WO2019129203A1 - 变速器、动力驱动***及车辆 - Google Patents
变速器、动力驱动***及车辆 Download PDFInfo
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- WO2019129203A1 WO2019129203A1 PCT/CN2018/124898 CN2018124898W WO2019129203A1 WO 2019129203 A1 WO2019129203 A1 WO 2019129203A1 CN 2018124898 W CN2018124898 W CN 2018124898W WO 2019129203 A1 WO2019129203 A1 WO 2019129203A1
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- Prior art keywords
- gear
- dual clutch
- transmission
- output
- shaft
- Prior art date
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Classifications
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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
- B60K17/00—Arrangement or mounting of transmissions in vehicles
- B60K17/02—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of clutch
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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
- B60K17/00—Arrangement or mounting of transmissions in vehicles
- B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
- B60K17/06—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of change-speed gearing
- B60K17/08—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of change-speed gearing of mechanical type
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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
- B60K6/50—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
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
- F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
- F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
- F16H3/085—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts with more than one output shaft
Definitions
- the present disclosure relates to a transmission, a power drive system, and a vehicle.
- the transmission is one of the main assemblies of the automotive transmission system.
- the actual use of the car is very complicated, such as starting, idle parking, low speed or high speed driving, acceleration, deceleration, climbing and reversing, which requires the driving force and speed of the car to vary within a considerable range.
- the widely used piston engine has a small range of output torque and rotational speed.
- the engine is operated under favorable conditions (high power, low fuel consumption), and needs to be in the transmission system.
- Set the transmission in the middle For motor vehicles driven by new energy vehicles, although the range of motor speed varies, in order to match the high efficiency area of the motor, in some cases it is necessary to provide a transmission in the transmission system.
- Prior art transmissions are generally complex in construction and costly.
- the present disclosure provides a transmission including a first dual clutch, a second dual clutch, a first gear gear set, a second gear gear set, and a third gear gear set, the first gear position
- the gear set includes a first gear and a second gear
- the second gear gear set includes a third gear and a fourth gear
- the third gear gear set includes a fifth gear and a sixth gear
- the first double a first output shaft of the clutch is coupled to the first gear
- a second output shaft of the first dual clutch is coupled to the third gear and a fifth gear
- a first input shaft of the second dual clutch is coupled to The sixth gear
- the second input shaft of the second dual clutch is coupled to the second gear and the fourth gear.
- the second range gear set is located between the first range gear set and the third range gear set.
- the first gear meshes with a second gear
- the third gear meshes with a fourth gear
- the fifth gear meshes with a sixth gear.
- the transmission further includes a clutch, the second gear and the fourth gear are coupled by the clutch, and a second input shaft of the second dual clutch and the second gear pass Said clutch connection.
- the transmission further includes a first transmission gear, a second transmission gear, and a transmission output shaft, an output of the second dual clutch being coupled to the first transmission gear, the second transmission gear Mounted on the transmission output shaft and meshed with the first transmission gear.
- the combination of the dual clutch and the three-gear gear set makes it possible to obtain a four-speed transmission that is simple in structure and convenient to operate.
- the present disclosure also provides a power drive system including an engine, a transmission as described above, and an output, the power shaft of the engine being coupled to an input of the first dual clutch, the output being for transmitting The power output of the transmission is used to drive the vehicle.
- the system further includes a first electric machine that is powered by the engine.
- a power shaft of the first electric machine is coupled to the second gear.
- system further includes a second electric machine, the output portion further configured to output power from the second electric machine to drive the vehicle.
- a power shaft of the second electric machine is coaxially coupled to a second output shaft of the first dual clutch.
- the present disclosure also provides a vehicle including the power drive system as described above.
- FIG. 1 is a schematic structural view of a transmission according to a first embodiment of the present disclosure
- FIG. 2 is a schematic structural view of a transmission according to a second embodiment of the present disclosure.
- FIG. 3 is a schematic conceptual diagram of a power drive system in accordance with an embodiment of the present disclosure
- FIG. 4 is a schematic diagram of a vehicle in accordance with an embodiment of the present disclosure.
- a transmission is provided, as shown in FIG. 1, the transmission includes a first dual clutch 4, a second dual clutch 5, a first gear gear set, a second gear gear set, and a third gear Bit gear set.
- the first gear gear set includes a first gear 6 and a second gear 7, the second gear gear set includes a third gear 8 and a fourth gear 9, and the third gear gear set includes a fifth gear 10 and a sixth gear 11 .
