cavity is changed from drilling on the shaft to precasting the oil passage on the gearbox shell, so that the manufacturing process difficulty of the slender hole on the shaft system which is difficult to machine and clean is solved, the machining cost is reduced, and the cleanness of the oil passage is guaranteed. In addition, the clutch piston is static and does not rotate, and the oil in the piston cavity can not generate centrifugal pressure, so that a balance cavity is not required to be arranged on the clutch structure to offset the centrifugal pressure of the piston cavity, a part structure is saved, the structure becomes more compact, and the cost is reduced. The utility model discloses still with clutch shell body and output gear welding an organic whole or output gear forges or powder metallurgy processing in the spline that the cooperation of clutch steel sheet is connected, with the high integration of gear for a part, make axial space compacter.

Drawings

Fig. 1 is a schematic diagram of a transmission mechanism for a hybrid power system according to a preferred embodiment of the present invention.

Fig. 2 is a schematic diagram of another transmission mechanism for a hybrid powertrain according to a preferred embodiment of the present invention.

Fig. 3 is a partially enlarged schematic view of the output gear according to the preferred embodiment of the present invention.

Fig. 4 is a schematic view of a boss configuration of the output gear of fig. 3.

Detailed Description

The following detailed description of the embodiments of the present invention is provided with reference to the accompanying drawings and examples. The following examples are intended to illustrate the invention, but are not intended to limit the scope of the invention.

The utility model discloses a hybrid power system engine and the shared transmission scheme and the structure of taking the clutch of generator power coupling, this transmission scheme by closing and opening of hydraulic system clutch control valve control clutch, through the connection and the gear train meshing of shafting, realize engine and generator power coupling output to wheel end, or cut off different modes such as power take off with its power and wheel end decoupling zero.

Referring to fig. 1, a transmission mechanism for a hybrid power system includes an output gear 20, an input shaft 12, and a transmission housing 40, with a clutch 60 disposed between the output gear 20 and the input shaft 12. The clutch 60 has an actuation piston 64 and a stationary piston 66 connected by a release bearing 62, the stationary piston 66 being disposed in a piston chamber 42, the piston chamber 42 being disposed on the transmission housing 40, and the transmission housing 40 being provided with a housing control gallery 44 communicating with the piston chamber 42. The utility model discloses arranged the static clutch that does not change of a piston between engine and jackshaft gear engagement's output gear for carry out the decoupling zero with engine power coupling to wheel end or with wheel end power. The piston of the clutch is arranged on the static shell, so that the influence of centrifugal pressure generated by oil in the piston cavity due to rotation on the characteristic of controlling the oil pressure-torque of the clutch is avoided, and a balance piston is eliminated. The control oil duct of the clutch piston cavity is changed from dynamic sealing adopted by input of an input shaft to static sealing adopted by a casing precast oil duct, so that system leakage can be avoided and system efficiency can be improved, and the area of the piston cavity can be reduced, a low-pressure hydraulic system can be technically expanded into a high-pressure hydraulic system, the oil filling volume of the piston cavity is reduced, the requirement of the hydraulic system on the maximum flow of a hydraulic pump is reduced, and the power consumption of the hydraulic pump is reduced.

The output gear 20 is fitted with a friction plate and steel plate set 63. The output gear 20 has an internal spline connected to the steel plates and is rigidly connected to the external spline of the friction plate and steel plate set 63. The internal splines may be formed by powder metallurgy or forging processes. Referring to fig. 4, the output gear 20 may be welded with a clutch outer 30, and the clutch outer 30 accommodates a friction plate and steel plate set 63. The scheme of the output gear integrated with the internal spline is optimized, so that parts and machining cost can be saved, the spatial arrangement can be more flexible and compact, and better structural strength can be achieved.

