CN217598332U

CN217598332U - Hybrid power speed change mechanism for vehicle

Info

Publication number: CN217598332U
Application number: CN202221392057.7U
Authority: CN
Inventors: 成建明
Original assignee: Suzhou Lego Motors Co ltd
Current assignee: Suzhou Lego Motors Co ltd
Priority date: 2022-06-06
Filing date: 2022-06-06
Publication date: 2022-10-18
Anticipated expiration: 2032-06-06

Abstract

The utility model relates to a vehicle hybrid power speed change mechanism, which comprises a main motor rotating shaft, an auxiliary generator rotating shaft, a clutch, an engine power input shaft, a speed change output shaft, a high-speed gear meshing gear set, a low-speed gear meshing gear set and a differential mechanism; the power input shaft of the engine is provided with a primary transmission gear of the engine, and the rotating shaft of the auxiliary generator is provided with a primary transmission gear of the auxiliary generator; the power input shaft of the engine is connected with a variable speed input shaft, and a synchronizer is arranged on the variable speed input shaft; a main reduction gear is arranged on the variable speed output shaft, a main motor primary transmission gear is arranged on a main motor rotating shaft, and the main reduction gear is matched with a differential mechanism; the scheme optimally designs a speed change structure, so that the speed change structure can be switched to a pure electric drive mode, a series power generation mode and a parallel direct drive mode, and the transmission has a low gear and a high gear, so that the engine can work in a universal characteristic interval with optimal oil saving and emission under all working conditions of the vehicle.

Description

Hybrid power speed change mechanism for vehicle

Technical Field

The utility model relates to a hybrid speed change mechanism for vehicle belongs to vehicle transmission technical field.

Background

Hybrid vehicles driven by internal combustion engines and electric power are an effective technical route, and a hybrid transmission as a power split becomes one of the most core components.

Under the medium-low speed working condition of the vehicle, the vehicle is efficiently driven by electric power, and particularly, the energy-saving effect is obvious for congested road conditions in urban areas and the like. And under the working condition of high-speed cruising of the vehicle, the engine is directly and mechanically coupled to drive the vehicle. The technical idea enables the overall energy saving, cost and structural complexity of the power system to achieve the optimal matching; the structure of the existing hybrid power transmission needs to be optimized to meet the working requirements of automobile power under various working conditions.

SUMMERY OF THE UTILITY MODEL

The utility model aims at overcoming the not enough of prior art and providing a vehicle hybrid speed change mechanism.

In order to achieve the purpose, the utility model adopts the technical proposal that: a hybrid power speed change mechanism for a vehicle comprises a main motor rotating shaft, an auxiliary generator rotating shaft, a clutch, an engine power input shaft, a speed change output shaft, a high-speed gear meshing gear set, a low-speed gear meshing gear set and a differential mechanism;

the engine power input shaft is matched with the clutch, an engine primary transmission gear is arranged on the engine power input shaft, an auxiliary generator primary transmission gear is arranged on an auxiliary generator rotating shaft, and the engine primary transmission gear is meshed with the auxiliary generator primary transmission gear;

the power input shaft of the engine is connected with the speed change input shaft, the speed change input shaft is provided with a synchronizer, and the speed change input shaft is matched with the speed change output shaft through a high-speed gear meshing gear set and a low-speed gear meshing gear set;

the speed change output shaft is provided with a main reduction gear, a main motor primary transmission gear is arranged on a main motor rotating shaft, the main reduction gear is meshed with the main motor primary transmission gear, and the main reduction gear is matched with a differential mechanism.

Preferably, the clutch and the synchronizer adopt a hydraulic or electromagnetic actuator.

Preferably, the clutch is a normally open clutch.

Preferably, the synchronizer comprises a neutral gear.

Because of above-mentioned technical scheme's application, compared with the prior art, the utility model have the following advantage:

the utility model discloses automobile-used hybrid speed change mechanism of scheme has optimally designed the variable speed structure, makes it can switch to pure electric drive mode, series connection power generation mode and parallelly connected direct drive mode to the derailleur has low-speed gear and high-speed fender, makes the engine can work under all operating modes of vehicle at the best economize on fuel and the general purpose characteristic interval of emission.

Drawings

The technical scheme of the utility model is further explained by combining the attached drawings as follows:

fig. 1 is a schematic diagram of a hybrid power transmission mechanism for a vehicle according to the present invention.

Detailed Description

The present invention will be described in further detail with reference to the accompanying drawings and specific embodiments.

As shown in fig. 1, the hybrid power transmission mechanism for a vehicle according to the present invention comprises a main motor 1, a main motor shaft 2, an auxiliary generator 4, an auxiliary generator shaft 5, a piston internal combustion engine 7, a clutch 8, an engine power input shaft 9, a transmission input shaft 11, a transmission output shaft 12, a high-speed gear meshing gear set 13, a low-speed gear meshing gear set 14, and a differential 17.

The engine power input shaft 9 is matched with the clutch 8, the clutch 8 is matched with the piston internal combustion engine 7, and the engine power input shaft 9 is provided with an engine primary transmission gear 10; the auxiliary generator 4 is matched with an auxiliary generator rotating shaft 5, an auxiliary generator primary transmission gear 6 is arranged on the auxiliary generator rotating shaft 5, and an engine primary transmission gear 10 is meshed with the auxiliary generator primary transmission gear 6.