- the first gear 6, the third gear 8, and the fifth gear 10 are disposed on the same axis, and the second gear 7, the fourth gear 9, and the sixth gear 11 are disposed on the other axis.
- the second gear set is located between the first gear gear set and the third gear gear set.
- the first gear 6 and the second gear 7 may be directly engaged or may be meshed with the intermediate gear and connected by the intermediate gear.
- the third gear 8 and the fourth gear 9 may be directly engaged or may be meshed with the intermediate gear and connected by the intermediate gear.
- the fifth gear 10 and the sixth gear 11 may be directly engaged or may be meshed with the intermediate gear and connected by the intermediate gear.
- the first dual clutch 4 has an input 41, a first output shaft 42 and a second output shaft 43.
- the power shaft of the first motor 2 is coupled to the input end 41 of the first dual clutch 4, the first output shaft 42 of the first dual clutch 4 is coupled to the first gear 6, the first gear 6 and the first of the first dual clutch 4
- the output shaft 42 rotates synchronously.
- the third gear 8 and the fifth gear 10 are mounted on the second output shaft 43 of the first dual clutch 4, and the third gear 8 and the fifth gear 10 rotate in synchronization with the second output shaft 43.
- the first dual clutch 4 is located on the same side of the first gear gear set, the second gear gear set and the third gear gear set and is adjacent to the first gear position.
- the gear set is arranged such that the first output shaft 42 of the first dual clutch 4 is sleeved over the second output shaft 43 to make the transmission structure more compact and easy to arrange on the entire vehicle.
- the input end 41 of the first dual clutch 4 may be the housing of the first dual clutch 4, the first dual clutch 4 further comprising two driven discs, the first output shaft 42 of the first dual clutch 4 being movable with one of the The disk is connected by a key, and the second output shaft 43 of the first dual clutch 4 can be connected to the other driven disk by a key.
- the housing of the first dual clutch 4 and the two driven discs may both be disconnected, i.e., the input end 41 of the first dual clutch 4 is disconnected from both the first output shaft 42 and the second output shaft 43.
- the housing of the first dual clutch 4 can be controlled to engage with the corresponding driven plate to rotate synchronously, and the driven plate drives the corresponding output shaft to rotate synchronously, that is, the first dual clutch 4
- the input 41 is in driving connection with one of the first output shaft 42 and the second output shaft 43 such that the power transmitted from the input 41 can be output through one of the first output shaft 42 and the second output shaft 43.
- control strategy can be adaptively set according to the actual required transmission mode, so that the input terminal 41 and the two can be The output shafts are all disconnected and the input 41 is switched between a plurality of modes, such as one of the two output shafts.
- the second dual clutch 5 has a first input shaft 52, a second input shaft 53, and an output end 51, the first input shaft 52 of the second dual clutch 5 is connected to the sixth gear 11, and the second input of the second dual clutch 5
- the shaft 53 is connected to the second gear 7 and the fourth gear 9.
- the second dual clutch 5 is located on the same side of the first gear gear set, the second gear gear set and the third gear gear set and is adjacent to the third gear position.
- a gear set that is, the first dual clutch 4 and the second dual clutch 5 are respectively located on both sides of the first gear gear set, the second gear gear set and the third gear gear set, and the second dual clutch 5
- An input shaft 52 is sleeved over the second input shaft 53 to make the transmission structure more compact and easy to arrange on the entire vehicle.
- the output 51 of the second dual clutch 5 may be the housing of the second dual clutch 5, the second dual clutch 5 further includes two driven discs, and the first input shaft 52 of the second dual clutch 5 may be driven with one of the two The disk is connected by a key, and the second input shaft 53 of the second dual clutch 5 can be connected to the other driven disk by a key.
- the housing of the second dual clutch 5 and the two driven discs may both be disconnected, that is, the output end 51 is disconnected from both the first input shaft 52 and the second input shaft 53.
- the corresponding driven disc can be controlled to engage with the housing, so that the driven disc drives the housing to rotate synchronously, that is, the output end 51 and the first input.
- One of the shaft 52 and the second input shaft 53 is drivingly coupled such that power transmitted from one of the first input shaft 52 and the second output shaft 53 can be output through the output terminal 51.
- control strategy can be adaptively set according to the actual required transmission mode, so that the output 51 and the output can be The input shafts are all disconnected and the output 51 is switched between a plurality of modes, such as one of the two input shafts.