The utility model preferentially integrates the characteristic arrangement of the clutch outer shell into the output gear, and adopts the powder metallurgy or forging processing mode to process the internal spline matched with the steel sheet, thereby canceling the clutch outer shell, as shown in figure 3, saving space and cost; or the punched outer shell with the spline is welded with the output gear into a whole, as shown in fig. 2, so that the output gear is connected with the steel sheet.

Reference may be made to fig. 3 and 4. The output gear 20 can be further provided with a boss structure 632 for limiting the friction plate and the steel sheet group 63, and the gear hub has the boss structure to limit axial movement, so that the stress distribution of the compression surface of the friction plate and the steel sheet group 63 is more uniform, the loaded rigidity is better, the support rigidity is improved without thick steel sheets, and the clamping ring limitation is cancelled in the traditional structure.

The actuator piston 64 is connected to the return spring 61, and the return spring 61 is fixed to the inner housing assembly 50. The return spring 63 is preferably disc-shaped.

Because the stationary piston 66 is mounted within the piston chamber 42 of the first housing 41 of the transmission housing 40, the hydraulic system clutch control valve may control the movement of oil into and out of the piston chamber 42 via the housing control gallery 44 to effect translation of the stationary piston 66. One end of the release bearing 62 is attached to the end face of the fixed piston 66, the other end of the release bearing is matched with the actuating piston 64, piston force is transmitted to the actuating piston 64, and finally the friction plate and steel sheet set 63 is pressed tightly, and the release bearing can realize rotation of the actuating piston 64 and the fixed piston 66 with a rotation speed difference, so that the pistons can be kept not to rotate under any working condition. The return spring 61 is attached to the end faces of the 6# inner shell assembly and the 15# actuating piston, when the pistons are pushed by oil pressure, the release bearing 62 and the actuating piston 64 are pushed to compress the return spring 61 assembly to move towards the output gear 20 side, so that the friction plate and the steel sheet set 63 are pressed, the combination of the clutch is realized, and the power output of the engine can be transmitted to the wheel end. After the oil pressure in the piston cavity is relieved, the compressed return spring 61 reversely pushes the execution piston 64 to return, so that the fixed piston 66 is pushed back to the initial position, and the clutch is separated.

The return spring 61 and the friction plate and steel sheet set 63 are accommodated in the clutch inner housing assembly 50, the clutch inner housing assembly 50 is connected to the input shaft 10 of the transmission mechanism of the hybrid system, preferably, connected by a spline, and the clutch inner housing assembly 50 drives the friction plate and steel sheet set 63 to rotate along with the input shaft 10. The return spring 61 is in end-face contact with the inner housing assembly 50 and the actuator piston 64. When the fixed piston 66 is pushed by oil pressure, the release bearing 62 and the actuating piston 64 are pushed to compress the return spring 61 assembly to move towards the output gear 20 side, so that the friction plate and steel sheet set 63 is pressed, the combination of the clutch is realized, and the power output of the engine can be transmitted to the wheel end. When the oil pressure in the piston cavity 42 is relieved, the compressed return spring 61 reversely pushes the execution piston 64 to return, so that the fixed piston 66 is pushed back to the initial position, and the clutch is separated.

The input shaft 12 is connected to a generator drive gear 14, the input shaft 12 and the generator drive gear 14 are fixed together to form an input shaft assembly 10, the input shaft 12 and the generator drive gear 14 are preferably fixed together by welding, and the input shaft assembly 10 is supported on the second housing 43 and the first housing 41 by a first bearing 71 and a second bearing 73, respectively. A dynamic seal 124 is provided between the second housing 43 and the input shaft 12. The input shaft assembly 10 is axially restrained by a clutch inner housing assembly 50, which clutch inner housing assembly 50 terminates at one end in the output gear 20 and abuts the inner race end face of the second bearing 73 at the other end. The output gear 20 is sleeved on the input shaft 12 in an empty way through a rolling bearing 75, the left side of the output gear is limited in axial displacement through a baffle plate 80, and a lubricating oil groove 82 is formed in the baffle plate 80. One end of the input shaft 12 is connected with a damper 90, the damper 90 is connected with an engine crankshaft through a flywheel, and an input shaft oil seal 122 for sealing lubricating oil in the gearbox shell is arranged on the radial surface of the input shaft 12 matched with the first shell 41. That is, the engine crankshaft is connected with the flywheel, the flywheel is connected with the end face bolt of the damper 90, the damper 90 can be connected with the input shaft 12 through the spline, so that the engine power is transmitted to the transmission input shaft 12, and the input shaft oil seal 122 is matched with the smooth radial surface of the input shaft 12 to seal the lubricating oil in the gearbox shell.