The engine power input shaft 9 is connected with the speed change input shaft 11, the speed change input shaft 11 is provided with a synchronizer 15, the synchronizer 15 contains a neutral gear, and the speed change input shaft 11 is matched with the speed change output shaft 12 through a high-speed gear meshing gear set 13 and a low-speed gear meshing gear set 14.

The main motor 1 is matched with a main motor rotating shaft 2, a main motor primary transmission gear 3 is arranged on the main motor rotating shaft 2, a main reduction gear 16 is arranged on a speed change output shaft 12, the main reduction gear 16 is meshed with the main motor primary transmission gear 3, and the main reduction gear 16 is matched with a differential 17.

The clutch 8 and the synchronizer 15 may be hydraulic or electromagnetic actuators, among others.

The power coupling mode of the vehicle hybrid power speed change mechanism can be divided into three modes, including a pure electric driving mode, a series power generation mode and a parallel direct driving mode.

When the battery is sufficiently charged, the vehicle is in a pure electric mode, the clutch on the engine side is kept open, and the synchronizer is shifted into a low gear from a neutral state.

When the charge quantity of the battery is low, the vehicle is preferentially in a series power generation mode at a medium and low speed; at the moment, the synchronizer keeps a neutral state, and the clutch on the input side of the engine is closed; the engine drives the auxiliary generator to convert the mechanical energy into electric energy, and the electric energy is provided to the main motor to drive the vehicle.

When the charge capacity of the battery is low, the vehicle is preferentially in a parallel driving mode at medium and high speed; at the moment, the synchronizer keeps low-gear transmission, and mechanical energy output by the engine is directly transmitted to the vehicle main speed reducer.

The three modes can comprehensively determine the speed ratio of mechanical transmission of the engine according to the oil consumption of different engines with universal characteristics, so that the oil saving and emission of the engine can obtain better performance.

As a preferable mode, in the gear shifting process of the engine power transmission, the transmission coupling of the engine-side clutch can be firstly opened, the auxiliary generator enters the idle-load zero-torque output, the synchronizer is switched into the neutral gear from the low gear, the auxiliary generator actively adjusts the speed to ensure that the rotating speed of the first-stage gear and the rotating speed of the high-stage gear reach corresponding speed ratios, the general target adjusting rotating speed is allowed to be within +/-5 rpm, at the moment, the synchronizer is rapidly switched into the high gear, the auxiliary generator recovers the torque response state, and then the clutch on the engine side is also closed. The same implementation can be applied to the parallel drive mode, in which the engine power is switched from the high gear to the low gear.

As a preferable mode, the power coupling mode of the transmission is switched from series power generation to a parallel driving process, the auxiliary generator can be firstly enabled to enter an idle-load zero-torque output state, the clutch on the engine side is opened, the auxiliary generator actively adjusts the speed to enable the rotating speed of the first-stage gear and the rotating speed of the gear on the low gear to reach corresponding speed ratios, the general target adjusting rotating speed is allowed to be within +/-5 rpm, the synchronizer is rapidly switched into the low gear, the auxiliary generator recovers a torque response state, and then the clutch on the engine side is also closed.

In some embodiments, the transmission power coupling mode is switched from parallel drive to series power generation, allowing the auxiliary generator and engine to enter idle zero torque output, and the synchronizer to switch into neutral. The auxiliary generator regulates speed, and the engine and the auxiliary generator enter a series connection power generation state.

In some embodiments, gears can be added to three or more gear ratios based on a two-speed synchronizer configuration, but typically for hybrid modes, the engine operates in the two-speed range, with energy savings and emissions that are sufficiently superior to system configuration costs.

The above is only a specific application example of the present invention, and does not set any limit to the protection scope of the present invention; all technical solutions formed by adopting equivalent transformation or equivalent replacement fall within the protection scope of the present invention.

Claims

1. A hybrid transmission mechanism for a vehicle, characterized in that: the hybrid power generation system comprises a main motor rotating shaft (2), an auxiliary generator rotating shaft (5), a clutch (8), an engine power input shaft (9), a speed change input shaft (11), a speed change output shaft (12), a high-speed gear meshing gear set (13), a low-speed gear meshing gear set (14) and a differential (17);

the engine power input shaft (9) is matched with the clutch (8), an engine primary transmission gear (10) is arranged on the engine power input shaft (9), an auxiliary generator primary transmission gear (6) is arranged on the auxiliary generator rotating shaft (5), and the engine primary transmission gear (10) is meshed with the auxiliary generator primary transmission gear (6);

the engine power input shaft (9) is connected with the speed change input shaft (11), a synchronizer (15) is arranged on the speed change input shaft (11), and the speed change input shaft (11) is matched with the speed change output shaft (12) through a high-speed gear meshing gear set (13) and a low-speed gear meshing gear set (14);

a main reduction gear (16) is arranged on the variable speed output shaft (12), a main motor primary transmission gear (3) is arranged on a main motor rotating shaft (2), the main reduction gear (16) is meshed with the main motor primary transmission gear (3), and the main reduction gear (16) is matched with a differential (17).

2. The vehicular hybrid transmission mechanism according to claim 1, characterized in that: the clutch (8) and the synchronizer (15) adopt hydraulic or electromagnetic actuating mechanisms.

3. The vehicular hybrid transmission mechanism according to claim 1, characterized in that: the clutch (8) is a normally open clutch.

4. The vehicular hybrid transmission mechanism according to claim 1, characterized in that: the synchronizer (15) comprises a neutral gear.