- the combination of two dual clutches and three gear gear sets enables a four-speed transmission that is simple in construction and convenient to operate.
- the transmission may further include a first transmission gear 13, a second transmission gear 14, and a transmission output shaft 15, and an output 51 of the second dual clutch 5 is coupled to the first transmission gear 13
- the second transfer gear 14 meshes with the first transfer gear 13, and the second transfer gear 14 is mounted on the transmission output shaft 15.
- the transmission may further include a clutch 12 disposed between the second gear 7 and the fourth gear 9, and the second gear 7 and the fourth gear 9 are coupled by the clutch 12.
- the fourth gear 9 is mounted on the second input shaft 53 of the second dual clutch 5, and the fourth gear 9 rotates in synchronization with the second input shaft 53 of the second dual clutch 5.
- a power drive system 100 is provided, as shown in FIG. 3, including an engine 1, a transmission as described above, and an output.
- the power shaft of the engine 1 is coupled to the input 41 of the first dual clutch 4, and the output is for transmitting power output from the transmission to drive the vehicle.
- the output portion may include an output gear 16 and may also include an output gear 16 and a differential 17.
- the output gear 16 is mounted on the transmission output shaft 15 and rotates in synchronization with the transmission output shaft 15, and the output gear 16 meshes with the main reduction gear 18 of the differential 17.
- the function of the differential 17 is to roll the left and right wheels at different angular velocities when the vehicle is turning or driving on an uneven road surface to ensure a pure rolling motion between the wheels on both sides and the ground.
- a differential reduction gear 18 is provided on the differential 17, and the main reduction gear 18 can be arranged, for example, on the housing of the differential 17.
- the power drive system 100 may further include a first motor 2 that may generate power under the driving of the engine 1 or may output power as a motor to drive the vehicle.
- the first electric machine 2 can be coupled into the power drive system by any suitable means.
- the power shaft of the first motor 2 is connected to the second gear 7, that is, the second gear 7 is mounted on the power shaft of the first motor 2, and the second gear 7 and the first motor 2
- the power shaft rotates synchronously.
- the fourth motor power transmission of the first motor 2 can be realized by controlling the clutch 12, the first dual clutch 4, and the second dual clutch 5.
- the input end 41 of the first dual clutch 4 is not connected to the two output shafts of the first dual clutch 4, and the second input shaft 53 of the second dual clutch 5 and the output end 51 of the second dual clutch 5
- the power of the first motor 2 sequentially passes through the clutch 12, the second input shaft 53 of the second dual clutch 5, the output end 51 of the second dual clutch 5, the first transmission gear 13, the second transmission gear 14, and the transmission output.
- the shaft 15, the output gear 16, the main reduction gear 18, and the differential 17 are transmitted to the wheels.
- the input end 41 of the first dual clutch 4 is not connected to the two output shafts of the first dual clutch 4, the first input shaft 52 of the second dual clutch 5 and the output end 51 of the second dual clutch 5
- the power of the first motor 2 sequentially passes through the clutch 12, the fourth gear 9, the third gear 8, the fifth gear 10, the sixth gear 11, the first input shaft 52 of the second dual clutch 5, and the second dual clutch.
- the output 51 of the fifth, the first transfer gear 13, the second transfer gear 14, the transmission output shaft 15, the output gear 16, the reduction gear 18 and the differential 17 are transmitted to the wheels.
- the input end 41 of the first dual clutch 4 is coupled to both output shafts of the first dual clutch 4, and the first input shaft 52 of the second dual clutch 5 and the output end 51 of the second dual clutch 5
- the power of the first motor 2 sequentially passes through the second gear 7, the first gear 6, the first output shaft 42 of the first dual clutch 4, the input end 41 of the first dual clutch 4, and the first dual clutch 4.
- the output shaft 15, the output gear 16, the final reduction gear 18, and the differential 17 are transmitted to the wheels.
- the input end 41 of the first dual clutch 4 is connected to both output shafts of the first dual clutch 4, and the second input shaft 53 of the second dual clutch 5 and the output end 51 of the second dual clutch 5 are connected.
- the power of the first motor 2 sequentially passes through the second gear 7, the first gear 6, the first output shaft 42 of the first dual clutch 4, the input end 41 of the first dual clutch 4, and the first dual clutch 4.
- the output shaft 15, the output gear 16, the final reduction gear 18, and the differential 17 are transmitted to the wheels.
- the power drive system also includes a second electric machine 3 that can function both as an electric motor for driving the vehicle and as a generator for power generation.