The release bearing 62 operatively separates an actuation piston 64, which rotates with the input shaft assembly 10, from a stationary piston 66, which is stationarily mounted to the first housing 41, thereby achieving a centrifugal force free of the oil in the clutch piston chamber 42, eliminating the need for a conventional balance chamber assembly to balance the centrifugal oil pressure, and avoiding the amount of correction of the oil pressure as a function of the rotational speed.

The piston cavity 42 for accommodating the fixed piston 66, which is arranged on the first housing 41, is a static seal structure, and the whole oil path from the hydraulic module to the piston cavity 42 adopts static seal, so that compared with a dynamic seal structure with rotation, the dynamic seal structure has the advantages of no leakage, capability of expanding to a high-pressure hydraulic system application scene, and contribution to reducing the energy consumption of the system.

When the transmission mechanism for the hybrid power system works:

when a TCU (Transmission Control Unit) does not give a clutch Control valve combination clutch command to the hydraulic system, the clutch 60 is in an open state, at this time, the clutch piston chamber 42 is free of pressure oil, the actuating piston 64 is pressed by the pretightening force of the spring and transmits the pressing force to the piston through the release bearing 62, the free pressure overcomes the friction force of the piston lip and the pretightening force of the spring, the fixed piston 66 is in a stationary state, and a Transmission mechanism for the hybrid system is in a free state without positive pressure and cannot transmit torque. The inner housing assembly 50 carries the clutch plates to rotate with the input shaft, and due to the biasing force of the release spring, the end cap of the release bearing 62 and the steel ball against the end of the actuator piston 64 rotate with the actuator piston 64 and the inner housing assembly 50, while the piston is stationary within the housing piston cavity. The Electric Vehicle can realize EV (Electric Vehicle) drive and series drive in a finished Vehicle control mode, and can realize a parking power generation mode, wherein the power of an engine is not transmitted to a wheel end through a clutch at the moment, the power of the engine is transmitted to a generator through a generator gear to be converted into Electric energy in a series working condition, the Electric energy can be directly output to a driving motor to drive wheels or the redundant Electric energy is transmitted to a battery to be stored, and the parking power generation mode can only transmit the Electric energy to the battery to be stored so as to improve the SOC of the finished Vehicle;

when a TCU inputs a clutch combination signal to a clutch control valve of a hydraulic system, the hydraulic system fills oil into a piston cavity 42 through a shell control oil passage 44 at the moment, after the piston cavity 42 reaches a state enough to overcome the pretightening force of a return spring 61, a fixed piston 66 starts to move leftwards to push a release bearing 62 and an execution piston 64 to move towards the direction of pressing a friction plate and a steel plate group 63, after the clearance between the steel plates and the friction plate is eliminated by the piston stroke, the piston cavity 42 keeps certain oil pressure to press the clutch friction plate and the steel plate, and at the moment, the input end and the output end of the clutch, namely an inner shell component 50 and an output gear 20 have certain rotation speed difference, and the clutch is in a friction sliding state. When the oil pressure is continuously increased, the speed difference between the two ends of the clutch can be reduced to 0rpm until the clutch is completely combined, at the moment, the wet clutch 60 can transmit the power of the engine to the wheel end, can work together with the driving motor to drive the wheels or output the redundant power to the generator to generate power to realize a series-parallel mode, or the engine can independently drive the vehicle to realize a direct drive mode of the engine.