- the second electric machine 3 can be coupled into the power drive system in a variety of ways.
- the power shaft of the second electric machine 3 is coaxially connected to the second output shaft 43 of the first dual clutch 4.
- the second motor 3 can be selectively driven by the second gear gear or the third gear gear to drive the vehicle by controlling the second dual clutch 5, thereby realizing the second motor 3.
- the first motor 2 and the second motor 3 may be located on both sides of the transmission, respectively.
- the transmission may be the engine 1 and/or the first motor 2 Four gears are provided, so that the speed and torque of the engine 1 and/or the first motor 2 can be adjusted to some extent, improving the operating efficiency of the engine 1 and/or the first motor 2.
- the gear shifting of the transmission is achieved by a dual clutch capable of allowing the engagement process of one driven disk to overlap with the disconnection process of the other driven disk when the shifting is switched, thereby avoiding torque transmission.
- the instantaneous interruption ensures the shifting process and the smooth running of the whole vehicle.
- the dual clutch has a large advantage in both smoothness and reliability.
- a vehicle 200 is provided. As shown in FIG. 4, the vehicle includes the above-described power drive system 100. Since the present disclosure is provided with the above-described power drive system 100, the vehicle 200 has a simple overall structure. ,low cost.
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- Chemical & Material Sciences (AREA)
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Abstract
一种变速器、动力驱动***及车辆,所述变速器包括第一双离合器(4)、第二双离合器(5)、第一挡位齿轮组、第二挡位齿轮组、第三挡位齿轮组,所述第一挡位齿轮组包括第一齿轮(6)和第二齿轮(7),所述第二挡位齿轮组包括第三齿轮(8)和第四齿轮(9),所述第三挡位齿轮组包括第五齿轮(10)和第六齿轮(11),所述第一双离合器(4)的第一输出轴(42)连接到所述第一齿轮(6),所述第一双离合器(4)的第二输出轴(43)连接到所述第三齿轮(8)和第五齿轮(10),所述第二双离合器(5)的第一输入轴(52)连接到所述第六齿轮(11),所述第二双离合器(5)的第二输入轴(53)连接到所述第二齿轮(7)和第四齿轮(9)。
Description
相关申请的交叉引用
本公开要求比亚迪股份有限公司于2017年12月29日提交的、申请名称为“变速器、动力驱动***及车辆”的、中国专利申请号“201711480500.X”的优先权。
本公开涉及一种变速器、动力驱动***及车辆。
变速器是汽车传动***的主要总成之一。汽车的实际使用情况非常复杂,如起步、怠速停车、低速或高速行驶、加速、减速、爬坡和倒车等,这就要求汽车的驱动力和车速能在相当大的范围内变化。目前广泛采用的活塞式发动机的输出转矩和转速变化范围较小,为了适应经常变化的行驶条件,同时使发动机在有利的工况下(功率较高、油耗较低)工作,需要在传动***中设置变速器。而对于采用电机驱动的新能源汽车,虽然电机的转速变化范围较大,但为了与电机工作时的高效率区域匹配,一些情况下也需要在传动***中设置变速器。现有技术的变速器通常结构复杂,成本较高。
申请内容
本公开的目的是提供一种结构简单的变速器。
为了实现上述目的,本公开提供一种变速器,包括第一双离合器、第二双离合器、第一挡位齿轮组、第二挡位齿轮组、第三挡位齿轮组,所述第一挡位齿轮组包括第一齿轮和第二齿轮,所述第二挡位齿轮组包括第三齿轮和第四齿轮,所述第三挡位齿轮组包括第五齿轮和第六齿轮,所述第一双离合器的第一输出轴连接到所述第一齿轮,所述第一双离合器的第二输出轴连接到所述第三齿轮和第五齿轮,所述第二双离合器的第一输入轴连接到所述第六齿轮,所述第二双离合器的第二输入轴连接到所述第二齿轮和第四齿轮。
本公开的一些实施例,所述第二挡位齿轮组位于所述第一挡位齿轮组和第三挡位齿轮组之间。
本公开的一些实施例,所述第一齿轮与第二齿轮啮合,所述第三齿轮与第四齿轮啮合,所述第五齿轮与第六齿轮啮合。
本公开的一些实施例,所述变速器还包括离合器,所述第二齿轮和所述第四齿轮通过所述离合器连接,所述第二双离合器的第二输入轴与所述第二齿轮通过所述离合器连接。
本公开的一些实施例,所述变速器还包括第一传动齿轮、第二传动齿轮和变速器输出轴,所述第二双离合器的输出端连接到所述第一传动齿轮,所述第二传动齿轮安装在所述变速器输出轴上并与所述第一传动齿轮啮合。
在本公开中,通过双离合器与三个挡位齿轮组的结合,使得能够获得一种结构简单、操作方便的四挡变速器。
本公开还提供一种动力驱动***,包括发动机、如上所述的变速器、以及输出部,所述发动机的动力轴与所述第一双离合器的输入端相连,所述输出部用于传递来自所述变速器输出的动力以驱动车辆。
本公开的一些实施例,所述***还包括第一电机,所述第一电机在所述发动机的带动下进行发电。
本公开的一些实施例,所述第一电机的动力轴连接到所述第二齿轮。
本公开的一些实施例,所述***还包括第二电机,所述输出部还用于输出来自所述第二电机的动力以驱动车辆。
本公开的一些实施例,所述第二电机的动力轴与所述第一双离合器的第二输出轴同轴连接。
本公开还提供一种车辆,包括如上所述的动力驱动***。
本公开的其他特征和优点将在随后的具体实施方式部分予以详细说明。
附图是用来提供对本公开的进一步理解,并且构成说明书的一部分,与下面的具体实施方式一起用于解释本公开,但并不构成对本公开的限制。在附图中:
图1是根据本公开的第一种实施方式的变速器的结构示意图;
图2是根据本公开的第二种实施方式的变速器的结构示意图;
图3是根据本公开的一种实施方式的动力驱动***的示意性原理图;
图4是根据本公开的一种实施方式的车辆的示意图。
以下结合附图对本公开的具体实施方式进行详细说明。应当理解的是,此处所描述的具体实施方式仅用于说明和解释本公开,并不用于限制本公开。
根据本公开的一个方面,提供一种变速器,如图1所示,该变速器包括第一双离合器4、第二双离合器5、第一挡位齿轮组、第二挡位齿轮组、第三挡位齿轮组。第一挡位齿轮组包括第一齿轮6和第二齿轮7,第二挡位齿轮组包括第三齿轮8和第四齿轮9,第三挡位齿轮 组包括第五齿轮10和第六齿轮11。第一齿轮6、第三齿轮8和第五齿轮10布置在同一条轴线上,第二齿轮7、第四齿轮9和第六齿轮11布置在另一条轴线上。第二挡位齿轮组位于第一挡位齿轮组和第三挡位齿轮组之间。
第一齿轮6和第二齿轮7可以直接啮合,也可以均与中间齿轮啮合,通过该中间齿轮传动连接。第三齿轮8和第四齿轮9可以直接啮合,也可以均与中间齿轮啮合,通过该中间齿轮传动连接。第五齿轮10和第六齿轮11可以直接啮合,也可以均与中间齿轮啮合,通过该中间齿轮传动连接。