In addition, when the engine is not required to participate in wheel-end driving, the clutch 60 is opened, and a series mode can be realized, or the engine can realize an EV mode without fuel injection. And the clutch 60 is opened, the TCU supplies a clutch control valve VBS (variable bleed solenoid valve) on the hydraulic module, namely an execution piston 64, outputs a clutch opening command, the valve core is opened to unload the oil pressure in the piston cavity 42, a return spring 61 of the clutch releases the spring energy to compress the execution piston 64 and a release bearing 62, the spring force is transmitted to a fixed piston 66, the fixed piston 66 extrudes the oil out of the piston cavity 42, and thus the pressed friction plate and the steel plate group 63 are separated, the clutch is opened, and the disconnection of the engine power to the wheel end is realized.

The transmission structure for power coupling of the hybrid system engine and the generator comprises the vibration damper 90, the input shaft 12, the clutch 60, the first bearing 71 and the second bearing 73, the output gear 20, the generator driving gear, the sealing element 10 and the like. The clutch 60 may be composed of key components such as a fixed piston 66, the output gear 20, an inner housing assembly 50, a friction plate and steel plate set 63, an actuating piston 64, a return spring 61, a release bearing 62, etc. The clutch 60 is preferably a wet clutch. When the clutch is combined, the power coupling of the engine and the generator can be realized and transmitted to the wheel driving power flow, and the hybrid mode or the direct drive mode of the engine of the hybrid power system is realized. On the other hand, after the clutch is separated, the engine can increase the gear ratio, change the rotating speed ratio of the gear, input power to the generator for power generation, and realize the whole vehicle series connection mode or parking power generation mode, or realize the pure electric mode that the vehicle is driven by the driving motor to drive wheels independently.

The utility model also provides an automobile, this automobile have any one of above-mentioned drive mechanism who is used for hybrid power system.

To sum up, the utility model optimizes the existing control oil duct by the rotary dynamic seal into the static seal of the utility model, solves the problem of high oil pressure leakage of the hydraulic system caused by the existence of the dynamic seal ring when the clutch is combined, improves the efficiency of the whole system and reduces the carbon emission of the system; the volume of the piston cavity can be reduced in the scheme, the hydraulic system can be expanded to a high-pressure system, the requirement on the rated flow of the hydraulic pump can be reduced, the power requirement is reduced, the system is more efficient, and the system cost is reduced. The control oil duct of the clutch piston cavity is changed from drilling on the shaft to precasting the oil duct from the gearbox shell, the manufacturing process difficulty of a slender hole on a shaft system which is difficult to process and clean is solved, the processing cost is reduced, the cleanness of the oil duct is guaranteed, and the clutch control valve is prevented from being blocked and stuck by impurities. In addition, the clutch piston is static and does not rotate, and oil in a piston cavity can not generate centrifugal pressure, so that the nonlinear deviation increase of the clutch oil pressure-torque characteristic relation can not be caused, the self-learning interpolation is favorably controlled, a balance cavity is not required to be arranged on the clutch structure to offset the centrifugal pressure of the piston cavity, the part structure is saved, the structure is more compact, and the cost is reduced. The utility model discloses with clutch housing and the integrative compression axial dimensions of output gear welding, preferred scheme is forged output gear or powder metallurgy processes out the spline of being connected with the cooperation of clutch steel sheet, and highly integrated as a part with the gear, can save part and processing cost, can make spatial arrangement more nimble and compact, is favorable to doing high-pressure hydraulic system's platformization and extends. And can possess better structural strength.

The terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", and the like refer to the orientation or positional relationship shown in the drawings, or the orientation or positional relationship that the product of the invention is conventionally placed when in use, and are used for convenience of description and simplification of the description, and do not refer to or imply that the device or element referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore should not be construed as limiting the invention. The terms "first," "second," "third," and the like are used solely to distinguish one from another and are not to be construed as indicating or implying relative importance. The terms "mounted," "connected," "fixed," and the like are to be construed broadly and may, for example, be fixedly connected or detachably connected or integrated; can be mechanically connected, electrically connected or can communicate with each other; either directly or indirectly through intervening media, either internally or in any other relationship. The specific meaning of the above terms in the present invention can be understood according to specific situations by those skilled in the art.

The above description is only for the specific embodiments of the present invention, but the protection scope of the present invention is not limited thereto, and any person skilled in the art can easily think of the changes or substitutions within the technical scope of the present invention, and all should be covered within the protection scope of the present invention. Therefore, the protection scope of the present invention shall be subject to the protection scope of the claims.

Claims (10)

1. A transmission mechanism for a hybrid powertrain including an output gear (20), an input shaft (12), and a transmission housing (40), characterized by: the clutch (60) is arranged between the output gear (20) and the input shaft (12), the clutch (60) comprises an execution piston (64) and a fixed piston (66) which are connected through a release bearing (62), the fixed piston (66) is arranged in a piston cavity (42), the piston cavity (42) is arranged on the transmission case (40), and a case control oil passage (44) communicated with the piston cavity (42) is arranged on the transmission case (40).

2. The transmission mechanism for a hybrid powertrain of claim 1, wherein: still include interior casing subassembly (50) and return spring (61), execute piston (64) and connect in return spring (61), return spring (61) are fixed in interior casing subassembly (50).

3. The transmission mechanism for a hybrid powertrain of claim 2, wherein: the output gear (20) is provided with a friction plate and a steel sheet group (63), the output gear (20) is provided with an internal spline, and the internal spline is in rigid connection with an external spline of the friction plate and the steel sheet group (63).

4. A transmission mechanism for a hybrid powertrain, as recited in claim 3, wherein: the output gear (20) is fixedly connected with a clutch outer shell (30), and the clutch outer shell (30) accommodates the friction plate and the steel plate group (63).

5. The transmission mechanism for a hybrid powertrain of claim 4, wherein: the return spring (61) and the friction plate and steel sheet set (63) are contained in a clutch inner shell assembly (50), the clutch inner shell assembly (50) is connected to an input shaft (12) of a transmission mechanism of the hybrid power system, and the clutch inner shell assembly (50) drives the friction plate and the steel sheet set (63) to rotate along with the input shaft (12).

6. The transmission mechanism for a hybrid powertrain of claim 5, wherein: the input shaft assembly is characterized in that a generator driving gear is connected to the input shaft (12), the input shaft (12) and the generator driving gear are fixed into a whole to form the input shaft assembly (10), and the input shaft assembly (10) is supported on the second shell (43) and the first shell (41) through a first bearing (71) and a second bearing (73) respectively.

7. The transmission mechanism for a hybrid powertrain of claim 6, wherein:

the input shaft assembly (10) is axially limited by the clutch inner shell assembly (50), one end of the clutch inner shell assembly (50) is clamped on the output gear (20), and the other end of the clutch inner shell assembly abuts against the end face of the inner ring of the second bearing (73);

the output gear (20) is sleeved on the input shaft (12) in an empty mode through a rolling bearing (75), and the left side of the output gear is limited in axial displacement through a baffle (80).

8. The transmission mechanism for a hybrid powertrain of claim 6, wherein: the right end of the input shaft (12) is connected with a shock absorber (90), the shock absorber (90) is connected with an engine crankshaft through a flywheel, and an input shaft (12) oil seal used for sealing lubricating oil in the gearbox shell (40) is arranged on the radial surface of the first shell (41) matched with the input shaft (12).

9. A transmission mechanism for a hybrid powertrain system as claimed in claim 3, wherein: and the output gear (20) is provided with a boss structure (632) for limiting the friction plate and the steel plate set (63).

10. A motor vehicle having a transmission for a hybrid powertrain according to any one of claims 1 to 9.

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