第一双离合器4具有输入端41、第一输出轴42和第二输出轴43。第一电机2的动力轴与第一双离合器4的输入端41连接,第一双离合器4的第一输出轴42连接到第一齿轮6,第一齿轮6与第一双离合器4的第一输出轴42同步旋转。第三齿轮8和第五齿轮10安装在第一双离合器4的第二输出轴43上,第三齿轮8和第五齿轮10与第二输出轴43同步旋转。在图1所示的第一种实施方式中,第一双离合器4位于第一挡位齿轮组、第二挡位齿轮组和第三挡位齿轮组的同一侧且靠近所述第一挡位齿轮组设置,第一双离合器4的第一输出轴42空套在第二输出轴43上,以使得变速器的结构更紧凑,便于在整车上布置。
第一双离合器4的输入端41可以是第一双离合器4的壳体,第一双离合器4还包括两个从动盘,第一双离合器4的第一输出轴42可以与其中一个从动盘通过键连接,第一双离合器4的第二输出轴43可以与另一个从动盘通过键连接。一般地,第一双离合器4的壳体与两个从动盘可以是都断开的,即第一双离合器4的输入端41与第一输出轴42和第二输出轴43均断开。在需要接合其中一个从动盘时,可以控制第一双离合器4的壳体与相应的从动盘进行接合从而同步旋转,从动盘又带动相应的输出轴同步旋转,即第一双离合器4的输入端41与第一输出轴42和第二输出轴43之一传动连接,从而使得输入端41传来的动力可以通过第一输出轴42和第二输出轴43中的一个输出。
应当理解,第一双离合器4的具体接合状态受到控制策略的影响,对于本领域技术人员而言,可以根据实际所需的传动模式而适应性设定控制策略,从而可以在输入端41与两个输出轴全部断开以及输入端41与两个输出轴之一传动连接等多种模式之间进行切换。
第二双离合器5具有第一输入轴52、第二输入轴53、以及输出端51,第二双离合器5的第一输入轴52连接到第六齿轮11,第二双离合器5的第二输入轴53连接到第二齿轮7和第四齿轮9。在图1所示的第一种实施方式中,第二双离合器5位于第一挡位齿轮组、第二挡位齿轮组和第三挡位齿轮组的同一侧且靠近所述第三挡位齿轮组设置,即,第一双离合器4和第二双离合器5分别位于第一挡位齿轮组、第二挡位齿轮组和第三挡位齿轮组的两侧,第二双离合器5的第一输入轴52空套在第二输入轴53上,以使得变速器的结构更紧凑,便于在整车上布置。
第二双离合器5的输出端51可以是第二双离合器5的壳体,第二双离合器5还包括两个从动盘,第二双离合器5的第一输入轴52可以与其中一个从动盘通过键连接,第二双离合器5的第二输入轴53可以与另一个从动盘通过键连接。一般地,第二双离合器5的壳体与两个从动盘可以是都断开的,即输出端51与第一输入轴52和第二输入轴53均断开。在需要使一个输入轴与第二双离合器5的壳体传动连接时,可以控制相应的从动盘与壳体进行接合,使得从动盘带动壳体同步旋转,即输出端51与第一输入轴52和第二输入轴53之一传动连接,从而使得从第一输入轴52和第二输出轴53中的一个传来的动力可以通过输出端51输出。
应当理解,第二双离合器5的具体接合状态受到控制策略的影响,对于本领域技术人员而言,可以根据实际所需的传动模式而适应性设定控制策略,从而可以在输出端51与两个输入轴全部断开以及输出端51与两个输入轴之一传动连接等多种模式之间进行切换。
在本公开中,通过两个双离合器与三个挡位齿轮组的结合,使得能够获得一种结构简单、操作方便的四挡变速器。
当第一双离合器4的第一输出轴42与第一双离合器4的输入端41相连,第二双离合器5的第一输入轴52与第二双离合器5的输出端51相连时,从第一双离合器4的输入端41输入的动力依次经过第一双离合器4的第一输出轴42、第一齿轮6、第二齿轮7、第四齿轮9、第三齿轮8、第五齿轮10、第六齿轮11、第二双离合器5的第一输入轴52、第二双离合器5的输出端51、第一传动齿轮13、第二传动齿轮14传递至变速器输出轴15。
当第一双离合器4的第二输出轴43与第一双离合器4的输入端41相连,第二双离合器5的第一输入轴52与第二双离合器5的输出端51相连时,从第一双离合器4的输入端41输入的动力依次经过第一双离合器4的第二输出轴43、第五齿轮10、第六齿轮11、第二双离合器5的第一输入轴52、第二双离合器5的输出端51、第一传动齿轮13、第二传动齿轮14传递至变速器输出轴15。
当第一双离合器4的第一输出轴42与第一双离合器4的输入端41相连,第二双离合器5的第二输入轴53与第二双离合器5的输出端51相连时,从第一双离合器4的输入端41输入的动力依次经过第一双离合器4的第一输出轴42、第一齿轮6、第二齿轮7、第二双离合器5的第二输入轴53、第二双离合器5的输出端51、第一传动齿轮13、第二传动齿轮14传递至变速器输出轴15。
当第一双离合器4的第二输出轴43与第一双离合器4的输入端41相连,第二双离合器5的第二输入轴53与第二双离合器5的输出端51相连时,从第一双离合器4的输入端41输入的动力依次经过第一双离合器4的第二输出轴43、第三齿轮8、第四齿轮9、第二双离合器5的第二输入轴53、第二双离合器5的输出端51、第一传动齿轮13、第二传动齿轮 14传递至变速器输出轴15。
在图2所示的第二种实施方式中,变速器还可以包括第一传动齿轮13、第二传动齿轮14和变速器输出轴15,第二双离合器5的输出端51连接到第一传动齿轮13,第二传动齿轮14与第一传动齿轮13啮合,第二传动齿轮14安装在变速器输出轴15上。
在图2所示的第二种实施方式中,变速器还可以包括离合器12,离合器12设置在第二齿轮7和第四齿轮9之间,第二齿轮7和第四齿轮9通过离合器12连接。第四齿轮9安装在第二双离合器5的第二输入轴53上,第四齿轮9与第二双离合器5的第二输入轴53同步旋转。
根据本公开的另一方面,提供一种动力驱动***100,如图3所示,该***包括发动机1、如上所述的变速器、以及输出部。发动机1的动力轴连接到第一双离合器4的输入端41,输出部用于传递变速器输出的动力以驱动车辆。
输出部可以包括输出齿轮16,也可以包括输出齿轮16和差速器17。输出齿轮16安装在变速器输出轴15上并与变速器输出轴15同步旋转,输出齿轮16与差速器17的主减速齿轮18啮合。差速器17的功用是当车辆转弯行驶或者在不平路面上行驶时,使左右车轮以不同的角速度滚动,以保证两侧车轮与地面间作纯滚动运动。差速器17上设置有主减速齿轮18,主减速齿轮18例如可以布置在差速器17的壳体上。
动力驱动***100还可以包括第一电机2,第一电机2可以在发动机1带动下进行发电,也可以作为电动机输出动力以驱动车辆。
第一电机2可以通过任意适当的方式耦合到动力驱动***中。在图3所示的实施方式中,第一电机2的动力轴连接到第二齿轮7,即,第二齿轮7安装在第一电机2的动力轴上,第二齿轮7与第一电机2的动力轴同步旋转。在这种情况下,通过控制离合器12、第一双离合器4和第二双离合器5可以实现第一电机2四挡动力驱动。
当离合器12接合,第一双离合器4的输入端41与第一双离合器4的两个输出轴均不连接,第二双离合器5的第二输入轴53与第二双离合器5的输出端51连接时,第一电机2的动力依次经过离合器12、第二双离合器5的第二输入轴53、第二双离合器5的输出端51、第一传动齿轮13、第二传动齿轮14、变速器输出轴15、输出齿轮16、主减速齿轮18和差速器17传递至车轮。
当离合器12接合,第一双离合器4的输入端41与第一双离合器4的两个输出轴均不连接,第二双离合器5的第一输入轴52与第二双离合器5的输出端51连接时,第一电机2的动力依次经过离合器12、第四齿轮9、第三齿轮8、第五齿轮10、第六齿轮11、第二双离合器5的第一输入轴52、第二双离合器5的输出端51、第一传动齿轮13、第二传动齿轮14、变速器输出轴15、输出齿轮16、主减速齿轮18和差速器17传递至车轮。
当离合器12断开,第一双离合器4的输入端41与第一双离合器4的两个输出轴均连接,第二双离合器5的第一输入轴52与第二双离合器5的输出端51连接时,第一电机2的动力依次经过第二齿轮7、第一齿轮6、第一双离合器4的第一输出轴42、第一双离合器4的输入端41、第一双离合器4的第二输出轴43、第五齿轮10、第六齿轮11、第二双离合器5的第一输入轴52、第二双离合器5的输出端51、第一传动齿轮13、第二传动齿轮14、变速器输出轴15、输出齿轮16、主减速齿轮18和差速器17传递至车轮。
当离合器12断开,第一双离合器4的输入端41与第一双离合器4的两个输出轴均连接,第二双离合器5的第二输入轴53与第二双离合器5的输出端51连接时,第一电机2的动力依次经过第二齿轮7、第一齿轮6、第一双离合器4的第一输出轴42、第一双离合器4的输入端41、第一双离合器4的第二输出轴43、第三齿轮8、第四齿轮9、第二双离合器5的第二输入轴53、第二双离合器5的输出端51、第一传动齿轮13、第二传动齿轮14、变速器输出轴15、输出齿轮16、主减速齿轮18和差速器17传递至车轮。
动力驱动***还包括第二电机3,第二电机3既可作为电动机以用于驱动车辆,又可作为发电机以用于发电。第二电机3可以通过多种方式耦合到动力驱动***中。在图3所示的实施方式中,第二电机3的动力轴与第一双离合器4的第二输出轴43同轴连接。在这种情况下,可以通过控制第二双离合器5,使得第二电机3选择性地通过第二挡位齿轮组或第三挡位齿轮组输出动力以驱动车辆,从而实现第二电机3的两挡动力驱动。第一电机2和第二电机3可以分别位于变速器的两侧。
在本公开中,通过将两个双离合器与三个挡位齿轮组巧妙地结合在一起,使得能够获得一种结构简单、操作方便的变速器,该变速器可以为发动机1和/或第一电机2提供四个挡位,因此能够在一定程度上调节发动机1和/或第一电机2的转速及扭矩,提高发动机1和/或第一电机2的工作效率。
在本公开中,变速器的挡位切换是通过双离合器来实现的,双离合器能够允许换挡切换时一个从动盘的接合过程与另一从动盘的断开过程发生重叠,从而避免扭矩传递的瞬时中断,保证换挡过程及整车运行的平顺性。相比于机械结构更加复杂的同步器,双离合器无论是在平顺性还是可靠性方面都具有较大优势。
根据本公开的一些实施例,提供了一种车辆200,如图4所示,该车辆包括上述的动力驱动***100,由于本公开设置有上述的动力驱动***100,因此该车辆200整体结构简单、成本低。
以上结合附图详细描述了本公开的优选实施方式,但是,本公开并不限于上述实施方式中的具体细节,在本公开的技术构思范围内,可以对本公开的技术方案进行多种简单变型,这些简单变型均属于本公开的保护范围。
另外需要说明的是,在上述具体实施方式中所描述的各个具体技术特征,在不矛盾的情况下,可以通过任何合适的方式进行组合。为了避免不必要的重复,本公开对各种可能的组合方式不再另行说明。
此外,本公开的各种不同的实施方式之间也可以进行任意组合,只要其不违背本公开的思想,其同样应当视为本公开所公开的内容。
Claims (11)
- 一种变速器,其特征在于,包括第一双离合器(4)、第二双离合器(5)、第一挡位齿轮组、第二挡位齿轮组、第三挡位齿轮组,所述第一挡位齿轮组包括第一齿轮(6)和第二齿轮(7),所述第二挡位齿轮组包括第三齿轮(8)和第四齿轮(9),所述第三挡位齿轮组包括第五齿轮(10)和第六齿轮(11),所述第一双离合器(4)的第一输出轴(42)连接到所述第一齿轮(6),所述第一双离合器(4)的第二输出轴(43)连接到所述第三齿轮(8)和第五齿轮(10),所述第二双离合器(5)的第一输入轴(52)连接到所述第六齿轮(11),所述第二双离合器(5)的第二输入轴(53)连接到所述第二齿轮(7)和第四齿轮(9)。
- 根据权利要求1所述的变速器,其特征在于,所述第二挡位齿轮组位于所述第一挡位齿轮组和第三挡位齿轮组之间。
- 根据权利要求1或2所述的变速器,其特征在于,所述第一齿轮(6)与第二齿轮(7)啮合,所述第三齿轮(8)与第四齿轮(9)啮合,所述第五齿轮(10)与第六齿轮(11)啮合。
- 根据权利要求1-3中任一项所述的变速器,其特征在于,所述变速器还包括离合器(12),所述第二齿轮(7)和所述第四齿轮(9)通过所述离合器(12)连接,所述第二双离合器(5)的第二输入轴(53)与所述第二齿轮(7)通过所述离合器(12)连接。
- 根据权利要求1-4中任一项所述的变速器,其特征在于,所述变速器还包括第一传动齿轮(13)、第二传动齿轮(14)和变速器输出轴(15),所述第二双离合器(5)的输出端(51)连接到所述第一传动齿轮(13),所述第二传动齿轮(14)安装在所述变速器输出轴(15)上并与所述第一传动齿轮(13)啮合。
- 一种动力驱动***(100),其特征在于,包括发动机(1)、根据权利要求1-5中任一项所述的变速器、以及输出部,所述发动机(1)的输出轴与所述第一双离合器(4)的输入端(41)相连,所述输出部传递所述变速器输出的动力以驱动车辆。
- 根据权利要求6所述的驱动***(100),其特征在于,所述***还包括第一电机(2), 所述第一电机(2)在所述发动机(1)的带动下进行发电。
- 根据权利要求7所述的驱动***(100),其特征在于,所述第一电机(2)的动力轴连接到所述第二齿轮(7)。
- 根据权利要求6-8中任一项所述的驱动***(100),其特征在于,所述***还包括第二电机(3),所述输出部还用于输出来自所述第二电机(3)的动力以驱动车辆。
- 根据权利要求9所述的驱动***(100),其特征在于,所述第二电机(3)的动力轴与所述第一双离合器(4)的第二输出轴(43)同轴连接。
- 一种车辆(200),其特征在于,包括根据权利要求6-10中任一项所述的动力驱动***(100)。
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